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Click here to subscribeTwo pre-War Burman gearboxestogether with an incomplete gearbox and associated parts, condition and completeness unknown, close inspection advised. (6)Lot to be sold without reserve.This lot is subject to the following lot symbols: ◊◊ £30 + VAT uplift and storage at £6 + VAT per lot per day.For further information on this lot please visit Bonhams.com
A pre-War AJS gearboxnumbered K4/7632F, together with kickstart shaft and quadrant (bent), an AJS barrel and piston and two hand gear change assemblies, condition and completeness unknown, close inspection advised. (Qty)Lot to be sold without reserve.This lot is subject to the following lot symbols: ◊◊ £30 + VAT uplift and storage at £6 + VAT per lot per day.For further information on this lot please visit Bonhams.com
A quantity of Vintage AJS gearbox partscondition and completeness unknown, close inspection advised. (Qty)Lot to be sold without reserve.This lot is subject to the following lot symbols: ◊◊ £30 + VAT uplift and storage at £6 + VAT per lot per day.For further information on this lot please visit Bonhams.com
A 1930's BSA 250cc cutaway engine and gearboxwith operational valves, gears and clutch, mounted on a pine plinth measuring 30' long, 8½' wide and 20' tall, believed to be a 1935 model B35-2 OHV engine, close inspection advised. Lot to be sold without reserve.This lot is subject to the following lot symbols: ◊◊ £30 + VAT uplift and storage at £6 + VAT per lot per day.For further information on this lot please visit Bonhams.com
A quantity of believed Triumph partsincluding a 5TA engine casing (numbered H8617), cylinder heads, clutch parts, engine casings, gearbox parts, con-rods, pistons etc, together with sundry spares including Norton footrest and rubbers, hubs and other items, close inspection advised. (Qty)Lot to be sold without reserve.This lot is subject to the following lot symbols: ◊◊ £30 + VAT uplift and storage at £6 + VAT per lot per day.For further information on this lot please visit Bonhams.com
An autojumblers lotincluding gear change levers, kickstart levers, gearbox components, bearings, and sundry parts, condition and completeness unknown, close inspection advised. (Qty)Lot to be sold without reserve.This lot is subject to the following lot symbols: ◊◊◊◊ £60 + VAT uplift and storage at £12 + VAT per lot per dayFor further information on this lot please visit Bonhams.com
1950 Vincent Comet engine casesnumbered F5AB/2A/3973 and crankcase mating numbers 46F/46F.; with crank, barrel and gearbox attached. Condition, suitability and completeness unknown, close inspection advised. Lot to be sold without reserve.For further information on this lot please visit Bonhams.com
A Royal Enfield 700cc twin enginesuitable for Super Meteor/Constellation, numbered 7T 4142 (some damage to crankcase), additional number stamped (SM 1180, SM 2146 and HDL 955) together with spare crankcase numbered 7T 2971 with additional number stamped (SM 349, SM 1346 and HDF 86), 4-speed gearbox, inner and outer cases, timing cover and other associated spares, prospective purchasers must satisfy themselves with regard to the originality, completeness, condition, and suitability of parts prior to bidding, close inspection is advised. (Qty)Lot to be sold without reserve.This lot is subject to the following lot symbols: ◊◊◊◊ £60 + VAT uplift and storage at £12 + VAT per lot per dayFor further information on this lot please visit Bonhams.com
A quantity of mainly Vincent engine componentsincluding crankshaft, flywheels, timing covers, sprockets, gearbox covers, timing gears, valve covers and sundry items, condition, suitability and completeness unknown, close inspection advised. (Qty)Lot to be sold without reserve.This lot is subject to the following lot symbols: ◊◊◊◊ £60 + VAT uplift and storage at £12 + VAT per lot per dayFor further information on this lot please visit Bonhams.com
A Royal Enfield 700cc twin enginedismantled, numbered OD 20334 (0 re-stamped), additional number stamped (S220 and AGD 165) together with two barrels, 4 heads, 4-speed gearbox, inner and outer cases, 'Indian' timing cover, Amal (932/928) carburettors, inlet manifold, two Lucas magnetos and other associated spares, prospective purchasers must satisfy themselves with regard to the originality, completeness, condition, and suitability of parts prior to bidding, close inspection is advised. (Qty)Lot to be sold without reserve.This lot is subject to the following lot symbols: ◊◊◊◊ £60 + VAT uplift and storage at £12 + VAT per lot per dayFor further information on this lot please visit Bonhams.com
A quantity of believed Vincent twin gearbox componentscondition, suitability and completeness unknown, close inspection advised. (Qty)Lot to be sold without reserve.This lot is subject to the following lot symbols: ◊◊ £30 + VAT uplift and storage at £6 + VAT per lot per day.For further information on this lot please visit Bonhams.com
A 5-speed gearbox believed suitable for Royal Enfieldnew and unused, together with kick start and gear change lever, clutch assembly and other associated spares, prospective bidders must satisfy themselves with regard to the completeness, condition, and suitability, close inspection is advised. (Qty)Lot to be sold without reserve.For further information on this lot please visit Bonhams.com
An Autojumblers Lotcomprising believed Royal Enfield twin rear sprockets and brake plate, Triumph 650 crankcases numbered TR6 DU32819, headlamps, levers, Albion gearbox (dismantled/incomplete), unidentified engine, saddle, BSA C15 primary chain case cover and other sundry spares, condition and completeness unknown, close inspection advised. (Qty)Lot to be sold without reserve.This lot is subject to the following lot symbols: ◊◊◊◊ £60 + VAT uplift and storage at £12 + VAT per lot per dayFor further information on this lot please visit Bonhams.com
A Sunbeam S8 Cutaway enginenumbered S8 3687 to engine number boss and latterly numbered S8-12181 to gearbox housing. With operational valves, gears and clutch. Mounted on a raised base, specifically engineered with adequate movement between engine and base unit to allow pressure for the leverage required to turn it, without tipping the unit over. It is unknown by whom this engine was prepared however, it is believed to have been built c.2012. Close inspection highly recommended. Lot to be sold without reserve.This lot is subject to the following lot symbols: ◊◊ £30 + VAT uplift and storage at £6 + VAT per lot per day.For further information on this lot please visit Bonhams.com
Property of a deceased estatec.1956 Panther ProjectRegistration no. not registeredFrame no. F11337Engine no. 56JS419AOffered as a dismantled project, this believed Panther Model 65 belonged to the lady vendor's late father; sadly, he passed away hence the reason for sale. This project consists of a gearbox, fuel tank, centre stand, exhaust silencer/pipe, handlebar, seat, wheels, mudguards, and various other associated spares. There are no documents offered with this Lot; unfortunately, no other history is known. Prospective purchasers must satisfy themselves with regard to the Lot's originality, completeness, condition, and suitability of parts prior to bidding, close inspection is advised. 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 biddingLot to be sold without reserve.For further information on this lot please visit Bonhams.com
Property of a deceased's estate 1925 Matchless 982cc M3 ProjectRegistration no. TT 4332Frame no. 1676Engine no. M3/725•Rare Vintage-era v-twin•Believed partially restored•Offered for completionUnlike the vast majority of Britain's motorcycle manufacturers, which were located in the Birmingham and Coventry areas, Matchless were based in Plumstead, South London. The name 'Matchless' first appeared in the 1890s on cycles manufactured by H H Collier, whose sons Charlie and Harry would later join him in the business. The firm's first - experimental - motorcycle appeared in 1899 and its first production model in 1902. Already an accomplished cycle racer, Charlie Collier soon turned to racing Matchless motorcycles, as did his brother, and both Colliers would be on the start-line for the inaugural Isle of Man TT race in 1907, Charlie winning the event's single-cylinder class. These early Matchless models were JAP powered but in 1912 the firm introduced a 500cc single of its own design. Nevertheless, within a short time it had gone, along with all the other singles, and for the next several years Matchless built only v-twins. By 1913 there were no fewer than six different models on offer ranging from 3½hp to 8hp in nominal rating. These included twin-cylinder 8hp models, one of which was fitted with a Matchless engine (the 7B) and the other a proprietary MAG. The latter was typed '8B'and later would form the basis for the legendary Model H motorcycle combination. Reluctant to remain reliant on outside suppliers, Matchless introduced a 982cc 50-degree v-twin engine of its own design for 1925, although it did bear a strong resemblance to the contemporary JAP. This new engine went into the M/3 model, which replaced the JAP-powered M/2. It is not known when the vendor's late father purchased this Matchless M3. Acquired as a project, the machine appears to have undergone some refurbishment relatively recently, the frame, tinware and engine being believed restored. The Matchless appears largely complete, although the gearbox has been dismantled. Accordingly, prospective purchasers must satisfy themselves with regard to this motorcycle's completeness or otherwise prior to bidding. Complete or not, this rare Matchless, once finished, will afford its new owner with the hugely enjoyable experience of riding a highly capable Vintage-era v-twin. The machine comes with a V5C Registration Certificate and is sold strictly was viewed.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 biddingFor further information on this lot please visit Bonhams.com
Property of a deceased's estate 1925 Levis 247ccRegistration no. 713 UYTFrame no. 16650Engine no. 17599Manufactured in Birmingham, the Levis motorcycle derived its name for the Latin word for 'light', which was one of the diminutive machine's many virtues. One of the pioneers of the two-stroke motorcycle, the firm commenced manufacture of its 211cc, single-gear lightweight in 1911. Offered from the estate of the lady vendor's late father following a period of inactivity, this lightweight Levis will require re-commissioning at the very least, or possibly more extensive restoration, before further use and thus is sold strictly as viewed. Believed to be an older restoration, the machine features a Sturmey Archer gearbox, Amac carburettor and BTH magneto. Prospective purchasers should satisfy themselves with regard to the motorcycle's provenance, age, completeness, originality, and mechanical condition prior to bidding. Accompanying documentation consists of instruction books, a V5C and a hand-written purchase receipt dated 2019.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 biddingLot to be sold without reserve.For further information on this lot please visit Bonhams.com
