The Frank Harvey Brough 1924 Brough Superior 986cc SS80Registration no. RK 2439Frame no. 178Engine no. KTCY/C/98823/3 (see text)•Featured many times in The Motor Cycle pre-war•Known ownership history•Fully restored in the late 1990s/early 2000s•Present ownership since 2012•Banbury Run award winnerLegendary superbike of motorcycling's between-the-wars 'Golden Age,' Brough Superior - 'The Rolls-Royce of Motorcycles' - was synonymous with high performance, engineering excellence and quality of finish. That such a formidable reputation was forged by a motorcycle constructed almost entirely from bought-in components says much for the publicity skills of George Brough. But if ever a machine was more than the sum of its parts, it was the Brough Superior. W E Brough's machines had been innovative and well engineered, and his son's continued the family tradition but with an added ingredient - style. The very first Brough Superior MkI of 1919 featured a saddle tank - an innovation not adopted by the rest of the British industry until 1928 - and the latter's broad-nosed, wedge-profiled outline would be a hallmark of the Nottingham-built machines from then on. Always the perfectionist, Brough bought only the best available components for his bikes, reasoning that if the product was right, a lofty price tag would be no handicap. And in the 'Roaring Twenties' there were sufficient wealthy connoisseurs around to prove him right. Introduced in 1922, the JAP-powered SS80 achieved instant fame when a racing version ridden by George became the first sidevalve-engined machine to lap Brooklands at over 100mph. With the new SS80's performance threatening to put the overhead-valve MkI in the shade, it was decided to completely re-design the latter. The result was the legendary SS100. Brough entered the 1930s with an entirely JAP-powered range and then, after a brief absence, the SS80 reappeared in 1935 as the SS80 Special, this time with an engine built by Associated Motor Cycles. Although broadly similar to that of the Matchless Model X, the 982cc sidevalve v-twin incorporated Brough's preferred 'knife-and-fork' big-end bearing arrangement instead of the side-by-side connecting rods of the Matchless. By now recast in the mould of luxury tourer or sidecar tug, the SS80 continued to use the AMC engine until production ceased in 1939.One of only 14 SS80s produced in 1924, 'RK 2439' was supplied via Allen Bennett Ltd of Croydon to Mr Frank Harvey on 31st October 1924. 'The Frank Harvey Brough' is well known in BSC circles and rightly so, for its owner famously rode his machine on a succession of long-distance adventures both in the UK and on the Continent, commencing in June 1927 with a trip from his home in Carshalton, Surrey to Inverness. Amazingly, this feat was accomplished in 20 hours, which would be a creditable time today and must have been almost unimaginable then. His route card, still in its original wallet, is on file. Frank's articles about this trip and others were published in editions of The Motor Cycle magazine. Copies of the relevant magazines (five in number) are on file together with copies of period photographs, one of which shows the SS80 fitted with Webb forks and attached to a sidecar. Franks exploits 'north of the border' inspired the BSC's 2011 Scottish Rally.Frank Harvey kept the Brough until 1952, only parting with the machine because an American friend had crashed it. An old-style continuation logbook shows that 'RK 2439' was sold to Frank Verrell of Waddon, Croydon, and it subsequently passed to Michael Braid in Hackbridge, Wallington, and then Dan Keen, who purchased the 'rough and rusty remains' from the BSC in 1972 for £25 (copy bill of sale on file). The Brough was then placed in storage, remaining untouched for over 20 years until its restoration commenced in 1996. The original engine ('16139') had long gone but fortunately the machine came with the 1928 unit (from SS80 '708') that had been fitted at some time prior to 1952 (see aforementioned logbook). Rebuilding the SS80 was entrusted to recognised marque specialists, including Dave Clarke, then president of the Brough Superior Club, and Tony Leedal. The restoration took 11 years to complete and was finished in time for the SS80 to participate in the Brough Superior Club's 50th Anniversary Rally in 2008. The current owner purchased the Brough from the Keen family in 2012. The following year 'RK 2439' took part in the VMCC's Banbury Run, winning the Brough Superior 'Bike of the Event' award. Used infrequently since then, the Brough has recently been re-commissioned by Classic Super Bikes of Fleet, Hampshire and will be presented in running order at the sale. A well known Brough with a fascinating story, 'RK 2439' comes with a V5C, substantial file of history and is worthy of the closest inspection. Offered without keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to biddingFor further information on this lot please visit Bonhams.com
We found 596772 price guide item(s) matching your search
There are 596772 lots that match your search criteria. Subscribe now to get instant access to the full price guide service.
Click here to subscribe- List
- Grid
-
596772 item(s)/page
1950 Vincent-HRD 499cc Series-B Meteor Registration no. KYP 211 (see text)Frame no. R/1/4930 Rear frame no. R/1/4930Engine no. F5AB/2/3030 Crankcase mating no. 62A/62A•Barn find•Rare post-war single-cylinder model•Matching frame and engine numbers•Believed single family ownership from new•Offered for restorationThe Vincent-HRD marque originated in 1928 when Philip C Vincent acquired the name, jigs, tools and patterns of the recently liquidated HRD Company. ('HRD' stood for Howard Raymond Davies, the Isle of Man TT winner who had founded the firm in 1924). Vincent moved production from Wolverhampton to Stevenage and set about putting his motorcycle design ideas into practice, commencing with an innovative sprung frame that would remain a feature of Vincent motorcycles until production ceased in 1955. Like Davies before him, Vincent relied on proprietary engines until increasing dissatisfaction with suppliers led to the creation of Vincent's own 500cc single in 1934, which was later doubled up to create the legendary Series-A Rapide v-twin. Post-war this situation was reversed, with an all-new v-twin appearing first, in May 1946, followed by the single-cylinder version in 1949. The latter was offered in two forms initially – Series-B Meteor and Series-C Comet – the main differences between the two being the new Girdraulic front fork fitted to the latter, while the former retained the old Brampton girders, and the Meteor's slightly smaller carburettor. When production of Series-B models was phased out during 1950 the Meteor disappeared from the range, making it one of the rarer of post-war Vincent-HRDs. This rare, matching-numbers Vincent-HRD Meteor was delivered new to Jack Surtees' dealership in London in January 1950 and is believed to have had only one owner (the vendor's late father) from new. Showing 16,202 miles on the odometer, the Vincent was last on the road in 1958 and has been stored by the family since then (the last tax disc is still in the holder). Offered for restoration and sold strictly as viewed, the machine comes with documentation consisting of assorted correspondence and sundry bills from the 1950s, including some from the factory and Vincent specialist, George Brown.It should be noted that the registration 'KYP 211' is not recorded in the DVLA or HPI databases. Accordingly, prospective purchasers must satisfy themselves with regard to this motorcycle's registration status prior to bidding. Offered without keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to biddingFor further information on this lot please visit Bonhams.com
1950 Vincent 499cc CometRegistration no. LKH 109Frame no. Upper Frame no.RC/1/5966 Rear Frame no. RC/1/5966 Engine no. Engine no. F5AB/2A/4066 Crankcase nos.93H/93H• Matching numbers example• Well maintained, with some modern updatesWith the apocryphal tale of Vincent-HRD Series A twins being conceived as a result of two single-cylinder drawings being overlapped, it could be said that the post-war single cylinder engine was brought about by the use of a rubber – removing the rear cylinder of the existing twin-pot design. In other respects, the layout was almost identical, with the same 'frameless' cycle parts being employed for both types. On the singles, the rear cylinder was replaced with a cast alloy beam, and the gearbox employed was the familiar Burman item, an older versions of which had been popular before the war. Announced in late 1948, a few Series B Meteors were produced before being joined by the Comet in Series C form with Girdraulic forks, as opposed to the Brampton girders on the Meteor. The Comet was a little more expensive, being equipped with the new forks, a higher compression ratio, front propstands, and a modified, slightly longer, rear frame section. In most other respects the bikes were very similar. It remained in the model range from its inception in 1948 until 1954.This matching numbers Comet was purchased by the vendor in 2004. The previous owner, Neil Cowan, had