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A cased Christening spoon and fork, Sheffield 1960, makers Emile Viner, 45 grams.

A quantity of plated items including candelabra, trays, toast racks, boxed cake knife, fork etc.

1959 Matchless 250cc G2Registration no. 436 KPKFrame no. 5092Engine no. 59G2 4572Associated 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 four-stroke, 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 cycle parts comprised an open, tubular steel frame, closed at the bottom by a pressed-steel channel and complemented by a telescopic front fork and swinging-arm rear suspension. Super sports 'CSR' roadsters arrived in 1962 and continued in production after the basic G2/14 was dropped in July 1963, finally disappearing from the range in 1966. This G2 was last taxed in May 1965 and appears to have been preserved in remarkably original condition. The registration '436 KPK' is listed in the HPI database; nevertheless, prospective purchasers should satisfy themselves with regard to this motorcycle's registration status prior to bidding. Offered without documents.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

1952 Sunbeam 489cc S7Registration no. SSL 610 (see text)Frame no. S7 6166Engine no. S7 298A wartime design by Erling Poppe, 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. This S7 comes with numerous invoices from marque specialists Stewart Engineering; a photocopy V5 registration document; some expired MoTs; and a Certificate of Permanent Export (exported 20/02/2004). The registration 'SSL 610' is recorded in the HPI database with an 'Export' marker. Accordingly prospective purchasers should satisfy themselves with regard to this motorcycle's registration status prior to bidding and will need to apply to the DVLA to retrieve the Vehicle Registration Number.For further information on this lot please visit Bonhams.com

1951 Sunbeam 489cc S8Registration no. PHA 363Frame no. S8-3354Engine no. S8-5423Designed in wartime, 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 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. This S8 was first registered to Chas E Cope & Sons Ltd of Edgbaston, Birmingham and sold new to one John Albert Taylor of Hagley, Stourbridge. The original logbook records no further owners and has licensing stamps up to 1961. A receipt and hand-written note on file state that the Sunbeam had been bought for the collection in December 1988 as part of a house clearance, having been stored for many years, and that it had recorded under 13,000 miles at that time. Offered with an old-style V5. The registration 'PHA 363' is recorded in the HPI database; nevertheless, prospective purchasers should satisfy themselves with regard to its registration status prior to bidding.For further information on this lot please visit Bonhams.com

A large quantity of mostly fork related componentsincluding handlebar clamps, yokes, fork-links, springs and sundry components, condition and completeness unknown, close inspection advised. (Qty)This lot is subject to the following lot symbols: ◊◊ £25 + VAT uplift and storage at £5 + VAT per lot per dayFor further information on this lot please visit Bonhams.com

A large quantity of mostly fork related componentsincluding handlebar clamps, yokes, fork-links, springs and sundry components, condition and completeness unknown, close inspection advised. (Qty)This lot is subject to the following lot symbols: ◊◊◊◊ £50 + VAT uplift and storage at £10 + VAT per lot per dayFor further information on this lot please visit Bonhams.com

1957 Douglas 348cc DragonflyRegistration no. OSJ 650Frame no. none visibleEngine no. 2274/6An extensively redesigned flat twin replaced Douglas's earlier models in 1955. Known as the Dragonfly, the newcomer featured a revised engine with stronger crankcase, single carburettor, alternator electrics and coil ignition. The duplex swinging-arm frame employed conventional Girling dampers in place of the preceding torsion bar set-up, while the old Radiadraulic front fork was dropped in favour of an Earles-type leading-link arrangement. The large headlamp nacelle extending back to the five-gallon fuel tank was a distinctive feature, though one of dubious practical merit as the light unit did not turn with the handlebars. Douglas's final model, the Dragonfly did not receive the development it deserved, production ceasing in March 1957 following the company's take-over by Westinghouse. Formerly registered 'TYR 153', this example is offered with two V5C Registration Certificates in the previous keeper's name.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

Two sets of girder fork bladestogether with other fork parts, condition and completeness unknown, close inspection advised. (Qty)For further information on this lot please visit Bonhams.com

c.1958 Greeves 197cc 20TA Scottish TrialsRegistration no. not registered (see text)Frame no. 9027/TAEngine no. 071B53965Greeves' 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 that really put it on the map. The off-road range was extensively revised for 1958, gaining new frames with increased ground clearance together with a narrower rear sub-frame and swinging arm. Villiers' 197cc 9E sports engine was used for both the Scottish trials and Hawkstone scrambler, suitably modified to suit the particular application. The name 'Scottish' had been adopted following Jack Simpson's victory in the Scottish Six Days Trial's 200cc category in 1957. The Scottish offered here is fitted with the earlier 8E engine unit, the '071B' prefix identifying it as having been supplied to Francis-Barnett. It should also be noted that the registration '660 FPF' has lapsed and is no longer associated with this motorcycle. Offered with an old-style continuation logbook (issued 1974).Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

1958 Royal Enfield 248cc CrusaderRegistration no. USY 778Frame no. 10794Engine no. 2387 and S 4909Introduced in 1956, the all-new Crusader 250 was unusual in having a unitary construction engine at a time when most British machines still employed a separate gearbox, and in placing the camshaft drive outboard of the primary chain on the engine's left-hand side. The gears were housed in their own compartment at the rear of the streamlined crankcase casting, which also contained the engine oil tank in typical Enfield fashion. The cycle parts consisted of an open-type swinging-arm frame, telescopic front fork and 17' wheels at front and rear. Over the next decade numerous variations were produced on the Crusader theme, culminating in the Continental GT of 1964. Owned by the collection since March 2006, this Crusader is offered with a V5C Registration Certificate.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

1963 Royal Enfield 248cc CrusaderRegistration no. 462 GAX (see text)Frame no. 16350Engine no. 12870Introduced in 1956, the all-new Crusader 250 was unusual in having a unitary construction engine at a time when most British machines still employed a separate gearbox, and in placing the camshaft drive outboard of the primary chain on the engine's left-hand side. The gears were housed in their own compartment at the rear of the streamlined crankcase casting, which also contained the engine oil tank in typical Enfield fashion. The cycle parts consisted of an open-type swinging-arm frame, telescopic front fork and 17' wheels at front and rear. Over the next decade numerous variations were produced on the Crusader theme, culminating in the Continental GT of 1964. There is no V5C Registration Certificate with this Lot; however, the registration '462 GAX' is listed in the HPI database. Nevertheless, rospective purchasers should satisfy themselves with regard to this motorcycle's registration status prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

1956 MV Agusta 175cc CSTLFrame no. 416580Engine no. 413081TMV Agusta introduced its first production four-strokes at the Milan Show in 1952, with production of the 175cc CS, CSS, and CST commencing in 1954. The newcomers' advanced overhead-cam, unitary construction engine set them apart from most of the opposition, while their cycle parts too were state-of-the-art, consisting of a duplex loop frame incorporating the engine as a stressed member, oil-damped telescopic front fork, swinging-arm rear suspension and full-width alloy hubs. The CSTL, as seen here, was a new introduction for 1956. This CSTL has been cosmetically restored and would benefit from detailing. It should be noted that the NOVA Acknowledgement incorrectly records the Italian registration number ('150701') as the VIN number. Imported at date unknown, the machine is offered with original/photocopy ACI documents and an Italian libretto issued in 1963. There is no import paperwork with this Lot. The vendor has had the machine running recently.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

