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HERMÈS Besteck "HERMÈS TOUT SIMPLE - HTS", NP.: ca. 1.200,-€. Edelstahl mit Logo-Dekor: 4x Gabel , 4x Messer, 4x Löffel. Staubbeutel jeweils anbei. Neuwertig.| HERMÈS Cutlery "HERMÈS TOUT SIMPLE - HTS", retail price: approx. 1.200,-€. Stainless steel with logo decoration: 4x fork, 4x knife, 4x spoon. Dust bag enclosed in each case. In mint condition.

The Anthony R. East Classic Motorcycle Collection1957 Triumph 498cc TRW Military MotorcycleRegistration no. Q673 CPFFrame no. 26289RXEngine no. TRW26289X NADeveloped in the immediate post-WW2 years to fulfil British Government contracts for a new military motorcycle, the TRW followed the overall lines of Triumph's trend-setting parallel twins but with the simpler and more easily maintained side valves rather then the civilian models' overhead valves. In keeping with the military's requirements for robustness and simplicity, the TRW retained a rigid frame while featuring Triumph's telescopic front fork as used by many models across the range. When their service life came to an end, many were offered for sale on the civilian market by the Ministry of Defence. Tony East bought this TRW as a dismantled 'project', offered from MoD storage, at an auction in the mid-1980s for £700; amazingly, it turned out to be complete without so much as a single nut or bolt missing – even the tyres, tubes, panniers and light bulbs were all there. The tyres were wrapped in grease-proof paper and the frame was dipped in thick grease that Tony used a hair dryer to melt it so it could be removed. Safe to say it was a very dirty job indeed. As usual, Tony entrusted the restoration to Bryan Small, whose 1987 invoice for £1,765 is on file. When finished the TRW was featured in The Classic MotorCycle magazine's January 1993 edition (framed copy of article available). At time of cataloguing the Triumph had covered 1,112 miles. Additional documentation includes photocopied literature; some old MoTs; and a user handbook with this machine's engine number written in the front with the date 12th February 1958. One key present.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 bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

The Anthony R. East Classic Motorcycle Collection1961 Greeves 249cc 25DC Sports TwinRegistration no. 534 CBWFrame no. 61/1734 (see text)Engine no. 237D 10620Greeves' unorthodox trademarks of a cast beam 'down-tube' and rubber-in-torsion leading-link fork proved adaptable to almost all forms of motorcycle from humble commuter to clubman's road-racer, but it was the firm's off-road products which really put it on the map, generating valuable publicity that helped sell the roadsters. Greeves first twin-cylinder roadsters of the mid-1950s used the Anzani engine and it was not until 1957 that the first Villiers-engined twin - the 25D Fleetwing – appeared, powered by the four-speed Villiers 249cc 2T engine. For 1959 the 25D was renamed Sports Twin, its designation changing to 25DB. It cost £199 15s, with the scrambles models' 'paddle fin' hubs an optional extra at £4 10s. For 1961 the 250 and 350 roadster twins were updated with a new scrambler-based frame with the one-piece rear sub-frame, becoming the 25DC and 32DC respectively.First registered June 1961 and acquired by Tony East in May 2002, this Greeves Sports Twin is presented in fully restored condition and currently displays a total of 1,258 miles on the odometer. The machine was last taxed in May 2006. Accompanying documentation includes a (copy) old-style continuation logbook (issued 1972); a Norton Villiers engines maintenance manual; BMS workshop manual; SORN paperwork; expired MoT (2005); and old/current V5Cs. One key present. It should be noted that the frame started life in a 24TDS Scottish trials model.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 bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

Property of a deceased's estate1961 BSA 650cc A10 Golden FlashRegistration no. 187 XVEFrame no. GA7. 17578 (see text)Engine no. DA10R 2775A new 650cc twin joined BSA's 500cc A7 model in 1949, the latter's engine being revised along the lines of the new design at the same time. The existing parallel twin architecture was retained for the new A10, with 360-degree crankshaft and single camshaft at the rear of the cylinder block, as was the four-speed gearbox bolted directly to the crankcase in a form of semi-unit construction, and the tele-fork-and-plunger cycle parts. Named 'Golden Flash', the new 650 was strikingly finished in pale beige metallic. The model was up-dated with swinging-arm frame and separate gearbox for 1955 and continued in production until 1962.Restored by the late vendor during 2018/2019, this example is fitted with a Golden Flash frame from 1961 and a Super Rocket engine from 1960. It should be noted the frame number has been restamped. Having been sat for some time since the late vendors passing, it will need recommissioning to a greater or lesser extent before returning to the road. Accomppanying documentation includes a V5C, BSA dating letter, invoices and BSA Twin restoration book by Roy Bacon.Key not requiredFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

1960 Moto Guzzi 192cc Galletto ProjectRegistration no. not registeredFrame no. GOA-37Engine no. GOA-37Moto Guzzi's Galletto (or 'cockerel') offered scooter-type weather protection and comfort allied to the superior handling qualities of a true motorcycle. For the engine Guzzi kept with tradition, specifying an overhead-valve, air-cooled 'flat single' with outside flywheel. The cycle parts consisted of a tubular steel spine frame combined with sheet metal pressings, a leading-link front fork and single-sided rear swinging-arm. Launched in March 1950 in 160cc/three-speed form, the Galletto was upgraded to 175cc and four speeds in 1952 and then to 192cc in 1954. Offered for restoration, the machine's condition and completeness is unknown, and there is evidence of rust throughout. Imported from Sri Lanka some years ago, its Sri Lankan log book lists 3 previous owners prior to UK import. Offered with a NOVA, the machine will require registration by the buyer following restoration.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 bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

The Anthony R. East Classic Motorcycle Collection1954 IFA BK 350Registration no. not registeredFrame no. 850823Engine no. 1600820When motorcycle production recommenced at DKW's Zschopau works in 1946, the now East German state-owned factory badged its DKW RT125-based machines as 'IFA'. IFA's first all-new, post-war design, the BK 350, arrived in 1952 and would be badged as an 'MZ' when Motorradwerk Zschopau (Zschopau Motorcycle Works) adopted that name a few years later. The BK (the initials stand for 'Boxer Kardan' - flat twin, shaft drive) was a piston-ported two-stroke that produced 15bhp (17bhp from 1956) and was good for a top speed of 71mph (75mph). A duplex cradle frame, telescopic front fork, plunger rear suspension and generously sized brakes made up the cycle parts. Although the company produced an English-language brochure for the BK 350, it seems unlikely that more than a handful of machines was sold in the UK. Production of this technically interesting and most unusual motorcycle ceased in 1959.This IFA has been restored throughout but it is not known whether it has been run since completion. A letter on file states 'all parts are original including the saddle, tank, rims, and exhaust pipe even the number plate should be original'. Other documentation includes the following: photocopied sales literature and manufacturer history; photocopied parts catalogue; photocopied instruction manual and parts list; German Fahrzeugbrief dating from 1981; and a quantity of photographs of the machine pre-restoration, one of them annotated 'one of the 32 prototype motorcycles number 23 of the original type plate'. Offered with keyFootnotes:If purchased by a UK resident, this machine will be subject to a NOVA Declaration, which Bonhams will undertake at no cost to the buyer. This declaration facilitates the registration process with the DVLA in the UK.All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

Formerly part of The Anthony R. East Classic Motorcycle Collection1952 Vincent 998cc Rapide Series C Touring Model Registration no. FHV 304Frame no. RC11140; rear frame no. RC11140Engine no. F10AB/1/9240; crankcase mating no. F3F• Rare Touring-specification Rapide• All matching numbers• Purchased from the late Chas Guy in 1992• Electronic ignition, Vee Two clutchEver since the Series A's arrival in 1937, the Vincent v-twin has been synonymous with design innovation, engineering excellence and superlative high performance. From Rollie Free's capture of the 'world's fastest production motorcycle' record in 1948 on a tuned 'Series B' Black Shadow to the final fully enclosed 'Series D' Black Knight and Black Prince, Philip Vincent's stress on appearance and performance is legendary. His machines bristled with innovative features including adjustable footrests, brake pedal, seat height and gear-change lever. The finish was to a very high standard commensurate with the cost of the machine, which was virtually double that of any of its contemporaries. But above all else it was the v-twin's stupendous performance that captivated motorcyclists, whether they could afford one or not. With a top speed approaching 120mph, and bettering it in the Black Shadow's case, the Vincent v-twin was the fastest road vehicle of its day.In 1948 the Vincent range began to be up-dated from 'Series B' to 'Series C' specification. The most significant changes made concerned the suspension, there being a revised arrangement at the rear incorporating curved lugs for the seat stays and an hydraulic damper between the spring boxes, while at the front the new models boasted Vincent's own 'Girdraulic' fork: a blade-type girder fitted with twin hydraulic dampers. These advances began to find their way onto production models during 1948 but it would be 1950 before all Vincents left the factory in 'Series C' specification. Touring versions featured higher handlebars, valanced steel mudguards in black, and smaller wheels: 19' front, 18' rear. Manufactured in May 1952, this Series-C Rapide was completed to touring specification for Vincent's customer Mr R Way of Seven Kings. Retaining matching main frame, rear frame, engine, and registration numbers, the Rapide comes with copies of the Works Order Form; Engine Check Sheet; Cycle Check Sheet; Road Test Report; Completion Note; and Despatch Check Sheet, the latter two documents confirming that it was completed with Touring Sidecar Equipment. Tony East purchased this Touring Rapide from the late Chas Guy of Conway Motors, Kent in 1992. A total restoration was subsequently carried out by Bryan Small Motorcycle Restorations at a cost of circa £12,000, with the paintwork done by one of Tony's customers in Guildford. The Vincent is more or less standard but has electronic ignition, a Vee Two clutch and a 5'' speedometer, while an interesting 'period' feature is the flexible stone-catcher under the front mudguard. According to Tony: 'The clutch, unlike the original one, is much better – it can be held at traffic lights without seeking neutral gear and takes off without clutch clip. At one time I had a sidecar fitted. The rear wheel has two sprockets fitted, one for sidecar configuration and one for solo.' Tony's Touring Rapide was tested by Philip Tooth for The Classic MotorCycle in 1993 (November edition, framed copy available). Accompanying documentation includes a old style V5C; Vincent HRD Owners Club dating certificate; numerous restoration invoices; and the aforementioned works record copies.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 bidding.For further information on this lot please visit Bonhams.com

1949 Norton 490cc 500TRegistration no. ASJ 823Frame no. D3T 22561Engine no. D3T 22561Following a season of extensive modification and experimentation, begun during the winter of 1947/48 by the legendary McCandless brothers - designers of Norton's peerless 'Featherbed' racing frame - resulted in the first appearance late in 1948 of an entirely new trials model: the 500T. The shorter and lighter WD 16H frame was used for the newcomer, which featured an ingeniously modified lower fork yoke that reduced the wheelbase to a more manageable 53'. In its original, 'all-iron' engined form the 500T tipped the scales at 320lbs, while the subsequent adoption of an alloy cylinder head and (later) a Wellworthy alloy barrel brought that down to 300lbs. The 500T was announced as a 1949 model at the 1948 Motor Cycle Show, by which time a young Geoff Duke had already won that year's Allan Jefferies Trial riding a 350cc-engined prototype. Numerous other works and privateer competition successes throughout the late 1940s and early 1950s confirmed that Norton had produced a machine as good as, if not better than, any other rigid-framed trials iron. Sadly, there would be no sprung-frame development to carry on the line, and the 500T disappeared from the Norton line-up in 1954.Owned by the vendors late father for the last 30 years, little history is known prior to it's purchase but is fitted with electronic ignition and will need recommissioning before further use. Offered with a V5C.Key not requiredFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