1937/1949 Scott 596cc Flying SquirrelRegistration no. TMF 508Frame no. 4310M (see text)Engine no. DPY5162 (see text)This Scott appears to be broadly to catalogue specification for 1949-1950: the last two years of production at Scott's Shipley factory. A 1973 continuation green logbook indicates that that the current frame (manufactured 1937) & engine (1948) have been in place for at least 49 years, and also that Silk Engineering owned the bike from 1975 to 1983. Roger Moss has confirmed that he rebuilt the engine around 2004. Restoration work in the immediately previous ownership is believed to have included the gearbox and clutch. A new V5C has been applied for. A spare set of forks is included. The Scott was last run in March 2021, so following a period of inactivity, re-commissioning will be required before further use. Prospective bidders should satisfy themselves as to the motorcycle's completeness and mechanical condition prior to bidding. Sold strictly as viewed.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 biddingFor further information on this lot please visit Bonhams.com
1957 Matchless 348cc G3LSRegistration no. 136 AHYFrame no. A56631Engine no. 57/G3LS 34877Associated Motor Cycles announced its post-war range of AJS and Matchless heavyweight singles in June 1945. Coded Model 16 and G3L respectively, the two 350cc models shared the same 93mm stroke as their 500cc brethren, coupled to a 69mm bore. Housed in a rigid frame with Teledraulic front fork, the overhead-valve engine drove through a four-speed gearbox. Hairpin valve springs were adopted for 1949 and a swinging-arm frame introduced.Owned by the vendor (a Matchless OC and VMCC member) since 1959, this Matchless G3LS was used as ride-to-work transport for many years. Apparently highly original, the machine has not been used for at least 10 years and is presented in 'oily rag condition'. Re-commissioning, including a new kick-start return spring, will be required before it returns to the road. Offered with a V5C document.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 biddingLot to be sold without reserve.For further information on this lot please visit Bonhams.com
1947 Douglas 348cc T35 SportsRegistration no. XVS 818Frame no. T35/S/4935/SSEngine no. T35/S 4935SDouglas commenced post-war production in 1947 with, naturally enough, a flat twin, though unlike the vast majority of previous models the T35 mounted its engine across the frame. The engine/gearbox was of unitary construction, while the frame displayed even greater innovation with its swinging-arm torsion-bar rear suspension and Radiadraulic leading-link front fork. Its advanced running gear endowed the Douglas with excellent handling and steering characteristics, while the willing engine could propel the 'Duggie' at up to 70mph and return 60-plus miles per gallon. Acquired by the vendor (a Douglas OC member) in March 2000, this rare and sought-after post-war Douglas is presented in 'oil rag' condition but will need re-commissioning following a period of inactivity (the engine turns over with compression). The machine is offered with old/current V5C documents. Offered without keyFor further information on this lot please visit Bonhams.com
c.1969 Suzuki 247cc T20 Super Six Racing MotorcycleFrame no. T20-579 (see text)Engine no. T20-23106This machine is one of several projects purchased by the vendor in 2020 from Roy and Peter Richardson, both successful Isle of Man racers. Restored over the last two years, the vendor still had a few minor jobs to finish at the time of consignment, which will be completed by the time of sale. The engine/gearbox unit was entrusted to another distinguished racer, Bob Jackson, to rebuild; this was completed with Carillo rods, straight-cut gears, new pistons/rebore, electronic ignition, new bearings etc., at a cost of £2684 (handwritten list and bill on file). The T20 has not been run since completion, so will require commissioning and safety checks prior to use on the track, where it will provide the new owner with a period mount for parades and track days. The last two digits of the frame number are obscured by welding, on reinforced rear engine mountings. Documentation comprises the engine work receipt and some invoices.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 biddingFor further information on this lot please visit Bonhams.com
A Triumph Projectcomprising frame (numbered TL32446), engine (numbered 3HW 56203), gearbox, petrol tank and front forks, close inspection advised. Lot to be sold without reserve.This lot is subject to the following lot symbols: ◊◊◊◊ £60 + VAT uplift and storage at £12 + VAT per lot per dayFor further information on this lot please visit Bonhams.com
Property of the late Alan Windsor Seeley 496cc G50 MkII Replica Racing MotorcycleFrame no. R.M.T. MK.2-102REngine no. A.W. G50 102•Roger Titchmarsh frame•Mick Taberer engine•Campaigned in IHRO events•Paraded by Colin Seeley, Leon Haslam and Dave CroxfordMany-times British sidecar champion Colin Seeley bought Associated Motor Cycles' racing department when the company went into receivership in 1966. Seeley's motorcycle dealership possessed an AMC agency and he was already well familiar with the Plumstead firm's race engines, having commenced his sidecar racing career with a G50-powered outfit. Believing that the engines possessed further potential if equipped with state-of-the-art cycle parts, the previous year he had constructed the first Seeley racing frame to house a Matchless G50 engine, and the AMC purchase enabled him to produce complete Seeley G50 and 7R machines. With their improved frames, the four-stroke singles enjoyed renewed competitiveness, Derek Minter winning first time out at the start of the 1966 season on both the 350cc 7R and 500cc G50-engined Seeleys. The Seeley frame progressed from the duplex cradle MkI to the similar but lighter MkII on which works rider Dave Croxford won the British 500 Championship in 1968. The down-tubes were abandoned with the MkIII, the headstock and swinging arm pivot of which were linked solely by tubes running diagonally above the engine. Supported by sponsor Gus Kuhn, Seeley-mounted Croxford triumphed again in the British 500 Championship in 1969. The Seeley MkIV introduced towards the end of 1970 featured a revised tubing layout and continued in production until 1973, achieving further successes. Production of Seeley frames was later licensed to Roger Titchmarsh and there have been countless unauthorised copies made over the years. This Seeley G50 replica was built for Alan by Roger Titchmarsh in 1998 (bill on file). The Mick Taberer engine incorporates a Newby crankshaft, titanium con-rod, Omega forged piston, coil valve springs, and a Nikasil-plated aluminium cylinder liner. Other notable features of this well developed machine include a Gardner carburettor, Maxton front fork, Maxton rear dampers, a Hemmings five-speed gearbox, and total-loss ignition. Alan raced the Seeley in IHRO events and it has been paraded by his friend, the late Colin Seeley, Leon Haslam and Dave Croxford. Showing that he had lost none of his speed, Croxford returned the Seeley to the paddock with its fairing scuffed on both sides! Re-commissioning to a greater or lesser extent will be required before the Seeley returns to the racetrack. The machine is offered with a selection of colour action photographs and some bills. It should be noted that Alan has owned more than one G50-engined motorcycle over the years and it cannot be determined whether or not all these bills belong with this particular example (some appear to relate to another Seeley G50 built for Geoff Sawyer). 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 biddingFor further information on this lot please visit Bonhams.com
Property of the late Alan Windsor 1988 Honda VFR750R Type RC30Registration no. E39 KTRFrame no. RC30-2000623Engine no. RC30E-2000690•One owner•5,894 miles from new•Last taxed in 2007One of the modern era's few immediately collectible classics, the Honda VFR750R - better known as the 'RC30' - was created for just one reason: to win the World Superbike Championship, a feat it achieved in the nascent series' first two seasons of 1988 and '89. And while American Fred Merkel was bringing Honda its first two WSB crowns, Britain's Carl Fogarty used an RC30 to win the TT F1 World Championship in 1988 and '89, and the equivalent FIM Cup in 1990. No mere short circuit scratcher, the RC30 and its derivatives proved durable enough to win a hat-full of Endurance Classics too. That this latter requirement was also part of the design brief may be determined from the fact that a quick-release front fork and single-sided swinging arm - essential for speedy wheel changes - were part of an unrivalled specification that included a twin-spar alloy beam frame, 16-valve V4 engine with gear-driven cams, close-ratio six-speed gearbox and four-pot front brake calipers. All of which did not come cheap: at the time of its launch in 1988 an RC30 cost £8,499, getting on for double the cost of other super-sports 750s. Despite the passage of time and progress of motorcycle technology, the RC30 remains a match for the latest generation of sports bikes but possesses exclusivity that none of them can approach. 'No other bike from the late-Eighties is lusted after like the RC30,' reckoned Bike, and few would disagree. Alan Windsor acquired this RC30 from Harry Gill Motors (Gosport) Ltd on 18th March 1988 and registered it in the name of his company, Lasting Impressions of London SW19 (sales invoice and related correspondence on file). Last taxed to the end of 2007 and currently displaying a total of 5,894 miles on the odometer, the machine will require re-commissioning to a greater or lesser extent before returning to the road. Its mechanical condition is not known and it should be noted that the battery is flat and that the front brakes are binding. Accompanying documentation consists of the original service booklet (unstamped), SORN paperwork, some expired MoTs, and old/current 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 biddingFor further information on this lot please visit Bonhams.com
1971 Honda CD175Registration no. PBX 138JFrame no. CD175 2018255Engine no. CD175E 2019505Introduced in 1966, the Honda CD175 was aimed squarely at the market sector that regarded motorcycles merely as cheap and convenient transport rather than thrilling lifestyle accessories. The air-cooled twin-cylinder engine was constructed along Honda's established lines, boasting a single overhead camshaft, electric starter, and integral four-speed gearbox. Not exactly an exciting performer, the CD175 would nevertheless cruise comfortably at 65mph while at the same time delivering around 70 miles to every gallon. A lengthy - by Japanese standards - production run of almost 12 years proved the soundness of the basic concept. Photographs and bills on file indicate that this Honda CD175 was restored circa 2002/2003. The machine is offered for sale from a collection of 'display motorcycles' belonging to a well-known West Country dealership. All oils have been drained, and re-commissioning will be required before the machine returns to the road. Last run in 2019, and currently displaying a total of 18,446 miles on the odometer, the Honda is offered with V5C documents; MoT (expired 2008); owner's manual; list of parts replaced; the aforementioned bills and photographs; and a set of keys.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 biddingFor further information on this lot please visit Bonhams.com
