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Yamaha DT250 enduro motorcycle, 1981, 248cc.Runs and rides, new wheel bearings, new rear wheel and gearbox sprocket, new chain, front and rear brake shoes, pistons and rs bore, new air filter, front and rear lamps, kick start etc. Speedo mounting bracket is damaged.Reg UKX 493W, V5, keys

Honda CB400 FOUR 1977 408cc.Frame no.CB400F-1070927Engine no.CB400F-E-1066730UK supplied bike. Extensive documented restoration by David Silver Ltd workshop which included gearbox rebuild.Original Honda exhaust system.Instruments specialist refurbished.Electronic ignition and Electrex World rectifier fitted.Recently serviced August 2022. Runs and rides beautifully.C/w Factory Honda owner's handbook, large history file.V5 and keys.

Kenilworth scooter. 1921. 142cc.Frame No. 671681.Engine No. 599/19.Believed to be 1 of only 2 remaining. Designed by renowned Alvis car engineer Captain Smith-Clarke. Engine manufactured by the Norman Engineering company. Fitted with variable gearbox. Will need to be recommissioned.C/w Certificate of vehicle authenticity Reg. HP 1732. V5

A collection of eight various resin white metal and similar 1/43 scale kit built miniatures to include a Pathfinder Models No. 2 Rover P4, a pewter Gearbox Models 1952 Hotchkiss, a Four Wheel Models Aston Martin DB2, a Tatra 2.663 saloon finished in silver, together with various other examples, some examples require minor restoration

Matchbox Superfast 52c BMW M1 French market promotional issue - metallic silver body with black racing number 52 tampo print, Climat roof label, clear windows, brighter red interior, gloss black base, 5-arch wheels - Excellent Plus with some paint chips to base around the engine & gearbox casting in Excellent "New" type L box.

20 Boxed diecast models to include 3 x Britains 1/32 (9507, 09484 & 09484), Burago, Land Rover, Saico, 3 x Crayola Gearbox etc (two boxes)

Five boxed diecast model aircraft to include 3 x Air Legends 1/48 (99028 F4U Bird Cage Corsair, 99038 F6F-5N Night Hellcat & 99048 P-47D Thunderbolt), 1 x Gearbox Collectibles 11503 1942 F4F-4 Wildcat & Hobby Master 1/32 ltd edn HA0201 Douglas SBD-2 Dauntless, models unchecked and previously displayed, with tatty boxes

An Albion gearbox and various pulley wheels and engine components

A 2017 FORD FIESTA ZETEC 5 DOOR HATCHBACK CAR in metallic red finish, First Registered 30-4-2017 under Number BL17 AYS, 1.2l petrol engine, 5 speed manual gearbox, mileage shown 8835 miles only (unwarranted) two key fobs, V5C present, one previous owner, MOT 23rd March 2023, Condition is extremely good, no apparent scratches, dents, paint loss or rust, interior very clean with no apparent rips, tears of stains, Starts first time and drives like a new car apart from brakes grinding due to being stood

c.1980 Piaggio Vespa P200EFrame no. VSX1T*3005743*For further information on this lot please visit the Bonhams websiteThis lot is to be sold without reserve.This lot is subject to the following lot symbols: NMTFor further information on this lot please visit the Bonhams websiteWith the post-war scooter boom fading as prosperity levels rose, the customer profile changed from impecunious commuters to style-conscious teenagers, prompting Piaggio to introduce a succession of faster and more sporting models aimed at the youth market. This 'Nuova Linea' (New Line) first appeared in 1978 with the launch of the P125X, P150X and P200E, the latter boasting electronic ignition. Designed by Piaggio's managing director, Giovanni Squazzini, these new models represented the Vespa's most significant update since the original's appearance back in 1946. Rotary-valve induction was a feature of the P-series engine, which in the case of the range-topping P200E produced a maximum of 12bhp and drove via a four-speed gearbox. Externally, the P-series departed from the original's voluptuous curves, adopting a more modern angular look with integral indicators.The P200E we offer displays a total of 4,809 kilometres on the odometer and is presented in nice original condition. There are no documents with this Lot.Please note that as this vehicle has less than 6,000 kilometres recorded on the odometer, it is considered to be a New Means of Transport under EU law and will be subject to 20% VAT on the Hammer Price.It should be noted that these vehicles have either been on display in the museum or kept in store since Peter and Ulrike passed away. Their present mechanical condition is not known; accordingly, perspective bidders must satisfy themselves with regards to their condition, completeness, correctness, or otherwise prior to bidding.La P200E offerte ici, qui affiche un kilométrage total de 4 809 km, se présente dans un bel état d'origine. Aucun document n'est joint à ce lot.Veuillez noter que ce véhicule ayant moins de 6 000 kilomètres au compteur, il est considéré comme un nouveau moyen de transport en vertu de la législation européenne et sera soumis à une TVA de 20 % sur le prix d'adjudication.On notera que depuis le décès de Peter et d'Ulrike ces véhicules ont été maintenus en exposition dans le musée ou entreposés. L'état actuel réel des mécaniques est inconnu et les éventuels acquéreurs devront s'assurer par eux-mêmes de la condition, de l'intégrité, de l'authenticité et autres points relatifs à la qualité des machines avant de porter leurs enchères.

c.1938 Wanderer 97ccFrame no. 77957Engine no. 526123For further information on this lot please visit the Bonhams websiteOldest of the four companies that merged in 1932 to form the 'Auto Union' (the others being Audi, DKW and Horch) Wanderer was an established motorcycle manufacturer when it built its first automobile in 1911. 'Wanderer' was the brand name of Winkelhofer & Jaenicke, a bicycle-making firm founded in Chemnitz, Saxony around 1885 and, like those of many of its contemporaries, its first motorised two-wheeler of 1902 was merely a power-assisted cycle. By 1913 the range had expanded considerably and was topped by a 408cc v-twin. Distinguished by their wedge-shaped fuel tanks, these early Wanderer twins were of an advanced specification for their day, boasting bottom-link forks, sprung frames, two-speed hub gears, automatic lubrication and an internal expanding rear drum brake. A 184cc four-stroke lightweight was added to the range after The Great War. This boasted overhead valves and unitary construction of the horizontal engine/gearbox, and Wanderer continued to build a range of similarly advanced designs until the end of the 1920s when motorcycle production ceased, although a range of ultra-lightweights was produced during the 1930s.Believed in original condition, this lovely example of the latter has two-speed transmission and pedals for starting. Notable features include a Hackel horn and 'IT 185651' numberplate. The machine is offered with original Sachs engine instruction manuals and parts list; a selection of photographs; magazine articles (in German); and its original registration booklet.Très probablement dans son état d'origine, ce bel exemplaire de machine légère possède une transmission à deux rapports et un pédalier pour le démarrage. Les détails d'équipement intéressants sont un avertisseur Hackel et une plaque d'immatriculation « IT 185651 ». La machine est offerte avec les manuels d'utilisation Sachs et la liste des pièces de rechange d'origine, une sélection de photos, des articles de magazine (en allemand) et son carnet d'immatriculation d'origine.It should be noted that these vehicles have either been on display in the museum or kept in store since Peter and Ulrike passed away. Their present mechanical condition is not known; accordingly, perspective bidders must satisfy themselves with regards to their condition, completeness, correctness, or otherwise prior to bidding.On notera que depuis le décès de Peter et d'Ulrike ces véhicules ont été maintenus en exposition dans le musée ou entreposés. L'état actuel réel des mécaniques est inconnu et les éventuels acquéreurs devront s'assurer par eux-mêmes de la condition, de l'intégrité, de l'authenticité et autres points relatifs à la qualité des machines avant de porter leurs enchères.

1936 DKW SB 500Frame no. 287 418Engine no. 514050/68For further information on this lot please visit the Bonhams website•Believed an older restoration (although possibly original)•Purchased in 2003•Formerly registered in DenmarkDKW was founded in Zschopau in 1919 by Danish engineer Jorgen Rasmussen and built its first motorcycle power unit, a single-cylinder, clip-on engine for bicycle attachment, in 1921. This 122cc motor was a two-stroke, and DKW would remain faithful to this engine type from then on, becoming world leaders in two-stroke design in the 1930s. DKW was Continental Europe's largest motorcycle maker at this time, manufacturing a huge and diverse range of roadsters throughout the 1930s. DKW's two-strokes were the most advanced of their day, featuring, from 1929, Schnuerle-type loop-scavenge engines and others, from 1931, powered by the Herman Webber-designed 'split-single' engine that would bring the German marque immense success in racing. Powered by a twin-cylinder two-stroke engine of 494cc producing around 15bhp, the SB 500 was introduced in 1934 and would remain in production until 1939, by which time approximately 19,000 had been built. Other notable features included a three-speed hand-change gearbox, a foot clutch and 'Dynastart' electric starting, the latter one of the first applications of this now virtually universal convenience. Believed an older restoration, although possibly original, this SB500 comes with copies of original Danish registration documents dated August 1936 and May 1959 respectively. Additional documentation includes a magazine article (in German); a election of photographs; copy bill of sale to Peter Bühner dated March 2003; a Danish registration document (issued 1998); and original parts lists (x2). It should be noted that the engine does not turn over and that the battery has leaked acid.• Ancienne restauration, sinon d'origine• Acquise en 2003• Antérieurement immatriculée au DanemarkSupposée avoir fait l'objet d'une restauration ancienne ou peut-être dans son état d'origine, cette SB500 est accompagnée de copies de ses documents d'immatriculation danois datés respectivement d'août 1936 et de mai 1959. La documentation comprend aussi un article de magazine (en allemand), un choix de photos, une copie de la facture de vente à Peter Bühner datée de mars 2003, un document d'immatriculation danois (émis en 1998) et deux listes de pièces de rechange. On notera que le moteur ne démarre pas et une fuite de l'acide de la batterie.It should be noted that these vehicles have either been on display in the museum or kept in store since Peter and Ulrike passed away. Their present mechanical condition is not known; accordingly, perspective bidders must satisfy themselves with regards to their condition, completeness, correctness, or otherwise prior to bidding.On notera que depuis le décès de Peter et d'Ulrike ces véhicules ont été maintenus en exposition dans le musée ou entreposés. L'état actuel réel des mécaniques est inconnu et les éventuels acquéreurs devront s'assurer par eux-mêmes de la condition, de l'intégrité, de l'authenticité et autres points relatifs à la qualité des machines avant de porter leurs enchères.

1953 DKW RT250HFrame no. 48547304Engine no. 48028620For further information on this lot please visit the Bonhams websiteAfter the rigid-frame (and destined to be short lived) RT 250 had been displayed at the 1951 Frankfurt Show, production proper commenced with the plunger-suspended RT 250 H. The latter's rear suspension was better than many such designs, incorporating a strong 'compression' coil spring and a weaker 'rebound' spring, while rubber bump stops limited the maximum travel to approximately 40mm up/down. The telescopic front fork was unchanged from that of the RT 200. The RT 250's engine was essentially that of the RT 200, with the bore enlarged to 70mm from 62mm, while the gearbox was a three-speed unit. Other notable features included an enclosed rear drive chain and an aluminium shield surrounding the rear brake drum and sprocket. This DKW RT 250 H displays a total of 12,904 kilometres on the odometer and is believed to retain its original paintwork. Accompanying documentation includes a German Fahrzeugbrief (issued 1981) and an original operating instructions book, service booklet, and workshop manuals (x2).Cette DKW RT 250 H qui affiche au compteur 12 904 km serait encore dans sa peinture d'origine. La documentation jointe comprend un Fahrzeugbrief allemand (émis en 1981), un manuel d'utilisation original, un carnet d'entretien et des manuels d'atelier (x2).It should be noted that these vehicles have either been on display in the museum or kept in store since Peter and Ulrike passed away. Their present mechanical condition is not known; accordingly, perspective bidders must satisfy themselves with regards to their condition, completeness, correctness, or otherwise prior to bidding.On notera que depuis le décès de Peter et d'Ulrike ces véhicules ont été maintenus en exposition dans le musée ou entreposés. L'état actuel réel des mécaniques est inconnu et les éventuels acquéreurs devront s'assurer par eux-mêmes de la condition, de l'intégrité, de l'authenticité et autres points relatifs à la qualité des machines avant de porter leurs enchères.