The Anthony R. East Classic Motorcycle Collection1952 Moto Guzzi 192cc GallettoRegistration no. not registeredFrame no. obscuredEngine no. obscuredLike Velocette's LE, Moto Guzzi's Galletto (cockerel) was intended to offer scooter-type weather protection and comfort allied to the superior handling qualities of a true motorcycle. But whereas Velocette started afresh when designing the LE's engine, Guzzi kept with tradition, specifying an overhead-valve, air-cooled 'flat single' with outside flywheel. The Galletto cycle parts consisted of a tubular steel spine frame combined with sheet metal pressings, complemented by a leading-link front fork and single-sided rear swinging arm. In scooter fashion the Galletto came with a spare wheel, all three wheels being interchangeable. Launched in March 1950 in 160cc/three-speed form, the Galletto was upgraded to 175cc and four speeds in 1952, and then to 192cc in 1954. In this form the Galletto was last produced in 1960, continuing as the Galletto 92 Elettrico until 1966. An older restoration in average condition, this Moto Guzzi Galletto is offered with an original instruction manual (in Italian), a factory brochure and an old Belgian registration document. It is not known when the machine was acquired for the East Collection. The current odometer reading is 26,005 kilometres. Offered with keyFootnotes:If purchased by a UK resident, this machine will be subject to a NOVA Declaration, which Bonhams will undertake at no cost to the buyer. This declaration facilitates the registration process with the DVLA in the UK.All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

The Anthony R. East Classic Motorcycle Collectionc.1966 Greeves 249cc 25DC Mk2 Sports TwinRegistration no. BRK 68DFrame no. 25DC464BEngine no. noneGreeves' unorthodox trademarks of a cast beam 'down-tube' and rubber-in-torsion leading-link fork proved adaptable to almost all forms of motorcycle from humble commuter to clubman's road-racer, but it was the firm's off-road products which really put it on the map, generating valuable publicity that helped sell the roadsters. Greeves first twin-cylinder roadsters of the mid-1950s used the Anzani engine and it was not until 1957 that the first Villiers-engined twin - the 25D Fleetwing – appeared, powered by the four-speed Villiers 249cc 2T engine. For 1959 the 25D was renamed Sports Twin, its designation changing to 25DB. It cost £199 15s, with the scrambles models' 'paddle fin' hubs an optional extra at £4 10s. For 1961 the roadster twins were updated with a new scrambler-based frame and the following year the DC was comprehensively restyled in the fashion of the day to create a new model, the DCX Sportsman, which gained a Perspex-screened handlebar fairing, tank with knee cutaways, fork spats, slightly rear-set footrests and full-width alloy hubs. When the new Villiers 4T engine was adopted for 1964, the DC Sports Twin's model designation changed to 25DC Mk 2. This Sports Twin has been restored throughout and currently displays a total of 1,017 miles on the odometer. The registration 'BRK 68D' is listed in HPI database; however, machine offered without any registration documents. Four keys present.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 bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

The Anthony R. East Classic Motorcycle Collection1950 BSA 348cc B31Registration no. B31 MAN (Isle of Man, see text)Frame no. ZB31 11543Engine no. ZB31 25912BSA's rugged, workaday B31 was manufactured from 1945 to the end of 1959, its overhead-valve engine providing the basis for the renowned Gold Star sports roadster. At the time of its introduction, the B31 was BSA's sole all-new model, joining the lightweight 'C' and heavyweight 'M' ranges carried over from pre-war days. Produced initially with rigid frame and telescopic front fork, the B31 gained (optional) plunger rear suspension in 1949 and an all-new swinging-arm frame in '54. A good all-round performer by the standards of its time, the B31 could cruise comfortably all day at 60mph while returning 75-plus miles per gallon, virtues that endeared it to private owners and police forces alike. This much loved and highly successful model was last produced in 1959, its place in the BSA range being taken by the unitary construction B40. This BSA B31 was first registered in the UK in March 1950 as 'YFF 749', which is still on the DVLA database with no 'export' marker showing. Restored throughout and very nicely presented, the BSA was last taxed to 31st May 2022 and at time of cataloguing had 2,898 miles showing on the odometer. The machine is offered with a BSA motorcycle service chart; an instruction manual; and an Isle of Man registration certificate (missing its lower half).Footnotes:If purchased by a UK resident, this machine will be subject to a NOVA Declaration, which Bonhams will undertake at no cost to the buyer. This declaration facilitates the registration process with the DVLA in the UK.All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

1968 Triumph 649cc T120R BonnevilleRegistration no. WSU 324FFrame no. T120R DU85136 (see text)Engine no. T120R DU85136As the 1960s dawned, unitary construction of engine and gearbox was already a feature of Triumph's 350 and 500 twins, and that innovation duly appeared on the 650s in 1963. The café racer's favourite since its launch, thanks to lusty acceleration and a top speed approaching 120mph, the Bonneville continued in this new form as Triumph's top-of-the-range sports roadster, arriving at what aficionados consider its ultimate specification with the launch of the 1968 model. By this time the frame had been sorted and 12-volt electrics standardised, while welcome improvements included shuttle-valve fork internals; independently adjustable ignition points; Amal Concentric carburettors; and a long overdue twin-leading-shoe front brake. For the next couple of seasons the Bonnie continued essentially unchanged, before the disastrous launch of the Umberslade Hall-designed 'oil-in-frame' models in November 1970 precipitated the collapse of the entire BSA-Triumph Group. Belonging to the last Bonneville generation built before BSA-Triumph switched to the oil-in-frame range, this restored example was purchased by the lady vendor's late husband from Union Road Moto-Velo of Crediton on 25th April 2018 (sales receipt on file). The Bonnie was last used in 2018 and has been stored since then; recommissioning will be required before further use, while cleaning and polishing should reward the new owner with a very tidy machine. Accompanying paperwork consists of sundry bills and old/current V5C documents. We recommend that prospective bidders pay close attention to the frame number on this machine and satisfy themselves as to the originality of the stamping.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 bidding.For further information on this lot please visit Bonhams.com

Ex-Broc Parkes, Paul Bird Motorsport2014 PBM-ART 1,000cc Grand Prix Racing MotorcycleFrame no. CP2-001-0031/04Engine no. 9813-06-00-OPEN.• Factory-built Aprilia RSV4 engine• Australian, Broc Parkes' No. 1 bike• Purchased directly from Paul Bird Motorsport• Incomplete• Display tyres (not for any other use)'Aprilia had two teams employing their engine: Paul Bird with his British GPMS-built chassis, and Ioda using their whole bike. It was a big change from 2013. PBM's bikes occasionally got into the points, but it was clear that the power of their superbike-tuned engines was way below that needed to compete against the MotoGP-engined bikes.' – Motocourse, 2014.The machine offered here is part of MotoGP recent history: the CRT era. Faced with escalating costs and dwindling participation (at the 2011 Australian GP there were only 14 starters and 10 finishers in the premier class) MotoGP series owners Dorna came up with the 'lower-cost' 'Claiming Rule Teams' (CRT) category to run alongside the factory prototypes. The idea was that CRT teams would run production-based engines in prototype chassis.The introduction of CRT for the 2012 season coincided with the switch from 800cc to 1,000cc engines with a maximum permitted bore size of 81mm. Aprilia's offering in the CRT class was powered by the V4 engine of their RSV4 production superbike, which in MotoGP specification produced around 230bhp. Engines would be returned to the Aprilia factory when in need of rebuilding.Paul Bird's team initially ran a solitary Aprilia ART for James Ellison before expanding to a two-rider line-up with Michael Laverty and (to begin with) Yonny Hernandez, both riding bikes featuring the new chassis designed in collaboration with Barry Ward at GPMS. Hernandez had scored seven points by the time he left for Pramac Ducati, while Laverty had three points to his credit by the season's end.For the 2014 season, PBM had four bikes available: two each for Broc Parkes and Michael Laverty; the one offered here is Parkes' No. 1 bike. The PBM bikes were usually the class of the CRT field; Parkes only failed to finish once and scored points in five rounds of the World Championship, the highlight being 11th place at Assen. He ended the season with nine points, the same as team-mate Laverty.Collector, Phil Morris, bought this machine directly from Paul Bird Motorsport, but it was not until 2016 that he was able to purchase the bike's Magneti Marelli electronics (ECU, dashboard, inertia platform), which had been retained for reasons of commercial confidentiality (data sheets on file). PBM engineer Phil Borley then re-programmed the ECU with data from the end of the 2014 season. Other notable features include 16.5' wheels; carbon brake discs; thumb brake (rear); FGR fork yokes; Öhlins forks; Brembo brakes; and PBM's own exhaust and carbon-fibre bodywork.It should be noted that the following parts are missing: left front brake calliper; rear brake calliper; cush-drive sprocket carrier; fly-by-wire throttle mechanism; and gearbox components. Phil advised us that the machine should run if these missing parts were sourced and fitted.Sold at the 2021 Bonhams Autumn Sale (Lot 454), the current vendor has had it on display in his house and not done anything with it. Given the factories' current policy of retaining machines run by satellite teams, rather than selling them on, the chances of obtaining a former MotoGP racer are now slim indeed. As such, this PBM-ART represents an extremely rare opportunity to acquire a genuine MotoGP motorcycle possessing impeccable provenance.It should be noted that this machine is fitted with Bridgestone display tyres, which are not for use either with starting rollers or on the road/track.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 bidding.For further information on this lot please visit Bonhams.com

The Anthony R. East Classic Motorcycle Collection1963 Greeves 325cc 32DC Sports TwinRegistration no. AJU 663AFrame no. 32DC140Engine no. 222D 1441 (see text)Greeves' unorthodox trademarks of a cast beam 'downtube' and rubber-in-torsion leading-link fork proved adaptable to almost all forms of motorcycle from humble commuter to clubman's road-racer, but it was the firm's off-road products which really put it on the map, generating valuable publicity that helped sell the roadsters. Greeves first twin-cylinder models of the mid-1950s used the Anzani engine and it was not until 1957 that the first Villiers-engined twin - the 250cc 25D Fleetwing - appeared. The roadster twins were updated with a new scrambler-based frame for 1961 and the following year were comprehensively restyled in the fashion of the day.The all-new 32DC Sports Twin was one of four roadsters in Greeves line-up for 1961. It was powered by the four-speed 325cc 3T engine, which Villiers had first introduced back in 1957. The 3T was basically a bored-out 250cc 2T and at 16.5bhp was only marginally more powerful but developed considerably more torque. Acquired by Tony East in July 2004, this fully restored Sports Twin received a 'Highly Commended' award at The Classic MotorCycle Mechanics Show at Stafford in 2018 (rosette available). The machine is offered with an old-style V5C Registration Certificate and a Mail Order Catalogue produced by the revived Greeves Motorcycle Company of Chelmsford. It should be noted that the V5C records the engine number as '222D1126'. 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 bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