1977 Honda SS50 'Sixteener Special'Registration no. OEO 815RFrame no. SS50Z-1012184Engine no. SS50ZE-1012225Introduced in 1958, Honda's classic C100 Cub 'step-thru' gave millions of people the world over their first taste of two-wheeled mobility. The first sports derivative, the C110 Sports Cub, appeared in October 1960. This was a proper small motorcycle, with spine frame and a more powerful version of the C100 motor. Larger-capacity models soon followed and in 1964 an overhead-camshaft version of the engine was introduced on the CS90 sports, with 50cc and 65cc derivatives arriving in 1965. An even more sporting tiddler – the SS50 – arrived for 1967 equipped with a more powerful version of the OHC engine producing 6.0bhp at 11,000rpm and coupled to a five-speed gearbox. A café racer in miniature, the SS50 boasted a restyled tank, 'racing' dualseat, upswept exhaust system and telescopic front fork. During the mid-1970s it was offered on the UK market in 'Sixteener Special' guise equipped with a four-speed gearbox and pedals, thereby qualifying as a moped, and continued in production to the end of 1977. Restored in 2011, this Honda SS50 was acquired by the vendor in 2017 and since then has formed part of a well-known West Country motorcycle dealership's collection of 'display motorcycles'. This machine will require re-commissioning before further use. Last run in 2014 and currently displaying a total of 16,248 miles on the odometer, this delightful little SS50 is offered with a V5C document and four keys.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 biddingFor further information on this lot please visit Bonhams.com
1964 Yamaha 246cc YDS3Registration no. CBU 345BFrame no. Y23-4954Engine no. D9-4954Introduced in 1962, Yamaha's YDS2 represented an evolution of the YDS1 rather than an entirely new model. Not so the successor YDS3, which was a new design in almost every respect and notable as the first Yamaha twin to feature 'Autolube' automatic lubrication by means of a gearbox-driven pump.Purchased at Bonhams' Stafford Sale in October 2013 (Lot 279), this YDS3 is offered from a collection of 'display motorcycles' belonging to a well-known West Country dealership. Its mechanical condition is not known (the engine turns over) and thus the machine is sold strictly as viewed. All panels were re-sprayed in 2014. All oils have been drained, and re-commissioning will be required before the machine returns to the road. Offered with a dating letter, DVLA paperwork, MoT (2013-2014), a V5C and one key.Footnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to biddingLot to be sold without reserve.For further information on this lot please visit Bonhams.com
1969 Yamaha 80 YG1Registration no. YRL 596JFrame no. G3-016319Engine no. G3-016319The nominally 80cc class has long been favoured by the major Japanese manufacturers, providing a convenient route into motorcycling for younger riders as well as cheap transport for city commuters. First introduced in 1963, Yamaha's YG1 was powered by a 73cc single-cylinder disc-valve two-stroke engine with integral four-speed gearbox, which was housed in a spine-type frame.This Yamaha 80 was restored in 2003 and is offered for sale from a collection of 'display motorcycles' belonging to a well-known West Country dealership, which supplied it new in 1969. All oils have been drained, and re-commissioning will be required before the machine returns to the road. Last run in 2005, and currently showing 29,550 miles on the odometer, the Yamaha is offered with a dating letter; owner's manual; some tax discs and MoTs; old-style V5C document; and a set of keys.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 biddingFor further information on this lot please visit Bonhams.com
c.1980 Suzuki RG500 Racing MotorcycleFrame no. RG500-11354Engine no. RG500-11354•Matching numbers•Original specification•Requires re-commissioningSix years out of Grand Prix racing, Suzuki returned in 1973 with a roadster-based TR500 twin for works rider Jack Findlay and, after what was essentially an interim season, was ready to take on the MV Agusta and Yamaha's TZ500 in the 500cc class. The Hamamatsu firm already had plenty of experience of 'square four' engines in the form of the defunct RZ63 250, and this compact layout was revived for its new premier-class racer: the RG500. Based on the square-four cylinder layout of Suzuki's earlier 250, the RG500 was first used by the works in 1974. In its first incarnation the water-cooled two-stroke employed bore/stroke dimensions of 56x50.5mm and featured twin geared-together crankshafts and a six-speed gearbox. Dimensions of 54x54mm were adopted later by the works bikes but the customer version, available from 1976, stuck with the original combination until the MkIV's arrival in 1979. The RG's initial maximum power output of 90bhp was eventually upped to nearer 150bhp before the factory switched to a V4 for 1987. By then the RG500 had won seven manufacturers' titles for Suzuki and provided Britain's Barry Sheene with his two World Championships. From 1983 onwards the pace of development slackened and the RG500 was less competitive with rivals Honda and Yamaha. The class of the field in its day, the RG500 provided talented privateers with a competitive mount at the highest level, and Jack Middleburgh's 1981 British Grand Prix-winning example remains the last entirely private entry to win a premier-class World Championship round. Although technically complex, the customer version was deservedly popular and many are still in action today in Post-Classic racing. The RG500 offered here will require full re-commissioning as its history is not known and neither is the date when it was last used. Notable features of this rare, matching-numbers example include the standard production frame; standard brake discs and callipers; believed original paintwork; thumb-operated choke lever; and magnesium engine cases, Mikuni carburettors, and throttle twist-grip. A nice example. 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 biddingFor further information on this lot please visit Bonhams.com
c.1978 Maxton-Yamaha TZ750 Racing MotorcycleFrame no. noneEngine no. none•One of only 16 Yamaha TZ750s made by Maxton Engineering•History unknown•Last used eight years ago•Requires re-commissioningAlthough Formula 750 had been intended as a class for modified production road bikes, Yamaha managed to get its purpose-built TZ750 racer homologated provided that at least 200 were built. Yamaha's new F750 contender drew on the Iwata firm's tried-and-tested two-stroke technology, its engine looking like two TZ350 twins on a common crankcase, although in actual fact few components were shared. The TZ350's 64x54mm bore/stroke dimensions were retained, giving the first TZ750 model (retrospectively re-designated TZ750A) a capacity of 694cc. Together with the contemporary YZR500 Grand Prix machine, the TZ750 was the first Yamaha road-racing motorcycle to feature reed valve induction, a measure considered necessary to broaden what would otherwise have been an unacceptably peaky power delivery. The TZ750 engine was built in unit with a six-speed gearbox and went into an entirely new, twin-shock frame that looked reminiscent of the Rob North-designed chassis used by the racing BSA-Triumph 750 triples. Despite the 'TZ750' moniker, displacement remained at 694cc until October 1974 when the second batch of TZ750Bs was released featuring a full-size (747cc) engine.Like the smaller TZ twins, the TZ750 was an enormous success, providing privateers the world over with the means to compete against the factory teams in Formula 750. Packed grids of near-identical bikes made for close racing, and no-one who witnessed these demanding machines being wrestled around UK short circuits, the Isle of Man TT course, or Daytona's bumpy banking will ever forget the sight. Recent research suggests that Yamaha eventually made slightly fewer than 800 of these spectacular motorcycles, which today are highly sought after by collectors and classic racers alike. Conceived at a time when rising power outputs were often more than factory frames and suspension could cope with, the TZ750 inevitably attracted the attentions of proprietary frame-makers, one of the foremost in the field being Cheshire-based Maxton Engineering. Designed and built by Ron Williams, Maxton frames and (later) suspension units were, and still are, regarded as among the best there is. This machine is one of only 16 Yamaha TZ750s made by Ron Williams. Unfortunately, nothing is known about when or by whom it was first raced. Last run eight years ago, the machine was crashed by the vendor at Spa Francorchamps, denting the left-side expansion chamber but otherwise causing only cosmetic damage, and has seen little use since. Full re-commissioning will be required before the machine returns to the racetrack. 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 biddingFor further information on this lot please visit Bonhams.com
Property of a deceased's estate 1990 Honda RS250R Racing MotorcycleFrame no. RS250RF 9010026 Engine no. RS250RE-9010027•HRC race-kitted RS250R originally intended for the HB team in Germany•Diverted and delivered new to the UK•Very little use in period•Unused since its acquisition in 1995Honda were latecomers in offering a 250cc production racer - the first RS250R not appearing until 1984 - and immediately found themselves at a disadvantage to Yamaha's long established TZ. Honda's problems stemmed from the fact that their new v-twin was based on the NS250 roadster, and thus even in race trim was both under powered and over weight. Its 1985 successor addressed these failings, boasting a new aluminium twin-spar frame and heavily revised engine. Reconfigured, the RS250R provided Joey Dunlop with his first Isle of Man Junior TT victory that year, while Massimo Matteoni won the European Championship's 250cc title. Freddie Spencer rode the works version to the 250cc World Championship in '85 and added the 500cc title for good measure, the first time this double had been done in the same year. The RS250R was mildly revised for 1986 before undergoing a wholesale redesign for '87, re-emerging as a replica of Spencer's works bike complete with 54x54.5mm crankcase-reed engine and cassette-type gearbox. For the '88 model, Honda ditched the ATAC exhausts, adopting conventional variable-height power valves and cylinders with appropriately revised porting. Front fork diameter increased and the TRAC anti-dive was dropped, while the existing combination of 17' front/18' rear wheels continued. A maximum power output of 71bhp and dry weight of 226lbs was claimed, and the RS continued unchanged for 1989. This 1990 RS250R was originally intended for the HB-sponsored race team. The team raced a pair of factory NSR250s for Helmut Bradl and a pair of race-kitted RS250Rs for Stefan Prein. However, this particular machine was shipped straight to the UK for a firm in the North West of England that had supplied industrial and scientific furnaces to Honda Racing Corporation in Japan. The RS was used for display and ridden once in a shakedown at a New Brighton meeting. The Honda then passed to Cheshire-based builder P W Danby, during whose ownership the Honda was raced at Darley Moor in 1994, still in HB livery (see photographs on file). The late owner purchased the machine from P W Danby in June 1995 (receipt on file). In 1997 the RS was displayed at the Stafford Classic Bike Show, entered by De La Salle College, Malvern. As presented today, the Honda appears complete but its mechanical condition is not known. Standing unused for some considerable time, the machine will require re-commissioning or possibly more extensive restoration before further use. Sold strictly as viewed, it comes with a history file; owner's manual/part list (x2); and a substantial quantity of technical literature. 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 biddingFor further information on this lot please visit Bonhams.com