1951 BMW 494cc R51/3Frame no. 526551Engine no. 526551For further information on this lot please visit the Bonhams websiteBMW recommenced motorcycle production in December 1948 with the R24 single but it would be another 12 months before a twin-cylinder model became available again. This was the R51/2 based, as its designation suggests, on the pre-war R51. Improvements incorporated into the R51/2 included a two-way damped front fork, gearbox main-shaft damper and strengthened frame. In truth, the R51/2 was only a stopgap model to get production under way while BMW worked on something more modern. Its replacement, the R51/3, arrived in February 1951 and despite the similarity in designation had an entirely new and much neater looking engine incorporating a single, gear-driven camshaft and crankshaft-mounted generator among a host of other advances. Boasting paintwork that appears largely original and possibly un-restored, this R51/3 comes with its original German Kraftfahrzeugbrief listing Dr Peter Bühner as third owner from 22nd April 1982. The history folder also contains magazine articles, various instruction manuals and other original factory literature (in German). Offered with keys.Bénéficiant d'une peinture qui semble être en grande partie d'origine et probablement jamais restaurée, cette R51/3 assemblée le 28 novembre 1951 a été livrée à l'agent BMW Timmermann à Isarlohn en Allemagne le 11 décembre suivant. La machine est accompagnée de son Fahrzeugbrief alllemand d'origine qui mentionne le Dr Peter Bühner comme troisième propriétaire à compter du 22 avril 1982. Le dossier historique comprend des articles de magazine, plusieurs manuels d'utilisation et d'autres documents d'usine (en allemand) ainsi que les clés de la moto.It should be noted that these vehicles have either been on display in the museum or kept in store since Peter and Ulrike passed away. Their present mechanical condition is not known; accordingly, perspective bidders must satisfy themselves with regards to their condition, completeness, correctness, or otherwise prior to bidding.On notera que depuis le décès de Peter et d'Ulrike ces véhicules ont été maintenus en exposition dans le musée ou entreposés. L'état actuel réel des mécaniques est inconnu et les éventuels acquéreurs devront s'assurer par eux-mêmes de la condition, de l'intégrité, de l'authenticité et autres points relatifs à la qualité des machines avant de porter leurs enchères.

1953 Vincent 998cc Series-C RapideFrame no. RC9788/C Rear frame no. RC9788/CEngine no. F10AB/1/7888 Crankcase mating no. VV75For further information on this lot please visit the Bonhams website•Delivered new to Germany•Matching numbers•Optional left-side kickstart leverThe 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. An older restoration, this matching-numbers Vincent Rapide was registered new in Germany and comes with its original German registration document (issued 1953). The machine was despatched from the Vincent factory in December 1951 to a dealership called RM Overseas in Düsseldorf, Germany. Interestingly, this Rapide has the optional left-hand side kickstart lever, which indicates it may have been fitted with a sidecar in the past (for Germany that would mean on the right side, so the standard kickstart could not be used). The factory records make no mention of sidecar fittings or a left-side kickstart, so it is probably an owner's modification. The Rapide left the factory with a 46-tooth rear sprocket, which was standard solo gearing. Accompanying documentation includes correspondence; magazine articles (in German); a BMS workshop manual; an original workshop manual; and a Harper Engines spare parts list.• Livrée neuve en Allemagne• Numéros concordants• Kick starter côté gauche optionnelAncienne restauration, cette Vincent Rapide à numéros concordants immatriculée neuve en Allemagne s'accompagne de son document d'immatriculation allemand (émis en 1953). La machine a été expédiée par l'usine Vincent en décembre 1951 à un revendeur du nom de RM Overseas à Düsseldorf en Allemagne. Détail intéressant, cette Rapide est équipée d'un kick starter côté gauche qui peut suggérer qu'elle a pu être attelée autrefois d'un side-car (c'est-à-dire à droite pour l'Allemagne, ce qui ne permettait pas le montage du kick standard). Les archives de l'usine ne mentionnant pas l'installation d'attaches de side-car, ni d'un kick à gauche, il s'agit probablement d'une modification due au propriétaire. La Rapide est sortie d'usine équipée d'un pignon arrière de 46 dents, normal pour une moto solo. La documentation jointe comprend de la correspondance, des articles de magazines (en allemand), un manuel d'atelier BMS, un manuel d'atelier original et un c... For further information on this lot please visit the Bonhams website

Ideal for BMW's 100th Anniversary celebrations in 2023 1924 BMW 493cc R32Frame no. 2555Engine no. 32588For further information on this lot please visit the Bonhams website•The first BMW motorcycle•One of 3,090 built•Original supplier's plateFollowing the collapse of its aero engine business after WWI, BMW turned to other areas of manufacture, motorcycles among them. BMW's first model, a two-stroke ultra-lightweight marketed as the Flink, was a failure but its next venture was more successful. BMW's General Director Franz Josef Popp had asked designer Martin Stolle to come up with a proprietary power unit and the result was the M2B15, a engine that would be supplied to other manufacturers, such as Victoria, as well as being used to power the BMW-made Helios. Victoria having switched to another supplier, BMW's Chief Designer Max Friz set about producing a motorcycle superior to the Helios and one that would be worthy of carrying the BMW name. Warming to the task of designing motorcycles, a mode of transport he hitherto had despised, Friz and his colleagues Rudolf Schleicher and Franz Bieber drew up the R32, the first really outstanding motorcycle design to emerge after WWI. Launched at the Paris Show in 1923 and the first motorcycle to be sold as a BMW, the R32 featured a 494cc, twin-cylinder, sidevalve engine having horizontally opposed cylinders, and this 'flat twin' layout would forever be associated with the marque. As used in the Helios and supplied to other manufacturers, BMW's M2B15 engine was a 'flat twin' also but one designed for installation fore-and-aft, a layout that made for a lengthy wheelbase and restricted the flow of cooling air to the rear cylinder. Turning the engine across the frame, as seen in the Granville Bradshaw-designed ABC, seemed like a much better arrangement. With the crankshaft now inline, the adoption of an integral gearbox and shaft drive was the logical choice. This new power unit went into a duplex loop frame equipped with leaf-sprung front fork. Weighing 270lb (123kg), the R32 had all of 8.5bhp on tap, which nevertheless was good for a top speed of around 60mph (97km/h).Setting a pattern that endures to this day, BMW's first motorcycle was relatively expensive but superbly engineered and constructed, while the quality of finish was of the highest order. It was an immediate success - some 1,500 leaving the Munich factory in 1924 - and the R32 would continue in production, updated with an internally expanding front brake, until 1926, by which time 3,090 had been built. An older restoration, this R32 was despatched new to Motorradsporthaus Augsburg (proprietor Josef Hauser), who sold it to one Wolfgang Stettner on 29th December 1924. It seems that Stettner was also a motorcycle dealer, but not an official BMW one. The machine comes with a history folder that contains magazine articles (in German); a selection of photographs (one in period); a reproduction parts list; and a BMW Club membership card issued in 1925. Notable features include a German registration plate ('Sb-9313', not necessarily its original); a Glashütten Mühle Tachometer; Bosch headlamp; Bosch horn; and an 'Inh. Jos. Hauser, Augsberg' supplier's plate. It should be noted that the VIN plate attached to the headstock is a replacement probably dating from the late 1920s or 1930s.2023 is the 100th anniversary of BMW motorcycle production, and this R32 represents an exciting opportunity to own an example of the German manufacturer's first ever production motorcycle in the marque's 100th anniversary year.• Première moto de BMW• Une des 3 090 machines produites• Plaque constructeur d'origineAncienne restauration, cette R32 a été expédiée à Motorradsporthaus Augsburg (appartenant à Josef Hauser) qui la revendit un certain Wolfgang Stettner le 29 décembre 1924. Il semble sur Stettner était aussi négociant en motocyclette... For further information on this lot please visit the Bonhams website

c.1925 Mars 956cc Type MA 20 'White Mars' (Weiße Mars)Frame no. 3614Engine no. 2814For further information on this lot please visit the Bonhams website•Legendary German motorcycle•An older restoration•Original supplier's plaqueMars was founded by Paul Reissmann in Nuremberg, Germany in 1873 and commenced production with a range of cast-iron stoves followed by sirens, grinding machines and bicycles. Motorcycle manufacture began in 1903 using proprietary engines supplied by Zedel and Fafnir, and Mars also made cars from 1906 to 1908. Introduced in 1920, the company's most famous model was the legendary 'White Mars' (Weiße Mars), designed by engineer Claus Franzenburg, which was powered by a 956cc horizontally opposed, twin-cylinder, sidevalve engine made exclusively for Mars by Maybach. Unusually, the 'White Mars' featured a box-section frame constructed of welded and riveted steel sheet rather than the almost universal steel tubing. Early examples employed a two-speed, twin-chain transmission while a conventional three-speed gearbox was standardised later and other colours offered. The Mars' high standard of workmanship and finish encouraged sales initially, only for the economic downturn of the mid-1920s forced production to cease for a few years.Towards the decade's end former employees Johann and Karl Müller restarted production of the Mars motorcycle (initially under the 'MA' brand name) and added new models powered by engines supplied by MAG, Sturmey-Archer, JAP and Villiers. Bicycles, mopeds and lightweight motorcycles formed the mainstay of production during the 1930s and the company continued this policy after WW2. Its most successful model of the post-war era was the Mars Stella, a low-slung lightweight powered by Sachs two-stroke engines of various capacities. After more than half a century in production, the Mars factory closed finally closed its gates in June 1958. Of all its many models, it is the 'White Mars' that is the most celebrated; there is an example in the Neue Sammlung international design museum in Munich, Germany, and in the 1980s the model even featured on a German stamp. Several copies have been produced in recent years. This genuine, original 'White Mars' carries an enamel plaque bearing the legend 'Johann & Karl Müller Motor-Fahrzeuge Nürnberg-Doos Sigmund Strasse 17', while there is another plaque on the front mudguard which reads '1928 Walhalla-Fahrt'. An older restoration that has mellowed, the machine is offered with photocopied technical literature, a selection of photographs, magazine articles, an original handbook, and a German Fahrzeugbrief in the name of Erich Frey (issued 1985). It should be noted that the Fahrzeugbrief records the frame number as '1631'. According to the Buhner family, Peter bought the Mars in 1985 from the second keeper, the first owner having owned it until 1979. • Moto allemande de légende• Ancienne restauration• Plaque de fournisseur originaleCette « White Mars » authentique et d'origine porte une plaque émaillée mentionnant « Johann & Karl Müller Motor-Fahrzeuge Nürnberg-Doos Sigmund Strasse 17 » et une autre plaque sur le garde-boue avant indique « 1928 Walhalla-Fahrt ». Anciennement restaurée et affichant une belle patine, la machine est offerte avec de la littérature technique en photocopies, une sélection de photos, des articles de magazine, un manuel d'utilisation d'origine et un Farhrzeugbrief allemand au nom d'Erich Frey (émis en 1985). On notera que le document allemand mentionne le numéro de cadre « 1631 ». Selon la famille Bühner, Peter a acheté la Mars en 1985 à son deuxième propriétaire, le premier l'ayant possédée jusqu'en 1979.It should be noted that these vehicles have either been on display in the museum or kept in store since Peter and Ulr... For further information on this lot please visit the Bonhams website

c.1927 Wanderer 748cc 5.4 PS Model HFrame no. 32965Engine no. 50013For further information on this lot please visit the Bonhams website•Rare sporting v-twin•An older restoration•Jaeger speedometer, Bosch headlamp and hornOldest of the four companies that merged in 1932 to form the 'Auto Union' (the others being Audi, DKW and Horch) Wanderer was an established motorcycle manufacturer when it built its first automobile in 1911. 'Wanderer' was the brand name of Winkelhofer & Jaenicke, a bicycle-making firm founded in Chemnitz, Saxony around 1885 and, like those of many of its contemporaries, its first motorised two-wheeler of 1902 was merely a power-assisted cycle. By 1913 the range had expanded considerably and was topped by a 408cc v-twin. Distinguished by their wedge-shaped fuel tanks, these early Wanderer twins were of an advanced specification for their day, boasting bottom-link forks, sprung frames, two-speed hub gears, automatic lubrication and an internal expanding rear drum brake. A 184cc four-stroke lightweight was added to the range after The Great War. This boasted overhead valves and unitary construction of the horizontal engine/gearbox, and Wanderer continued to build a range of similarly advanced designs until the end of the 1920s when motorcycle production ceased, although a range of ultra-lightweights was produced during the 1930s.Also new for 1924 was a 748cc V-twin with four-valve cylinder heads, a design obviously inspired by the single-cylinder Triumph Ricardo. However, Wanderer's v-twin was prone to overheating, leading them to introduce a 708cc version with two valves per cylinder (some sources state that the first (eight-valve) version was 708cc and the later four-valve version 748cc). Both of these hand-built models were expensive to produce; all the more so because Wanderer used their own threads for the fastenings. Survivors are both rare and highly desirable today. An older restoration, this sporting Wanderer v-twin comes fully equipped with a Jaeger 120km/h speedometer, Bosch headlamp and horn, and a sprung pillion seat. There are no documents with this Lot.• Rare V-twin sportive• Ancienne restauration• Compteur Jaeger, phare et avertisseur BoschAutre nouveauté pour 1927, le V-twin est doté de quatre soupapes par cylindre, une solution visiblement inspirée par le monocylindre Triumph Ricardo. Mais le V-twin de Wanderer étant sujet à la surchauffe, la marque introduit une version de 708 cm3 à deux soupapes par cylindre (certaines sources indiquent que la première version à huit soupapes était le 708 cm3 et la dernière à quatre soupapes le 748 cm3). Ces deux modèles fabriqués manuellement étaient coûteux à produire d'autant plus que Wanderer utilisait ses propres filetages pour ses assemblages. Les modèles survivants sont donc aussi rares que recherchés.Ancienne restauration, cette Wanderer sport Modèle H V-twin affiche un équipement complet avec un compteur de vitesse Jaeger 120 km/h, un phare et un avertisseur Bosch et une selle passager suspendue. Aucun document n'est joint à ce lot.It should be noted that these vehicles have either been on display in the museum or kept in store since Peter and Ulrike passed away. Their present mechanical condition is not known; accordingly, perspective bidders must satisfy themselves with regards to their condition, completeness, correctness, or otherwise prior to bidding.On notera que depuis le décès de Peter et d'Ulrike ces véhicules ont été maintenus en exposition dans le musée ou entreposés. L'état actuel réel des mécaniques est inconnu et les éventuels acquéreurs devront s'assurer par eux-mêmes de la condition, de l'intégrité, de l'authenticité et autres points relatifs à la qualité des machines avant de porter leurs enchères.