The Anthony R. East Classic Motorcycle Collection1956 Ariel 998cc Square Four 4G MkII & Steib S501 SidecarRegistration no. OSV 217Frame no. GM231Engine no. ML287 21150• Acquired by Tony East in 1988• Professionally restored by Bryan Small• One of the highlights of Tony's collection• Featured in The Classic MotorCycle in 1993Designed by Edward Turner, creator of the legendary Triumph Speed Twin, the first Ariel Square Four was shown at the Olympia Motorcycle Show in 1930. Conceived as an overhead-camshaft 500, the model grew to 601cc before a total redesign saw it emerge as the Model 4G, with 995cc overhead-valve engine, in 1937. Anstey-link plunger rear suspension became an option in 1939 but would not be offered again until 1946, when a telescopic front fork replaced the previous girder type. An exercise in weight shedding saw the cast-iron cylinder head and barrel replaced by alloy components for 1949, the revised model, now capable of 90mph-plus, being known as the Mark I. Introduced in 1953, the 'four pipe' MkII with redesigned cylinder head elevated the Square Four into the league of genuine 100mph motorcycles. Square Four production, along with that of all other Ariel four-strokes, ceased in 1959. To date, the innovative Ariel Square Four remains unique in motorcycling history; a true 'gentleman's motorcycle', this refined yet characterful machine retains an enthusiastic and loyal following, and is highly prized by discerning enthusiasts. Built on 29th December 1955, this 1956 model has the Anstey Link rear suspension and full-width alloy front hub, both of which were standard features by that time. Tony East purchased the 'Squariel' at auction in 1985, and like many of the machines in his collection it was entrusted to experienced restorer Bryan Small to renovate (bills on file) while the paintwork was entrusted to Allan Templeton. Tony purchased the Steib S501 'chair' from Bonhams. This is the oldest restoration in the museum.In 1993 Tony's finished outfit was featured in The Classic MotorCycle magazine (April edition, copy on file). Tony loved sidecars and was quoted as saying: 'If ever I was forced to sell anything through lack of space it would be the solo bikes that went. I couldn't part with the sidecars.' Tony used the Ariel outfit for trips to the Isle of Man and regular visits to the VMCC Founders' Day Rally and Festival of 1,000 Bikes at Brands Hatch, and he also entered it in the Louis Vuitton concours. This Squariel outfit has multiple celebrity connections, having been ridden by The Hairy Bikers and passengered James May and Martin Clunes (see plaque). It has also appeared with Strictly's Len Goodman and Alex James of The One Show. Accompanying documentation includes a Science Museum dating letter; restoration details and invoices; a quantity of MoTs (most recent expired 2013); Ariel Square Four Super Profile book; old/current V5C Registration Certificates; parts list and various manuals, including for the Steib. The recorded mileage at time of cataloguing was 5,558.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 bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

All matching numbers1938 Brough Superior 982cc SS80 ProjectRegistration no. FCD 867Frame no. M8/2089Engine no. BS/X 4745• Present family ownership since 1951• Stored dismantled since the late 1950s• Partially restored and loosely assembled• Offered for completionBrough Superior 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. 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. The SS80 continued to use the AMC engine until production ceased in 1939. This example is one of 460 Matchless-engined SS80's built, of which some 300-or-so survive. In the present family ownership since 1951, this SS80 has been confirmed by the Brough Superior Club to be an original 'all matching numbers' machine: frame, engine, gearbox, fuel tank and oil tank (see correspondence and copy Works Record Card on file. The Brough was acquired by the vendor's late father in 1951 and used in the early 1950s with a sidecar attached (since removed, see copy photographs on file). The Brough was ridden, as a combination, on the ACU National Rally in 1951 and 1953, as evidenced by control cards on file. In the mid-1950s the Brough was dismantled, boxed and stored, a car being considered a more practical family option. The late owner's intention was to rebuild the machine in his retirement but unfortunately he died in 1982 before starting. The Brough was passed on to our vendor and remained in boxes at his mother's house until it was decided to start restoration. In the early 1990s the SS80 was sent to Brooklands Classic Cars in Leicester so that the work could begin. Restoration proceeded over the next few years until Brooklands Classic Cars sadly closed in the late 1990s. An engineer from BCC was only too pleased to continue the project at his home workshop, which is where the Brough stayed until this year.Currently loosely assembled, the machine is offered as a project for restoration. Although the engine has been rebuilt, it has not been possible to determine the machine's integrity and mechanical condition and thus it is sold strictly as viewed. As well as the aforementioned, accompanying paperwork includes old/current V5/V5C documents; an old-style RF60 logbook (issued 1946); factory correspondence; an ACU 1951 National Rally programme; and invoices from Brooklands Classic Cars and others.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 bidding.For further information on this lot please visit Bonhams.com

Property of a deceased's estate1953 BSA 349cc B31Registration no. not registeredFrame no. BB31.S.3092Engine no. BB31.3016BSA's rugged, workaday B31 was manufactured from 1945 to the end of 1959, its overhead-valve engine providing the basis for the renowned Gold Star sports roadster. At the time of its introduction, the B31 was BSA's sole all-new model, joining the lightweight 'C' and heavyweight 'M' ranges carried over from pre-war days. Produced initially with rigid frame and telescopic front fork, the B31 gained (optional) plunger rear suspension in 1949 and an all-new swinging-arm frame in '54. In 1947 it had been joined by 500cc development, the B33, the engine of which closely followed B31 lines but with larger (85mm) bore and heavier flywheels. Little is known of this delightful B31 and is therefore offered for restoration/recommissioning before returning to the road. Offered without documents. Key not requiredFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

1959 Ariel 998cc Square Four Mark IIRegistration no. XRW 573Frame no. CGM 1087Engine no. CNML 2056 (see text)Designed by Edward Turner, creator of the legendary Triumph Speed Twin, the first Ariel Square Four was shown at the Olympia Motorcycle Show in 1930. Conceived as an overhead-camshaft 500, the model grew to 601cc before a total redesign saw it emerge as the Model 4G, with 995cc overhead-valve engine, in 1937. Anstey-link plunger rear suspension became an option in 1939, but would not be offered again until 1946, when a telescopic front fork replaced the previous girder type. For 1949 the cast-iron cylinder head and barrel replaced by alloy components, the revised model, now capable of 90mph-plus, being known as the Mark I. Introduced in 1953, the 'four pipe' Mark II with redesigned cylinder head elevated the Square Four into the league of genuine 100mph motorcycles. Square Four production, along with that of all other Ariel four-strokes, ceased in 1959. Owned by the vendor for almost 40 years and rebuilt by them in the late 1980s, this late Square Four has been garage stored since restoration and has covered probably no more than 200 miles since recommissioning. The latter included fitting a new oil filter and a new battery. The usual safety checks should be made before use. Accompanying documentation includes the original RF60 logbook, V5C, some expired MoTs, and a substantial quantity of invoices. It should be noted that the engine has been changed. Key not requiredFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

Property of a deceased's estate2015 MV Agusta F4 1000 RRegistration no. PF64 HPO (see text)Frame no. *ZCGF610AAAV000681*Engine no. F61 AA 00883• Single family ownership from new• 1,759 miles from new• Well documentedArguably the only surprising thing about the original MV F4 of 1998 was that it was launched as a 750 at a time when the class was fast becoming moribund. The Japanese factories' main focus of attention had already switched to 1,000cc sports bikes but it took all of six years for MV to follow suit, launching the limited-edition F4 Ago in 2005 together with mass-produced F4 1000 S. Wisely, MV chose not to change the F4's overall appearance, the Massimo Tamburini-designed 750 being widely acknowledged as one of the most beautiful motorcycles ever made. As usual, there were various limited edition versions available offering even higher equipment levels and extra helpings of carbon fibre. The second mainstream model, the F4 1000 R, arrived in 2006 and came with a 174bhp engine, Brembo Monobloc radial brakes, forged Brembo wheels, a carbon-nitride coated Marzocchi USD fork and an upgraded Sachs shock absorber. In August 2006 an F4 1000 R set a record for the fastest 1,000cc production motorcycle of 185.882mph (299.148km/h) at Bonneville Salt Flats in the USA. This pristine F4 1000 R belonged to the current vendor's late brother, who purchased it in January 2015 from KJM Superbike Ltd (purchase paperwork on file). First registered in the UK January 2015, the MV was exported to Guernsey in December 2014 and comes with a Guernsey Registration Certificate for '4998'. Well serviced and pampered, the machine has been dry stored and ridden regularly by the late owner. Currently displaying a total of only 1,759 miles on the odometer at the time of cataloguing/photography. The machine was last running in September 2023, and there is a walk-around video of the machine running which can be found on the Bonhams website. As one would expect of a pampered, effectively one-owner example, this MV comes complete with paddock stand, tool kit, bike cover, various bills from Moto Corsa and others, and its full original book pack. The machine also comes with a copy of its old V5C registration document for 'PF64 HPO'. It should be noted that Vehicle Registration Number 'PF64 HPO' features a 2014 'Export' marker to the HPI/DVLA database. Accordingly, prospective purchasers should satisfy themselves with regard to the validity of the motorcycle's registration status prior to bidding and will need to apply to the DVLA to retrieve the Vehicle Registration Number. Two keys present.Footnotes:Please note that this vehicle is from outside the UK. Our customs agents, CARS UK, will manage all post sale customs administration. A fee of £350+VAT will be charged on the buyer's invoice to administer both import or export customs movements. If this vehicle is to stay in the UK, it will be subject to Import VAT at the standard rate of 20% on the hammer price. This vehicle will not be available for immediate collection after the sale and will only be released on completion of customs clearance. If you have any questions regarding customs clearance, please contact the Motorcycle Sale Coordinator Annika.morrill@bonhams.com +44 (0) 20 8963 2817.All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.This lot is subject to the following lot symbols: Ω NΩ VAT on imported items at the prevailing rate on Hammer Price and Buyer's Premium.N MOTORCYCLESIf purchased by a UK resident, this machine is subject to a NOVA declaration, whilst the responsibility of submitting the NOVA rests with the Buyer to do so, Bonhams will facilitate the process by engaging an agent (SHIPPIO) to undertake the NOVA and C88 (customs) application if applicable on the Buyer's behalf. A fee of £125 + VAT to do so will be added to the Buyer's invoice.CARSIf purchased by a UK resident, this machine is subject to a NOVA declaration, whilst the responsibility of submitting the NOVA rests with the Buyer to do so, Bonhams will facilitate the process by engaging an agent (CARS) to undertake the NOVA on the Buyer's behalf. A fee of £250 + VAT to do so will be added to the Buyer's invoice.For further information on this lot please visit Bonhams.com

1990 Ducati 750 SportRegistration no. G845 WVMFrame no. ZDM750S*751380*Engine no. DM750LS*751938*The arrival of Ducati's all-new, eight-valve, water-cooled v-twin in the late 1980s led to a comprehensive restructuring of the range, the appearance of this range-topping World Superbike contender creating a niche for some cheaper sports roadsters. One of the first of these was the 750 Sport, introduced in 1988. The newcomer used a development of Ducati's long running 'belt drive' v-twin motor that had first appeared in 1978 in the Pantah 500. The 750 Sport's was taken from the 750 Paso. Air-cooled and two-valves-per-cylinder, the 72bhp 750 Sport was simpler, easier to maintain and, of course, less costly than the 851 Superbike. In style though, it gave nothing away to its more exotic cousin, having a distinctive 'trellis' frame like the F1 and 851 - now an established Ducati trademark. Handling was, needless to say, exemplary and while ultimate performance was down on that of the Superbike, with a top speed of 130mph the 750 Sport was more than enough for the majority of riders in everyday conditions. The vendor purchased this 750 Sport from a friend in December 2012 and since then has used it sparingly on sunny days. We are advised by the vendor that cam belts and filters have been changed and the pitted fork stanchions replaced. Run recently, the machine is offered with sundry bills; two MoTs (most recent expired August 2023); and a V5C 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 bidding.For further information on this lot please visit Bonhams.com