acquired the machine in 1994 from a garage in Dundee, and used the machine for a few rallies and shows before realising that it required some work. He gave the machine to Simon Linford who carried out work mainly to refurbish the front forks, dampers and electrics, whilst the engine was sent to Bob Dunn for a complete rebuild (invoice on file). Later work included fitting an Alton generator and regulator. Registered in Hull, the factory records do not relate to whom LKH 109 was first consigned (possibly Jordans of Hull), but there is a copy of the Works Order form and a VOC certificate of Authenticity in the documents. It retains its original upper frame, rear frame and engine.The present owner has used the Comet every year during his ownership, for club runs and local rallies, and continued to improve the machine, adding stainless steel wheel rims and spokes, a centre stand, folding rider's footrests, barrel relined with standard piston, new valves and guides, new multiplate clutch, new carburettor, anti-sumping valve, and a 105 camshaft (original cam included). Unfortunately, the vendor has reached an age at which he feels he may be unable to use the bike as much as he would like, and wishes to pass it on to another custodian to enjoy. With the battery reconnected, it will be ready for a new owner to use. Documentation comprises a current V5C, copy old V5s, a quantity of old tax discs, the aforementioned copy Works Order Form, invoices / receipts, and sundry papers.Offered without keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to biddingFor further information on this lot please visit Bonhams.com
Property of a deceased's estate 1950 Vincent 499cc Comet ProjectRegistration no. LKH 646 (see text)Frame no. RC/1/6430 Rear frame no. RC/1/6430Engine no. F5AB/2A/4530 Crankcase mating no. 34K/34KUnlike in pre-war days, when the first (Series-A) Vincent-HRD v-twin had been created by - in effect - combining two of the existing singles, post-WW2 Vincent's approach was reversed, with the Series-B twin appearing first, in 1946, and the single-cylinder version in 1948. The latter was offered in two forms initially: Series-B Meteor and Series-C Comet. Apart from its Burman gearbox and 'missing' cylinder, the Comet followed Series-C twin lines, featuring the newly introduced Girdraulic front fork and hydraulic dampers at front and rear, while the Meteor retained the old Brampton girders. The Meteor was soon dropped but the Comet continued in production until 1954, offering the same degree of refinement as its bigger brother, albeit with reduced performance. Even so, the Comet combined a 90mph potential with excellent fuel economy, and was the ideal touring mount for the discerning rider who placed civility of manners and quality of construction above outright performance. Presented in 'barn find' condition, this matching-numbers Vincent Comet was purchased by the late owner in 1965 and carries a tax disc that expired in 1968, which is almost certainly when it was last used. The coil ignition conversion and red paintwork are believed to be the work of a previous owner. Accompanying documentation consists of an old-style continuation logbook (issued 1956) and old insurance and MoT certificates from the 1960s. The machine is offered for restoration (the engine is seized) and sold strictly as viewed. It should be noted the registration 'LKH 646' is not listed in the HPI/DVLA database. Accordingly, prospective purchasers must satisfy themselves with regard to the status of the registration number.Offered without keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to biddingFor further information on this lot please visit Bonhams.com
Property of a deceased's estate 1963 BSA 646cc Rocket Gold Star ReplicaRegistration no. WPV 862AFrame no. GA10.1402 (see text)Engine no. DA10 R 10018Widely recognised as one of the most desirable of all factory built 'café racers', the Rocket Gold Star arrived in 1962 together with the first of BSA's new unitary construction range. A combination of - mainly - Gold Star cycle parts and the A10 Super Rocket twin-cylinder engine, the newcomer represented the last of the old pre-unit line rather than a new departure, and thus was destined for a relatively short life. The model was offered in a number of different forms and with a host of options relating to controls and equipment. Around 1,800 were made over a two-year period. Today genuine examples are highly sought after, their relative scarcity leading to the construction of numerous replicas. Carrying an Ipswich registration, this beautifully restored Rocket Gold Star Replica was purchased 'sold as seen' from Roger Sharman of Cake St Classics in 2001/2002 (receipts on file). The frame/engine numbers match those of a Rocket Gold Star despatched in May 1963 to C Cope of Birmingham, but it should be noted that the frame number is not a BSA factory stamping, hence this machine must be considered a replica (see GSOC correspondence on file). Unfortunately no other history is known. The machine also comes with an original RGS instruction manual and old/current V5/V5C documents showing the date of first registration as 1st September 2001. Offered without keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to biddingFor further information on this lot please visit Bonhams.com
1952 BSA 123cc Bantam D1Registration no. HNR 682 (see text)Frame no. YD1S 81186Engine no. YDL 12053Developed from the pre-war DKW RT125 and announced in 1948, the Bantam became a top seller for BSA, in excess of half a million leaving the Birmingham factory before production ceased in 1971. Originally of 123cc, the engine grew first to 148cc and then to 172cc. Plunger rear suspension became available as an option in 1950, as did battery electrics powered by a 6-volt Lucas alternator, direct lighting having been relied upon hitherto. Many a mature motorcyclist will have learned to ride on a Bantam and the model remains a firm favourite to this day. Believed purchased by the vendor's father from the original owner, and not ridden for 50 years, this plunger-suspended Bantam is presented in outstandingly original 'time warp' condition, currently displaying a total of only 11,391 miles on the odometer. Offered for re-commissioning/restoration, the machine comes with keys but there are no documents present. 'HNR 682' is not listed in the HPI database; accordingly, prospective purchasers must satisfy themselves with regard to this motorcycle's registration status prior to bidding.Offered with keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to biddingLot to be sold without reserve.For further information on this lot please visit Bonhams.com
Property of a deceased's estate 1956 Velocette 499cc VenomRegistration no. URT 325Frame no. RS7756Engine no. VM1005Introduced for 1956, the Venom and Viper high-performance sports roadsters were derived from the touring MSS. These two new models had resulted from engine development pursued as part of the factory's scrambles programme and were launched at that the 1955 Motorcycle Show. The MSS's swinging-arm frame and forks were retained for the newcomers, but full-width alloy hubs were adopted to boost braking power and smart chromed mudguards fitted to enhance the models' sporting image. Produced until the end of Velocette production in 1971, the Venom represents the final glorious flowering of the traditional British sports single, and today these supremely well engineered thoroughbreds are highly sought after. Venom production commenced in December 1955 with frame number '7623'/engine number '1001') making this example one of the very first to leave the factory. The Venom has been standing unused for some considerable time and will require re-commissioning or possibly more extensive restoration before further use (the engine turns with some compression). The registration 'URT 325' is listed in the HPI database; nevertheless, prospective purchasers should satisfy themselves with regard to this motorcycle's registration status prior to bidding. There are no documents with this Lot, which is sold strictly as viewed. Offered without keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to biddingFor further information on this lot please visit Bonhams.com
1961 Triumph 649cc TR6R TrophyRegistration no. not registeredFrame no. D13591 (see text)Engine no. TR6R D13591 (see text)Success in the International Six Days' Trial (ISDT) in the late 1940s prompted Triumph to adopt the 'Trophy' name for their off-road-styled twins, at first for the 500cc TR5 and then for the 650cc TR6. Introduced for 1956, the 650cc Trophy featured the new aluminium-alloy cylinder head of the Tiger 110 sports roadster. Its off-road pretensions were more style than substance though, amounting to little more than the fitting of a smaller fuel tank, quickly detachable headlamp, and larger-section rear tyre. The Trophy retained its sporting character but became more of a roadster as time passed, ending up, in effect, as a single-carburettor T120 Bonneville when reintroduced, after a five-month absence from the range, in February 1961. More tractable than the Bonnie and more economical too, the Trophy gave little away in terms of outright performance, the bike's standing quarter-mile time and top speed being within a whisker of its twin-carb sibling's. This particular Trophy was acquired approximately 20 years ago in a dismantled state. The vendor then had it restored and reassembled. Kept on display in his office since completion, the machine will require re-commissioning and safety checks prior to use. It should also be noted that the near side grab handle has rusted through. Prospective purchasers must satisfy themselves with regard to this motorcycle's frame and engine number stamps, correctness and originality prior to bidding. Offered without keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to biddingFor further information on this lot please visit Bonhams.com
