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Property of a deceased's estate c.1964 Royal Enfield 248cc ContinentalRegistration no. not registeredFrame no. 70024Engine no. n/aA development of the popular Crusader, the Continental was introduced for 1963. The newcomer used the Super 5's tuned, 20bhp engine and five-speed gearbox but eschewed the latter's leading-link fork in favour of conventional telescopics while adding a rev counter, fly screen, dropped handlebars and (on some bikes) an Italian-style 'jelly mould' tank to the package. This policy of including as standard all the performance-orientated extras that customers might want to fit later was an enormous success. With its café racer styling, brisk performance and excellent handling, the GT was every young motorcyclist's dream and a well-deserved success for the Redditch concern. This engine-less Continental was purchased in February 1975 having last been taxed in December 1974. There are no documents with this Lot, which is offered for restoration and sold strictly as viewed.Footnotes:As with all Lots in the Sale, this Lot is 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 estate c.1954 Norton 350cc Manx Racing MotorcycleRegistration no. not registeredFrame no. noneEngine no. B10M 11926Dubbed 'Manx Grand Prix' in 1939, what would become the best-known racing motorcycle of all time had become simply 'Manx' when production resumed in 1946. Norton's over-the-counter Manx racers were much as their pre-war counterparts, with single-overhead-camshaft engine, 'square' cylinder head finning, upright gearbox and plunger-suspended 'garden gate' frames. Only the presence of the Roadholder telescopic front fork readily distinguished them from the '39 machines. 1949 brought the first significant change in engine specification, the Manx gaining a double-overhead-camshaft 'head like that enjoyed by the works bikes for many years, but the major development was the arrival of the Featherbed frame for 1951. The works' adoption of the McCandless-designed duplex-loop swinging-arm chassis the previous year had given the Nortons a welcome lease of life in Grand Prix racing, and Geoff Duke duly took both the 350cc and 500cc world titles in 1951. Presented in 'oily rag' cosmetic condition, the interesting Manx 'special' offered here consists of an un-numbered Featherbed frame and a Model 40 (350cc) engine, the latter dating from 1947. The engine turns over with compression but the machine's mechanical condition remains unknown. Re-commissioning will be required before further use. There are no documents with this Lot, which is sold strictly as viewed.Footnotes:As with all Lots in the Sale, this Lot is 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-Barry Sheene, Bob Smith 1979 Dunstall Suzuki GS1000 Formula 1 Racing MotorcycleFrame no. GS1000-521087Engine no. GS1000-130636 Yoshimura engine no. 13• The only Japanese four-stroke raced by Barry Sheene• Professionally restored to its current condition in the mid-1990s• Displayed in the Lakeland Museum for many yearsFollowing a request from Suzuki GB sales Director, Maurice Knight, the machine offered here was assigned to Barry Sheene for him to ride at the August Bank Holiday meeting at Oulton Park in 1979. UK importer Heron Suzuki was interested in promoting production-based racing and had asked Paul Dunstall to enter Yoshimura-prepared factory GS1000s in TT Formula 1 events in 1979. Barry Sheene was the Texaco-sponsored Heron Suzuki team's No. 1 rider in Grands Prix and his dislike of racing heavyweight four-strokes was well known, once referring to them as 'muck spreaders'. Before the race Sheene asked works mechanic Martyn Ogbourne to do a safety check and a rider fitting check on the unfamiliar machine. The seat had to be raised by some 2' to get Barry comfortable, a legacy of the leg injuries he had sustained at Daytona.His dislike of four-strokes notwithstanding, Sheene acquitted himself with distinction in his one-off ride at Oulton Park, finishing a close 2nd to Honda-mounted Ron Haslam with Honda-mounted Mick Grant 3rd. Indeed, the Suzuki star might have won had he not been balked by a back-marker on the final lap. Sheene and Haslam shared the fastest lap at 100.00mph. This Dunstall Suzuki is believed to be the only Japanese four-stroke Barry ever raced.For its first foray into Formula 1 racing, Suzuki adopted a relatively cautious approach to tuning the GS1000 roadster. Machines would be sent from Japan to Yoshimura in California where the engines received special cams, larger inlet valves, high-compression slipper pistons, self-generating ignition, close-ratio gears and a stronger clutch basket, the crankshaft, con-rods and bottom end being left stock. Retaining the standard 28mm carburettors (a Formula 1 requirement), the Yoshi-tuned GS produced around 114bhp with a wide spread of useable power. This particular engine was engraved 'No.13' by Yoshimura at the time of tuning. Changes to the stock chassis included a shorter Peckett & McNab swinging arm; RG500 fork yokes; Campagnolo alloy wheels; and AP Lockheed disc brakes.The Dunstall Suzuki team's regular riders were Steve Machin and Bob Smith, but Sheene's 2nd place at Oulton would be its best result in 1979. Ron Haslam took the championship for Honda that year and for the following season Suzuki responded with a proper factory racer: the XR69.There is a documented chain of ownership since this machine was sold by the Dunstall Suzuki team, one notable owner being George Beale, who restored the bike in the mid-1990s to its current condition. It later spent many years on display in the Lakeland Museum. The current owners have had the machine on display at Oliver's Mount, and were invited by Classic Team Suzuki to display it in their hall of fame at Donington Park in 2017, the vendor advises this is where it was checked over and verbally authenticated by Martyn Ogbourne. There is also an email on file from Martyn Ogbourne to Tim Davies (Suzuki GB), perusal recommended. The Dunstall Suzuki has also featured in a seven-page article in the July 2019 edition of Classic Bike magazine.Footnotes:As with all Lots in the Sale, this Lot is 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 Motorsport 2014 PBM-ART 1,000cc Grand Prix Racing MotorcycleRegistration no. not registeredFrame no. CP2-001-0031-03Engine no. to be advised•Factory-built Aprilia RSV4 engine•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 belongs to what can now be seen as a 'passing phase' of MotoGP 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 a 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, and that engines would be claimable by factory teams for a set fee of €25,000, though why a factory team would want to acquire a tuned road-bike engine was never explained. In the event, none ever did. 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 Motorsport ran a solitary Aprilia ART for James Ellison in 2011 before expanding to a two-rider line-up for 2012 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. 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 advises us that the machine would run if these missing parts were sourced and fitted. 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 a 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. A selection of spares relating to this lot will be sold as part of our online sale in December. Further details to follow.Footnotes:As with all Lots in the Sale, this Lot is 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

