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1947 Ford Super Deluxe Sportsman Convertible Chassis no. 799A1705068239ci OHV V8 EngineSingle Holley Carburetor100bhp at 3,600rpm3-Speed Manual Gearbox with Overdrive and 2-Speed Columbia Rear AxleFront and Rear Leaf Spring Suspension4-Wheel Drum Brakes* In the collection since 1957* Comprehensively restored in the 1970s and preserved since* Former AACA National First Prize Winner * Exceptional example of its model* Much loved family carTHE FORD SPORTSMAN With the end of World War II, there was a huge demand by the civilian population for new cars. The Ford Motor Company, like other manufacturers, had devoted the previous four years to military orders. To hasten postwar production, Ford and the rest of the industry gave their 1942 models a facelift. One new style however appeared in the Ford line in 1946, the model 71, known as the Sportsman Convertible.The company had been producing station wagons at the Iron Mountain plant on the Upper Peninsula of Michigan since the early 1930's. They owned extensive hardwood forests and had a state of the art sawmill and woodworking facility. During 1945, Henry Ford II ordered a wooden bodied convertible as a one-off for personal use. With prewar Chrysler wooden station wagons indicating the presence of a market, the decision to produce the 'Sportsman' was made. The first car off the line was put on exhibition in Dearborn and on Christmas day, 1945 went to actress Ella Raines in Hollywood, while she was filming White Tie and Tails.The 1946 model was priced $200 more than a conventional convertible, which sold for $1436. Production began in earnest in July of 1946 and continued until November of 1947. Total production was 3,525; with 723 in 1946, 2774 in 1947 and 28 for the 1948 model year, making it one of the rarest of all Fords.The Sportsman used the same 'motor-lift' top as the club convertible and had hydraulic push button windows borrowed from Lincoln. The wooden bodies were beautifully detailed and intricate, however the rear deck lid was a masterpiece of compound curved, dovetailed and finger-jointed craftsmanship.THE MOTORCAR OFFEREDThis is one of the best known cars within this collection and its ownership dates back to its earliest days when the father was enjoying the hobby with his father, and in turn relayed that same passion to his son.Although it has resided within the group in living memory of all those who knew the collectors, it was actually acquired when it was 10 years old for the princely sum of $420 from Washington Garage in Jamaica, New York, the receipt for which is on file. Its condition at that point is unknown, and it would seem that at that point it was in usable order and continued to be used until the mid-1970s. At this juncture, as with the 1911 Ford Model T Torpedo Roadster, the Sportsman was subjected to an exceptionally high quality and well-detailed refurbishment for which a variety of letters, notes, research materials and correspondence are on file while this project was undertaken. To read through them is an exercise in understanding of the meticulous detail that the owner felt that work should be carried out when restoring a car properly. Today, such lengths are more often undertaken by an experienced shop, so to know that the work that was carried out was personally managed is all the more impressive. When the years long rebuild was completed it received an AACA National First Prize Award and would be a noted sight at a variety of events. If one wants to understand the quality of the workmanship in the 1970s, one need look no further than the car itself today. More than 40 years after that rebuild, the car still presents extremely well today. Its Pheasant Red paintwork has certainly bedded in and shows a little dulling in places, but it remains in remarkably good shape for its age, so too does the interior in rich caramel fabric, and its stylized dash is replete with its correct features. Of course, the most important aspect is the wood, which is in incredibly good shape and we understand from the file and family recollections is almost entirely original to the car, save for an area around the rear license plate, which suggests that the basis was very good to begin with. Offered from 66 years of continuous ownership and only a two owner car from new, family photos show its owner grinning from ear to ear when posing beside his beloved Sportsman and it is easy to see why.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

1935 Ford V8 Roadster Chassis no. 182129187221ci L-Head V8 EngineSingle Stromberg 97 Carburetor85bhp at 3,800rpm3-Speed Manual TransmissionSingle Front and Rear Transverse Leaf Spring with Solid Front and Three-Quarter Floating Rear Axles4-Wheel Mechanical Drum Brakes* Ford's V8 – an iconic piece of engineering design * Updated model for 1935* Handsome and rakish black colorwayTHE 1935 FORD V81935 saw a complete redesign for the Ford V-8. The engine was relocated substantially forward of the front wheels' centerline and the hood shortened to dramatically enlarge the passengers' compartment and locate rear seat passengers in front the rear axle without lengthening the wheelbase. Ford called it 'Center-Poise Ride' and it was a noticeable improvement in interior room and ride. The front fenders were deeply skirted, as they had been since early in '33 model production. The frame X-member was made much larger and the frame side rails boxed for greater stiffness.The flathead V-8 again was improved. Horsepower remained the same but the poured babbitt connecting rod bearings were replaced with more reliable and easily rebuilt insert bearings. Stromberg came out with a new model 48 carburetor.One of the redesigned Fords paced the Indianapolis 500 mile race on Decoration Day and four of the wonderfully innovative and creative Miller-Ford V-8 Specials made the field in the 500 although all failed when the grease boiled out of their exhaust manifold-mounted steering boxes, seizing the steering solid.The 1935 Ford's look is very different from classic proportions but with its grille moved far forward between the deep, crowned, rounded fenders it has its own snub-nosed, truculent, belligerent appeal. It is a car with attitude, attitude that apparently appealed, and still appeals, to a certain group of collectors and Ford enthusiasts.THE MOTORCAR OFFEREDIn a collection with covers many of the cornerstone models of Ford production prior to the 1950s, it is only natural that one should find an example of the remarkable V8 and in Roadster form it is rarely bettered. With a sinister, black scheme the rakish looks of the model are even more heightened, the features are accented with red upholstery, red pinstriping and red wire wheels shod with white wall tires. Its condition is best covered with a description of an older restoration, and in parts some of the finishes, such as the steering wheel and dash appear to be original and not refurbished. This would be one of the most recent arrivals to the group, being purchased from collector Mark Hurwitz in 2020. Owing to the timing of that purchase and the brief ownership prior to their passing, it seems that the Ford was barely used by them. In checking over today, it is noted that the gearbox shifter occasionally locks and this should be attended to as well as a general check over prior to use. Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

1909 EMF Model 30 Touring Chassis no. 6498226ci, Side-Valve Inline 4-Cylinder EngineSingle Carburetor30hp3-Speed Manual Gearbox Front and Rear Leaf Spring Suspension2-Wheel Drum Brakes*Pre-cursor to the Studebaker*Long term ownership in this collection*Light car, ideal for touring *HCCA eligibilityEMF Established in 1908, EMF took its name from its founders' initials - 'E' being Detroit coachbuilder Barney Everitt, 'M' being William Metzger, lately sales manager of Cadillac, and 'F' being Walter Flanders, at one time Henry Ford's production manager. The Northern and Wayne companies were acquired together with their plants and equipment, and EMF production commenced in the second half of 1908 with Wayne designer William E Kelly as chief engineer. EMF chose not to contest the low-price market with Henry Ford, opting instead for a well-finished medium-priced car. The latter was a 30hp four with three-speed sliding-gear rear transaxle built on a sturdy pressed-steel chassis frame. Splits in the partnership and litigation with wagon builder turned automobile manufacturer Studebaker, which had concluded a distribution agreement with EMF, eventually led to a Studebaker take-over in 1910. This resulted in the formation of the Studebaker Corporation, and from then onwards all EMFs were badged as Studebakers.THE MOTORCAR OFFEREDThe Two Generations Collection frequently housed two examples of a particular marque and or model, here this is the second of two offered today, this time their chassis numbers confirming them to have built within the same year, but most likely some way apart in their production, being 4,000 plus cars different numerically. The car arrived in this collection in approximately 2000, having been advertised through the HCCA by Edward Leichliter who it is understood had owned the car since 1970. It was apparently Mr. Leichliter's belief that the car was documented back to the immediate post war period and that it has spent most of its life in central New Jersey. Finished in Royal Blue paintwork has the appearance of a well patinated car, quite possibly retaining its original interior in places, with a much older refreshment of the body cosmetics. Not known to have been run since joining the collection, it will re-commissioning before use. Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

Ducati Mike Hailwood Replica, 1981, 900cc.Frame no. DM900R901794Engine no. DM86009253Full engine rebuild and new gearbox in 2004 with receipts from Ducati Technical Services to show. This bike has been stored for over 2 years, was running prior to this but will need some recommissioning. Has covered very few miles since the engine rebuild in 2004.Reg FNP 320W, V5 and keys

AJS Tele Rigid trials bike, 1952, 500cc.Runs and rides, this is an AJS 500cc Model 18 built into Andy Bamford hand made trials competition frame. Wheels have had new rims and spokes with excellent tyres - IRC rear, Michelin front. Forks have been overhauled with new sliders and springs. Engine has had a complete rebuild with anything that was needed. AMC gearbox modified to 3 close ratio gears and a high top road gear. A new BTH magneto with auto advance fitted. New pushed alloy trials fuel tank and small oil tank fitted. Bespoke high level exhaust. The bike has Raced at many events to include the pre 65 trials demonstrations at the Stafford Show with 3 x world trials champion Yrjö Vesterinen riding it and the Newark Classic Show with Steve Colley, 3 x world trials champion(tdn), 3 x British solo trials champion, 4 x Scottish 6 days winner.Reg DSU 770, V5

BSA CB34 Clipper motorcycle. 1956. ASCT Gearbox and competition magneto. Well restored.

BSA Rocket Gold Star replica, 1962, 650cc.Frame no. GA7 16116Engine no. DA10 R 11211RRT2 Gearbox. 190mm front brake. Manuals and BSA parts book. Runs and rides. Reg. DSU 476. V5

Triumph bobber motorcycle, 1934, 650cc.Fitted with 650cc Triumph Thunderbird engine and gearbox.

Franklin Mint: A collection of three boxed Franklin Mint Armour Collection Aircraft vehicles, to comprise: UH1 Huey, Reference 98186; P38 Lightning, 98114; F4U Corsair, 98025; together with a boxed Gearbox 1942 F4F-4 Wildcat, Reference 11503. Original boxes, general wear expected with age. Vehicles and boxes both appear in very good condition, appear to have never been displayed. Please assess photographs. (4)

Fiat Grande Punto Dynamic, REG AJ56 XEV, 1.2 petrol, Red, 76,332 miles, MOT until 20/11/2023. One small dent to front passenger side door, one small dent to drivers side rear door, further dent to bonnet, five door. 5 previous owners. One key, V5 present. Starts, drives, stops, gearbox and clutch good.

