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From the estate of the late David Atkinson c.1951 BSA 349cc Gold StarRegistration no. 227 XVGFrame no. CB32 3154 (see text)Engine no. ZB32GS3114This machine was purchased by the immediately preceding owner in 1998 from the family of previous owner Gordon Sweetmore of Heywood, Lancashire. Its owner since the 1980s, Gordon had used the bike extensively, including VMCC runs and events. Following acquisition, the aforementioned new owner appears to have used the machine initially before retiring it to garage storage. Comprising a (re-stamped) frame and an engine from 1951, the bike is fitted with a standard gearbox, touring bars and ordinary footrests. The late owner purchased the BSA at Bonhams' Stafford sale in April 2019 (Lot 576). Since then the registration has been changed and the machine kept it storage. Re-commissioning will be required before it returns to the road. The machine comes with a V5C and is sold strictly as viewed.Key not requiredFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

1995 Yamaha YZF750R GenesisRegistration no. M880 KPDFrame no. YM *4HD-015141*Engine no. *4HD-015141*Having added FZR600 and FZR1000 models to its 'race replica' portfolio in the late 1980s, Yamaha eventually got around to doing the same for the 750 class, launching the all-new YZF750R and YZF750SP in 1993. All at once Yamaha had the most power and least weight in the class (133bhp and 195kg) courtesy of an improved version of the OW01 production racer's five-valves-per-cylinder engine and the latest iteration of the Deltabox aluminium alloy beam frame. Indeed, the YZF750 occupied the same amount of space as the FZR600 while offering FZR1000 power. With a racier specification than the track-focussed OW01 – shorter wheelbase, sharper steering geometry, and six-piston brakes (a sports bike first) – the YZF750 was quite simply the class of the field. A 'homologation special' intended primarily for the World Superbike Championship, the SP version came with Keihin flat-slide carburettors, a close-ratio gearbox, digital ignition system, fully adjustable suspension, and a solo seat among other modifications. This UK-market YZF750R was purchased by the vendor in June 2019 and has not been run since then. Re-commissioning will be required before further use. Accompanying documentation consists of sundry bills, an expired MoT (2012) and a V5C. Offered with keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

1963 Honda C72 247cc DreamRegistration no. 707 AETFrame no. C72-211916Engine no. C72E-2112752Based on the first Honda twin - the 250cc C70 of 1957 - the C72 arrived in 1960. The C72 tourer's cycle parts remained much as those of the preceding C70, featuring a pressed-steel frame, forks, swinging arm and rear chaincase. The engine's basic layout likewise was retained, but wet sump lubrication was adopted and the clutch moved from the crankshaft to the gearbox main-shaft. Maximum power increased to 20bhp at 8,000rpm. As well as these alterations, the sporting CB version changed to a 180-degree crankshaft and twin carburettors, and used a tubular spine frame instead of the pressed-steel chassis of the tourers. Producing 24bhp at a then-stratospheric 9,000rpm and weighing 340lbs, the CB72 possessed an excellent power-to-weight ratio endowing it with performance challenging that of many British 500s. Boasting an overhead-camshaft engine, electric starter and twin-leading-shoe brakes, the specification of these Honda twins was unmatched by any of their rivals. Possessing an unmistakable style all its own, the C72 Dream is now one of the most desirable of these early Japanese classics. This UK-market C72 was purchased by the current vendor in May 2013 and last ran in early 2022. The machine is offered with a (copy) old V5, expired MoT (2013), current MoT certificate (expires 29.06.2023), and a V5C. Offered with keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

1988 Honda XBR500 ProjectRegistration no. E324 TTXFrame no. PC15-5200977Engine no. PC15E-5201654Having initially developed large-capacity singles for the off-road market, Honda and its Japanese rivals began offering a succession of purely road-going derivatives. One of the most interesting of these new Hondas was the XBR500 of 1985, the styling of which was unashamedly 'retro' apart from the Comstar wheels. The dry-sump, radial four-valve motor featured electric starting and delivered its claimed 44bhp via a five-speed gearbox, while the entire ensemble weighed in at around 380lbs. Representing a rare opportunity to acquire one of these collectible Honda singles, the example offered here was purchased by the vendor in May 2013 but has not been run (the engine turns over). It should be noted that there is a bill on file relating to an assessment of the Honda's faults (mainly electrical). The machine also comes with an owner's manual and a V5C document and is sold strictly as viewed. A total 32698 miles is currently displayed on the odometer. Offered with keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

1974 Norton Commando 850 RoadsterRegistration no. RAX 714MFrame no. 850 F104803 and 310307Engine no. 310307•Believed one previous owner from new•Present ownership since 2020•Not run since acquisition•Requires re-commissioningThe Commando's vibration-beating Isolastic frame enabled Norton Villiers successfully to prolong the life of their ageing parallel twin. Launched in 1967, the Commando used the preceding Featherbed-framed Atlas model's 750cc engine and AMC gearbox, and was an instant hit with the motorcycling public, being voted Motor Cycle News 'Machine of the Year' for five consecutive years. It might have been a little down in top speed compared to rivals such as BSA-Triumph's 750cc triples and Honda's CB750 four, but the Commando more than made up for this minor deficiency with superior mid-range torque and steadier handling. The sole model available initially became known as the 'Fastback', so called because of its streamlined seat cowl, when the range was extended by the addition of a more sporting, though conventionally styled, 'S' version in 1969. Introduced in 1973, the '850' (actually 829cc) version featured a larger-bore, through-bolted cylinder block, stronger gearbox casting and an all-metal clutch among a host of other, more minor improvements. The extra capacity provided the '850' with even more mid-range urge and the model would continue as the sole Commando after 1975 when the electric-start MkIII was introduced. When the Wolverhampton factory closed in 1977 it meant the end of the line for the Commando, although a couple of batches of machines were assembled and sold later under the liquidator's control. Remarkably, the Norton twin had been in production for some 30 years. The Norton Commando's passing effectively brought down the curtain on this once great British motorcycle manufacturer, and as its last-of-the-line model the Commando is held in high regard today. Believed a one previous owner example, this 850 Commando Roadster was purchased locally by the current vendor in October 2020. Although running when purchased, the Norton has not been run since. Re-commissioning will be required before the machine returns to the road. Accompanying documentation consists of an expired MoT (2018) and a V5C Registration Certificate.Offered with keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

1988 Honda 49cc Z50J GorillaRegistration no. not registeredFrame no. Z50J-1803370Engine no. Z50JE-1803382An important milestone in 'Monkey Bike' development was reached in 1974 with the launch of the Honda Z50J, which featured front and rear suspension like a 'proper' motorcycle while retaining the overhead-camshaft engine and 8' wheels, first seen on the Z50A respectively. In 1978 the Z50J was extensively revised with a larger fuel tank, front and rear racks, 12-volt CDI ignition, a manual clutch and a four-speed gearbox, becoming the more aggressive looking 'Gorilla'. Honda in Japan ceased production of the existing Monkey and Gorilla in 2007, pending the arrival of new fuel-injected models for 2008, making early original examples of these charismatic little machines all the more collectible. A collector's item, this un-restored Z50J Gorilla was purchased in Japan and imported into Belgium. The vendor describes the machine as '100%' original, while the optional front luggage basket is said to be very rare. There are no documents with this Lot.Offered with keyFootnotes:* Import VAT Low RateImport tax at the reduced rate of 5% of the Hammer Price and Buyers Premium will apply should the lot remain in the UK.N (NOVA): This lot is subject to a fee of £125 + VAT payable by the Buyer, to undertake the relevant NOVA and C88 (Customs) clearance applications. Please see the Conditions of Sale for further information.All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.Lot to be sold without reserve.This lot is subject to the following lot symbols: * N* VAT on imported items at a preferential rate of 5% on Hammer Price and the prevailing rate on Buyer's Premium.N MOTORCYCLESIf purchased by a UK resident, this machine is subject to a NOVA declaration, whilst the responsibility of submitting the NOVA rests with the Buyer to do so, Bonhams will facilitate the process by engaging an agent (SHIPPIO) to undertake the NOVA and C88 (customs) application if applicable on the Buyer's behalf. A fee of £125 + VAT to do so will be added to the Buyer's invoice.CARSIf purchased by a UK resident, this machine is subject to a NOVA declaration, whilst the responsibility of submitting the NOVA rests with the Buyer to do so, Bonhams will facilitate the process by engaging an agent (CARS) to undertake the NOVA on the Buyer's behalf. A fee of £250 + VAT to do so will be added to the Buyer's invoice.For further information on this lot please visit Bonhams.com

c.2004 Honda NSR50 Mini Racing MotorcycleRegistration no. (see text)Frame no. RS50-1100242Engine no. RS50E-1100229This miniature racing motorcycle was produced by HRC, the baby NSR was intended for track use only and thus was sold without warranty. A proper racing machine and most definitely not a toy, the NSR Mini features a beam-type frame, 50cc two-stroke engine producing 7.2PS (7.1bhp), aluminium radiator, electronic ignition, six-speed gearbox, telescopic front fork with pre-load adjustment, mono-shock rear suspension with remote reservoir and pre-load/damping adjustment, 12' diameter wheels, disc brakes, rev counter and racing fairing. The wheelbase is 1,085mm (42.7') and the 'half dry' weight 73kg (160.6lb). Top speed was around 60mph and HRC even offered a data logger as an option (!)It should be noted that the vendor cannot find the key to the fuel cap, and that this motorcycle cannot be registered for the road. Offered without keyFootnotes:* Import VAT High Rate: Import tax at the reduced rate of 20% of the Hammer Price and Buyers Premium will apply should the lot remain in the UK.N (NOVA): This lot is subject to a fee of £125 + VAT payable by the Buyer, to undertake the relevant NOVA and C88 (Customs) clearance applications. Please see the Conditions of Sale for further information.All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.Lot to be sold without reserve.This lot is subject to the following lot symbols: Ω NΩ VAT on imported items at the prevailing rate on Hammer Price and Buyer's Premium.N MOTORCYCLESIf purchased by a UK resident, this machine is subject to a NOVA declaration, whilst the responsibility of submitting the NOVA rests with the Buyer to do so, Bonhams will facilitate the process by engaging an agent (SHIPPIO) to undertake the NOVA and C88 (customs) application if applicable on the Buyer's behalf. A fee of £125 + VAT to do so will be added to the Buyer's invoice.CARSIf purchased by a UK resident, this machine is subject to a NOVA declaration, whilst the responsibility of submitting the NOVA rests with the Buyer to do so, Bonhams will facilitate the process by engaging an agent (CARS) to undertake the NOVA on the Buyer's behalf. A fee of £250 + VAT to do so will be added to the Buyer's invoice.For further information on this lot please visit Bonhams.com

c.1958 Honda 49cc C100 Super CubRegistration no. not registeredFrame no. C100-149954Engine no. C100E M103162Introduced in 1958, Honda's classic C100 Cub 'step-thru' scooterette gave millions of people the world over their first taste of two-wheeled mobility. Better built, more powerful and more reliable than the majority of contemporary mopeds while endowed with handling superior to the small-wheeled scooter's, the C100 set new sales records for motorcycle production and its descendants continue to be immensely popular today. By 2018 over 100 million had been sold in over 160 countries! The vendor, a lifelong Honda fan, acquired this very early example from an auction in Japan. The start of something very special for Honda, it has the early Cub's 49cc overhead-valve engine, three-speed gearbox, automatic clutch, single seat and luggage carrier. Apparently original and complete, this collectible Super Cub could be mechanically re-commissioned and left in its present 'oily rag' condition, or alternatively treated to a sympathetic full restoration (the odometer reading is 2,014 kilometres). There are no documents or key with this motorcycle. Offered without keyFootnotes:* Import VAT Low Rate: Import tax at the reduced rate of 5% of the Hammer Price and Buyers Premium will apply should the lot remain in the UK.N (NOVA): This lot is subject to a fee of £125 + VAT payable by the Buyer, to undertake the relevant NOVA and C88 (Customs) clearance applications. Please see the Conditions of Sale for further information.All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.Lot to be sold without reserve.This lot is subject to the following lot symbols: * N* VAT on imported items at a preferential rate of 5% on Hammer Price and the prevailing rate on Buyer's Premium.N MOTORCYCLESIf purchased by a UK resident, this machine is subject to a NOVA declaration, whilst the responsibility of submitting the NOVA rests with the Buyer to do so, Bonhams will facilitate the process by engaging an agent (SHIPPIO) to undertake the NOVA and C88 (customs) application if applicable on the Buyer's behalf. A fee of £125 + VAT to do so will be added to the Buyer's invoice.CARSIf purchased by a UK resident, this machine is subject to a NOVA declaration, whilst the responsibility of submitting the NOVA rests with the Buyer to do so, Bonhams will facilitate the process by engaging an agent (CARS) to undertake the NOVA on the Buyer's behalf. A fee of £250 + VAT to do so will be added to the Buyer's invoice.For further information on this lot please visit Bonhams.com

Property of a deceased's estate 1970 Honda CB750Registration no. FBY 61JFrame no. CB750-1035036Engine no. CB750E-1034373Fifty-plus years on, it is hard to imagine the impact the Honda CB750 had on the motorcycling world when it was unveiled to a stunned public at the Tokyo Show in October 1968. True, there had been plenty of four-cylinder motorcycles before, but these had been built in relatively small numbers and aimed at the wealthy few. Here for the first time was a mass-produced four within the financial reach of the average enthusiast, and one whose specification - overhead camshaft, disc front brake, five-speed gearbox, electric starter, etc - made the opposition look obsolete overnight. A trend-setting design of immense significance and one of the truly great classic motorcycles, the CB750 is highly sought after today by collectors. This CB750 was purchased from a West Country auction in March 1993 and carries a tax disc that expired on 30th April 2014. The vendor advises a new battery has been fitted and the bike was run recently however, the carburettor will require balancing. The machine will require re-commissioning at the very least, or possibly more extensive restoration, before returning to the road. The V5C states two former keepers but no other history is known. Accompanying documents include SORN paperwork; the 1993 auction catalogue and bill of sale; some expired MoTs; a selection of colour photographs'; and a Haynes' Owners Workshop Manual. Two keys present.Footnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