1959 MV Agusta 175 ProjectFrame no. 920155Engine no. 920094MV Agusta introduced its first production four-strokes at the Milan Show in 1952, with production of the 175cc CS, CSS, and CST commencing in 1954. The newcomers' advanced overhead-cam, unitary construction engine set them apart from most of the opposition, while their cycle parts too were state-of-the-art, consisting of a duplex loop frame incorporating the engine as a stressed member, oil-damped telescopic front fork, swinging-arm rear suspension and full-width alloy hubs. MV's OHC 175s lasted until 1959, by which time they had effectively been superseded by a range of pushrod over-head valve models: Turismo, Turismo Economica, America, and America Lusso, as seen here. Apparently an unfinished project, this cosmetically restored machine is missing its carburettor, speedometer, and electrical wiring. We are advised that the engine was rebuilt in 2019 and the machine comes with an invoice for a new piston (dated December 2018). The engine turns over with compression. There is no import paperwork with this Lot, which is offered for completion and sold strictly as viewed.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

1957 MV Agusta 175 CSGTFrame no. 418785Engine no. 415179MV Agusta introduced its first production four-strokes at the Milan Show in 1952, with production of the 175cc CS, CSS, and CSTL commencing in 1954. The newcomers' advanced overhead-cam, unitary construction engine set them apart from most of the opposition, while their cycle parts too were state-of-the-art, consisting of a duplex loop frame incorporating the engine as a stressed member, oil-damped telescopic front fork, swinging-arm rear suspension and full-width alloy hubs. Differences between the CS and CST were mainly confined to the seating, the latter having a single saddle while the former came with a dual seat. Additional models were introduced as the range expanded, the CSGT, as seen here, being produced for the 1957 season only. This CSGT's paintwork is believed to have been restored, but more work and some parts are required to complete the rebuild. The engine turns over but without compression, and the speedometer is missing. There is no import paperwork with this Lot.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

c.1948 Swallow 122c Gadabout MkIRegistration no. not registered (see text)Frame no. None visibleEngine no. 641/22405Better known as a manufacturer of high quality sidecars, and the origins of the Jaguar car company, Blackpool-based Swallow announced the Gadabout scooter in 1946, with production commencing the following year. The Gadabout was powered initially by a 122ccc Villiers engine with three-speed gearbox, which was mounted in a sturdy frame, the side tubes of which served as exhaust pipes. The box-shaped body was topped by a slab-like seat, behind which sat the fuel tank, above the rear wheel. There was no suspension as such, apart from the compliance of the 4.00x8' tyres. A MkII version with leading-link fork was introduced for 1950, and the Gadabout continued in production into 1951, latterly alongside the 197cc Major version. This Gadabout's HPI check reveals that the registration 'LPJ 794' has lapsed and is no longer associated with this machine, which is offered without documents.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

1957 Moto Guzzi Nuovo Cardellino 73 LussoFrame no. BDD09Engine no. BDD09Two-strokes did not feature in Moto Guzzi's range until after WW2, when the extraordinarily successful Motoleggera 65 put a entire generation of Italians on two wheels. A larger version of this air-cooled rotary-valve single - the 98cc Zigolo - first appeared at the Milan Show in 1953 alongside the Cardellino (goldfinch), which was a development of the original Motoleggera, retaining the 64cc engine of its predecessor while benefiting from a new, stronger frame. Early in 1956 the Cardellino was updated with a telescopic fork and full-width alloy hubs, and later that same year a 73cc version was announced. Further developed as the Nuovo Cardellino 73 and eventually enlarged to 83cc, the model remained in production until 1965. This particular Nuovo Cardellino was cosmetically restored in 2020 and displays a total of 12,999 kilometres on the odometer. The machine is offered with a hand-written note concerning its specification. There is no import paperwork with this Lot. The vendor has had the machine running recently.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

1950 Moto Guzzi 250cc Airone SportFrame no. 18316Engine no. M 101425 (see text)Moto Guzzi recommenced production after WW2 with a range of updated pre-war designs, which in the case of the 250cc Airone (heron) meant it gained a telescopic front fork, larger diameter brakes, and an aluminium-alloy cylinder barrel and 'head. In 1949 a Sport version became available; the original being renamed Turismo. Boasting a higher compression ratio and larger carburettor, the more powerful Sport offered a 73mph top speed and the ability to cruise at 60mph all day and remained a top seller well into the 1950s. Imported at date unknown and apparently cosmetically restored, this Airone Sport is missing its speedometer. Sold strictly as viewed, the Guzzi is offered with a photocopy ACI document showing that it left the factory with engine number '87088'. There is no import paperwork with this Lot. The vendor has had the machine running recently.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

1956 Moto Guzzi Cardellino 65Frame no. BM120Engine no. BM120A development of the immensely successful Motoleggera, the Cardellino (goldfinch) first appeared at the Milan Show in 1953, retaining the 64cc engine of its predecessor while benefiting from a new, stronger frame. Early in 1956 the Cardellino was updated with a telescopic fork and full-width alloy hubs, and later that same year a 73cc version was announced. Further developed and enlarged (to 83cc) the Cardellino remained in production until 1965. Like most Italian lightweights, the Cardellino was light-years in advance of foreign contemporaries being reliable, comfortable, and endowed with excellent roadholding and handling despite rather crude suspension. Apparently cosmetically restored, this Cardellino would respond well to detailing (the engine turns over with compression). There is no import paperwork with this motorcycle, which comes with an invoice (illegible) for work/parts and a hand written note quoting NOVA reference '17E225782'. The vendor has had the machine running recently.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

1936 Triumph 493cc Model 5/5 SportsRegistration no. DAS 891Frame no. S.4984Engine no. T5.S6.3770The machine offered here is an example of the 5/5 sports model, which topped Triumph's half-litre range on its arrival for 1934. 'DAS 891' was acquired by the vendor in October 2019, since when it has benefited from considerable refurbishment. Works carried out include fitting new stainless steel silencers; relining the clutch and fitting new springs; repairing the primary chain case; fitting a new saddle; installing electronic ignition and an exchange dynamo; fitting a Morgo oil pump; and renewing the front wheel spindle and bearings and a front fork spindle. There is LED lighting and the Triumph comes with parts to return it to magneto ignition should a future owner so desire. Last run in October 2020, the machine is offered with a quantity of bills/invoices; Triumph Tiger 90 copy technical literature; expired MoTs (most recent 2013); SORN paperwork; and V5/V5C documents.For further information on this lot please visit Bonhams.com

1949 Scott 596cc Flying SquirrelRegistration no. KKC 166Frame no. 5180Engine no. DPY5275This handsome post war Scott Flying Squirrel was first registered 4.6.1949. The vendor believes the recorded mileage of only 31,919 to be genuine. Since 1960 the bike has had only four owners. The previous owner, a friend of the vendor, owned it from the mid 1970s until 2013. Since then, the bike has been subject to a thorough overhaul including fitting new rings and small ends. Last run in January this year, the vendor reports that the engine is running OK, transmission OK, electrics OK all working/rewired/dynamo charging. A noteworthy upgrade is the unquestionably superior Silk oil pump (Silk's November 1970 invoice supplied). Paperwork includes a V5C, correspondence, receipts, press cuttings, photocopies etc. Spares including fork legs, yokes, original Pilgrim pump, cylinder heads etc. are included. Prospective bidders must satisfy themselves as to the machine's completeness and mechanical condition prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