1977 Honda SS50ZRegistration no. TVG 111RFrame no. SS50Z-1011276Engine no. SS50ZE-1011360The C100 Cub's first sports derivative, the C110 Sports Cub, appeared in October 1960. Larger-capacity models soon followed and in 1964 an overhead-camshaft version of the engine was introduced on the CS90 sports, with 50cc and 65cc derivatives arriving in 1965. An even more sporting tiddler – the SS50 – arrived for 1967 equipped with a more powerful version of the OHC engine producing 6.0bhp at 11,000rpm and coupled to a five-speed gearbox. A café racer in miniature, the SS50 boasted a restyled tank, 'racing' dualseat, upswept exhaust system and telescopic front fork. During the mid-1970s it was offered on the UK market in 'Sixteener Special' guise equipped with a four-speed gearbox and pedals, thereby qualifying as a moped, and continued in production to the end of 1977. A five-speed model, this Honda SS50 is described by the vendor as in good, mainly unrestored condition. The tank has been re-sprayed in the correct green colour, and a new exhaust and mirror fitted. It is believed that the machine has been serviced regularly. The last owner purchased the little Honda in 2020, but it soon became apparent that he had outgrown it. The odometer reading is 17,496 miles, and it is believed the machine has covered only some 100 miles since the last change of owner. It last ran in March 2023. This delightful little SS50 is offered with sundry bills and a V5C document. Keys present.Footnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

1973 Yamaha 125cc YAS3 ProjectRegistration no. WNH 384L (see text)Frame no. AS3-017282Engine no. AS3-017282Yamaha's first twin-cylinder model in the 125cc category arrived in 1969 in the form of the YAS1 sports roadster, a development of the 100cc YL1. With 15bhp on tap, the five-speed YAS1 was as fast as many British 250s, and owners were soon exploiting its potential for racing. The successor YAS2 did not reach Europe but its heavily revised YAS3 successor did, boasting significant improvements to the engine, gearbox, frame, and brakes together with a reshaped tank and side panels. Suffering from surface corrosion throughout, although apparently substantially complete apart from the missing mirrors and tail lamp, this YAS3 is offered for restoration and sold strictly as viewed. The odometer reading is 27,459 miles. The machine is offered without documents; accordingly, prospective purchasers must satisfy themselves with regard to the validity of the VRN and will need to apply to the DVLA to re-register/obtain a V5C. Offered without keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

1926 Royal Enfield 2¾hp StandardRegistration no. OM 2982Frame no. 2455Engine no. A4343The Redditch-based Enfield Cycle Company, makers of the 'Royal Enfield', built its first powered vehicles - De Dion-engined tricycles and quadricycles - in the closing years of the 19th Century and its first motorcycles around 1900. By 1904 the firm was concentrating on car production, resuming motorcycle manufacture in 1910 with a 2¼hp v-twin Motosacoche-powered lightweight. The first 2¾hp (350cc) Enfield appeared in 1924 in overhead-valve and sidevalve versions, both of which used engines supplied by J A Prestwich. The JAP engine gave way to one of Royal Enfield's own manufacture for 1925, at which time the three-speed Sturmey Archer gearbox was standardised. Acquired at date unknown, this Royal Enfield Standard sidevalve model comes with a V5C document; copies of marque-related literature; Royal Enfield OC The Gun articles; and several editions of the US Classic & Motorcycle Mechanics magazine. Key not required.Footnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

1952 Norton 499cc 30M Manx Racing MotorcycleFrame no. G11M2 45817Engine no. G11M2 45817•Present ownership since 2004•Concours award winner•Requires re-commissioning'With a history stretching back almost to the very dawn of motorcycling itself, the Norton single is without doubt the greatest of all the over-the-counter production racers.' - Mick Walker, Manx Norton.Dubbed '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 '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. Loved and admired by all that have ridden one, the Manx Norton in its many forms is a mainstay of today's classic racing scene.Purchased by the vendor's late father in 2004 and dry stored, this Model 30 Manx has not been used for at least five years and will require re-commissioning before further use. Concours awards include 'Best in Show and 'Best Competition' at the East Kent Classic in 2006, and 'Best in Show' at the Cardiff Motorcycle Show in 2011 (list available).Key not requiredFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

1972 Kawasaki 499cc Mach III H1B ProjectRegistration no. NoneFrame no. KAF-56144Engine no. KAE 13502Arguably one of the most exciting machines of the 20th century, much has been written about the mercurial 500cc Mach III 'widow-maker', with its shattering performance for the time. Acquired by the deceased owner at an indeterminate date, little is known about this project. It appears to have been at the 'setting out' stage, when the owner was loosely assembling parts, to better plan the finished machine. The 'engine' unit is empty of internals, although a quantity of parts accompanies the machine, including two crankshafts (one which appears refurbished), pistons, and gearbox components. It is believed that a clutch was purchased. The forks on the chassis are a modern 'upside down' type, but what may be the original yokes and forks are also included. Accordingly, this machine is sold strictly for restoration, and potential purchasers must satisfy themselves as to the completeness, or otherwise, of the project, and the compatibility of the constituent parts. There are no documents, and no key present.Footnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

1916 Coventry Eagle 269cc Model 1Registration no. DS 6733Frame no. 1750Engine no. A2201Dating from 1916, this Coventry Eagle Model 1 has the Villiers 269cc two-stroke engine and Sturmey Archer two-speed gearbox with belt final drive. Notable features include a bulb horn; leather fronted tool boxes; and Powell & Hanmer acetylene lighting. The current vendor, John Hodson, purchased the machine in November 1991 from a motorcycle auction in Rochester, Kent (invoice on file). The machine had been on display for many years in an estate agent's shop window in Rochester. Since its acquisition the engine and magneto have been overhauled and new silencers fitted.Used on various motorcycle club runs, this machine was last ridden circa two years ago, since when it has been kept dry stored in the garage under a sheet. John Hodson is the Sunbeam Motor Cycle Club's Coventry Eagle marque specialist. John has written the most comprehensive publication on the make, Coventry Eagle – The History of a Motorcycle Company. The machine is only being sold due to John's advancing age and a recent hip operation.Following a period of inactivity, this Coventry Eagle will require recommissioning to a greater or lesser extent and thus is sold strictly as viewed. Accompanying paperwork includes old/current V5/V5C documents; DVLA correspondence; an expired MoT (1993); the 1991 auctioneers' invoice; and an invoice for a magneto rebuild. Key not requiredFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

1936 Brough Superior 982cc SS80 ProjectRegistration no. CWL 750Frame no. M8/1593Engine no. BS/X4 4307Gearbox no. IN5123•Matching registration, frame, engine and gearbox•Present ownership since 1959•Offered for restorationBrough entered the 1930s with an entirely JAP-powered range and then, after a brief absence, the SS80 reappeared in 1935 as the SS80 Special, this time with an engine built by Associated Motor Cycles. Although broadly similar to that of the Matchless Model X, the 982cc sidevalve v-twin incorporated Brough's preferred 'knife-and-fork' big-end bearing arrangement instead of the side-by-side connecting rods of the Matchless. By now recast in the mould of luxury tourer or sidecar tug, the SS80 continued to use the AMC engine until production ceased in 1939.This SS80 is one of 460 AMC-engined models built, of which some 300-or-so survive. Its BSOC copy Works Card confirm this is a matching frame, engine and gearbox example. This SS80 was supplied to Layton's of Oxford and registered as 'CWL 750' on 24th March 1933 to its first owner, a Mr William Southby of Wallingford. Items of special equipment listed include a chromed, enamelled and lined fuel tank; foot gear control; separate oil tank; hinged rear mudguard; aluminium oil bath front chain case; and top and bottom rear chain covers. Previously attached to a Steib S501 sidecar - sold many years ago – the SS80 has been fitted with a Triumph-style front mudguard and a custom exhaust manufactured in period by the current owner. The tank's origins are unknown; tank plaque/number is not a Brough number but clearly very early, possibly connected with a repair. The Brough was purchased by the vendor in September 1959; it had been advertised in the Leicester Mercury with no telephone number. The vendor and his wife visited the listed address on a whim, and found that the motorcycle was still available. The Brough was ridden for a couple of years as family transport before being stripped for restoration; however, the restoration stalled and the motorcycle has been laid up for decades. The rear stand is missing and prospective bidders must satisfy themselves as to the presence and completeness of all other parts. Various components are detached including the footrests (with Norton rubbers); rear brake pedal; and some other minor parts. It should be noted that the tank, saddle and headlamp shell are loosely assembled.Offered with old/current V5/V5C documents; a good quantity of old Brough Superior Owners Club bulletins; some photocopied marque-related literature; the aforementioned copy Works Card; and an old-style continuation buff logbook, issued in 1955 and listing the current owner as '4th change'. A potentially most rewarding restoration project.Key not requiredFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

1968 Triumph 649cc T120R BonnevilleRegistration no. RUE 438FFrame no. T120R DU72156Engine no. T120R DU72156As the 1960s dawned, Triumph's larger twins remained recognisably similar to the first Speed Twin of 1938. Unit construction of engine and gearbox was already a feature of the 350 and 500 twins though, and that innovation duly appeared on the 650s in 1963. The cafe racer's favourite since its launch, thanks to lusty acceleration and a top speed approaching 120mph, the Bonneville continued in this new form as Triumph's top-of-the-range sportster, arriving at what aficionados consider its ultimate specification with the launch of the 1968 model. By this time the frame had been sorted and 12-volt electrics standardised, but welcome improvements included shuttle-valve fork internals, independently adjustable ignition points, Amal Concentric carburettors and a long overdue twin-leading-shoe front brake. For the next couple of seasons the Bonnie continued essentially unchanged, before the disastrous launch of the 'oil-in-frame' models in 1970 precipitated the collapse of the entire BSA-Triumph Group. First registered in the UK in 1990 (almost certainly imported from the USA), this apparently original Bonneville has been checked over by the vendor mechanically but left untouched cosmetically. It should be noted that there appears to be a possible slight re-stamping of the engine number's last two digits. The machine is offered with an old-style V5C document and HPI check. Recommissioning advised.Offered with keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

c. 1953 Moto Guzzi Motoleggera 65Frame no. B.20121723Engine no. B.20121723As Italy emerged from the chaos of war, the insatiable demand for basic transportation was met by cyclemotors, scooters and lightweight motorcycles, which hitherto had had little impact on the domestic market. Introduced in 1946, the Motoleggera was by far the most successful of the latter, selling by the tens of thousands. This modest ultra-lightweight was powered by a 64cc disc-valve two-stroke engine, which drove via an integral three-speed gearbox and was carried in a simple tubular spine frame boasting swinging-arm rear suspension and blade-type girder forks. A 'right-first-time' design, the Motoleggera changed little over the next eight years, improvements being confined to the addition of a horn, modified silencer, stronger swinging arm and a switch to cast-iron for the cylinder barrel. Offered from a private collection, this restored Motoleggera represents a rare opportunity to acquire one of these iconic little Guzzis. There are no documents with this Lot and re-commissioning and safety checks will be required if the machine is to be used.Offered without key.Footnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