Walmsley Matchless 496cc G50 Racing MotorcycleFrame no. noneEngine no. none•Present ownership since circa 2014•Raced in Lansdowne Cup and CRMC events•Last ridden in 2019The disappointing performance of the Matchless G45 twin-cylinder racer prompted Associated Motor Cycles to develop an over-bored version of the firm's successful AJS 7R 350 single as a contender for the '500' class. Using cycle parts virtually identical to the 7R, the prototype Matchless G50 first ran in 1958, with production versions becoming available the following year. With a claimed power output of over 50bhp and weighing some 30lbs less than a Manx Norton, the G50 should have been a winner, but it was not until after manufacture ceased in 1962, by which time around 180 machines had been completed, that tuner/entrants in Britain and the USA began to exploit the model's full potential. Subsequent frame and suspension developments - most notably by Tom Arter and Colin Seeley - kept the G50 competitive into the 'Japanese era'.Many-time British sidecar champion Colin Seeley was another convinced that the design still had untapped potential. Seeley had bought Associated Motor Cycles' racing department when the company went into receivership in 1966. The previous year he had constructed the first Seeley racing frame to house a Matchless G50 engine, and the AMC purchase enabled him to produce complete Seeley G50 and 7R machines. With their improved frames, the four-stroke singles enjoyed renewed competitiveness, Dave Croxford winning the British 500cc Championship on a Seeley G50 in 1968 and '69. Today, the Matchless G50 and its derivatives continue to be mainstays of classic racing's 500 class, thanks in no small part to the availability of faithful replicas of the original such as the Fred Walmsley-built example offered here, which has a Roger Titchmarsh frame. Purchased by the current vendor circa 2014 from the preceding owner's family, the machine has been maintained by Fred Walmsley (engine) and Manx GP race-winning mechanic Phil Crossland (cycle parts). The engine retains the stock bore/stroke dimensions of 90x78mm and is said to produce 54bhp. Notable features include Molnar electronic ignition; telescopic steering damper; Maxton shock absorbers; Hemmings six-speed gearbox; and belt primary drive. The Matchless has been raced in Lansdowne Cup and CRMC events, on the last occasion at Cadwell Park in September 2019. In addition, the owner has raced the Matchless at the Silverstone MotoGP in 2015; the Belgian Classic Motorcycle GP at Spa (best result, finished 7th in the IHRO event); IHRO Hockenheim in 2017; and the Lansdowne Portimao excursion in 2018. Described by the private vendor as in excellent condition, the machine is offered with a few bills; an engine specification sheet; race results spreadsheet; and its CRMC Classic Machine Registration Certificate. 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 biddingFor further information on this lot please visit Bonhams.com
1937 Norton 490cc Model 30 International Racing MotorcycleRegistration no. not registeredFrame no. 30 71953Engine no. 78494•Fully rebuilt in 2017•Engine rebuilt by Bernie Allen•Last run at Donington Park in August 2019.One of the most charismatic model names in motorcycling history, 'International' was first used by Norton for its top-of-the-range sports roadster in 1932. Following its successful Senior TT-winning debut in 1927, the overhead-camshaft Norton had enjoyed mixed fortunes in the Isle of Man, and when the engine's designer, Walter Moore, left to join NSU, Arthur Carroll was charged with carrying out an extensive redesign. First seen in the works racers in 1930, the new motor borrowed features from the successful KTT Velocette, contriving to look very different from its predecessor while remaining unmistakably Norton in execution. The Carroll engine retained the classic 79x100mm bore/stroke dimensions and shaft-and-bevels cam drive of the Moore unit but shifted the magneto drive to the right-hand end of the crankshaft where it was enclosed in a distinctive timing case. The new overhead-cam racer was not an immediate success - 1930 was Rudge's year in the Isle of Man - but came good in 1931 when works rider Tim Hunt kick-started a four-year period of Norton TT domination by winning both the Junior and Senior events. Towards the end of 1930, the Carroll-type engine was introduced on the CS and CJ road models, and in 1932 these were joined by a new top-of-the-range sports roadster - the International or 'Inter' - that bore a closer resemblance to the works racers and was equally at home on the track. Based on the works bikes and intended primarily for racing, the International could nevertheless be ordered with refinements such as lights and a kickstarter-equipped gearbox. By the time production halted in 1939 it was being built with a four-speed foot-change 'box and plunger rear suspension (the 'Garden Gate' frame), reappearing after the war in similar guise save for the adoption of the hydraulically-damped Roadholder front fork, replacing the pre-war girder. The Inter remained fundamentally unchanged until 1953 when it gained the race-developed Featherbed frame, an all-alloy engine, and the 'laid down' gearbox. The vendor advises us that this International was assembled from a collection of parts. Notable features include a post-war Manx-type double-overhead-camshaft cylinder head; telescopic steering damper; Smiths tachometer; modern racing tyres; twin-leading-shoe front brake; and modified footrests/controls. The machine was fully rebuilt in 2017, the engine (which runs on methanol) being overhauled by Bernie Allen with a new big-end bearing and high-compression piston, while the gearbox was rebuilt by Bernie at the same time. The Norton was last run at Donington Park in August 2019.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 biddingFor further information on this lot please visit Bonhams.com
The ex-Les Graham, Swiss Grand Prix-winning 1948 Velocette 348cc KTT MkVIII Racing MotorcycleFrame no. SF 121Engine no. KTT 973•Originally owned and prepared by Reg Dearden•Raced by Les Graham throughout the 1951 season and into 1952•Known ownership history•Present ownership since 2005•Last run in 2012•Kept on museum display for the last 10 yearsWith its deep petrol tank, massively finned overhead-cam engine and purposeful appearance, the MkVIII KTT is unquestionably one of the most beautiful racing motorcycles ever made. The talking point of Velocette's new racer on its introduction in 1939 was swinging-arm rear suspension, an innovation first seen on the works bikes in 1936. By now tried and tested, the Velocette rear suspension comprised a pivoting fork made from tapered tubing and complemented by a pair of Dowty Oleomatic air-sprung struts. The rest of the cycle parts remained much as those of the rigid-framed MkVII. The engine, while basically the same as its predecessor's, incorporated a number of improvements intended to enhance power and reliability, and despite the springer's increase in weight over the rigid model, its superior performance and excellent handling made the MkVIII KTT a formidable competitor. Despite its pre-war origins, the MkVIII KTT proved good enough to provide Freddie Frith and Velocette with the 350cc World Championship in 1949, a year in which he won every Championship round, though in most cases courtesy of a special works twin-cam engine. Just 49 MkVIIIs were constructed prior to WW2 and a further 189 up to the end of production in 1950. Today the MkVIII KTT is one of the most sought after of all British racing motorcycles. Previously believed lost, the 1948 example offered here is Les Graham's Swiss Grand Prix-winning machine. Factory records show that this machine - engine number '973', frame number 'SF 121' - was sold new on 21st May 1948 to Fearnly's, a dealership in Manchester. Despite passing through a number of hands, it has remained in the North West of England for almost its entire life. Born in Wallasey, Cheshire in 1911, Les Graham began his racing career in the late 1920s but it was not until the late 1930s that a succession of good results on a home-prepared OK-Supreme got him noticed, leading to a job with the company. During WW2 Les Graham flew Lancaster bombers and was awarded the DFC. De-mobbed in 1946, he was approached by fellow racer and ex-RAF man, Wing Commander J M 'Jock' West, who offered him a job at Associated Motor Cycles that included riding the new AJS 'Porcupine' and 7R. After a difficult 1948 season bedevilled by unreliability and handling problems, Les won the first ever 500cc World Championship in 1949 aboard the improved Porcupine. He continued with AJS for 1950, finishing third in both the 350cc and 500cc World Championships, and at the season's end was offered a contract by MV Agusta. The Italian team was not contesting the 350cc class at that time, so for '51 Les used what was still, despite its age, one of the most competitive Junior-class mounts: the Velocette KTT. Riding the Velo, Les achieved good results at Mettet and Floreffe and finished 2nd at the Spanish Grand Prix, before triumphing over treacherously wet conditions to win the Swiss Grand Prix at Berne's Bremgarten Forest circuit. Les went on to win many more 350cc races in the 1951 season and the prize money the little Velo netted him was in excess of £5,000 (approximately £165,000 today). A further two Grand Prix wins in 1952 saw Les finish 2nd in the 500cc World Championship that year while he continued to race the KTT in the Junior class. In 1953, Les finally broke his Isle of Man TT 'duck', winning the Lightweight 125cc race for MV. Sadly, he was killed during the Senior event later in the week (see Classic Motorcycling Legends No. 6 'The Les Graham Story'). Les Graham's Swiss GP-winning KTT was owned by Manchester-based tuner/entrant Reg Dearden during the whole time that it was ridden by Les, and indeed was built by Reg specifically for Les to use in the 1951 season as his contract with MV was only for a 500cc ride. The bike proved to be extremely quick following modifications designed and made by Reg, to such an extent that Bertie Goodman (of Velocette) asked if he could take the engine for bench testing. This they did but not before Reg had replaced the special cylinder head with a standard one! Bertie could not understand why it was so quick, as it only produced a couple more brake horsepower than their factory models. Needless to say the secret was in the valve train!As far as Reg Dearden's son Nigel is aware, the only other person to ride the KTT after Les Graham's death was another of Reg's many riders, George Costain. Interviewed in Classic Motorcycling Legends (Issue 2), George Costain recalled riding it in the Southern 100. The KTT remained in Reg Dearden's hands until he sold it to Lancashire-based collector of classic racing motorcycles, Eric Biddle, circa 1968 (four years before Reg's death) on the understanding that Eric was to restore the machine and if it was ever offered for sale Reg would repurchase it. Sadly, this did not happen as Reg died in January 1972. As pictured in the catalogue, the bike is somewhat different from how it was when purchased by Eric Biddle. Notably, the front mudguard had two light alloy valances riveted onto each side to stop spray, and the seat was a one-piece affair, made by Les himself, with a rough hide top to stop him sliding about on it in the rain. On 9th March 1985, Eric Biddle sold the ex-Les Graham KTT to the late John Logan Thompson. John Logan Thompson's personal logbook records work carried out after acquisition, including re-bushing and repainting the forks, and fitting new head races, front/rear mudguards and exhaust system. As far as is known, the machine was not used while in John Logan Thompson's ownership. The current vendor - ex-patriot American, well-known classic racer and former podium finisher in the 125cc World Championship, Robert Lusk - purchased the ex-Les Graham KTT when the J L Thompson Collection was sold at Bonhams' Stafford Sale in October 2005 (Lot 381). The KTT was immediately despatched to Velocette guru Ivan Rhodes for re-commissioning to race-worthy condition, and then actively campaigned by Robert and his friend, Peter Crew. A formidable competitor, Crew rode the 350cc KTT to respectable finishes against 500cc opposition in the 2006 and 2007 Goodwood Revival Meetings, only for the gearbox to fail in 2008 when the Velo was being shared by Robert and his son Chester, himself also a former 125 GP racer. Peter Crew found a suitable replacement gearbox and the rebuilt KTT was ridden by the late Colin Seeley at the Festival of 1000 Bikes at Mallory Park in August 2010, featuring on the front page of Old Bike Mart. Robert continued to race the Velo at CRMC meetings for the next few years before deciding to retire the machine from active competition while it was still in good condition. Displayed at the British Grand Prix at Silverstone in 2010, the KTT last ran in 2012 at the CRMC's Donington Park meeting and since then has been kept on static display in the vendor's private museum; re-commissioning will be required before further use. Accompanying documentation includes various photographs (some copies showing the KTT racing in period); the two aforementioned copies of CML; and Peter Crew's maintenance, race settings and results logbook for 2006/2007 (Mallory Park, Oulton Park, Brands Hatch, Goodwood FoS, Lydden Hill, Donington Park, Goodwood Revival). By time of sale the KTT will have featured in Classic Racer magazine's March/April 2022 edition in an article by Alan Cathcart.Velocette MkVIII KTTs with important race history rarely come to market, so this Gra... For further information on this lot please visit Bonhams.com