c.1929 Henderson 1,301cc KJ FourFrame no. 3006Engine no. KJ30451For further information on this lot please visit the Bonhams website•Iconic Vintage-era American four•Acquired in 1991•An older restorationFounded by Tom and William Henderson in Detroit in 1912, Henderson built nothing but four-cylinder motorcycles in its 19-year existence. In 1917 the firm passed into the control of Chicago-based cycle maker Ignaz Schwinn, owner of Excelsior. Schwinn shifted production from Detroit to the Excelsior factory in Chicago and soon abandoned the Hendersons' original design, which was replaced by one drawn up by Henderson engineer Arthur O Lemon. Introduced for 1920, the all-new Excelsior-built Henderson Model K boasted a 1,301cc sidevalve engine equipped with forced lubrication, a twin-downtube frame, strengthened front fork and enclosed rear chain. Modifications to the De Luxe (introduced for 1922) mainly concentrated on improvements to the gearbox. Top speed was a guaranteed 80mph and with the optional alloy pistons installed a De Luxe could touch 100mph, an astonishing performance for the time and one matched by few contemporary cars. Police forces across America snapped them up. Most importantly, its forced lubrication meant that the new Henderson could sustain these high speeds with a degree of reliability unattainable by its splash-lubricated predecessors. In competitions, standard Henderson Fours often had the beating of tuned v-twins, and numerous detail improvements were made throughout the 1920s to ensure that the Henderson remained 'the finest motorcycle in the world'. Nevertheless, by the decade's end it had become obvious something better was needed to stay ahead of the pack. The result was the 'KJ', designed by ex-Harley-Davidson engineer, Arthur Constantine. Introduced in April 1929, the KJ reverted to 'F-head' valve gear while incorporating a five bearing crankshaft (replacing the old three-bearing item) and increased cylinder finning among a host of other improvements. In addition, the handsome newcomer boasted sleek, up-to-the-minute styling, earning itself the sobriquet 'the Streamline Henderson'. Producing 40bhp at 4,000rpm (or 45 horsepower in KL form) the Streamline Henderson proved exceptionally smooth and tractable, being capable of accelerating from 10mph to over 100mph in top gear. Sales were encouraging but with the Depression biting, Ignaz Schwinn decided to quit while he was ahead, ending production of all Henderson and Excelsior motorcycles in 1931. Although it might be argued that production was ended prematurely, Henderson was at least spared the ignominy of going into decline, bowing out as 'the finest motorcycle in the world' with its reputation intact.An older restoration this Henderson Four was purchased at a UK auction in November 1991, at which time it was described as 'presented to a high standard'. Accompanying paperwork includes the auction catalogue page, magazine articles, parts list, instruction book, German customs clearance document, and a (part) old UK V5 registration document.• Moto à quatre cylindres emblématique américaine• Acquise en 1991• Ancienne restaurationAnciennement restaurée, cette Henderson quatre cylindres acquise dans une vente aux enchères au Royaume-Uni en novembre 1991 était décrite comme « présentée dans un excellent état ». La documentation jointe comprend la page du catalogue de cette vente, des articles de magazine, un manuel d'utilisation, le document de dédouanement allemand et une partie de l'ancien document d'immatriculation britannique V5.It should be noted that these vehicles have either been on display in the museum or kept in store since Peter and Ulrike passed away. Their present mechanical condition is not known; accordingly, perspective bidders must satisfy themselves with regards to their condition, comp... For further information on this lot please visit the Bonhams website

c.1935 Indian 77.21ci Model 402 Four Frame no. 35B10 & 4502Engine no. EA845For further information on this lot please visit the Bonhams website•Iconic American four•'The Duesenberg of Motorcycling'•An older restorationMarketed as the Indian Ace for 1928, the Springfield company's first four-cylinder motorcycle had resulted from its purchase of Ace rights and tooling from Detroit Motors the previous year. The Ace company, although bankrupted twice, had developed a fundamentally sound four-cylinder motorcycle based on William Henderson's original design, and this provided Indian with an opportunity to offer an in-line 'four' with minimal development costs. The Ace was William Henderson's second four-cylinder motorcycle. One of the most charismatic names in American motorcycling history, the Henderson company - founded by Tom and William Henderson in Detroit in 1912 - produced nothing but four-cylinder motorcycles in the course of its 19-year existence. The firm passed into the control of Chicago-based cycle maker Ignaz Schwinn, owner of Excelsior, in 1917 and the Hendersons soon moved on to found the Ace motorcycle company - later taken over by Indian - thereby having a hand in the design of all the major American-built fours. The first Ace four had been offered late in 1919 for the 1920 season and retained the F-head (inlet over exhaust) valve gear of the original Henderson. (Schwinn's Hendersons went 'flat head' for 1920). The 77.21ci (1,265cc) air-cooled inline engine employed splash lubrication and was built in unit with the three-speed, hand-change gearbox. A wheelbase of 59' and a seat height of 29' made for a stable and comfortable ride, while weight was kept down to a commendable 365lbs. By 1926 the reconstituted company was owned by Detroit motors, from which it was bought by Indian in January '27. Having acquired the Ace, Indian made few changes for the next couple of years before beginning to put its own characteristic stamp on the Four, beginning in 1929 with a restyle (Model 401) and following up with a new five-main-bearing crankshaft. Introduced on June 1st 1929 on the Model 402, the latter was the biggest single change made to the motor, which retained the Henderson Ace's basic architecture right up to 1936 when the so-called 'upside down' Model 436 Four was introduced. Production of the Indian Four, 'The Duesenberg of Motorcycling' and America's last four-cylinder motorcycle, ceased in 1942. An older restoration (the engine turns over), this Indian Four features a Dixio carburettor, Corbin speedometer, and a Stuttgart Carmen-Wertag plaque attached to the steering damper. Accompanying paperwork includes photocopied technical literature, a magazine article, and a parts catalogue (modern).• Moto à quatre cylindres emblématique américaine• « La Duesenberg des Motos »• Ancienne restaurationCette Indian « Four » anciennement restaurée est dotée d'un carburateur Dixio, d'un compteur Corbin et d'une plaque Stuttgart Carmen-Wertag fixée sur le frein de direction. La documentation jointe comprend des textes techniques en photocopies, un article de magazine et un catalogue de pièces de rechange (moderne).It should be noted that these vehicles have either been on display in the museum or kept in store since Peter and Ulrike passed away. Their present mechanical condition is not known; accordingly, perspective bidders must satisfy themselves with regards to their condition, completeness, correctness, or otherwise prior to bidding.On notera que depuis le décès de Peter et d'Ulrike ces véhicules ont été maintenus en exposition dans le musée ou entreposés. L'état actuel réel des mécaniques est inconnu et les éventuels acquéreurs devront s'assurer par eux-mêmes de la condition, de l'intégrité, de l'authenticité et autres points relatifs à la qualité des machines avant de porter leurs enchères.

c.1919 Douglas 2¾hp Frame no. 42067Engine no. 40813For further information on this lot please visit the Bonhams website•An older restoration•Interesting complement of accessories•Useful fileThe Bristol-based Douglas Foundry took up motorcycle production in 1907 with a machine powered by a horizontally-opposed, twin-cylinder engine, and the company would keep faith with this layout until it ceased motorcycle production in 1957. Fore-and-aft installation made for a slim machine with a low centre of gravity, and the design's virtues were soon demonstrated in competition, 2¾hp Douglas machines taking 1st, 2nd and 4th places in the 1912 Junior TT in the Isle of Man. Douglas were quick to realise the advantages of the countershaft gearbox, its three-speed entries gaining the Team Prize in the 1914 Six Days Trial, a conspicuous success that resulted in the firm obtaining a wartime contract for the supply of military machines. Douglas' success continued after The Great War. In its publicity announcing the 1924 models the company claimed that 'well over 75,000 Douglas 2¾hp machines are giving satisfaction every day to their owners.' No need was seen for major changes.An older restoration, this early Douglas features a Centrolite projector headlight, Cowes motor horn, Miller rear light, and leather pannier bags. Accompanying paperwork includes a selection of photographs; a quantity of photocopied literature; a reproduction 1916 handbook; 1923 catalogue; parts list (1912 onwards); and an original 1914 Douglas specifications and prices book.Anciennement restaurée, cette Douglas des débuts de la marque possède son phare projecteur Centrolite, son avertisseur électrique Cowes, son feu arrière Miller et ses sacoches en cuir. Le dossier qui l'accompagne comprend une sélection de photos, des photocopies de textes techniques, un manuel d'utilisation de 1916 (reproduction) ; un catalogue de 1923, une liste de pièces (à partir de 1912) et un livret d'origine de 1914 donnant les caractéristiques et les prix des Douglas.It should be noted that these vehicles have either been on display in the museum or kept in store since Peter and Ulrike passed away. Their present mechanical condition is not known; accordingly, perspective bidders must satisfy themselves with regards to their condition, completeness, correctness, or otherwise prior to bidding.On notera que depuis le décès de Peter et d'Ulrike ces véhicules ont été maintenus en exposition dans le musée ou entreposés. L'état actuel réel des mécaniques est inconnu et les éventuels acquéreurs devront s'assurer par eux-mêmes de la condition, de l'intégrité, de l'authenticité et autres points relatifs à la qualité des machines avant de porter leurs enchères.

c.1933 Stock 298ccFrame no. 15167Engine no. 325For further information on this lot please visit the Bonhams website'The first Stock, a 119cc two-stroke, was made under Evans licence. Entirely new Heuss-designed 173cc, 198cc, 246cc and 298cc models appeared in 1929. Of advanced design with own unit-design three-port two-stroke engines, shaft drive to the rear wheel and double loop frames.' – Tragatsch.Stock motorcycles were manufactured by Stock Motorpflug AG, commencing in 1924 at a factory in Berlin-Niederschöneweide. Already a producer of farm machinery, Stock formed part of the business empire belonging to Richard Kahn. Stock's first designs were lightweights based on models produced by the recently defunct Evans Motor Cycle Company in the USA, and this 119cc machine would continue in production until 1928. Designed by engineer Josef Heuss, an entirely new model was launched that year: the Stock Kardan (shaft) which, as its name suggests, featured shaft drive. Production shifted to another of Kahn's plants soon afterwards; of Jewish descent, Kahn left Stock in 1931 and his erstwhile company folded in 1933 having produced around 30,000 motorcycles. This rare machine from a little-known German make has a over three-speed hand-change gearbox and currently displays a total of 19,710 kilometres on the odometer. There are no documents with this Lot.Cette rare machine provenant d'une marque allemande peu connue est dotée d'une boîte de vitesses à commande manuelle à trois rapports. Elle affiche actuellement 19 710 km au total. Auucn document n'accompagne ce lot.It should be noted that these vehicles have either been on display in the museum or kept in store since Peter and Ulrike passed away. Their present mechanical condition is not known; accordingly, perspective bidders must satisfy themselves with regards to their condition, completeness, correctness, or otherwise prior to bidding.On notera que depuis le décès de Peter et d'Ulrike ces véhicules ont été maintenus en exposition dans le musée ou entreposés. L'état actuel réel des mécaniques est inconnu et les éventuels acquéreurs devront s'assurer par eux-mêmes de la condition, de l'intégrité, de l'authenticité et autres points relatifs à la qualité des machines avant de porter leurs enchères.