Property of a deceased's estate2011 Royal Enfield Bullet 500 ClassicRegistration no. HF11 EHNFrame no. *ME3CKECT5AC005780*Engine no. U5S5F0AE005780Royal Enfield revived the Bullet name in 1948 for a sensational new 350cc sports bike with swinging-arm rear suspension. The newcomer featured an overhead-valve engine that housed its dry-sump oil tank in a compartment in the rear of the crankcase, to which the four-speed gearbox was rigidly bolted in a form of semi-unitary construction. Production of both 350 and 500 Bullets ceased in 1962, though the model was taken up for manufacture under licence in India in the 1970s and continues in production there in much improved form today. And talking of much improved: this Bullet 500 Classic features a unitary construction engine, fuel injection, five-speed gearbox, electric starter, and a front disc brake. Carrying a tax disc that expired in 2013, the machine currently displays a total of 1,646 miles on the odometer (at the time of cataloguing) and has not been used for sometime. Recommissioning to a greater or lesser extent will be required before further use and thus it is sold strictly as viewed (the vendor advises us that a new battery has been fitted). The machine is offered with an owner's manual, service guide, current V5C document, and DVLA V11. Offered with keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

1937 Coventry Eagle 250cc Model N25/2 (Flying 250) Registration no. DVE 401Frame no. 5021Engine no. 37/CG2M 502 (see text)This N25/2 'Flying 250' is the only one known to exist (the N25/2 model has upswept exhausts whereas the N25/1 does not). It is powered by a 250cc Matchless overhead-valve engine driving via an Albion four-speed gearbox. The 'Flying' series with OHV engines was available until 1940 when all Coventry Eagle motorcycle production ceased. Most of the components for these motorcycles were bought in from other manufacturers. It is for that reason that these motorcycles have been described as the best Coventry Eagle ever made! Current vendor John Hodson acquired 'DVE 401' in January 2013 (receipts on file) and had to do only a limited amount of work to return the machine to working order. John is the Sunbeam MCC's Coventry Eagle marque specialist and author of the most comprehensive publication on the make: Coventry Eagle – The History of a Motorcycle Company. Last used circa two years ago, the machine has been kept dry stored in the garage under a sheet and is only being sold due to John's advancing age and a recent hip operation. Following a period of inactivity, this motorcycle will require re-commissioning and thus is sold strictly as viewed. Accompanying paperwork includes a current V5C; expired MoTs (most recent 2012); and the aforementioned hand-written purchase receipts from 2013. It should be noted that the V5C records the engine number as '37/GG.2.M502' (actually '37/CG2M 502'). Key not requiredFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

A quantity of engine componentscomprising of pistons; cylinder barrel; crankshaft together with a believed Triumph gearbox and other related sundry items, condition and completeness unknown, close inspection advised. (Qty)Footnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.Lot to be sold without reserve.This lot is subject to the following lot symbols: ◊◊ £30 + VAT uplift and storage at £6 + VAT per lot per day.For further information on this lot please visit Bonhams.com

1954 Vincent 998cc Series-C Rapide 'Double Flash'Registration no. SHT 168Frame no. RC12102 Rear frame no. RC12102Engine no. F10AB/1/10202 Crankcase mating no. C6VMatching numbersPresent ownership since 1994Refinished in Grey Flash Livery circa 2003Recently recommissionedThe outbreak of WW2 in 1939 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 on the Series C.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. In 1948 the Vincent range began to be up-dated to Series C specification but it would be 1950 before all Vincents left the factory in this form.In standard trim when the vendor purchased it in 1994, this stunning looking Rapide has been refinished in the distinctive livery of the single-cylinder 500cc Grey Flash racing model, the work being undertaken professionally circa 2003, since when it has been stored. Its accompanying original logbook shows that the Vincent had been sold new via the Glanfield Lawrence dealership in Bristol.In July 2022, Brian Werrett from the Vincent Owners Club's Gloucester section checked the machine over, replacing the fuel taps and fitting new ignition leads and new front brake drums, leaving it in running order. Accompanying documentation includes sundry invoices; an expired MoT (2004); and old/current V5/V5C registration documents.Footnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

A large quantity of sparesbelieved mostly BSA and Velocette, comprising barrel, head, pistons, carburettors, Lucas magnetos, levers, silencers, gearbox, headlamps and other sundry items, condition and completeness unknown, close inspection advised. (Qty)Footnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.Lot to be sold without reserve.This lot is subject to the following lot symbols: ◊◊◊◊ £60 + VAT uplift and storage at £12 + VAT per lot per dayFor further information on this lot please visit Bonhams.com

1948 Velocette 349cc MACRegistration no. 708 YUFFrame no. MD5359Engine no. MAC 10303In 1933 Veloce Limited augmented its established range of overhead-camshaft models with an overhead-valve 250: the MOV. The newcomer's power unit was a 'high camshaft' design with enclosed valves, and the compact and sprightly machine featured a four-speed gearbox equipped with the company's new foot-change mechanism. The following year an overhead-valve 350 built along MOV lines appeared; this was the long-stroke MAC, which was subsequently bored out to create the 500cc MSS. Post-war, the trio of OHV Velocettes continued much as before, with rigid frames and - initially - Webb girder forks. The MAC gained an alloy cylinder barrel and 'head for 1951, as well as Velocette's own telescopic forks in place of the previous Dowty, and was further updated with a swinging-arm frame in 1953. This rigid-framed MAC benefits from a sympathetic restoration carried out in 2019, which included fitting a BTH electronic magneto and converting the electrics to 12-volt operation. Last run in November 2022, the machine is described by the private vendor as in very good condition in every respect. Accompanying documentation consists of a VMCC dating document; an old-style logbook; and a V5C Registration Certificate.Key not requiredFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

2001 BMW R1150GSRegistration no. Y618 EUYFrame no. *WB10415A21ZE28435*Engine no. 30016232'BMW's R1150GS is heavy, pricey and relatively slow. It's also an expensive, imperfectly finished motorcycle and the engine design is something Noah would recognise. On the flip side the BMW R1150GS handles brilliantly, will run forever and will cheerfully see over 200 miles from the motorcycle's tank.' - Motor Cycle News. The R1150GS was the latest in BMW's long-running and much loved 'GS' adventure bike family when it arrived in 1999. It replaced the outgoing R1000GS, and brought a six-speed gearbox to the package for the first time in addition to the larger engine. Although it had 'only' 77bhp on tap, the R1150GS delivered a mighty 70lb/ft of torque at relatively low revs and possessed excellent, confidence-inspiring handling characteristics. MCN: 'In the wet there's probably no better bike than the BMW R1150GS to be on, such is the motorcycle's balance.' The GS range has historically attracted older, more careful riders who typically keep their machines regularly serviced and in good condition, helping to keep resale values high.This R1150GS was purchased by the vendor in 2003 and has been used by him as a commuter bike. However, it has not been ridden for some time so will need recommissioning before returning to the road. A believed genuine total of 37,941 miles is currently displayed on the odometer. Offered with old/current V5C documents and some expired MoTs. Offered with keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

1934 BSA 595cc M34-13 SloperRegistration no. MXS 385Frame no. B12.793Engine no. B13.460The M34-13 600 Sloper, was second only to the mighty G34-14 v-twin in the model range, and is certainly one of the rarest to see in the present day. Equipped with a four-speed gearbox, and the sturdy forged steel backbone frame, it was a rapid touring bike. MXS 385 was purchased by the vendor ten years ago, when incomplete, disassembled, and in need of restoration. In the intervening time, he has reassembled the machine, refurbishing the original parts where possible, and replaced some when not. The wheels were rebuilt with new spokes and tyres, the magneto reconditioned, an exhaust system made by Armours, and various parts were repainted and refurbished as necessary. Fortunately, the BSAOC confirmed that the frame and engine are the originals from new (certificate on file). Documentation consists of a current V5C, the aforementioned dating certificate, a second one from the VMCC, and some invoices. This machine does not require a key.Footnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

The Dave DegensDresda-Triumph 8-valve 500cc Racing MotorcycleFrame no. DA7Engine no. DA7•Built for Classic racing in the 1980s/1990s•Very successful•Highly developed specificationDave Degens began racing in 1956 on a BSA Gold Star. After a year racing the 'Goldie', Dave bought an AJS 7R from Twickenham dealer Geoff Monty and raced it with some success, only to have to sell the bike back to Monty when called up for National Service in the Army. Fortunately, Dave had an understanding CO, who allowed him time off to go racing, commencing with an outing at Brands Hatch aboard one of Monty's 350cc Manx Nortons. Dave kept racing Monty's bikes while doing his National Service and began working for him when it was over. In 1963 Dave bought Dresda Autos, formerly a retail outlet for scooters on Putney Bridge Road in Southwest London. By this time he had already built three Tritons. As Dave's business activities began to expand, so did his racing career. By this time he had already built three Tritons. As Dave's business activities began to expand, so did his racing career. He rode for prominent entrants such as Syd Lawton, Paul Dunstall, Tom Arter and Tom Kirby, and it was while riding for Lawton that he enjoyed his first taste of endurance racing success, winning both the 1964 and 1965 Thruxton 500-mile races on a Triumph Bonneville. It was at Barcelona in 1964, when he was riding a works BMW, that Dave conceived the idea of building a machine specifically for endurance racing, which he was convinced would be capable of beating the works prototypes. The result was another Triton. Dave's faith in the project was duly rewarded when he and co-rider Rex Butcher won at Barcelona in 1965, enjoying a trouble-free ride against formidable factory opposition. By this time Syd Lawton had lost faith in the complacent British motorcycle industry and switched allegiance to the Italian Aermacchi company with which his name is forever associated. Dave was surprised to discover that the diminutive pushrod singles handled better than a Manx Norton; so he took the logical next step and built a Norton Featherbed-style frame incorporating Aermacchi geometry: the Dresda had been born. It was on a Dresda-Triumph that he won the Barcelona 24 Horas for the second time, in 1970 with Ian Goddard. Dave then began to wind down his racing activities but returned in the 1980s, competing in Classic events.Dave was immensely successful in Classic racing in the 1980s and 1990s on this very fast Dresda-Triumph 8-valve machine. Specification highlights of this highly developed racer include a Nourish 180-degree crankshaft; new bearings; lightweight valves; bronze combustion chamber hemispheres with squish; electronic ignition; crankcase breather conversion; pressurised oil feed to the rockers; Amal Concentric Mk2 carburettors; five-speed gearbox; belt primary drive; Dresda box-section swinging arm; Smiths 12,000rpm tachometer; and 18' Akront alloy wheel rims. The race fairing is loose/detached but is included in the sale. Following a period of inactivity, the machine will require re-commissioning and thus is sold strictly as viewed. It is hoped that supporting documentation will be available at time of sale. Key not required.Footnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