1962 Triumph 649cc T120 BonnevilleRegistration no. 630 RHNFrame no. D18460Engine no. D18460Hurriedly prepared for its debut at the 1958 Earls Court Show (it was too late for inclusion in the 1959 catalogue) Triumph's Bonneville arrived at a time when young motorcycle enthusiasts wanted style as well as substance and had the money to pay for it. Finished in striking two-tone Tangerine/Pearl Grey with matching mudguards and black cycle parts, the bike was a real looker, and the name 'Bonneville', chosen in honour of Johnny Allen's record-breaking achievements with his Triumph-powered streamliner at the eponymous Utah salt flats, was an inspired piece of marketing. Works tester Percy Tait had achieved 128mph at MIRA on a development bike, and even though this figure proved beyond the reach of the production version, the Bonnie was at least as fast as the opposition and much better looking, which was all that mattered. Dating from the final year of production of the Bonneville in its original, 'pre-unit' form, this example had already (pre-2002) been fully restored when it was purchased in 2016 from prominent collector Russell Montgomery. The Bonnie has scarcely been ridden since then but has been started regularly and is said to start first kick and quickly settle into a quiet tick-over. Notable features include numerous stainless fittings and new Amal Concentric carburettors, replacing the original Monoblocs. Offered with a V5C document.Offered without keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to biddingFor further information on this lot please visit Bonhams.com
1978 Triumph 744cc T140V BonnevilleRegistration no. BAY 490TFrame no. T140V DX06977Engine no. T140V DX06977The final phase of Triumph twin development began in 1972 with the first appearance of the enlarged-to-750cc version of the Bonneville, the increase in bore size necessitating a new crankcase to accommodate the larger barrel. Other improvements included a ten-stud cylinder head, triplex primary chain, stronger transmission and a disc front brake. A five-speed gearbox, introduced on the preceding 650 Bonneville, was standard equipment on the 750. Despite the age of the basic design and strong competition from Japanese and European manufacturers, the Bonnie remained for many years the UK's top-selling 750 and was voted MCN's 'Machine of the Year' in 1979. This T140V was purchased by the current vendor from P.M. Motorcycles of Harleston, Norfolk in October 2020, since when it has covered only some 65 miles (copy bill of sale on file). The machine retains its original paintwork and supplying dealer's decals on the side panels, and currently displays a believed-genuine total of only 3,565 miles on the odometer, seemingly verified by accompanying MoT certificates. A full service was carried out by Ace Classics in July 2021, which included renewing the clutch and fitting correct 6-volt ignition coils (bill on file). Last run in December 2021. Offered with a V5C. Offered with keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to biddingFor further information on this lot please visit Bonhams.com
1972 Norton Commando 750cc Racing Motorcycle ProjectRegistration no. not registeredFrame no. noneEngine no. 205957Alongside the stock Commando roadster, Norton Villiers offered a competition version intended for production class racing. Introduced for 1971, the Commando Production Racer was developed by works rider/engineer Peter Williams and produced in very limited numbers for little more than one season, with a list price double that of other Commandos. The first Commando to be fitted with a disc front brake as standard, the Production Racer came with a tuned engine, clip-on handlebars, rear-set footrests and distinctive yellow glassfibre fuel tank and bodywork. Genuine examples of this limited-edition rarity are highly sought after by collectors and only very infrequently offered for sale. This Commando had the Production Racer's yellow livery and a glassfibre fuel tank when acquired by the vendor, but in the absence of a frame number it has not proved possible to verify its original specification. Notable features include a Quaife four-speed gear cluster, vented rear brake, and a Norvil front disc brake (albeit on the 'wrong' fork leg). Never road registered, the Commando is possibly the ex-Dennis McMillan machine that he achieved many wins and places on. It was purchased by the vendor in 1975 and only raced a few times before being laid up. Not started since circa 1976, the machine will need full re-commissioning and is sold strictly as viewed (the engine turns over). Offered without keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to biddingLot to be sold without reserve.For further information on this lot please visit Bonhams.com
1969 BSA 740cc Rocket IIIRegistration no. not UK registeredFrame no. CC02257- A75REngine no. CC02257-A75REssentially a 'Tiger-and-a-half', the Triumph and BSA 750cc triples were launched in 1969. BSA-Triumph had learned a lot about engine development from racing the 500cc twins, and the triples were the most powerful machines in their class. Differences between the Triumph Trident and BSA Rocket III were more than just cosmetic: the two models used different frames and in BSA guise the motor's cylinder block was inclined forwards. Only the Trident survived the Group's collapse in 1972, continuing as the T150V (with five-speed gearbox) and later the T160 (using the BSA-type engine). The number of important production race victories achieved (notably by the works Triumph 'Slippery Sam') is eloquent testimony to how effective a high-speed road-burner a well-fettled triple can be. Today they enjoy an enthusiastic following worldwide and are supported by numerous recognised specialists and a first rate owners' club – the TR3OC – whose annual 'Beezumph Rally' is highly recommended. This Rocket III has had five owners from new and had formed part to the preceding custodian's private collection for some eight years when it was purchased by the current vendor at Bonhams' Paris sale in February 2015 (Lot 236). Finished in red, the BSA is described as in generally good original condition, benefiting from new carburettors fitted in 2013. Offered with its original Italian libretto, owner's manual and keys, the machine has not been run since 2015 and will require re-commissioning before further use. Offered with keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to biddingFor further information on this lot please visit Bonhams.com
1941 BMW 745cc R12Registration no. WXG 382Frame no. 36795Engine no. 1294•£20,000 worth of restoration work carried out•Landmark model•A fine example of BMW's legendary R12Although BMW's celebrated blue-and-white roundel led to a myth based upon its origins as an aircraft manufacturer, Bayerishe Motoren Werke is best known for its cars and motorcycles, none more famous or loved than the iconic boxer twins. Starting with the 1923 R32, evolution led to the 1935 R12 that introduced motorcyclists to the hydraulically-damped front fork. First shown on the 1933 concept BMW R7 designed by Alfred Böning, with an Art Deco aesthetic that also carried over to the R12, the forks revolutionised motorcycling. So much did they improve comfort and handling almost all other motorcycles manufactures followed suit, happy to pay BMW royalties for their patented innovation. This also allowed the R12 to have interchangeable wheels, especially useful if a sidecar was attached. With a single carburettor fitted (as per this example) the 745cc motor produced 18 horsepower at a mere 3,400rpm, driving through a four-speed gearbox.This particular R12 was purchased at our spring 2017 sale and since then the current owner has spent some £20,000 (receipts on file) to create perhaps the finest example in the UK.Much of the original work was undertaken by Nick Cronin of award winning Robin James Engineering, who substantially overhauled the rolling chassis, including rebuilt wheels and revamped brakes, as well as a complete rewire with refurbishment of the magneto-dynamo undertaken by a specialist in Germany. The engine and gearbox also benefitted from significant work.Subsequent fettling was commissioned or by taken on by Peter Ardron, well known and highly respected within the BMW airhead community. Working alongside fellow specialists in Germany, the current owner was determined to allow Peter free rein to produce a machine as perfect as an 80 year old motorcycle can be. This including having previous attempts to repair the frame rectified by a German restorer with the appropriate jig. The result is a fine collectors' standard motorcycle, but one which might also be called the ultimate riding machine. This R12 was manufactured in October 1941 and was previously registered in the Netherlands. First registered in the UK on 9th November 2015, it is offered with a fully documented and priced renovation since 2017, a BMW dating letter, previous Dutch registration documents, and a current V5C Registration Certificate. Offered with keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to biddingFor further information on this lot please visit Bonhams.com