c.1923 Nimbus 746cc Four Frame no. 319Engine no. N686For further information on this lot please visit the Bonhams website•Purchased in 1998•An older restoration•German registration plateThe result of diversification by the Danish vacuum cleaner manufacturer, Fisker & Nnielsen, the Nimbus motorcycle first appeared in 1919. Unusually, only inline four-cylinder models were built. These were of advanced design, using shaft final drive and pressed steel frames right from the start of production, and pioneered the use of the telescopic front fork in the mid-1930s. The early models featured a distinctive tubular spine frame that doubled as the fuel tank, soon gaining the nickname 'stovepipe'. Motorcycle production was suspended in 1928 to enable the company to concentrate on producing its Nilfisk vacuum cleaners, and when the new Nimbus appeared in 1934 it was with a power unit that showed strong motor-industry influence, being constructed along car lines with integral crankcase/cylinder block in cast iron and a detachable alloy sump. The cast-iron cylinder head was topped by an alloy housing for the single overhead camshaft, which was driven by shaft-and-bevel gears. A single-plate clutch transmitted power to the three-speed gearbox. Foot change for the gearbox, a beefier front fork and larger brakes had been added by the end of the 1930s, but from then on the Nimbus changed little until series production was ended in 1954, once again to free up resources for the vacuum cleaner business. An additional few machines were assembled from spares between 1954 and 1959 but none have been made since then. Production was always on a limited scale but such is the quality of the Nimbus that many remain in service today. An older restoration, this 'stovepipe' Nimbus was purchased at Brooks' Stafford sale in October 1998 (Lot 354) having been offered from a significant continental private collection. At that time the machine was described as 'restored to a high standard many years ago' and presented in 'nicely mellowed' condition. Re-commissioning was advised following a lengthy period of inactivity. Notable features include a German registration plate ('IP-45842') and a Hella acetylene headlamp. Accompanying documentation includes the auction catalogue page, magazine articles, a selection of photographs, some transfers, some photocopied literature, and a reproduction workshop manual and parts lists.• Acquise en 1998• Ancienne restauration• Plaque d'immatriculation allemandeAncienne restauration, cette Nimbus a été acquise à la ventre Brooks de Stafford en octobre 1998 (Lot 354) en provenance d'une belle collection privée européenne. À l'époque, la machine a été décrite comme « restaurée à un niveau de qualité élevé il y a quelques années » et présentée avec une belle patine. Une révision s'impose après une longue période d'inactivité. Ses particularités comprennent une plaque d'immatriculation allemande (« IP-45842 ») et un phare à acétylène Hella. La documentation jointe comporte la page du catalogue de la vente, des articles de magazine, une sélection de photos, quelques décalques, de la littérature en photocopie, un manuel d'atelier et une liste de pièces de rechange en copie.It should be noted that these vehicles have either been on display in the museum or kept in store since Peter and Ulrike passed away. Their present mechanical condition is not known; accordingly, perspective bidders must satisfy themselves with regards to their condition, completeness, correctness, or otherwise prior to bidding.On notera que depuis le décès de Peter et d'Ulrike ces véhicules ont été maintenus en exposition dans le musée ou entreposés. L'état actuel r... For further information on this lot please visit the Bonhams website

c.1910 FN 247cc SingleFrame no. 31445Engine no. 1470For further information on this lot please visit the Bonhams website•An older restoration•Acquired in 1985•Formerly resident in FranceLike BSA, La Fabrique Nationale d'Armes de Guerre ('FN' for short) began as a munitions manufacturer, turning to the production of motorcycles around 1900. Best known for its sensational four-cylinder models, the first of which appeared in 1905, the Belgian company demonstrated the same innovative spirit in the design of its singles, being among the first to adopt unitary construction of engine and gearbox, permitting the use of geared primary drive. FN produced both chain- and shaft-driven bicycles and soon applied the latter transmission system to its motorcycles. In 1900 the firm's first powered two-wheeler was produced by mounting a clip-on engine in a bicycle frame, and in December the following year the first production model arrived, powered by a 133cc single-cylinder engine. FN's single-cylinder models evolved gradually, growing in size firstly to 188cc before arriving at 285cc in 1913, by which the atmospheric inlet valve had given way to a mechanically operated one. Variable-pulley transmission had been introduced on the belt-driven singles in 1907 but would be superseded by shaft drive in 1910, its introduction coinciding with that of the two-speed gearbox. A beautifully detailed older restoration, this FN single was acquired 1985, as indicated by French export documents on file. Notable features include a WB headlamp and 'A Godifron, Pepinster' supplier's plaque. The machine also comes with a quantity of photocopied literature and a selection of photographs including some showing it undergoing restoration.• Ancienne restauration• Acquise en 1985• En provenance de FranceAnciennement restaurée jusqu'aux moindres détails, cette FN a été acquise en 1985 comme le précisent les documents d'exportation français qui figurent au dossier. On notera la présence d'un phare WB et d'une plaquette du fournisseur « A. Gpdifron, Pepinster ». Cette machine est accompagnée d'une documentation photocopiée et d'une sélection de photos dont une partie illustre les travaux de restauration.It should be noted that these vehicles have either been on display in the museum or kept in store since Peter and Ulrike passed away. Their present mechanical condition is not known; accordingly, perspective bidders must satisfy themselves with regards to their condition, completeness, correctness, or otherwise prior to bidding.On notera que depuis le décès de Peter et d'Ulrike ces véhicules ont été maintenus en exposition dans le musée ou entreposés. L'état actuel réel des mécaniques est inconnu et les éventuels acquéreurs devront s'assurer par eux-mêmes de la condition, de l'intégrité, de l'authenticité et autres points relatifs à la qualité des machines avant de porter leurs enchères.

c.1910 FN 285cc SingleFrame no. 32995Engine no. 1837For further information on this lot please visit the Bonhams website•An older restoration•Two-speed gearbox•Pioneer CertificateLike BSA, La Fabrique Nationale d'Armes de Guerre ('FN' for short) began as a munitions manufacturer, turning to the production of motorcycles around 1900. Best known for its sensational four-cylinder models, the first of which appeared in 1905, the Belgian company demonstrated the same innovative spirit in the design of its singles, being among the first to adopt unitary construction of engine and gearbox, permitting the use of geared primary drive. FN produced both chain- and shaft-driven bicycles and soon applied the latter transmission system to its motorcycles. In 1900 the firm's first powered two-wheeler was produced by mounting a clip-on engine in a bicycle frame, and in December the following year the first production model arrived, powered by a 133cc single-cylinder engine. FN's single-cylinder models evolved gradually, growing in size firstly to 188cc before arriving at 285cc in 1913, by which the atmospheric inlet valve had given way to a mechanically operated one. Variable-pulley transmission had been introduced on the belt-driven singles in 1907 but would be superseded by shaft drive in 1910, its introduction coinciding with that of the two-speed gearbox. An older restoration purchased at a UK auction (date unknown), this rare FN single features a two-speed gearbox, pedal-assisted starting by chain, a Lucas acetylene headlamp, and leather tank bags. The machine is offered with the auction catalogue page; a quantity of photocopied literature; a Pioneer Certificate (issued 1982); and an old UK V5 registration document and green logbook (registration 'DS 9455').• Ancienne restauration• Boîte à deux vitesses• Certificat PIoneerAncienne restauration acquise lors d'une vente aux enchères au Royaume-Uni (date inconnue), cette rare FN se caractérise par une boîte de vitesses à deux rapports, un système de démarrage à chaîne assisté par pédalage, un phare à acétylène Lucas et des sacoches de réservoir en cuir. La machine est offerte avec la page du catalogue de la vente, un dossier de littérature en photocopie, un certificat Pioneer (émis en 1982), un ancien document V5 émis au Royaume-Uni et un log book (vert) mentionnant le numéro d'immatriculation « DS 9455 ».It should be noted that these vehicles have either been on display in the museum or kept in store since Peter and Ulrike passed away. Their present mechanical condition is not known; accordingly, perspective bidders must satisfy themselves with regards to their condition, completeness, correctness, or otherwise prior to bidding.On notera que depuis le décès de Peter et d'Ulrike ces véhicules ont été maintenus en exposition dans le musée ou entreposés. L'état actuel réel des mécaniques est inconnu et les éventuels acquéreurs devront s'assurer par eux-mêmes de la condition, de l'intégrité, de l'authenticité et autres points relatifs à la qualité des machines avant de porter leurs enchères.

c.1914 Zenith-JAP 5hp Gradua Motorcycle CombinationFrame no. 3829Engine no. 52005For further information on this lot please visit the Bonhams website•Purchased in 1998•Past award-winner at the VMCC's Banbury and Graham Walker Runs•Pioneer CertificateOne of most evocative names in the history of motorcycling, Zenith is perhaps best remembered for its thundering JAP-engined v-twins that dominated Brooklands racing in the 1920s and on two occasions held the World Speed Record. The marque first came to prominence in the first decade of the 20th Century, when its machines adopted designer Fred Barnes' patented Gradua variable gearing system, which altered the gear ratio, within fixed limits, while maintaining constant drive belt tension. First introduced in 1908, the system proved so successful that several organisers banned Zenith machines from hill climbs, a state of affairs that resulted in the marque adopting its famous 'Barred' trademark. Zenith's first v-twin appeared in 1910 featuring a 500cc JAP engine and 'coffee grinder' handle operating the Gradua gear. A variety of proprietary engines was used during the 1920s and '30s before the outbreak of WW2 brought Zenith production to a halt, though a small number of v-twins was assembled after the war. Powered by a 654cc JAP v-twin engine, this example is believed to be the only surviving Zenith Gradua with the countershaft gearbox mounted ahead of the engine, a feature introduced for the 1914 season. The current vendor purchased the Zenith at a UK auction in June 1998, at which time it was said to have been acquired in derelict condition and totally restored in the 1970s by the then owner. 'Kept in superlative condition ever since', it won the VMCC Banbury Run Premier Award six times in succession between 1975 and 1980, and took the Graham Walker Memorial Run Premier Award during the same period. The 1998 catalogue description continues: 'Attention to detail in the presentation of this machine is remarkable, with correct numbers throughout for all components. Amongst the beguiling detailing, there is a correct toolbox, a full carbide lighting set, and the correct Zenith Barred transfer on the rear mudguard. Typical of the care with which this Zenith is presented is provision of correct period sparking plugs for use in static displays. With more modern plugs the Zenith has a good reserve of power, the vendor recalling that on the Banbury Run it was always capable of climbing the notorious Sunrising Hill under its own steam, carrying the rider, with his wife in the single-seater sidecar, when so many machines had to be helped up the acclivity.' An exceptionally fine example of a Veteran-era Zenith is offered with the auction catalogue page; Pioneer Certificate No. 777; starting instructions; a substantial quantity of photocopied technical and historical literature; and an old-style UK green logbook (issued 1974) and UK V5 registration document. It should be noted that the date of first registration is recorded as 1920, this coinciding with the introduction of the Roads Act of 1920, which required local councils to register all vehicles at the time of licensing and to allocate a separate number to each. (Many vehicles, although in existence for several years in some cases, were only registered for the first time after the Act's passing).• Acquise en 1998• Récompensée aux Banbury et Graham Walker Runs du VMCC• Certificat PioneerÉquipée d'un moteur JAP V-twin de 654 cm3, cet exemplaire pourrait être la seule Zenith Gradua survivante dotée de la boîte de vitesses à arbre intermédiaire montée en avant du moteur, une caractéristiques introduite pour l'année 1914. Le vendeur actuel a acheté la Zenith dans une vente aux enchères britannique en juin 1998, date à laquelle il a été dit qu'elle avait été acquise à l'éta... For further information on this lot please visit the Bonhams website