Property of John Cooper1978 Yamaha TY175 TrialsRegistration no. ACH 132TFrame no. 525-120557Engine no. 525-120557Having come to dominate the spheres of road racing and moto-cross, the major Japanese motorcycle factories turned their attention to the trials world in the early 1970s, recruiting top British riders to assist with machine development. In Yamaha's case this meant Mick Andrews, late of Ossa, who began work on the TY250 in 1973. A conventional, air-cooled, single-cylinder two-stroke equipped with Yamaha's reed-valve induction, the TY250 proved good enough for Andrews to win the arduous Scottish Six Days Trial in 1974 and the model and its derivatives went onto establish a formidable reputation in observed trials. Mono-shock rear suspension and a six-speed gearbox were among the innovations tried, both of which later found their way onto production models. Currently displaying a total of 1,598 miles on the odometer, this immaculate Yamaha TY175 has been completely restored to original specification by former racer John Cooper. Run recently, the machine is offered with a V5C Registration Certificate and comes complete with a set of road lighting. This must be one of the very best of its kind currently available. Key not required.Footnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

Featured in the 1981 movie Chariots of Fire1923 Rudge 500cc Four-Speed Motorcycle CombinationRegistration no. PW 1216Frame no. 824804Engine no. 26969•Rudge sidecar•Present ownership since 2005•Restoration completed by 2006•Last used in September 2022This handsome Rudge combination was featured in Hugh Hudson's multiple Academy Award-winning 1981 movie Chariots of Fire (see image), and in 1985 won the 'Best Rudge' award at the VMCC International Assembly while owned by one G (George) Robinson (copy of results available). A letter on file from Bryan Reynolds of the Rudge Enthusiasts Club advises that this machine was assembled at the factory on 17th April 1923 and had gearbox number '218' (which it retains). The tank colour was described as Apple Green, which is a lighter shade than the famous Multi model's Olive Green.The current vendor purchased the Rudge in 2005 from a John Bell in Darlington. Mr Bell had acquired the Rudge from the aforementioned George Robinson, who owned a motorcycle shop in Darlington and had purchased the machine from Leicester. Prior to that, it is believed the Rudge was based in Norfolk (it has a Norwich registration). Purchased by our vendor as a 'basket case', the Rudge had been restored by the end of 2006. The vendor re-soldered the fuel tank himself, while the tank lining and 'Rudge' name were hand painted by a professional signwriter friend. Notable features include a Rudge single-seat sidecar with black leather upholstery (chassis number '3.1725'); Stewart speedometer; Klaxon 'Type ES' horn; Lucas 'King of the Road' acetylene headlamp and generator; Lucas sidecar lamp; BTH Magneto; and a Senspray carburettor. (It should also be noted that the engine runs on Castrol-R oil.) 'PW 1216' was ridden to Darlington town centre for the Vintage vehicle show in July 2022 and was last used in September 2022 at the Beamish Museum (the vendor visits the Northern Steam weekend at the Beamish Museum twice a year on the Rudge). The accompanying history file contains photographs of George Robinson and wife on the Rudge; with the current vendor at the Beamish Museum's Northern Steam weekend; and as seen in Chariots of Fire. Other documents include a current V5C; expired MoTs (most recent 2013); Rudge Enthusiasts Club invoices/receipts; some restoration photographs; and various copies of marque-related literature and technical notes.Footnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

c.1952 Vincent 499cc CometRegistration no. MKT 96YFrame no. RC/1/6341Engine no. F5AB/2A/4441Rear Frame Number. RC/1/6341•Matching frame and engine•Engine completely rebuilt by NP Veteran Engineering in 2021•Last run in February 2023The Vincent-HRD marque originated in 1928 when Philip C Vincent acquired the name, jigs, tools and patterns of the recently liquidated HRD Company. ('HRD' stood for Howard Raymond Davies, the Isle of Man TT winner who had founded the firm in 1924). Vincent moved production from Wolverhampton to Stevenage and set about putting his motorcycle design ideas into practice, commencing with an innovative sprung frame that would remain a feature of Vincent motorcycles until production ceased in 1955. Unlike 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: the Series-B Meteor tourer and Series-C Comet sports roadster. 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 Series-C Comet comes with an old-style continuation logbook (issued 1960) confirming matching frame and engine numbers. The logbook lists owners up to 1975 but there is no subsequent history available. In 2021 the engine was completely rebuilt by the highly regarded specialist restorers NP Veteran Engineering. Last run in February 2023, the machine is described by the private vendor as in good condition throughout. Offered with a V5C document. Key not requiredFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

1911 FN 493cc FourRegistration no. BF 9154Frame no. 37555Engine no. 531• Pioneering Veteran-era four-cylinder motorcycle• Acquired as a project in 2009• Restored over the next 10 years• Fitted with the rare Horstmann gearbox Like BSA, La Fabrique Nationale d'Armes de Guerre ('FN', for short) began as a munitions manufacturer, turning to the production of motorcycles in 1900. Today the Belgian company is best remembered for its sensational four-cylinder models, the first of which appeared in 1904 and was first exhibited publicly at the 1905 Paris Cycle Show. Designed by Paul Kelecom, the FN was the world's first practical four-cylinder motorcycle, its smooth, almost-vibrationless operation setting it apart from rival singles and v-twins. Advanced for its day, the 362cc air-cooled four featured 'atmospheric' inlet and mechanical (side) exhaust valves, a robust five-bearing crankshaft, individual crankcase oil wells ensuring adequate lubrication for the connecting rods, and reliable Bosch magneto ignition. Shaft final drive was another innovation. Supported on ball bearings, the driveshaft ran inside the right-hand frame member to a bevel gear on the rear axle. At first there was no clutch, the direct-drive machine being started by pedalling away until the engine fired. Two brakes (drum and rim-type) both operated on the rear wheel. The engine was enlarged (to 410cc) in 1906 and again in 1910, on this occasion to 498cc, and in 1911 the factory introduced its own two-speed transmission, similar to that already offered by Horstmann in Britain, which was contained within the drive-shaft housing. Responding to demands from sidecarists for more power, FN introduced a 748cc, 7hp four – the Type 700 – for 1914. This new engine was a sidevalve of 'T'-head layout, with mechanically operated valves and a mechanical oil pump, which drove the three-speed gearbox via a steel, multi-plate clutch. Pedal starting was dispensed with on the Type 700, a kick-start mechanism being added at the right-hand side of the engine. The Type 700 had not been in production long before the FN works was seized by the invading German Army in the autumn of 1914. The occupying Germans used the FN factory to manufacture ammunition while continuing production of the Type 700, which had a top speed of around 45mph and was widely used by despatch riders. The model remained in production up to 1923 when it was replaced by a new IOE four featuring overhead inlet valves. Chain drive was adopted soon after. This wonderful FN Four was purchased by our vendor as a dismantled project from a Mr J Harris of Surrey on 16th September 2009; it was in a dilapidated and rusty condition but found to be remarkably complete, including original tools and a rare Horstmann gearbox. The FN had belonged for many years to Mr Arthur Freakes of Walton-on-Thames, Surrey (see sheet in history file re previous owners). The engineer owner has completely rebuilt the FN mechanically and cosmetically, including doing some of the nickel plating himself (the balance by a professional plater, and all in the correct semi-dull finish). The owner has been careful to preserve the originality of the machine with great attention to detail, including careful repair of the saddle bag using the original leather. A kickstart has been fitted per the 1911 specification; however, the engine has also been modified for a 'pull start' on the flywheel. Before fitting the engine into the frame it was run while strapped to the owner's lathe bed. Since its installation in the frame the engine has been started and sounds wonderful. A spare engine complete with flywheel and working magneto is included in the sale together with a spare crankshaft, camshaft, and other parts. Last run in March 2023, the machine is offered with an Indian Riders MC dating letter; photocopied Horstmann technical literature; photocopied 1913 catalogue and parts list; restorer's technical drawings; and a V5C registration document.Footnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

Property of a deceased's estate 1934 Scott 596cc Flying SquirrelRegistration no. AKP 237Frame no. 2177Engine no. DPY 3924Introduced in 1925, the Flying Squirrel sports model came in 498cc and 596cc capacities, the latter being the most expensive in the Scott range. Subsequent improvements included the duplex frame and bigger brakes first seen on the works bikes in 1926, and the magneto-platform Pilgrim oil pump adopted for the 1927 TT machines. In the 1930s the Flying Squirrel took on a touring role, being further updated with a detachable cylinder head, Brampton forks and a foot-change gearbox. This Scott Flying Squirrel was restored a few years ago and we're advised it has a new radiator and the engine has been fully overhauled by Eddie Shermer Engineering in November 2014. It has Moss high-strength short-stroke balanced cranks and a Moss high efficiency alloy cylinder head. The original head comes with the bike. It also has a new carburettor and an electronic magneto. 'AKP 237' also has an early foot change conversion (you have to keep your foot on the gear lever until the clutch is fully engaged). Recommissioning will be required before further use. (The radiator was drained before the machine was placed in storage.) Offered with rebuild invoices and a V5C document.Key not requiredFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

Property of a deceased estate 1964 Velocette 192cc LERegistration no. 354 GLTFrame no. 5971/34Engine no. 5971/34Launched in 1948, as the 'Motorcycle for Everyman', the Velocette LE addressed the criticisms most often levelled at motorcycles: that they were noisy, dirty and needed special clothing to ride, achieving impressive levels of silence, comfort, and practicality. This LE is an example of the MkIII which was introduced for 1959, its principal improvement being a four-speed, foot-change gearbox with kick-starter. '354 GLT' was first registered to The Metropolitan Police District, London SE1 on 1st January 1964 and comes with its original RF.60 logbook. Sold into civilian use in 1968, the LE belonged to the lady vendor's late father for some 50 years, although it was used/ridden by her mother. Carrying a tax disc that expired in 2014, the machine was last ridden circa five years ago, since when it has been dry stored in the garage under dust sheets. (The father passed away in June 2022.) It should be noted the rear suspension/shocks are detached from the mudguard, seat loose and the rear wheel appears to be seized/locked. Following a period of inactivity, the machine will require re-commissioning to a greater or lesser extent, or possibly more extensive restoration before returning to the road and thus is sold strictly as viewed. Prospective purchasers should satisfy themselves with regard to this motorcycle's completeness, originality, and mechanical condition prior to bidding. Accompanying paperwork includes the aforementioned RF.60; old/current V5C documents; expired MoTs (most recent 2012); DVLA correspondence; and some parts invoices/receipts. A spare front mudguard and panels are included in the sale.Footnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

1975 Gilera 150cc ArcoreRegistration no. JYB 133NFrame no. 6239Engine no. 6239Taken over by Piaggio in 1969, Gilera displayed an entirely new range of models at the Milan Show in November 1971 ranging in size from 50cc to 175cc, the Arcore being one of them. Powered by an air-cooled, overhead-valve, four-stroke single with integral five-speed gearbox, the Arcore was made in 125cc and 150cc versions until 1979, the UK importers being Douglas Sales & Service. The larger of the two Arcores weighed 258lbs and was capable of a top speed of around 75mph. This restored Arcore benefits from a recent rebore and new piston, together with a change of engine oil and filter. The vendor advises us that the machine is in regular use and describes it as in good condition in every respect. There are no reported deviations from factory specification. Offered with sundry bills and a V5C Registration Certificate. Keys present.Footnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