1968 BSA 650cc ThunderboltRegistration no. PAO 982FFrame no. A65TE 5070Engine no. XE 02916 A65LFollowing Triumph's lead, BSA turned to unitary construction of the engine/gearbox for its range of parallel twins, launching the all-new 500cc A50 and 650cc A65 Star models in January 1962. The cycle parts were much as before, comprising a duplex loop, swinging-arm frame fitted with a telescopic front fork. The first high-performance variant - the A65R Rocket - arrived in October 1963, only to be superseded the following year by the Lightning, the first of the unitary construction twins (along with its A50 equivalent, the Cyclone) to be equipped with the new splayed-port, twin-carburettor cylinder head. For 1965 the Star tourers were replaced by the A50 Royal Star and A65 Thunderbolt, both of which came with a single Amal Monobloc carburettor. This machine is a 1968 BSA A65 Thunderbolt fitted with a 1970 A65 Lightning engine equipped with an A65 Thunderbolt cylinder head. The BSA was sold to the current owner in 1991 as a restored machine and has since been tidied up by the vendor, the works including fitting a replacement fuel tank and side panels. Used sparingly, the bike has been carefully looked after by the owner, who has a sizeable collection of BSA A65s. Accompanying documentation includes a quantity of MoTs and SORNs, a V5C Registration Certificate and current MoT. Offered with keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

1976 Triumph 744cc T140 BonnevilleRegistration no. NPH 912PFrame no. T140V AN67186Engine no. T140V AN67186'The Bonneville's biggest plus must be its weight, or rather, the lack of it. At just 424lb with a gallon of fuel, it's a hundredweight lighter than several Oriental machines of similar capacity.' – Bike magazine, January 1979. The final phase of Triumph twin development began in 1972 with the first appearance of the new enlarged-to-750cc version of the Bonneville, the increase in bore size necessitating a new crankcase to accommodate the larger barrel. Other improvements included a new ten-stud cylinder head, triplex primary chain, stronger transmission and a disc front brake. A five-speed gearbox, introduced on the preceding 650 Bonneville, was standard equipment on the 750. Despite the age of the basic design and strong competition from Japanese and European manufacturers, the Bonnie remained for many years the UK's top-selling 750 and was voted Motor Cycle News 'Machine of the Year' in 1979. This Triumph T140V Bonneville was purchased from the USA in November 1989 and first registered in the UK in February 1992. Offered from the collection of noted collector, the late Ken Senior, the Bonnie retains its factory paintwork and last US registration plate. A total of 8,192 miles is shown on the odometer. Accompanying paperwork consists of an old US title; the 1989 bill of sale; and old V5/V5C registration documents. Offered with keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

1972 Rickman Street Métisse Triumph 700cc SpecialRegistration no. GVG 359KFrame no. 970 REngine no. TR6P DU59167'The components for this Rickman Métisse were all bought in the classic period, but never assembled into a complete machine until 2003.' – The Classic Motor Cycle, January 2008. The Rickman brothers - Don and Derek - were already established moto-cross stars when they built the first Métisse in 1959, and within a decade their company would grow to become one of the biggest and best-known independent motorcycle frame-makers. The machine offered here is an example of the 'Street Métisse', which was launched at the Earls Court Motorcycle Show in 1966. It was purchased in 2001 as a never-assembled kit of parts, many still in their original boxes, by George Blackwell, who went on to build it into a complete machine, finishing the task in September 2003. The original purchaser of these parts was one A.Appleton of Norfolk. Notable features include Norton forks with Paul Dunstall sliders and integral front brake callipers; Rickman eight-valve cylinder head; Quaife five-speed gearbox; Dunstall exhaust system, AP Racing rear brake: and a Rickman 700cc conversion. Although the frame was designed to be oil-bearing, it was considered safer to use a separate (central) oil tank. This most handsome special comes with a vast accumulation of bills and other documentation dating back to the late 1960s, including Rickman Brothers' invoice for frame number 'R.970'. A copy of the aforementioned magazine article is on file also. Offered with keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

c.1981 Villa-Sebring 125Registration no. not registeredFrame no. FV-S*4073* DGM0M50957Engine no. FV125S4064Brothers Francesco and Walter Villa began building their own machines in the mid-1960s. Walter raced Villa bikes before his rise to stardom, securing three consecutive 250-class World Championships for Harley-Davidson between 1974 and '76, to which he added one in the 350 class. Manufactured up to 1988, the firm's lightweight roadsters used proprietary engines at first, while its successful moto-cross and enduro models used motors of Villa's own design. From the early 1980s the roadsters featured water-cooled engines of Villa's own manufacture, such as the Seebring offered here (idiosyncratic spelling is correct).The production Seebring's cockpit fairing was mounted directly on the front fork while this one's is fixed to the frame, as seen on the later version of this model: the Daytona. It also has a low exhaust pipe, whereas the standard Seebring had a high-level pipe. Probably this is a pre-production machine built for a trade show prior to the start of series production in 1982. Noteworthy features include reed-valve induction, a six-speed gearbox, Motoplat electronic ignition, mono-shock rear suspension, disc front brake and 18' alloy wheels. We are advised that the machine has been homologated but is not licensed. Purchased by the vendor at the Bonhams Spring Stafford Sale 2016 (Lot 230), it has been dry stored since and is offered with a NOVA declaration.Footnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

One owner from new 1981 Ducati 864cc 900SSRegistration no. NPK 688WFrame no. DM860SS 090574Engine no. 091895 DM860•Classic 'bevel-drive' Ducati•Improved 'square case' model•24,217 miles from newDucati's second-generation v-twin engine - the 900cc 'square case' (actual capacity 864cc) - debuted in the 860GT of 1974 and the following year was used to power the new 900SS superbike. The latter was styled like the original 750SS that had been developed from Paul Smart's 1972 Imola winner. (The 750SS continued in this new 'square case' guise, though almost all of these smaller, second-generation models were destined for the Italian market). More than just a simple over-bore, the 'square case' engine incorporated a new camshaft drive arrangement, improved oil pump, cartridge-type oil filter and electronic ignition. In addition, the gearchange was moved to the left-hand side and the frame altered to provide chain adjustment at the swinging arm pivot. As had been the case with the original 750SS, desmodromic valve gear distinguished the new sports roadster from its tourer counterpart. 'Like the tamer valve spring version of the engine in the 900GTS it is uncannily smooth, while possessing a much more dramatically punchy power output than the soft touring motor,' reported Bike magazine in October 1977. Breathing through gaping 40mm Dell'Orto carburettors, the 900SS engine produced 70bhp at 7,500rpm, an output good enough for a top speed of 135mph. The 900SS's competition heritage was obvious on the road: 'While other flash Italian bikes are basically roadsters dressed up and pretending to be racers, this is the real thing,' declared Bike. Engine design improvements pioneered on the Darmah model were incorporated for 1978 together with a left-side gearchange, while Speedline alloy wheels were adopted part way through the year. For 1981 the 900SS underwent more extensive updating, gaining improved cylinder heads, Bosch ignition and - later on - a revised gearbox. Production ceased during 1982 after a little over 6,000 had been produced and today this classic Ducati bevel-drive twin is highly sought after. This particular 900SS has belonged to the current vendor from new. Noteworthy features include stainless Conti-type (Keihan) silencers; Boyer Bransden electronic ignition; and Koni shock absorbers (original Marzocchis included in the sale). Described by the vendor as in good condition, the Ducati was last run approximately 10 years ago and will require re-commissioning before returning to the road. The machine is offered with Boyer and Koni instructions; a V5C Registration Certificate; and MoT certificates up to 2005.Offered with keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

1969 Ducati 450 MkIII DesmoRegistration no. HWR 162GFrame no. DM450 451100Engine no. DM450 451100•Eleganza prize winner•2019 Motogiro entrant•Top of the range Super Sport variantBy the mid-fifties Ducati was facing closure, so in a final throw of the dice hired Fabio Taglioni to design a bike to win the Motogiro. This and the Milano Taranto were known as the Gran Fondo (big ride) races, travelling across the Italian countryside as the ultimate high speed marketing machine, regularly making the front pages of newspapers. Taglioni's bevel drive overhead cam Gran Sport was the result, taking every place but one in the 1955 giro 100cc class, and fifth overall, only beaten by 175s.The following year a 125cc version would win outright, securing Ducati's future and ultimately being developed into 250 and 350 versions.The next significant development of Ducati's singles were the 'wide case' models of 1967. Changes were not just confined to the wider rear engine crankcase casting and frame mounting: Taglioni and his team also incorporated a stronger con-rod and big-end bearing, alongside improvements to the lubrication system and gearbox. There was also fulfilment of a Taglioni dream, with desmodromic valve actuation now available on production models, not just the racers. These top-of-the-range super sports variants were distinguished by their extra chrome and restrained 'D' decals on the side panels. Late in 1968 the Ducati single appeared in its largest '450' (actually 436cc) incarnation, which offered considerably more torque courtesy of the substantial hike in capacity, and additional frame bracing to allow a rider to make the most of it. They are a joy to ride, especially on Italian mountain roads. Bike magazine wrote in 1975 that they offer 'that rare blend of two wheeled excitement, satisfaction and safety'.This particular 450 MkIII Desmo motorcycle was imported from the US and then fettled and UK registered by Made In Italy Motorcycles of Stowmarket several years ago, a business much admired by the UK cognoscenti. The current owner reports that it ran very well during the 2019 Motogiro D'Italia, winning the 'Eleganza' prize offered by the Ducati Museum and presented by director Livio Lodi who considered it 'a most original and well preserved motorcycle'.Original parts, including the Borrani rims and heel/toe gear-lever, are included, as the 450D is currently fitted with stainless steel rims and a conventional gear lever, as well as a12v conversion. It is offered with two keys and a current V5C registration certificate.In common with many Ducatis imported from the US the frame number plaque is absent and the frame number is not a factory stamping, and duplicates the engine number. However it is as recorded on the V5C. Accordingly prospective bidders must satisfy themselves as to the origins, date and suitability of the machine's component parts prior to bidding.Offered with keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

Offered from The Forshaw Speedway Collection c.1930 Rudge-Whitworth 499cc Dirt Track Racing MotorcycleEngine no. 4619•Hugely successful model•Evidence points to it being remarkably original•A rare document from the early history of dirt track racingLike so many similar motorcycle manufacturers Rudge started life in 1894 as a bicycle maker, with the combination of two factories in Birmingham and Coventry forming Rudge Whitworth. It was not until 1911 that the first motorcycle appeared, the famous 'Multi' which won the Senior TT in 1914 ridden by inventor and engineer, Cyril Pullen. Rudge produced v-twins as well as singles but it was the v-twin that first appeared with a four speed gearbox. In 1923 the Rudge Four was introduced - a single with a four-speed gearbox but, notably, the first Rudge four valve engine which was to become the hallmark of Rudge and their racing successes. This was based on Harry Ricardo's design for Triumph as early as 1921. Initially 350cc, the new four valve engine was more powerful than the previous 500cc engine. In 1925 this led to the Rudge Special, a full four valve 500cc. It was this engine that became so success in racing and in modified form it became the basis for the 'dirt track' model.The first of these appeared in June 1928 using many existing production parts in the construction but the engine now ran on methanol. A certain influence came from Stan Glanfield from his round the world endurance on a Rudge sidecar outfit. Starting in July 1927 his travels included Australia where he was captivated by the dirt track racing which had been well established for around five years. Returning eight months later all this experience stood him in good stead in being able to advise on the new dirt track model. Stan later also went on to produce is own dirt track machine.There is no history file with this DT Rudge and it is not known when it joined the collection. Close examination indicates that it cannot have had very much use and in comparison with Rudge factory catalogues from 1929 through to 1932 all the evidence is that it is remarkably original. A true time warp discovery which, even without provenance, is a rare document from the early history of dirt track racing. The mechanical condition is not known and therefore we recommend re-commissioning and/or restoration to a greater or lesser extent.Key not requiredFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

10071939 WWII Renault Vineyard Tractor – Ex Spitfire tugReg. no. 107S G74Chassis no. 304EEngine no. BSTransmission: ManualThis Renault Vineyard tractor is thought to be a spoil from WWII and was shipped back from Normandy. It has local connections having been used as a Spitfire tug on Babdown airfield near Tetbury, its draw bar is still attached at the rear to this day. Babdown’s grass airfield was used from 1940-1948, the airfield saw a lot of training for Australian airmen in the mid 1940’s; 570 RAF staff and a further 223 Women’s Auxiliary Air Force staff were based there during the peak of operations.UK registered and driven by a Perkins 3-cylinder unit, this tractor has been owned by a local gentleman for a number of years. Still in RAF grey, the bodywork is in original solid condition whilst the engine and gearbox are described as in good running order by the seller. The tractor comes with some history including bills but no registration document.Estimate: £5,000 – 6,000To be auctioned along with a fantastic selection of other vehicles on October 15th at our Showell Farm site, SN15 2NU. Viewing is welcome prior to sale and all cars are sold as seen, condition reports can be requested on each lot by contacting us direct. Lots are not available to buy prior to auction. Fully illustrated catalogue is available on the Richard Edmonds Auction website. Bids can be made online, by telephone or live on site. All lots are subject to commission.Vehicles that are un-registered or on foreign plates may require Import Duty and Vat to be paid upon purchase via HMRC prior to registering with the DVLA for a UK plate, if you are not sure please ask. For classic cars over 30 years this equates to 5% Duty on the final value.

10111954 Austin SomersetReg. no. UPH 153Chassis no. GS4839887Engine no. 1G949994The A40 Devon was replaced by the Somerset in 1952, with the new car featuring a more flowing body style and ‘transatlantic’ styling cues. The 1.2-litre B-Series engine was uprated to produce 42bhp, enough to get these cars up to 70mph. With deeply-cushioned leather seats – separate in the front, and a bench in the back – the car provided comfortable family transport. With the gearchange for the four-speed gearbox column-mounted, the front two seats could also be arranged as a bench, giving seating for up to six. Popular family cars, 173,000 were sold before the end of production in 1954.This 1954 Somerset is a very worthwhile project. The paintwork is mostly good, but there are some areas of the bodywork that need attention. The interior is in good original order, and the chassis looks to be solid. The car is not currently running but would be a rewarding project for the winter months. It comes with a current V5C.Estimate: £1,500 – 2,000 To be auctioned along with a fantastic selection of other vehicles on October 15th at our Showell Farm site, SN15 2NU. Viewing is welcome prior to sale and all cars are sold as seen. Lots are not available to buy prior to auction. A fully illustrated catalogue is available on the Richard Edmonds Auctions website. Bids can be left with the auctioneer, made online, by telephone or live in person. All lots are subject to commission.Vehicles that are un-registered or on foreign plates may require Import Duty and VAT to be paid upon purchase via HMRC prior to registering with the DVLA for a UK plate, if you are not sure please ask. For classic cars over 30 years this equates to 5% Duty on the final value.