1912 BAT 964cc Model 3 V-twin Motorcycle CombinationFrame no. None VisibleEngine no. 16805For further information on this lot please visit the Bonhams website•'The Pullman Car' of motorcycling •Purchased circa 1992•Pioneer Certificate'By 1908 BAT was known for its comfort and speed, while it met with success at Brooklands where its build suited the track.' – Bacon & Hallworth, The British Motorcycle Directory.Having had his proposals for improvements in motorcycle design rejected by established makers, Samuel Batson set up business in Penge, South East London to build machines incorporating his ideas. That was in 1902, and one of Batson's first products, ridden by F W Chase, soon set a number of records, giving rise to the company's 'Best After Test' slogan, adopted in 1903. Chase's machine was De Dion-powered but BAT soon switched to MMC and later Minerva. A forecar was introduced in 1904. The company was bought by E H Tessier in 1905 and the following year switched to using engines from JAP, Stevens, and Soncin. Single-cylinder and v-twin models were offered, and BAT would come to use JAP power units exclusively after a few years. The Martinsyde company was acquired in 1923 and the firm traded as BAT-Martinsyde until it ceased production in 1925. In 1912 this BAT combination cost £72 10s plus £15 15s for the Phoenix wicker sidecar, and was advertised as 'The Pullman Car' of motorcycling. The machine features a JAP engine; a two-speed counter-shaft gearbox with clutch; and chain final drive. Other notable features include a Middlemore & Lamplugh 10-12 stone saddle, a foot whistle, and a Bosch magneto. Purchased at a UK auction circa 1992 (catalogue page on file), the machine is offered with an old UK V5 registration document; Sunbeam MCC Pioneer Certificate (issued 1982); a magazine article (in French); a selection of photographs; and some photocopied technical literature. (The dating certificate lists the frame number as '144', as does the V5.)• Le « Pullman » de la moto• Acquise vers 1992• Certificat PioneerAcquise dans une vente aux enchères au Royaume-Uni vers 1992 (page du catalogue au dossier), la machine est proposée avec un ancien document d'immatriculation britannique V5, le certificat Sunbeam MCC Pioneer (émis en 1982), un article de magazine (en français), une sélection de photos et de la littérature technique en photocopies. Le certificat de datation mentionne « 144 » comme numéro de cadre, comme le V5, mais il n'a pas été possible de trouver le numéro du cadre au moment de la rédaction de ce catalogue.It should be noted that these vehicles have either been on display in the museum or kept in store since Peter and Ulrike passed away. Their present mechanical condition is not known; accordingly, perspective bidders must satisfy themselves with regards to their condition, completeness, correctness, or otherwise prior to bidding.On notera que depuis le décès de Peter et d'Ulrike ces véhicules ont été maintenus en exposition dans le musée ou entreposés. L'état actuel réel des mécaniques est inconnu et les éventuels acquéreurs devront s'assurer par eux-mêmes de la condition, de l'intégrité, de l'authenticité et autres points relatifs à la qualité des machines avant de porter leurs enchères.

c.1920 Triumph (TWN) 298cc KnirpsFrame no. 2454Engine no. 1584For further information on this lot please visit the Bonhams websiteFounded by two expatriate Germans – Siegfried Bettman and Maurice Schultz – in Coventry in 1897, Triumph began making motorcycles in 1903 and opened a second factory in Nürnberg, Germany. In 1929 the two companies split, the German one becoming Triumph Werke Nürnberg, or 'TWN' in the UK. Prior to the break up the German Triumphs had been powered by essentially the same types of four-stroke engine as their British counterparts. Swiss MAG four-stroke engines were then used for a number of models, but from 1931 onwards, under chief designer Otto Reitz, TWN would turn increasingly to the two-stroke engine, in particular the so-called 'split single', some versions of which used rotary inlet valves. An older restoration, this German Triumph two-stroke has a three-speed gearbox and a Nirona acetylene lighting set, and has a Triumph-Werke Nuremberg AG brass plaque fixed to the top frame rail. Accompanying paperwork includes a selection of photographs; an original parts list; a magazine article (in German); and a hand-written letter (in German) dated 1986.Ancienne restauration, cette Triumph à moteur deux temps de fabrication allemande possède une boîte à trois rapports et un éclairage à acétylène Nitrona. La plaque en laiton de Triumph Werke Nürnberg (TWN) est fixée sur le tube supérieur. Les documents joints comprennent une sélection de photosn une liste de pièces originale, un article de magazine (en allemand) et une lettre manuscrite (en allemand) datée de1986.It should be noted that these vehicles have either been on display in the museum or kept in store since Peter and Ulrike passed away. Their present mechanical condition is not known; accordingly, perspective bidders must satisfy themselves with regards to their condition, completeness, correctness, or otherwise prior to bidding.On notera que depuis le décès de Peter et d'Ulrike ces véhicules ont été maintenus en exposition dans le musée ou entreposés. L'état actuel réel des mécaniques est inconnu et les éventuels acquéreurs devront s'assurer par eux-mêmes de la condition, de l'intégrité, de l'authenticité et autres points relatifs à la qualité des machines avant de porter leurs enchères.

c.1928 Wanderer 196cc Type GFrame no. 187909Engine no. 55905For further information on this lot please visit the Bonhams websiteOldest of the four companies that merged in 1932 to form the 'Auto Union' (the others being Audi, DKW and Horch) Wanderer was an established motorcycle manufacturer when it built its first automobile in 1911. 'Wanderer' was the brand name of Winkelhofer & Jaenicke, a bicycle-making firm founded in Chemnitz, Saxony around 1885 and, like those of many of its contemporaries, its first motorised two-wheeler of 1902 was merely a power-assisted cycle. By 1913 the range had expanded considerably and was topped by a 408cc v-twin. Distinguished by their wedge-shaped fuel tanks, these early Wanderer twins were of an advanced specification for their day, boasting bottom-link forks, sprung frames, two-speed hub gears, automatic lubrication and an internal expanding rear drum brake. A 184cc four-stroke lightweight was added to the range after The Great War. This boasted overhead valves and unitary construction of the horizontal engine/gearbox, and Wanderer continued to build a range of similarly advanced designs until the end of the 1920s when motorcycle production ceased, although a range of ultra-lightweights was produced during the 1930s.An older restoration, this lovely example of Wanderer's 1.5 PS horizontal single boasts a two-speed gearbox and a Weidner, Stegler Co headlamp. Accompanying paperwork includes brochures; a magazine article; an original parts list and instruction manual (in German); and a purchase receipt (undated).Ancienne restauration, ce bel exemplaire de Wanderer à moteur monocylindre horizontal 1 ½ HP bénéficie d'une boîte à deux rapports et d'un phare Weidner, Stegler Co.. Le dossier comprend des catalogues, un article de magazine, une liste de pièces de rechange d'origine et un manuel d'utilisation (en allemand) ainsi qu'un reçu de l'achat (sans date).It should be noted that these vehicles have either been on display in the museum or kept in store since Peter and Ulrike passed away. Their present mechanical condition is not known; accordingly, perspective bidders must satisfy themselves with regards to their condition, completeness, correctness, or otherwise prior to bidding.On notera que depuis le décès de Peter et d'Ulrike ces véhicules ont été maintenus en exposition dans le musée ou entreposés. L'état actuel réel des mécaniques est inconnu et les éventuels acquéreurs devront s'assurer par eux-mêmes de la condition, de l'intégrité, de l'authenticité et autres points relatifs à la qualité des machines avant de porter leurs enchères.

c.1921 Wanderer 4.5PS 616cc V-TwinFrame no. 45002Engine no. 29706For further information on this lot please visit the Bonhams website•Purchased in 1994•An older restoration•Electric headlight and hornOldest of the four companies that merged in 1932 to form the 'Auto Union' (the others being Audi, DKW and Horch) Wanderer was an established motorcycle manufacturer when it built its first automobile in 1911. 'Wanderer' was the brand name of Winkelhofer & Jaenicke, a bicycle-making firm founded in Chemnitz, Saxony around 1885 and, like those of many of its contemporaries, its first motorised two-wheeler of 1902 was merely a power-assisted cycle. By 1913 the range had expanded considerably and was topped by a 408cc v-twin. Distinguished by their wedge-shaped fuel tanks, these early Wanderer twins were of an advanced specification for their day, boasting bottom-link forks, sprung frames, two-speed hub gears, automatic lubrication and an internal expanding rear drum brake. A 184cc four-stroke lightweight was added to the range after The Great War; this boasted overhead valves and unitary construction of the horizontal engine/gearbox. Wanderer continued to build a range of similarly advanced designs until the end of the 1920s when motorcycle production ceased, although a range of ultra-lightweights was produced during the 1930s.This restored 4.5 PS three-speed model was purchased in 1994. The related receipt is on file and the machine also comes with a quantity of photocopied technical literature and a selection of photographs, some showing it undergoing restoration. Notable features include a Glashütten Mühle Tachometer and a Fritz Neumayer Fenag Type ML1 generator, driven by belt from the rear wheel and powering the electric headlamp and horn.• Acquise en 1994• Ancienne restauration• Phare et avertisseur électriquesCe modèle 4, 5 PS à trois vitesses restauré a été acquis en 1994. La facture figure au dossier et la machine est accompagnée d'un ensemble de documents techniques et d'une sélection de photos dont certaines montrent les travaux de restauration. Les équipements les plus notables comprennent un compteur Glashütten Mühle et une dynamo Fritz Neumayer Fenag Type MLI entraînée par courroie depuis la roue arrière qui alimente un phare électrique et un avertisseur.It should be noted that these vehicles have either been on display in the museum or kept in store since Peter and Ulrike passed away. Their present mechanical condition is not known; accordingly, perspective bidders must satisfy themselves with regards to their condition, completeness, correctness, or otherwise prior to bidding.On notera que depuis le décès de Peter et d'Ulrike ces véhicules ont été maintenus en exposition dans le musée ou entreposés. L'état actuel réel des mécaniques est inconnu et les éventuels acquéreurs devront s'assurer par eux-mêmes de la condition, de l'intégrité, de l'authenticité et autres points relatifs à la qualité des machines avant de porter leurs enchères.

1919 Wanderer 325cc 2½hpFrame no. 51282Engine no. 30741For further information on this lot please visit the Bonhams website•Technologically advanced design for its day•An older restoration•Original spare parts listOldest of the four companies that merged in 1932 to form the 'Auto Union' (the others being Audi, DKW and Horch) Wanderer was an established motorcycle manufacturer when it built its first automobile in 1911. 'Wanderer' was the brand name of Winkelhofer & Jaenicke, a bicycle-making firm founded in Chemnitz, Saxony around 1885 and, like those of many of its contemporaries, its first motorised two-wheeler of 1902 was merely a power-assisted cycle. By 1913 the range had expanded considerably and was topped by a 408cc v-twin. Distinguished by their wedge-shaped fuel tanks, these early Wanderer twins were of an advanced specification for their day, boasting bottom-link forks, sprung frames, two-speed hub gears, automatic lubrication and an internal expanding rear drum brake. A 184cc four-stroke lightweight was added to the range after The Great War. This boasted overhead valves and unitary construction of the horizontal engine/gearbox, and Wanderer continued to build a range of similarly advanced designs until the end of the 1920s when motorcycle production ceased, although a range of ultra-lightweights was produced during the 1930s.An older restoration, this single-cylinder Wanderer photographs of it in newly restored condition. Other documentation on file includes correspondence (in German); a magazine article (in German); an original parts list; photocopied technical information; and an old German Fahrzeugbrief (issued 1985).• Technique d'avant-garde en son temps• Ancienne restauration• Liste des pièces de rechange d'origineAncienne restauration, cette monocylindre Wanderer s'accompagne dephotos de cette machine récemment restaurée. Les autres documents du dossier comprennent une correspondance (en allemand), un article de magazine (en allemand), une liste de pièces de rechange d'origine, des données techniques en photocopie et un ancien Fahrzeugbrief allemand de 1985.It should be noted that these vehicles have either been on display in the museum or kept in store since Peter and Ulrike passed away. Their present mechanical condition is not known; accordingly, perspective bidders must satisfy themselves with regards to their condition, completeness, correctness, or otherwise prior to bidding.On notera que depuis le décès de Peter et d'Ulrike ces véhicules ont été maintenus en exposition dans le musée ou entreposés. L'état actuel réel des mécaniques est inconnu et les éventuels acquéreurs devront s'assurer par eux-mêmes de la condition, de l'intégrité, de l'authenticité et autres points relatifs à la qualité des machines avant de porter leurs enchères.