A Velocette projectcomprising of a replica frame (unnumbered), engine (numbered KNSS 3348), gearbox and sundry spares, close inspection advised. (Qty)Footnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.Lot to be sold without reserve.This lot is subject to the following lot symbols: ◊◊◊◊ £60 + VAT uplift and storage at £12 + VAT per lot per dayFor further information on this lot please visit Bonhams.com

1924 Beardmore Precision 350cc Model D SportRegistration no. PY 995Frame no. 967Engine no. 610DAt one time F E Baker's Birmingham-based Precision company rivalled J A Prestwich as a supplier of engines to Britain's motorcycle manufacturers. The first Precision engine went on sale in 1910 but it was not until after WWI that the firm got around to building a complete motorcycle. Launched as the 'Beardmore Precision', the Scottish Beardmore engineering group having gained control of Baker's company, its first machine was a 350cc two-stroke featuring leaf-sprung suspension front and rear. The range expanded to include sidevalve models of various capacities; a Barr & Stroud sleeve-valve-engined 350; and overhead-valve and overhead-cam works racers. Although production models gained an enviable reputation in the trials events of their day, the racers faired disastrously at the 1924 Isle of Man TT, the debacle prompting Beardmore to close the ailing firm.A genuine Model D Sport, of which there are fewer than a handful remaining, this Beardmore Precision is powered by one of the company's own sidevalve engines. The machine was restored in the early 2000s and remains in excellent condition having been stored in warm and dry conditions and regularly started. Offered from long-term enthusiast ownership - ideal for the 'Banbury' and other similar events - it comes with plentiful history and some spares for the three-speed Sturmey-Archer gearbox. Footnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

1969 Triumph 649cc T120R BonnevilleRegistration no. not registeredFrame no. T120R GC 21491Engine no. GC 21491 T120RAs the 1960s dawned, Triumph's larger twin-cylinder models remained recognisably similar to the first Speed Twin of 1938. Unitary construction of engine and gearbox was already a feature of the 350 and 500 twins though, and that innovation duly appeared on the 650s in 1963. The café racer's favourite since its launch, thanks to lusty acceleration and a top speed approaching 120mph, the Bonneville continued in this new form as Triumph's top-of-the-range sports roadster, arriving at what aficionados consider its ultimate specification with the launch of the 1968 model. By this time the frame had been sorted and 12-volt electrics standardised, but welcome improvements included shuttle-valve fork internals, independently adjustable ignition points, Amal Concentric carburettors, and a long overdue twin-leading-shoe front brake. For the next couple of seasons the Bonnie continued essentially unchanged, before the disastrous launch of the 'oil-in-frame' models in November 1970 precipitated the collapse of the entire BSA-Triumph Group. Belonging to the last Bonneville generation built before BSA-Triumph switched to the Umberslade Hall-designed oil-in-frame range, this example was imported from the USA and still carries its Virginia licence plates. No history is known but the Bonnie appears in nice original condition. The vendor has checked the machine mechanically but left it untouched cosmetically. Recommissioning is advised before further use. Accompanying paperwork consists of a VMCC dating letter and HMR&C correspondence.Offered with keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

Hagon-Godden Long Track Racing MotorcycleOne of the most successful riders in grass track racing history, Don Godden won several British national championships and in 1969 became European Long Track Champion. A gifted engineer as well as talented rider, he designed and built his own DGS frames for the ubiquitous JAP engine and then – in 1975 – was one of the first to fit the new Weslake four-valve motor. In 1978 he went one step further, manufacturing his own overhead-camshaft four-valve engine - the GR500 - which made it possible to offer complete Godden DGS machines for speedway, grass-track, or long-track racing. Since then, Goddens have won countless races and championships worldwide, including the Speedway World Individual Championship on three occasions (Hans Neilsen in 1986, 1987 and 1989) and the World Long-track Championship twice (Shawn Moran in 1983 and Marcel Gerhard in 1992). This restored Godden-engined Hagon grass-tracker has a Bewley two-speed gearbox. There are no documents with this Lot.Footnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

1928 Rex-Acme 347cc TT8Registration no. RU 6540Frame no. 40329Engine no. GPB 224• One of the rarest of Rex Acmes• Believed around 50 survive Rex-Acme was a small manufacturer, based in Coventry and formed in 1921 after the amalgamation of the Rex and Acme brands. It dissolved in 1933. During the 1920s, the firm soon enjoyed competition success, with star rider Wal Handley to the fore; Handley won three TTs on Rex-Acmes, among many other successes. After building a range of fairly standard-practice models with open-diamond frames, for 1928 Rex-Acme announced the TT8, featuring an unusual full cradle frame with two tubes going over the top of the petrol tank and a curved front downtube, bringing the engine (generally a Blackburne, with outside flywheel) forward towards the front wheel. The Burman gearbox is supported from underneath, rather than being top-hung like most contemporaries. The intricate frame (featuring something like 58 joins) was apparently designed by Wal Handley, who became a director at Rex-Acme in his 20s. Forks and brakes are Webb. Carburettor is currently an Amal Type 6, but the correct Amac TT is offered with the machine.Numbers built must have been minimal and there's just a small handful of TT8s in existence – one or two (possibly in the same ownership) in Australasia; one complete bike with a later four-speed gearbox and various other modifications/updates and which was previously owned by film star Ewan McGregor which now resides in Oxfordshire; another in mainland Europe (with a MAG engine); one in bits in the Midlands... And that would seem to be about it. Teenager Harry Meagen won the 1928 Amateur TT on a Rex-Acme, most likely a TT8, although it may have used a Swiss MAG engine – with who Handley was involved; Meagen's bike was seemingly a 'works' effort, despite the Amateur rules... – but with this type of chassis. Meagen and the Rex-Acme (though this one a JAP-powered version, in the same chassis) would've won again in 1929, but were disqualified for 'outside assistance' having pushed in to win by 12 seconds; he'd earlier been helped by spectators. In 1928, RU 6540 was bought new by Harry Vickers, a woodworker who lived in Bournemouth, and whose brother had a Blackburne-powered Cotton. There's a picture of Harry on the Rex-Acme outside his house (103 Markham Road, Winton, Bournemouth, then Dorset, now Hampshire); the TT8 was registered on 28th January. Harry had the TT8 for some time – there's a copy of a 1936 insurance certificate, passed on by Harry's son, David, who reckoned he remembered the Rex-Acme as a little boy. David said he could remember it being in the family sawmill, covered in sawdust, probably around the time of the Second World War. It all becomes a little vague in the 1950s after Harry seemingly parted with it – David remembered going to the National Motor Museum at Beaulieu but he couldn't recall whether to see this bike, or just for his dad to show him a Rex-Acme. It's also been suggested in a note in the files (of which there are plenty, including lots of correspondence) the bike spent time on the Isle of Man, but again, unverified. In the 1970s and early 80s, RU 6540 re-emerged and passed through a few owners, including well-known collector and enthusiast Paul Ingham, Pat Clarke in Hertfordshire, Mick Cox in Potters Bar and David Flake in Faringdon, Oxford, quite probably largely unrestored but in use (there's a picture of it at Banbury in the early 80s, as well as at Paul's), before finding its way to Swindon's Pete Sole, who paid £2000 for it in 1988. Pete restored it, after which it became a regular on the show circuit, winning trophies at lots of the big shows and featuring in various magazines. Marque specialist Eddie Collin visited Pete to inspect the bike when it was in bits. This bike has 'Rex-Acme' cast into the mag chain cover which the other TT8s extant don't seem to feature; it also has 'TT8' stamped on things like the primary chainguard bracket. In Pete's ownership, it was featured in various magazines (The Classic MotorCycle, August 1990, when the current custodian first saw it; British Bike magazine, November 1993, and Old Bike Mart, 1998), had at least one trip to the Isle of Man and undertook several Banbury Runs. There are lots (two folders) of magazines, correspondence and photographs, which will come with the machine. After Pete Sole received a terminal cancer diagnosis, it passed into present ownership in 2009. In 2010, it suffered a serious engine failure, which resulted in a comprehensive rebuild by BSA Gold Star specialist Dave Flintoft, which is fully documented (copy on file). Since then, the bike has taken part in the gruelling Irish National rally several times, as well as Banbury Runs, Festival of 1000 Bikes, the Kop Hill Climb and lots of other events. It has won many trophies and prizes over the years, wherever it has appeared. After the petrol tank was damaged by ethanol, it was repainted by Clive White at Rapier Paintwork. The Rex went into storage at the start of the pandemic, and though it has been started a couple of times, it's not been used since 2019. In Roy Bacon and Ken Hallworth's comprehensive book The British Motorcycle Directory it states: 'Handley won the Lightweight TT in 1927 and, for 1928, the 348ccc Model TT8 was offered with a duplex cradle frame and specially tuned Blackburne engine based directly on the Handley racing machines.' In his biography of Wal Handley, None More Brave, John Handley, as well as publishing a rare, catalogue picture of a TT8 writes, quoting the maker, of the model '[being] produced under the personal supervision of our Mr W L Handley.' In a road test (actually of a MAG-powered example) in the May 16, 1928, edition of The Motor Cycle (copy on file) there's a line which says '...the 1928 TT Sports model...has been completely redesigned under the personal supervision of Wal Handley in light of his experience in the Isle of Man and elsewhere.' Rex-Acmes were only made for just over 10 years. Marque expert Eddie Collin (who wrote a self-published book on the machines; copy included) reckoned 'around 50' survived, though the number may be higher. But the TT8 is arguably the rarest (and perhaps the prettiest) of all Rex-Acme models, so this represents a potentially one-off opportunity to acquire a stunning vintage motorcycle. Key not requiredFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

1962/1969 Tricati 490cc Racing MotorcycleFrame no. noneEngine no. T35368•Triumph Daytona engine in Ducati racing frame•Very well specified•Widely racedOne of the more unusual and rarely seen 'specials', the Tricati typically combines the rolling chassis from a Ducati single and a Triumph twin-cylinder unitary construction engine of either 350cc or 500cc. A favourite of racers back in the day, the Tricati is a very light, agile and adequately powerful bike ideal for today's Classic racing. Because the engine is a tight fit in the frame and requires many handmade components, they are much rarer than other specials like Tritons, for which special components were always in plentiful supply. The frame and forks were found at Kempton Jumble and the engine found at the Stafford autojumble: both were in a poor state but provided a good basis for the build.This Tricati's engine is from a 1969 Triumph Daytona T100S and has genuine close-ratio gearbox; E3134 high-performance camshafts; Boyer electronic ignition; Amal Concentric Mark 1 carburettors fitted with velocity stacks; and a Bob Newby racing clutch with belt primary drive. The frame is from a 1962 Ducati 250 racer; it has been de-lugged and new engine mountings fitted; all the alloy engine plates were hand made. The forks are Ceriani and the front brake is a double-sided Grimeca, while the twin-leading-shoe rear brake uses the original Ducati hub; all are fitted with new shoes, etc. The wheels were rebuilt with new flanged alloy rims. The fuel tank, seat and fairing are all Vic Camp Ducati period items, while the oil tank is custom made to fit this frame, the exhaust system was custom built by Competition Fabrications and was ceramic coated in 2022.Martin Brailsford has the raced this Tricati at various classic events including Snetterton, Darley Moor, Cadwell Park, Castle Combe and Donington Park. Faultlessly turned out, this beautiful little machine is offered with a CRMC Registration Certificate.Footnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