Offered from the National Motorcycle Museum Collection 1949 Vincent-HRD 998cc Series-B Black Shadow Registration no. VAS 492Frame no. R3588B Rear Frame No. R3588BEngine no. F10AB/1B/1688 Crankcase Mating No. Q7/Q7•Matching upper frame, rear frame, and engine numbers•Delivered new to Australia•Returned to the UK circa 2002Ever 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 Black Knight and Black Prince, Philip Vincent's stress on appearance and performance is legendary. His machines bristled with innovative features, offering adjustment of brake pedal, footrests, 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 1,000cc v-twin's stupendous performance that captivated motorcyclists, whether they could afford one or not. The appeal of the Vincent, and the Black Shadow in particular, lay in its ability to out-perform just about every other vehicle on the road, and in the early post-war years there was nothing to compare with it. This was a time when the average family saloon was barely capable of reaching 70mph, and not until the advent of Jaguar's XK120 was there a production sports car that could live with the thundering v-twins from Stevenage. The outbreak of WW2 in 1939 had brought production of all Series A models to a halt, and when Vincent resumed production at the war's end it was with the all-new Series B. Its rear suspension aside, the Series A Vincent-HRD had been conventional enough: tubular steel frame, girder forks, separate gearbox, etc but with the Series B Messrs Vincent and Irving effectively established the marque's reputation for the defiance of convention in the pursuit of engineering excellence. For a start there was no 'frame' as such, merely a fabricated box attached to the cylinder heads, that served as the oil tank and incorporated the headstock and the attachment point for the rear springs. The gearbox was integral with the engine, and the swinging arm pivoted directly in the engine/gearbox casings, features commonplace today but unusual 60 years ago. Only in his retention of the pre-war Brampton girder fork did Phillip Vincent appear to be lagging behind other manufacturers, almost all of which had switched to telescopics, but this apparent shortcoming would soon be addressed by the introduction of the famous 'Girdraulic' fork.When it was introduced in 1946, the Vincent-HRD Series-B Rapide was immediately the fastest production motorcycle on sale anywhere, with a top speed of 110mph. The basic design clearly had even greater potential though, as was demonstrated by the tuned Rapide known as 'Gunga Din', ridden by factory tester George Brown, that proved unbeatable in UK motorcycle racing in the late 1940s. Private owners too had expressed an interest in extracting more performance from their machines, all of which convinced Philip Vincent that a market existed for a sports version. Despite opposition from within the company's higher management, Vincent pressed ahead with his plans and together with Chief Engineer Phil Irving, clandestinely assembled a brace of tuned Rapides. The prototypes incorporated gas-flowed cylinder heads, Comet cams, polished con-rods and larger carburettors, these changes being good for a maximum output of 55bhp despite a compression ratio limited to only 7.3:1 by the 72-octane petrol that was the best available in the UK at the time. Ribbed brake drums were fitted to cope with the increased performance, while in a marketing masterstroke Vincent specified a 5'-diameter '150mph' speedometer and black-finished engine cases for his new baby – the Black Shadow. With a claimed top speed of 125mph, soon born out by road tests, the Vincent Black Shadow was quite simply the fastest road vehicle of its day. Deliveries commenced in the spring of 1948 and only around 70-or-so Series-B Black Shadows had been made before the Series-C's introduction at that year's Earl's Court Motorcycle Show. Nevertheless, it would be 1950 before all Vincents left the factory in Series C specification, during which period references to 'HRD' were phased out. The Black Shadow was indeed a legend in its own lifetime, and in the half-century since production ceased, the esteem in which this iconic motorcycle is held has only increased, fuelling the demand among discerning collectors for fine examples of the marque, such as that offered here. This rare Series-B Black Shadow was despatched to Elder Smith in Sydney, Australia on 1st February 1949. The Vincent was later taken to New Zealand and remained there until December 2000 when it returned to Australia. Its new owner commissioned local marque specialist Terry Prince to make the machine roadworthy, which included incorporating numerous stainless steel fasteners and converting the electrics to 12-volt operation. In April 2002 the Vincent was sold to a prominent private collector in the UK and registered here as 'VAS 492' (see purchase agreement on file). It is not known when it was acquired by the NMM. Accompanying paperwork consists of a copy of the Works Order Form; a VOC Dating Certificate; an expired tax disc; and an MoT (2003-2004). There is no V5C document with this motorcycle. The machine's mechanical condition is not known; accordingly, prospective purchasers must satisfy themselves with regard to its condition, completeness, correctness, or otherwise prior to bidding.For further information on this lot please visit Bonhams.com

Offered from the National Motorcycle Museum Collection 1975 Norton-Cosworth Challenge P86 750cc Racing MotorcycleFrame no. JN 1Engine no. none visible•Ultra-rare Norton works racer•No engine/gearbox internals•For display purposes onlyThe urgent need to replace its ageing Commando twin with something more modern for both road and track prompted NVT to commission a new engine design from Cosworth Engineering. First shown in 1975, the Challenge water-cooled twin borrowed heavily from Cosworth's 3.0-litre DFV V8 Formula 1 engine, yet despite a claimed maximum power output of 115-120bhp the racer's handful of outings were disappointing, rider Dave Croxford being unable to match his old Commando-powered machine's lap times. With NVT on the point of collapse, the project was shelved in 1976.Writing in Classic Bike magazine (December 1981 issue) Alan Cathcart states that of the four bikes constructed, two were sent to the USA while two remained in the UK until sold to a German entrepreneur. The latter then sold 'two engines and enough chassis bits to make a compete bike' to Norton collector Ian Sutherland, and the resulting machine was ridden by Cathcart at Donington Park's 50th Anniversary meeting in August 1981. Cathcart's Challenge looked the same as the one last ridden by Croxford, complete with Norton's own leading-axle front fork and cast-aluminium, twin-shock swinging arm. Sutherland continued with development and ridden by Rob Sewell, a revised version up-dated with Harris cycle parts came close to a 100mph lap at the Isle of Man TT. The design's full potential would not be realised until 1988 however, when Roger Marshall won Daytona's Pro Twins race on Bob Graves' Challenge-based Quantel.The Challenge offered here lacks engine/gearbox internals and thus is offered for display purposes only. Nevertheless, given that in recent years Messrs Crosthwaite & Gardiner have built pre-war Auto Union Grand Prix cars from scratch, and various individuals have recreated the legendary Moto Guzzi V8, re-manufacturing engine components for the twin-cylinder Challenge should prove comparatively straightforward should the next owner so desire. The machine's mechanical condition is not known; accordingly, prospective purchasers must satisfy themselves with regard to its condition, completeness, correctness, or otherwise prior to bidding.For further information on this lot please visit Bonhams.com