1935 Morgan Super Sports Threewheeler Chassis no. D 1298 Engine no. MX 4737For further information on this lot please visit the Bonhams website•Desirable Super Sports model•High-performance Matchless engine•Purchased in 1991•Much loved and enthusiastically campaignedIts superior power-to-weight ratio enabled H F S Morgan's humble, three-wheeled cyclecar to outperform many a larger engined four-wheeler, and its maker was not slow to capitalise on his creation's competition potential. A Gold Medal in the 1911 London-Exeter-London Reliability Trial with Morgan himself driving was followed by victory in the inaugural cyclecar race at Brooklands the following year, Harry Martin taking the chequered flag three minutes ahead of the field. Racetrack successes led directly to road-going spin-off in the form of the Grand Prix model, introduced for 1914. The first Aero sports model, inspired by the Grand Prix, followed immediately after WWI. Subsequent technological developments included the fitting of front brakes, operated by hand lever, from 1924 and the adoption of a new chassis - the M-type - on the new Super Sports model in 1928. This new chassis was some 2½' lower than its predecessor and undoubtedly helped Morgans trounce the opposition at the New Cyclecar Club's meeting at Brooklands later that year. In 1931 a conventional three-speeds-plus-reverse gearbox was introduced and the model name abbreviated to simply 'Super Sports', the old two-speed transmission disappearing soon after. Morgan used a variety of proprietary engines over the years, though its favoured supplier was usually J A Prestwich (JAP) of Tottenham, North London, although from the mid-1930s onwards Morgan three-wheelers, like George Brough's superlative motorcycles, were fitted with Matchless v-twin engines in preference to those from JAP. A favourite of Ulrike Bühner, this Morgan was purchased at the RAF Museum, Hendon auction in December 1991. When first purchased the car was so much loved that it even took centre stage in the dining room, the dining table being disassembled to accommodate it! Ulrike used the car on many occasions, including local events, even in the rain.The car is offered with the 1991 purchase invoice; customs documents; an old-style UK buff logbook (issued 1947); an old UK V5 registration document; three 'Oldtimer' events programmes; and numerous other documents and correspondence.Morgan Super Sports à trois roues - 1935Cadre n° D 1298Moteur n° MX 4737•Séduisant modèle Super Sport•Moteur Matchless à hautes performances•Achetée en 1991•Adorée de sa propriétaire ; engagée en course avec passionLe rapport poids-puissance particulièrement favorable des modestes cycle cars à trois roues de HFS Morgan leur permettait de battre des voitures à quatre roues bien plus motorisées, et leur constructeur ne tarda pas à capitaliser sur le potentiel sportif de ses engins. Une médaille d'or décrochée lors de la course de régularité Londres-Exeter-Londres de 1911, avec Morgan lui-même pour pilote, fut suivie de la victoire lors de la première course de cycle cars tenue l'année suivante à Brooklands, où Harry Martin passa le drapeau à damiers avec plus de trois minutes d'avance sur ses concurrents. Les succès sur piste conduisirent directement à dériver une version de tourisme, la Grand Prix, qui fut lancée en 1914. Et le première Aero Sport, inspirée de la Grand Prix, suivit juste après la Première Guerre mondiale. Les développements techniques suivants portèrent sur l'adoption de freins avant actionnés à la main par un levier, en 1924, et par l'adoption d'une nouveau châssis, le type M, sur la nouvelle Super Sport, en 1928. Ce châssis, abaissé de plus de six centimètre... For further information on this lot please visit the Bonhams website

1911 Adler Type K 7/17 PS Phaeton Chassis no. 3653B Engine no. 3532For further information on this lot please visit the Bonhams website•Formerly owned by a son of Adler's founder•In the previous ownership from 1986•Purchased privately in 2002Heinrich Kleyer's Frankfurt-based Adler started out in the 19th Century as a bicycle importer and manufacturer, turning later to the production of motorcycles, cars and the typewriters with which its name is most commonly associated today. A highly respected firm in its native Germany, Adler was already manufacturing automobile components, supplying both Carl Benz and Gottlieb Daimler, when it introduced its first car - a Renault-influenced, De Dion-powered voiturette - in 1900. Shaft drive was an advanced feature, which would be used on all subsequent Adler motor cars, while tiller gave way to wheel steering in 1901. The following year the company began making its own single- and twin-cylinder engines, though by 1910 the range was powered exclusively by fours. By this time designer Edmund Rumpler had departed, but not before he had bequeathed Adler the first German car to feature and in-unit engine and gearbox. Some of Adler's fours were huge - as big as 7.4 litres - one of which was purchased by Kaiser Wilhelm II. Sixes and a straight eight were added to the range in the 1920s and then in 1932 the firm introduced the revolutionary front-wheel drive Trumpf for which it is best remembered. Built from 1910 to 1912, the Type K 7/17 PS model was powered by a 1,788cc inline four endowing it with a top speed of around 60km/h.Purchased privately by Peter Bühner in September 2002, this imposing Adler was in the possession of the previous owner in Frankfurt from 1986. Prior to that the car was the property of Otto Kleyer, a son of Adlerwerke's founder, Heinrich Kleyer. Beautifully finished in dark blue with black mudguards, black leather interior and tan soft-top, the car is offered with assorted correspondence; an original sales brochure from 1910; copy documentation; the German registration document; and an old Fahrzeugpass from the Allgemeiner Schnauferl-Club e.V.Adler Type K 7/17 PS Phaeton - 1911Châssis n° 3653BMoteur n° 3532•Autrefois propriété d'un fils du fondateur d'Adler•Propriété de son précédent détenteur depuis 1986•Achetée en vente privée en 2002Adler, la firme francfortoise de Heinrich Kleyer, a démarré au XIXème siècle comme importatrice et fabricante de bicyclettes, avant de se tourner vers la production de motos, de voitures et de machines à écrire, auxquelles son nom est de nos jours le plus souvent associé. Très respectée dans l'Allemagne qui l'avait vu naître, Adler fabriquait déjà des composants automobiles et fournissait Carl Benz et Gottlieb Daimler lorsqu'elle lança en 1900 sa première voiture, une voiturette inspirée des Renault et équipée d'un moteur De Dion. Elle était assez évoluée, avec sa transmission par arbre qu'on allait retrouver sur les Adler suivantes et, en 1911, son volant de direction en remplacement du levier.L'année suivante, la firme se mit à produire ses propres mono- et bicylindres et, à partir de 1910, uniquement des quatre-cylindres. L'ingénieur Edmund Rumpler, qui quitta par la suite l'entreprise, lui avait créé la première voiture allemande équipée d'un moteur à boîte de vitesses intégrée. Certains de ses quatre-cylindres étaient énormes, jusqu'à 7,4 litres, comme celui qui équipait une voiture achetée par le Kaiser Wilhelm II. Puis la gamme s'enrichit dans les années 1920 de six- et de huit-cylindres en ligne et, en 1932, la marque lança la révolutionnaire Trumpf à traction avant, pour laquelle elle est s... For further information on this lot please visit the Bonhams website

1910 Delage 10HP Voiturette Chassis no. 238ER32 Engine no. G1 2534For further information on this lot please visit the Bonhams website•Lightweight sporting voiturette from a premier French make•Formerly part of the Lips Collection•Purchased in 2004Production of the first Delage cars commenced at Courbevoie-sur-Seine in 1905, its earliest efforts being powered by a single-cylinder, De Dion-type engine. Early production was concentrated on light cars, and Delage enjoyed some considerable success in contemporary voiturette racing. Delage were to use other proprietary engines from such manufacturers as Chapuis Dornier and Ballot before manufacturing their own engines for all models. Their 10hp models were powered variously by De Dion and Ballot.The Bühners purchased this sporting 10hp Delage at a Bonhams' Henley-on-Thames sale on 16th July 2004 (Lot 261). A compact two-seater voiturette, the Delage was offered from the Lips Collection, which had acquired it in 1969 from the previous Marseille-based owner, who described the car then as 'en parfait état entièrement restaure'. The two-seater coachwork, with individual bucket seats and buttoned black upholstery, is finished in maroon with black wings, complemented by red coachlines. Correct period Edwardian accessories include Phares Besnard brass acetylene headlamps with magnifying lenses and oil side lamps from the same manufacturer. The car is powered by a four-cylinder, monobloc engine featuring a Claudel carburettor and Bosch ZA4 magneto. The chassis is equipped with cable brakes and semi-elliptic suspension all round. Other notable features include includes a wood-rimmed steering wheel, a three-speed, right-hand change gearbox and compact rear boot, while the dashboard is equipped with an OS brass clock and matching 0-100km/h speedometer. The 2004 catalogue description concluded: '...this sporting and potentially quick Edwardian .....will be ideally suited to VCC events, VSCC competition or gentle exercise with the Light Car & Edwardian Section of the latter club.'Delage Voiturette 10hp - 1910Châssis n° 238ER32Moteur n° G1 2534•Voiturette sportive légère d'une marque française de premier plan•Autrefois membre de la Collection Lips•Achetée en 2004Les premières Delage furent construites à partir de 1905, à Courbevoie ; elles étaient équipées d'un monocylindre de type De Dion. Delage, qui se consacrait exclusivement à la production de voitures légères, connut de remarquables succès dans les courses de voiturettes d'alors. La marque utilisa d'autres moteurs achetés à des constructeurs tels que Chapuis Dornier et Ballot avant de produire ses propres moteurs pour l'ensemble de ses modèles. Ses 10hp étaient équipées de moteurs De Dion ou Ballot.Les Bühner ont acquis cette sportive Delage 10hp lors de la vente organisée par Bonhams le 16 juillet 2004 à Henley-on-Thames (lot 261). Cette courte voiturette à deux places était proposée par la Collection Lips, qui l'avait achetée en 1969 à son précédent propriétaire, un Marseillais qui la décrivait comme 'en parfait état, entièrement restaurée'.Sa carrosserie à deux places, équipée de sièges séparés et de garnissages noirs ornés de boutons, est de couleur bordeaux avec des ailes noires et des filets rouges. Parmi ses accessoires, bien de son époque edwardienne, figurent des projecteurs à acétylène en laiton munis d'une lentille de diffusion et des feux latéraux à huile, le tout de fourniture Phares Besnard. La voiture est équipée d'un quatre-cylindres monobloc muni d'un carburateur Claudel et d'une magnéto Bosch ZA4. Son châssis est muni de freins à câbles et de ... For further information on this lot please visit the Bonhams website

1914 Rochet-Schneider 15hp Series 11000 Open Drive Landaulet Chassis no. 11936For further information on this lot please visit the Bonhams website•A quality car from one of France's premier makes•An older restoration (photographs available)•Beautifully detailed interior•Acquired by the Bühners in 2007Based at Chemin-Feuillat in Lyon, Rochet-Schneider was one of Les Grands Marques of the Edwardian period in France. The firm was so called because it was initially run by the Rochets, father and son, together with Théophile Schneider, a member of the eponymous armaments manufacturing family. Originally bicycle manufacturers, Société Anonyme des Établissements Rochet-Schneider built its first automobile in 1894 and in 1901 at the Paris Salon exhibited two cars of Panhard configuration. However, by this time the most advanced type of car was the German Mercedes, so for 1903 the Lyonnaise cars were redesigned along Mercedes lines. From the introduction of that year's 20/22hp model, Rochet-Schneider's reputation as the builder of strong, fast cars grew rapidly. The issue of The Autocar for 11th April 1903 reported that Rochet-Schneiders had finished first and second at Nice, 'over some of the most difficult roads it was possible to select...' and then won an ACF 100-miles non-stop certificate. Despite having risen to become one of the most respected motor manufacturers in France, the company was sold in 1904 and 'Rochet-Schneider Ltd' set up in London. This successor company would ultimately prove a failure and in 1907 went into liquidation. At this point Théophile Schneider returned to reclaim the company bearing his name, setting up a subsidiary, 'Carburateurs Zenith', soon afterwards. Under Schneider's direction the firm returned to producing high quality cars and commercial vehicles, concentrating exclusively on the latter from 1932. In 1951 Rochet-Schneider was bought by erstwhile rivals Berliet. This most impressive Rochet-Schneider Type 11000 is powered by a 2.6-litre four-cylinder sidevalve engine driving via a three-speed gearbox. The car was purchased by the Bühners at the Rétromobile sale in 2007, having resided prior to that in Switzerland. According to the catalogue description, the car had been first registered on 2nd August 1914 and was imported into Switzerland in 1963 by a certain Ernst Schmid, a motoring historian. At that time the car was in rolling chassis form as it had been converted into a pickup truck in the 1950s. The Rochet had been treated to a comprehensive restoration while in the hands of the previous owner, which included sourcing a period-correct landaulet body from the UK. Amazingly, the body fitted the chassis without needing any alterations. A photographic record of the restoration is on file and the car still presents very well with only some minor signs of ageing. The interior is beautifully appointed and features many charming details such as a speaking tube, button-backed cord upholstery, armrest cushions, and a vanity unit with clock, while the driving compartment is trimmed in black leather. The car is offered with a dating certificate from the Veteran Car Club of Great Britain; the aforementioned restoration photographs; the older catalogue description; customs documents; assorted literature; and a Récépissé de Declaration de Mise en Circulation de Véhicule a Moteur.Rochet-Schneider Série 11000 Landaulet découvert de 15 ch - 1914Châssis n° 11936•Voiture de qualité fabriquée par une marque française de premier plan•Autrefois restaurée (photos disponibles)•Intérieur magnifiquement aménagé•Achetée par les Bühner en 2007Rochet-Schneider, installé Chemin-Feuillat à Lyon, était l'une des grandes marques françaises de la Belle époque. La firme tirait son nom de l'association ent... For further information on this lot please visit the Bonhams website