10121948 Allis - Chalmers Model B TractorReg. no. FMW 488Chassis no. t.b.a.Engine no. V5 INELDTransmission: ManualAllis-Chalmers decided to produce small, inexpensive tractors from the 1930s for American farmers with smaller parcels of land. The model B featured an orange styled body with a petrol engine situated at the front.This particular example has rally-condition paintwork in solid, original condition. It is left hand drive with a bench seat and it is said that both the engine and gearbox run well. It is one of the first of its type, UK built in 1948 to feature a bench seat instead of the usual single bucket type seat. The tractor comes with some previous bills and historic road fund licence that expires June 2023.Estimate: £3,000 – 4,000To be auctioned along with a fantastic selection of other vehicles on October 15th at our Showell Farm site, SN15 2NU. Viewing is welcome prior to sale and all cars are sold as seen. Lots are not available to buy prior to auction. A fully illustrated catalogue is available on the Richard Edmonds Auctions website. Bids can be left with the auctioneer, made online, by telephone or live in person. All lots are subject to commission.Vehicles that are un-registered or on foreign plates may require Import Duty and VAT to be paid upon purchase via HMRC prior to registering with the DVLA for a UK plate, if you are not sure please ask. For classic cars over 30 years this equates to 5% Duty on the final value.

10132003 Maserati 4200 Spyder ProjectReg. no. HX53 MZTChassis no. ZAMBB18C 000011190Engine no. M132 078174Transmission: AutomaticMileage: 50,000The Maserati 4200 Spyder was produced between 2001-2007 with a 4.2 v8 Twin Turbo engine giving it fantastic performance. It boasted 385bhp allowing a top speed of 177mph and a 0-60 of just 4.9 seconds. Combine this performance with Italian luxury and style, and you get a stunning performance car.This particular example is a recent MOT failure and requires restoration to bring it back to its former glory. It failed in May 2022 on corroded sills, excessively worn upper suspension components as well as steering gaiter failure. We also note that the driver’s rear quarter panel has been painted, the engine light is illuminated, and the gearbox is a bit jolty, but it does run and drive.Estimate: £6,000 - £7,000 To be auctioned along with a fantastic selection of other vehicles on October 15th at our Showell Farm site, SN15 2NU. Viewing is welcome prior to sale and all cars are sold as seen. Lots are not available to buy prior to auction. A fully illustrated catalogue is available on the Richard Edmonds Auctions website. Bids can be left with the auctioneer, made online, by telephone or live in person. All lots are subject to commission.Vehicles that are un-registered or on foreign plates may require Import Duty and VAT to be paid upon purchase via HMRC prior to registering with the DVLA for a UK plate, if you are not sure please ask. For classic cars over 30 years this equates to 5% Duty on the final value.

10151934 Jowett 2-seater TourerReg. no. KFF 168Chassis no. 437699Engine no. 437699The Jowett car company of Bradford produced distinctive, well-made cars for 49 years between 1906 and 1955. In the 1920s and early 1930s, the company’s backbone was the 7hp range of cars, with these all using a flat-twin engine - the flat engine being a hallmark of almost all of the company’s cars until closure in 1955. Jowett 7s were known for their excellent flexibility and pulling-power low down in the rev range - perfect for hilly areas, as well as their reliability.This unique 1934 Jowett 7 special was commissioned by Fred Hollaway, owner of a collection of Group B rally cars, in the 1990s. All work was undertaken by Michael Koch-Osbourne, a grandson of William Jowett. A full history file is available with details of the work carried out, with costs adding up to £13,349.25 in March 1998. In order to make the car more sporting, the engine has been lowered by six inches in the frame, and has also been tuned to fast road specification, with high-compression pistons, twin carburettors, a lightened flywheel and a sports camshaft. It now produces 24bhp, which in a small car, with this custom-made two-seater sports body, should be enough for very respectable performance. The four-speed gearbox is operated via a period remote. A modern alternator has been fitted within the original dynamo housing, providing modern electrical performance and reliability without looking out-of-place. Overall, the car presents very well, and is said to drive equally well indeed. The vendor plans to drive it the 70 or so miles to the sale. It comes with the aforementioned history file, plus a V5C.Estimate: £6,000 - 7,000 To be auctioned along with a fantastic selection of other vehicles on October 15th at our Showell Farm site, SN15 2NU. Viewing is welcome prior to sale and all cars are sold as seen. Lots are not available to buy prior to auction. A fully illustrated catalogue is available on the Richard Edmonds Auctions website. Bids can be left with the auctioneer, made online, by telephone or live in person. All lots are subject to commission.Vehicles that are un-registered or on foreign plates may require Import Duty and VAT to be paid upon purchase via HMRC prior to registering with the DVLA for a UK plate, if you are not sure please ask. For classic cars over 30 years this equates to 5% Duty on the final value.

10171987 Land Rover 90 M57 Engine ConversionReg. no. E698 JDDChassis no. SALLDVAD7AA303783Engine no. 27556253Transmission: AutomaticMileage: 122,000Although not initially called the Defender, the iconic Land Rover was first produced from 1983 and was simply named the 90 or 110 depending on the wheelbase. After the Series III, Land Rover opted for coil springs for an improved ride, they updated the interior, modernised the exterior and widened the axles amongst other things meaning that their 4x4’s were no longer just works vehicles, but recreational too.This particular 90 is not your average Land Rover. One of the most famous diesel engines throughout Europe is the BMW M57, a bullet proof, well-engineered and powerful motor that is now used as a popular engine swap not just in Land Rovers but many other cars for off-road, on-road and competition use. It fits perfectly well in the engine bay of the 90 and if it wasn’t for the BMW badge you wouldn’t know it wasn’t factory fitted. The engines offer great performance as standard, but this car has been tuned to produce 360bhp from its 3-litre turbo power plant. This results in what looks like a well spec’d, but standard looking, truck that can out-pace most cars on and off road.The current owners are huge Land Rover enthusiasts and have done a fantastic job on this 4x4. It has just four previous owners. The bodywork is in great order having been re-painted just two years ago as well as being fitted with a new crossmember eight months ago. Additional changes to the truck include a Discovery 2 axle and suspension swap with 40mm lift, 6-speed BMW automatic transmission with syncromesh gearbox conversion to keep AWD. Ashcroft ATB front diff. to ensure that the power is fed to the Range Rover wheels and Cooper STT mud tyres, correctly. Performance is enhanced by a stainless exhaust, an aluminium radiator and an upgraded intercooler system. Inside, the car benefits from an Ashcroft 50th anniversary centre console and corbeau leather reclining seats.The seller reports that the car was a Cat N due to an engine fire, hence deciding to shift to the M57 BMW motor and transmission. Any damaged items have been replaced since the fire, and with the BMW swap being so compatible with the Land Rovers, results in a factory-finish look. The engine was removed from a BWW 535D with 130,000 miles. Anyone who know M57’s will be aware that these engines, when looked after, will exceed the 200,000-mile marker. The car was serviced just 2,000 miles ago. This 90 has 10 months MOT and comes with a current V5C. An iconic 4x4 fitted with a legendary engine.Estimate: £16,000 - 18,000To be auctioned along with a fantastic selection of other vehicles on October 15th at our Showell Farm site, SN15 2NU. Viewing is welcome prior to sale and all cars are sold as seen. Lots are not available to buy prior to auction. A fully illustrated catalogue is available on the Richard Edmonds Auctions website. Bids can be left with the auctioneer, made online, by telephone or live in person. All lots are subject to commission.Vehicles that are un-registered or on foreign plates may require Import Duty and VAT to be paid upon purchase via HMRC prior to registering with the DVLA for a UK plate, if you are not sure please ask. For classic cars over 30 years this equates to 5% Duty on the final value.

10221946 Lea Francis 14hp SpecialReg. no. KLT 597Chassis no. 4194Engine no. 3837The Lea-Francis 14hp usually came as a solid, luxurious saloon, or as a practical ‘woody’ estate. There was also of course the rather more rakish 14hp Sports, but these were not within easy reach of most people, and as with all LeaFs, were not produced in large numbers. With their separate chassis, lively twin-cam engines and pre-war sporting ancestry, 14hp saloons and estates were a popular basis for conversion into sporting specials from very early on in their lives. As with all coachbuilt cars, once the wooden frame starts to fall apart, it becomes a huge job to effect any repairs. Hence many 14hps lost their bodywork or sat for many years with the bodies falling apart, making them perfect candidates for remodelling into specials such as the one offered here.This 1946 14hp special is offered from 20-year storage. Well-built, with the attractive occasional four-seater body constructed by the vendor after he rescued the remains of the car from a field, it has plenty of sporting appeal, with the aero-screens, external hand brake and cycle wings all lovely touches. The 1761cc twin-cam engine and four-speed gearbox are to original specification, and the car should prove most enjoyable once recommissioned and back on the road. It comes with a current V5C and an older logbook.Estimate: £8,000 - £10,000 To be auctioned along with a fantastic selection of other vehicles on October 15th at our Showell Farm site, SN15 2NU. Viewing is welcome prior to sale and all cars are sold as seen. Lots are not available to buy prior to auction. A fully illustrated catalogue is available on the Richard Edmonds Auctions website. Bids can be left with the auctioneer, made online, by telephone or live in person. All lots are subject to commission.Vehicles that are un-registered or on foreign plates may require Import Duty and VAT to be paid upon purchase via HMRC prior to registering with the DVLA for a UK plate, if you are not sure please ask. For classic cars over 30 years this equates to 5% Duty on the final value.

10241959 Wolseley 1500Reg. no. 332 UXCChassis no. W/WA133240Engine no. 15WC/U/L2049The Wolseley 1500 and its slightly more upmarket sibling, the Riley One-Point-Five, were BMC’s offerings in what would now be called the ‘compact executive car’ market. Launched in April 1957, the Wolseley had a single-carb version of the 1500cc B-Series engine, and the four-speed gearbox from the MG Magnette. The traditional Wolseley grille, with trademark illuminated badge, adorned the front of this handsome saloon, while on the inside, there was a generous level of luxury.This 1959 1500 comes with a current V5C and presents in good all-round condition. Thought to be an older restoration, a tow bar has also been fitted.Estimate: £1,500 – 2,000To be auctioned along with a fantastic selection of other vehicles on October 15th at our Showell Farm site, SN15 2NU. Viewing is welcome prior to sale and all cars are sold as seen, condition reports can be requested on each lot by contacting us direct. Lots are not available to buy prior to auction. Fully illustrated catalogue is available on the Richard Edmonds Auction website. Bids can be made online, by telephone or live on site. All lots are subject to commission.Vehicles that are un-registered or on foreign plates may require Import Duty and Vat to be paid upon purchase via HMRC prior to registering with the DVLA for a UK plate, if you are not sure please ask. For classic cars over 30 years this equates to 5% Duty on the final value.

10251997 BMW Z3 1.9Reg. no. R115 OMFChassis no. WBACH72010LD80072Engine no. 06118668Transmission: ManualMileage: 101,000The Z3 was produced from 1996 - 2002, based on the BMW e36 platform, it was designed to battle it out in the drop top market with the likes of the Toyota MR2, Mercedes SLK and Mazda MX5. Its muscular style body with louvres in the front wings gave a more masculine look than most convertibles of its era. This particular example sports the M44 1.9 engine with a manual gearbox. The silver paintwork with black hood and interior suit the car well sat on five spoke, silver alloy wheels.The car has just had a fresh MOT and comes with a current V5C and some supporting history. The MOT required two tyres which have been fitted and it was advised that the restraint system warning light does not illuminate. Although the paint has some scratches on the bumpers, the body looks to be solid, whilst the roof and rear screen are in good order, as is the interior considering its age. The driver’s window does not rise to the top due to a window motor issue.Estimate: £1,500 – 2,500To be auctioned along with a fantastic selection of other vehicles on October 15th at our Showell Farm site, SN15 2NU. Viewing is welcome prior to sale and all cars are sold as seen. Lots are not available to buy prior to auction. A fully illustrated catalogue is available on the Richard Edmonds Auctions website. Bids can be left with the auctioneer, made online, by telephone or live in person. All lots are subject to commission.Vehicles that are un-registered or on foreign plates may require Import Duty and VAT to be paid upon purchase via HMRC prior to registering with the DVLA for a UK plate, if you are not sure please ask. For classic cars over 30 years this equates to 5% Duty on the final value.

10261925 Lancia Lambda Series 5 ProjectReg. no. UnknownChassis no. 3878/13865Engine no. 3878The Lancia Lambda is regarded as a highly significant vehicle in the development of the modern car; not only was it one of the first production cars with independent front suspension - achieved through a distinctive sliding-pillar system - it was also a pioneer of semi-monocoque construction, with the body being a stressed element of the design.This 1925 Lambda kit of parts consists of an engine (number 3878) and four-speed gearbox, petrol tank, 2 ½ front trapezoid axles, a complete rear axle, four hubs, four drums, a steering rack and column, and suspension parts. Chassis tubes and rails are also present, the chassis number being 13865 (the number 3878 is also present). Being a 5th-Series car, the 2119cc engine and four-speed gearbox would seem correct. The car was privately imported in the 1930s. Owned by Air Commodore Buckel, it was bought as a kit of parts by the vendor’s father, a well-known VSCC member and car restorer, in the 1980s. The Lancia club are aware of the project and according to the vendor, are willing to assist with research and registration. This project, offered in the 100th anniversary year of the Lambda, should offer a rewarding challenge and result in a most delightful motor car.Estimate: £5,000 - 6,000 To be auctioned along with a fantastic selection of other vehicles on October 15th at our Showell Farm site, SN15 2NU. Viewing is welcome prior to sale and all cars are sold as seen. Lots are not available to buy prior to auction. A fully illustrated catalogue is available on the Richard Edmonds Auctions website. Bids can be left with the auctioneer, made online, by telephone or live in person. All lots are subject to commission.Vehicles that are un-registered or on foreign plates may require Import Duty and VAT to be paid upon purchase via HMRC prior to registering with the DVLA for a UK plate, if you are not sure please ask. For classic cars over 30 years this equates to 5% Duty on the final value.

10311978 MGB GT 1.8Reg. no. WNJ 94SChassis no. GHD5 – 455323GEngine no. 20727Transmission: ManualMileage: 60,000(images coming soon)A great example of a late 'BGT' which has recently undergone a restoration, mainly mechanical, with over £2,100 spent on parts (excluding body panels) in the last two years. Presented in Damask red, this example powered by a 1.8 litre engine coupled to a manual gearbox and overdrive, has had much work carried out including an engine bay respray. While out, the engine was given a clean-up, with new gaskets fitted. In addition, a new clutch has been fitted, all fluids have been replaced, plus all mounts, brake and clutch lines and master cylinders have been replaced.Ziebart treated from new, means the shell is still very solid, the only areas that needed welding were the inner wing box sections. New front wings were painted and wax-oyled before fitting along with new splash guards. New doors and a bonnet were painted and fitted. Chrome Rostyle wheels with new centre caps, nuts and tyres were also fitted; a new Astarli steering wheel sets off the interior. Cosmetically the car presents very well although it would benefit from a re-spray in the future to really compliment the work already done.Numerous other new panels and parts fitted including:Radiator and hoses, brake lines and flexi pipes, fuel tank, sender & electric points-less pump. A clutch kit and both cylinders. The exhaust, indicator switch, headlights, bump stops, suspension bushes, battery, alloy rocker cover, K&N air filters etc. The sale includes a current V5C document, some recent receipts and old tax discs.Estimate: £3,800 - £4,800To be auctioned along with a fantastic selection of other vehicles on October 15th at our Showell Farm site, SN15 2NU. Viewing is welcome prior to sale and all cars are sold as seen. Lots are not available to buy prior to auction. A fully illustrated catalogue is available on the Richard Edmonds Auction website. Bids can be left with the auctioneer, made online, by telephone or live in person. All lots are subject to commission.Vehicles that are un-registered or on foreign plates may require Import Duty and VAT to be paid upon purchase via HMRC prior to registering with the DVLA for a UK plate, if you are not sure please ask. For classic cars over 30 years this equates to 5% Duty on the final value.