1932 Velocette 348cc KTT MkIV Racing MotorcycleFrame no. TT4259Engine no. KTT426•One of approximately 148 MkIV KTTs made•Matching frame and engine•Present ownership since 2016By the early 1920s it had become apparent that Veloce needed a model more up-market than its Velocette two-stroke. Other manufacturers were fielding new overhead-valve and overhead-camshaft machines, and Veloce followed suit, the Percy Goodman-designed, overhead-cam Model K appearing in 1924. Of 348cc, the new engine employed a single overhead camshaft driven by a vertical shaft, and was unusual in having a very narrow crankcase, an arrangement determined by the existing transmission and frame design, but which made for a stiff crankshaft assembly. Entered in the 1925 Isle of Man TT, the model K did not fare well, all three entries retiring because of lubrication problems. Its engine redesigned to incorporate dry-sump oiling, the cammy Velo returned the following year to score a memorable victory, Alec Bennett romping home in the Junior race ten minutes ahead of the next rider! Second place in 1927 followed by another win for Bennett in '28 ensured a healthy demand for Velocette's overhead-cam roadsters and prompted the launch of the KTT. One of the most successful over-the-counter racers of all time, the KTT debuted at the 1928 Olympia Show where it was hailed as an 'exact replica' of Bennett's 1928 works bike, though in fact the production MkI KTT incorporated a number of improvements. The KTT would be regularly up-dated with improvements first tried on the works bikes, and the major change for the MkIV was the introduction of a four-speed gearbox with Willis positive-stop foot-change, together with a new cylinder head incorporating hairpin valve springs and a more-compact scavenge pump. Redesigning the latter enabled the spark plug - now a 14mm type - to be relocated for improved combustion. The cycle parts too had come in for revision, the frame's tank rails being lowered to accommodate a larger fuel tank and, later in 1932, a rear sub-frame being added beneath the engine and gearbox. Part way through production the MkIV benefited from another works experiment, the cylinder head material changing to bronze as a result of overheating experienced on Willis' blown racer 'Whiffling Clara' when the standard cast-iron 'head was used. Production of the MkIV ceased in October 1934 on the introduction of the MkV after around 148 machines had been made. According to Velocette authority Ivan Rhodes, 'KTT426' was invoiced on 8th July 1932 to Motorcycles Ltd London and sold to a Mr Cackman (or Lackman) of London E7 (letter non file). The current vendor purchased the KTT from Steve Griffith's Racing & Investment Motorcycles in June 2016 (receipt on file). A very valuable spare large-capacity fuel tank is included in the sale. 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 biddingFor further information on this lot please visit Bonhams.com
1958 Velocette 499cc MSS Mark 2 ScramblerFrame no. 1001/35Engine no. MSS 12582SMuch development of Velocette's single-cylinder roadster engine was carried out as part of the scrambles programme, Hall Green having gone 'off road' after withdrawing its road-racing overhead-camshaft models in 1952. Released in 1954, the first production scramblers were handicapped by excess weight and wayward handling, and although these problems were eventually sorted out and the engine developed into one of the best, the small Velocette factory lacked the resources to compete on level terms with the likes of BSA and AMC, and production petered out in the mid 1960s. In 1958 significant changes had been made to the Mark 2 models, which benefited from a die-cast cylinder head and a return to the more reliable cast-iron cylinder barrel, while the heavy roadster-type rear sub-frame was replaced with a much lighter arrangement. The stock of original MAC-type fuel tanks having been used up, a switch was made to the tank from the Valiant flat twin.The first Mk2 model produced, this Velocette scrambler retains its original frame and engine but has had a change of gearbox. The Velo was purchased as a restoration project in 2006 (receipt on file). Its restoration was completed in 2014 and the machine comes with a comprehensive history file containing photographs and numerous bills from marque specialists Grove Classic Motorcycles of Cranfield, Bedfordshire. 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 biddingFor further information on this lot please visit Bonhams.com
c.1959 ESO 500cc Moto-CrosserRegistration no. not registeredFrame no. 1688Engine no. P500 025Founded in 1949, ESO specialised in speedway and other off-road competition motorcycles, and was part of the Jawa-CZ group. ESO is best known for loosening the British JAP engine's stranglehold on the speedway world in the 1960s when the first of these Czechoslovakian machines arrived in the UK. The P500 engine of this early ESO moto-crosser is essentially the same as that of the speedway models, albeit with a revised lubrication system (the speedway engine ran 'total loss') and the addition of a gearbox. The current vendor purchased the machine at Bonhams' Stafford Sale in October 2017 (Lot 318), at which time it was dated as 1964 and described as original and un-restored. The machine had last been started two years previously. Since acquisition it has been stripped and cosmetically restored (it is believed the engine had been rebuilt by a previous owner). Works carried out include new paintwork and chrome; wheels rebuilt with new rims and stainless spokes; engine cases re-polished; carburettor stripped, cleaned and rebuilt; and the engine and gearbox checked over. Following completion the Eso won the 'Best Motocross in Show' award at the 'London Classic Off-Road and Racing Show' in December 2021. This award-winning Eso is offered with a quantity of restoration invoices. 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 biddingFor further information on this lot please visit Bonhams.com
From the estate of the late Bill Grove 1920 Regent 688ccRegistration no. BS 9429Frame no. 69Engine no. E5-564•Owned by the VMCC's Regent marque specialist, Bill Grove•Exceptionally rare make•An older restoration•Not used since circa 2014 'Small manufacturer, who fitted 688cc Coventry-Victor flat twin sv engines into heavy frames of own design and manufacture.' – Erwin Tragatsch, The Illustrated Encyclopedia of Motorcycles. Some measure of Regent's obscurity may be gained from the fact that the foregoing is all that Tragtasch has to say about this little-known make. Set up in London in 1919, Regent Motors approached Coventry Victor for the supply of their motorcycle's sidevalve engines and other components, which were assembled initially in Coventry and then sent down to London for finishing. Although Regent Motors folded after only a year or two, Coventry Victor took over manufacture and sold its first motorcycle products under the Coventry Regent name. The marque became plain Coventry Victor from around 1920 and before the decade's end had branched out into motorcar manufacture. Complete vehicles were produced up to 1938, whereafter the firm concentrated on its general engineering business, finally disappearing in 1991.This ultra-rare motorcycle from a long-forgotten make belonged to the VMCC's Regent marque specialist Trevor William 'Bill' Grove of Northamptonshire. The Regent was purchased shortly after the Wooller in this sale (Lot 508) both machines being 'basket cases' when acquired. Unfortunately Bill fell ill after the 2015 Beamish Run and the Wooler and Regent were then put in the garage where they have been stored ever since. Both are older restorations presented in 'as last used' condition (the Regent carries a tax disc that expired in February 2015). Sadly, Bill passed away in 2020, hence the reason for sale. Following a period of inactivity and storage, the machine will require re-commissioning at the very least, or possibly more extensive restoration, before returning to the road and thus is sold strictly as viewed. Noteworthy features include a Sturmey Archer gearbox, Binks carburettor, and Klaxon horn. Documents include a V5C; a numberplate certificate; a dating certificate from The Society of Automotive Historians dated 10.2.05; and a printed copy of Bill's illustrated restoration diary. A few spares are included in the sale.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 biddingFor further information on this lot please visit Bonhams.com