Offered from the National Motorcycle Museum Collection 1905 Rex 8hp TricarRegistration no. EL 3480Frame no. 10221Engine no. A52•Early tricar from one of Britain's premier makes•Acquired by the NMM in 2001•An older restoration'In 1903 a motorcycle-based tricar was made, becoming more car-like in 1904 when it was called the Rexette. This had a seat for the driver instead of a saddle, a water-cooled single-cylinder engine and a 2-speed gearbox. In 1905 it became even more car-like, with a steering wheel and brakes on all three wheels.' – The Beaulieu Encyclopedia of the Automobile, Volume 3.An innovative marque from the time of its inception in 1899 as a motor manufacturer, Rex demonstrated its first motorcycle in 1900 while continuing to make automobiles and tricars. The Coventry-based firm was soon active in all types of motorcycle competition, including the inaugural 1907 Isle of Man TT where Billy Heaton's sprung-fork Rex finished 2nd in the twin-cylinder class. Prior to that Rex had exploited the valuable publicity that accrued from the popular long-distance events of the day, in particular the famous Lands End to John O'Groats journey between the most southerly and northerly parts of mainland Britain. Brothers Billy and Harold Williamson were in charge of Rex at this time, as managing and sales directors respectively, and it was the latter who in 1904 established a new record for this 880-mile marathon, which in those days involved travel over rough, un-surfaced and often treacherous roads. Riding a 3¼hp (approximately 380cc) Rex, Williamson took 48 hours 36 minutes, which included lengthy stops to repair punctures, beating the existing mark by 2½ hours. Rex continued manufacturing its own power units until the early 1920s, after which proprietary engines became the norm. By this time neighbours Coventry Acme had been taken over and in the next few years the ranges were rationalised, the 'Rex-Acme' name being adopted in 1921. In 1923 the firm signed rising star Walter Handley, a move that would set Rex-Acme on the road to racing success in Grands Prix and at the Isle of Man TT. With some justification the firm incorporated the 'Three Legs of Man' into its tank badge. Handley's 1927 Senior win was to prove Rex-Acme's swansong TT victory, for despite all its racetrack successes the firm became a casualty of the Depression, and although there was a brief revival was gone for good by 1933. Dating from the firm's Edwardian heyday, this 1905 Rexette Tricar is powered by a water-cooled v-twin engine and features Lucas 'King of the Road' lighting. An older restoration, the vehicle was acquired by the NMM in January 2001 and is offered with an old-style V5C document. The machine's mechanical condition is not known; accordingly, prospective purchasers must satisfy themselves with regard to its condition, completeness, correctness, or otherwise prior to bidding.For further information on this lot please visit Bonhams.com

c.1928 Rex-Acme 350cc TT SportsRegistration no. not registeredFrame no. 40322Engine no. CP 378•Vintage-era sports roadster from one of Britain's premier makes•Blackburne OHV engine•Restored to concours condition in 2020An innovative marque from the time of its inception in 1899 as a motor manufacturer, Rex demonstrated its first motorcycle in 1900 while continuing to make automobiles and tricars. The Coventry-based firm was soon active in all types of motorcycle competition, including the inaugural 1907 Isle of Man TT where Billy Heaton's sprung-fork Rex finished 2nd in the twin-cylinder class. Prior to that Rex had exploited the valuable publicity that accrued from the popular long-distance events of the day, in particular the famous Land's End to John O'Groats journey between the most southerly and northerly parts of mainland Britain. Brothers Billy and Harold Williamson were in charge of Rex at this time, as managing and sales directors respectively, and it was the latter who in 1904 established a new record for this 880-mile marathon, which in those days involved travel over rough, un-surfaced and often treacherous roads. Riding a 3¼hp (approximately 380cc) Rex, Williamson took 48 hours 36 minutes, which included lengthy stops to repair punctures, beating the existing mark by 2½ hours. Rex continued manufacturing its own power units until the early 1920s, after which proprietary engines became the norm. By this time neighbours Coventry Acme had been taken over and in the next few years the ranges were rationalised, the 'Rex-Acme' name being adopted in 1921. In 1923 the firm signed rising star Walter Handley, a move that would set Rex-Acme on the road to racing success in Grands Prix and at the Isle of Man TT. With some justification the firm incorporated the 'Three Legs of Man' into its tank badge. Handley's 1927 Senior win was to prove Rex-Acme's swansong TT victory, for despite all its racetrack successes the firm became a casualty of the Depression, and although there was a brief revival was gone for good by 1933. This Blackburne-engined Rex-Acme TT Sports was completely restored in 2020 by the current vendor. The machine had had various owners prior to purchase and was largely complete and in sound condition when found. Works undertaken included rebuilding the engine, gearbox and running gear, and nickel plating the brightwork; the result being a machine worthy of exhibition at any Concours d'Élégance. We are advised by the vendor that the Rex starts readily and is a delight to ride; indeed, he last rode it in May of this year. A full photographic record of the restoration, including 'before' and 'after' images, is offered with machine. Footnotes:This Lot is subject to VAT on imported items at 5% on Hammer Price and Buyer's Premium, payable by the Buyer.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. Lot to be sold without reserve.This lot is subject to the following lot symbols: ** VAT on imported items at a preferential rate of 5% on Hammer Price and the prevailing rate on Buyer's Premium.For further information on this lot please visit Bonhams.com

The property of Ewan Cameron c.1953 Phoenix-JAP 497cc Racing MotorcycleRegistration no. not registeredFrame no. TT53Engine no. JORZ/H/75745/1•Built by Ernie Barrett in the early 1950s•Ultra-rare JAP racing engine•Restored and modified by Ewan Cameron'Keen observers came across an unusual machine entered for the Oliver's Mount road race meeting at Scarborough in September when amongst the 500s was an experimental 500cc single cylinder racing JAP engine mounted in the frame of a 'featherbed' Norton. Of 80x99mm dimensions, giving a cubic capacity of 497cc, it had a light alloy cylinder head, an Alfin cylinder barrel and dry sump lubrication. The rider was E. A. Barrett, of South Tottenham.' – Jef Clew, JAP – The End of an Era.The machine offered here is one of a small series of racing motorcycles built in the early 1950s by established Isle of Man TT and short-circuit competitor, E A 'Ernie' Barrett. Ernie lived in Tottenham, North London, not far from the J A Prestwich factory, so the choice of JAP engines for his Phoenix racers was a logical one. Barrett used a frame of his own design and built machines for the 250, 350, and 500cc categories. It is not known how many were produced, but Ernie successfully rode a 250cc version to 12th place in the 1953 Isle of Man Lightweight TT. He also contested the Junior and Senior TTs in 1953 riding Phoenix-JAP machines but failed to finish in either race. Barrett's 500 Phoenix is believed to be the last single-cylinder JAP-engined machine to race in period at the IoM TT. As well as Jeff Clew's book, the Barrett Phoenix is also featured in Motor Cycling magazine's editions of 25th September 1952 and 2nd April 1953; in Excelsior and its Racing Rivals by Paul Ingham; and in the Keig Collection Volume 5. Driving via an AMC gearbox, the engine is inclined forwards in the Featherbed-style chassis, which features an Earles-Type leading-link front fork and swinging-arm rear suspension. The engine number decodes as a 497cc overhead-valve racing unit with dry sump lubrication, dating from 1951. JAP's model year began on 1st September of the preceding year and ended on 31st August, so this engine was built between 1st September 1950 and 31st August 1951. Although not original to the frame, but of the correct type, this engine is of some historical importance: it is stamped 'S.MOSS' to the drive-side crankcase, indicating that it had been supplied to or used by the late Sir Stirling Moss, most likely in a Formula 3 Cooper. Only some five or six of these engines are known to survive worldwide, and Ewan Cameron purchased this one around 25-30 years ago from sprinting legend, Ernie Woods. The frame and the Earles-type front fork came from Sid King, while the engine was only installed five years ago. Ewan restored the Phoenix-JAP himself, making the tank and seat and carrying out other modifications, which included inclining the engine in the frame (the original swinging arm, clutch and Albion gearbox are included in the sale). The project took some ten years to complete and was finished around 18 months ago. For further information on this lot please visit Bonhams.com