1969 BMW 590cc R60Registration no. WVO 457GFrame no. 1818391Engine no. 1818391The current owner purchased this BMW R60 in 2011, the vendor stating that it had been brought to the UK by a US serviceman who sold it here when he returned home at the end of his posting. There is no supporting documentation to prove this but this model was US market only. It was a relatively low volume interim model built prior to the introduction of the /5 range, and this one may be the only example in the UK. 'WVO 457G' was first registered in the UK in September 1980.The BMW had not been used for many years when the current vendor purchased it. The machine was re-commissioned with all clean fluids and a complete strip and rebuild of the fuel system, while the tank was treated internally to protect against rust. Later new carburettor floats were installed but the original brass ones come with the bike. A new magneto was supplied by Bowbury Engineering & Motor Works (BEMW) in Derby (original included) and the oil pump has been replaced. BEMW's John Lawes has described this R60 as the most original that he had seen in many years and was of the opinion that the mileage (currently 23,443) was likely correct. BEMW also supplied new-old-stock exhaust headers, which will go with the bike. Offered with a V5C document and keys.Footnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to biddingFor further information on this lot please visit Bonhams.com
1981 BMW 980cc R100RS Krauser SportsRegistration no. XNO 478XFrame no. 6077512Engine no. 6095601Just a few years after introducing the R90/6 and R90S, BMW upped the capacity of its range-topping flat-twins to 980cc for the 1977 season in the form of the R100/7 series, the flagship of this new line-up being the fully-faired R100RS superbike. Although styled like a super-sports machine, the R100RS was more of a sports-tourer, which did it no harm whatsoever in BMW's traditional market sector. 'BMWs have always managed to give you a unique and almost uncanny feeling of complete security and stability at speed,' observed Bike magazine. 'The ability to maintain cruising speeds of over 100mph for as long as your licence holds out must be one of the machines' most attractive features. The RS even manages to improve on this reputation.'This BMW R100RS was supplied by Fairfield BMW of Southend and first registered on 12th August 1981 to the current vendor, its sole owner. The machine was converted into its current Krauser specification by Simon Hill (the UK Krauser importer) in approximately 1985/1986. It is number '270' of only 300 built. Having covered a trifling (for a BMW) 46,000 miles from new, 'XNO 478X' has been re-commissioned and was running well as of August 2021, but may need a new battery. Currently MoT'd, the machine is offered with the original purchase receipt; its original handbook; a V5C Registration Certificate; and a quantity of expired MoTs. Offered without keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to biddingLot to be sold without reserve.For further information on this lot please visit Bonhams.com
1986 BMW 650cc R65Registration no. D296 LMGFrame no. WB1046200H6128488Engine no. 20/86/0122 HBM 098042AXBMW extended its range of horizontally-opposed twins in the late 1970s with the introduction of the R45 and R65. Looking very much like scaled down versions of BMW's larger models, the duo, which shared identical cycle parts, featured sharper, more modern styling while both weight and overall dimensions were reduced. 'The R65 really is an amazing all-rounder,' declared Bike magazine's tester back in 1982. 'There's 100mph perform¬ance, 57mpg if you're gentle and 41mpg if you're not, a five-gallon tank that makes touring Eng¬land at weekends a less anxious business than it usually is, superlative brakes, a comfortable riding position, excellent tyres, long travel sus¬pension and handling that will get you out of trouble over and over again. Add shaft drive and relatively smooth power and you should be marketing a winner. So why don't you see more R65s on British roads?' The answer was, of course, price. At £2,363 in 1982 the R65 was over £600 more expensive than the faster Suzuki GS650 Katana, which likewise offered the convenience of shaft drive. An imported later mono-shock model (first UK registered in 1991), this R65 shows a total of 12,971 miles on the odometer and is presented in largely original condition, including its factory paintwork. The machine is offered with a rider's manual (for US models), a V5C document, two MoTs, and two keys.Footnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to biddingFor further information on this lot please visit Bonhams.com
1974 Ducati 450 ScramblerRegistration no. XJB 499LFrame no. 465906Engine no. 459995While vast majority of British enthusiasts would regard the café-racer styled sports roadsters as the definitive single-cylinder Ducatis, in Continental Europe and the USA it was the off-road models that were the biggest sellers. Produced to satisfy the demands of its American importers, the first 250 Scrambler appeared in the early 1960s and continued when the singles range was updated to 'wide case' specification for 1968. The first wide case model shown to the public (at the Cologne Show in 1967), the Scrambler was produced in 250 and 350cc sizes initially, the 450 (actually 436cc) version not arriving until 1969.This 450 Scrambler was purchased in 2011 and refurbished that same year by North Leicester Motorcycles, including conversion to 12-volt electrics (see bills for £1,269 on file). In addition, in 2015 the wheel spokes were replaced with stainless and new chains and sprockets fitted at a cost of £426. Accompanying MoT certificates show that the machine covered only some 1,100 miles between September 2008 and July 2018 (note the change of odometer during 2012/2013). Serviced by the owner and Dave Massam Motorcycles, this beautiful Ducati 450 Scrambler comes with the original odometer and 6-volt electrics, a V5C Registration Certificate, and the aforementioned bills and MoTs. Offered with keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to biddingFor further information on this lot please visit Bonhams.com
1973 Ducati 450 MkIII DesmoRegistration no. YND 593LFrame no. DM450 450946Engine no. DM450 450946One of the most significant developments in the production of Fabio Taglioni's Ducati singles was the introduction of the first 'wide case' model in 1967, with production proper commencing the following summer. Changes to the 'wide case' models were not merely confined to the rear engine mount, Taglioni and his team taking the opportunity afforded by the redesign to incorporate a stronger con-rod and big-end bearing, and increase the capacity of the lubrication system. There were also improvements to the gearbox. In '68 Ducati launched the first of its legendary 'Desmo' roadsters in 250cc and 350cc (actually 340cc) capacities, these two top-of-the-range super sports variants being distinguishable from the valve-spring models by their extra chrome and restrained 'D' decals on the side panels. Later that same year the Ducati roadster single appeared in its largest '450' (actually 436cc) incarnation, which offered considerably more torque courtesy of the substantial hike in capacity. According to the accompanying DVLA Motorcycle Inspection Report (compiled by The Old Italian Bike Register), this 450 Desmo 'has been fully restored to an excellent condition matching its original mechanical specification, it is 100% correct and has not been modified in any way'. The machine was imported into the UK in 2019 and has had only one owner in this country. Additional documentation consists of a NOVA confirmation, a dating certificate, and a V5C. Offered with keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to biddingFor further information on this lot please visit Bonhams.com