10391954 Morris Minor 1000Reg. no. 270 XVWChassis no. FAA11/296545Engine no. 8G9RM27898Transmission: ManualThe Morris Minor was in many people’s eyes as important as the Mini when it comes to British society and ferrying the average family around on their weekly chores. More than 1.6 million of them were manufactured between 1948 - 1971.This series II four door looks the part in black with red pinstripe and chrome door handles. These cars had many changes over the initial Minor, but as well as restoring the car, recent owners have also enhanced it with some changes to make it more fun and useable. The engine is upgraded to the later 1098 unit accompanied by a later gearbox. The car also benefits from a stainless steel exhaust, servo assisted disc brakes and telescopic shock absorbers. The interior has been retrimmed in red leather complimented by new carpets and head lining. The exterior is also finished with new front and rear bumpers. The sale includes a current V5C.Estimate: £6,000 – 8,000To be auctioned along with a fantastic selection of other vehicles on October 15th at our Showell Farm site, SN15 2NU. Viewing is welcome prior to sale and all cars are sold as seen, condition reports can be requested on each lot by contacting us direct. Lots are not available to buy prior to auction. Fully illustrated catalogue is available on the Richard Edmonds Auction website. Bids can be made online, by telephone or live on site. All lots are subject to commission.Vehicles that are un-registered or on foreign plates may require Import Duty and Vat to be paid upon purchase via HMRC prior to registering with the DVLA for a UK plate, if you are not sure please ask. For classic cars over 30 years this equates to 5% Duty on the final value.

10412015 Land Rover Defender 110 XS TDCI D/CReg. no. TAS 699 (Not included in Sale)Chassis no. SALLDHYP7FA469336Engine no. 141206095352DT224Transmission: ManualMileage: 16,074The last of a legend - a 4x4 that needs no introduction. The original Land Rover Defender had its final production year in 2015. Not only is this a last year truck, but the current and only owners, who are true die-hard Land Rover fans, have kept this very low mileage 110 in fantastic condition.The 110 XS hard top with 2.2 Turbo Diesel and 6-speed manual gearbox looks jaw dropping in Santorini Black combined with a full black pack. The interior is stunning with Twisted leather Recaro seats, ebony black headlining, double din apple stereo and full dog guard. It is also fitted with a TMD short shift gear stick and a Momo leather steering wheel.As if the fantastic spec. on the inside is not enough, it continues on the outside with VGS panoramic glass, heated rear window, front and rear washer jets, a full set of Optimall billet door hinges and wing top and side vents. The front end looks fantastic with a Venturer front grille and badge as well as a Devon 4x4 heavy front bumper with laser lights, LED DRL headlamps and aluminium steering guard. A set of Twisted wheels are wrapped in BF Goodrich tyres, whilst galvanised and powder coated side steps allow one to enter and exit the vehicle with ease. Finally, the exterior is finished off with a colour coded cross member, a Dirt D fender to front and rear arches as well as a North American rear step, towbar and Anderson plug. The owners have kept the car in dry storage, but it has been ceramic coated and wax oiled.The sale includes full-service history, a current V5C and MOT, two keys and an Auto Watch immobiliser. A great opportunity to own a last year of production, low mileage collectors’ Land Rover. Please note that the current registration will not be included in the sale.Estimate: £40,000 - 45,000To be auctioned along with a fantastic selection of other vehicles on October 15th at our Showell Farm site, SN15 2NU. Viewing is welcome prior to sale and all cars are sold as seen. Lots are not available to buy prior to auction. A fully illustrated catalogue is available on the Richard Edmonds Auction website. Bids can be left with the auctioneer, made online, by telephone or live in person. All lots are subject to commission.Vehicles that are un-registered or on foreign plates may require Import Duty and VAT to be paid upon purchase via HMRC prior to registering with the DVLA for a UK plate, if you are not sure please ask. For classic cars over 30 years this equates to 5% Duty on the final value.

Offered from The Forshaw Speedway Collection c.1930 Norton 490cc OHV Dirt Track Racing MotorcycleFrame no. 42399Engine no. 46752•Exceptionally rare Norton variant•In single family ownership from the 1930s until 1989•Found to substantially complete before restoration embarked uponThere is no greater name in motorcycle racing than Norton. James Lansdown (Pa) Norton was born in 1869, the son of a cabinet maker who followed a very different path through his fascination of mechanics, intoxicated by innovation in a fast changing world. This demonstrated from a young age when he built a working model steam engine before becoming a teenager. He was apprenticed as toolmaker from the age of fifteen but contracting severe rheumatic fever four years later left him with poor health for the rest of his life. This did not prevent him from setting up his own business. At the age of twenty nine in 1898 the Norton Manufacturing Company was supplying components to the flourishing bicycle trade.With the approach of the twentieth century Norton's imagination was inspired by an emerging interest in motorcycles which were gaining popularity amongst local enthusiasts. Diverging into motorcycle production was irresistible. A meeting with Charles Garrard, British importer of the French Clement range of engines, resulted in the two men in a joint venture, with Norton manufacturing for Garrard. But from 1902 a Norton motorcycle appeared for the first time with an ever increasing range becoming available but still using proprietary engines, notably Peugeot. Norton himself competed in many sporting events enabling him to evaluate his own machines.The year 1907 was momentous for James Norton with the inauguration of the Isle of Man Tourist Trophy races. This was Norton's very first race, the entry of a 690cc V twin Peugeot engined machine owned by Harold Rembrandt Fowler but with factory support. Not only was this Norton's first race but it was an entirely new venture for the intrepid 'Rem' Fowler. With serious opposition and despite making a dozen stops and falling off on a couple of occasions Rem won his class. From being considered without any hope of success this was an outstanding result for the little-known Norton name but unwittingly the start of a formidable racing history over the following decades not only in the Isle of man but throughout the world.This amazing success spurred Norton to design his first engine. This the first single cylinder engine to become the epitome of the Norton racing motorcycle. There was a survival from bankruptcy in 1912 saved by the action of R.T (Bob) Shelley who with James Norton revitalised the company with expansion evident from 1916. Whilst there were racing and record-breaking successes from the opening of Brooklands in 1907 it was not until 1924 that Norton succeeded in the Isle of Man again, winning both the Senior and sidecar TTs with their ubiquitous push rod OHV singles.Although the first overhead camshaft Norton, the CS1, appeared in 1927 and was successful in that year's TT, it was an adapted version of the push rod engine that was proposed for the dirt track machine. By May 1930 when the Norton dirt track model made its first public appearance the sport was very much on a rising ascendancy and by this time the unique requirements for a cinder shifting machine were beginning to be understood. The Norton was the result of much experiment and attention to the latest ideas. The frame with certain influence from the current all-conquering Rudge including the necessary Webb forks and even Rudge type high level twin exhaust pipes. The inclusion of twin exhaust pipes with a single exhaust valve engine an unnecessary complication and added weight.Frank Varey gave the new Norton the first public outing winning races and breaking lap records at Perrey Bar and Nottingham. However, Frank Varey was one of the very few to really master the Norton and despite his glowing testaments few other riders liked it. Perhaps the frame was too stiff and the engine rather heavy leaving the handling 'much to be desired'. The machine soon gained the reputation of 'being a camel'. With the rapid development of the JAP engine soon to eclipse the entire speedway world, the Norton like all others was consigned to obscurity.Very few of these Nortons were made - maybe no more than eleven - although there are reports of successes on Australian tracks and maybe even in New Zealand. There is some evidence too that the specially developed engine was sold separately as well. This now very rare example, originally supplied to a dealer called Frodsham in Warrington, UK, was sourced by Richard in 1989 where it had been in the family of Henny Kroeze from the 1930s. Henny's uncle, Arie van de Ployn had used the machine for grass track racing. For this the three speed Sturmey Archer gearbox was used although it is now converted to just a simple countershaft. The engine, a 1930 Model 18 single port unit fitted with the correct short DT timing cover, is not as the original but appears to have been in the frame for most of its life, the engine having been fitted to a machine supplied to the Netherlands in June 1930. When purchased the motorcycle had deteriorated but remained substantially complete until a more recent restoration. This has included the replacement of the lower rear frame chain stays no doubt removed in the earlier life of the machine to find more flexibility. The Norton dirt track machines were built to a very high specification with a traditional rather heavy lugged frame. The accompanying file with letters discussing the purchase, invoices, photographs before and after restoration, period extracts from magazines and a Wright Wood image of Frank Varey with one of these Nortons. The mechanical condition is not known and therefore we recommend re-commissioning and/or restoration to a greater or lesser extent.Key not requiredFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

1925 Douglas 596cc Model OBRegistration no. SV 4962Frame no. HF263Engine no. UG 317•Rare overhead-valve sports model•Present family ownership since 1954•Requires re-commissioningDouglas had built racing and experimental overhead-valve motorcycles prior to WWI but the first production OHV models did not emerge until after the war's end. In September 1921 at Brooklands an overhead-valve Douglas set new 350cc records at 200, 300 and 400 miles. The first production models appeared at that year's Motor Cycle Show and soon demonstrated an enviable combination of speed and reliability. Sales were boosted considerably when in March 1922 Cyril Pullin became the first man to exceed 100mph on a '500' riding one of the new OHV Douglas models. Having made a successful start, Douglas improved upon the concept with the successor RA model, which took its name from the British Research Association, designers of the novel disc brakes fitted front and rear. There was a new frame and the gearbox was relocated above the rear cylinder, enabling the engine to be mounted lower down. Instead of a separate oil tank, engine lubricant was contained within a large aluminium sump. Another novel feature was the use of a twist grip for throttle control instead of the customary lever. Extensive use of aluminium kept the weight down to an admirable 275lb.Riding an RA, Manxman Tommy Sheard won the 1923 Isle of Man Senior TT while Jim Whalley won that year's French Grand Prix and Spanish 12 Hours race. Capitalising on the RA's success, Douglas marketed it as the 'IOM Model', claiming that it was identical with the TT- winning machine. The first standard production versions of the RA were launched at the Olympia Show in October 1923 designated OB/24 (596cc) and OE/24 (346cc). Listed in the Douglas Machine Register (1993), the 1925 Model OB offered here was first registered to the vendor's father in 1954. Accompanying documentation includes an old-style logbook (issued 1950); old/current V5/V5C documents; and a quantity of MoTs (most recent expired 2009). (It should be noted that the registration documents incorrectly list the engine capacity as 500cc.) Not run for a number of years, the machine will require re-commissioning before further use and thus is sold strictly as viewed. It should be noted that the engine number is recorded as 'EL293' in the registration documents. Key not requiredFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

1928 Douglas 498cc SW5 Speed ModelRegistration no. SV 6123Frame no. TF107Engine no. EU171Bristol-based Douglas commenced motorcycle production in 1907 with a machine powered by a horizontally-opposed twin. Fore-and-aft installation made for a slim machine with a low centre of gravity, virtues that were soon demonstrated in competition, Douglas machines taking 1st, 2nd and 4th places in the 1912 Isle of Man Junior TT. When speedway racing arrived in Britain in 1928, the new sport quickly caught the public's imagination and before long almost all major UK manufacturers listed a dirt-track model, Douglas being the first to establish dominance with its overhead-valve 500cc DT5 and 600cc DT6. The company's inline twins had benefited from much development on the Australian long tracks, but as shorter tracks became the norm in the UK, the DT's otherwise excellent handling could no longer compensate for the handicap of a longish wheelbase. Nevertheless, away from the speedway tracks, the DT in its less specialised 'SW' form proved a most competitive mount. This rare overhead-valve Douglas was registered by the current vendor's late father on 1st July 1996 having been rebuilt by him over the preceding few years (note the Norton gearbox). Accompanying paperwork consists of an expired MoT (1997); a V5C document; and a substantial quantity of restoration bills. Unused for some time (the attached tax disc expired in 1997), the machine will require re-commissioning before returning to the road and thus is sold strictly as viewed. Key not requiredFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

1929 Scott 496cc Flying SquirrelRegistration no. SV 6769Frame no. 2048Engine no. FZ2067AAlthough recognisably derived from Alfred Angas Scott's earliest designs, the Scott motorcycle of the 1920s gained steadily in both complexity and weight, a particularly significant development being the introduction of a three-speed countershaft gearbox for 1923. Like its major rivals, Scott was well aware of racing's publicity value and the allure of models with a TT connection, so the adoption of an optional full-frame tank, like that of the works racers, for the new Flying Squirrel was not surprising. Launched at the Olympia Show in 1925, the 'Flyer' came in 498cc and 596cc capacities, the latter the most expensive machine in the range. Subsequent models further benefited from racing, gaining the duplex frame and bigger brakes (first seen on the 1926 works bikes) and the magneto-platform Pilgrim oil pump adopted for the '27 TT machines. This Flying Squirrel was acquired by the vendor's late father (a member of the Scott Owners' Club) on 1st August 1997. Accompanying documentation includes a quantity of photocopied technical and other literature; assorted correspondence; a VMCC dating statement; SORN paperwork; a V5C Registration Certificate; and an expired MoT (2012). Not ridden for some time, the machine will require re-commissioning before returning to the road and thus is sold strictly as viewed. Key not requiredFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