c.1947 Norton 348cc 'Manx' Competition SpecialRegistration no. not registeredFrame no. 10427Engine no. B10M 11831•Built by the lady vendor's husband in the mid-1960s•Winner of the National Sprint Association's 350cc class Hill Climb Championship trophy in 1968•Offered from long-term storage•Requires re-commissioningDubbed '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 the same 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 cylinder 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 new lease of life in Grand Prix racing, and Geoff Duke duly took both the 350 and 500cc world titles in 1951. The cycle parts remained essentially unchanged from then on apart from the adoption of a double-sided, twin-leading-shoe front brake for 1962. Manx engine development though, continued steadily, latterly under Doug Hele's direction, until production ceased at the end of '62, among the most significant design changes being the adoption of 'square' bore and stroke dimensions for 1954 and coarser-pitch bevel teeth in 1957.This handsome Norton competition 'special' was built in the mid-1960s for hill climbs and sprints by the lady vendor's husband, a regular competitor in such events in his native West Country and further afield. It consists of a Norton Model 18 rigid frame dating from June 1947 and a 350cc Manx engine from August of that year, the latter fitted with the later 'double knocker' cylinder head. Other noteworthy features include Morad 19' flanged alloy wheel rims; an Amal 10TT9 carburettor; and a Smiths 8,000rpm tachometer. This motorcycle has obviously been built with great attention to detail and with speed in mind, the result being a most stylish British classic. It was ridden by its owner with some success too, winning the National Sprint Association's 350cc class Hill Climb Championship trophy in 1968 (see copy photographs on file). The machine will require re-commissioning after a period of storage and thus is sold strictly as viewed. There is no paperwork with this Lot. For further information on this lot please visit Bonhams.com

c.1952 Norton 490cc 'International' Competition Special (See Text)Registration no. not registeredFrame no. G44367Engine no. 86720Norton first applied the name 'International' to its overhead-camshaft model in 1932. A 'racer for the road', the top-of-the-range Inter was based on the works machines but could be ordered with refinements such as lights and a kick-start-equipped gearbox. By the time production halted in 1939, the Inter was being built with a four-speed foot-change gearbox and plunger rear suspension, reappearing after the war in similar guise save for the adoption of the hydraulically-damped Roadholder front fork which replaced the pre-war girder. The model received Norton's race-developed Featherbed frame for 1953 together with an alloy cylinder barrel/head and the new 'laid down' gearbox. 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. This handsome Norton was built in the 1970s as a competition 'special' by the lady vendor's husband, a successful sprint and hill climb competitor. It consists of a 'Garden Gate' plunger frame dating from 1952 and a 1960 International Model 30 engine. This motorcycle has obviously been built with great attention to detail and with speed in mind, the result being a most stylish British classic. The machine will require re-commissioning after a period of storage and thus is sold strictly as viewed. There is no paperwork with this Lot. For further information on this lot please visit Bonhams.com

1953 Vincent 499cc Series-C CometRegistration no. RUA 388Frame no. RC/1/11537/B Rear Frame no. RC/1/11537/BEngine no. F5AB/2A/9637 Crankcase Mating no. 38MM/38MM•Matching frame and engine•Present family ownership since the late 1960s•Not ridden since the late 1970s•Original throughoutUnlike in pre-war days, when the first (Series-A) Vincent-HRD v-twin had been created by - in effect - combining two of the existing singles, post-WW2 Vincent's approach was reversed, with the Series-B twin appearing first, in 1946, and the single-cylinder version in 1948. The latter was offered in two forms initially: Series-B Meteor and Series-C Comet. Apart from its Burman gearbox and 'missing' cylinder, the Comet followed Series-C twin lines, featuring the newly introduced Girdraulic front fork and hydraulic dampers at front and rear, while the Meteor retained the old Brampton girders. The Meteor was soon dropped but the Comet continued in production until 1954, offering the same degree of refinement as its bigger brother, albeit with reduced performance. Even so, the Comet combined a 90mph potential with excellent fuel economy, and was the ideal touring mount for the discerning rider who placed civility of manners and quality of construction above outright performance. An expensive machine to produce, the Comet did not sell as well as its maker had hoped and was dropped when the Series-D range was introduced. This matching numbers (frame and engine) Comet was manufactured in March 1953. The vendor acquired the machine from his uncle, a former technician at the Granada Television studios (now ITV) who rode it to and from work. The Vincent would sometimes be used for shows or photo shoots, and 'RUA 388' comes with a photograph of model Ebbie Haggarty draped across it, taken outside the Granada studios. Back then, Ebbie was linked with George Best, and was pictured on the front page of the Daily Mirror on 13th January 1971 kissing Manchester United's star player (see press cutting on file). Original and in un-restored condition throughout, the Comet has not been ridden since the late 1970s and has never been started while in the vendor's possession. Frame and engine numbers are matching, and the machine has not been modified. The Comet's mechanical condition is not known; accordingly, prospective purchasers must satisfy themselves with regard to its condition, completeness, correctness, or otherwise prior to bidding. Accompanying documentation consists of a V5C Registration Certificate; an old-style logbook (issued 1964); and six expired MoTs from the 1970s. Also included in the sale are a headlight and rim; filters x2; Terry's valve springs; drive chain; battery; rider's handbook; and a rear-view mirror.For further information on this lot please visit Bonhams.com

1947 Vincent-HRD 998cc Series-B Rapide Registration no. HDV 949Frame no. R2242 Rear Frame No. R2016 (see text)Engine no. F10AB/1/243 Crankcase Mating no. C43/C43•Present family ownership since the late 1970s•Original and un-restored•Last used in 2011When Vincent resumed production at the war's end it was with the all-new Series B. Its rear suspension aside, the pre-war Series A Vincent-HRD had been conventional enough: tubular steel frame, girder forks, separate gearbox, etc but with the Series B Messrs Vincent and Irving effectively established the marque's reputation for the defiance of convention in the pursuit of engineering excellence. For a start there was no 'frame' as such, merely a fabricated box attached to the cylinder heads, that served as the oil tank and incorporated the headstock and the attachment point for the rear springs. The gearbox was integral with the engine, and the swinging arm pivoted directly in the engine/gearbox casings, features commonplace today but unusual 60 years ago. Only in his retention of the pre-war Brampton girder fork did Phillip Vincent appear to be lagging behind other manufacturers, almost all of which had switched to telescopics, but this apparent shortcoming would soon be addressed by the introduction of the famous 'Girdraulic' fork.Introduced in 1946, the Vincent-HRD Rapide Series B was immediately the fastest production motorcycle on sale anywhere, with a top speed of 110mph. The basic design clearly had even greater potential though, which would be realised later in the form of the Black Shadow and Black Lightning models. This Series B Rapide was despatched new in September 1947 to J E Green & Co of Newton Abbot and registered in their name as 'HDV 949'. An early example, it has that model's characteristic Brampton girder forks; HRD-embossed timing cover with prominent cast-in oil ways; and imposing 8' Miller headlamp similar to that used on Series A Vincents. This machine also features the all-black brakes, confirming that it was built prior to the introduction of the spun-aluminium water excluding rings. 'HDV 949' has been in the same family's possession since the late 1970s and is presented in original and un-restored condition. We are advised by the vendor that the last work was carried out in 2008/2009 when the magneto was refurbished; the Amal carburettors overhauled; and a new clutch plate/springs and new throttle cable fitted. Last used in 2011, the Rapide has not been started recently but the engine has been turned over regularly. Accompanying documentation consists of original and continuation old-style buff logbooks; a current V5C Registration Certificate; and a VOC Dating Certificate. (It should be noted that the rear frame, although of the correct Series B type, is not original to this machine.)For further information on this lot please visit Bonhams.com