1976 Norton Commando 850 MkIIIRegistration no. RCL 633RFrame no. 332064Engine no. 332064•Present ownership since 1986•Professionally restored 2012-2013•Circa 38,000 miles from new•Circa 4,500 miles since full restorationThis Norton Commando 850 MkIII electric start model was first registered on 11th October 1976 and was purchased by the current vendor on the 7th December 1986. The Commando was used only occasionally as the vendor owned a collection of over 20 bikes at the time. By 2012, aged 71, the vendor had sold most of his collection, but not the Commando, which he decided to have 100% restored. He was fortunate in having a professional motorcycle mechanic friend to do the work. The brief was to restore the bike to excellent road going condition as it was to be used, and the vendor advises us that the result is a very smart machine. The rebuild commenced in June 2012, at which time the odometer reading was 33,304 miles. The machine was stripped right down to the last nut and bolt, and the engine, gearbox and clutch completely rebuilt with all new parts. All re-chroming and polishing was carried out by recognised specialists, and all painted parts were sprayed black as per original specification before new transfers were affixed. Other parts renewed include the wiring harness; carburettors; control cables; front brake disc; bearing of all types; rear sprocket; drive chains; brake pipes; rear master cylinder; front master cylinder seals; fork bushes and seals, etc. The speedometer and rev counter were sent away to be reconditioned with strict instructions that the speedometer must not be reset to zero. Having been plagued by his bikes' chromed wheels rusting and spokes discolouring over time, the vendor decided to purchase polished stainless steel wheel rims and spokes from CWC, Birmingham, complementing the stainless mudguards. The master cylinder was professionally modified to improve its operation, while the original feeble starter motor has been replaced with a superior Norvil item. Two new tyres were fitted and the rebuild completed with countless stainless steel nuts/bolts/fasteners, new exhaust system, etc, etc. Labour costs were charged at 'mates' rates', so the bills available (totalling approximately £7,200) represent only the cost of parts purchased. The rebuild was completed in March 2013 and since then the Commando has covered just under 4,500 trouble-free miles. As well as copies of the bills, the machine also comes with a selection of restoration photographs; copies of old MoTs and tax discs; (copy) V5C documents; and MoT to September 2022.Footnotes:As with all Lots in the Sale, this Lot is 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

A quantity of front fork componentsincluding two girder fork blades, AJS/Matchless, BSA and Triumph, completeness and condition unknown, close inspection advised. (Qty)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

The Hans Schifferle Collection 1987 Harley-Davidson 1,637cc Heritage Softail CustomRegistration no. not registeredFrame no. 1HD1BJL13HY010882Engine no. DKM 231068•Specially built in Germany for Hans Schifferle•Completed in 2000•2,395 kilometres since completion•Registered as manufactured in 1987An important event in the lengthy development of Harley's perennial v-twin occurred in 1984 with the introduction of the new all-alloy Evolution engine together with a diaphragm clutch, air-assisted shock absorbers, and toothed-belt final drive. By this time Harley-Davidson had freed itself from the American Machine & Foundry group, and one of the more significant developments of the immediately post-AMF era was the introduction in '84 of the traditionally styled Softail. The Softail featured a cleverly disguised rear end looking like that of a pre-war 'rigid'-framed Harley but was, in fact, sprung, as its name suggests, with the two dampers mounted beneath the frame. Completing the 'vintage' retro look was a girder-type front fork with bottom link and centre spring. This was the look the die-hard Harley traditionalists had been waiting for, and the Springer Softail and its derivatives would prove an enduring success.Testing a Heritage Softail in 1987, Bike magazine's editor Roger Willis was amazed at the effect the Harley had on people, attracting admiring glances wherever it went. He was even more surprised to discover that it actually worked. 'As a posing tool, the Heritage turned out to be utterly wonderful, but I still expected it to be utterly useless as a functional motorcycle. It was therefore a pleasant surprise to find that the fun extended beyond outrageous image projection.'If the standard offering could inspire such a reception, imagine the reaction when you turn up on something like this extensively customised Heritage Softail, which was built for Hans by a Munich based Harley-Davidson dealer at a cost of over €80,000. It features a Revtech engine incorporating S&S components and a 1987 frame exempting it from Germany's noise regulations. Other notable features include Axtel cylinder barrels; Lockhart oil cooler; Wiwo/Akront billet wheels; Wiwo swingarm; and plentiful chrome throughout. Completed and registered in 2000 (as manufactured in 1987), the machine has covered only 2,395 kilometres since completion and is presented in commensurately good condition. Accompanying documentation consists of a German Fahrzeugschein and an expired TüV (MoT) certificate and correspondence. Footnotes:* Import VAT Low RateImport tax at the reduced rate of 5% of the Hammer Price and Buyers Premium will apply should the lot remain in the UK.N (NOVA): This lot is subject to a fee of £125 + VAT payable by the Buyer, to undertake the relevant NOVA and C88 (Customs) clearance applications. Please see the Conditions of Sale for further information.N (NOVA): This lot is subject to a fee of £125 + VAT payable by the Buyer, to undertake the relevant NOVA and C88 (Customs) clearance applications. Please see the Conditions of Sale for further information.As with all Lots in the Sale, this Lot is 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

1954 Francis-Barnett 125cc Kestrel ProjectRegistration no. LJF 669Frame no. U2650Engine no. 618A 6900After WW2 Francis-Barnett concentrated on the production of lightweight two-strokes powered firstly by Villiers engines, though from 1957 AMC's own power units were fitted to many models. First introduced in the autumn of 1953, the Kestrel used the 125cc Villiers 13D engine, which was housed in a plunger-suspended frame with telescopic front fork. This un-restored Kestrel has belonged to the vendor's family since 1974. The Excelsior was used a little off-road in the late 1970s, since when it has formed part of a private museum collection. The machine has not been run but the engine turns over. Offered for restoration and sold strictly as viewed, it comes with an old-style V5 document and an old-style buff logbook.Footnotes:As with all Lots in the Sale, this Lot is 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 estate 1957 BSA 148cc Bantam MajorRegistration no. 428 AKOFrame no. CD3 17942Engine no. BD3B 25075Developed from the pre-war DKW RT125 and announced in 1948, the Bantam became a top-seller for BSA, in excess of half a million leaving the Birmingham factory before production ceased in 1971. Originally of 123cc, the engine grew first to 148cc - on the D3 Bantam Major, introduced for 1954 - and then to 172cc. Plunger rear suspension became an option in 1950, the next major changes to the cycle parts being the introduction of swinging-arm rear suspension and a sturdier telescopic front fork on the Bantam Major in 1956. Purchased in March 1978, this Bantam Major is offered for restoration and sold strictly as viewed. Equipped with leg shields and luggage rack, and apparently complete, the machine comes with an old-style continuation logbook and an old V5 document.Footnotes:As with all Lots in the Sale, this Lot is 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