Originally on loan to Phil Read, The Super Bike Magazine Test Bike, and one of only two Boxers sold 1977 MV Agusta 832cc BoxerRegistration no. SAN 524SFrame no. MV750*2210357Engine no. 221-0508•Present ownership since 2009•Museum stored in a temperature controlled environment•Last run in December 2021•11,534 miles from new'Only two motorcycles were imported into Britain and sold as 'Boxers' before car manufacturer Ferrari forced importers Agrati to change the name back to Monza.' – Mick Walker, MV Agusta Fours - The Complete Story. The ultra-rare MV Agusta Boxer (Monza) offered here represents the culmination of the legendary Italian factory's range of four-cylinder superbikes. Developed from its long line of highly successful multi-cylinder racers, MV Agusta's first road-going four - a twin-carburettor, 600cc tourer - appeared in 1965. But the public demanded something more exciting from many-times World Champions MV, and the Gallarate manufacturer duly obliged in 1969, upping capacity to 743cc and further boosting maximum power (to 69bhp) by fitting a quartet of Dell'Orto carburettors to the revised 750GT. Equipped with shaft rather than chain final drive, the latter arguably was more of a tourer than an out-and-out sports bike. Not that many people got to find out for themselves, for the MV was hand made in limited numbers and priced accordingly.Also in the line-up was the more sporting 750S. Its replacement - the 750S America - was introduced for 1976. Bored out to 789cc, the America produced a claimed 75bhp, an output sufficient to propel the Italian sports roadster to 100mph in around 13 seconds and on to a top speed of 135mph. The next stage of development was the Monza. A stretched (to 832cc) version of the 750S America, the Monza was marketed in Britain as the 'Boxer' until complaints from Ferrari (whose sports car had prior claim to the name) forced a change. Cast-alloy wheels, triple Brembo disc brakes, and a fairing - all optional on the 750S America - usually came as standard on the Monza. Motor Cycle magazine's John Nutting wrung 144mph out of a Monza, making it the fastest production machine in the world at that time. It was also the most expensive, costing almost twice as much as a comparable Japanese superbike. The Monza though, would prove to be short-lived and relatively few were made; by 1977 MV's motorcycle division was in administrative receivership and production ceased at the end of the following year.First registered on 14th September 1977, 'SAN 524S' is one of the two Boxers sold as such by Agrati. The other was sold to property developer John Safe, later Chairman of the MV Owners' Club of Great Britain, while this one was loaned by Agusta Concessionaires to former factory star and seven-time World Champion, Phil Read. In 1977, Phil took part in a road test of this Boxer for Super Bike magazine (copy on file). He had this to say about the Boxer: 'Until today, I didn't know what a magnificent bike it is. I've ridden it on the road, but you can't get near the limit there... Now, since riding the MV on a closed circuit in comparison with other road bikes, I've discovered what a superlative sports motorcycle it is.'Acquired by the current vendor on 9th May 2009, this ultra-rare MV four is offered from a private museum collection where it has been stored in a temperature controlled environment. The machine's last important outing was to the 'Made in Italy' rally in Munich, Germany in March 2017, and it was last run in December 2021. Accompanying paperwork includes five MoTs, the earliest issued in June 1988 at 6,242 miles and the most recent in May 2015 at 11,496 miles (the current odometer reading 11,534 miles). The machine also comes with a few bills; copies of previous registration documents; insurance and SORN paperwork; and old/current V5C documents. Presented in generally excellent condition, this beautiful Boxer represents a possibly once-in-a-lifetime opportunity for the MV collector. Offered with keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to biddingFor further information on this lot please visit Bonhams.com
c.1977 Bultaco 370cc Pursang Moto-CrosserRegistration no. not registeredFrame no. to be advisedEngine no. HM2 2000241One of motorcycling's many legends, Bultaco's foundation was occasioned by the resignation of Francisco Xavier Bulto from Montesa, a company he had co-founded with Pedro Permanyer in 1945. The Montesa board wanted to withdraw from racing; Bulto disagreed and left in 1958, taking most of the racing department with him to set up a new company: Bultaco. By the spring of 1959 the fledgling concern's first model was ready for production. Given the circumstances of Bultaco's birth, it should have surprised no one that the company began racing soon afterwards, successfully entering a team in the roadster class at the 1959 Spanish Grand Prix. Trials and moto-cross models followed in the mid-1960s, the first Pursang scrambler appearing at the start of the 1965 season. Early examples sold in the UK came with Rickman-built frames and four-speed gearboxes, but from 1967 the Pursangs were entirely Spanish-built and had a five-speed transmission. This Pursang formerly belonged to a Mr Scott (now deceased) of Forfar, Angus, prior to which it had formed part of a private collection and been kept in its glass display case in the then owner's office. Unused for over 30 years, the machine will require re-commissioning and/or restoration to a greater or lesser extent following this period of inactivity. Sold strictly as viewed.Offered without keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to biddingFor further information on this lot please visit Bonhams.com
1978 Maico MC250 Moto-CrossRegistration no. not registeredFrame no. 3362932Engine no. MT3361294Founded by the Maisch brothers, Wilhelm and Otto, in the mid-1930s, Maisch & Co (Maico) built two-stroke lightweights at first but soon was forced to change direction to support Germany's war effort. After WW2, Maico turned to the manufacture of children's toys and did not resume motorcycle production until 1947. But whereas before the war proprietary engines had been used, Maico now built complete machines using its own power units. Although its roadsters made little impact in markets beyond central Europe, Maico became one of the major players on the international moto-cross scene in both Europe and North America. While nowhere near as well financed as the Japanese factories, Maico mounted a serious challenge to them thanks to stellar performances by the likes of Adolf Weil, Åke Jonsson and Willy Bauer. The German firm won the Manufacturers' World Championship in the 500cc class but was never able to claim the individual title. Today Maico's class-leading machines of the 1970s are among the most sought after of post-war moto-crossers. An older restoration, this twin-shock Maico was purchased around 25 years ago, since when it has formed part of the owner's large private collection. Re-commissioning and safety checks will be required if the machine is to be used. There are no documents with this Lot. Offered without keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to biddingFor further information on this lot please visit Bonhams.com
c.1971 Suzuki TM400 Cyclone Moto-crosserRegistration no. not registeredFrame no. TM400-15262Engine no. TM400-15262Suzuki launched its TM400 Cyclone moto-crosser in 1971 at the Warner Brothers studio in Hollywood where proceedings were hosted by none other than Star Trek's Captain Kirk (aka William Shatner). Weighing 230lb and with 40 horsepower on tap, transmitted via a five-speed gearbox, the TM400 looked stunning in its bright orange livery. Suzuki claimed its specification was as close as possible to that of the works bikes of Roger DeCoster and Joel Robert, and that it was intended for 'expert' riders only. The latter assertion was soon confirmed when people started racing the big TM, which was afflicted by a 'light switch' power delivery and challenging handling. It really was for experts only. Nevertheless, the bike sold well and a cottage industry soon emerged offering improvements ranging from Koni shocks to complete frame kits. Fixing the peaky power delivery proved relatively simple once the cause had been identified as the PEI electronic ignition's advance curve; fitting the points ignition from the TS400 enduro effected a cure. Production of the TM400 in its original form ceased at the end of 1975. Today Suzuki's first big-bore production moto-crosser deservedly enjoys collectible status. This early TM400 was purchased by the vendor around 25 years ago, since when it has formed part of his large private collection. Re-commissioning and safety checks will be required if the machine is to be used. There are no documents with this Lot. Offered without keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to biddingFor further information on this lot please visit Bonhams.com
1977 Sammy Miller Honda TL125 Hi-Boy Trials MotorcycleRegistration no. XNC 555SFrame no. 362Engine no. TL125SE 1017102Honda's long line of successful off-road models commenced in 1972 with the launch of the SL250 trail bike, though the nomenclature soon changed to the more familiar XL250. The XL's single-cylinder four-stroke engine was typically Honda, being an all-alloy, four-valve unit, and this was housed in a robust cradle-type frame. The company's first proper trials machine - the TL125 of 1973 - was constructed along similar lines, and under the guidance of off-road maestro and many-time Trials Champion, Sammy Miller, was developed into a competitive mount for the clubman. Production continued until mid-1978. As well as helping develop the production TL125, Miller also offered his own 'H-Boy' frame kit, which as its name suggests had increased ground clearance while at the same time being lighter than the stock offering. Around 750 Miller Hi-Boy frames were made between 1974 and 1980. This restored Hi-Boy was purchased by the current vendor at a UK auction in September 2014, since when its has been kept as part of his extensive private collection within a climate-controlled environment. Re-commissioning will be required before further use. Accompanying documentation consists of the 2014 purchase receipt; an expired MoT (2015-2016); and a V5C Registration Certificate. Offered without keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to biddingFor further information on this lot please visit Bonhams.com