1920 Triumph 550cc Model HRegistration no. EC 3145Frame no. 311616Engine no. 72047 CRX•Very well known in Vintage circles•Restored by second owner Arthur Cunliffe•Only four owners from new•Many-time Banbury Run participantThe first Triumph motorcycle of 1902 used a Belgian Minerva engine but within a few years the Coventry firm - originally a bicycle manufacturer founded by German immigrants Siegfried Bettman and Maurice Schulte - was building its own power units. The company was soon involved in racing and the publicity generated by competition success - Jack Marshall won the 1908 Isle of Man TT's single-cylinder class for Triumph having finished second the previous year - greatly stimulated sales. By the outbreak of The Great War the marque's reputation for quality and reliability was well established, leading to substantial orders for 'Trusty Triumphs' for military use.Triumph's 3½hp model had first appeared in 1907. Originally of 453cc, its sidevalve engine was enlarged to 476cc in 1908 and finally to 499cc in 1910 before being superseded by the 550cc 4hp model in 1914. Equipped with three-speed Sturmey-Archer gearbox, it was this revised 4hp - the Model H - that did such sterling service in WWI, some 30,000 'Trusty Triumphs' seeing action with British and Allied forces.The example offered here is a 1920 model first registered in 1921 after the introduction of the 1920 Roads Act. An older restoration well known in Vintage circles, 'EC 3145' was restored by the second owner, Arthur Cunliffe, and has been well maintained ever since. The machine is offered with a comprehensive history file, the highlight of which is an article published in Motor Cycle News in 1963 recounting how 'EC 3145' had been purchased by first owner 'Hubert William J' (Hubert William Jackson) to further his courting of the local doctor's daughter. The couple ended up eloping to Gretna Green on the 'Trusty Triumph'! The article's author, Arthur Cunliffe, bought 'EC 3145' from Mr Jackson and spent many hours restoring it. Arthur campaigned the Triumph extensively before selling it to Phil Bowker, from whom it was purchased by our vendor in December 1997. Since then 'EC 3145' has been ridden on numerous Banbury Runs, perhaps a dozen times, as well as other events including the Graham Walker Run. However, it has not been ridden for at least 4-5 years and will require recommissioning before returning to the road. Prior to being laid up, the Triumph was regularly maintained by the enthusiast owner and is only being sold due to his advancing years. Close inspection is highly recommended. A spare Sturmey-Archer gearbox case and a period leather box containing a spare drive belt are included in the sale. Key not requiredFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

c.1916 Indian Power PlusRegistration no. BF 9892Engine no. 85K999Beautifully restored, this sprung-frame Powerplus has been assembled from parts acquired over some 40 years by the current vendor's late father, who built several Indian motorcycles in this way. The machine was in part-built form when it came into the vendor's possession as part of his father's estate over 20 years ago. Since then the vendor has gradually completed the rebuild, including all major items. The engine and gearbox had previously been overhauled by the vendor's father (latterly a professional motorcycle and horticultural mechanic). More recently, the cylinders were removed to enable the following: valve shrouds to be nickel plated; valve re-grinding; inlet and exhaust manifold work; and checking the bottom end, which was found to be in very good condition. Reassembly involved detailing to include nickel plating (by Niphos, Crewe); rearrangement of the articulated controls (discontinued after 1916) including right-hand throttle; improved valve-lifter mechanism; and Bosch magneto full renovation (by Armoto, Chesterfield). In July 2022 the vendor attended the Indian International Rally in Borculo, Holland where the Powerplus was an exhibit only. Since then the machine has been running in the owner's workshop and he intends to road test it before the auction to check that all is well. Obtained at the Indian rally, an improved design of carburettor fuel-control valve and float have been fitted in a re-machined spare float bowl, ready for fitting after run-tests. Key not required.Footnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

1976 Norton 828cc Commando 850 MkIII Electric StartRegistration no. VAA 611RFrame no. 334407Engine no. 334407• One owner from new• Only 2,623 miles from new at time of cataloguing• Last used on the road in 1999• Regularly serviced• Exceptional originalityDesigned by engineers Bernard Hooper and Bob Twigg - supervised by Norton Villiers' Director of Engineering, Dr Stefan Bauer - the Commando's vibration-beating Isolastic frame enabled the company successfully to prolong the life of its ageing parallel twin. Launched in 1967, with production commencing in 1968, the Commando used the preceding Featherbed-framed Atlas model's 750cc engine and AMC four-speed gearbox, and was an instant hit with the motorcycling public, being voted Motor Cycle News 'Machine of the Year' for five consecutive years. It might have been a little down in top speed compared to rivals such as BSA-Triumph's 750cc triples and Honda's CB750 four, but the Commando more than made up for this minor deficiency with superior mid-range torque and steadier handling. So called because of its streamlined seat cowl, the sole model available initially became the 'Fastback' when the range was extended by the addition of a more sporting, though conventionally styled, 'S' version in 1969. Introduced in 1973, the 850 (actually 828cc) featured a larger bore, through-bolted cylinder block, stronger gearbox casting and all-metal clutch among a host of other, more minor improvements. The extra capacity provided the 850 with even more mid-range urge, and the model would continue as the sole Commando after 1975 when the electric-start Mark III was introduced. This outstanding Commando MkIII has been with the same owner since new and has been cared for lovingly its entire life. For much of that time it has been kept in the owner's private museum as part of a large collection of classic motorcycles. According to the vendor, it is still to all intents and purposes 'as new' and mint. The machine comes with the original purchase receipt from Thruxton Motorcycles and the original (pouched) pristine owner's handbook, and has covered 2,623 miles (certified). Last used on the road in 1999, it has been regularly checked and appropriately serviced by the owner and has just had a complete brake fluid and seals change. Described as running beautifully, this exceptional Commando is offered with old/current V5/V5C documents; MoT to April 2024; sundry bills; and all of its original purchase paperwork. Keys present.Footnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

1930 Scott 596cc Flying SquirrelRegistration no. SV 5835Frame no. 3571MEngine no. FY166AIntroduced in 1925, Scott's Flying Squirrel sports model came in 498cc and 596cc capacities, the latter being the most expensive in the range. Subsequent improvements included the duplex frame and bigger brakes first seen on the works bikes in 1926, and the magneto-platform Pilgrim pump adopted for the 1927 TT machines. The Flying Squirrel took on a touring role in the 1930s, being further up-dated with detachable cylinder head, Brampton forks, and a foot-change gearbox. This Vintage-era Flying Squirrel was among some 20-plus machines shipped to the UK from South Africa many years ago and stored in Long Eaton by John Salisbury for sale on behalf of the South African owner. Our vendor met the latter at the Irish Rally and arranged to buy the Scott, which was UK registered on 18th January 1996. Its South African history is not known. The engine, 'FY166A', is from a 1927 Super Squirrel.Since acquisition the Scott has been ridden on several Banbury Runs and the Bob Foster Run. However, 'SC 5835' has not been used for at least 4-5 years and will require recommissioning before further use. Prior to being laid up, the Scott was regularly maintained by the enthusiast owner and is only being sold due to his advancing years. Close inspection is highly recommended. Offered with instruction manuals, a history file, and a small quantity of spares.Key not requiredFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

1955 Francis Barnett 225cc Cruiser 71Registration no. TRN 240AFrame no. VB 11509Engine no. 842A / 6494Francis Barnett were in business from 1919, and their slogan from the outset was 'Built like a bridge', derived from their method of frame construction. However, by the 1950s they confined their manufacturing to production of lightweight machines powered by proprietary Villiers engines, in capacities ranging from 150 to 225cc. The Cruiser 71 was top of the range in 1955, benefiting from a 225cc engine and four speed gearbox. TRN 240A, which has optional extra leg shields and panniers, was acquired by the owner in 2005. Whilst the bike has not been used since that time, it has been kept in good, dry storage. The engine is not turning, no key is required, and it will require recommissioning or restoration, to some degree, by a new owner. Accompanying documentation comprises an old-type V5C.Key not requiredFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

The 1931 Olympia Motor Cycle Show Model 1931 Brough Superior 1,000cc SS100Registration no. GW 3188Frame no. 1042 SEngine no. JTO/Y 13901/S•Enhanced 'show' finish•Substantially known ownership history•Present enthusiast ownership since 1973•Highly original (matching registration, frame, engine, gearbox)This Brough Superior SS100, with spring frame number '1042 S', was first registered on 31st January 1931 and is recorded in the factory records as a 'Show Model'. 'Show' meant an enhanced finish, the mudguards being chromed with a gold-lined black centre, just like the wheels. A letter from George Brough Ltd, signed by General Manager T E Ball, states that the machine 'was despatched from the Works on January 2nd 1932 to Messrs Rowland Smith Motors Ltd, and was a SS100 Spring Frame which had been prepared for the 1932 Show' (it is assumed he meant the 1931 show). Interestingly, the frame number is only a single digit distant from T E Lawrence's final Brough, 'GW 2275'. The copy Works Record Card shows that '1042' was originally built as a motorcycle combination ('specialist coach on Watsonian chassis') and that it left the factory with a chromium plated/black enamel fuel tank, and with mudguards and wheels having the same 'show' finish. Castle (Brampton) forks were fitted, as was a separate oil tank among various other special features (see 'Remarks'). The Record Card confirms all matching numbers with the exception of the fuel tank ('R2465'), which is from the 1932 SS100 'R1044' (non-surviving). Interestingly, this is the only known Brough to have a gearbox number prefixed 'P 156'. Brough Superior Club records show that 'GW 3188' was present at the inaugural Brough Superior Club Rally, held in September 1958 at Hearsall Common, Coventry while owned by Ronald Richardson of London N8. By this time the Brough had been fitted with a later AGS petrol tube sidecar. The accompanying old-style buff logbook (issued 1954) list the owner at that time as one Frederick Elkington of Bromley Kent, who had acquired it in 1947. The current owner (5th change in the aforementioned logbook) is a former Vickers aircraft engineer who worked for 24 years on the Concorde project. He bought 'GW 3188' (registered as a 'sidecar bicycle') from his friend Sid Mason in April 1973 for £150 (purchase receipts on file). Sid Mason had bought the machine for £75 in 1963. Reflecting on his purchase some years ago, the current vendor said: 'I was all too aware of the SS100's notoriety, especially as I worked as an aircraft engineer for Vickers, which was located at the historic Brooklands race circuit where in 1939 an SS100 took the all-time track record of 124.51mph. It's more of a show-piece for me now and used only on special occasions. However, when I do give it a blast it still remains somewhat frightening and exhilarating - both at the same time! I love it on many levels: looks, engineering, performance and heritage.' The Brough was last used some 30 years ago but still starts second kick. Recommissioning, or possibly more extensive restoration, will be required before it returns to the road. The 'show' finish is still there, albeit beneath a protective layer of black paint applied by the vendor.Footnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