1954 AJS 349cc 7R Racing MotorcycleFrame no. not visibleEngine no. ANDERSON AJS 1•Purchased new by AJS works rider Rod Coleman for his brother Bob•Acquired by previous owner Colin Grant in 1990 and used only for the annual Isle of Man TT Parade Lap•Formerly part of the National Motorcycle Museum CollectionBuilt 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 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. 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. While - initially - not as powerful as the Velocette KTT and Junior Manx Norton, the 7R's robust and simple construction endeared it 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: the valve angle being progressively narrowed, the crankshaft made stronger and, in 1956, engine dimensions changed from the original long-stroke 74x81mm to the 'squarer' 75.5x78mm that permitted a higher rev limit. AMC's own gearbox 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. According to correspondence on file, the 7R offered here was purchased new by AJS works rider Rod Coleman for his brother Bob to ride. It later passed to another New Zealander, John Anderson, who was a regular podium finisher in NZ national events. Anderson entered the Isle of Man TT races in 1957 and 1958, riding a 7R in the Junior events and a Norton in the Senior, with a best result of 6th in the 1958 Senior race. However, it is not known if this 7R was the one used by him in the Isle of Man. Previous owner Colin Grant acquired the AJS in 1990 and used it only for the annual Isle of Man TT Parade lap. He sold the 7R to the National Motorcycle Museum in June 2004 (receipt on file). The current vendor purchased the AJS at Bonhams' Winter Motorcycle Sale in December 2020 when the NMM sold some of its reserve collection. He intended to keep the 7R on display in his new house; unfortunately, his wife had other ideas and so it is reluctantly offered for sale. The machine's mechanical condition is not known; accordingly, prospective purchasers must satisfy themselves with regard to its condition, completeness, correctness, or otherwise prior to bidding.For further information on this lot please visit Bonhams.com

1947 Douglas 348cc T35 De LuxeRegistration no. EAV 615Frame no. 1753Engine no. 1815The Bristol-based Douglas Foundry took up motorcycle production in 1907 with a machine powered by a horizontally-opposed, twin-cylinder engine, and the company would keep faith with this layout until it ceased motorcycle production in 1957. Fore-and-aft installation made for a slim machine with a low centre of gravity, and the design's virtues were soon demonstrated in competition, 2¾hp Douglas machines taking 1st, 2nd and 4th places in the 1912 Junior TT in the Isle of Man.Douglas commenced post-war production in 1947 with, naturally enough, a flat twin, though unlike the vast majority of previous models the T35 mounted its engine across the frame. The former was of unit construction, while the latter displayed even greater innovation with its swinging arm rear suspension controlled by torsion bars, and leading-link Radiadraulic front fork. Its advanced running gear endowed the Douglas with excellent handling and steering characteristics, while the willing engine, although not as quick as some 350s, could propel the 'Duggie' at up to 70mph and return 60-plus miles per gallon. The T35 was produced for little more than one season before being superseded by the updated MkIII. First registered in Scotland ('AV' is an Aberdeenshire mark), this T35 was purchased by the vendor at Bonhams' Stafford auction in April 2007 (Lot 445). The machine was restored in 2010: the gearbox being rebuilt; the magneto overhauled; the clutch relined; the wheels rebuilt with new chromed rims and stainless spokes; the seat re-covered; and a new prop stand, crash bars, luggage rack, exhaust pipe and 'waffle box' silencer fitted. Last run earlier this year and described by the private vendor as in generally excellent condition, with good engine, the machine is offered with an old-style logbook; instruction manual; parts catalogue; sundry restoration invoices; assorted MoTs and tax discs; and a V5C document, the latter incorrectly recording the frame number. 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

1954 Triumph 498cc Speed TwinRegistration no. RYC 63Frame no. 48852Engine no. 5T 48852Although 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; indeed, Triumph'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. The example offered here dates from 1953, by which time the Speed Twin 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. 'RYC 63' was purchased by the vendor's late brother in 2006 and restored by Sammy Miller between 2009 and 2013. Kept in a dry heated garage, the Triumph was last used in 2014 and is presented in very good condition throughout. Re-commissioning and the customary safety checks will be required before returning it to the road. The machine is offered with the 2006 purchase receipt; sundry bills; and a current V5C document. For further information on this lot please visit Bonhams.com

1961 BSA 172cc Bantam D7 ProjectRegistration no. 6433 MM (see text)Frame no. illegible due to rustEngine no. ED7B 20516The introduction of the first 172cc Bantam - the D5 - for 1958 marked a number of important developments, the most important being a stronger big-end bearing and improved lubrication. A raised compression ratio and larger carburettor increased maximum power to 7.4bhp and the top speed to 59mph. Introduced for 1959, successor D7 model featured the 172cc engine while boasting a new frame, hydraulically damped front fork, bigger brakes and upswept handlebars. Offered for restoration and sold strictly as viewed, this Bantam project comes with a V5 with matching engine number, but we cannot verify that the frame number matches. The registration '6433 MM' is listed in the HPI database; nevertheless, prospective purchasers should satisfy themselves with regard to this motorcycle's registration status prior to bidding. Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

1989 Honda VFR750R Type RC30Registration no. G420 JKYFrame no. RC30-2100025Engine no. RC30E-2100057•Original UK-delivered example•Present ownership since 2011•20,045 miles recorded•Well looked-after and used sparinglyOne of the modern era's few immediately collectible classics, the Honda VFR750R - better known as the 'RC30' - was created for just one reason: to win the World Superbike Championship, a feat it achieved in the nascent series' first two seasons of 1988 and '89. And while American Fred Merkel was bringing Honda its first two WSB crowns, Britain's Carl Fogarty used an RC30 to win the TT F1 World Championship in 1988 and '89, and the equivalent FIM Cup in 1990. No mere short circuit scratcher, the RC30 and its derivatives proved durable enough to win a hat-full of Endurance Classics too. That this latter requirement was also part of the design brief may be determined from the fact that a quick-release front fork and single-sided swinging arm - essential for speedy wheel changes - were part of an unrivalled specification that included a twin-spar alloy beam frame, 16-valve V4 engine with gear-driven cams, close-ratio six-speed gearbox and four-pot front brake callipers. Indeed, so good was the basic RC30 that well prepared privately entered examples were often able to give the works entries a run for their money. All of which did not come cheap: at the time of its launch in 1988 an RC30 cost £8,499, getting on for double the cost of other super-sports 750s. Despite the passage of time and progress of motorcycle technology, the RC30 remains a match for the latest generation of sports bikes but possesses an exclusivity that none of them can approach. 'No other bike from the late-Eighties is lusted after like the RC30,' reckoned Bike magazine, and few would disagree. Delivered new in the UK, this particular RC30 has been owned by the current vendor since 2011 and has recorded only 20,045 miles. The Honda has been kept in a purpose-built workshop together with the other classics in the vendor's collection and has been ridden on only a couple of occasions since acquisition, the last in 2015. Well looked-after, the machine has been dry stored since its last outing with the fuel system and carburettors drained and should require only minimal re-commissioning before returning to the road. Accompanying paperwork consists of old/current V5/V5C registration documents. A very nice example.For further information on this lot please visit Bonhams.com