The Anthony R. East Classic Motorcycle Collection1951 Triumph 499cc Speed TwinRegistration no. MAN 1890 (Isle of Man)Frame no. 3070 NAEngine no. 5T 3070 NA'When I took over Triumph in 1936 it was my intention to introduce a vertical 500 twin and in 1938 I offered one to the general public known as the 'Speed Twin' which was an entirely new mechanical layout. The general proportions of this engine were most eyeable (sic) and in performance it was even more remarkable inasmuch that the first prototype was producing nearly 30 horsepower.' – Edward Turner. The Speed Twin offered here dates from 1951, by which time the model had been upgraded with a stronger 8-stud cylinder barrel (replacing the original 6-stud) and Triumph's own telescopic front fork. This particular machine also has the Edward Turner-designed optional 'Sprung Hub', which endowed the rigid frame with a measure of rear suspension movement. Previously registered in Jersey as 'MUO 69' (in 1978), this Speed Twin was first registered in the Isle of Man in March 2000 and comes with its IoM registration document issued in 2009. Now fully restored throughout, the machine was last taxed until 31st May 2011 and had 321 miles showing on the odometer at time of cataloguing. Additional paperwork includes a quantity of invoices dating from 1998; a Sussex British Motor Cycle Owners Club dating certificate; a Triumph replacement parts catalogue; and Bryan Small's restoration invoice totalling £8,776.Footnotes:If purchased by a UK resident, this machine will be subject to a NOVA Declaration, which Bonhams will undertake at no cost to the buyer. This declaration facilitates the registration process with the DVLA in the UK.All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

The Anthony R. East Classic Motorcycle Collection1958 Dot 197cc MancunianRegistration no. FYI 269 (Republic of Ireland)Frame no. M560753Engine no. 455B 3196That the Manchester marque's initials stand for 'Devoid Of Trouble' is well known, although, curiously, the company did not use the slogan until 1923, by which time 'The Dot' had been around for 20 years. In post-war years Dot concentrated on producing Villiers-engined lightweights, becoming a major force in the trials and scrambles fields; indeed, the Dot was the most successful lightweight scrambler from the late 1940s right up to the 1960s when Greeves took over. Having dropped its road models at the end of 1953, Dot returned to the market in late 1955 with the Villiers 9E-powered Mancunian, a conventional enough machine apart from its use of Dot's trademark leading-link front fork. The Mancunian cost £169 17s and was last produced in 1958. This example of a rare British two-stroke comes with its old Irish logbook recording the first owner as a Mr Downey of Harold's Cross, Dublin, and that it was owned by a Mr Gallagher in Donegal in 1960. The Dot was taxed from 1958 through to 1979. It appears that Tony East bought the machine from Forest Classics in Hale, Hampshire. Restored throughout, the Dot has covered only six miles since the rebuild's completion and is presented in stunning condition. Accompanying documentation consists of Bryan Small's restoration invoice totalling £7,829; a photograph of the machine pre-restoration; an Irish tax disc from 1981; a quantity of restoration invoices; and original Dot sales literature including a supplement for the Mancunian.Footnotes:If purchased by a UK resident, this machine will be subject to a NOVA Declaration, which Bonhams will undertake at no cost to the buyer. This declaration facilitates the registration process with the DVLA in the UK.All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

The Anthony R. East Classic Motorcycle Collection1994 Xingfu 250cc XF250Registration no. L889 APDFrame no. XF250C*9397879Engine no. XF250 93150324Xingfu motorcycles were manufactured by the Shanghai Xingfu Motorcycle Company in China. The company's staple product appears to have been a 250cc single-cylinder air-cooled two-stroke with twin exhaust ports, which was made in various forms over a period of years during the late 1980s/early 1990s. The piston-port engine developed a maximum of 10bhp at 4,500rpm and drove via a four-speed gearbox, while the cycle parts were entirely conventional albeit somewhat dated by Japanese and European standards: tubular steel frame, telescopic front fork, swinging-arm rear suspension, and drum brakes at both ends. Some versions featured large enclosing side panels. This example of a Chinese motorcycle rarely encountered in the UK was acquired new by Tony East in July 1994 and has covered only 352 kilometres from new. Last taxed in June 1996, the machine is offered with an old-style V5C document.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 bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

1956 Ariel 198cc Colt ProjectRegistration no. not registeredFrame no. MT1480Engine no. ALA 5550A lightweight intended for the learner and commuter markets, the Ariel Colt was introduced in 1954, competing with the BSA Bantam and Triumph Tiger Cub. The bike was powered by a 198cc overhead-valve engine that drove via a Burman four-speed gearbox, a combination that went into a plunger-suspended frame with telescopic front fork. Tested by Motor Cycling in 1955, the Colt achieved a maximum speed of 63mph while returning a remarkable 90 miles per gallon at cruising speed. Offered for restoration, the machine's condition and completeness is unknown and some parts appear to be missing. Imported from Sri Lanka some years ago, documents list the machine as first registered new March 1957 with 3 previous owners prior to UK import. Offered with a NOVA, the machine will require registration by the buyer following restoration.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 bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

The Anthony R. East Classic Motorcycle Collection1939 Raynal 98cc AutoRegistration no. JBB 897Frame no. none visibleEngine no. XXA45285Hailed as 'a completely new make of motorcycle', Raynal arrived in 1937, its first offering being the 'Auto', an autocycle powered by the 98cc Villiers Junior engine commonly found in such machines. The latter went into an open ladies-style frame equipped with sprung, bicycle-type front fork and hub brakes. A maximum speed of 30mph and fuel economy averaging 140 miles per gallon were claimed. A cheaper 'Popular' model with unsprung fork was added for 1939, the Auto being renamed 'De Luxe'. Production recommenced post-WW2 and continued until 1950 when Raynal was acquired by Raleigh. Previously belonging to a Mr Ault of Grange-over-Sands, this Raynal Auto was purchased by Tony East in July 2017. The hand-painted machine is offered with a 1957 tax disc; a V5C document; and a quantity of photocopied literature.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 bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

1950 Norton 500cc Model 30 International to Clubman SpecificationRegistration no. GNT 275Frame no. E11 30000Engine no. E11 30000One of the most charismatic model names in motorcycling history, 'International' was first used by Norton for its top-of-the-range sports roadster in 1932. The Inter's Arthur Carroll-designed overhead-camshaft engine had been developed in the works racers for the preceding two years, and although it retained the classic 79x100mm bore/stroke dimensions and shaft-and-bevels cam drive of the existing CS1, was entirely new. Based on the works bikes and intended for racing, the International could nevertheless be ordered with refinements such as lights and a kickstart-equipped gearbox. By the time production halted in 1939 it was being built with a four-speed foot-change 'box and plunger rear suspension (the 'Garden Gate' frame), reappearing after the war in similar guise save for the adoption of the hydraulically-damped Roadholder front fork, which replaced the pre-war girder. This International Norton comes with a Science Museum dating letter stating that it was built on 19th May 1950 with Clubman fittings and despatched to an agent called Ross in Wem, Shropshire (annotated 'Moss'). Restored in 1970, the machine comes with the related bills, which may be found within the accompanying comprehensive file of receipts. The file also contains a Norton Triumph dating letter, an old-style logbook, an old-style V5, a current V5C, and a current MoT. Last run 18 months ago, the machine is described by the private vendor as in very good condition and highly original. Key not requiredFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

1954 Norton 490cc Model 30 InternationalRegistration no. POK 676Frame no. 11 59193Engine no. 59193 11One of the most charismatic model names in motorcycling, 'International' was first used by Norton for its top-of-the-range sports roadster in 1932. All new, the Inter's overhead-camshaft engine had been developed in the works racers over the preceding two years and retained Norton's classic 79x100mm bore/stroke dimensions. By the time production halted in 1939 the Inter was being built with a four-speed foot-change gearbox and plunger rear suspension, reappearing postwar in similar guise save for the hydraulically-damped Roadholder front fork, which replaced the pre-war girder. The Inter would remain fundamentally unchanged until 1953 when it gained the race-developed Featherbed frame, all-alloy engine and 'laid down' 'box. Expensive to make and challenged by cheaper parallel twins of comparable performance, the Inter ceased to be catalogued after 1955 but could still be obtained to special order until 1958. A matching-numbers example, this International comes with its original logbook recording it first registered to Colmore Depot Ltd of Birmingham, who would go on to sell the Norton twice more. There are four private owners listed up to July 1962. Our vendor has owned the Inter for the last four years and has done little with it other than occasional summer runs. Accompanying paperwork includes two instruction manuals; some bills and expired MoTs; and a current V5C document.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 bidding.For further information on this lot please visit Bonhams.com

The Anthony R. East Classic Motorcycle Collection1957 NSU 247cc SupermaxRegistration no. SGF 234Frame no. 1833178Engine no. 3229115 (799874 on V5C)NSU produced some outstanding and influential designs in the 1950s, foremost of which was the 250cc Max, introduced in 1952. The Max used a pressed-steel frame (entirely enclosing the rear suspension) and a leading-link front fork, but its most unusual feature was the Albert Roder-designed 'Ultramax' connecting-link drive for the single overhead camshaft. A luxury tourer, the Max was no lightweight so acceleration was leisurely, but once at its maximum of 75-80mph could be cruised there all day with the minimum of fuss. The ultimate version, the Supermax, appeared in 1956 boasting conventional twin-shock rear suspension and a slightly more powerful engine. What hadn't changed though, was the exemplary standard of reliability, build quality and finish that had characterised the Max line from the start. Production of the Supermax, along with that of all other NSU motorcycles, ceased in 1963. Tony purchased this Supermax in 1999 from Mr Colin Archer of Woking, who had acquired it in 1996. Restored throughout and last taxed until July 2006, the machine is offered with pre/post restoration photographs; expired MoTs; sundry invoices; Bryan Small restoration invoice totalling £3,069; maintenance manual and parts list (plus photocopies); and old/current V5/V5C documents. Two keys present.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 bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

The Anthony R. East Classic Motorcycle Collection1961 Velocette 247cc Viceroy ScooterRegistration no. MAN-158-J (Isle of Man)Frame no. S266Engine no. obscuredIll-timed, expensive and unattractive, the Viceroy was Velocette's belated attempt to climb on the scooter bandwagon at a time when people were switching from two-wheeled transport to cheap cars. Velocette being Velocette, the Viceroy did not follow the successful template established by the (predominantly) Italian opposition but was unique in its specification, being powered by a 247cc flat-twin two-stroke engine, which was suspended from a single large-diameter main frame tube. Both the clutch and four-speed gearbox were sourced from the LE, and thus final drive was by shaft. The transmission formed the pivoting rear suspension arm and was damped by a single shock absorber, while the front fork came from the LE and the 12' wheels carried 6' brakes. Topping it all off was voluminous bodywork featuring a protuberant single headlight, a combination that was both overweight and ugly in the extreme. Inevitably, the Viceroy was a commercial failure and was gone by 1965, though the engine carried on in the DMW Deemster scooter. Formerly registered '27 BWD' in the UK, this rare Viceroy was first registered in the Isle of Man in April 1976 and to Tony East in December 2010. The machine was last taxed in July 2011 and currently displays a total of 2,149 miles on the odometer. Restored throughout, the Vogue also comes with its IoM Vehicle Registration Certificate (listing engine number 'SE263'), old IoM logbook, and an original owner's handbook and service manual.Footnotes:If purchased by a UK resident, this machine will be subject to a NOVA Declaration, which Bonhams will undertake at no cost to the buyer. This declaration facilitates the registration process with the DVLA in the UK.All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

1921 Rudge 499cc TT MultiRegistration no. OE 7688Frame no. 765680Engine no. 18198This beautiful Rudge Multi is accompanied by a V5C and a continuation logbook. It left the factory in March 1920, but wasn't registered until January 1921. Victor Hooton of Bicester, the owner from 1960 and for many years afterwards, is believed responsible for the nicely mellowed older restoration. According to Rudge Multi expert and ex-club librarian Phil Barfield, the frame and engine pairing are original, as is the Multi gear (no. 12082). He advises that this must be one of the last TT Multis fitted with the Cyril Pullin inspired short frame which results in a smaller motorcycle with a shorter wheelbase and slightly steeper fork angle. Subsequently the 'universal' frame was employed in order to streamline production. Phil also pointed out that fitted optional extras are the 20' rear wheel (giving better gearing in hilly areas), a pedal starter, and a clutch.The vendor acquired the Multi in 1997 in exchange for a veteran Triumph and some additional cash. He says that it had been running very well until, in 1999, the magneto expired. The Rudge has not been run since, because it was around this time that he became seriously involved in his son's kart racing activities, and his vintage motorcycling ceased for many years. Clearly a magneto overhaul will be required, and general recommissioning will be required following a long period of inactivity. Prospective bidders should satisfy themselves as to the motorcycle's completeness and mechanical condition prior to bidding. It is sold strictly as viewed. No keys are required or supplied.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 bidding.For further information on this lot please visit Bonhams.com