1982 Kawasaki Z1300Registration no. MAB 225XFrame no. JKAKZA19CA014256Engine no. KZT30AE014914Having seen its Z1000 deposed as top superbike by Honda's outrageous six-cylinder CBX, it was inevitable that Kawasaki would strike back. Enter the Z1300. Launched in 1978 to a fanfare of superlatives - biggest, heaviest, most powerful, fastest - Kawasaki's new flagship was more super-tourer than outright sports bike, its 140mph top speed notwithstanding. Weighing close to 700lb and producing an astonishing - at that time - 120bhp, the Z1300 promised to be a real handful but in fact handled 'predictably and reassuringly over virtually any kind of surface' according to Bike magazine. Imported from the USA and first registered in the UK on 1st March 1991, this Z1300 was purchased by the immediately preceding owner from Motorcycles Unlimited of Greenford, Middlesex on 18th July 2012 (sales receipt available). In April 2013 it was serviced and cosmetically restored by Portman Motorcycles, the re-spray being entrusted to Dream Machine (bills on file). The current vendor purchased the Kawasaki from Bonhams' sale of the Mikos Salamon Collection at Stafford in April 2018 (Lot 252), since when it has been kept as part of their extensive private collection within a climate-controlled environment. A new battery was fitted earlier this year and the machine passed the MoT test in March 2022. Accompanying paperwork includes numerous invoices; a copy of the old US title; a quantity of expired MoTs; V5C registration documents; and a service manual.Offered with keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to biddingFor further information on this lot please visit Bonhams.com
1974 Kawasaki 748cc H2BRegistration no. SFD 490MFrame no. H2F 35291Engine no. H2E 35299•2 owners from new•Believed-genuine total of 13,951 miles on the odometer•Restored between 2011 and 2014•Kept in a climate-controlled environment'The Kawasaki 750 Mach IV (H2) has only one purpose in life; to give you the most exciting and exhilarating performance. It's so quick it demands the razor sharp reactions of an experienced rider. It's a machine you must take seriously.' – Kawasaki Motors.Kawasaki emphatically established its reputation for building uncompromising high-performance motorcycles with the launch of the stunning Mach III 500 in 1968. Light weight combined with a peakily-delivered 60bhp and indifferent handling made the two-stroke triple an exciting machine to ride but one which nevertheless had the legs of just about everything under 750cc. In 1971 the original was joined by three more triples: the 250cc S1, 350cc S2 and 750cc H2 (also known as the Mach IV for the first years or so). Although 11bhp more powerful than the Mach III, the H2 delivered its power less frenetically and, thanks to a longer wheelbase and revised frame geometry, was easier to ride fast without falling off. Nevertheless, a top speed of around 115/mph with 100mph reachable in 13 seconds was enough to satisfy even the most speed-addicted tyro. Today these charismatic Kawasaki triples enjoy an enthusiastic following worldwide, with restored examples such as this one increasingly sought after. This Kawasaki H2B had had only one owner prior to its acquisition by the current vendor, since when it has been kept as part of his extensive private collection within a climate-controlled environment. The first owner's notes state that the machine had not been ridden for 35 years except for an MoT excursion (in November 1999), following which it remained in storage until he commenced its restoration circa 2011. Bills on file seem to indicate that the rebuild took the next few years to complete, the next MoT certificate being issued in March 2014. Currently displaying a believed-genuine total of 13,951 miles on the odometer, the machine is offered with its original logbook; dating letter; V5C Registration Certificate; and MoT to March 2003.Offered with keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to biddingFor further information on this lot please visit Bonhams.com
1994 Laverda 668cc 650 SportRegistration no. HMN 769F (IoM)Frame no. LAV650 ZLV650SP 100001097Engine no. 1097Having established its performance credentials with a succession of big three-cylinder sports bikes during the 1970s, most notably the fire-breathing Jota, Laverda emerged from a succession of financial upheavals with a new range for the 1990s. The first of these was the 650 Sport, which used a 668cc development of the old Alpino '500' 8-valve twin-cylinder engine housed in a state-of-the-art aluminium twin-spar chassis designed by frame and suspension guru, Nico Bakker. Sadly, Laverda's new owners Gruppo Zanini collapsed in 1992 after only a handful of machines had been assembled, leaving the new owners to build the first production 650 Sports using Zanini's component stocks. These early examples, which feature White Power suspension, are generally considered of better quality than those built subsequently, which tended to suffer from cylinder head and piston problems. This early White Power-equipped 650 Sport was first registered on 9th November 1994 as 'M151 JPJ', and was first registered in the Isle of Man on 1st November 2005. The current owner purchased the Laverda at Bonhams' sale of the Robert White Collection in September 2016 (Lot 605), since when it has been kept as part of their extensive private collection within a climate-controlled environment. Believed last run in 2010, the machine will require re-commissioning before returning to the road. Accompanying paperwork includes an owner's manual, a workshop manual, and an Isle of Man Vehicle Registration Certificate. The machine is Datatagged. Offered without keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to biddingFor further information on this lot please visit Bonhams.com
Only 2,391 miles from new2000 MV Agusta 750cc F4SRegistration no. W194 RFXFrame no. ZCGF401BAYV001445Engine no. F4AY001863Launched at the 1998 Milan Show, the F4 has already become part of MV legend. In a publicity masterstroke, the factory announced that production would commence with a limited edition of 300 very special F4s: the 'Serie Oro' (Gold Series). Once the Serie Oro models had been completed, manufacture of the mainstream F4S (Strada) commenced. Designed by Massimo Tamburini, creator of the Ducati 916, the F4 employed a tubular-steel trellis frame, broadly similar to the Ducati's, carrying the water-cooled double-overhead-camshaft 16-valve engine. Designed by Ferrari, this state-of-the-art power unit produced a class leading 135bhp, while a cassette-type six-speed gearbox enabled ratios to be changed without splitting the engine. But above all else it is the F4's inspired styling that stands out; now 24 years old, the F4 would still look futuristic if it were to be released as a new model today. One of the very first F4S production models, this example was owned from new by prominent motorcycling journalist and classic racer, Alan Cathcart, and has been personally autographed by both Massimo Tamburini and MV Agusta CEO Claudio Castiglioni. The current (second) owner purchased the MV at Bonhams' Stafford sale in October 2014 (Lot 324), since when it has been kept on museum display. Last run in 2014 and presented in effectively 'as new' condition, the machine is offered with its original warranty booklet and owner's manual; an MV Agusta Certificate of Conformity; and an old-style V5 registration document.Offered with keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to biddingFor further information on this lot please visit Bonhams.com
1950 Rumi 125cc TurismoRegistration no. XBV 901Frame no. 1280Engine no. B 1387Producers of miniature submarines and torpedoes in WW2, the firm headed by Donnino Rumi switched to motorcycle manufacture at the war's end, introducing its first Turismo model at the Milan Trade Fair in 1950. This little gem was powered by what would become Rumi's trademark engine: a 125cc parallel-twin two-stroke, the cylinders of which were inclined horizontally. Built in numerous different stages of tune, this wonderfully versatile motor was used to power Standard, Sport and Competizione models as well as a range of advanced scooters, commencing with the ground-braking Formicchino. Sadly, despite its technical innovation and engineering prowess, Rumi had gone by 1962. This rare Rumi Turismo dates from the first year of production and is the earliest Turismo known to the Rumi Owners' Club. This machine has the very early models' unique exhaust system, chromed fuel tank and no speedometer. Alterations began in October 1950, the most obvious being the switch to a painted tank. Restored between 2008 and 2014 to a high standard, the machine was offered for sale by an Austrian collector at Bonhams' Stafford auction in October 2015 (Lot 159) where it was purchased by the current vendor. Offered with a V5C, previous-owner correspondence and old Austrian registration papers, this exquisite little Turismo represents a wonderful opportunity for the discerning collector to acquire an early example of this iconic design. Offered without keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to biddingFor further information on this lot please visit Bonhams.com