1955 MV Agusta 123.5cc Monoalbero Racing MotorcycleRegistration no. not registeredFrame no. 150127Engine no. 150124•Delivered new to the UK•In-period Isle of Man TT participation (1961 Lightweight 125 TT)•Four owners from new•Restored in the 1990sFor 1953, MV offered an over-the-counter '125' 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 165lb 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. First owner Ross Porter of Spalding used this monoalbero up to 1958 when it was acquired by Chris Percival of Dunstable. In December 1959 the MV passed to the third owner, Peter Munday, from whom it was purchased by the current vendor in 2017. While owned by Peter Munday, the MV enjoyed some successes at national and international level, until an engine failure at Silverstone in early 1962 enforced its retirement. The monoalbero was then stored until 'unearthed' in 1990 and restored, the rebuild being completed in 1996. Subsequently the MV was paraded and shown in both the UK and Europe, while 'Classic Parade' laps of the TT course were completed in 2005 and the centenary year of 2007 (its last outing). Since its acquisition by the vendor, the MV has won a 'Highly Commended' award at the Southern Classic Off-road & Racing Show (in 2018). It has not been started since acquisition and its mechanical condition is not known. A quantity of spare parts is included in the sale (list available).Footnotes:As with all Lots in the Sale, this Lot is 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 Motorsport 2014 PBM-ART 1,000cc Grand Prix Racing MotorcycleRegistration no. not registeredFrame no. CP2-001-0031-04Engine no. 9813-06-00 OPEN•Factory-built Aprilia RSV4 engine•Parkes' No. 2 bike•Purchased directly from Paul Bird Motorsport•Running condition•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 belongs to what can now be seen as a 'passing phase' of MotoGP 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 a 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, and that engines would be claimable by factory teams for a set fee of €25,000, though why a factory team would want to acquire a tuned road-bike engine was never explained. In the event, none ever did. 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 Motorsport had four bikes available for the 2014 season: two each for Broc Parkes and Michael Laverty; the one offered here is Parkes' No. 2 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. Which, if any, of Parkes' results were gained riding the No. 2 bike is not known. Phil Morris bought this machine directly from Paul Bird Motorsport together with a substantial quantity of spares, but it was not until 2016 that he was able to purchase the 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. Since coming into Phil Morris's collection, this PBM-ART has been ridden on display laps at Mallory Park, Tonfanau, and Aberdare Park by John McGuinness, Steve Plater, and Peter Hickman. Given the factories' current policy of retaining machines run by satellite teams, rather than selling them on, the chances of obtaining a former MotoGP machine are now slim indeed. As such, this PBM-ART represents a rare opportunity to acquire a genuine MotoGP motorcycle in working condition and possessing impeccable provenance. Said to run perfectly, it is a potential centrepiece for any important private collection. 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. A selection of spares relating to this lot will be sold as part of our online sale in December. Further details to follow.Footnotes:As with all Lots in the Sale, this Lot is 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 estate, same family ownership since new 1952 Vincent 499cc Comet ProjectRegistration no. RPH 520Frame no. RC/1/10555 Rear Frame no. RC/1/10555Engine no. F5AB/2A/8655 Crankcase mating no. 71GGUnlike in pre-war days, when the first (Series-A) Vincent-HRD v-twin had been created by - in effect - combining two of the existing singles, post-WW2 Vincent's approach was reversed, with the Series-B twin appearing first, in 1946, and the single-cylinder version in 1948. The latter was offered in two forms initially: Series-B Meteor and Series-C Comet. Apart from its Burman gearbox and 'missing' cylinder, the Comet followed Series-C twin lines, featuring the newly introduced Girdraulic front fork and hydraulic dampers at front and rear, while the Meteor retained the old Brampton girders. The Meteor was soon dropped but the Comet continued until 1954, offering the same degree of refinement as its bigger brother, albeit with reduced performance. Even so, the Comet combined a 90mph potential with excellent fuel economy, and was the ideal touring mount for the discerning rider who placed civility of manners and quality of construction above outright performance. This matching-numbers Comet was despatched to Millars Motors in Mitcham, Surrey in March 1952 and purchased new by the vendor's late father. The Vincent has been stored since it was last used in 1964 and is offered for restoration. Sold strictly as viewed, the machine comes with its original logbook; instruction manual; spare parts list; and a V5C Registration Certificate.Footnotes:As with all Lots in the Sale, this Lot is 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 Hans Schifferle Collection 1941 Indian 1,279cc FourRegistration no. not registered (see text)Frame no. 441259Engine no. DDA259•Very late example•Already restored when purchased in 2018•Exercised regularlyMarketed as the Indian Ace for 1928, the Springfield company's first four-cylinder motorcycle had resulted from its purchase of the Ace rights and tooling from Detroit Motors the previous year. The Indian Ace changed little for the next couple of years before the Springfield firm began to put its own characteristic stamp on the Four. This transformation began with a re-style for the 1929 season (Model 401) followed by a new Indian-style twin down-tube frame; a leaf-sprung front fork; and a five-main-bearing crankshaft on the Model 402. Introduced on 1st June 1929, the latter was the biggest single change made to the motor up to mid-1935 when the so-called 'upside down' Four was introduced. Reversing the conventional 'F-head' arrangement, the latter featured overhead exhaust valves with inlets at the side, the theory being that this would provide better cooling and thus increased power. In practice the layout proved somewhat impractical – the exhaust tended to fry the rider's leg despite the heat shield – and few liked the new Four's looks. Updated with twin carburettors for the 1937 model year, it was missing from the '38 catalogue: replaced by a new 78ci (1,279cc) Four that restored the valves to their old positions. Changes after 1938 were few. Production of the Indian Four, America's last four-cylinder motorcycle, ceased in 1942. One of the world's most beautiful and collectible motorcycles, this Indian Four had already been restored when it was purchased from a Turin based collector in November 2018. Helmut Lichtenberg changed the tyres, serviced the machine, and got it running; sadly, Hans never got the chance to ride it. The Indian was exercised annually until approximately eight months ago. The Indian was previously registered in the UK as 'ALS 125', and the VRN appears on the HPI database, albeit exported. Nevertheless, prospective purchasers must satisfy themselves with regard to this motorcycle's registration status prior to bidding. Re-registering the machine is the responsibility of the buyer. The machine is offered with a German Zulassungsbescheinigung (Certificate of Approval/Registration Certificate); expired TüV (MoT) certificates/correspondence; an old UK V5 for the registration 'ASL 125'; and a detached registration plate for 'ASL 125'.Footnotes:* Import VAT Low RateImport tax at the reduced rate of 5% of the Hammer Price and Buyers Premium will apply should the lot remain in the UK.N (NOVA): This lot is subject to a fee of £125 + VAT payable by the Buyer, to undertake the relevant NOVA and C88 (Customs) clearance applications. Please see the Conditions of Sale for further information.As with all Lots in the Sale, this Lot is 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 Hans Schifferle Collection 1992 Harley-Davidson FLSTC Heritage Softail ClassicRegistration no. not registeredFrame no. 1HD1BJL41NY014287Engine no. X3382One of the more significant developments of H-D's post-AMF era was the introduction in 1984 of the traditionally styled Softail. The Softail featured a cleverly disguised rear end looking like that of a pre-war 'rigid'-framed Harley but was, as its name suggests, sprung, with the two dampers mounted beneath the frame. Completing the 'vintage' retro look was a girder-type front fork with bottom link and centre spring. This was the look the die-hard Harley traditionalists had been waiting for, and the Springer Softail and its derivatives would prove an enduring success.Testing a Heritage Softail in 1987, Bike magazine's editor Roger Willis was amazed at the effect the Harley had on people, attracting admiring glances wherever it went. He was even more surprised to discover that it actually worked. Purchased new, this much modified Heritage Softail Classic features Patrick Billet engine components; Revtech brake callipers; floating front discs; and plentiful chrome throughout, including the swingarm and sprung footboards. Beautifully presented, the machine has covered only 14,432 kilometres from new. Accompanying documentation consists of a German Fahrzeugschein; an expired TüV (MoT) certificate and correspondence; 2011 service invoice from Bobo's American Motorcycles; and a dynamometer printout. Footnotes:Ω Import VAT High RateImport tax at the higher rate of 20% of the Hammer Price and Buyers Premium will apply should the lot remain in the UK.N (NOVA): This lot is subject to a fee of £125 + VAT payable by the Buyer, to undertake the relevant NOVA and C88 (Customs) clearance applications. Please see the Conditions of Sale for further information.As with all Lots in the Sale, this Lot is 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