1936 Velocette 349cc MAC Scrambler SpecialRegistration no. DHX 35Frame no. MA 4156Engine no. MAC 17425In 1933 Veloce Limited augmented its established range of overhead-camshaft models with an overhead-valve 250 - the MOV. The newcomer's power unit was a 'high camshaft' design with enclosed valves, and the compact and sprightly machine featured a four-speed gearbox equipped with the company's new foot-change mechanism. The following year an overhead-valve 350 built along MOV lines appeared. This was the long-stroke MAC, which was subsequently bored out to create the 500cc MSS. Post-war, the trio of overhead-valve Velocettes continued much as before, with rigid frames and - initially - Webb girder forks. The MAC gained an alloy cylinder barrel and 'head for 1951, as well as Velocette's own telescopic front fork in place of the previous Dowty, and was further updated with a swinging-arm frame in 1953. The MAC was last produced in 1960.Converted to scrambles specification, this Velocette MAC has been used sparingly by the current vendor, and it is this lack of use that forces its sale. There are numerous old tax discs, MoTs and bills on file, one of the latter being for an engine bottom-end rebuild and gearbox overhaul by Nick Payton of Cavendish in 1996. Following a period of inactivity, recommissioning is recommended before further use. Prospective purchasers should satisfy themselves with regard to the motorcycle's completeness, originality and mechanical condition prior to biding. Offered with old/current V5/V5C registration documents.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 bidding.For further information on this lot please visit Bonhams.com

The Anthony R. East Classic Motorcycle Collection1966 Greeves 246cc 24RDS SilverstoneFrame no. 24RDS 101Engine no. CCA330Greeves' unorthodox trademarks of a cast aluminium beam 'downtube' and rubber-in-torsion leading-link fork proved adaptable to almost all forms of motorcycle from humble commuter, via a succession of highly successful off-roaders, to clubman's road-racer. Greeves' first road-racer, the Silverstone, was introduced for the 1963 season following the success of Reg Everett's converted scrambler. The production bike used a modified 24MDS scrambler frame, narrowed at the rear, and was powered by a Villiers 36A engine fitted with Greeves' own alloy cylinder barrel and head. An Amal GP carburettor and expansion chamber exhaust were standard equipment and the motor produced 31bhp at 7,400rpm. Progressively developed through versions RAS to RFS until 1968, the Silverstone provided many an aspiring star with their first taste of road racing and today remains a popular mount in classic/historic racing's 250 class. Its '101' frame number suggests that this machine is the first 1966 24RDS production model produced. There is a one sheet of information present identifying the owner as Tony Wall of Wall & Sagar Ltd, who entered the Greeves in the 1966 Manx Grand Prix, lapping in practice at 88mph but retiring from the race. He also achieved top three places in races across the UK, including Mallory Park, Oulton Park Cadwell Park. Sold by Tony Wall to Tony East, basic safety checks and recommissioning will be required before the machine returns to the racetrack.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 bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

1946 Triumph 498cc Speed TwinRegistration no. JUG 803Frame no. TF 6281Engine no. 465T 75050Although Edward Turner's Triumph Speed Twin caused a sensation when it appeared at the 1937 Motorcycle Show, few of its admirers can have guessed how influential the design would prove to be. True, there had been vertical twins before; indeed, Turner's predecessor at Triumph - Val Page - had designed one a few years previously, but the Coventry firm's newcomer established a formula that would be adopted by all of Britain's major motorcycle manufacturers in the succeeding decade. And whereas previous vertical twins had suffered from excess bulk, Turner's was lighter and narrower across the crankcase than the contemporary single-cylinder Tiger 90, and from certain angles looked just like a twin-port single. Performance proved exemplary for a road-going 500, better than 100mph being attainable under favourable conditions. Boasting Triumph's newly introduced telescopic front fork, this early post-war Speed Twin has belonged to our vendor since 2015. During his ownership the following works have been undertaken: electrics rewired; speedometer reconditioned; new horn fitted,and the carburettor and magneto replaced. In 2015 the Triumph was overhauled and serviced, including refurbishment of the cylinder head with new valves and seats. Last used in 2015, the machine will require recommissioning before returning to the road. Offered with a V5C document.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 bidding.For further information on this lot please visit Bonhams.com

2011 Ducati 848 Evo Registration no. unregisteredFrame no. *ZDMH602AABB016847*In 2007 Ducati announced the Ducati 848 for the following year which was to replace the iconic 748. It was effectively a sports motorcycle dressed in a full fairing and powered by a 848cc V-twin liquid-cooled engine. It was manufactured for six years from 2008 to 2013 which also included several variations showcasing the popularity of the 848. In 2010, Ducati released the Ducati 848 EVO which featured minor modifications from the standard 848 and resulted in an increase in performance. Ducati re-thought the engine and equipped it with higher-compression cams, resulting in a six-hp increase. The 848cc four-stroke V-twin liquid-cooled engine delivered an output power of 140 hp with maximum strength at 10,500 rpm and 98 Nm (72 lb-ft) torque at 9,750 rpm. Featuring a six-speed manual transmission to handle the additional power with a hydraulically controlled wet multi-plate clutch, while the rear wheel was spun by a final chain drive to a top speed of 261 kph (162 mph). The 848 EVO also packed a 43 mm fully adjustable USD Showa fork on the front and a fully adjustable Ohlins shock absorber on the rear, delivering excellent handling capabilities. These modifications made it a truly exceptional model and would make for a great track bike for any aspiring riders throughout the world. The example offered here is unregistered and has only covered 9 miles from new. This unique motorcycle was designed and painted by Rage Design and has been stored correctly and was recommissioned by the current owner in 2019. It is accompanied by a Ducati manual on CD. This motorcycle would make an excellent addition to any Ducati collection and is considered by many to be great for track days.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 bidding.For further information on this lot please visit Bonhams.com

1969 Triumph 649cc T120R BonnevilleRegistration no. TTU 828HFrame no. PD33097 T120REngine no. PD33097 T120RThe café racer's favourite since its launch, thanks to lusty acceleration and a top speed approaching 120mph, the Bonneville continued into the 'unitary construction' era as Triumph's top-of-the-range sports roadster, arriving at what aficionados consider its ultimate specification with the launch of the 1968 model. By this time the frame had been sorted and 12-volt electrics standardised, while welcome improvements included shuttle-valve fork internals; independently adjustable ignition points; Amal Concentric carburettors; and a long overdue twin-leading-shoe front brake. For the next couple of seasons the Bonnie continued essentially unchanged, before the disastrous launch of the Umberslade Hall-designed 'oil-in-frame' models in November 1970 precipitated the collapse of the entire BSA-Triumph Group. Belonging to the last Bonneville generation built before BSA-Triumph switched to the oil-in-frame range, this example was imported from the USA and has belonged to our vendor since 2014. It was first registered in the UK on 11th October 2016. Works carried out since acquisition include replacing the carburettors; painting the cycle parts; rewiring and adding indicators; fitting a new front wheel rim; and replacing the tyres, speedometer, and front and rear suspension. Kept in dry storage and used sparingly, the machine was overhauled and serviced in 2021 and was last used in 2022. Presented in very good order throughout although some recommissioning will be required before the Bonnie returns to the road. Offered with a dating letter, two keys 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 bidding.For further information on this lot please visit Bonhams.com

The Anthony R. East Classic Motorcycle Collection1961 Greeves 249cc 25DC Sports TwinRegistration no. 110 XVWFrame no. 61/3219Engine no. 734B 9136Greeves' unorthodox trademarks of a cast beam 'down-tube' and rubber-in-torsion leading-link fork proved adaptable to almost all forms of motorcycle from humble commuter to clubman's road-racer, but it was the firm's off-road products which really put it on the map, generating valuable publicity that helped sell the roadsters. Greeves first twin-cylinder roadsters of the mid-1950s used the Anzani engine and it was not until 1957 that the first Villiers-engined twin - the 25D Fleetwing – appeared, powered by the four-speed Villiers 249cc 2T engine. For 1959 the 25D was renamed Sports Twin, its designation changing to 25DB. It cost £199 15s, with the scrambles models' 'paddle fin' hubs an optional extra at £4 10s. For 1961 the 250 and 350 roadster twins were updated with a new scrambler-based frame with the one-piece rear sub-frame, becoming the 25DC and 32DC respectively.Restored throughout and very nicely presented, this Greeves Sports Twin was judged 'Best Villiers' at the 34th International Classic MotorCycle Show at Stafford in 2014. The accompanying V5C document shows that Tony acquired the machine in 2013 and that previous owner Mr Neil of Hoxton had acquired it in April 1983, while the old-style V5 shows that the owner prior to Mr Neil was a Mr Fowler of Chelmsford. Tony purchased the Greeves from Pete's Bikes at the Kempton Park autojumble. 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 bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

The Anthony R. East Classic Motorcycle Collection1956 Sun 197cc ChallengerRegistration no. UMN-453 (Isle of Man)Frame no. overpainted (see text)Engine no. 046B 66703Sun concentrated on Villiers-engined lightweights and first introduced the 197cc 6E-powered Challenger in 1951. This handsome model was well specified, coming as standard with telescopic front fork, plunger rear suspension, lights, battery and a proper electrical system. A swinging-arm frame was new for 1954, by which time the Villiers 8E had been adopted, and in this form the Challenger lasted until 1958. This example of one of the rarer Villiers-engined lightweights is offered with its old Isle of Man logbook (issued 1969), which records the frame number as 'WMC/871/SA' and engine number as '046B 66073'. The Sun also comes with a partial IoM registration certificate (not in Tony's name) recording a Mr Korkill as keeper in 2008 (also the registered keeper in 1986 in the old-style logbook). Restored throughout, the machine is offered with restoration invoices recording a engine rebuild costing £2,146; an original spare parts list; and a copy of Pitman's The Book of the Villiers Engine.Footnotes:If purchased by a UK resident, this machine will be subject to a NOVA Declaration, which Bonhams will undertake at no cost to the buyer. This declaration facilitates the registration process with the DVLA in the UK.All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