A Matchless G3LS 350cc enginenumbered 50/G3LS 14684 with AJS timing cover, Burman gearbox, clutch, and Amal Monobloc carburettor attached, condition and completeness unknown, close inspection advised. (Qty)Footnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.Lot to be sold without reserve.This lot is subject to the following lot symbols: ◊◊ £30 + VAT uplift and storage at £6 + VAT per lot per day.For further information on this lot please visit Bonhams.com

Seeley 850 Commando Mark 3 Racing MotorcycleFrame no. R.M.T. MK3. 176REngine no. 315127•Purchased as a 'basket case' in 2016•Roger Titchmarsh frame•Paraded at various Classic eventsColin Seeley's lightweight, rigid chassis proved an effective means of prolonging the competitiveness of British four-stroke singles into the late 1960s. The Mark 3 version (introduced in 1969) dispensed with the conventional lower duplex loop, a move that allowed privateers to fit the Norton Commando engine for use in Formula 750 and open-class racing, as well as the more-usual Matchless G50 or AJS 7R. Several of these Commando-engined variants were fitted with additional down-tubes to support the weightier twin-cylinder engine. This example was acquired in 2016 as a 'basket case'. The engine is from an original 1974 850 Commando, one of the very last kickstart models. The Combat-specification motor boasts race camshafts, new 32mm Amal Concentric Mark 1 carburettors, Boyer electronic ignition, and lots of lightened and polished internal components. The original four-speed AMC gearbox has been replaced with the latest five-speed magnesium-cased racing 'box from Mick Hemmings, while the transmission arrangements are completed by a Bob Newby clutch and belt primary drive. The Seeley Mark 3 frame was built in 2015 by Roger Titchmarsh ,who is licensed by Colin Seeley to produce the frames today using the original jigs. The seat, fairing and fuel tank are all taken from the original templates. The front forks are Ceriani, fitted with 230mm Ceriani double-sided four-leading brake,while the rear brake is a Triumph conical unit converted to Manx looks and fitted with improved cam levers. The exhaust system is to Neil Brailsford's handmade custom design with removable baffles for use at unrestricted race events. The Seeley weighs 152.5kg (335.5lbs) wet.Since its restoration's completion the Seeley has been paraded at various Classic events including Donington Park, Cadwell Park, Brands Hatch, Snetterton, Mallory Park and the Isle of Man TT 'Lap of Honour' in 2018. In 2020 the seat unit was signed by the late Colin Seeley at a Norton Owners' Club charity day at Redhill (the signature is now partially worn away). Offered with a CRMC Registration Certificate.Footnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

c.1957 Velocette 349cc Venom/KSS SpecialRegistration no. YSJ 842Frame no. RS10265 (see text)Engine no. KSS 10579Slotting Velocette's wonderful pre-war K-Series overhead-camshaft engine into later cycle parts has long been an accepted practice among aficionados of the Hall Green factory's products, and this example combines an ex-racing Venom rolling chassis dating from circa 1957 with the motor taken from a circa 1947 KSS MkII. Introduced for the 1936 season, the MkII KSS represented a major re-design of Velocette's top-of-the-range overhead-camshaft roadster. The MkII featured many improvements including a new aluminium-alloy cylinder head with enclosed valve gear (which replaced the old cast-iron 'head with exposed springs).Restored in 2022, this very smartly turned-out hybrid features a modified and lightened frame; uprated engine; Venom four-speed gearbox; TT magneto; Kevin Thurston belt primary drive; aluminium oil tank; Hagon shock absorbers; alloy fork yokes; more modern forks; alloy wheel rims; and various other modifications. The machine last ran in November 2022 and is described by the private vendor as in very good condition. 'YSJ 842' comes with a V5C Registration Certificate erroneously recording the frame number as 'R510265'. Key not requiredFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

Property of a deceased estate1954 BSA 646cc A10 Golden FlashRegistration no. NDF 985Frame no. BA7 S 13089 (see text)Engine no. BA10 357 (see text)A new '650' twin joined BSA's 500cc A7 model in 1949, the latter's engine being revised along the lines of the new design at the same time. The existing parallel-twin architecture was retained for the new A10, with 360-degree crankshaft and single camshaft at the rear of the cylinder block, as was the four-speed gearbox bolted directly to the crankcase in a form of semi-unitary construction, and the tele-fork-and-plunger cycle parts. Up-dated with the swinging-arm frame and separate gearbox for 1955, the A10 continued in production until 1962. This A10 belonged to the lady vendor's late father for over 40 years. Carrying a tax disc that expired in 2015, the BSA was last ridden circa five years ago, since when it has been dry stored under dust sheets. (The father passed away in June 2022.) Following a period of inactivity, the machine will require re-commissioning to a greater or lesser extent, or possibly more extensive restoration before returning to the road and thus is sold strictly as viewed. Accompanying paperwork includes an old-style RF.60 logbook (issued 1965); old/current V5C documents; expired MoTs (most recent 2013); DVLA correspondence; and a 1990 invoice from MPS Engine Research. It should be noted that the frame and engine numbers are believed to be non-factory restamped and that the RF.60 records the engine capacity as 498cc and the V5C records the frame number as 'BAV513089'. Prospective purchasers should satisfy themselves with regard to this motorcycle's authenticity, completeness, originality, and mechanical condition prior to bidding.Footnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

A Norton 'Dolls-head' gearboxnumbered G5K45, front cover missing, together with gearbox links, foot lever, three float bowls, assorted Norton spare parts list and instruction manuals and others, completeness and condition unknown, close inspection advised. (Qty)Footnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

1997 Honda CB50 DreamRegistration no. P129 DWP Frame no. AC15-1006553Engine no. AC15E-1006547A miniature masterpiece, the CB50 Dream was conceived to commemorate Honda's early racing history in the 'tiddler' class, which commenced on the latter's 1962 inauguration with the RC110. Introduced in 1997, its modern equivalent - the CB50 Dream - produces 7.0bhp at 13,500rpm with maximum revs a further 1,000 up the scale. The gearbox is a six-speeder and the Dream weighs in at an anorexic 157lbs dry. Immensely popular in Japan, the Dream 50 has been produced in various versions over the years, spawning an entire cottage industry of accessory and component suppliers.First registered in the UK in November 2011, this pristine example has covered a mere three 'push' kilometres from new and is presented in 'like new' condition. Accompanying documentation includes a (copy) C&E Form 386 (confirming its importation in 1999) together with other paperwork, a user manual, five delivery tags, a V5C document, an expired MoT (2012), and invoices relating to its subsequent sales. The current vendor purchased the Honda from Geomede Ltd (Motorcycles Unlimited) in August 2020, a new battery being fitted that same year. The machine was last run in 2020. It is not known for certain that the odometer reading represents the distance covered from new; accordingly, prospective purchasers must satisfy themselves with regard to the total's authenticity prior to bidding. Offered with keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

The ex-Jim Redman MBE, works 1963 Honda 247cc CR72 Racing MotorcycleFrame no. CR72-310138Engine no. CR72-310191•Known ownership history•Present ownership since 1971•Restored condition•Also ridden by Jim Redman at modern classic eventsRaced in period by multiple World Championship winner Jim Redman, this machine represents a once-in-a-lifetime opportunity for serious collectors to acquire a genuine, ex-works, 1960s Grand Prix Honda possessing impeccable provenance. 'Also-rans' in the late 1950s, Japanese manufacturers came to dominate Grand Prix racing's 1960s 'Golden Age' and none more so than Honda, whose jewel-like, small-capacity lightweights represented the pinnacle of motorcycle engineering in their day. Built for and run by the works team, with only occasional loans to selected privateers, these hand-crafted masterpieces are extremely rare in private hands and only infrequently offered for sale. In addition to the works-only exotica, Honda offered a range of purpose-built, over-the-counter racers for privateers, the most successful being the 125cc CR93 and 50cc CR110. For the 250cc category they offered the CR72. This was based on the CB72 sports roadster but boasted twin overhead camshafts, four valves per cylinder, and a six-speed gearbox. Maximum power output was 41bhp at 12,500rpm. There was also a 305cc CR77 version for the '350' class, based on the road-going CB77. Writing in his book Japanese Production Racing Motorcycles, the late Mick Walker says: 'However, even though several pre-production models were raced by various riders, including Tommy Robb (who debuted the 305 in the West German Grand Prix at Hockenheim), Luigi Taveri, Bruce Beale, Ralph Bryans and Bill Smith, they were never officially offered for sale to the general public in the UK.'Three of the new CR72s were ridden at the 1963 Isle of Man TT by works riders Kunimitsu Takahashi, Luigi Taveri and Bill Smith, the latter going on to finish 3rd in the race while his two team-mates retired. Mick Walker again: 'However, development continued throughout 1963, with a number of excellent results being obtained both in Grand Prix and short-circuit meetings. Everyone fully expected, after what was generally accepted as an outstanding year with their 250 and 305 twin-cylinder prototypes, that Honda would offer them for sale in 1964. This was not to be the case however, and in January 1964 the company announced that it had decided not to produce any more of the twins that year.' Honda then stopped allowing its works riders use the CR72/77 at non-championship meetings and they all but disappeared from view, although British rider Dave Simmonds did manage to obtain a CR77 from Japan. Before then Jim Redman had been one of the works riders to race the CRs. British by birth, Jim Redman emigrated to Rhodesia (now Zimbabwe) in his teens. He started motorcycle racing on a Triumph twin before going on to win the South African Championship on an AJS 7R and setting sail for Europe. His big break came in 1960 when he stood in for injured Honda works rider Tom Phillis and was offered a contract for the following season. By the time he retired from racing at the end of 1966, Jim had amassed no fewer than 45 Grand Prix victories and six World Championships for Honda: two in the 250cc class and four in the 350cc category. In a signed letter on file Jim states that he raced the machine offered here, frame number 'CR72-310138', in the 1960s along with (fellow countryman) Bruce Beale and for the Rhodesian/South African season. The machine was also ridden at Imatra in 2008, 2010, 2012 and 2014, and at Assen in 2010. Jim signed the tank during the 2008 Imatra event (photograph on file). Our vendor purchased the ex-Redman Honda in 1971 from Finnish rider Pertti Leinonen, scorer of three World Championship points in the 125cc Category in 1969 (see certificate of ownership change in file). Peritti had bought the machine from German Willi Stein in 1968 (see letter on file). The current vendor has restored the machine over approximately a 30-year period. He has now decided to sell it due to advancing age (he is 81 years old). Since the restoration's completing the Honda has been used by Jim Redman in classic events between 2008 and 2014: four times at Imatra and once at Assen, and is said by both Jim and the vendor to be in good working condition. The crankshaft and gearbox have been restored with new parts, all sourced with help from Honda. Apart from Jim riding it in various classic events, the Honda has had very little use since the restoration and was last ridden in 2018 at Pyynikki, Finland, a circuit at which Jim had won the 125cc World Championship race in 1962. The number on the fairing previously was '28' (the vendor's competitor number) but he has since changed this to '1' for Jim. (There is only one fairing.)Accompanying documents include the letter of confirmation from Jim Redman; letter from Pertti Leinonen; letter from Willi Stein; and copies/scans of letters from the current vendor to various parts suppliers. A DVD and copy of Jim's autobiography, given personally by him, are included in the sale. Jim has kindly offered to speak to anyone in advance of the sale and the successful purchaser about the Honda and its history.Footnotes:Please note that if this vehicle is to remain in the UK, it will be subject to Import VAT at 5% on the hammer price to clear customs. The administration for clearing customs is called a NOVA (Notification of Vehicle Arrival) and costs £350 (plus VAT). Both the Import VAT and NOVA charge will be added to the buyer's invoice. Please note that this fee does not include registering the vehicle in the UK. This vehicle will not be available for immediate collection after the sale and will only be released once customs is cleared. If you have any questions regarding customs, please contact the Motorcycle Administrator.All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.This lot is subject to the following lot symbols: * 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