1929 Morris Commercial 15.9hp R-Type Country Bus Chassis no. R2893 Engine no. R23744For further information on this lot please visit the Bonhams website•Typical British country bus of the Vintage period•Purchased at a Bonhams & Brooks auction in December 2000•Older restorationThe nascent Morris Motors had offered a commercial derivative of its first passenger car, the Oxford, prior to WWI but it was not until the early 1920s that a serious attempt was made to grab a slice of the light van market. In 1923 the acquisition of the factory previously belonging to E G Wrigley Ltd, onetime component suppliers to Morris, enabled the company to expand into the heavier commercial market, with P G Rose as designer. Morris Commercial Cars Ltd was formed and introduced its first model, the one-ton T-type, in May 1924. Like the Morris vans, the T-type relied on passenger car components, including the contemporary Oxford's 13.9hp engine. Morris Commercials found favour, particularly with the General Post Office (Royal Mail); indeed, such was their success that production expanded to the former Wolseley works at nearby Adderley Park. By the end of the 1930s Morris Commercial Cars Ltd was Europe's largest manufacturer of commercial vehicles. This delightful 30cwt Model R carries country bus-style coachwork typical of vehicles operated by coach proprietors in almost every village in the days before motor car ownership became common. Unlike the earlier car-based vans, the R-Type (introduced in 1928) was powered by a purpose-built commercial vehicle Z-Type engine of 2.8 litres and had a four-speed gearbox. Four-wheel brakes were optional. A version with a longer wheelbase was introduced in 1930, which was powered by larger engines and had four-wheel brakes as standard. By the time R-Type production ceased in 1933 a total of 17,745 had been built.This example of the 'Middleweight Champion' was purchased by Peter and Ulrike Bühner at Bonhams & Brooks' Olympia sale in December 2000 (Lot 1891), at which time it carried the UK registration 'DS 7653'. An older restoration, it would be ideal for film and television work, not to mention attending events such as the Goodwood Revival. Offered with an old-style UK V5 registration document.Morris Commercial Country Bus Type R de 15,9 ch – 1929Châssis n° R2893Moteur n° R23744•Autobus campagnard typiquement britannique de l'ère Vintage•Acheté en décembre 2000 lors d'une vente aux enchères de Bonhams & Brooks•Anciennement restauréMorris Motors, dès ses débuts, proposa avant même la Première Guerre mondiale une version utilitaire de sa première voiture particulière, l'Oxford, mais ce ne fut qu'au début des années 1920 que la firme s'attaqua sérieusement au marché des utilitaires légers. En 1923, l'acquisition de l'usine de la E. G. Wrigley Ltd, un ancien fournisseur de Morris, permit à la marque de prendre pied dans le domaine des utilitaires lourds, avec comme ingénieur P. G. Rose. La Morris Commercial Cars Ltd fut alors créée et elle lança en mai 1924 son premier modèle, le Type T d'une tonne. De même que les fourgons Morris, le Type T reprenait des composants de voitures particulières, dont le moteur de 13,9 ch de sa contemporaine l'Oxford. Les Morris Commercial furent appréciés, en particulier des services postaux, et leur succès fut tel que leur production dut faire aussi appel aux anciens ateliers de Wolseley, son voisin d'Adderley Park. A la fin des années 1930, la Morris Commercial Cars Ltd était le plus gros constructeur d'utilitaires de toute l'Europe.Ce délicieux Model R de 1,5 tonne est carrossé en autobus campagnard, dans le plus pur style des véhicules qu'exploitaient les compagnies de transport dans quasiment tous les villages à une époque où ... For further information on this lot please visit the Bonhams website

1903 Haynes-Apperson 7½hp Twin-cylinder Runabout Chassis no. 792For further information on this lot please visit the Bonhams website•Rare early survivor of a once prominent American make•Formerly part of the Imperial Palace Hotel Collection in Las Vegas, Nevada•Acquired for the Bühner Collection in 2001•Past participant in the London-Brighton Veteran Car RunThe Haynes-Apperson marque originated in 1893 when Elwood P Haynes, a senior employee of the Indiana Natural Gas and Oil Company, visited the Riverside Machine Works in Kokomo, Indiana to ask its proprietors, the Apperson brothers, for assistance in building an automobile. Haynes would later (falsely) claim that his was America's first automobile. For the next few years Messrs Haynes and Apperson continued with their existing employment, and it was not until 1898 that the Haynes-Apperson Automobile Company was formed. Automobiles of 7/8hp with a choice of two, four or six seats were soon leaving the Riverside Machine Works. Demand was strong right from the outset and the factory was soon running 24 hours a day. Haynes-Apperson cars were soon setting new long-distance records, their achievements somewhat embellished by Haynes. According to the Standard Catalog of American Cars: 'There was no doubt, however, that the Haynes-Apperson was a fine automobile; it won a blue ribbon in the Long Island Endurance Run and two first prizes in the New York-Rochester Endurance Contest in 1901.' Haynes and the Appersons parted company that year, the latter to build their own Apperson automobile while Haynes continued with Haynes-Apperson before dropping the name of his erstwhile collaborators in 1905. Haynes cars grew in size and complexity - the company introduced a 6.0-litre V12 in 1916 - but so did the firm's financial difficulties, and in September 1924 its creditors fled for bankruptcy. It was a sad end to a marque that had consistently built cars of quality. This rare early Haynes-Apperson was formerly in the renowned collection belonging to the Imperial Palace in Las Vegas, Nevada, where it was purchased in 1981 from one John L Skaff. According to copy correspondence on file, Ralph Englestad, the then owner of the Imperial Palace, used the car to participate in the London-Brighton run in 1982 or 1983. The car features a 3,120cc twin-cylinder engine producing some 7½ horsepower, which drives via a four-speed gearbox. Top speed is around 50km/h. The Bühners have owned the Haynes-Apperson since circa 2001 and participated with it in the Ibbenbürener Schnauferl-Treffen in 2001 and the London-Brighton Veteran Car Run in 2002 (programmes on file). The car is offered with an old Nevada Certificate of Title, a quantity of correspondence, and Dutch registration documents.Haynes-Apperson Runabout 7½ ch bicylindre - 1903Châssis n° 792•Rare survivante d'une de premières voitures d'un ancien important constructeur américain•Autrefois membre de la Collection de l'Imperial Palace Hotel de Las Vegas (Nevada)•Acquise pour la Collection Bühner en 2001•Ancienne participante du London-Brighton Veteran Car RunLa marque Haynes-Apperson a pris naissance en 1893 lorsque Elwood P. Haynes, un des responsables de l'Indiana Natural Gas and Oil Company, se rendit à la Riverside Machine Works de Kokomo (Indiana) pour demander à ses propriétaires, les frères Apperson, de l'aider à construire une automobile. Haynes proclamera par la suite, à tort, que c'était la première voiture américaine. Pendant les années qui suivirent, ces messieurs conservèrent leur activité professionnelle et ce n'est qu'en 1898 que la Haynes-Apperson Automobile Company fut fondée. Des voitures de 7/8 ch avec au choix deux, quatre ou six places ne tardèrent pas à sortir des usines de Riverside. Elles rencontrèrent dès l... For further information on this lot please visit the Bonhams website

1958 Mercedes-Benz Unimog 411 4x4 Utility Chassis no. 411 1107503374For further information on this lot please visit the Bonhams website•Iconic German 4x4•1,767cc diesel engine and eight-speed gearbox•Acquired for the Bühner Collection in 2007•German registration papersDesigned in the aftermath of WW2 Albert Friedrich and Heinrich Rößler, and still in production today, the Unimog 4x4 was intended to serve the needs of the agricultural community but, like the contemporary Land Rover, ended up filling an almost limitless variety of other roles. Production started in 1948 at the Boehringer factory in Göppingen, Germany. One of the Unimog's more unusual design features was a flexible chassis frame, effectively part of the suspension, while the equal-sized wheels meant that it was better suited for highway use than a conventional tractor. Power take-offs were provided to enable the Unimog to operate a wide variety of machinery: brush mowers, snow blowers, etc. Manufactured by Mercedes-Benz since 1951, the versatile Unimog has seen service with fire departments, municipal authorities, aid agencies and armies worldwide, and has won the truck class of the Dakar Rally more than once. The original Unimog '70200' was a small agricultural tractor a little over 3.5 metres long, which offered only the protection of a canvas roof for the driver. However, the engine's maximum output of only 25DIN/PS (24.6bhp) proved insufficient for many applications, prompting the introduction of an improved '411' model soon after Daimler-Benz took over Unimog manufacture. Improvements included a longer wheelbase, a proper cab, and more powerful engines of up to 34DIN/PS (33.5bhp). The vehicle offered here is an example of the '411' series, the ultimate version of the traditional Unimog. Purchased by Peter Bühner for the collection in 2007, this most attractive Unimog with the short wheelbase and canvas convertible top is equipped with a 1,767 cc four-cylinder diesel engine producing some 34 horsepower at 2,750rpm via an eight-speed gearbox. An older restoration which presents very well, the vehicle is offered with German registration papers; an original user manual (in German); and numerous magazine articles relating to the model. A rare opportunity to acquire one of these most practical of classic vehicles.Mercedes-Benz Unimog 411 4x4 Utilitaire - 1958Châssis n° 411 1107503374•Un 4x4 allemand mythique•Diesel 1 767 cm3 et boîte à huit rapports•Acquis pour la Collection Bühner en 2007•Documents d'immatriculation allemandsConçu à la fin de la Seconde Guerre mondiale par Albert Friedrich et Heinrich Rößler, et toujours construit, l'Unimog 4x4 avait pour seul but de satisfaire les besoins des agriculteurs mais, comme son contemporain le Land Rover, il a fini par jouer une gamme pratiquement illimitée d'autres rôles. Sa production démarra en 1948 à l'usine Boehringer de Göppingen (Allemagne). L'une de ses caractéristiques les plus inhabituelles était son châssis flexible, qui faisait partie de sa suspension. Ses roues de tailles identiques montraient qu'il était davantage fait pour rouler sur route que pour servir de tracteur. Des prises de force lui permettaient d'entraîner une grande diversité d'accessoires, des tondeuses à brosses, des chasse-neiges, etc. Fabriqué depuis 1951 par Mercedes, l'Unimog est suffisamment polyvalent pour avoir été utilisé par les pompiers, les services municipaux, les organisations humanitaires et les armées du monde entier ; il a remporté le Dakar plus d'une fois en catégorie camion.L'Unimog 70200 des origines était une petit tracteur agricole d'un peu plus de 3,50 m de long, qui n'offrait à son conducteur que la protection d'une toit en toile. Sa puissance de seulement ... For further information on this lot please visit the Bonhams website

2 X The Gearbox Collection Aircraft. Boxed a 1942 F4F- 4 Wildcat and a Sopwith Pup.

Saico - Gearbox - Cararama - 10 x boxed Ford models including 4 x Ford Escort Mk1 models, a Model T van coin bank, 2 x Corsair models and similar others. The models appear Mint in mostly Good boxes, one Saico display case is cracked. (This does not constitute a guarantee)

Original vintage advertising poster for Adler or Adlerwerke vormals Heinrich Kleyer, a German aircraft and an automobile manufacturer from Frankfurt am Main, the poster features illustrations of motors, switching mechanism, and four-speed gearbox. Horizontal. Fair condition, creasing, tears, staining, folds, pencil markings. Country of issue: Germany, designer: Unknown, size (cm): 84x116, year of printing: 1930s.