1986 Kawasaki GPZ1000RX A1Registration no. C202 DNWFrame no. ZXT00A-010367Engine no. ZXT00AE016703• Professionally restored by Jap Retro• Only a couple of hundred miles since the rebuild• Stored as part of a private collectionKawasaki followed up its trend-setting GPz900R Ninja superbike of 1984 with the GPZ1000RX. Introduced in the autumn of 1985, Kawasaki's new flagship sports bike boasted an engine stretched to a full one litre together with a new wrap-around steel perimeter frame complete with aluminium swinging arm and Unit-Trak rear suspension. The latter had been carried over in modified form from the GPz900R, as was the air-damped front fork and anti-dive brakes. Rubber mounted in the chassis rather than a stressed member as it had been in the '900', the heavily revised engine now produced 125bhp, an increase of 13 horsepower over the smaller GPz. Sixteen-inch wheels were fitted at both ends, the rear shod with a massive (for the time) 150/80 section tyre. Wrapped around the new frame was a larger, more smoothly contoured fairing with integrated indicators, bungee hooks and passenger grab rail, its superior aerodynamics, and those extra horses, enabling the GPZ1000RX comfortably to exceed its predecessor's top speed of around 150mph despite a slight gain in weight. But while the iconic GPz900R would live on in the Kawasaki range until 1997, the GPZ1000RX lasted only a couple of years before being superseded by the ZX10. Today it is one of the rarest of the big Kawasakis. The fastest production bike of 1986, this first-generation A1 model was acquired by our vendor a few years ago in running condition and without excessive mileage (32,528 at time of cataloguing). He wanted to return the machine to 'as new' condition so entrusted it to a professional restoration company (Jap Retro) for a total, 'last-nut-and-bolt' strip and rebuild using new parts where required. On completion the GPZ was ridden for only a couple of hundred miles and then stored in the vendor's private collection. The rebuild is fully documented by images on a memory stick, which is available for prospective purchasers to view on request. There is also a video of the machine running, available to view on the Bonhams website. Accompanying documents include a current V5C and a quantity of MoT certificates (most recent expired 2019), while it should be noted that the HPI report records the previous colour as black. Two keys present.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 bidding.For further information on this lot please visit Bonhams.com

The Anthony R. East Classic Motorcycle Collection1954 Velocette 500cc MSSRegistration no. TVK 493Frame no. RS4058Engine no. MSS 10359The MSS tourer disappeared from Veloce Limited's range in 1948 while the company concentrated on the LE, reappearing in 1954 with a new swinging-arm frame and Hall Green's own telescopic front fork. The engine too was updated, gaining 'square' bore and stroke dimensions of 86x86mm together with an alloy cylinder barrel and 'head. Following the introduction of the Venom and Viper sports models, sales of the touring MSS gradually declined throughout the 1960s; only 22 were made in 1969 and the last examples left the factory in 1970.This MSS comes with a V5C document showing that Tony East acquired the machine in 1995 from a James Plant of Moseley, Birmingham, who was the recorded keeper in 1973 according to the old-style duplicate logbook on file. These Velocette singles can be tricky to start, especially when hot, but this one boasts the not inconsiderable convenience of an electric starter. Fully restored circa 1996 and last taxed until 31st March 2015, the machine comes with Bryan Small's restoration invoice totalling £6,067; various instruction manuals and a 1980s spare parts list; BMS service sheets; some old MoTs; and instructions for the electric starter kit. At time of cataloguing the odometer reading was 257 miles.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 bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

1927 Harley-Davidson 61ci 'Model J' Motorcycle CombinationRegistration no. BF 9642Frame no. 27F11968Engine no. 27J12205 (see text)• Present family ownership since 2012• First registered in the UK in 2021• An older restoration• Requires recommissioning1909 marked the appearance of Harley-Davidson's first v-twin motorcycle, though it was not until the adoption of mechanically operated inlet valves in 1911 (replacing the 'atmospheric' type inherited from the single) that production really took off. Known by the sobriquet 'pocket valve', this 'F-head' (inlet-over-exhaust) engine - built in 61ci and 74ci capacities (1,000cc and 1,200cc respectively) - would remain in production for the next 20 years. The Harley single's transmission arrangements - direct drive by means of a leather belt - were continued at first on the twin, but the need to make better use of the engine's power characteristics, particularly for sidecar pulling, prompted the introduction of a two-speed rear hub for 1914, by which time chain drive and a proper clutch had been adopted. Later that same year a conventional, three-speed, sliding-gear transmission with 'step starter' was introduced on the top-of-the-range version of the twin which, with full electrical equipment, was listed from now on as the 'Model J'. Periodically revised and up-dated, the 'J' had gained a front brake, stronger fork and pumped lubrication by the time production ceased in 1929.Imported by a previous owner (date unknown), this Model J was purchased by the vendor's late relative in 2012 but not first registered in the UK until 2021. It was in its current restored condition when purchased but has been unused for many years since. We are advised that the deceased owner had the sidecar manufactured to accommodate family members. It is fitted with a brake but otherwise the sidecar's origin and specification are not known. It is not known when the machine last ran, and recommissioning to a greater or lesser extent will be required before further use (the engine turns over, with compression). Sold strictly as viewed, the machine comes with a 2012 V62 Application to Register an Imported Vehicle; a 2013 receipt for various electrical works; and a current V5C document. It should be noted that the frame and engine numbers listed suggest that the motorcycle is made up of both Model F and Model J components. Furthermore, the engine number is not an original factory stamping (per the AMCA dating letter); accordingly, prospective bidders must satisfy themselves with regard to the condition, completeness, authenticity and correctness of the machine's components prior to bidding. The machine also comes with a quantity of photocopied parts listings; a photocopied rider's handbook; and keys for the ignition and sidecar boot.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 bidding.For further information on this lot please visit Bonhams.com

The Anthony R. East Classic Motorcycle Collection1968 Greeves 246cc 24DF Police MotorcycleRegistration no. VJJ 982G Frame no. 24DF119Engine no. 161FP1645• The last Greeves roadster built• One of four supplied to City of London Police• Pictured in Greeves The Complete Story by Colin SparrowGreeves' unorthodox trademarks of a cast beam 'down-tube' and rubber-in-torsion leading-link fork proved adaptable to almost all forms of motorcycle from humble commuter to clubman's road-racer, but it was the firm's off-road products which really put it on the map, generating valuable publicity that helped sell the roadsters. Less well known is the fact that Greeves supplied motorcycles for use by the police, the rare example offered here being one of a batch of four 'VJJ'-registered machines supplied to the City of London Police in October 1968. By this time Greeves had effectively abandoned the roadster market to concentrate on their competition models; indeed, in a detailed email on file dated August 2014, Colin Sparrow (author of Greeves The Complete Story) states that 'VJJ 982G' is the last Greeves roadster built. Villiers having by this time ceased to supply engines, Greeves had to purchase some new-old-stock 35A units from Sharpe Commercials, makers of the by-then-defunct Bond Minicar. As the police needed extra generating capacity to power their radios, these engines were fitted with Dynastart units. The quartet of 'VJJ' police motorcycles and their riders, with Tower Bridge in the background, is pictured in Colin's book (page 121). Its original green logbook records City of London Police as first owners of this motorcycle and the next keeper as Mr Paul Darrell, from December 1972. The next keeper listed is the well-known collector Mr Michael Jackson of Ware (change of ownership not dated). In January 1994 the machine was sold to Mr Roger Neal of Cambridgeshire. Presented in restored condition throughout, this historic Greeves police motorcycle is offered with the aforementioned email and further written correspondence; a quantity of Villiers Services invoices; and old-style V5/V5C registration documents.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 bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

Property of a deceased's estate1958 James 98cc CometRegistration no. not registeredFrame no. AL1-1126Engine no. 606B5838James had begun concentrating on the manufacture of two-stroke lightweights in the 1930s and continued the policy after WW2. Its first post-war models were the ML, a 122cc Villiers-engined machine derived from a successful military design, and an autocycle. The next introduction - in 1948 - was the Comet, again Villiers-powered but this time using the 98cc 1F unit, the latter housed in a simple loop-type rigid frame fitted with single-tube girder front fork. Standard (direct lighting) and deluxe (battery) models were offered.This little Comet is offered for recommissioning as sadly none of its history is known other than the late vendor purchased it 35 years ago and has been dry stored since. Offered without documents.Key not requiredFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

1959 AJS 250cc Model 14 SapphireRegistration no. XDD 829Frame no. 4455Engine no. 59/14 3936Associated Motor Cycles returned to the 250cc class in 1958 with a brace of all-new models. Shared by the AJS Model 14 and Matchless G2, the overhead-valve power unit incorporated its oil tank within the crankcase and appeared to be of unitary construction, although a separate gearbox was retained. The conventional cycle parts comprised an open, tubular steel frame, closed at the bottom by a pressed-steel channel, complemented by a telescopic front fork and swinging-arm rear suspension. One of AMC's final lightweights, this Model 14 Sapphire (names were adopted from 1962 onwards) has been in the vendor's possession for 15 years and is said to run very sweetly. First registered on 1st June 1959, this AJS Model 14 was acquired by the vendor in 2005 and has been ridden regularly. Offered with a V5C document, the machine will need careful recommissioning checks before further use.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 bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

The Anthony R. East Classic Motorcycle Collection1950 Reliant Prince Regent Trade VanRegistration no. MTV 878Frame no. 462469Engine no. 6511Nottingham-based Raleigh experimented with cars in the Edwardian period and the 1920s, but it was not until 1933 that its first car entered production. The Raleigh Safety Seven tricycle deployed one wheel at the front and two at the back, an arrangement that allowed more room for passengers than in the rival Morgan three-wheeler. An air-cooled 742cc v-twin motorcycle engine provided the power; the transmission though, was more 'car-conventional', comprising a three-speeds-and-reverse gearbox, single-plate dry clutch, and shaft drive to the rear axle. Up front the single wheel was steered via a motorcycle-type girder fork.When Raleigh ceased manufacture of its Safety Seven trike in 1936, designer Tom Williams set up Reliant Engineering to continue production in van form, at first with a JAP engine rather than the original Raleigh v-twin. Motorcycle power units were soon abandoned in favour of the four-cylinder Austin Seven engine, production and development of the latter being taken over by Reliant in 1939. This wonderfully presented example is liveried 'A.R.E. Ltd Purveyors of Motor Parts' and has been on display at the Jurby Museum. 'MTV 878' is recorded on the HPi database however there is no paperwork offered with it.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 bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

The Anthony R. East Classic Motorcycle Collection1964 Honda 90cc C200 SportsRegistration no. GBD 97B (see text)Frame no. C200-106577Engine no. C200E-47448Introduced in 1958, Honda's classic C100 Super Cub 'step-thru' moped gave millions the world over their first taste of two-wheeled mobility. Larger-engined versions of the original 50cc Cub were soon made available alongside sports models that were proper small motorcycles. The first nominally 90cc sports model, the C200, arrived in 1963 boasting an overhead-valve engine of 86.7cc that produced 6.5bhp at 8,000rpm. Its cycle parts were typically Honda, consisting of a pressed steel spine frame with swinging-arm rear suspension and leading-link front fork. The C200 lasted in production until 1967, latterly alongside the overhead-camshaft CS90. This Honda C200 comes with a Honda range brochure and numerous invoices totalling almost £6,000 relating to its restoration circa 2020, many issued by marque specialists David Silver Spares. There is no registration document with this Lot but the machine is on the HPI database, which records the last change of ownership as 21st August 1987. 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 bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

c.1926 New Imperial 300cc Model 2Registration no. UH 2231Frame no. D16646Engine no. B4155Builder of the last British-made machine to win the Lightweight 250 TT (in 1936) New Imperial was unsurpassed for innovation during the 1930s, with models featuring pivoted fork rear suspension and unitary construction of engine and gearbox. The marque was established in 1900 when Norman Downs acquired a cycle company in Birmingham, which he reorganised as New Imperial Cycles. The firm's first motorcycles, designed along Werner lines, were shown at the 1901 Stanley Show in London but were not well received. Not until 1910 did Downs try again, launching a conventional JAP-powered model - the Light Tourist - that would prove an outstanding success. In racing, New Imperial concentrated on the 250 class, winning the Isle of Man TT trophy for 250cc machines in 1921 and their first Lightweight TT in 1924, a feat repeated the following year. On the commercial front, the late 1920s saw production facilities expand and proprietary engines abandoned in favour of New Imperial's own power units.Apparently a Model 2 '350' fitted with a 300cc engine from a Model 1, this Vintage-era New Imperial was acquired by the vendor's late father, prominent collector Ken Senior, in August 2008. An older restoration that deserves further renovation, 'UH 2231' will require recommissioning before returning to the road and thus is sold strictly as viewed. The machine is offered with old-style V5/V5C documents.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 bidding.For further information on this lot please visit Bonhams.com