From the estate of the late 'Rocket' George Wander 1971 BSA 740cc Rocket III Mk1Registration no. EVB 92J Frame no. HD00193 A75REngine no. HD00193 A75R•Owned by Rocket George since April 1977•Fastidiously maintained in the current ownership•Large history fileThis was the bike that gave our friend Rocket George Wander his nickname. In April 1977 George responded to a small ad which read 'BSA Rocket Three £550 or P/X cheaper British bike'. We know this because the very small advert is taped to the back of an envelope (within the history file) which has been cut in half. The bottom half of the same envelope bears a handwritten and dated receipt for £540 – so we know that George negotiated a £10 reduction in the price! It was the start of a 45 year love affair, and the bike became part of the family. The BSA triple had a short production life which started in 1968 and ended prematurely in 1972 due to the company's huge financial problems. By contrast the last Triumph T160 rolled off the production line in 1976. The Rocket 3 and Trident were brought to the market shortly before Honda's ground-breaking CB750. The triples were faster, but the styling didn't meet with universal approval, and they lacked the glamour of the Honda which boasted a five-speed gearbox, an overhead camshaft, a disc brake, and an electric starter. A successful but hugely expensive racing programme ceased when the money ran out. By this time the British motorcycle industry was in deep trouble, and the arrival of several other Japanese superbikes was imminent. George's Rocket 3 is supplied with a current V5C, an older V5, multiple tax discs, the oldest being 1982, and a stack of old MoT certificates. The earliest supplied MoT was issued 14.2.78 and records a mileage of 20,327. By 2005 the mileage on the MoT certificate had increased to 45,427, but in 2006 it is quoted as only 37. Therefore a new speedometer is presumed to have been fitted around that time. The bike is offered with a Haynes manual, BSA's own workshop manual, parts list, and maintenance notes. George's BSA M24 website includes a photo of the Rocket 3 with the comment 'fully restored in 2006', but the very large number of invoices supplied suggest that he may also have restored it at some previous date, and that regular maintenance was certainly ongoing. The engine oil is believed to have been drained, and some recommissioning will be necessary following a period of inactivity. Prospective bidders should satisfy themselves as to the motorcycle's completeness and mechanical condition prior to bidding. Offered with keys. There cannot be many BSA triples boasting longer ownership or such fastidious maintenance. George's cherished Rocket 3 is offered for sale now because he couldn't face parting with it while he was still with us. This is a rare opportunity to acquire a much-loved machine.Footnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

From the estate of the late 'Rocket' George Wander 1938 BSA 499cc JM24 Gold StarRegistration no. CMJ 159 Frame no. JM24.102Engine no. JM24.102•Oldest surviving matching numbers Gold Star•Offered from the estate of the world's leading BSA M24 expert•Wonderful original patina, but used regularly•22 years in the current ownershipAs the writer of this catalogue entry, I would like to say that the late George Wander was a very good friend of mine, and he is greatly missed. Widely known as Rocket George, he was THE world authority on BSA's pre-war M24 Gold Stars. Indeed, his website www.bsa-m24.co.uk remains the best and most accessible source of information regarding these fabulous machines. George's most cherished motorcycles were his Rocket III (Lot 538) which he had owned for 45 years, and this 1938 JM24 which he bought in 'our' Brooks auction at Stafford in April 2000. It is the second Gold Star ever manufactured by BSA, and the oldest surviving matching numbers example.It is well documented that Wal Handley, one of the star riders of the inter war period, came out of retirement in June 1937 and rode a factory entered and tuned BSA Empire Star to victory at Brooklands with a fastest lap of 107.57 mph. He therefore won a coveted Brooklands Gold Star which was awarded for laps of over 100 mph. BSA were very soon to announce their new top of the range sports machine, and as they already had a tradition of 'Star' model names such as Blue Star, and Empire Star, the new M24 was appropriately named the Gold Star. It was based closely on the existing Empire Star model, but differences included: a lighter frame in Reynolds 531 high tensile tube, an all alloy engine, a petrol tank with integral toolbox, a ribbed rear brake drum, TT carburettor, and a gearbox shell in 'Electron' (this was unique to the 1938 models, BSA switched to aluminium for 1939).George was not just a collector – he rode all his machines, and this one had its legs stretched on regular occasions. An accomplished restorer, he went to great pains to preserve this machine's precious original finish while ensuring that all its mechanical aspects worked as they should. In George's own words (written at a date unknown): 'It left the BSA factory with nine others on 17.12.1937 and was delivered to Imperial Motors in Bedford, where it was displayed until registered in May 1939. Nothing is known of the bikes history until December 1947 when it was acquired by a Mr George Lockwood of Bedford, who may well have bought it from Imperial Motors where it would have remained during the war years. He sold it in July 1948 to a Mr Joseph Ford of Stony Stratford, Bucks and it was next sold on to Mr Gilbert Ball of Cheltenham in March 1949. (I have a copy of the original advertisement in 'The Motorcycle' dated 10.3.49, which describes the bike as being in 'as new' condition). Mr Ball owned the bike until June 1961 when it was sold to a Mr James Hehir. From 1962 until 1994 it lay unused in a shed in Gloucestershire, where it was discovered by the family of the last known owner, a Mr Tony Price. His sons Rob & Dexter Price, both ex TT & Manx GP riders, recommissioned the bike in 1996, and it was ridden again for the first time in 34 years at the Silverstone Classic Motorcycle Festival, and displayed on the BSA Gold Star Owners Club Stand. The bike saw little use after that until I acquired it in April 2000. I carried out a thorough mechanical and electrical overhaul, after which I have used it regularly on the road. It has appeared every year since 2001 at the Coupes Moto Legende at Montlhery and Dijon and on two occasions at Cadwell Park at the Beezumph Rally. It remains 100% original and unrestored, and, in my opinion, is the finest and most interesting of the 30 or so M24 Gold Stars still in existence around the world.'CMJ 159 is accompanied by a notebook, multiple invoices, current and old style V5Cs, photocopies of period magazine articles, correspondence from the previous owner with our own Malcolm Barber as well as the Gold Star Owners club, and the Brooks invoice dated 16.4.2000 which is made out to George's great friend, the late Dr George Cohen, who had bought it on his behalf. No keys are supplied. The engine oil is believed to have been drained and some recommissioning is recommended following a period of inactivity. Prospective bidders should satisfy themselves as to the motorcycle's completeness and mechanical condition prior to bidding. This is a truly unique opportunity to acquire the oldest surviving matching numbers BSA Gold Star in wonderfully original condition.Footnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

1926 Raleigh 248cc Model 15Registration no. KM 7960 (see text)Frame no. 7924Engine no. M7974During the 1920s Raleigh's line-up expanded to include machines of numerous different capacities, both sidevalve and overhead-valve engined, ranging from a 175cc unitary construction lightweight to a hefty 998cc v-twin. A typical lightweight Raleigh of the Vintage era, the Model 15 was manufactured between 1925 and 1929 and was powered by a 248cc single-cylinder sidevalve engine driving via a three-speed Sturmey-Archer gearbox with chain final drive. This Raleigh Model 15 was purchased by the vendor's father as a 'barn find' in 1994. An older restoration, it appears to require only relatively light further restoration or re-commissioning. Pre-restoration images are on file. It should be noted that the registration number 'KM 7960' has lapsed and is not recorded in the DVLA/HPI databases. Accordingly, prospective purchasers must satisfy themselves with regard to the registration number's validity prior to bidding, and be aware that they are responsible for making the relevant applications should they wish to recover it. The machine is offered with a 1926 RF60 logbook and a purchase receipt issued by Hayward & Ashcroft of Whitstable, Kent in 1926.Key not requiredFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

1925 Raleigh 799cc Model 12Registration no. KM 189Frame no. 1654Engine no. V1644•Rare Raleigh twin-cylinder model•An older restoration offered for re-restoration•Comes with a spare Raleigh v-twin engineBritain's best-known and longest-lived bicycle maker, Raleigh also manufactured motorcycles from circa 1902 to 1905, and again from 1919 to 1933. More recently, the Nottingham company offered a range of mopeds plus a scooter in the late 1950s/1960s. Raleigh's first powered two-wheeler looked very much like the contemporary Werner, carrying its engine in front of the steering head with drive being transmitted via belt to a large diameter pulley clipped to the spokes of the front wheel. Already obsolete, that first Raleigh was soon superseded by a range of more conventional machines, the first of which appeared at the 1903 Motor Cycle Show. Sales must have been disappointing though, for only two years later Raleigh announced its complete withdrawal from the motorcycle market. The firm was back immediately after The Great War with a horizontally-opposed inline twin of advanced design, and during the 1920s the Raleigh range would expand to include machines of a wide variety of capacities and types, ranging from a 175cc unitary construction lightweight to a hefty 998cc v-twin. In 1924 the horizontal twin was replaced by a new 799cc v-twin, which was available as a solo (Model 12) or motorcycle combination (Models 13 and 14). Rated at 7hp for taxation purposes, the sidevalve engine was of Raleigh's own design and manufacture. The new v-twin featured all-chain drive via a Sturmey Archer three-speed gearbox, Brampton Biflex forks, dummy belt rim front brake and a 7' drum brake at the rear. A compact design meant that wheelbase ended up only 2' longer than that of the contemporary 350 single, making the twin a pleasant machine to ride in solo trim. This example of a rare British v-twin was purchased by the private vendor's father sometime before 1970, from a Kent-based dealer who had secured this and various other motorcycles from Chatham docks where they had been laid up by WW2 servicemen. We are advised the motorcycle has benefited from a replacement Alpha big-end bearing (at date unknown). An older restoration offered for re-restoration, the machine comes with a semi-dismantled Raleigh v-twin engine (numbered 'V1511') and a V5C Registration Certificate.Key not requiredFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

c.1924 Triumph 550cc SDRegistration no. KM 8169Frame no. 340231Engine no. 101461 (see text)Triumph's 3½hp model had first appeared in 1907. Originally of 453cc, its sidevalve engine was enlarged to 476cc in 1908 and finally to 499cc in 1910 before being superseded by the 550cc 4hp model in 1914. Equipped with three-speed Sturmey-Archer gearbox, it was this revised 4hp - the Model H - that did such sterling service in WWI, some 30,000 'Trusty Triumphs' seeing action with British and Allied forces. Updated with chain final drive for 1920, it became known as the 'SD' (Spring Drive) because of its clutch-mounted, coil-spring shock absorber, and formed the basis of the later four-valve Ricardo model.This Triumph SD was purchased in the late 1930s from the original owner by the vendor's father, who used it with a box sidecar for his trade. The machine benefits from a replacement fuel tank (fitted at date unknown) and appears to require only relatively light restoration. No dynamo is present. The machine is offered with a V5C Registration Certificate, and it should be noted that although the V5C lists the date of registration as 1926, it is believed that the frame and engine both date from late 1924. Key not requiredFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

Ariel 500cc Red Hunter ProjectRegistration no. not registeredFrame no. 3902 (see text)Engine no. 3139 (see text)Val Page's arrival at Ariel in 1925 as Chief Designer would trigger an upturn in the Selly Oak firm's fortunes. Page designed new models to replace the existing range, the first of which - a pair of singles displacing 600cc (sidevalve) and 500cc (overhead-valve) - debuted later that year. By 1930 the Ariel single had gained a rear-mounted magneto and its distinctive timing cover, and the engine's basic design - though frequently revised - would stand the company in good stead well into the post-war era. In 1932 the sports versions were christened 'Red Hunter' and under Page's successor Edward Turner, developed into fast and stylish machines, production of which recommenced after WW2.This Red Hunter is believed to incorporate a circa 1946 frame and a circa 1937 engine. However, it should be noted there is no frame number prefix and that the engine number prefix is indistinguishable (possibly 'CC'). Accordingly, prospective bidders must satisfy themselves with regard to the date and suitability of these component parts prior to bidding. The gearbox dates from 1946. Ripe for restoration, the machine is offered without documents and is sold strictly as viewed.Key not requiredFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

Ex-Barry Sheene, ex-John Cronshaw 2001 FWD Manx Norton 500cc Racing MotorcycleFrame no. FW02Engine no. FW02•Frame FW02 ridden by Barry Sheene in his last (winning) race, as confirmed in writing by Fred Walmsley •Frame FW02 and engine FW02 used by John Cronshaw in the 2002 INCA European Classic Series•Purchased by a consortium of private collectors' from Fred Walmsley at The International Classic MotorCycle Show, Stafford, April 2003•Current family ownership since August 2003•Requires re-commissioningA machine of some considerable historical significance, the Fred Walmsley Development Manx Norton offered here - 'FW02' - was ridden to victory by the late great Barry Sheene in his last ever motorcycle race, at the Goodwood Revival Meeting in 2002. World Champion in the 500cc class in 1976 and 1977, Barry had retired from motorcycle racing at the end of the 1984 season. He then turned to other forms of motor sport, including truck and touring car racing, before emigrating with his family to Australia in the late 1980s in the hope that the warmer climate 'Down Under' would help mitigate the pain of his injury-induced arthritis. Settled in a new home on the Gold Coast, he combined a property development business with a role as a television commentator on motor sport. From the late 1990s, Sheene became involved in historic motorcycle racing, competing at events such as the Philip Island Classic in Australia and at Donington Park, Scarborough and Goodwood in the UK. In 2002 he was invited back to what would be his final competitive outing on a motorcycle, the Goodwood Revival Meeting, held in September. Barry's mount that day was this machine, one of celebrated engineer/tuner Fred Walmsley's modern Manx Norton re-creations. The pair's relationship had begun back in 1999 when Barry had asked Fred to provide a machine for F1 World Champion Damon Hill to ride at the second running of the Goodwood Revival. Barry was riding someone else's Manx in practice, only for the bike to suffer a serious mechanical failure which Fred fixed; from then onwards Barry only ever rode machines supplied by Fred. Barry had already scored two wins on one of Fred's bike at Donington Park earlier in 2002 before receiving his cancer diagnosis in July. His request for Fred to provide a machine for the Goodwood Revival came out of the blue. Fred and his rider John Cronshaw were at Most in the Czech Republic having just won the InCA European Classic Series when the call came in, necessitating an overnight dash back to the UK to get a bike prepared for Barry in time for Goodwood. Both of the engines used in the European Classic Series were rather tired, but Fred managed to put together a motor using the best bits of the two. Unfortunately, the cobbled-together engine proved unsatisfactory, so on the Friday after practice Fred had to borrow one of his '90-bore' motors that he'd sold to Norton specialist, the late George Cohen. Barry used George's engine at Goodwood that weekend, finishing second in the Lennox Cup on Saturday and winning it on Sunday to take overall victory. Barry Sheene died in hospital in Australia in March 2003 aged 52. The Lennox Cup was later renamed the Barry Sheene Memorial Trophy in his honour. In April 2003, at the International Classic MotorCycle Show, Stafford, Fred Walmsley sold 'FW02', now reunited with its original engine, to a small consortium of private collectors' - each of whom paid one third of the cost. Shortly thereafter, in August 2003, 'FW02' was sold to a private collector, since deceased. The machine is offered for sale by his widow. Rider Nick Allison rode the Manx at Le Mans in April 2004, achieving two podium finishes, while Marcus Bisson demonstrated it at the Greve de Lecq hill climb in Jersey in 2003 and 2004. Its last outing is believed to have been the 2005 Sheene Run through Rugby town centre. The Norton has also been displayed at various other events. Not used for some years, the machine will require re-commissioning, at the very least, before further use and thus is sold strictly as viewed. As presented today, 'FW02' departs from its 2002 specification in various ways, most notably the engine, front wheel, forks, controls, gearbox and swinging arm are not those used by Barry Sheene. As stated above, the engine is the bike's original (as used by John Cronshaw), Sheene's 2002 Goodwood engine having been retained by the late George Cohen. Close examination of contemporary photographs - particularly with regard to the fairing's decals and their placement - suggests that the fairing is the one fitted to Barry's bike at Goodwood in 2002 (please speak to Bonhams for further clarification). Prospective bidders should satisfy themselves as to the motorcycle's original components and mechanical condition. Included in the sale is a race fairing (with former 500cc World Champion Wayne Gardner's name and scrutineer sticker for The Barry Sheene Memorial Trophy at the 2003 Goodwood Revival), seat (with applied sticker for The Sheene Run, 2005) and alloy fuel tank.The machine also comes with a substantial history file, which contains provenance documentation from Fred Walmsley dated 4th May 2003; 24th March 2006 and further correspondence on 17th May 2022 (perusal recommended) among many other documents, photographs, press cuttings, etc. Much missed, Barry Sheene has left behind a racing legacy admired by everyone connected with motorcycle sport, and this Manx Norton, the last machine he rode, represents a fitting coda to a glittering career. Key not requiredFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