Original vintage advertising poster for The New Austin ‘Eight’ car, foremost features - Full four-seater - Exceptionally roomy and comfortable - Adjustable front seats; All-steel coachwork - Flowing lines - Sound and heat insulated - Bulkhead dash; High Efficiency Engine - Lively performance - Extreme economy - Live rubber mountings; Full Girling Brakes - Unequalled efficiency for smooth, rapid retardation; Ample luggage accommodation - 6-cubic feet in boot - Large platform in addition; Four-speed gearbox - Sunchromesh easy-change on 2nd, 3rd and top; Lavish equipment - Toughened glass throughout, large-dial illuminated instruments, compensated voltage control, dip-and-switch headlamps, automatic return direction indicators, silent windscreen wiper, and numerous other refinements. Britain’s Dependable Car - The poster features an image of the front of the car set over blue background with stylised lettering. Austin 8 was produced between 1939 and 1948 by an English manufacturer The Austin Motor Company, founded in 1905 by Herbert Austin. Published by The Austin Motor Co. Ltd., Longbridge, Birmingham. Printed in England. Good condition, tears, creasing, folds, staining, paper loss in bottom left corner. Country of issue: UK, designer: Unknown, size (cm): 75x50, year of printing: 1930s.

A Selection of Meccano to include 6 ratio gearbox

Quantity of Lego including Technic and Trains - to include a large scale Lego Technic Beach Buggy type vehicle with working steering and gearbox together with a smaller Crane. Also included a large quantity of Lego components including much railway track parts and 3 x points together with a 3-car German Passenger Train - Fair to Good lot for the Lego builder. (Qty in 2 large cardboard boxes)

1960 BSA C15, 249cc. Registration number 243 ALD. Frame number painted over (see text). Engine number C15 13852.In September 1958 BSA introduced a new ‘250’ that would provide the basis for an entire range of singles in capacities up to 500cc. This newcomer, the C15, featured a compact overhead-valve engine and unitary four-speed gearbox. Alternator electrics and coil ignition were features, early models being distinguished by a distributor-type points housing. The engine/gearbox unit was housed in a conventional cradle frame with bolt-on rear subframe. Trials and scrambles versions were offered as the range expanded during the 1960s.ALD was owned by Antony Leabesley from 2013 before being bought by our vendor in 2016. It has been fully restored and only covered some 66 settling in miles, it will require recommissioning before road use.Sold with the V5C which states the frame number to be C15 13404.

1960 BSA C15, 249cc. Registration 626 XUA (non transferrable). Frame number C15 13194. Engine number C15 13323.BSA acquired the Triumph marque in 1951, and the BSA C15 250 cc four stroke was derived from the 200 cc Triumph Tiger Cub, itself coming from the 150cc Terrier. Edward Turner became head of the BSA automotive division and in 1958 BSA introduced the concept of unit construction, where the engine and gearbox were combined in one piece rather than as separate components. The BSA C15 'Star' was the first unit construction model and proved more reliable and economical than its predecessor, the pre-unit BSA C11.XUA was owned by Robert Connell in 20078 and has an MOT from then at 2.069 miles, it was last on the road in 2008 and will require restoration to make it road worthy, our vendor bought it in 2016. The engine is running.Sold with the V5C and old MOT.

1965 BSA Bantam D7 Super, 175cc. Registration number BJC 224C. Frame number D7 45777. Engine number FD7 9853 (see text).The Bantam was based on the German DKW RT 125, a design that was received as war reparations, with the Bantam as a mirror image so the gear change was on the right side as with other British motorcycles of the period. Over the years the model evolved through the D1 of 1948 to the D3, D5, the D7 in 1959.The D7 Super engine remained largely unchanged and had the same three-speed gearbox, the new model had an entirely new swinging arm frame, uprated brakes and hydraulically damped forks, a nacelle-mounted headlamp, slimmed down mudguards and a sporty petrol tank; it was available in up-to-the-minute colours like Fuchsia Red and Sapphire Blue. BJC appears to be an unrestored machine that has has an engine rebuild, it will require recommissioning before use.Sold with the V5C, please note the V5C states the engine number to be FD7 4973.

1960 BSA C15, 249cc. Registration 631 KRO. Frame number C15 overpainted (see text). Engine number C15 10767 (see text).BSA acquired the Triumph marque in 1951, and the BSA C15 250 cc four stroke was derived from the 200 cc Triumph Tiger Cub, itself coming from the 150cc Terrier. Edward Turner became head of the BSA automotive division and in 1958 BSA introduced the concept of unit construction, where the engine and gearbox were combined in one piece rather than as separate components. The BSA C15 'Star' was the first unit construction model and proved more reliable and economical than its predecessor, the pre-unit BSA C11.KRO is sold as a project and buyers are requested to satisfy themselves as to its completeness. It was registered with DLA in 1978 when it was declared rebuilt - assembled from parts some or all of which were not new. It was owned by Gordon Powdrill in 1995 and our vendor bought it in 2016.Sold with the V5C which states the frame to be C15 33887 and the engine to be CC13362B25S.

1963 BSA B40 Star, 343cc. Registration number 369 DJU. Frame number B40 6039. Engine number B40 5042.The B40 was a larger engined version of the C15 and was first produced during 1961 continuing in production until the end of the 1967. It used the same 70 mm stroke as the C15 engine but the bore was increased from 67 mm to 79 mm to give a capacity of 343 cc. In terms of cycle parts, the main difference was that the B40 used larger 18″ wheels front and rear compared with the 17″ wheels on the C15.DJU was owned by Alan Brereton in 2006 before our vendor bought it in 2016. He has replaced the engine and gearbox gaskets. At this time it had just had an MOT at 15,928 miles, today it shows 6,967 miles and appears to have been fully restored and hardly used since, it will require recommissioning before road use.Sold with the V5C, 2016 MOT, receipts for gaskets, workshop manual.

1961 BSA C15, 249cc. Registration 263 WTB. Frame number C15 23898. Engine number C15 23101.BSA acquired the Triumph marque in 1951, and the BSA C15 250 cc four stroke was derived from the 200 cc Triumph Tiger Cub, itself coming from the 150cc Terrier. Edward Turner became head of the BSA automotive division and in 1958 BSA introduced the concept of unit construction, where the engine and gearbox were combined in one piece rather than as separate components. The BSA C15 'Star' was the first unit construction model and proved more reliable and economical than its predecessor, the pre-unit BSA C11.WTB appears to be an original unrestored machine that will require recommissioning before use, it was owned by James Dickinson from June 2016 before our vendor bought it in the September.Sold with the V5C.

1965 BSA Bantam D7 Super, 175cc. Registration number FNG 79C. Frame number D7 48227. Engine number FD7 5541 (see text).The Bantam was based on the German DKW RT 125, a design that was received as war reparations, with the Bantam as a mirror image so the gear change was on the right side as with other British motorcycles of the period. Over the years the model evolved through the D1 of 1948 to the D3, D5, the D7 in 1959.The D7 Super engine remained largely unchanged and had the same three-speed gearbox, the new model had an entirely new swinging arm frame, uprated brakes and hydraulically damped forks, a nacelle-mounted headlamp, slimmed down mudguards and a sporty petrol tank; it was available in up-to-the-minute colours like Fuchsia Red and Sapphire Blue. FNG appears to be an unrestored machine that has has an engine rebuild, it will require recommissioning before use.Sold with the V5C, please note the V5C states the engine number to be FD7 7581.

2010 Royal Enfield Bullet Classic EFI Electra, 499cc. Registration number FJ10 FRX. Frame number ME3CKEAT59C000861. Engine number 9US5F000861B.The Royal Enfield Bullet was originally a British overhead valve single cylinder four-stroke motorcycle made by Royal Enfield in Redditch, Worcestershire, but now produced by Royal Enfield Motors, the successor to the British company, at Chennai, Tamil Nadu, in India. The Royal Enfield Bullet has the longest production run of any motorcycle having remained continuously in production since 1948. The Bullet marque is even older, and has passed 75 years of continuous production. The Royal Enfield and Bullet names derive from the company's links with the Royal Small Arms Factory in Enfield, London.The British company produced many noteworthy motorcycles over the next seven decades until the '70s when it folded. Manufacture continued in India, though the bikes were predominantly intended for local use and were not widely exported. In 1995 Enfield of India bought the rights to the name "Royal Enfield" and began renewed development efforts. Modern carburetors, five-speed transmissions and new twin-leading-shoe front brake systems were notable improvements.FRX was purchased new by Alan Day, receipt on file, it is fitted with the lean burn engine, a five speed gearbox operated on the left and electric start. The DVLA shows MOT history in 2015, 2016, 2017 although the vendor assures us that the machine has only covered the 18 miles showing on the odometer as it was bought from the same gentleman as lot 52 and they were display models, help will be given with getting this rectified. It will need recommissioning for road use.Sold with the V5C, purchase receipt, owners manual and one key.

2015 Royal Enfield Desert Storm, 499cc. Registration number LF15 SZP. Frame number ME3CKECT5FK000259. Engine number U5S5FOED064483.The Royal Enfield Classic Desert Storm features a unique “sand” paint scheme reminiscent of the First and the Second World War era - a time when Royal Enfield motorcycles were among the common form of utilities for soldiers in the desert.Since it’s based on a standard Classic 500, the Classic Desert Storm uses the same fuel injected 500cc, single cylinder, 4-stroke engine producing 27.2bhp of power at 5,250rpm and 41.3Nm of torque at 4,000 rpm. It is mated to a five-speed gearbox. The tank is finished in post war era graphics, helping create a vintage look.SZP was bought new by our vendor has only covered 417 miles from new, was MOT'd in 2018 at 328 miles and 2019 at 402 miles. It will require recommissioning before road use.Sold with the V5C, MOT and owners manual.

2006 Royal Enfield Bullet 349cc. Registration number DX56 HBB. Frame number ME3BABSB46C692394. Engine 6B692394D.Royal 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 license in India in the 1970s and continues in production there in much-improved form today.HBB was bought new by Antony Nocetti in October 2006, and was not used. In 2017 our vendor bought it from Motorcycle Trading of Reading with 14 miles on the odometer, it was MOT'd with 16 miles. It has only covered 72 miles from new and will require recommissioning before use.Sold with the V5C, 2017 MOT and receipt, owners manual with a service stamp at 14 miles and two keys.

A VAUXHALL CORSA SX1 A/C 3 DOOR HATCHBACK, 1229cc petrol engine, silver coachwork, first registered 23/3/07, mileage 21,700, one owner, MOT until 23/3/23 Reg No. DG07 NHO (a couple of minor scratches, scrapes to front and back) being sold on the instructions of the estate executors.  Please note that the car will be auctioned at 10am on Wednesday the 18th January. The car starts and runs, has a manual gearbox, mileage 21,700.  The inside is good, as the car has been well looked after.  There is also a spare tyre.We do not have the service record, but do have the V5 and MOT certificate. BUYERS PREMIUM ON THIS LOT IS 10% PLUS VAT

A collection of plastic and metal vintage car badges and plaques, to include a 9C72005 AA car badge, a plastic RAC badge, half a dozen oval Land Rover badges, a Peak & Dukeries Land Rover badge, a number of Rover Co. Ltd. gearbox plates, and other badges

A Kit Built 'O' Gauge/7mm 4-6-0 County Class Steam Locomotive with Six Wheel Tender, G.W green "County of Oxford" R/No. 1023, built/painted to a good standard, fitted with a "ABC" motor and gearbox, (U/T).

Rover P6 complete restoration project, white paint with black vinyl roof. The original brown interior is in good condition. Still has its original 2.2L engine and rare manual gearbox. The car has been stored for some time and will require some work to get it back on the road. When the Rover P6 was launched in 1963 was regarded as a state of the art saloon. It set a new standard of mass production refinement, performance and handling. Now there is good parts and specialists available, the P6 is still capable in modern traffic. 1975 Rover P6 2.2TC Needs to be seen to be appreciated. MOT and tax exempt.

A professional campervan conversion in good condition both inside and out. The Duetto Autosleeper is LWB transit with a high top. With lots of living area and being 2 berths the front sleeping area converts into two singles or one double bed. Fully kitted out with sink, oven, hob and fridge, with lots of storage throughout. Fitted with Ford’s reliable 2.5L engine and manual gearbox. Runs and drives as it should, ready to be used. MOT until March 2023.

A 1992 Volkswagen T4 camper van, registration J42 SPF, orange. This 2.5 non turbo t4 camper van with tailgate, affectionally known as Jango, has been lady owned for the last few years. During her ownership the camper has had considerable work to bring the van up to a good standard. This has included repairs to all four wheel arches with de-rusting and new panels, the underside has all been wax oiled and repaired as necessary. A new windscreen has been fitted with new window rubbers, the van has been fully resprayed, the brakes have all been fully overhauled with reconditioned callipers and pads as necessary, the water pump and cam belt have been replaced and numerous other items including all advisories on the last MOT which now expires on the 19th August 2023. The t4 is registered as a camper van and is fitted with a rock-and-roll bed, TV, SatNav with Blue Tooth connection, 5-speed manual gearbox, and awning fittings but no awning. The camper will be offered to auction with receipts, V5c and MOT to August 2023.