The Anthony R. East Classic Motorcycle Collection1964 Ariel 247cc Arrow Super SportsRegistration no. AJN 69B (see text)Frame no. T32871/GEngine no. T32871/GThe Ariel Leader, and its sports derivative, the Arrow, sought to combine the virtues of speed and agility with those of cleanliness and convenience. Launched in 1958 and powered by an all-new 247cc air-cooled two-stroke twin with unit gearbox, the Leader also broke with British tradition in its frame and suspension design, employing a fabricated-steel beam instead of tubes, and a trailing-link front fork. Announced in 1959, the Arrow dispensed with the Leader's enclosure panels and weather protection while remaining mechanically virtually identical. The Arrow was revised for 1961, gaining squish-band, centre-plug cylinder heads, while a third model - the Arrow Super Sports, universally referred to as the Golden Arrow after its distinctive colour scheme - was added at the same time.According to Draganfly Motorcycles' dating certificate, 'T32871/G' is a genuine Super Sports model dispatched to Belle Vue Motors Limited in Southend-on-Sea on 2nd September 1963. The Arrow appears not to have been registered until 15th June 1964. The machine comes with the following: a quantity of bills, apparently relating to its restoration circa 1995/1996 while in previous ownership; a rare original workshop manual and owner's guide; continuation logbook from 1965 recording matching numbers; some expired MoTs; and a quantity of miscellaneous paperwork. A total of 567 miles is displayed on the odometer. There is no registration document with this Lot, and the HPI database records the vehicle as unidentified. 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 bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

1966 Panther 325cc Model 50 Grand SportsRegistration no. HJG 714DFrame no. 98350GEngine no. 053D864Originally registered in 1966, this Model 50 Grand Sports is one of only 237 ever sold and has had only four owners from new. The 325cc Villiers 3T-engined Model 50 was P&M's attempt at a faster middleweight, with more pulling power. It has the heavyweight forks, plus 8' brakes front and rear, and originally had a unique valanced front mudguard and 'parrot's beak' rear enclosure. These machines were never common and this is one of very few survivors. This example was only on the road for two years initially before serious fork judder caused by pitted head bearings forced it off the road, hence the believed genuine 7,100 miles on the odometer. Our vendor bought the Panther in 1995 as a wreck with a seized engine and no rear fairing or front mudguard. He originally intended to restore to 'as built' specification but decided that, as it would be nigh on impossible to get a replacement front mudguard, he would mildly customise it in the style of the Model 35 Sports. The Panther is now very nicely restored including a total respray in Model 45 red. The engine has been rebuilt by Villiers Services (including, recently, new crankshaft seals and re-magnetised flywheel ) and the wheels rebuilt with stainless spokes and new tyres. MoT'd recently, even though no longer a requirement, this ultra-rare Panther 'stroker' is offered with a comprehensive history file.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 bidding.For further information on this lot please visit Bonhams.com

The Anthony R. East Classic Motorcycle Collection1955 Triumph 500cc Speed TwinRegistration no. TBJ 847Frame no. 71882Engine no. 5T 71882Although Edward Turner's Speed Twin caused a sensation when it appeared at the 1937 Motorcycle Show, few of its admirers can have guessed how influential the design would prove to be. True, there had been vertical twins before but the Coventry firm's newcomer established a formula that would be adopted by all of Britain's major motorcycle manufacturers in the succeeding decade. And whereas previous vertical twins had suffered from excess bulk, Turner's was lighter and narrower across the crankcase than the contemporary single-cylinder Tiger 90, and from certain angles looked just like a twin-port single. Performance proved exemplary for a road-going 500, better than 100mph being attainable under favourable conditions. This 'pre-unit' example dates from 1955, by which time the Speed Twin had received a stronger eight-stud cylinder barrel in place of the six-stud original and been updated with a telescopic front fork and swinging-arm frame among other improvements. This Speed Twin was despatched new to Revetts Ltd in Ipswich, Suffolk. Already dismantled when acquired by Tony East in April 1995, the machine comes with numerous invoices relating to its restoration by Bryan Small Motorcycles circa 1995/1996 (£2,561) and one for mechanical work by Heritage Classics (£1,108). The file also contains DVLA and insurance correspondence; dating letters; old/current V5/V5C documents; six MoTs (most recent expired 2006); and an original parts list and instruction 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 bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

The Anthony R. East Classic Motorcycle Collectionc.2002 Honda Dylan 125cc ScooterRegistration no. FMN 584X (Isle of Man)Frame no. obscuredEngine no. HI-JF07E*0023472*HIKGFDesigned by Honda R&D Europe, the Dylan is an up-to-the-minute, 'Twist 'n Go' street-smart urban scooter, characterised by racy design and powered by a cutting-edge, water-cooled, low-emissions, four-stroke engine producing a healthy 14bhp. Other noteworthy features include a motorcycle-type front fork, electric starter, belt drive transmission, linked disc brakes and an under-seat luggage compartment with ample space for a helmet. Purchased from Tommy Leonard Motorcycles in Douglas, this Honda Dylan comes with its original warranty and service booklet and an Isle of Man registration document. Last taxed until 31st August 2020, the machine displays a total of 1,997 miles on the odometer and is presented in age related condition (the battery is believed to be flat).Offered with keyFootnotes:If purchased by a UK resident, this machine will be subject to a NOVA Declaration, which Bonhams will undertake at no cost to the buyer. This declaration facilitates the registration process with the DVLA in the UK.All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

The Anthony R. East Classic Motorcycle Collection1968 Greeves 246cc 24DF Police MotorcycleRegistration no. VJJ 980G Frame no. 24DF117Engine no. 161FP1654• One of four supplied to City of London Police• Pictured in Greeves The Complete Story by Colin Sparrow• Authentic police equipmentGreeves' unorthodox trademarks of a cast beam 'down-tube' and rubber-in-torsion leading-link fork proved adaptable to almost all forms of motorcycle from humble commuter to clubman's road-racer, but it was the firm's off-road products which really put it on the map, generating valuable publicity that helped sell the roadsters. Less well known is the fact that Greeves supplied motorcycles for use by the police, the rare example offered here being one of a batch of four 'VJJ'-registered machines supplied to the City of London Police in October 1968. By this time Greeves had effectively abandoned the roadster market to concentrate on their competition models. Villiers having by this time ceased to supply engines, Greeves had to purchase some new-old-stock 35A units from Sharpe Commercials, makers of the by-then-defunct Bond Minicar. As the police needed extra generating capacity to power their radios, these engines were fitted with Dynastart units. The quartet of 'VJJ' police motorcycles and their riders, with Tower Bridge in the background, is pictured in Colin Sparrow's book Greeves The Complete Story (page 121). The photocopy of a buff logbook on file gives the date of this Greeves' first registration as 7th October 1968 to the City of London Police; by 1972 it had passed into private ownership (there is also a photocopy of an MoT certificate from 1974). Also on file is a letter dated 2006 and addressed to Roger Neal (the owner before Tony East) from John Card, authentication officer at the Greeves Riders Association, which goes into some detail regarding what the dispatch records state.In the course of the restoration Tony was able to purchase from a Mr Bill Drummond original police parts taken from his original police Greeves, including the radio, klaxon horn, fire extinguisher, and pannier carriers. The history file also contains other emails and correspondence; various notes concerning the machine's authentication; a quantity of invoices; and a copy of BMS service notes; and a period policeman's uniform. It should be noted that the registration 'VJJ 980G' appears to have lapsed from the DVLA/HPI database.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 bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

1954 BSA 499cc Gold StarRegistration no. 306 XVCFrame no. CB32 1561Engine no. DBD34 4871 (see text)• Restored in the 2010s• Dry stored since 2018• Requires recommissioningOn Wednesday 30th June 1937, a specially prepared Empire Star 500 ridden by the great Wal Handley achieved a 100mph lap of the Brooklands circuit on its way to a debut race victory and award of the 'Gold Star' that would give BSA's new super sports model its evocative name. Possibly the most successful production racing motorcycle ever, the post-war Gold Star formed the mainstay of clubman's racing in the 1950s. In fact, it was the model's domination of the Isle of Man Clubman's TT which led to the event being dropped after Gold Star rider Bernard Codd's 1956 Senior/Junior double victory. While its trials and scrambles derivatives demonstrated the design's versatility by chalking up an equally impressive record in off-road competition, for the majority of enthusiasts the 500cc DBD34 in Clubman's trim is the epitome of the 'Goldie'. The DBD, the ultimate road going 500 Gold Star, appeared in 1956 when the famous RRT2 close-ratio gearbox and 190mm front brake became standard equipment. From then on BSA's perennially popular sporting single changed little until its much-lamented demise in 1963. Today, the Gold Star remains one of the most highly sought after of post-war British motorcycles and is supported by a most enthusiastic owners' club.Delivered new on 31st December 1954, this Gold Star left the factory as a CB34 in Clubman's trim, and has since been upgraded with a believed DBD34 engine (please note it has a non-factory restamped number). The Goldie was purchased by the lady vendor's late husband some time after 2007 and restored over the following years (there are various bills of file dating from 2013/2014). Notable features include a Lyta alloy fuel tank, Magura control levers; double-sided 4LS front brake; alloy fork yokes; clip-on 'bars; rear-set footrests; alloy wheel rims; and an Amal GP carburettor. Not used and dry stored since 2018, the Goldie will require recommissioning before further use. Cleaning and polishing should reward the new owner with a very tidy machine. Accompanying paperwork consists of a dating certificate; DVLA correspondence; a current V5C; and the aforementioned bills.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 bidding.For further information on this lot please visit Bonhams.com

The Anthony R. East Classic Motorcycle Collection; Formerly the property of O B ('Bert') Greeves, MBE1963 Greeves 246cc 24DDS Sports Single PrototypeRegistration no. 901 JOOFrame no. 24DDS101Engine no. 085E WN6• The sole 24DDS prototype made• Kept by Bert Greeves until 1993• Known ownership history• Restored on the 2000s• Acquired by Tony East in 2007Greeves' unorthodox trademarks of a cast beam 'down-tube' and rubber-in-torsion leading-link fork proved adaptable to almost all forms of motorcycle from humble commuter to clubman's road-racer, but it was the firm's off-road products which really put it on the map, generating valuable publicity that helped sell the roadsters. Offered here is a Greeves Sports Single variant that never made it into production: the 24DDS. Intended as a 100mph 250cc roadster, and built in the competitions department, the 24DDS was powered by a Villiers 36A-based engine fitted with Greeves' own Challenger competition top-end, also used in its scrambles models and the Silverstone road-racer. The frame used the Silverstone main beam and the steering angle was improved by a straight top-tube, while competition-type strengthening gussets were fitted to the leading-link front suspension. Unfortunately, the model was judged too expensive to be a success, and production never got beyond this solitary prototype. First registered to Greeves' parent company Invacar Ltd on 5th April 1963, this prototype is the only example made and was later registered to 'O B Greeves MBE' (see the original old-style buff logbook and copy old V5 on file). It is believed that Bert's nephew had an accident on the machine which damaged the front wheel, and it was then repaired and laid up until Bert's death in 1993, aged 87. At this point the 24DDS was inherited by Greeves authority Andrew King, who kept the machine in storage until it was purchased in 2002 by Graham Mitchell. Graham restored the Greeves and then sold it on to the immediately preceding owner, David Pink.Tony East acquired the ex-Bert Greeves 24DDS at a UK auction in November 2007. In 2010 the machine was featured in an article in The Classic MotorCycle by Richard Rosenthal (January edition). A partial copy of the article is on file and this unique piece of Greeves' history also comes with a copy of the works record; five MoTs (most recent expired 2011); and old/current V5C Registration Certificates. A framed display board of the aforementioned logbook copies, ownership history and specifications is included in the sale.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 bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