1960 Ariel 247cc Arrow Racing MotorcycleRegistration no. not registeredFrame no. none visibleEngine no. GB55 H60 P211 D•Fully developed over four years•Built by Roy Boughey•Won the 250cc event at the Pre-TT Classic Road Races 2006•50bhp maximum power outputThe 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 stiff, fabricated-steel beam instead of tubes, and a trailing-link front fork. Detachable panels enclosing the engine and most of the rear wheel extended forwards to meet leg shields and screen, and the rear chain was fully enclosed. Announced late in 1959, the Arrow dispensed with the Leader's enclosure panels and weather protection while remaining mechanically virtually identical. A highly promising design capable of further development, the Leader/Arrow deserved better than to be prematurely axed by BSA in 1965, thus allowing the Japanese to exploit the growing market for 250 two-stroke twins without serious competition. The Arrow might seem an unlikely racer, but in 1960 an example tuned by two-stroke genius Herman Meier and ridden by Mike O'Rourke famously finished 7th in the Isle of Man 250 Lightweight TT, ahead of many works machines including Luigi Taveri's MV Agusta. It was a quite extraordinary achievement for a roadster-based machine. Since the advent of classic racing, competitors seeking to put a cat among the 250-class pigeons have often turned to the Arrow. This example was commissioned by Phil Morris (whose first bike was a Leader) and built with his financial support by Roy Boughey. Ridden by Paul Coward, it won the 250cc event at the Pre-TT Classic Road Races on 29th May 2006 having led from the start, breaking the Japanese domination of the class (results sheets on file). This outstanding result was only achieved after a four-year programme of intensive development; in the engine's case, its maximum power was raised from the standard model's 16bhp to a dynamometer verified 50.73 horsepower (printout on file). Other notable features include twin Gardner carburettors (machined by Roy); a Nova six-speed gearbox; dry clutch; Grimeca 4LS front brake: Maxton suspension; expansion chamber exhausts; and an aluminium fuel tank. To assist the fortunate next owner, the machine comes with a substantial file of marque-related historical and technical paperwork. One of Phil's favourite bikes out of the many he has owned, this fully developed and potentially highly competitive racing Arrow wants only for a talented rider to resume its winning ways. Footnotes:As with all Lots in the Sale, this Lot is 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

An autojumblers Lotincluding brake plates, fork yokes, chain guards, engine components and sundry other parts, completeness and condition unknown, close inspection advised. (Qty)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

A quantity of mainly BSA parts and tinware (some Gold Star)including fork yokes, mudguards, silencers, exhaust pipes and other sundry parts, completeness and condition unknown, close inspection advised (Qty)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

Property of a deceased's estate c.1957 Norton 490cc Manx Racing MotorcycleRegistration no. not registeredFrame no. noneEngine no. M11 71789Dubbed 'Manx Grand Prix' in 1939, what would become the best-known racing motorcycle of all time had become simply 'Manx' when production resumed in 1946. Norton's over-the-counter Manx racers were much as their pre-war counterparts, with single-overhead-camshaft engine, 'square' cylinder head finning, upright gearbox and plunger-suspended 'garden gate' frames. Only the presence of the Roadholder telescopic front fork readily distinguished them from the '39 machines. 1949 brought the first significant change in engine specification, the Manx gaining a double-overhead-camshaft 'head like that enjoyed by the works bikes for many years, but the major development was the arrival of the Featherbed frame for 1951. The works' adoption of the McCandless-designed duplex-loop swinging-arm chassis the previous year had given the Nortons a welcome lease of life in Grand Prix racing, and Geoff Duke duly took both the 350cc and 500cc world titles in 1951. Presented in 'oily rag' cosmetic condition, the interesting Manx 'special' offered here consists of an un-numbered Featherbed frame and a Model 30 (490cc) engine, the latter dating from 1957. The engine does not turn over and the machine's mechanical condition remains unknown. Re-commissioning will be required before further use. There are no documents with this Lot, which is sold strictly as viewed.Footnotes:As with all Lots in the Sale, this Lot is 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 estate 1952 Sunbeam 500cc S8Registration no. JSL 570Frame no. S8-6347Engine no. S8 10199A wartime design, the Sunbeam inline twin was introduced by BSA, owners of Sunbeam Cycles Limited, in 1947. A luxury tourer inspired by the pre-war BMW, it was of advanced specification with overhead-camshaft engine, shaft drive and plunger rear suspension. The clutch housing and four-speed gearbox bolted directly to the back of the engine, which was rubber mounted in the duplex loop frame, an innovation that required a flexible joint in the exhaust system ahead of the silencer. The first S7 version was equipped with balloon tyres, a feature not carried over to the deliberately more conventional, and also lighter and cheaper, S8 introduced in 1949. The front fork and 7' brake were now standard BSA components, and there were numerous other changes made in the interests of rationalisation. Never as popular as BSA's more performance orientated models, the gentlemanly S7 and S8 remained in production until 1957. Apparently, an older restoration, this S8 was purchased in July 2020 and currently displays a total of 3,143 miles on the odometer. Sadly, the owner never got the chance to ride the 'Beam before he passed away in August 2020, since when it has been dry stored. There is some pitting to the exhaust and the machine would respond well to detailing, though it should be noted that compression is weak. Following a period of inactivity and having not been used since acquisition, its mechanical condition is not known and thus is sold strictly as viewed, the machine comes with a V5C document. Footnotes:As with all Lots in the Sale, this Lot is 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

1953 MV Agusta 123.5cc Monoalbero Racing MotorcycleRegistration no. not registeredFrame no. 150171Engine no. 150027•Over-the-counter racer for privateers•Imported new by Bill Webster•Part of the Phil Morris Collection since c.2009Although 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 brought into the UK by MV importer Bill Webster. In the past it has been claimed that this particular machine was ridden by Webster in the Isle of Man TT races in the early/mid-1950s before being passed on to Mike Hailwood for 1957 (see Brooks Auctioneers' Stafford sale catalogue description from April 2000 on file). However, there is no documentary evidence on file to support these claims. It has been suggested that this MV may be the one ridden by Don Whelan in the 1960 Isle of Man Ultra-Lightweight TT, in which he failed to finish. Following Whelan's death, that machine passed to Ivan Rhodes, who raced it once at Cadwell Park. It then passed to Harry Phillips and his son Ron (of Fahron Engineering fame) circa 1966. Ron fitted a Bultaco engine into the MV before it was sold on. In the late 1970s, Ron received a letter from someone in Surrey stating that they had retrieved the original engine. Ron has confirmed to Bonhams that the machine he obtained from Ivan Rhodes is not the one offered here. The machine in this sale was purchased in 1985 from a Bugatti collector in Gloucester (believed to be Geoffrey St John) by well-known collector Eric Biddle for John Howson. Harold Lomas (father of World Champion Bill Lomas) then rebuilt the engine circa 1986/1987. In 1998 the MV was purchased from John Howson by collector Martyn Simpkins, who was Brooks' vendor in 2000. The machine's purchaser at that time was the late Jim Lilley, from whose estate it was acquired by Phil Morris circa 2009. Phil commissioned the fabrication of the 'dustbin' fairing the machine features today. Further research into this machine's may yet prove rewarding.Footnotes:As with all Lots in the Sale, this Lot is 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 Hans Schifferle Collection 1947 Indian 1,200cc Big ChiefRegistration no. not registered (see text)Frame no. 3479452Engine no. CDG 9452 B (see text)Nowadays the original Indian company is remembered mainly for its powerful, large-capacity v-twins, which first appeared in the 1900s and lasted in production right up to Indian's demise half-a-century later. In 1920 a smaller model, the 600cc Scout, joined the 1,000cc Powerplus and then two years later the range was extended to encompass a new, Scout-based 1,000cc model: the Chief, first of a noble line that would endure until 1953. Constantly developed, the Chief had gained a new frame and forks, dry-sump lubrication and coil ignition by 1940, that year's models being notable as the first to have plunger rear suspension and the deeply skirted fenders of the quintessential Chief. With war looming, Indian increasingly turned to the production of military models. Indian's first significant post-war development was a change to girder forks for the 74ci (1,200cc) Big Chief, by then Indian's only model. In 1950 the Chief's engine was stretched to 80ci (1,320cc) and a telescopic front fork, left-foot gear shift and right-hand throttle twist-grip adopted, the latter for the first time on a production Indian. Changes made to the last-of-the-line 1952/53 Chiefs were relatively minor, the most obvious being a smaller front fender and the adoption of a bench-type seat. This Big Chief was purchased from a Turin-based collector in June 2002. Helmut Lichtenberg advises that both fuel tank halves were rebuilt due to weeping, and the carburettor refurbished, while the engine was found to be good, only requiring new pistons and valves. We are advised that the generator is a little weak (poor charge) and ideally needs rewinding. The machine was exercised annually until approximately eight months ago, while the engine is said to have started 'first kick' when last run. The Indian was previously registered in the UK as 'GSK 765', and the VRN appears on the HPI database, albeit exported. Nevertheless, prospective purchasers must satisfy themselves with regard to this motorcycle's registration status prior to bidding. Re-registering the machine is the responsibility of the buyer. It should also be noted that HPI report lists engine number 'CDF410', which may indicate a change of engine. The machine is offered with German Fahrzeugschein; old ASI Certificato di Identita and correspondence; expired MoTs (2000/2001): purchase receipt; expired TüV (MOT) certificates; and assorted correspondence.Footnotes:* Import VAT Low RateImport tax at the reduced rate of 5% of the Hammer Price and Buyers Premium will apply should the lot remain in the UK.N (NOVA): This lot is subject to a fee of £125 + VAT payable by the Buyer, to undertake the relevant NOVA and C88 (Customs) clearance applications. Please see the Conditions of Sale for further information.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