The ex- H J 'Bert' Bacon, Edmond 'Boy' Tubb, Brooklands 'Gold Star'-winning 1929 Grindlay-Peerless 498cc Brooklands 'Hundred Model' (Lacey Replica)Frame no. B1124 Engine no. JOR/S 45521•Documented history from new•77 years in the Tubb family's possession•Restored in the 1970s•Widely displayed and demonstrated•Present ownership since 2012Competition success has been recognised as an ideal means of promotion since motorcycling's earliest days, but during the Vintage years in particular the breaking of speed records was reckoned as good a means of securing valuable publicity as victories gained on the racetrack. The most coveted prize was the One-Hour record, and once the 90-mile mark had been reached, all efforts were directed towards exceeding the magic 'ton' for 60 minutes. Claude Temple was the first man to do so, averaging almost 102mph at Montlhéry in 1925 on his 996cc OEC-Temple-JAP, and then the following year Norton-mounted Bert Denly achieved the feat on a '500' for the first time, again at the French track. To stimulate competition on home ground, The Motor Cycle magazine offered a silver trophy for the first successful attempt on British soil. That, of course, meant Brooklands, and on 1st August 1928, C W G 'Bill' Lacey, already a formidable competitor at the Weybridge track, wheeled out his immaculate Grindlay-Peerless and raised the record to 103.3mph, lapping at over 105mph in the process and taking the 750cc and 1000cc records into the bargain!Although ostensibly a Grindlay-Peerless, the record bike featured a nickel-plated frame constructed by Lacey and was powered by a twin-port JAP racing engine heavily reconfigured with Lacey's own cams and rocker gear. Grindlay-Peerless lost no time in bringing out a replica of Lacey's machine: the Brooklands '100 Model', a solitary example of which was exhibited at the Motor Cycle Show in November 1928. Like the record bike, the production version was also constructed by Lacey, the difference being the brazed-on tank support (instead of clamped). Priced at £90, the '100 Model', though different in detail, was essentially the same as Lacey's original, right down to its distinctive nickel-plated frame and cycle parts. However, the replica was not capable of the 100mph lap guaranteed by the factory. The job of fettling the bikes and tweaking the twin-port JAP engine to Lacey's specification fell to his assistant Wal Phillips, whereupon each was tested by Lacey at 100mph-plus and issued with a certificate. Two were sold complete with an extra Lacey 'sprint' fuel tank.However, lacking the resources of larger rivals and perhaps over-estimating the demand for such a specialised piece of racing equipment, Grindlay-Peerless sold only a handful, believed to be no more than five or six machines. Only two of these are known to survive: the one first owned by Brooklands and Manx Grand Prix competitor J D Potts (sold by Bonhams at Stafford in April 2001 and again in April 2018) and that offered here, which belonged to prominent VMCC member, the late Edmond Joseph 'Boy' Tubb, who won his Brooklands 'Gold Star' aboard the Grindlay. This '100 Model' was originally purchased by H J 'Bert' Bacon, a Brooklands habitué and Gold Star holder (1932), who raced it at Brooklands from 1929 to 1932. 'Numbered among the top flight of Brooklands riders', A L Loweth, who worked for Bert's friend Pat Driscoll and gained his Gold Star (500cc) in 1929, continued racing the bike at Brooklands during 1932 until it was purchased towards the end of that year by A J McClure, who continue to race it in 1932 and 1933.Edmond James 'Boy' Tubb's interest in motorcycle racing started at an early age (his family owned the well-known Middleton Garage at Bognor Regis). The Grindlay-Peerless with its predictable handling and 'Gold Star'-winning speed was a natural choice, and in November 1935 Tubb purchased McClure's '100 Model' for £30. Initial testing at Brooklands in April 1936 proved unsatisfactory, Tubb having lapped at 'only' 88mph. E C E 'Barry' Baragwanath, a Brooklands legend, multiple record holder and close friend of Bill Lacey, offered to help improve the performance and in May 1936 the engine was sent to Baragwanath's Tottenham workshop. Baragwanath fitted a longer con-rod (raising the cylinder barrel appropriately), swapped the twin-port cylinder head for a single-port 'Speedway' version, and installed cams developed by Bert Le Vack. The cost was £12 10s.Soon after, on 23rd May 1936, Tubb entered the Brooklands Second BMCRC Meeting; however, he experienced a severe 'tank slapper' and retired. Baragwanath was at hand, and after the fork dampers had been screwed down hard, the Grindlay exhibited the superior handling for which it was famous. On his third event after the re-tune, Tubb proceeded to lap at 102mph, gaining the coveted Gold Star for a lap over 100mph in a BMCRC race. In his next event, the gearbox was damaged and repaired by Baragwanath. A month or so later, on 18th June 1936, Francis Beart set an unbeaten record of 6.66sec on the famous Brooklands Test Hill with Lacey's old Grindlay-Peerless record-breaker, launching himself into the air and landing twenty yards on in the process!1937 was a good year for Tubb and the Grindlay. In the numerous events entered, Tubb was placed in most all of them, gradually building confidence and achieving increasing speeds culminating in his fastest lap of 105.74mph. This while achieving 4th place from scratch against twice TT-winner Walter Handley, who was given a six seconds start. Later that year, Tubb was unlucky in the Hutchinson 100, retiring after only seven laps with a broken crank-pin and cracked crankcase, which meant another rebuild by Baragwanath. A few weeks later, Tubb was back at Brooklands racing and sprinting. He achieved his best-ever Brooklands lap on 30th June 1937 at over 105mph (see letter on file appended by Brooklands' official timekeeper, A V 'Ebby' Ebblewhite). Also on file is a fascinating article from the Brooklands Society Gazette (2005) in which 'Boy' Tubb evocatively recalls his racing exploits. Perhaps not noticing the gathering clouds of war, Tubb returned to Brooklands in the spring of 1938 with continued vigour, regularly lapping at 104mph and scoring more podium places; that year's Hutchinson was given a miss, though Tubb was there on that October day competing in other events. Escalating racing costs and saving for a ride in the 1939 TT meant that the last year of Brooklands racing saw little of Boy Tubb and his Grindlay. Tub spent the war in the Army but as soon as the British Motor Cycle Racing Club was re-formed in March 1947, Tubb rejoined as member No.20. At the celebratory supper at the Talbot Restaurant in London EC2 Tubb no doubt rekindled pre-war friendships with Baragwanath, Lacey, Bacon and Pat Driscoll. Ravished by war, Brooklands had closed, but hopes were still high that the home of British racing would reopen and activities resume. In 1947 there was not much one could do with an Outer Circuit bike running on exotic fuels but Tubb found the solution in the Brighton Speed Trials where he gave good account of himself with a time of 34.72sec.Tubb continued to attend the handful of post-war events both as a spectator and marshal, and occasionally stretched the Grindlay's legs. 1949 saw Tubb compete in the North East London MCC's Trent Park Speed Trials, which he did again in 1950 and 1951. He also attended the early Goodwood meetings. The 1952 Brighton Speed Trials were to be Tubb's last competitive entry with his Grindlay.When the Montagu Motor Museum opened in 1952, the Grindlay found a temporary home at Beaulieu while venturing out yearly for the Brooklands reunion and other events. But it was soon back at Tubb's Bognor Regis home where in 1960 it w... For further information on this lot please visit Bonhams.com

c.1911 Abingdon King Dick 500ccRegistration no. SV 4992Frame no. LVL0399CV871Engine no. 198S•Rare Veteran-era British motorcycle•Part of the Senior collection for almost 20 years•(Copy) Pioneer Certificate availableThis ultra-rare Veteran-era machine was manufactured by the Abingdon King Dick company of Tyseley, Birmingham, a firm whose name is more readily associated with high-quality tools. Abingdon Engineering had been founded in 1856 to make chains and tools, diversifying into motorcycle manufacture around 1904 and trading as Abingdon-Ecco up to WWI. Like many 'start ups' of the period, Abingdon used various makes of proprietary engine at first before producing its own four-stroke single-cylinder 350cc and 795cc v-twin engines, which were also supplied to Ariel and Invicta. They also built tricycles and the Kerry-Abingdon motorcycle for the Kerry company. Much of Abingdon's production at this time was exported to countries of the British Commonwealth. Civilian motorcycle production stopped at the end of 1916, resuming in 1919 when Abingdon offered three models to prospective buyers: two of 3½hp (one direct drive, the other with a three-speed gearbox) plus the 6/7hp v-twin. In 1926 the company was renamed AKD (Abingdon King Dick) and ceased producing motorcycles for a couple of years, returning in 1928 with a range of six models, all powered by the same 172cc overhead-valve engine. New designs were added to the catalogue over the next few years, the largest being a 350cc sidevalve, before production of motorcycles was halted at the end of 1932, the company concentrating on its highly regarded 'King Dick' mechanics' tools thereafter. Offered from the collection of noted collector, the late Ken Senior, this rare machine comes with copy correspondence dated May 1980 from previous owner, VMCC stalwart Arnold Davy, stating that he had bought the machine from a Mr J F Hornsby. Also on file is a (copy) Pioneer Certificate issued to Mr Hornsby when the Abingdon was registered as 'BW 2947'. The machine has formed part of the Senior collection since March 2003, and at some time has been updated with later 1915 season Druid forks. Additional documentation consists of some expired MoTs and an old-type V5C document. It should be noted that we have been unable to locate the frame number '531' stated on the Pioneer Certificate, the machine having been stamped with a Local Vehicle Licensing Office frame number at some point; accordingly, the machine is sold strictly and viewed and prospective purchasers must satisfy themselves with regard to the validity of the VRN prior to bidding. Key not requiredFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

1938 Vincent HRD 498cc Series-A Comet Registration no. EVU 557Frame no. D1499 Rear Frame no. D1499Engine no. C846 Crankcase Mating no. 40 / 40• Rare Series A• Engraved signature to engine by Phil Irving• Matching numbers machine• Owned since 1972In 1927, HRD was placed in voluntary liquidation by its founder, Howard Davies. It was acquired by young engineer Philip Vincent, with financial backing from his father. Unimpressed by the standard of 'bought-in' engines, Vincent and fellow engineer Phil Irving designed their own engine for 1934, incorporating their high-camshaft layout. Initial models with this engine were the Meteor and Comet, later variations being the Comet Special and the TT model. The Rapide twin was to follow in 1936, but production lasted only until war broke out in 1939.The vendor purchased EVU 557 in his native USA in 1972, when it was in a poor state. It had originally been registered in the UK, and probably travelled to USA in the late 1960s, as evidenced by the continuation duplicate RF60 on file, which shows that the bike resided in the Cheshire and Chester areas during the late 50s and early 60s, being last taxed in 1963. When acquired, the bike was in poor condition, necessitating renovation / restoration by the owner, which he completed in approximately two years. Thereafter, the Comet was used by him regularly for touring in USA and Canada, for club rallies and events. The vendor was friendly with one of the brains behind Vincent, Phil Irving, who would visit the vendor in Washington State on regular occasions with his wife, Edith. On one of the visits in 1983, Irving decided that he should sign the vendor's Comet, having been responsible for its existence, and this he duly did with an engraving pen on the Comet's timing chest. The signature is still evident, and the event was recorded on a photograph (see photos).The bike was in regular use until the owner moved to the UK in 2018. It was shipped to the UK, and reallocated its original Manchester registration mark. Unfortunately, the vendor has some health problems which have curtailed his riding career, hence the sale of his much-loved machine. Running and working well when last in use, EVU should need only light re-commissioning prior to use by a new custodian. The Comet is running on Castor engine oil, and a quantity of the lubricant comes with the bike, along with assorted spare parts.The history file includes photocopies of the Engine Specification Sheet and Works Order Form, which detail that this Comet was originally equipped with Amal carburettor, Miller magdyno, TT bars, and Dunlop saddle. It still has the original engine, upper frame, and rear frame. The gearbox number was not recorded. Other documentation accompanying EVU 557 includes a current V5C, the aforementioned duplicate continuation RF60 log book, US Title document, and miscellaneous papers. It is presently declared SORN.Key not requiredFootnotes:Please click the link to view a video of this lot: click hereAll lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

Property of a deceased's estate 1947 Vincent-HRD 998cc Series-B RapideRegistration no. KHU 523Frame no. R2073 Rear frame no. R2073Engine no. F10AB/1/74 Crankcase mating no. A80 / A80•Fully matching numbers•Present ownership since 1985•In dry storage for some time•Requires re-commissioningThe 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.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. This particular matching-numbers Series B Rapide was despatched to a dealership called Waycott Bros in Bristol in April 1947; as far as is known 'KHU 523' is the original registration. Its late owner acquired the Vincent in 1985 and rode it to the Isle of Man TT on many occasions, lapping the circuit and visiting most of the landmark sites there. Kept in dry storage for some time, the Rapide will require re-commissioning before returning to the road and thus is sold strictly as viewed. The machine is offered with than old-style V5 and old/current V5C documents. Offered without keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