An autojumblers lotbelieved to comprise mainly Kawasaki motorcycle parts including gearbox components, clutch components, sprockets, crankshaft parts, electrical parts, and sundry other parts, condition and completeness unknown, close inspection advised. (Qty)Footnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.Lot to be sold without reserve.This lot is subject to the following lot symbols: ◊◊◊◊ £60 + VAT uplift and storage at £12 + VAT per lot per dayFor further information on this lot please visit Bonhams.com

Hagon-JAP 500cc Grass-Track Racing MotorcyclePerhaps best remembered now as one of the UK's most successful-ever drag racers, Alf Hagon only turned to 'straight line' motorcycle sport after a lengthy career in the top flight of international speedway and grass-track racing. Born in Ilford in 1931, the teenage Hagon first took up motorcycle racing after the war when he entered a Rudge in a local grass-track event. He would go on to become British Grass-track Champion on no fewer than 11 occasions. With help from sponsor Tom Kirby, Alf began developing his own speedway and grass-track frames, the first of which were built in his mother's garden shed, before setting up Hagon Products in 1957 in Leyton, East London for their manufacture. The frame-building venture was so successful that he retired from speedway and grass-track competition in 1965 to concentrate on the business, which nevertheless still allowed him sufficient time off to go drag racing. Hagon Products also specialised in wheel building, and when Girling were taken over by Boge in the 1970s, he acquired the rights to their suspension dampers (but not the name), selling them under the Hagon brand. Exported worldwide and fitted with a wide variety of engines, Hagon bikes have won countless championships over the years. This restored Hagon grass-tracker is fitted with JAP's four-stud speedway engine, which drives via an AMC gearbox. There are no documents with this Lot.Footnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

Hagon-JAP 350cc Grass-Track Racing MotorcyclePerhaps best remembered now as one of the UK's most successful-ever drag racers, Alf Hagon only turned to 'straight line' motorcycle sport after a lengthy career in the top flight of international speedway and grass-track racing. Born in Ilford in 1931, the teenage Hagon first took up motorcycle racing after the war when he entered a Rudge in a local grass-track event. He would go on to become British Grass-track Champion on no fewer than 11 occasions. With help from sponsor Tom Kirby, Alf began developing his own speedway and grass-track frames, the first of which were built in his mother's garden shed, before setting up Hagon Products in 1957 in Leyton, East London for their manufacture. The frame-building venture was so successful that he retired from speedway and grass-track competition in 1965 to concentrate on the business, which nevertheless still allowed him sufficient time off to go drag racing. Hagon Products also specialised in wheel building, and when Girling were taken over by Boge in the 1970s, he acquired the rights to their suspension dampers (but not the name), selling them under the Hagon brand. Exported worldwide and fitted with a wide variety of engines, Hagon bikes have won countless championships over the years. This restored Hagon grass-tracker is fitted with JAP's 350cc grass-track engine, which has coil ignition and drives via an AMC two-speed gearbox. There are no documents with this Lot.Footnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

1950 Norton 490cc 500T Trials ProjectRegistration no. MXS 539Frame no. E3T 27267Engine no. E3T 27267The Norton 500T was introduced in 1949, and continued in the Norton range until 1955. During that period, it established itself as one of the more effective trials machines of its day. With 100 degrees of rotation on the front forks, alloy engine, Norton's class-leading long Roadholder forks, a Dunlop trials saddle, small petrol and oil tanks, low compression, and strengthened alloy mudguards, the 500T proved to be an extremely good trials tool for the likes of John Draper, Geoff Duke, Jeff Smith, Olga Kevelos, and many others. This project was purchased by the owner some years ago, as a restoration project, and some of the rarer parts were no longer with the machine. Accordingly, with not inconsiderable effort and expense, he has sought out and obtained the missing parts. It now has the correct petrol and oil tanks, tool box, rear mudguard stay, Manx-type clutch and brake levers (replicas), correct wide ratio short-shaft dolls-head gearbox, and correct Smiths 467/33/L speedometer, cradle and cup. As one side of the top gearbox mounting has cracked, there is also a spare gearbox shell. As the owner's plans have changed, there is now an opportunity for someone else to embark on a restoration of one of the most iconic trials bikes of the post-war era. Prospective purchasers should satisfy themselves as to the completeness, or otherwise, of this project which is sold strictly as viewed, for restoration. Documentation consists of a current V5C only. The machine does not have a key.Footnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

Hagon-JAP 500cc Grass-Track Racing MotorcyclePerhaps best remembered now as one of the UK's most successful-ever drag racers, Alf Hagon only turned to 'straight line' motorcycle sport after a lengthy career in the top flight of international speedway and grass-track racing. Born in Ilford in 1931, the teenage Hagon first took up motorcycle racing after the war when he entered a Rudge in a local grass-track event. He would go on to become British Grass-track Champion on no fewer than 11 occasions. With help from sponsor Tom Kirby, Alf began developing his own speedway and grass-track frames, the first of which were built in his mother's garden shed, before setting up Hagon Products in 1957 in Leyton, East London for their manufacture. The frame-building venture was so successful that he retired from speedway and grass-track competition in 1965 to concentrate on the business, which nevertheless still allowed him sufficient time off to go drag racing. Hagon Products also specialised in wheel building, and when Girling were taken over by Boge in the 1970s, he acquired the rights to their suspension dampers (but not the name), selling them under the Hagon brand. Exported worldwide and fitted with a wide variety of engines, Hagon bikes have won countless championships over the years. This restored Hagon grass-tracker is fitted with JAP's four-stud speedway engine, which drives via a Norton two-speed gearbox. There are no documents with this Lot.Footnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

1939 Vincent-HRD 498cc Series-A CometRegistration no. EUR 109Frame no. D1705 Engine no. C967Rear Frame Number. D1705•Full matching numbers: registration, engine, upper and rear frames, gearbox, oil pump•Present ownership for over 50 years•Original and unrestored•For preservation The Vincent-HRD marque originated in 1928 when Philip Vincent acquired the name and assets of the recently liquidated HRD Company. ('HRD' stood for Howard Raymond Davies, the Isle of Man TT winner who had founded the firm in 1924). Vincent moved production from Wolverhampton to Stevenage and set about putting his motorcycle design ideas into practice, commencing with an innovative sprung frame that would remain a feature of Vincent motorcycles until production ceased in 1955.Like Davies before him, Vincent relied on proprietary engines until increasing dissatisfaction with suppliers led to the creation of Vincent's own in 1934. An overhead-valve, 500cc single, this all-new power unit was designed jointly by PCV and his Chief Engineer Phil Irving. Messrs Vincent and Irving brought fresh thinking to the design of what would become known as the Series-A motor, opting for a relatively short stroke of 90mm coupled to an 84mm bore; a high-set camshaft and two guides for each valve with the rocker arm engaging between them; the sum of all these features resulting in a compact engine with considerable scope for tuning. The names 'Comet' and 'Meteor' were chosen for the sports and touring versions respectively of the stylish new Vincent-HRD, which had not even been started, let alone ridden, when it was first exhibited at the 1934 Motor Cycle Show at Olympia. Fortunately, during the Show a tester achieved a speed of 90mph on a Comet, a highly respectable figure for a 500cc sports roadster and one that fully justified Philip Vincent's prior performance claims. In the 1935 Isle of Man Senior TT, the new Vincent-HRDs finished in 7th, 9th and 12th places, demonstrating that they possessed reliability as well as speed. Sales increased steadily, but the Vincent was an expensive product and ownership remained the privilege of a wealthy few. Production of all Series-A Vincent-HRDs ceased on the outbreak of WW2, and today the pre-war Comet and Meteor – the machines that effectively kick-started the Vincent legend – are highly prized by discerning collectors.This wonderfully preserved Vincent-HRD Comet comes with an old-style buff logbook issued in 1945 recording three owners. Last of the three listed, the current vendor purchased the Comet from the second listed (Richard Halfpenny, a friend of his) in 1970 but did not register it until 1971. The vendor was on a Vintage rally in Littlehampton and stopped halfway to drop in on Richard and strike a deal to buy two Vincent-HRDs (this one and another 'for spares') for all of £60!Showing circa 20,000 miles on the odometer when purchased, the Comet was in the 'oily rag' condition it is presented today; the vendor simply had to clean the carburettor, fuel taps and ignition points, etc to get it back on the road. A rocker broke some years ago and was replaced, but apart from that it has never let its owner down. The Vincent has been ridden on various events and rallies including some 600-or-so trouble-free miles in Hungary while visiting friends. It has also been ridden around Mallory Park on various occasions and used as occasional day-to-day transport over the years, but the owner preferred to put miles on his trusty 1920s Sunbeam. The current odometer reading is a believed genuine (but unwarranted) 22,425 milesThe vendor advises us that the machine is mostly original and unrestored, except for a BSA silencer and Lucas dynamo. All fittings are correct whereas on many bikes the square-headed bolts have been lost and replaced with more modern types. The Vincent Owners Club kindly confirm that this matching numbers example (a 'full set' including gearbox and oil pump) was manufactured on the 26th of June 1939 and the works order form lists the customer as 'Bodington', although it is not known whether this was a dealer or specific end-customer. And commented: 'What a great bike to find with its patina and more interestingly it has a lot of original features on it, some of which usually over the years get replaced or just lost'.Accompanying paperwork includes old/current V5/V5C documents: an HPI check printout; the aforementioned old-style logbook; and two instruction books. A unique opportunity to acquire an incredibly original example!Footnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com