1951/52 AJS 7R 350cc Racing MotorcycleFrame no. 1478Engine no. 52/7R 104•Iconic over-the-counter racer•Offered from the private collection of the late R J Gardiner•Got running in June 2021 after 18 years inactivity Built from 1948 to 1963, Associated Motor Cycles' AJS 7R - known as the 'Boy Racer' - was one of the most successful over-the-counter racing motorcycles of all time. Almost all of Britain's road-race stars of the 1950s and 1960s rode a 7R at some stage of their careers and the model remains a major force in classic racing today, being highly sought after by competitors and collectors alike. The 7R was conceived as a customer machine for sale to private owners but was also campaigned by the works team.Although a new design by Phil Walker, the 7R, with its chain-driven overhead-camshaft, was very reminiscent of the AJS 'cammy' singles of pre-war days. Despite the fact that the 7R was not, initially, as powerful as its main rivals - the Velocette KTT and Junior Manx Norton – its robust and simple construction endeared the model to the privateer responsible for his own maintenance. While the duplex loop frame and Teledraulic front fork remained essentially unchanged throughout production, the engine underwent almost continuous revision, latterly under the supervision of Jack Williams. To this end the valve angle was progressively narrowed; the inlet port downdraft angle made steeper; the crankshaft strengthened; and, in 1956, engine dimensions changed from the original long-stroke 74x81mm bore/stroke to the 'squarer' 75.5x78mm, permitting higher revs. AMC's own gearbox (also used on the Manx Norton) replaced the previous Burman in 1958, while engine development continued almost to the end of production, by which time the 7R was putting out around 41bhp. There was also a works-only three-valve 'triple knocker' - the 7R3A - which Rod Coleman used to win the 1954 Isle of Man Junior TT, while a Matchless-badged 500cc version of the production 7R – the G50 – was introduced towards the end of 1958. The AJS 7R was passed to the current vendor by his father, the late R J Gardiner, whose collection of ISDT and SSDT competition motorcycles was sold by Bonhams in April 2019. This machine consists of a 1951 frame, 1952 engine, and 1949 gearbox. Its history is not known. Dry stored in R J Gardiner's private museum and not run for 18 years, the AJS was re-commissioned in June 2021 (fresh oil and petrol; float needle unstuck) and fired up easily on the starting rollers. Downsizing enforces its sale. Included in this Lot are copies of marque-related literature; a copy AJS spares list; The Classic Motorcycle (June 1986); and The AJS 7R by Mick Walker.Footnotes:As with all Lots in the Sale, this Lot is 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

1959 Excelsior 98cc Consort ProjectRegistration no. UJF 118Frame no. SC9 677Engine no. 606B 8963Excelsior's Consort first appeared in 1953 as the F4, with Villiers 4F engine and two-speed gearbox, changing to the 6F unit for 1956 when a plunger-suspended version joined the range. The Consorts continued in production until the end of 1957 when they were replaced by the new Consort CA8, a more up-to-date design featuring a telescopic front fork and swinging-arm frame. This un-restored Consort has belonged to the vendor's family since April 1974. The Excelsior was used a little off-road in the late 1970s, since when it has formed part of a private museum collection. The machine has not been run but the engine turns over. Offered for restoration and sold strictly as viewed, it comes with an old-style V5 document.Footnotes:As with all Lots in the Sale, this Lot is 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 Hans Schifferle Collection 1973 MV Agusta 750GTRegistration no. not registeredFrame no. MV4C75*2140321*Engine no. 214-0262•Rare MV model•Believed restored by Kay Engineering•Only 1,811 kilometres since restoration•Regularly exercised until eight months agoDeveloped from MV Agusta's long line of successful multi-cylinder racers, the Italian company's first road-going four - the 4C, a twin-carburettor, 600cc, shaft-driven tourer - appeared in 1965. But the public demanded something more exciting from MV, and the Gallarate marque duly obliged in 1968, upping capacity to 743cc and further boosting maximum power (to 65bhp) by fitting a quartet of Dell'Orto carburettors to the revised and more sporting 750S. Perhaps surprisingly for a sports model, the 750S retained the 4C's shaft final drive while the frame too was virtually identical to that of its predecessor.It was followed a few years later by the 750GT (Gran Turismo) which, as its name suggests, was intended for touring. In keeping with the latter role the 750GT featured a dual seat, conventional handlebars and forward-mounted footrests in place of the single seat, clip-on 'bars and rear-set footrests of the 750S. Curiously though, it also gained a higher compression ratio and lower overall gearing - both surprising features given its intended purpose. Other noteworthy features included a slab-sided fuel tank, fork gaiters, front 'crash' bars, and a distinctive white and bronze colour scheme. Predictably, anyone sufficiently wealthy to buy a four-cylinder MV opted for the more stylish sports version, with the result that only 50 750GTs found customers. Although relatively unpopular in its day, the ultra-rare 750GT is now one of the most sought-after of MV roadsters. This 750GT was purchased restored from a Turin-based collector circa 2005 (together with the 1941 Indian Four in the collection). Hans was advised that marque specialists Kay Engineering had restored the machine, which has covered only 1,811 kilometres since the rebuild. Wonderfully presented, it must be one of very few remaining 750GTs that has not been modified or converted into a special. Hans Schifferle rode the MV for approximately 100 kilometres annually until approximately eight months ago. The machine is offered with German Fahrzeugschein and Fahrzeugbrief (de-registered); expired TüV (MoT) certificate; and assorted correspondence.Footnotes:* Import VAT Low RateImport tax at the reduced rate of 5% of the Hammer Price and Buyers Premium will apply should the lot remain in the UK.N (NOVA): This lot is subject to a fee of £125 + VAT payable by the Buyer, to undertake the relevant NOVA and C88 (Customs) clearance applications. Please see the Conditions of Sale for further information.As with all Lots in the Sale, this Lot is 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