1950 Vincent 498cc Series-C CometRegistration no. MKP 68Frame no. RC/1/5941 Rear Frame No. RC/1/5941Engine no. F5AB/2A/4602 (see text) Crankcase Mating No. 95K / 95K•Present family ownership since 1964•Off the road in dry storage for many years•Rebuilt from parts in 2004•Last run in 2019Unlike in pre-war days, when the first (Series-A) Vincent-HRD v-twin had been created by - in effect - combining two of the existing singles, post-WW2 Vincent's approach was reversed, with the Series-B twin appearing first, in 1946, and the single-cylinder version in 1948. The latter was offered in two forms initially: Series-B Meteor and Series-C Comet. Apart from its Burman gearbox and 'missing' cylinder, the Comet followed Series-C twin lines, featuring the newly introduced Girdraulic front fork and hydraulic dampers at front and rear, while the Meteor retained the old Brampton girders. The Meteor was soon dropped but the Comet continued in production until 1954, offering the same degree of refinement as its bigger brother, albeit with reduced performance. Even so, the Comet combined a 90mph potential with excellent fuel economy, and was the ideal touring mount for the discerning rider who placed civility of manners and quality of construction above outright performance. An expensive machine to produce, the Comet did not sell as well as its maker had hoped and was dropped when the Series-D range was introduced. First registered in May 1950, this Comet was acquired by the vendor's father in 1964, incomplete and with no paperwork, from a scrap merchant for £2. It was to provide some spares for the owner's Vincent Rapide. After using some parts for the Rapide, others were given away and the remains put under the bench and forgotten. In 2003, it was decided to try and recreate the Comet from the parts that had survived 40 years of neglect (photograph on file). Thanks to fellow VOC members, the VOC Spares Co, and Vinparts, all the missing parts were assembled in 2004. Fortunately, the original registration number was recovered with the help of the VOC.The paintwork is mostly original and the bike is deliberately in 'oily rag' condition, while the electrics have been converted to 12V (original Miller dynamo with bike). The centre stand is not an original fitting but is said make life so much easier. The rear numberplate came from an Argentinean Vincent! After some initial problems with a supposedly rebuilt bottom end, the Comet ran well, covering 10,000 miles over the next eight years. The Vincent last ran in 2019. The machine comes with a good file of history to include restoration photographs and bills; owner's journal of the restoration; riding logbook; VOC Certificate of Authenticity; a quantity of expired MoTs; SORN paperwork; and old/current V5C documents. Re-commissioning will be required before returning the machine to the road. It should be noted the engine fitted is not the original and featured part of another 1950 Comet despatched to Williams of Cheltenham. Offered without keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

1955 Vincent 998cc Series-D Black Shadow Registration no. UAU 939Frame no. RD12606B Rear frame no. RD12606BEngine no. F10AB/2B/10706 (see text) Crankcase Mating no. F34V / F34V•Original UK registration and full matching numbers•Original logbook and VOC Certificate of Authenticity•Present ownership since 2006It had been Philip Vincent's belief that provision of ample weather protection combined with enclosure of engine and gearbox would make the Vincent Series-D the ultimate 'gentleman's motorcycle' and to reflect this change of emphasis the enclosed Rapide and Black Shadow were known as Black Knight and Black Prince respectively. In actuality, delayed delivery of the glassfibre panels - plus continuing demand for traditionally styled models - resulted in over half the production leaving the Stevenage factory in un-enclosed form. Other Series-D innovations included a new frame and rear suspension. A steel tube replaced the original fabricated upper member/oil tank while the paired spring-boxes gave way to a single hydraulic coil-spring/damper. In place of the integral oil reservoir there was a separate tank beneath the seat. The user-friendly hand-operated centre stand was a welcome addition, and there were many improvements to the peerless v-twin engine including coil ignition for easier starting and Amal Monobloc carburettors. The appeal of the Vincent, and the Black Shadow in particular, lay in its ability to out-perform just about every other vehicle on the road. Its creator's vision of the Series-D as a two-wheeled Grande Routière just did not conform to the public's perception of the Vincent as the ultimate sports motorcycle. The firm lost money on every machine made, and when production ceased in December 1955 only 460 Series-D v-twins had been built, some 260 of which were un-enclosed models like the example offered here. Its original logbook shows that this Black Shadow was first owned by one Alfred James Wilson of Nottingham while there are two further owners listed (the current V5C states that there have been six former keepers, which seems credible). The current vendor acquired 'UAU 939' from marque specialists Conway Motors in January 2006, and the following year participated with it on the VOC's International Rally in Australia. Conway's Inspection Report dated 6th January 2006 is on file. Last taxed and MoT'd in 2009/2010, the machine has been laid up since then and therefore requires re-commissioning to a greater or lesser extent thus sold strictly as viewed. The machine retains its original Birmabright mudguards; Smiths 150mph speedometer; Lucas 'red spot' ammeter; and correct hubs and brakes. Deviations from standard include Borrani alloy wheel rims and Amal alloy control levers. The clutch is partially dismantled. In addition to the documents mentioned above, the machine comes with a 2001 issued VOC Certificate of Authenticity and current/previous V5C document. It should be noted that, in the VOC's opinion, the apparent over-stamping of the engine number is a factory error/correction ('10607' corrected to '10706'). Offered with keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

1955 Vincent 998cc Series-D Black PrinceRegistration no. 919 XVP (see text)Frame no. RD12388B/F (see text)Engine no. F10/AB/2B/11088•Matching factory correct numbers•Single family ownership between 1963 and 2014•Off the road for 52 years (1967-2019)•Professionally restored by Mick Cook between 2016 and 2019•Original logbook presentEver since the Series-A Rapide's arrival in 1937, the Vincent v-twin had been synonymous with design innovation, engineering excellence and superlative high performance. So in September 1955 when it was revealed that production of the Stevenage-built machines would cease, the news stunned the motorcycling world. It had been decided that the firm's future lay in more profitable lines of manufacture, and only 100 more of the fabulous v-twins would be completed. By the time its demise was announced, Vincent's final twin - the Series D - had been in production for just six months. It had been Philip Vincent's belief that provision of ample weather protection combined with enclosure of engine and gearbox, would make the Vincent Series D the ultimate 'gentleman's motorcycle' and to reflect this change of emphasis the enclosed Rapide and Black Shadow were known as Black Knight and Black Prince respectively. In actuality, delayed delivery of the glassfibre panels - plus continuing demand for traditionally styled models - resulted in over half the production leaving the Stevenage factory in un-enclosed form. Other Series-D innovations included a new frame and rear suspension; a steel tube replaced the original fabricated upper member/oil tank while the paired spring boxes gave way to a single hydraulic coil-spring/damper unit offering a generous seven inches of suspension travel. In place of the integral oil reservoir there was a separate tank beneath the seat. The user-friendly hand-operated centre stand was a welcome addition, and there were many improvements to the peerless v-twin engine including coil ignition for easier starting and Amal Monobloc carburettors. Sadly though, the Shadow's magnificent 5'-diameter Smiths speedometer had been replaced by a standard 3' unit. Notwithstanding the fact that, as far as Philip Vincent was concerned, the Series D was his finest design, the motorcycle-buying public greeted the innovative new models with suspicion, as is so often the case. The appeal of the Vincent, and the Black Shadow in particular, lay in its ability to out-perform just about every other vehicle on the road, and in the early post-war years there was nothing to compare with it. This was a time when the average family saloon was barely capable of reaching 70mph, and not until the advent of Jaguar's XK120 was there a production sports car that could live with the thundering v-twins from Stevenage. Its creator's vision of the Series D as a two-wheeled Grande Routière just did not conform to the public's perception of the Vincent as the ultimate sports motorcycle. The firm lost money on every machine made, and when production ceased in December 1955 only 460 Series-D v-twins had been built, some 200 of which were enclosed models like the example offered here. First registered in June 1956, this Black Prince comes with its original logbook recording one William Noble of Falmouth as first owner followed by three others, the last of whom, Roy Drawater, purchased it in 1963. Around 1967 the Vincent was taken off the road for restoration but the project never got beyond disassembly and it remained in dry storage for 47 years. In June 2014 the machine was offered for sale for the first time in 50 years by a member of Roy Drawater's family at Bonhams' Banbury Run auction (Lot 55). Despite being dismantled, it achieved a then world record price of £91,000! Since then the Black Prince has been treated to a no-expense-spared 'ground upwards' restoration by marque specialist Mick Cook, which was completed in 2019 (bills available). Later that same year the Vincent was featured in an article for Classic Driver written by Simon de Burton (printout on file). Engine and frame numbers match but it should be noted that, due to a clerical error, the logbook and V5C record the latter as 'FF401.638585', which is actually the casting number on the front forks! Expired in May 1967, the last tax disc (still in its holder) is included in the sale. The original registration ('WCV 870') having lapsed, the Vincent is currently registered in the UK as '919 XVP'. Undoubtedly one of the finest of its kind in existence, this beautiful Black Prince is described by the vendor as in excellent, 'like new' condition throughout and is worthy of the closest inspection. Offered with keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

Property of a deceased's estate 1955 Vincent 998cc Series-D Black KnightRegistration no. XWL 245Frame no. RD12715/F Rear Frame No. RD12715/FEngine no. F10AB/2B/10815 Crankcase mating no. G98V / G98V•One of the rarest of post-war Vincents•Matching frame and engine•Present family ownership since 2003•Requires re-commissioningEver since the Series A's arrival in 1937, the Vincent v-twin had been synonymous with design innovation, engineering excellence, and superlative high performance. So in September 1955 when it was revealed that production of the Stevenage-built machines would cease, the news stunned the motorcycling world. It had been decided that the firm's future lay in more profitable lines of manufacture. By the time its demise was announced, Vincent's final twin - the Series D - had been in production for just six months. It had been Philip Vincent's belief that provision of ample weather protection combined with enclosure of engine and gearbox, would make the Vincent Series D the ultimate 'gentleman's motorcycle', though delayed delivery of the glassfibre panels - plus continuing demand for traditionally styled models - resulted in over half the production leaving the Stevenage factory in un-enclosed form. The enclosed Rapide and Black Shadow were known as the 'Black Knight' and 'Black Prince' respectively. Other Series D innovations included a new frame and rear suspension, and a user-friendly centre stand, plus many improvements to the peerless v-twin engine. Sadly, its creator's vision of the Series-D as a two-wheeled Grande Routière just did not conform to the public's perception of the Vincent as the ultimate sports motorcycle. The firm lost money on every machine made, and when production ceased in December 1955 around 460 Series-D v-twins had been built, some 200 of which were enclosed models. The Vincent Owners' Club has kindly confirmed that this Black Knight was manufactured in 1955 and retains matching numbers. The Vincent was supplied to Layton's of Oxford (Motors Ltd), who registered it as 'XWL 245' on 21st May 1955. It was then sold to Leo Patrick Robinson on 16th June 1955 (see old RF.60 logbook on file). Subsequent ownership is unknown up to 1986 when the Vincent was owned by a Kenneth Francis Day of Oxford (old V5 photocopy on file). The machine was purchased by the late owner from a B K Robinson of Droitwich Spa in 2003 (invoice on file). 'XWL 245' was last taxed until 31.3.2005 and has remained off the road since then (there are SORNs on file for the period 2005-2011). Re-commissioning and/or restoration to a greater or lesser extent will be required before the Vincent returns to the road (the engine turns over). Sold strictly as viewed, the machine comes with a current V5C and a history file of documentation. Offered with 3x ignition keys and 1x throttle lock key.Offered with keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

Property of a deceased's estate 1955 Vincent 998cc Series-D RapideRegistration no. RYE 421Frame no. RD12929 Rear Frame No. RD12929Engine no. F10AB/2/11029 Crankcase Mating No. J29V / J29V•Matching numbers•Present ownership since 2002•Stored for some time•Requires re-commissioningThe Vincent v-twin had been synonymous with design innovation, engineering excellence, and superlative high performance since the Series A's arrival in 1937. So in September 1955 when it was revealed that production of the Stevenage-built machines would cease, the news stunned the motorcycling world. It had been decided that the firm's future lay in more profitable lines of manufacture, and just 100 more of the fabulous v-twins would be completed. By the time its demise was announced, Vincent's final twin - the Series D - had been in production for just six months. It had been Philip Vincent's belief that provision of ample weather protection combined with enclosure of engine and gearbox, would make the Series D the ultimate 'gentleman's motorcycle' and to reflect this change of emphasis the enclosed Rapide and Black Shadow were known as Black Knight and Black Prince respectively. In actuality, delayed delivery of the glassfibre panels - plus continuing demand for traditionally styled models - resulted in over half the production leaving the Stevenage factory in un-enclosed form. Its creator's vision of the Series D as a two-wheeled Grand Routier just did not conform to the public's perception of the Vincent as the ultimate sports-bike. The firm lost money on every machine made and when production ceased in December 1955 only 460 Series D v-twins had been built.The Vincent Owners' Club has kindly confirmed that 'RYE 421' is a matching-numbers Series D Rapide manufactured in 1955. The original RF.60 logbook on file shows that the Vincent was supplied to Claude Rye Ltd of Fulham Road, London SW6 and registered by them as a 'Sidecar Bicycle' on 10th May 1956. It was then sold to one A Davies on 16th July 1956, subsequently passing to Henry James Hales of West Tilbury (date stamp illegible). On 28th February 2002 the Vincent was purchased by the late owner from a Mr Stephen Hales of Chelmsford (perhaps the son of the above). Henry Hales is believed to have owned the machine since at least 1959. VOC correspondence on file states that the Rapide features in VOC yearbooks for 1959, '62, and '68 while in Mr Hales' ownership. 'RYE 421' was last taxed until 28.02.2005 and has been SORN'd since 2005. The Rapide has remained off the road since then and will require re-commissioning and/or restoration to a greater or lesser extent before further use (the engine turns over). Sold strictly as viewed, the machine comes with a current V5C and a file of documentation. Offered with keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

Property of a deceased's estate 1970 Egli-Vincent 499cc Comet ReplicaRegistration no. NJT 422HFrame no. CTG 022Engine no. F5AB/2A/4977 Crankcase Mating No. 82N / 82N•Frame supplied by Cyril Maylem•First registered in 2011•Not ridden since completion•Requires fine tuningOne of the world's best known motorcycle frame makers, Swiss engineer Fritz Egli built his first frame in what would turn out to be a highly successful attempt to tame the wayward handling of his Vincent v-win racer. The Vincent used a spine-type frame and so did Egli, though his was tubular rather than box-section and all-welded rather than bolt-up in construction. This trademark large-diameter spine has been a feature of virtually all Egli's frames made since, proving adaptable to almost all types of motorcycle engine layout from British singles to across-the-frame Japanese fours. These days widely regarded as a marque in its own right, it is the Egli-Vincent v-twin, with its exciting combination of classic power and modern chassis technology, that has proved to be his most enduring legacy. First registered in 2011 (as an Egli Vincent Special), this Comet-engined Egli-Vincent was built by its late owner and a friend, Peter Wardropper. The engine, gearbox and primary drive were purchased by the late owner fully restored, by whom is not known, while the frame and fuel tank were supplied by Cyril Maylem. The engine has correct factory stamps. Cycle parts (i.e. wheels, brakes, forks) were purchased new from Norvil (the footrests are new-old-stock Norton Commando). Other notable features include modern switchgear, matching 5' instruments, and an Alton electric starter motor, while many small parts were specially made for the project. Initially an Amal GP carburettor was tried but without success. One of Cyril's Vincent friends suggested the Mikuni carburettor, which was fitted and set up. The bike was run on several occasions but was never easy to start, and unfortunately its constructors never had the opportunity to get it fully sorted. The Egli was last taxed in 2013 and has recorded only 1 mile. Beautifully presented, this unique Egli-inspired 'special' comes with a V5C document, VOC certificate, and luggage (not shown). Offered without keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