1948 Vincent-HRD 998cc Series-B RapideRegistration no. ACH 862Frame no. R2460 Rear Frame no. R2460Engine no. F10AB/1/461 Crankcase Mating no. E66/E66•Matching frame and engine numbers•Present family ownership since 1980•Believed last used in 1988The outbreak of WW2 in 1939 brought production of all Vincent's Series A models to a halt, and when production resumed at the war's end it was with the all-new Series B. Its rear suspension aside, the Series A Vincent-HRD had been conventional enough: tubular steel frame, girder forks, separate gearbox, etc but with the Series B Messrs Vincent and Irving effectively established the marque's reputation for the defiance of convention in the pursuit of engineering excellence. For a start there was no 'frame' as such, merely a fabricated box attached to the cylinder heads, which served as the oil tank and incorporated the headstock and the attachment point for the rear springs. The gearbox was integral with the engine, and the swinging arm pivoted directly in the engine/gearbox casings, features commonplace today but unusual 60 years ago. Only in his retention of the pre-war Brampton girder fork did Phillip Vincent appear to be lagging behind other manufacturers, almost all of which had switched to telescopics, but this apparent shortcoming would soon be addressed by the introduction of the famous 'Girdraulic' fork.Introduced in 1946, the Vincent-HRD Series B Rapide was immediately the fastest production motorcycle on sale anywhere, with a top speed of 110mph. The basic design clearly had even greater potential though, which would be realised later in the form of the Black Shadow and Black Lightning models. This Series B Rapide was despatched to the Blacknells dealership in Derby in January 1948. Despite not conforming to the '1900' rule, this machine's frame and engine number pairing is correct. It is believed that the Vincent had already been restored when the late owner purchased it at a UK auction in 1980 (see correspondence on file). His daughter remembers being collected from school on the bike and recalls that her father loved owning it and polishing it. Indeed, so proud of it was he that he would bring the Rapide into the front garden to clean, so it was on public view. How also loved the sound it made. The machine carries a tax disc that expired in 1988 and the most recent MoT dates from that year, suggesting that the machine has not been used for over 30 years. Last run in April 2021, it will require re-commissioning or possibly more extensive restoration before returning to the road. Additional documentation includes sundry bills, mainly for parts; an old-style buff logbook (issued 1962); and a V5C Registration Certificate. For further information on this lot please visit Bonhams.com

1961 Ariel 247cc LeaderRegistration no. 844 VVXFrame no. T29780/BEngine no. T29780/BThe 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, employing a stiff, fabricated-steel beam instead of tubes, and a trailing-link front fork. This example was purchased from Bonhams' sale of the Geeson Brothers Motorcycle Museum Collection, Peterborough in March 2003 (Lot 171). It was stated that the machine had formerly belonged to the celebrated motorcycle racer and record breaker, George Brown, whose name is forever associated with that of the Vincent factory. Restored during the Geeson family's lengthy ownership, the machine is offered with an old-style continuation logbook and a V5C.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

1962 Ariel 247cc LeaderRegistration no. not registered (see text)Frame no. T23527Engine no. T23527Designed by Val Page and his team, the 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 while the rear chain was fully enclosed. This example comes with sundry bills; restoration photographs; photocopy workshop manual and other technical literature; its original logbook (part of): and an old-style V5. It should be noted that according to the HPI database the registration '48 EPX' has lapsed and is no longer associated with this motorcycle.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

c.1937/1933 Norton 490cc International Model 30 Racing MotorcycleRegistration no. not registeredFrame no. 30 70530Engine no. 54617Norton first applied the name 'International' to its overhead-camshaft model in 1932. A 'racer for the road', the top-of-the-range Inter was based on the works machines but could be ordered with refinements such as lights and a kickstart-equipped gearbox. By the time production halted in 1939 the Inter was being built with four-speed foot-change gearbox and plunger rear suspension, reappearing after the war in similar guise save for the adoption of the hydraulically-damped Roadholder front fork which replaced the pre-war girder. The model received Norton's race-developed Featherbed frame for 1953, an alloy cylinder barrel/head and the new 'laid down' gearbox being adopted at the same time. 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, many of the later machines incorporating Manx components. This Norton Model 30 Inter is believed to consist of a circa 1937 frame and a circa 1933 engine. The machine appears to have been cosmetically restored to racing specification but its mechanical condition is not known. There are no documents with this Lot.For further information on this lot please visit Bonhams.com

1956 BSA 150cc D3 Bantam Major ProjectRegistration no. GSL 388Frame no. CD3 5809Engine no. BD3B 16840Developed 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. Acquired by Bob Light in 2001 (he had to have a Bantam in the collection), this example of the swinging-arm-suspended D3 Bantam Major is offered for restoration and sold strictly as viewed. A spare (old) silencer and some other spares are included in the sale. Unused since acquisition, the machine is offered with an old V5 document and some photographs.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

Seeley 500cc Gold Star Replica Racing MotorcycleFrame no. R.M.T MK.2 214REngine no. noneMany-times British sidecar champion Colin Seeley bought Associated Motor Cycles' racing department when the company went into receivership in 1966. The previous year he had constructed the first Seeley racing frame to house a Matchless G50 engine, and the AMC purchase enabled him to produce complete Seeley G50 and 7R machines. With their improved frames, the ageing four-stroke singles enjoyed renewed competitiveness, Dave Croxford winning the British 500 Championship on a Seeley G50 in 1968 and '69. Manufacture ceased in 1973 and production of Seeley frames was later licensed to Roger Titchmarsh, while there have been countless unauthorised copies made over the years. This Seeley Gold Star features a Roger Titchmarsh Mark 2 frame and an engine prepared by Bob Light that is said to produce circa 52bhp. Other specification highlights include a magnesium-cased six-speed gearbox by TT Industries; belt primary drive; Dell'Orto carburettor; Electrex World electronic ignition; Scitsu rev counter; Minnovation fork yokes; Maxton front and rear suspension; KTM-type chain guide; and disc brakes front and rear gripped by Sumitomo (Yamaha) 'Blue Spot' callipers. This machine has been raced in countless CRMC events by Welshman Alex Sinclair with wins at Pembrey and Anglesey and podium finishes at Brands Hatch, Snetterton, etc. We are also advised that Dutchman Joop van der Pol won on the Seeley at Anglesey. Re-commissioning will be required before this machine returns to the track. For further information on this lot please visit Bonhams.com