1958 MV Agusta 175cc AB TurismoRegistration no. 913 UYVFrame no. 924065Engine no. 920208 (see text)MV Agusta introduced its first production four-strokes in 1952, with production of the all-175cc range commencing in 1954. The newcomers' advanced overhead-cam, unitary construction engines set them apart from most of the opposition, while their cycle parts too were state-of-the-art, consisting of a duplex-loop frame incorporating the engine as a stressed member; oil-damped telescopic front fork; swinging-arm rear suspension; and full-width alloy hubs. MV's overhead-cam 175s lasted until 1959, by which time they had effectively been superseded by the otherwise similar AB range of overhead-valve models.This 175 AB Turismo was first registered in the UK on 1st May 2017 and has had one previous keeper. Fitted with electronic ignition and a larger-than-standard carburettor, the machine is described as in good condition throughout and last ran at the Curborough Charity Sprint in August 2021. Accompanying documentation consists of a dating letter; a V5C; and a photocopy of the original Italian registration papers. It should be noted that the engine has been changed. Offered with keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to biddingFor further information on this lot please visit Bonhams.com
Property of a deceased's estate 1970 Moto Guzzi 757cc V7 SpecialRegistration no. FEW 217HFrame no. VM*89BN*Engine no. 15623An engine design that originated in the early post-war years, Moto Guzzi's venerable 90-degree v-twin is still around today powering the company's latest generation of motorcycles. Guzzi's transverse v-twin engine had been conceived to power a lightweight military three-wheeler intended for the Italian army, and only later was it reassessed for possible motorcycle use. The first motorcycle to make use of this remarkable engine, the 703cc V7, appeared at the International Milan Show in December 1965. The work of Ing. Giulio Carcano, the man who had masterminded Guzzi's spectacular V8-engined Grand Prix racer, the V7 was the biggest and fastest roadster ever to come out of the Mandello del Lario factory. Its military origins had dictated that the Guzzi v-twin should be both simple and easily maintained; indeed, accessibility was outstanding while the shaft-drive transmission, another military requirement, provided virtually maintenance-free running. The Guzzi v-twin would undergo a seemingly never-ending series of enlargements, the first of which, to 757cc, occurred in 1969 on the Special/Ambassador models. Currently showing a total of 35,893 miles on the odometer, this V7 Special is in average/good cosmetic condition, though its mechanical condition is not known. The Guzzi has been standing unused for some considerable time and will require re-commissioning or possibly more extensive restoration before further use. The machine comes with a V5C document and is sold strictly as viewed.Offered without keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to biddingFor further information on this lot please visit Bonhams.com
1978 Honda CBX1000 Super SportRegistration no. BOK 414TFrame no. CB1-2001730Engine no. CB1E-2001031Launched in 1978, the CBX1000 was not the first six of the modern era, Benelli's 750 Sei having beaten it by a couple of years, but it was by far the biggest and fastest. Weighing around 550lbs and with 105bhp on tap, the CBX was good for over 130mph and scorched through the standing quarter-mile in around 12 seconds. For most owners though, it was not the CBX's performance so much as its on-road presence that mattered. Even today, few bikes can match it for charisma, visual appeal and, above all, sound. First registered overseas (most probably in the USA) this CBX1000 was first registered in the UK on 12th May 1997; it is a very early example manufactured within the first month of production. The machine benefits from a 'frame off' restoration carried out by the vendor in 2018-2019, and we are advised that all parts that required replacing were replaced using new-old-stock components where available. Engine work undertaken by Sixcenter in Holland cost £1,400. A new wiring loom was installed and most of the electrical components renewed, while the frame and cycle parts were repainted. There are bills totalling over £8,000 on file together with photographs of the rebuild. Only some 8,000 miles have been covered since restoration and the CBX last ran in September 2021. The machine comes with keys and a V5C Registration Certificate.Footnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to biddingFor further information on this lot please visit Bonhams.com
1981 Yamaha RD250LCRegistration no. A689 TBWFrame no. 4L1-530774Engine no. 4L1-530774No motorcycle of recent times has achieved 'cult' status to the same extent as Yamaha's legendary 'LC'. Launched at the Tokyo Show in 1980, the RD250/350LC marked the introduction of water cooling to Yamaha's range of potent middleweight two-strokes while also bringing mono-shock rear suspension and – in the 350's case - twin disc front brakes to the package for the first time. Water-cooling had been a feature of the firm's TZ racers for some years and the family resemblance was obvious. The LC was relatively inexpensive, endearing itself to impecunious younger riders whose high-street stunts rapidly established the easily wheelied LC's 'hooligan bike' credentials. This RD250LC was built in August 1981 (the first month of 1982-model production) for the West German market (copy Fahrzeugbrief on file). 'A689 TBW' was first registered in the UK on 1st February 2019 having been purchased by the vendor the previous year, advertised as a project to 'ride or restore'. The sympathetic restoration took four years to complete. Accompanying the machine is a very comprehensive file containing numerous invoices for parts; a NOVA submission printout; DVLA paperwork; VJMC dating letter; two expired MoTs; a current V5C document; and MoT to February 2023. The machine also comes with it's tool tray and helmet lock, a copy parts catalogue, Haynes manual and two sets of keys. It should be noted that the speedometer is in kilometres.Footnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to biddingFor further information on this lot please visit Bonhams.com
1987 Honda VFR400R Type NC24Registration no. D355 UGOFrame no. NC24- 1002740Engine no. NC13E-1052797Following the arrival of the VFR750R (RC30) race replica in the late 1980s, it was only to be expected that some of its style and technology would rub off on Honda's smaller V4s. The first of these min race-reps was the NC21, which was followed by the NC24 with RC30-style single-sided swinging arm. Restricted to a maximum of 59PS (59.8bhp) for the Japanese market, these models were not officially imported into the UK, unlike the successor NC30. Boasting RC30 looks and equally exemplary build quality, but at a fraction of the cost, the smaller NCs are among the most collectible classics of recent times. First UK-registered on 9th May 1996, this 'grey import' NC24 was purchased by the current vendor in 2018, since when it has covered a mere 500-or-so miles. Presented in very good condition and said to run well, (although would benefit from an ultrasonic carburettor clean due to lack of use) the Honda has been signed on the fuel tank by racers Steve Plater ('3 TT wins'), Mick Grant ('7 TT wins'), and John McGuinness ('23 TT wins'), with signatures protected by lacquer (photographs on file). Accompanying the machine is a comprehensive file containing sundry invoices for parts; a current V5C document; and expired MoTs dating back to the 1990s (most recent expired 2021). The machine also comes with an original Honda parts catalogue and two keys. It should be noted that the odometer is in kilometres.Footnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to biddingFor further information on this lot please visit Bonhams.com