1971 BSA 247cc Victor 250 EnduroRegistration no. WWT 967JFrame no. PE 02302 B25TEngine no. PE 02302 B25TThis BSA 250 Victor was manufactured in November 1971 and despatched new to BSA Incorporated, Baltimore, Maryland, USA. An official safety inspection sticker (dated July 1981) found on the fork leg suggests it was bought by someone in Missouri. These late 250cc models, particularly the 'T', are rare as they were manufactured for less than two seasons immediately prior to the collapse of BSA-Triumph. Most 'T' models were exported, and they are seldom seen in the UK. In 2018 the BSA was re-imported into the UK and purchased by the vendor from Yeomans Motorcycles as a retirement project. The machine was in a poor state of repair when purchased (see photograph on file) and the vendor has tried to rebuild it as near as possible to original specification and to a high standard, sourcing services and parts from recognised specialists. All bills relating to the restoration are on file together with a V5C Registration Certificate and BSA Dating Certificate confirming that the machine retains its original engine. The machine also comes with the vendor's detailed account of the restoration works carried out (perusal recommended). Footnotes:As with all Lots in the Sale, this Lot is 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 Hans Schifferle Collection 1965 AJS 497cc Model 18Registration no. not registeredFrame no. A87489 and 026010Engine no. 18 135074Associated Motor Cycles announced its post-war range of AJS and Matchless heavyweight singles in June 1945. Housed in a rigid frame with Teledraulic front fork, the rugged overhead-valve engine drove via a four-speed gearbox. Hairpin valve springs were adopted for 1949 and a swinging-arm frame introduced, models so-equipped being suffixed 'S'. Major changes to the engine were the big news for 1958, a switch from dynamo to alternator electrics necessitating the adoption of a cast-alloy primary chaincase. Battery/coil ignition arrived at the same time, so the distinctive magneto drive cover was deleted, and the timing gears contained within a smaller case. These revised models were also distinguished by shorter shock absorbers and chromed wheel centres. The next major revisions arrived on the 1964 range, which featured Norton hubs/brakes and Roadholder forks together with short-stroke (85.5mm) engines. Pushrod tunnels were made integral with the cylinder and the bottom-end bearing arrangements improved, resulting in a less leak-prone and more reliable engine. This AJS Model 18 was purchased from the Netherlands circa 2007 and restored by Helmut Lichtenberger. Items renewed included the wheel rims and spokes, and the machine was fitted with an after-market stand. Only 520 kilometres have been covered since the restoration. Very nicely presented, the machine is offered with a German Fahrzeugschein; an old South African registration document; and an expired TüV (MoT) certificate and correspondence.Footnotes:* Import VAT Low RateImport tax at the reduced rate of 5% of the Hammer Price and Buyers Premium will apply should the lot remain in the UK.N (NOVA): This lot is subject to a fee of £125 + VAT payable by the Buyer, to undertake the relevant NOVA and C88 (Customs) clearance applications. Please see the Conditions of Sale for further information.As with all Lots in the Sale, this Lot is 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: * 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 Hans Schifferle Collection 1974 Ducati 750SSRegistration no. not registeredFrame no. DM750SS *075105Engine no. 075122 DM750.1•Landmark Ducati model•Correct numbers and stamps•An older restoration•Owned by Hans Schifferle since 2002It 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 750SS - 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 750SS 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 750SS is regarded as a true landmark model and is one of the most sought-after of all Ducatis. A letter on file from Helmut Lichtenberg states that Hans Schifferle bought this Ducati 750SS in June 2002 from the Turin-based collector, Genni Carelli. It is believed that the machine had been restored by Mario Sassi (see tank sticker). The motorcycle was sent directly from Italy to the Schmid car dealership in Höhenkirchen, Germany where Herr Lichtenberg was responsible for the motorcycle department. He inspected the Ducati thoroughly on behalf of Mr Schifferle, recommissioned it and prepared it for the German TüV (MoT equivalent). The original wheels including the rims, spokes and wheel bearings were found to be in excellent condition. New rim tape was fitted together with new Pirelli tyres and inner-tubes. The motorcycle passed the TüV without problems and was registered in Germany on 14th May 2003, since when it has been rarely and carefully used. Only 3,670 kilometres have been covered since restoration. Helmut Lichtenberg stated that in 2010 the Ducati was in excellent mechanical and cosmetic condition (see aforementioned letter on file).Marque specialist Ian Falloon has confirmed that he knows this 750SS and that there is no problem regarding its provenance and authenticity. The numbers and stamps are correct, and the machine is recorded in his registry. Both rare and highly desirable, this iconic Ducati is offered with a 1974 Ducati 750cc spare parts catalogue; German Fahrseugschein and Fahrzeugbrief (de-registered); expired TüV certificate; assorted correspondence; and the aforementioned letter from Helmut Lichtenberg. Footnotes:* Import VAT Low RateImport tax at the reduced rate of 5% of the Hammer Price and Buyers Premium will apply should the lot remain in the UK.N (NOVA): This lot is subject to a fee of £125 + VAT payable by the Buyer, to undertake the relevant NOVA and C88 (Customs) clearance applications. Please see the Conditions of Sale for further information.As with all Lots in the Sale, this Lot is 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