1947 Scott 596cc Flying SquirrelRegistration no. JGO 213Frame no. 4804Engine no. DPY 4899Introduced in 1925, Scott's Flying Squirrel sports roadster came in 498cc and 596cc capacities, the latter being the most expensive in the range. Subsequent improvements included the duplex frame and bigger brakes first seen on the works bikes in 1926, and the magneto-platform Pilgrim pump adopted for the 1927 TT machines. The Flying Squirrel took on more of a touring role in the 1930s, being further updated with a detachable cylinder head, Brampton forks, and a foot-change gearbox. The Flying Squirrel was little changed when production resumed in 1946, although the double-sided front brake was a new feature and the pre-war girders were soon replaced with a Dowty telescopic fork. First registered on 1st June 1947, this Scott Flying Squirrel has belonged to the current vendor since 2000 and has been ridden regularly on VMCC rallies, winning numerous awards. The engine has been upgraded with a CNC-machined Pilgrim-type pump to the drippers and runs on Silkoline Comp 2 two-stroke oil at a ratio of 50:1. Seals are all synthetic by Ian Pearce, and the magneto has been rebuilt. The machine is offered with 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 bidding.For further information on this lot please visit Bonhams.com

1975 Ducati 750 SSRegistration no. not UK registeredFrame no. 075771Engine no. 075656•Delivered new in Italy•Laid up in dry storage for almost 30 years•Restored in 2016 (bills and photographs available)It was, without question, Paul Smart's famous victory at Imola in April 1972 that really put Ducati's new v-twin on the map. It was a particularly sweet occasion for hitherto un-fancied Ducati, as the Bologna factory defeated not only the race-proven Triumph Tridents of Percy Tait, John Cooper and Ray Pickrell, but also the works 750 MV Agusta of Giacomo Agostini. With such an outstanding pedigree, the 750SS was a natural choice for racing's Superbike category, and later on proved highly competitive in AMA 'Battle of the Twins' (BOTT) and club Super Street racing in the 1980s. Smart's bike was based on the 750 Sport roadster introduced that same year. The racer's cycle parts remained close to stock - even the centre stand lugs were retained! - merely being up-rated with triple Lockheed disc brakes while the engine gained desmodromic cylinder heads, high-compression pistons and stronger con-rods. When the definitive production version - the 750 SS - appeared in 1974 it differed little in overall conception from the Imola '72 bikes, among the most obvious external differences being the adoption of a centre-axle fork and Brembo front brakes. The big 'Imola' fuel tank and humped racing seat both featured on the road bike, which wore a cockpit faring rather than the racer's fuller streamlining. The 750 SS received rave reviews in the motorcycling press, being hailed by Cycle magazine as 'a bike that stands at the farthest reaches of the sporting world - the definitive factory-built café racer'. Today the 750 SS is regarded as a true landmark model and is one of the most sought-after of all Ducatis. One of the last Ducati 750 SS models produced in 1975 (the declaration of conformity is dated 15th December 1975, copy on file), this stunning example was purchased new in January 1976 at a price of 1,870,000 Italian lire. The first registration was 'TO 310904' and the first owner was a resident of Collegno near Turin. He would keep the Ducati until 1976 when it changed hands, passing to another resident of the same town for two million lire, indicating that this model has always been highly regarded. It is reported that the second owner had planned to use the Ducati in some amateur races, but financial restraints kept him from doing so and in any case a lien of 1,165,000 lire had been placed on the bike in favour of a Turin-based company. At the end of 1977 this lien had been resolved and the Ducati changed hands again in 1978, this time for the princely sum of 2.5 million lire, and again in February 1980 for two million lire – still more than the original purchase price, five years later! This last owner kept the Ducati for a long time. Reportedly a flamboyant character, he partially repainted the 750 SS in pink and called it the 'Pink Panther'. In 1986 Italy introduced the obligation to wear a helmet on motorcycles. In the owner's opinion, 'the helmet takes away all the joy of riding a motorcycle' so the Ducati was laid up in a garage in Turin and not used again. Our vendor was able to purchase the bike in 2014 from that very garage where it had spent almost 30 years in storage. He embarked on a comprehensive restoration over two years (pictures and parts invoices on file), guided by the books written by Ian Fallon (the Bevel Twin guru), and returned the Ducati to its former splendour. The engine has been overhauled by an experienced Ducati mechanic, and traces of the red and blue paint as applied by the Ducati mechanics in 1975 were found still on the horizontal cylinder head. According to the vendor, all major parts are original and have been restored. The fuel tank has been internally treated so as to withstand the ethanol content of modern petrol. The Ducati comes with Italian registration documents as well as an FMI (Federazione Motociclistica Italiana) passport. As stated by the vendor: 'it is really fast, very entertaining.. and extremely loud!'Footnotes:Please note that this vehicle is from outside the UK. Our customs agents, CARS UK, will manage all post sale customs administration. A fee of £350+VAT will be charged on the buyer's invoice to administer both import or export customs movements. If this vehicle is to remain in the UK, it will be subject to Import VAT at the reduced rate of 5% on the hammer price. This vehicle will not be available for immediate collection after the sale and will only be released on completion of customs clearance formalities. If you have any questions regarding customs clearance, please contact the Motorcycle Sale Coordinator Annika.morrill@bonhams.com +44 (0) 20 8963 2817All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.This lot is subject to the following lot symbols: * N* VAT on imported items at a preferential rate of 5% on Hammer Price and the prevailing rate on Buyer's Premium.N MOTORCYCLESIf purchased by a UK resident, this machine is subject to a NOVA declaration, whilst the responsibility of submitting the NOVA rests with the Buyer to do so, Bonhams will facilitate the process by engaging an agent (SHIPPIO) to undertake the NOVA and C88 (customs) application if applicable on the Buyer's behalf. A fee of £125 + VAT to do so will be added to the Buyer's invoice.CARSIf purchased by a UK resident, this machine is subject to a NOVA declaration, whilst the responsibility of submitting the NOVA rests with the Buyer to do so, Bonhams will facilitate the process by engaging an agent (CARS) to undertake the NOVA on the Buyer's behalf. A fee of £250 + VAT to do so will be added to the Buyer's invoice.For further information on this lot please visit Bonhams.com

The Anthony R. East Classic Motorcycle Collection1966 Greeves 197cc 20DC Sports SingleRegistration no. MDX 69DFrame no. 20DC397 (see text)Engine no. 251D 10473Greeves' unorthodox trademarks of a cast beam 'down-tube' and rubber-in-torsion leading-link fork proved adaptable to almost all forms of motorcycle from humble commuter to clubman's road-racer, but it was the firm's off-road products which really put it on the map, generating valuable publicity that helped sell the roadsters. The 20DB Sports Single was one of four roadsters in Greeves' 1961 line-up and was powered by the four-speed Villiers 9E engine, which had first featured in the 1956 range powering the preceding D model, the Fleetstar. The model designation changed to 20DC for 1962 and the Sports Single continued in this guise until production ceased at the end of 1966, by which time it was one of only two roadsters left in the range, the other being the 25DC East Coaster twin. From 1967 onwards it would be competition machines only. First registered on 25th January 1966, this late Greeves Sports Single was acquired by Tony East in June 2012. Restored throughout, the machine comes with a V5C document and an undated sheet of hand-written notes detailing its restoration. It should be noted that the frame number has been ground off and restamped.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 bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

c.1953 MV Agusta 123.5cc Monoalbero Racing MotorcycleFrame no. 150012Engine no. 150014•Iconic MV 125-class racer•Formerly owned and raced by Jim Dakin•Owned by Robert White from 1996 until 2016Although best known for their four-cylinder four-strokes, multiple World Championship-winning MV-Agusta built lightweights throughout its manufacturing career, and in its early days listed small two-strokes and even a scooter. The racing 125cc two-strokes were a major success, winning the arduous Milan-Taranto road race in 1950, '51 and '52, but at World Championship level the MVs were outclassed by the four-stroke FB-Mondial with its twin-overhead-cam engine. Count Agusta's response was to hire Gilera's chief designer Piero Remor together with its chief mechanic, Arturo Magni. However, the new Remor-designed 125cc four-stroke was not an immediate success, and it was only following Mondial's withdrawal from racing that MV bagged its first 125cc World Championship, Cecil Sandford taking the riders' title in 1952. The following year MV offered an over-the-counter racer for privateers, which was developed directly from the works bikes. Italian regulations for the domestic 'Formula Sport' stipulated that machines should have only a single camshaft and four gears, and so the monoalbero (single-camshaft) 125 racer was born. Like its bialbero (twin-cam) progenitor, the SOHC 125 employed a train of gears to drive its upstairs cam. Bore and stroke were 53x56mm and the motor breathed via a 27mm Dell'Orto racing carburettor, eventually producing a maximum of 16bhp at 10,300rpm. The cycle parts were virtually an exact copy of the '52 works bikes', featuring a tubular duplex loop frame, telescopic front fork with central hydraulic damper, and swinging-arm rear suspension. Brakes were full-width aluminium-alloy: 7' diameter at the front, 6' at the rear. Dry weight was 165lbs and the top speed over 90mph. Because Italy's long-distance road races, such as the Moto Giro d'Italia and Milan-Taranto required that machines be street legal and possess lights, a flywheel generator formed part of the specification. The MV Agusta monoalbero 125 racer proved an enormous success, remaining in production until 1956 and continuing to offer privateers a competitive ride in the 125cc class for many years thereafter. This monoalbero was purchased by Robert White in December 1996 from Golden Era Motorcycles in Kent (receipt on file). The MV formerly belonged to Jim Dakin, who had bought the machine in Wetzlar, Germany in 1957 and raced it extensively in period, finishing 3rd in the ACU Championship in 1958 behind Dan Shorey and Mike Hailwood. In 1959 Jim Dakin sold the little MV to someone in Streatham, who was a member of the Westminster Racing Club. The machine and associated parts were put in a skip by the next owner's landlord when the owner absconded, but fortunately it was retrieved and saved. The monoalbero subsequently passed via J Gilham's Golden Era Motorcycles to Robert White, who believed that it had in-period race history in Austria. Its engine has been rebuilt and it should be noted that the magnesium crankcases are the early factory twin-cam type but with the DOHC drain holes left un-machined as the single-cam head is fitted. We are advised that the cylinder head is fitted with big valves, while other noteworthy features include a modified fuel tank and an Assen TT transfer to the front mudguard.This machine was purchased from Bonhams Robert White Sale in 2016. Ridden by Robert on a few occasions, including at an MV rally in Italy and the Jurby Festival in 2009, the machine is presented today in 'oily rag' condition and has been dry stored on display at the current vendors father-in-law's front porch since purchase in 2016. The intention was to show it at various bike shows but work commitments and covid prevented this from happening. Accompanying documentation consists of an MV Agusta OC of GB letter, copy instruction manuals, and the aforementioned purchase receipt.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 bidding.For further information on this lot please visit Bonhams.com

Cased Set of Silver Handled Knife and fork set, Collection of Edwardian Silver backed dressing table ware and a Silver plated Oval pill pot with machined detail

Good quality 19thC folding toasting fork and a Copper topped Crozier with turned handles

A quantity of fork components and bracketryincluding Ariel type components. Varying states of condition. Prospective bidders must satisfy themselves as to the condition, completeness, correctness, compatibility and integrity of the components prior to bidding. 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 bidding.Lot to be sold without reserve.This lot is subject to the following lot symbols: ◊◊ £30 + VAT uplift and storage at £6 + VAT per lot per day.For further information on this lot please visit Bonhams.com