c.1988 Suzuki GSX-R400Registration no. E470 NOUFrame no. GK73A 100736Engine no. K707 100993The first of Suzuki's GSX-R sports bikes, the GSX-R400 debuted in Japan in 1984. Never officially imported into the UK, it underwent the first of many redesigns for 1986, emerging with a new aluminium twin-spar frame and the 'Suzuki Advanced Cooling System' that relied heavily on internal oil cooling for the engine. Handling was universally hailed as excellent, although like all its 400-class rivals the little Suzuki needed thrashing to get anywhere in a hurry. First UK registered in 1998, this imported example features Suzuki's classic blue/white livery and has been fitted with a Vampire end can, tinted screen, and 'wavy' front brake discs. We are advised by the vendor that the machine last ran in 2015 and that the carburettors need cleaning (the engine runs roughly). Recent re-commissioning included a radiator flush; changing the engine oil and filter; and fitting a new battery and spark plugs. The machine is offered with sundry bills; expired MoTs; a V5C document; DVLA MoT check; workshop manual; and keys.Footnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to biddingFor further information on this lot please visit Bonhams.com
1925 Indian 596cc ScoutRegistration no. BF 4890Frame no. 57Y528Engine no. 57Y528A smaller Indian v-twin, the 37ci (596cc) Scout, joined the existing 61ci (1,000cc) Powerplus twin for 1920. In a somewhat unusual departure, this new smaller Indian featured primary drive by helical gears rather than the more usual chain, and soon gained a reputation for indestructibility: 'You can't wear out an Indian Scout,' claimed the company's advertising. In other respects the sidevalve motor followed the successful Powerplus formula. Detachable cylinder heads were the Scout's big news for 1925 and two years later a 45ci (750cc) variant arrived, to be followed in 1928 by the 101 Scout. The latter featured a revised 750cc engine in a new, longer-wheelbase frame, and this middleweight sports model would prove immensely successful for Indian, so much so that its replacement in 1931 by a heavier Chief-framed model was greeted with dismay. This generator-equipped Scout had already been restored when the current owner purchased it in the Netherlands in 2008. First registered in the UK on 6th August that year, the Indian has been used for VMCC events since then. Works carried out since acquisition include restoring the electrics to working condition; fitting a Meisinger buddy seat; and fitting a period-correct Corbin speedometer (non-working, drive cable required). Last run in 2019, this machine is offered with a VMCC dating document; some tax discs and MoTs; (copy) manufacturer's brochure; and old/current V5C documents. Offered without keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to biddingFor further information on this lot please visit Bonhams.com
c.1942 Indian 500cc Model 741 Scout Military MotorcycleRegistration no. FDG 212Frame no. 741 5032Engine no. GDA12935•De-mobbed and sold by Pride & Clarke in 1946•Acquired by the previous owner in 2002•Restored to military specification•Many-time Malvern Classic Bike Show award winner•Featured in The Classic Motor CycleA smaller Indian v-twin model, the 37ci (600cc) Scout, joined the 61ci Powerplus in 1920. The newcomer soon gained a deserved reputation for durability: 'You can't wear out an Indian Scout' becoming its advertising slogan. Contributing to this longevity was the use of gears for the primary drive rather than the customary chain, and this unusual feature would endure until 1933. A 45ci (750cc) variant was first offered in 1927 and then in April 1928 the 101 Scout appeared featuring a revised 750cc 'flat head' engine in a new, longer-wheelbase frame. This sporting model would prove an immense success for Indian, so much so that its replacement in 1931 by a heavier Chief-framed model was greeted with dismay. Introduced in 1934, the Sport Scout went some way towards retrieving the Scout's reputation, featuring a lighter 'keystone' (open) frame and European-style girder forks. During WW2's early years the Scout was produced for Allied forces in 30.07ci (500cc) and 45ci military versions, designated Models 741 and 640 respectively, before the US Army switched to the ubiquitous Jeep. The designation later changed to 741A (500cc) and 741B (750cc).Built circa 1942 as a military model, this 741 Scout was de-mobbed after the war and sold off in 1946 via the famous Pride & Clarke dealership in South London. Many years later (in August 2002) the civilianised Indian was purchased by previous owner Tony Hutchinson. Tony decided to restore the machine and return it to military specification, as well as acquiring a GI helmet, uniform, and Thompson sub-machine gun (deactivated) to complete the ensemble. The Indian has since been ridden on various parades and won no fewer than six awards at the Malvern Classic Bike Show over the period 2005-2009. It has also been the subject of an article published in The Classic Motor Cycle's March 2011 edition (copy available). Accompanying documentation consists of a V5C Registration Certificate; a quantity of MoTs dating back to 2006 (most recent expired 2019); and a firearms deactivation certificate for the Tommygun. The MoTs show that the Indian had covered only 2,215 post-restoration miles by the time the last was issued in 2018. The aforementioned Tommygun, helmet, uniform and concours awards are included in the sale together with instruction manuals for the motorcycle and Tommygun. A guaranteed head-turner at any military vehicle event or 1940s gathering, this wonderfully evocative Indian Scout is sure to delight the fortunate next owner. Offered without keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to biddingFor further information on this lot please visit Bonhams.com
From The Warr's Harley-Davidson Collection 1978 Harley-Davidson 998cc XLCR Café RacerRegistration no. TTO 515RFrame no. 7F16485H8Engine no. 16485•Rare two-year-only model•Presented in beautiful condition•Rare H-D accessory dual seat and passenger footrests'If black truly is beautiful, then the XLCR was sublime. So dark, it practically drank in the light, the Café Racer was another of Willie G Davidson's variations on an old theme, in this case reworking the basic 1,000cc Sportster which had first appeared in 1972. When it arrived for the 1977 model year, the XLCR looked revolutionary – the most unashamedly different Harley-Davidson yet.' – Mac McDiarmid, The Ultimate Harley-Davidson'. Harley-Davidson had been building the Sportster model for years but by the mid-1970s it had become obvious that something better would be required to compete with the hottest new road bikes from Europe and Japan. Styled by William G Davidson, the company's Design Director, Harley's riposte was the XLCR 'Café Racer', which combined the iron-barreled Sportster engine with a chassis incorporating an XR750-style box-section swinging arm, cast alloy wheels and triple disc brakes. With its matt black-finished engine cases, matching exhaust system and sleek glassfibre bodywork, the XLCR looked lean and mean. Trouble was, The XLCR still couldn't cut it with the opposition, and traditional Harley owners didn't know what to make of it. Sales were disappointing and the model was dropped after only two years in production. Back in '77, Bike magazine reckoned that the XLCR was essentially 'about style and image more than any other machine on the market' and there can be little doubt that turning up on one of these today would get you more attention than any modern sports bike. Only some 3,000-or-so were made and today the rare and stylish XLCR is highly prized by collectors. This superb example is to original and unmodified specification and has to be one of the very best currently available. Professionally maintained by Warr's Harley-Davidson, the machine has only covered an indicated 7,181 miles and was last run during the winter of 2021. Offered with a V5C document, it represents a rare opportunity to acquire a beautiful example of Harley-Davidson's iconic XLCR Café Racer. Offered with keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to biddingFor further information on this lot please visit Bonhams.com
From The Warr's Harley-Davidson Collection 1960 Harley-Davidson 883cc XLCH SportsterRegistration no. 772 YUXFrame no. to be advisedEngine no. 60XLCH2376'When Bruce Main-Smith of Motor Cycling tested an 883cc XLCH in 1959, claimed power was up to 47bhp. The off-road Competition twin – complete with high-level exhaust – turned Harley critics into Harley fans reported Main-Smith.' – The Classic Motor Cycle. The XLCH Sportster had first appeared in 1958 as the competition version of the XLH ('H' for high-compression) roadster, and as such was sold without either lighting or speedometer. Ignition was by magneto (there was no battery) and the 'silencers' were devoid of baffles, while the mudguards were shortened appropriately. For 1959 the XLCH was made road legal with lights, horn and speedometer, while at the same time receiving 'hotter' cams, a 2-into-1 high-level exhaust, and rubber-mounted handlebars. The XLCH was last catalogued in 1979 when only 141 were built.This machine has been built to a similar specification as Fred Warr's XLCH sprinter as used at the Ramsgate Sprint in May 1960 (see MCN press cutting on file). All parts needed to return the Harley to road trim are included should the next owner decide to do so. The machine is offered with a V5C Registration Certificate.Offered without keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to biddingFor further information on this lot please visit Bonhams.com
Loading...-
596772 item(s)/page