Ex-Michael Laverty, Paul Bird Motorsport 2014 PBM-ART 1,000cc Grand Prix Racing MotorcycleRegistration no. not registeredFrame no. CP2-001-0031-02Engine no. E103-02-00 OPEN•Factory-built Aprilia RSV4 engine•Purchased directly from Paul Bird Motorsport•Running condition•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 belongs to what can now be seen as a 'passing phase' of MotoGP 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 a 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, and that engines would be claimable by factory teams for a set fee of €25,000, though why a factory team would want to acquire a tuned road-bike engine was never explained. In the event, none ever did. 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 Motorsport had four bikes available for the 2014 season: two each for Broc Parkes and Michael Laverty; the one offered here is one of Laverty's. The PBM bikes were usually the class of the CRT field; Laverty only failed to finish twice and scored points in three rounds of the World Championship, the highlight being 12th place at Sepang. He ended the season with nine points, the same as team-mate Broc Parkes. Which, if any, of Laverty's results were gained riding this particular bike is not known. Phil Morris bought this machine directly from Paul Bird Motorsport together with a substantial quantity of spares, but it was not until 2016 that he was able to purchase the 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. Given the factories' current policy of retaining machines run by satellite teams, rather than selling them on, the chances of obtaining a former MotoGP machine are now slim indeed. As such, this PBM-ART represents a rare opportunity to acquire a genuine MotoGP motorcycle in working condition and possessing impeccable provenance. Said to run perfectly, it is a potential centrepiece for any important private collection. 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. A selection of spares relating to this lot will be sold as part of our online sale in December. Further details to follow.Footnotes:As with all Lots in the Sale, this Lot is 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 estate 1950 BSA 123cc Bantam D1Registration no. HVB 389Frame no. YD1 S 32873Engine no. 32545 YDDeveloped from the pre-war DKW RT125 and announced in 1948, the Bantam became a top-seller for BSA, in excess of half a million leaving the Birmingham factory before production ceased in 1971. Originally of 123cc, the engine grew first to 148cc - on the D3 Bantam Major, introduced for 1954 - and then to 172cc. Plunger rear suspension became an option in 1950, the next major changes to the cycle parts being the introduction of swinging-arm rear suspension and a sturdier telescopic front fork on the Bantam Major in 1956. Purchased in March 1978, this plunger-suspended D1 Bantam is offered for restoration and sold strictly as viewed (the engine does not turn). Accompanying paperwork consists of an old-style continuation logbook and an old V5.Footnotes:As with all Lots in the Sale, this Lot is 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 estate 1955 BSA 499cc Gold StarRegistration no. VKO 806Frame no. CB32 1971Engine no. DB.34 GS505The Gold Star did not return to BSA's post-WW2 range until 1949. First displayed at the Earls Court Show in 1948, the B32 Goldie boasted the telescopic front fork first introduced for 1946 and came equipped with a new alloy cylinder barrel and 'head. For 1950 a 500cc version – the B34 – was added to the range and this larger Goldie was the first to switch to the new die-cast top-end, with separate rocker box, in 1951. The 350 followed suit in 1952 and the pair continued as the 'BB' Gold Stars after the new swinging-arm frame was introduced in 1953, changing to 'CB' designation for 1954. This change marked the introduction of the classic 'big fin' engine, but the designation lasted only until the arrival of the 'DB' series in the autumn of 1955. The 'DB' incorporated a much-improved lubrication system and, in the case of the 350 only, a stronger cylinder assembly; as such it would represent the 'Junior' Goldie in its final form.Registered to the late owner on 16th February 1992, this nicely presented example would respond well to detailing and re-commissioning after a period of inactivity (the engine turns over with good compression). The machine is offered with old/current V5C documents; SORN paperwork; some marque-related literature; and a quantity of MoTs (most recent expired in 2012).Footnotes:As with all Lots in the Sale, this Lot is 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 estate c.1931 Vincent-HRD 500cc Two-Port OHV Sports ModelRegistration no. not registeredFrame no. P418 (see text)Engine no. KOZ/H 11191•One of only 25 Two-Port OHV Sports Models sold in 1931•Present ownership since 1987•Substantial history fileThe Vincent-HRD marque originated in 1928 when Philip C Vincent acquired the name, jigs, tools and patterns of the recently liquidated HRD Company. ('HRD' stood for Howard Raymond Davies, the Isle of Man TT winner who had founded the firm in 1924.) Having read Mechanical Engineering at Kings College, Cambridge, Vincent was highly critical of the characteristics of contemporary motorcycles, their lack of rear suspension in particular, and built his own sprung-frame prototype in 1927. With its pivoting triangulated rear fork and springs mounted beneath the saddle, it set the pattern for all future Vincent motorcycles. However, the motorcycling public remained unconvinced of the advantages of rear suspension, and that, coupled with the fact that the first Vincent frames used triangulated straight tubes and looked unconventionally 'Cotton-like' in appearance, only served to depress sales still further. In 1930 Vincent sold only 35 machines, rising to 50 in 1931.Like Davies before him, Vincent relied on proprietary engines until increasing dissatisfaction with suppliers led to the creation of Vincent's own in 1934. Until then he had sourced engines from both JAP and Rudge. By this time the triangulated frames had gone, replaced by more conventional 'diamond' types, albeit still with rear springing. With 22 sold in 1930 and 25 in 1931, the 500cc Two-Port OHV Sports Model was by far the most popular in the Vincent-HRD range during that period. This example is believed to have been raced in Ireland during the 1930s before coming to the UK in the late 1940s. The dry-sump JAP engine is coded 'H' for 1931 so would have been manufactured at any time between 1st September 1930 and 31st August 1931. Strangely, frame number 'P418' is not listed in the works order book, the sequence going from 'P417' to 'P419'. Vincent was experiencing cracked frames at this time, and it has been suggested that 'P418' might have been supplied as a replacement, although there is no evidence to support this. This motorcycle has for many years been associated with the (Irish) registration 'IL 4247', but the frame number does not match that on the V5C and so the machine is offered without a V5C Registration Certificate. The Vincent was acquired by the late owner in 1987 having previously belonged to one Harold Turner of Caversham, Reading. It comes with a most substantial history file containing old registration documents; sundry magazines; photocopy instruction books; a quantity of MoTs (most recent expired 2013); and copious correspondence (close examination recommended).Footnotes:As with all Lots in the Sale, this Lot is 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 estate 1918 Excelsior 61ci Model 19Registration no. SV 9651Frame no. 14217Engine no. 95950 (see text)•Premier American make•An older restoration•Stylish 'Banbury' transportThe famous American Excelsior motorcycle was produced by the Excelsior Motor Manufacturing Company of Chicago, Illinois from 1907 until 1931, latterly under the 'Super-X' brand name. The first Excelsior was a belt-driven single cylinder machine, the engine of which formed part of the frame. The engine itself was an inlet-over-exhaust 'F-head', a design then much in vogue. 1911 was a landmark year in Excelsior's history, for the firm was acquired by bicycle maker Ignaz Schwinn and introduced its first v-twin model that year. In 1913 the 61ci (1,000cc) twin was offered with all-chain drive, while two-speed planetary transmission and a leaf-sprung, Indian-style front fork were two innovations introduced for the following season.Alongside rivals Harley-Davidson and Indian, Excelsior offered a three-speed countershaft transmission for 1915, simultaneously introducing a new frame with curved top tube and s smoothly rounded tank, a first for Excelsior. Deeply valanced mudguards distinguished the v-twin of 1917. 'Military' olive green was adopted as the Excelsior livery that year and would remain the only option until 1920 when blue became the norm. Offered with a fascinating history file, this nicely restored Excelsior Model 19 twin was purchased by its late owner from Christchurch Motorcycles Ltd, New Zealand on 28th February 1994 for the sum of $20,000NZ (bill of sale on file). Apparently, the Excelsior had seen service with US Navy in WWI and been left in the port city of Timaru, South Island, NZ where it was discovered in a barn (see email from the relative of a former NZ owner). The late owner bought it while on holiday and had it shipped to the UK where it was registered in 2003. There are three expired MoTs on file issued in 2003, 2004, 2005 respectively, after which the machine appears to have been SORN'd annually. The huge history file also contains old/current V5C documents; plentiful correspondence; a quantity of marque-related literature; assorted photographs; and instruction and parts books. The machine also comes with its old NZ licence plates.An imposing motorcycle from any angle, the Excelsior is finished in the correct military green livery, while notable features include a Klaxon horn and Corbin speedometer. Re-commissioning to a greater or lesser extent will be required before returning it to the road. (It appears that the engine number has been re-stamped at some time, but there is evidence of the original number still visible.)Footnotes:As with all Lots in the Sale, this Lot is 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

A vintage gilt metal Table Lamp in the form of a cherub, with shade, overall 18in (45.5cm) high, and a spelter figure of a seated putti, 9in (23cm) wide, together with a cast iron 'fork and spade' door-stop, vintage oak biscuit barrel, Macfarlane Lang & Co. biscuit tin, and a vintage metal cash box (6)