Seeley 350cc Gold Star Replica Racing MotorcycleFrame no. S+P Mk3 R 001Engine no. BB33 8736 and 66 1641 162Many-times British sidecar champion Colin Seeley bought Associated Motor Cycles' racing department when the company went into receivership in 1966. The previous year he had constructed the first Seeley racing frame to house a Matchless G50 engine, and the AMC purchase enabled him to produce complete Seeley G50 and 7R machines. The Seeley frame progressed from the duplex cradle original to the similar but lighter Mark 2 before the down-tubes were abandoned with the Mark 3. Production of Seeley frames was later licensed to Roger Titchmarsh and there have been countless unauthorised copies made over the years. This Seeley-BSA was ridden by Bob Light's sponsored rider Lancelot Unissart. The machine's Seeley Mark 3-replica frame is believed to have been manufactured by two Peterborough-based engineers, one of whom was Pete Odell. The machine has a Roy Shearwood-prepared short-stroke engine (precise bore/stroke dimensions unknown), which breathes via a Dell'Orto carburettor and has Electrex World ignition. Other specification highlights include an oil cooler; TT Industries six-speed magnesium gearbox; Bob Newby belt primary drive; Maxton-modified Ceriani forks; Minnovation fork yokes; disc brakes (the front gripped by a 4-piston Sumitomo 'Blue Spot' calliper); and a KTM-type chain guide. The machine will require re-commissioning before returning to the trackFor further information on this lot please visit Bonhams.com

Bob Light Aermacchi 350cc Racing Motorcycle ProjectFrame no. noneEngine no. 6A10889H3Aermacchi is a household name among motorcyclists thanks to its heroic achievement of producing the most highly developed and successful overhead-valve racing single ever. However, from the late 1960s onwards the works concentrated on developing its new 250 two-stroke twin. In a vain attempt to combat the increasingly dominant strokers, some Aermacchi privateers turned to alternative frames, the Drixton products of Swiss rider turned frame-maker Othmar 'Marly' Drixl being among the most popular. Despite a lack of ultimate success in Grands Prix, the Aermacchi single was outstandingly successful at national level and today, having benefited from another five decades of development, remains a competitive force in historic motorcycle racing. This Aermacchi's Seeley-like frame has been manufactured by Bob Light from 1⅛' steel tubing. The engine features a forged piston and con-rod; fully balanced crankshaft; new valves, springs and caps; Joy cams; Gardner carburettor; and PVL electronic ignition. The electric starter is still in place, reflecting the wet-sump engine's roadster origins. Other noteworthy features include Honda wheels and brakes (CB72/K4 front/rear); Ceriani Grand Prix forks; Minnovation Racing billet fork yokes; Koni rear suspension; Gardner carburettor; Drixton-type seat; and a beautiful alloy sprint tank made by Clive Ling. Never run, this is an unfinished but potentially most rewarding project.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

c.1957 Triumph 498cc Speed TwinRegistration no. APA 347AFrame no. 06467Engine no. 5T 08372Although 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 Triumph'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. The late 'pre-unit' example offered here dates from circa 1957, by which time the Speed Twin had been upgraded with a stronger 8-stud cylinder barrel (replacing the original 6-stud); Triumph's own telescopic front fork; and a swinging-arm frame among many other improvements. Formerly registered '713 BWL' (since transferred), the Triumph was purchased in August 1986. The associated receipt is on file and the machine also comes with an old-style continuation logbook (issued 1971); an old-style V5; an HPI check; and an old-style V5C document.For further information on this lot please visit Bonhams.com

Quantity of spades, fork, hoes, pickaxe, sledge hammer etc

Black muck bucket, galvanized wire, brush, fork, spade etc.

Garden fork, axes, spade, shears etc.

A set of silver plated cutlery for 6 comprising of a large serving spoon, a soup ladle, a carving knife and fork, six large and six small knives the large knife L26cm, six large and six small forks, and six large and six small spoons. All in the original canteen box W52cm. (41)

A German silver set of six desert knives and forks, the upper part gilded. Hallmarked Solingen 800. Weight 316g, L19,5cm the knife and L17cm the fork. (13)

A collection of silver and plated serving flatware including a silver and ivory mounted toasting fork and a pair of sterling silver and gilt serving spoons, the bowls engraved and parcel gilt, London 1877, weight 86g, L20.5cm. (7)

GEORGE III SILVER MOUNTED SCOTTISH DIRK, maker J.C., circa 1810s, the fullered 36.3cm steel blade above a studded Celtic weave handle and silver mounted ovoid pommel, the leather sheath with ensuite knife and fork, mounted in silver, white metal suspension chain, 51cm long

POSSIBLE LATE 17TH/EARLY 18TH CENTURY SCOTTISH DIRK, the triple fullered 38cm steel blade above a steel rain guard inscribed '16' and basket weave handle with disc pommel, the leather sheath with ensuite knife and fork, mounted in steel, 50cm long

LATE VICTORIAN SILVER NIELLO MOUNTED SCOTTISH DIRK, maker Mackay & Chisholm, Edinburgh 1884, the fullered and serrated 31.2cm blade above a Celtic weave handle and silver niello disk pommel with cube finial, the tooled leather scabbard with ensuite knife and fork, mounted in silver engraved with Celtic knots and mythical beasts, 51cm long

LATE 19TH CENTURY BOXWOOD DIRK,the blade with faceted back edge, single fuller pierced with graduated holes complemented by pierced S scroll, thistle, saltire, heart and diamond motifs, the hilt with ribbon, cross hatch pattern and thistle scroll white metal mounts surmounted by a citrine in a foliate chased setting, the scabbard with all over ribbon and geometric carving, scrolling thistle white metal mounts, with ensuite knife and fork, 53.6cm long overall

Three Boxed Dinky's No 404 - Conveyancer Fork Lift, very good with winder and pallet, boxed, No 955 Fire Engine, good plus, chipping especially to ladder boxed, wear to box. No 437 Muir Hill 2/wl loader in red, faded, boxed.

Triang Hi-Ways Series Fork Lift Truck, in original box and cellophane (some damage to cellophane).

A Victorian silver fiddle pattern large serving fork and spoon, both engraved with a crest, by George Adams, London, 1848, approx 8.82 ozt (2) 

A collection of silver to include: a set of five early 20th Century American silver pickle forks, by Gorham Co., stamped STERLING and pat: 1911, each handle engraved K for by repute the Kennedy family Connecticut USA (purchased Sheppards of Durrow, Ireland 2012 inherited by a family member in Ireland) together with an early 20th Century American silver serving fork by Gorham and an Edwardian small serving (sardine) tongs with fish shaped bowls, engraved decoration, hallmarked by W W Harrison & Co., Sheffield, 1902, 4.40 ozt 

A matched Victorian silver plate and mother-of-pearl mounted set of eighteen fruit knives and forks (1 fork missing), the majority of handles incised with a crest, in fitted rosewood canteen with brass cartouche engraved with a crest  (damage to box) The crest is that of Wyndham 

A set of eighteen Victorian silver plate and mother-of-pearl mounted fruit knives and forks, (1 fork missing) 24 handles with crests in fitted rosewood canteen with brass cartouche engraved with a crest, damages (AF) together with a pair of 19th Century Sheffield Plate fiddle pattern serving spoons, by Elkington & Co., stamped and engraved with a crest (3) The crest is that of Wyndham