1928 Excelsior 750cc Super-XRegistration no. BF 7573Frame no. P4-9002 (see text)Engine no. L5346 (see text)•Charismatic American v-twin•Formerly used by the Dutch Police•Restored in the Netherlands•Present ownership since 2015The famous American Excelsior motorcycle was produced by the Excelsior Motor Manufacturing Company of Chicago, Illinois from 1907 until 1931, latterly under the 'Super-X' brand name. The first Excelsior was a belt-driven single cylinder machine, the engine of which formed part of the frame. A 61ci (1,000cc) v-twin joined the range for 1911, at which time Excelsior was acquired by bicycle maker, Ignaz Schwinn. In 1913 the twin was offered with all-chain drive while two-speed planetary transmission and a leaf-sprung, Indian-style front fork were two of the following season's innovations. Alongside rivals Harley-Davidson and Indian, Excelsior offered a three-speed countershaft transmission for 1915, at the same time introducing a new frame with curved top tube and smoothly rounded tank, a first for Excelsior. Deeply valanced mudguards distinguished the v-twin of 1917. 'Military' olive green was adopted as the Excelsior livery that year and would remain the only option until 1920 when Navy Blue became the norm. In 1921 a 74ci (1,200cc) v-twin was added to the range, but by this time Excelsior had acquired the manufacturing rights to the Henderson Four and the days of the big v-twins were numbered. They were gone by 1925, Excelsior preferring to concentrate its resources on the Four and the newly introduced Super-X 45ci (750cc) v-twin. Introduced to the US market in 1925, the Super-X retained the Big Twin's F-head valve gear while reverting to the leading-link front fork used on its earliest ancestors. Elsewhere though, it was extensively redesigned, featuring unitary construction of the engine/gearbox and geared primary drive encased with an alloy casting, innovations doubtless inspired by the contemporary Indian Scout and Chief. There was a higher-performance Super Sport model available, and this pair of Super-X's continued with few changes, other than a switch to a streamlined, teardrop-shaped fuel tank for 1929, until Ignaz Schwinn pulled the plug on motorcycle production in the spring of 1931. Formerly used by the Dutch Police, this Super-X was restored in the Netherlands and purchased by the vendor in September 2015 from VOF Dutch Lion Motorbikes (bill of sale on file). Stored in a dry garage and last run in May 2022. It should be noted that the generator is not wired in. Lack of use and downsizing the collection are the reasons for sale. Copies of old Dutch paperwork and restoration costs, a copy parts list and a V5C registration document come with the machine. It should be noted that the engine number is incorrectly recorded in the V5C; erroneously lists a casting mark 'P4-9002' which is used as the frame number. Offered without keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

1920 ABC 398ccRegistration no. BF 8309Frame no. 2446Engine no. 2480Produced by the Sopwith Aircraft Company, the ABC drew heavily on designer Granville Bradshaw's wartime experience with aero engines. A ground-breaking design, the engine was a 398cc overhead-valve flat twin with integral four-speed gearbox, while the duplex loop frame and front and rear suspension marked out the ABC as one of the most advanced motorcycles of its day. Despite successes at Brooklands, this promising design was hamstrung by production difficulties and price increases. Only 3,000-or-so were made up to 1921 when Sopwith ceased manufacture, although production of a modified version was continued by Gnome & Rhone in France.Recorded in the VMCC Register for many years (see photocopy), this ABC was discovered, dismantled, in 1942 in a chicken shed in Letchworth. In 1994 it was bought from a dealer by a family member, still incomplete and un-restored. During 2016 the ABC was at last restored, with any missing parts found, manufactured, or replaced with substitutes. Completed in 2017, the machine was exhibited at Montlhéry that year; it has been running but requires running in. The following components are either remanufactured or not correct; rear hub and bearing (newly remanufactured); handlebars and control levers; oil pump (incorrect); rear brake pedal; exhaust; front mudguard; foot boards. Accompanying documentation consists of a VCC statement of date; an old-style logbook; and a V5C Registration Certificate. All components for a kickstart come with the machine. Key not requiredFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

Property of a deceased's estate c.1922 Triumph 4hp Model SDRegistration no. to be advisedFrame no. 323565Engine no. 76107 URTThe first Triumph motorcycle of 1902 used a Belgian Minerva engine, but within a few years the Coventry firm - originally bicycle manufacturers - was building its own power units. By the outbreak of the Great War the marque's reputation for quality and reliability was well established, leading to substantial orders from the military. Triumph's 3½hp model first appeared in 1907. Originally of 453cc, its sidevalve engine was enlarged to 476cc in 1908, and finally to 499cc in 1910 before being superseded by the 4hp model in 1914. Equipped with three-speed Sturmey-Archer gearbox, it was Triumph's revised 4hp - the Model H - that did such sterling service in WWI, some 30,000 'Trusty Triumphs' seeing action with Allied forces. Up-dated with chain final drive for 1920, it became known as the 'SD' (Spring Drive) because of its clutch-mounted coil-spring shock absorber, and formed the basis of the later four-valve Ricardo model.The late owner purchased this SD from Peter and Barbara Russell in November 2011, at which time it was registered 'BF 4960' (sale receipt on file). In a letter on file, dated August 2002, Mr Russell traces the Triumph's ownership back via Mr G Crump, from whom he had purchased it, to a Mr Bettinson who had sold it to Mr Crump some 15 years previously. Mr Peter Russell used the Triumph on the Banbury Run in 2003 and 2004. The bike was last taxed in 2015. Accompanying documentation includes a continuation logbook (1974); a quantity of expired MoTs; SORN paperwork; VMCC dating statement; copy V5C; and a reproduction parts list. Key not requiredFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

1925 BSA 249cc Model B 'Round Tank'Registration no. OR8609Frame no. B10063Engine no. B8694 (see text)A top-selling model for BSA in the 1920s, the versatile Model B, or 'Round Tank', was used by just about every tradesman whose job required cheap personal transport. Popular with learners - the fact that the gearbox had only two speeds and that both brakes operated on the rear wheel were attributes guaranteed to re-assure novices - the reliable 250 sidevalve provided many with their first motorcycling experience. Advanced features, for a lightweight, included all-chain drive and pumped lubrication, though the traditional sight feed and auxiliary hand pump were retained. A three-speed version - identifiable by its black tank - was added for 1926 and then the following year a wedge-shaped tank replaced the much-loved original.This BSA was formerly the property of the vendors grandfather, a Mr Spreadbury, who ran a bicycle and motorcycle shop in Alresford. A well-presented example, it appears to be an older restoration and has been on display at The National Motor Museum, Beaulieu, since at least 1982. The machine retains its Two Speed gearbox. The machine's V5C lists its first date of registration as 17 August 1925 however it is thought the motorcycle incorporates a 1924 engine (the 1925 Model B engine range running from 9800). Prior to road use this charming little BSA will require re-commissioning to a greater or lesser extent and is therefore offered strictly as viewed. The machine is offered with a selection of photographs, DVLA correspondence, and a V5C Registration Certificate.Footnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

1939 Nimbus 750 SportRegistration no. 954 YUYFrame no. 5170Engine no. none visibleUnusual in producing four-cylinder machines only, the Danish firm of Fisker & Nielsen introduced the Nimbus motorcycle in 1919. Their products were of advanced design, using shaft final drive and pressed steel frames from the start of production, and pioneering the telescopic front fork in the 1930s. Motorcycle production was suspended in 1928, and when the Nimbus re-appeared in 1934 it was with a power unit that showed strong car influence, 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, the latter being 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 onwards changes were few until series production ended in 1954. This rare Sport model formerly belonged to Mr Bart Crauwels in Belgium and had been completely restored by him when it was purchased by the current vendor at a UK auction in 2013. At that time the Nimbus had covered only some 3,000 kilometres since restoration, and the vendor has added only another 100-or-so over the last 10 years. Last run in September 2022, the machine has required nothing apart from a new battery and was described by the private vendor as running very well when last out and offered in generally very good condition. Offered with keys and a V5C. Offered with keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

1925 BSA 249cc Model B 'Round Tank'Registration no. BF5254Frame no. B.11906Engine no. B.22490A top-selling model for BSA in the 1920s, the versatile Model B, or 'Round Tank', was used by just about every tradesman whose job required cheap personal transport. Popular with learners - the fact that the gearbox had only two speeds and that both brakes operated on the rear wheel were attributes guaranteed to re-assure novices - the reliable 250 sidevalve provided many with their first motorcycling experience. Advanced features, for a lightweight, included all-chain drive and pumped lubrication, though the traditional sight feed and auxiliary hand pump were retained. A three-speed version - identifiable by its black tank - was added for 1926 and then the following year a wedge-shaped tank replaced the much-loved original.This three-speed example was purchased approximately 4 years ago by the vendor at which time it was in running condition having previously been purchased by a former 'aircraft engineer' owner from a deceased estate in Zimbabwe. Offered for sale as an older restoration and after a period of storage the machine will now require the usual safety checks and sympathetic recommissioning before returning to the road. Offered with a current V5C.Footnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

c.1924 Douglas 2¾hp Model TSRegistration no. BF 6316Frame no. 58672Engine no. 65886The 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.' Purchased by the vendor approximately 4 years ago, this 2¾hp (350cc) Douglas is offered for sale following a period of storage and will therefore require some sympathetic recommissioning before returning to the road. It should be noted that at some point in its past, the front wheel has been changed (possibly in an attempt to improve the brakes from the original stirrup type front brake). Offered together with a current V5C and sold strictly as viewed.Footnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

1928 James 496cc Sports Twin ProjectRegistration no. UC 8261Frame no. DP 1733Engine no. ST1983James's first v-twin motorcycle, the 500cc 'No.7', arrived in 1914. Priced at 60 guineas, this top-of-the-range offering was a quality product that incorporated some interesting ideas, one of the more practical being the 'spring drive' shock absorber built into the rear wheel hub. 'We confidently claim that this refinement affords all the sweetness of 'belt drive' with none of the attendant foibles,' declared its maker. After WWI, James continued to offer a range that consisted of both singles and twins, the 3½hp (496cc) Model 12 Sports Twin being a new introduction for 1923. This Sports Twin was in long-term family ownership of some 40 years before being sold as a part-restored project at Bonhams' Beaulieu sale in September 2012 (Lot 515). Since then considerable further restoration has been carried out: gearbox rebuilt; wheels rebuilt; tank restored and repainted; speedometer restored; and new brakes, mudguards, seat, control levers and taper-roller steering head bearings fitted. Although not fully rebuilt, the engine has been converted to provide a positive oil-feed to the main and big-end bearings. Four boxes of spares are included in the sale. Offered with instruction books; an original parts book; sundry bills; a green continuation logbook and old/current V5/V5C documents, this most worthwhile project represents an exciting opportunity to return this rare Vintage-era James to the road. Prospective purchasers must satisfy themselves with regard to the completeness or otherwise of this Lot prior to bidding.Key not requiredFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

1926 Sunbeam 493cc Model 9 Parallel SprintRegistration no. BF 9788Frame no. OP760Engine no. 290/691With victories in the Senior TT in 1920 and 1922, racing success created greater demand for Sunbeam's products, and they were soon lauded as producers of one of the 'quality' sporting machines of the day. BF 9788 was acquired by the vendor in 2016, when he was looking for a quality motorcycle suitable to enter events for vintage machines. When acquired, it was unregistered, and in need of attention. The vendor advises that the top end of the engine was stripped, checked and rebuilt, the clutch was refurbished, new mudguards fitted, front forks rebuilt, petrol tank was repainted, the gearbox regreased, and a new rear tyre was fitted. The magneto was checked, and the ignition re-timed. Following the work, the Sunbeam was used at the Curborough Sprint in 2021, then entered for the Montlhery Vintage Revival in May this year. At Montlhery, the Sunbeam completed four track sessions and is reported to have performed faultlessly throughout. The Sunbeam Owners Club provided a dating certificate listing the model as a 'Model 9 Parallel Sprint'. Papers in the history file suggest that whilst the frame number relates to a Model 9 Parallel, the frame may have been modified to Sprint specification, possibly by the factory. Also mentioned is that the rear wheel may be a works type, with the brake drum on the nearside. The DVLA have recorded the maker as John Marston Ltd on the V5C. Please note that the stand used for the catalogue photos is not included with the machine. Documentation comprises a current V5C, the aforementioned dating certificate, and miscellaneous papers.Key not requiredFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

1955 BSA 520cc Gold StarRegistration no. LBL 372Frame no. CB32 4342Engine no. DB.34.GS.166•Known ownership from new•Present ownership 1964-1967 and 1974 to date•Engine rebuilt by Phil Pearson This BSA Gold Star was first registered on 27th April 1955. In 2011 the vendor spoke to the original owner, Harry Argent, who was 27 years old in 1955. Mr Argent said that he raced the Goldie for three years on short circuits including in endurance races at Thruxton before selling the bike in 1958 (see original buff logbook on file listing all owners from new). The vendor first purchased the machine in April 1964 from dealer Bill Fruin of Benson, Oxfordshire and kept it until 1967 when it was sold to John Rickard. In 1968 Mr Rickard sold the BSA to the vendor's brother, and the vendor duly repurchased the machine in 1974. The original frame (number 'CB32 2392') was damaged and so the engine was transferred to another period-correct frame (number 'CB 4342') in 1976 (see logbook). The original registration number 'LBL 372' was retained. (It should be noted that BSA factory records show that frame 'CB 4342' formed part of a Gold Star exported new to Ceylon [Sri Lanka] in February 1955.) The machine had little use until 2000/2001 when it took part in the VMCC Manx Rallies and Parades on the Isle of Man TT circuit. In 2002 the engine was replaced with a Pearson 604cc unit and the Goldie continued to be entered in Manx events until 2011. The Gold Star Club was made aware of the engine change. In 2002 marque specialist Phil Pearson rebuilt the original engine ('DB.34.GS.166') with a new bottom end and re-bored barrel (for a capacity of 520cc). The original engine was put into storage until 2012 when it was reinstalled in the frame. The machine retains the original RRT gearbox and has a Bob Newby belt drive and clutch, while the electrical system has been upgraded to 12 volts. On 12th August 2012 the Goldie was ridden for an MoT test (see certificate) and since then has been kept in storage. It has yet to be run in and will require re-commissioning before further use. The machine comes with old/current V5/V5C documents and is offered without keys (including the throttle lock), however this does not affect its running. Prospective purchasers should satisfy themselves with regard to this motorcycle's provenance, originality and correctness prior to bidding.Offered without keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com