1925 Sunbeam 500cc Model 11 SprintRegistration no. FC 9062Frame no. OS 273Engine no. 229/350•One of only 18 Sprints known to exist worldwide•One of only two 1925 Model 11 Sprint's recorded•Meticulously restored•One of the rarest and most desirable Vintage Sunbeam'sJohn Marston, a successful maker of domestic wares in Paul Street, Wolverhampton, ventured into bicycle-making in 1887. Sold as 'The Sunbeam', his machines soon became famous for their beautiful, black-japanned and gold-leaf finish and were always expensive, their arrival coinciding perfectly with the boom in 'society' cycling in the 1890s. Marston prospered and the company's first car was made in 1899, although motorcycles were not made until 1912.For such a traditional firm, the entry into competition with new product was startlingly swift. The 1914 2¾hp and the 3½hp models proved successful in long-distance trials and road-racing from the start, the '3½' obtaining a solid 2nd place, ridden by H R Davies, in the 1914 Senior TT. At this time, a young and talented engineer and rider, George Dance, joined the company.Following the Great War and the death of John Marston in 1918, 'The Sunbeam' continued competing with enormous success. Two of Sunbeam's specialities were sprints and hill-climbs for which Dance, now acknowledged as chief tuner, developed a series of astonishingly fast OHV 'Dance Specials', which he and fellow development rider Charles Waterhouse used to dominate the field. The taciturn Dance was considered almost unbeatable in the 350 and 500 classes. Often winning every class in an event, he was immensely successful at Style, Kop, Pendine and Brooklands. Though less prominent in writeups now, Waterhouse also made an important contribution to Sunbeam motorcycling in the post-Great War and early 1920s era. Racing in the TT and speed trials, he took 1st-in-class awards at the Western Centre A-CU Hereford Speed Trials on 4th April 1925. This was the last event held on public roads of that era, following the incident the previous Saturday at Kop Hill which led the RAC and A-CU to cancel speed events on open highways. Though no authentic Dance machine is known to exist, his tuning genius resulted in the briefly catalogued 'Sprint' models, representing a synthesis of everything he had developed in a limited-edition sprinter. Two models were listed: the 350cc Model 10 and 500cc Model 11. Discontinued by 1926, when the public-road events for which it was designed were outlawed, the 'Sprint' was made in tiny numbers and authentic survivors are very rare; the Marston Sunbeam Club records only 18 Sprints of both types known to exist worldwide. 'FC 9062' is a 500cc Model 11 Sprint, and one of only two 1925 machines recorded. It was registered to The Layton Garages in Oxford as a 'Sunbeam 3½hp 250 lbs' on 17th July 1925, and while no period racing is currently traced to this machine, it has been said that Layton were known for supplying Oxford undergraduates with competition mounts, which may hint at the original purchaser. The bike has been known to the Marston Sunbeam Club for many years, being owned prior to 1981 by George Robinson of Darlington, then John Browne of Oxford, with one further owner before passing to the current owner at Bonhams' Stafford Sale in October 2012. While complete and original, when the bike was re-commissioned it became clear that many years of use were reflected in the engine, transmission and running gear. This overhaul evolved into a meticulous, full restoration covering all aspects. Works carried out included rebuilding the gearbox with new gears cut; engine fully rebuilt; wheels rebuilt; new tyres; brakes overhauled; carburettor overhauled; original cork clutch replaced with a stronger Triumph unit; straight-through exhaust fitted; seat recovered; full frame and tinware repaint; and all brightwork re-nickled. The result is the splendid machine presented here today. During restoration, the decision was made to preserve the original engine cases and use a replacement set cast from the originals. The original cases are fundamentally sound and offered with the machine should the new owner wish to re-employ them.During its club life, 'FC 9062' has attended many club rallies as well as being ridden at Banbury, Goodwood, Silverstone, the Isle of Man and Brooklands events. The bike comes with a V5C; a quantity of spare parts (including those items that were replaced during the restoration); some period photographs from the 1960s and '70s; and a history file. The 'Sprint' has always been one of the rarest and desirable of Sunbeam's Vintage models and opportunities to own such machines are few. The bike is fully overhauled and ready to be enjoyed, either to race or simply admire.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 biddingFor further information on this lot please visit Bonhams.com
1925 Zenith-JAP 1,000cc Model N Super 8Registration no. BS 9840Frame no. 9381Engine no. KTY 29688Zenith motorcycles were manufactured from 1904 until 1950 in various factories in or around London. The driving force behind Zenith was Chief Engineer and company owner, Frederick Barnes, who was responsible for the famous 'Gradua' gear. Although the expensive Gradua system gave way to a more conventional Sturmey-Archer countershaft gearbox in the 1920s, Zenith continued to pursue its racing and record breaking activities with enthusiasm. At Brooklands in 1922, Zenith rider Bert Le Vack became the first man to lap at over 100mph on a motorcycle – in the rain. In 1928 a Zenith-JAP ridden by Oliver Baldwin established a world motorcycle speed record of 124.62mph at Arpajon in France, while Joe Wright later raised the record to 150.736mph using his supercharged Zenith-JAP 'reserve bike'. Belonging to the previous owner since 2007, this Zenith was acquired by the current owner in 2016, at which time it was of 1,150cc capacity and fitted with a water-cooled top end. The vendor then carried out an extensive renovation, returning the engine to original specification and having new crankcases cast as part of a full rebuild of the entire machine, which included a new bespoke fuel tank. The vendor then rode the Zenith to France where it was featured in the January 2018 edition of Moto Légende magazine (copy on file). Offered with a V5C. Offered without keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to biddingFor further information on this lot please visit Bonhams.com
1921 BSA 4¼hp Model H2Registration no. HN 1535Frame no. B189Engine no. R210Introduced in 1910, the first series-production BSA to feature the marque's distinctive green and cream tank colours was a 499cc (3½hp) sidevalve single, built initially with single-speed, belt-drive transmission and later on with a three-speed countershaft gearbox. Well engineered and equally well made, this first BSA proved an enormous success and changed little over the next few years, though for 1912 a two-speed hub gear was available together with an all chain drive model suitable for sidecar work. For 1914 the range was augmented a 557cc (4¼hp) long-stroke version featuring a strengthened frame and the new three-speed gearbox, which was designated Model K if fitted with chain-cum-belt transmission or Model H with fully enclosed all-chain drive. An early example of the series, this 'all chain' Model H2 has belonged to the current vendor since 2014 and benefits from a full restoration completed in 2020. The machine was last run in 2021 but will require further re-commissioning before serious use. Accompanying documentation includes photocopied brochure pages and press cuttings, and an old-style green continuation logbook showing that the BSA was registered in the 1970s to E N Metcalfe & Son of Darlington (the previous keeper). The machine also comes with a photocopied parts catalogue and old/current V5/V5C documents. As is so often the case, the (penultimate) V5C incorrectly implies that the previous keeper was the original owner. 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 biddingFor further information on this lot please visit Bonhams.com
1920 Douglas 2¾hpRegistration no. MC 6912 (see text)Frame no. 44285Engine no. 43123Bristol-based Douglas Foundry commenced 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 making motorcycles in 1957. 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.This Douglas comes with an old-style logbook issued in 1927, which lists three owners up to 1930 when licensing ceased. The machine next changed hands in January 1959 and was purchased by the current vendor in 1960. The Douglas has not been used on the road since then but has been started every so often, the last occasion being in January 2022. New tyres were fitted in 1975 and the magneto rewound in 2015. Further re-commissioning and/or more extensive restoration will be required before further use. A spare gearbox and clutch are included in the sale. It should be noted that 'MC 6912' is not recorded in the HPI database; accordingly, prospective purchasers must satisfy themselves with regard to this motorcycle's registration status 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 biddingFor further information on this lot please visit Bonhams.com
1930 Sunbeam 493cc Model 9Registration no. VR 6615Frame no. 7903Engine no. LL4445Sunbeam had begun experimenting with overhead valves on their factory racers in the early 1920s and these duly appeared on production models in 1924. The new 500 roadster was known as the Model 9 while its race bike counterpart, which could top 90mph, was accordingly designated the Model 90. The John Greenwood design was advanced for its day, with a specification that included a crankshaft supported by three ball-bearings, dry-sump lubrication and primary drive enclosed in a cast alloy chain case. Power was transmitted by single-row chain to a three-speed, 'cross-over drive' gearbox with offside power take off. This Vintage-era Model 9 has been owned by the vendor's family for between 30 and 50 years. Kept on display in a private museum, the machine has not run for at least 20 years and will re-commissioning or possibly more extensive restoration before returning to the road (the engine turns over). Notable features include original-style white rubbers on the kickstart and one pillion footrest, while the Bosch electrics (headlamp, magdyno, horn) are unusual. The only documentation consists of an old-type V5C and an attached tax disc that expired in 1951. The V5C records a 'D' prefix to the frame number, presently obscured. 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 biddingLot to be sold without reserve.For further information on this lot please visit Bonhams.com
1950 Sunbeam 489cc S7 De LuxeRegistration no. LGX 104 (see text)Frame no. S7 3493Engine no. S8 3204A wartime design by Erling Poppe, the Sunbeam inline twin was introduced by BSA, owners of Sunbeam Cycles Limited, in 1947. A luxury tourer, it was of advanced specification with overhead-camshaft engine, shaft drive and plunger rear suspension. The clutch housing and four-speed gearbox bolted directly to the back of the engine, which was rubber-mounted in the duplex loop frame, an innovation that required a flexible joint in the exhaust system ahead of the silencer. The first S7 version was equipped with balloon tyres, a feature not carried over to the deliberately more conventional, and also lighter and cheaper S8, introduced in 1949. The front fork and 7' brake were now standard BSA components, and there were numerous other changes in the interests of rationalisation. Never as popular as BSA's more performance orientated models, the gentlemanly S7 and S8 remained in production until 1957. This S7 Deluxe has been owned by vendor's family for between 30 and 50 years. Kept on display in a private museum, it has not run for at least 20 years and will require re-commissioning or possibly more extensive restoration before further use (the engine turns over). Engine and gearbox numbers match. There is no documentation or ignition key with this Lot. It should be noted that the registration 'LGX 104' is not listed in the HPI database; accordingly, prospective purchasers should satisfy themselves with regard to this motorcycle's registration status 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 biddingLot to be sold without reserve.For further information on this lot please visit Bonhams.com
1929 Scott 496cc Flying Squirrel TourerRegistration no. KX 1960Frame no. 2127Engine no. FZ1263AAlthough recognisably derived from the 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 496cc 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. Presented in good original 'time warp' condition, this Flying Squirrel has been in the present ownership for over 50 years and has not been ridden since the last tax disc expired in 1970. Offered from a private collection, the machine comes with an old-style logbook and an old-style V5. Re-commissioning or possibly more extensive restoration will be required before it returns to the road.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 biddingFor further information on this lot please visit Bonhams.com