A near matched Victorian silver three piece Knife, Fork and Spoon Set, by Chawner & Co., hallmarked London, 1870-1877, bead pattern, the spoon, 7in (17.5cm) long, the knife with weighted handle, together with a silver spoon and fork set, hallmarked London, 1886, and two knives and fork pairs, hallmarked Sheffield 1811, with weighted handles, weighable silver 5ozt (a lot)

Corgi 57 Massey Ferguson Tractor with fork box AF, driver missing, vehicle F (Est. plus 21% premium inc. VAT)

A coin set white metal toddy ladle with turned handle together with a sterling silver toasting fork

A sterling silver handled cake knife and fork set, Birmingham 1849

Two vintage elm garden spades and a fork

A George III silver table spoon, 22 cm and fork by George Smith, II and III; two Victorian King's pattern forks, Charles Boyton, all 20.5 cm and London and an assortment of smaller silver flatware, all .925, mixed dates/makers, 433g

SAEHAN SSC-75TRD SEMI-ACOUSTIC GUITAR. Serial No: 94031. With Eastwood Guitars soft case (a bit too small for the guitar).Given as a present for opening a huge new music superstore on Regent Road, Salford in 1993 (now PMT). Me and Mrs Merton put on a big drunken show in the afternoon and I cut the ribbon to open the shop. Mrs Merton demanded I be paid for my efforts and they said, "He can pick one thing that he wants!". I loved the colour of the guitar. As we were staggering out I noticed the forklift truck salesroom next door and then found out 'The Salford Lot' had robbed them on the very same night by stacking their Fork Lift Trucks up 5 high, lifting the metal roof off and taking all the stock. The manager later said to me, "That guitar was lucky! They were very efficient, they cleaned us out!". Used extensively on a lot of Monaco tracks including ‘What do you want from me’, ‘Shine’ etc...

ELIZABETH NARANJO (1929-2017) A SANTA CLARA PUEBLO BLACK POTTERY VASE the body carved with Avanyu, the Tewa spirit of water, with its lightning fork tongue symbolising drought and the need for rain, signed in pencil to the base, 21cm high; together with a tripod vessel with foliate decoration (2)Elizabeth Naranjo was the daughter of Pablita Chavarria and Jose Chavarria of Santa Clara Pueblo. She was an exceptional potter who won many awards for her work. Her sisters, Clara Shije, Reycita Naranjo, Florence Browning and Mary Singer are also potters of distinction.Provenance: The Studio of Peter Snow (1927-2008)Peter Frederick Briscoe Snow was an English painter, theatre designer and teacher. From the 1960s to the 1990s he was head of postgraduate theatre design at the Slade School of Fine Art

Cased silver 6 x coffee spoons & tongs plus spoon & fork: Gross weight 102 grams.

LARGE QUANTITY OF ELECTROPLATE, including set six ivory handled and engraved fish knives and forks, similar set of fruit forks, pair of fish servers, assorted mother of pearl handled knives, forks ETC, toasting fork, stilton scoop, sundry knives, forks and spoons, oval tea tray, three sauce boats, bread basket, teapot, candlestick and matching candelabrum, milk jug, assorted dishes, cruets ETC

GROUP MID-19TH CENTURY RUSSIAN ENGRAVED SILVER FLATWARE, various makers and dates, including a Russian silver gilt and niello spoon, Moscow 1844, makers mark AK, bowl engraved with an architectural view within foliate scroll border, spiral twist handle and knop finial, 19cms long, 2.1 ozt; a near pair of niello fiddle pattern dessert spoon and fork with foliate decoration, a dessert spoon with rococo decoration, and a knife with niello handle with foliate decoration, weighable silver appr. 3.2 ozt (5) Provenance: private collection, south Wales Comments: knife handle separated from blade which is corroded, rococo spoon stem repaired and slightly worn decoration and bowl, fork tines slightly bent tips, gilding worn to Russian silver gilt spoon, especially the handle.

A collection of mainly Dinky and Corgi die-cast toy vehicles including a car transporter, fire engine, fork lift truck etc

A set of metal wall hangings in the form of a oversized fork, knife and spoon - approx. 61cm in length

Full title: Nine brass spoons and a small fork, 15/16th C.Description: L.: 17,5 cm (the largest)Ê One with a label: found in Lille.Ê Provenance: - The Davioud-Larminet collection, Lille, France.Ê Expert: Laurence Fligny.Condition reports and additional images:The absence of a condition report does not imply that a lot is in perfect condition. Reports are published on request, on our website www.rm-auctions.com. High resolution images, further detailed images and natural daylight images, when requested, will be made available on our website www.rm-auctions.com. Further questions are always welcome at info@rm-auctions.com

Two silver pieces by Stephanides. A bowl decorated to the bottom with the crest of the National Arms of Cyprus with the two lions hallmarked 500 - 113g, together with a two tine fork with a head finial hallmarked 800 - 19g. (2)

Cypriot silver sweetmeat forks with a four tine fork bowl, a barley twist handle and chased floral finial, marked 800, weight 168g, L12,5cm. (12)

Arthur Price canteen of County Stainless Steel cutlery, eight settings, lacking one fork in canteen

Three Victorian and a single George VI silver Fiddle pattern teaspoons, five George V silver coffee spoons, all with engraved initials, four George VI silver coffee spoons, four various silver cruet spoons, two other teaspoons, small fork and a sterling silver fish knife, total wt. 9.8oz

Seven Victorian silver Kings pattern dessert forks maker William Eaton London 1839, Two William IV Kings pattern table forks and a Victorian Kings pattern table fork, London 1832, 1836 and 1872 all with engraved initial, 22oz

A cased Edward VII silver spoon and fork set with engraved monograms, maker Martin Hall & Co. Sheffield 1906, 2.8oz

A Norwegian Arts and Crafts 830 silver ladle by Thune with handle cast with animals in a forest, engraved initial, 22cm another sauce ladle with pierced foliate handle, dessert spoon and fork, two small pickle forks and a cruet spoon, all marked 830S, total wt. 9.6oz

Four George III silver mustard spoons, four various teaspoons, two cruets spoons, small pickle fork, and a butter spoon (12) 4.6oz

Five Edwardian silver fish forks and three fish knives maker Elkington and Co. Birmingham 1911/12 single fork 1904, and six George V silver fish knives and five fish knives, maker Walter Trickett Sheffield 1921

An Edward VII forty-one piece silver part canteen of 'Rich Bead' or 'Prince of Wales' pattern cutlery by Elkington to include eighteen dinner forks, thirteen dessert forks and ten dessert spoons, with engraved monograms, maker Elkington and Co. Birmingham 1902, one dessert fork Birmingham 1905, 112oz

A selection of George III and later Dublin silver flatware, fiddle pattern, various makers and dates, gross weight 7.84ozt.Condition report: Overall conditon good to fairFork - monogram and crest to terminal, Samuel Neville, Dublin, 1809Spoon - monogram to terminal, Joshua Buckton, Dublin, 1825Spoon - monogram to terminal, James R Neil, P.W, Dublin, 1870Spoon - crest to terminal, John Smyth, Dublin, 1855

Late Victorian silver christening spoon and fork with cherubic mask finials London1895/6 in Goldsmiths and Silversmiths case and a silver oval mustard pot 4.3oz

(LC) A rare cased silver 'Etiquette Cutlery' fork and spoon, by William Hutton & Sons Ltd, London 1910, 55g. Patented 1910, for training children to hold their table cutlery properly.