1952 Bown 122cc Tourist Trophy ProjectRegistration no. XMK 159Frame no. S125Engine no. 32703D•Featured in Motor Cycling, 24th July 1952 edition•Present ownership since 1987•Offered for restorationA marque active in the early 1920s, Bown was revived as the name for a revised version of the Aberdale autocycle in 1950. Like most of its independent contemporaries, South Wales-based Bown relied on Villiers engines and soon added a lightweight motorcycle powered by the 98cc 1F unit to its range, which was followed by a 122cc Tourist Trophy model with the 10D engine and three-speed foot-change gearbox. The engine/gearbox unit was housed in a duplex cradle frame with rigid rear end and MP telescopic forks up front. A top speed of 49mph and fuel consumption of around 100mpg were recorded in toad tests. Production of Villiers-engined machines ceased in 1954, though Bown reappeared briefly in 1956/57 with an imported moped powered by an Austrian Fichtel & Sachs engine. This rare Bown is the actual Tourist Trophy model that was featured in a road-test article - 'A New Villiers-engined Lightweight with an Above-average Performance' - for Motor Cycling magazine of 24th July 1952 (an original copy of the magazine is included in the sale). Motor Cycling summed up the Bown thus: '...a high-performance quality lightweight motorcycle capable of satisfying, or even exceeding, the requirements of the man who wishes to travel economically and comfortably, but with reasonable despatch and confident of complete reliability.' After being featured in the magazine, the Bown was purchased by the South Reading Motor Cycle Club and loaned to a local teaching scheme for pupils to learn to ride (photograph on file). When the scheme came to an end in 1959, a club member purchased the Bown. The motorcycle then had sporadic use over the following years before being rediscovered in a garden. In the early 1970s, the Bown was re-homed again by another club member. The lady vendor's late father acquired the Bown in 1987 and exhibited it at local classic vehicle shows. Her father started to dismantle the Bown with the intention to restore it, but, sadly, a serious motorcycle accident in 1991 curtailed his plans and the motivation to continue stopped. The Bown then remained in the garage until his death in 2018 when it was moved into storage by his daughter. Offered for restoration, the machine comes with (copy) old V5 and current V5C registration documents, both with the same clerical error concerning the frame number, which is incorrectly recorded as '5125' (should be 'S125'). 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 biddingLot to be sold without reserve.For further information on this lot please visit Bonhams.com
1936 Sunbeam 493cc Model 8 / Model 9Registration no. OXS 773Frame no. 21.541.0.372Engine no. 17.538.0.394The vendor advises that this lovely Sunbeam was restored in the early 2000s, but never subsequently used on the road. When the restorer passed away, other bikes were sold, but OXS 773 had been his favourite, and was kept by his family for some years after his death. As indicated by a dating certificate on file from the Marston Sunbeam Club, the majority of this machine is 1936 500 Sunbeam Model 9, although the front frame section number relates to a 1936 Model 8. How this came about is a matter of conjecture, but it may have left the factory like this. Another possibility is that the front frame was changed, either at the factory, or in the hands of a repairer. Whatever the reason, it represents excellent value as a restored 500 OHV Sunbeam, when compared to the price of a 'matching numbers' Model 9. The vendor informs us that the restoration included stripping and rebuilding the engine and gearbox (see photos on file), rebuilding the wheels with stainless spokes, fitting new tyres, renewing all paintwork, reconditioning the magneto and dynamo, fitting a K-Tec regulator, re-plating or replacing all chrome work, and fitting some stainless steel fasteners. Still unused on the road since restoration, the present owner has turned the engine over at regular intervals, and it was last started in March this year. It will require a degree of commissioning and safety checks prior to use on the road. Documentation comprises a current V5C, the aforementioned dating certificate, some restoration photographs, photocopy drawings, photocopy instruction book, and sundry papers. OXS 773 is on SORN.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 biddingFor further information on this lot please visit Bonhams.com
1934 Velocette 348cc KSSRegistration no. OXS 764Frame no. KTL 4956Engine no. KSS 5297Velocette's innovative two-strokes had proved reliable, economical and very popular but by the early 1920s it had become apparent that a more upmarket model was required. Other manufacturers were fielding new overhead-valve and overhead-camshaft machines, and Veloce Ltd followed suit, the Percy Goodman-designed, overhead-cam Model K first appearing in 1924. Of 348cc, the new engine employed a single overhead camshaft driven by vertical shaft, and was unusual in having a very narrow crankcase, an arrangement determined by the existing transmission and frame design, which made for a stiff crankshaft assembly. By the end of the 1920s Veloce's range of K-series roadsters boasted a host of variations on the theme that included Normal, Sports, Super Sports, Touring, Economy and twin-port models. Introduced in 1925, the KSS was the Super Sports version while the KTS tourer employed the same overhead camshaft engine in virtually identical cycle parts, differences being confined mainly to mudguard style and wheel sizes. This original KSS was despatched on 27th July 1934 to E A Mason of Lund, East Yorkshire (see VMCC dating document confirming matching numbers). The current owner purchased the Velo from a friend a few years ago as a non-runner that had never been registered. Since then the vendor has refurbished the engine, gearbox, and all cycle parts, etc and has obtained an age-related registration from the DVLA. Offered with a V5C.Offered without keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to biddingFor further information on this lot please visit Bonhams.com
Property of a deceased's estate 1933 Norton 490cc ES2Registration no. SFO 113Frame no. 50268Engine no. noneIntroduced at the 1927 Motor Cycle Show, the ES2 sports roadster used the Model 18's overhead-valve engine in the cradle frame of the overhead-camshaft CS1, and from then onwards the 'ES2' designation was always applied to Norton's top-of-the-range overhead-valve single. The ES2 was built in several versions during a production run lasting until 1963, though the engine dimensions of 79x100mm bore/stroke - first adopted by James Lansdowne Norton in 1911 - remained unchanged to the end. This particular ES2 was first registered on 24th June 1933 by dealers Whitty of London to a Mr B Lander of Walworth, London. The machine was delivered with the following 'extras': 3-gallon tank, dynamo, foot-change gearbox, and an 80mph speedometer. The late owner purchased the Norton in 1996 from a Mr Rose of Northwich, Cheshire. Restoration has been carried out to a good standard and some receipts are available, but the machine needs finishing and thus is sold strictly as viewed (it is believed that the engine has been rebuilt as there are some receipts for parts on file). The engine turns over with compression. Accompanying documentation includes pre-restoration photographs; a V5 registration document; a continuation buff logbook from 1959; and a Norton Owners Club extract from factory records.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 biddingFor further information on this lot please visit Bonhams.com
Property of a deceased's estate 1967 Norton 745cc AtlasRegistration no. KAW 920EFrame no. to be advisedEngine no. 20/121907 (over-stamped)First seen in prototype form in 1962, the 745cc Atlas represented the biggest stretch yet applied to Norton's parallel twin. Built for export only initially (home market deliveries commenced late in 1964), the Atlas was fundamentally a larger-engined version of the existing 650SS, using the same Featherbed frame/Roadholder fork cycle parts. The arrival of the similar-capacity but Isolastic-framed Commando in 1967 spelled the end for the Atlas, which disappeared from the range towards the end of 1968. Almost the last of Norton's traditional featherbed-framed twins (the 650 lasted into 1970) this muscular road-burner is today highly sought after by collectors. Declared manufactured in 1967, this particular Atlas was imported from Canada and first registered in the UK on 1st July 2002. The Norton was dismantled and in boxes when the late owner bought it from Fairspares. The machine has been partially restored to a good standard by the deceased owner, the engine and gearbox being refurbished by Pete Lovell (note the Commando-type TLS front brake). It does require finishing and there are no receipts available for work already done (the engine turns over with compression). Sold strictly as viewed, the machine is offered with an old Ontario document; old/current V5/V5C documents; and a Norton Owners Club dating letter.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 biddingFor further information on this lot please visit Bonhams.com
Ex-Reg Barton, Dick Knight 1929 Brough Superior 996cc SS100 'Alpine Grand Sport' Sprint SpecialRegistration no. EY 3601Frame no. S1000 (see text)Engine no. JTOR/D 13560•Ex-Eric Fernihough Brooklands engine•Sprinted, raced and hill-climbed by Messrs Barton and Knight•Purchased by its late owner in 1979•Offered for sympathetic restorationIntroduced in 1922, the JAP-powered SS80 achieved instant fame when a racing version ridden by George became the first sidevalve-engined machine to lap Brooklands at over 100mph. With the new SS80's performance threatening to put the overhead-valve MkI in the shade, it was decided to completely redesign the latter. The result was the legendary SS100. First shown to the public in 1924, the SS100 employed an entirely new overhead-valve 980cc JAP v-twin engine. A frame of duplex cradle type was devised for the newcomer, which soon after its launch became available with the distinctive, Harley-Davidson-influenced, Castle front fork patented by George Brough and Harold 'Oily' Karslake. And just in case prospective customers had any doubts about the SS100's performance, each machine came with a written guarantee that it had been timed at over 100mph for a quarter of a mile - a staggering achievement at a time when very few road vehicles of any sort were capable of reaching three-figure speeds. With this level of performance available in road trim, it was only to be expected that the SS100 would make an impact on the race track, particularly the ultra-fast Brooklands oval, and the exploits of Brough Superior riders - among them Le Vack, Temple, Baragwanath, Fernihough and Pope - did much to burnish the marque's image. When Brooklands closed forever at the outbreak of WW2, Noel Pope's Brough Superior held both the sidecar and solo lap records, the latter at an average speed of 124.51mph. Success in an altogether different branch of motorcycle sport resulted in one of Brough's most iconic models: the SS100 'Alpine Grand Sports' or 'AGS'. Introduced in September 1925 for the 1926 season, this new machine took its name from the Austrian Alpine Trial, the 1925 event having been contested by a number of SS100s, one ridden by George Brough himself, resulting in the award of six cups, including one for 'Best Performance'. The introduction of the Alpine Grand Sports coincided with that of a new frame for the SS100, and the AGS came as standard with a lower compression ratio (making it more suitable for touring), a small fly-screen and a pair of tool boxes. Brough entered the 1930s with an entirely JAP-powered range and then in 1936 the SS100 was redesigned with an engine built by Associated Motor Cycles, in which form it continued until production ceased in 1939. Lighter and faster than the subsequent Matchless-engined version, the JAP-powered SS100 has long been regarded as the ultimate incarnation of this famous model. This particular SS100 - frame number 'S1000' - was despatched on 1st May 1929 complete with the spring frame, Castle forks and a two-seater sidecar, as recorded on the accompanying copy of its Works Record Card. The machine was supplied to R Evans & Sons and registered on Anglesey as 'EY 3601'. Frame number 'S1000' is a very clear factory stamping but the final two 00s appear to be over-stamped, possibly reflecting the fact that the frame had been returned to the factory and then reissued. Although the frame number is recorded in the HPI database as 'S1060', this is clearly a clerical error resulting from a misreading of the old RF.60 continuation logbook. Issued in July 1956, the logbook records regular licensing in Kent up to March 1959. The first name in the RF.60 is that of Reginald Barton of Farnborough, Kent, who registered the Brough on 22nd July 1952. Well-known motorcycling journalist John Griffith wrote an article about Reg Barton and his Broughs for Motor Cycling's 30th January 1958 edition (copy on file). There is also an old V5 on file. (The registration 'EY 3601' is recorded in the DVLA and HPI databases; nevertheless, prospective purchasers must satisfy themselves with regard to this motorcycle's registration status prior to bidding.)The next owner listed in the RF.60 is Richard ('Dick') Knight, the well-known Brough Superior exponent and former Club President, who acquired 'EY 3601' in September 1975 and is believed to have rebuilt the machine in its present form. Engine 'JTOR/D 43560' is not ex-Brough but would have been manufactured in 1934 (finished Broughs with near numbers were ex-works in January I935). The engine is stamped 'Supplied by Fernihough Brooklands'. An old report in the Brough Club files states that the remains of the original engine ('33390') may have been with Dick Knight in the 1960s. The SS100 still has its original gearbox ('SB 192'), its original tank ('2027', detached) and its original Brough front numberplate. Modified by Dick Knight, 'EY 3601' was raced and sprinted extensively but with a 1930 SS100 engine (since reunited with its original frame) installed, and once achieved a speed of 122mph in a British National Sprint. An article about Dick Knight and his Brough Superiors was published in Superbike magazine's April 1979 edition (copy on file). The Brough later passed to Dick's son William and then, via dealer John Coleman, to the late Richard Gulvin in May 1979 (sales receipt on file). 'EY 3601' was in running order when acquired and Richard rode it in various Brough Superior Club events. In a letter on file, Richard Gulvin states that the engine came fitted with a set of Dick Knight's racing 'Brooklands' cams, reiterating: 'The engine is definitely a Fernihough Brooklands racing engine as prepared by Mr Dick Knight.' It is to be hoped that the fortunate next owner resists the temptation to restore 'EY 3601' to factory specification, as this wonderful old warhorse, which has been used competitively for most of its life, deserves to have its battle scars respected and preserved. 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 biddingFor further information on this lot please visit Bonhams.com
Property of a deceased's estate 1927 Brough Superior Overhead 680 ProjectRegistration no. TO 5890Frame no. 612Engine no. GTO/I 82136/SD•Present ownership since 1978•Offered for restorationWith the SS80 and SS100 well established by the mid-1920s, it was decided to add a smaller and cheaper alternative to these two 1-litre models to the Brough Superior range. JAP was already producing a 674cc sidevalve v-twin engine and this unit, redesigned to accommodate overhead valves, went into Brough's new 'Overhead 680'. First shown to the public at the Olympia Motorcycle Show in 1926, the 'Miniature SS100', as George Brough called it, entered production for 1927. The new middleweight Brough was an instant success and for the 1930 season was joined by a version to higher specification. First seen at the 1929 Motorcycle Show, the newcomer was dubbed 'Black Alpine 680', a reference to the lavishly equipped SS100 Alpine Grand Sports and the fact that the newcomer boasted a distinctive all-black eggshell finish. Principal mechanical difference from the standard Overhead 680 was the adoption of the patented Draper sprung frame. This early Vintage-era Overhead 680, frame number '612', left the factory on 2nd June 1927 with engine '80033' bound for Hiltons Garage. Brough Superior Club records note that 'TO 5890' was acquired in April 1978 by the late owner, Richard Gulvin, who installed the engine currently fitted ('82136') which had started life in frame '606', an Overhead 680 sent to Halloway Bros on 31st May 1927. It is worthwhile noting that '82136' is fitted with one of well-known Brough Superior restorer Dave Clark's through-bolt conversions. The gearbox ('11636') does not appear in Brough records though '11631', '11638' and '11639' do (in August and September 1928). Tank '1720' is original to '612'. The front numberplate likewise is a Brough original, and the (unfitted) front and rear mudguards and carrier look correct. The loose rear numberplate is a modern cast reproduction, while the ML magneto is not correct for this model. Records show that in 1973 'TO 5890, was resident in Chapel Allerton, Leeds having once been fitted with a c.1923 non-Brough sidevalve engine. This potentially most rewarding project is offered with a copy of its Works Record Card; an old-style buff logbook (issued 1938); and an old-style V5 registration document. The registration 'TO 5890' is recorded in the DVLA and HPI databases; nevertheless, prospective purchasers must satisfy themselves with regard to this motorcycle's registration status 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 biddingFor further information on this lot please visit Bonhams.com
Property of a deceased's estate 1926 Brough Superior 981cc SS80 De Luxe ProjectRegistration no. TO 2980Frame no. 417Engine no. KT/C 95312/S•Non-original engine and gearbox•Present ownership since circa 1981•Offered for restorationWhile equalling a Rolls-Royce for quality of construction and finish, in spirit the Brough Superior was more akin to the sporting Bentley. Not an unwieldy beast intended primarily for sidecar duties like the majority of its v-twin-engined contemporaries, the Brough Superior was, in its maker's own words, 'a type of machine designed from the experienced solo rider's point of view'. To prove the point, Brough lost no time in demonstrating his machine's capabilities in the most attention-grabbing way possible: by racing at Brooklands. Introduced in 1922, the JAP-powered SS80 (so-called because of its guaranteed 80mph top speed in road trim) achieved instant fame when a stripped-for-racing version (nicknamed 'Spit and Polish') ridden by George became the first sidevalve-engined (flat head) machine to lap the Surrey track at over 100mph. Even more surprising was the fact that this landmark figure had been achieved on its maker's Brooklands debut. Brough entered the 1930s with an entirely JAP-powered range, and then, after a brief absence, the SS80 re-appeared in 1935 as the SS80 Special, this time with an engine built by Associated Motor Cycles. Similar to that of the Matchless Model X, the 982cc sidevalve v-twin incorporated Brough's preferred 'knife-and-fork' big-end bearing arrangement instead of the side-by-side connecting rods of the Matchless. The SS80 continued to use the AMC engine until production ceased in 1939. Its accompanying copy Works Record Card shows that frame number '417' formed part of an SS80 De Luxe despatched to G C & J L Howarth of Sale, Cheshire on 26th March 1926. When the accompanying old-style logbook was issued in 1965, it was noted that the Brough had last been taxed in 1933. The Brough Superior Club first heard of 'TO 2980' in 1973 when it was purchased by club founder-member the Rev Michael Staines. By 1975 the SS80 had passed to one J B Davidson of Finchley, London N3, who kept its (non-original) engine when he sold the Brough's cycle parts to D W Belvoir of San Jose, California in 1976. Dating from early 1928, the (non-Brough) engine with the machine today was acquired by the late owner circa 1981 soon after he bought the engine-less project from Jan Barton of San Jose, California and brought it back to the UK. The gearbox likewise is non-Brough but is of the correct type and dates from mid-1925. Offered for restoration and sold strictly as viewed, this exciting Brough project comes with an old-style V5 registration document and the aforementioned logbook and Works Record Card copy. The registration 'TO 2980' is recorded in the DVLA and HPI databases; nevertheless, prospective purchasers must satisfy themselves with regard to this motorcycle's registration status 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 biddingFor further information on this lot please visit Bonhams.com
A c.1947 Royal Enfield Projectcomprising frame numbered M20099, engine numbered 20099, gearbox numbered HBB356, forks, rear guard, rear stand and sundry components, offered with an old V5 for the VRN HC 7980 - matching the quoted frame and engine numbers, condition and completeness unknown, close inspection advised. (Qty)Lot to be sold without reserve.This lot is subject to the following lot symbols: ◊◊◊◊◊◊ Requires specialist shipping and storage at the buyer's expenseFor further information on this lot please visit Bonhams.com
1937 Vincent-HRD 499cc Series-A MeteorRegistration no. 175 YUB (see text)Frame no. D1382 Rear Frame no. D1382Engine no. M591•Full matching numbers (upper and rear frames, engine, gearbox, oil pump•Present ownership since 2007•Restored since acquisition•Local 'Best in Show' winner•Bronze cylinder headA letter on file states this beautiful Vincent-HRD Meteor was dispatched to Conway Motors on 12th August 1937. The upper and rear frame, engine, gearbox and oil pump numbers match the Works Order Form. '175 YUB' was owned by Walter Crocker (now deceased) of St Albans for 40 years and in 1995 belonged to Peter Woodhead, also of St Albans. On 24th April 2007, the Meteor was sold as a restoration project to the current vendor in the UK. A bronze cylinder head in very good condition was included in the sale.The restoration took around four years with the assistance of various marque specialists. The initial intention was to rebuild the machine to Comet Special specification complete with Brooklands silencer and Amal TT carburettor. When it came to fit the engine, the carburettor's long inlet tract fouled the frame. The late, great Bob Stafford suggested the standard Comet specification was fine for a road bike. The engine and gearbox rebuilds were duly completed by Bob Dunn to Comet specification around 10 years ago, including a bespoke alloy cylinder muff and the aforementioned bronze cylinder head. The Brooklands silencer split after a few months, so a standard silencer was purchased from Bob Culver. Other noteworthy features include the following:•Correct Series-A Brampton forks•Rebuilt Miller magdyno•Conway's clutch •Period Miller horn button and stop light switch•Dunlop wheel rims (re-chromed)•Post-war Amal carburettor (pre-Monobloc)•Solid state regulator fitted behind toolbox •6v dry battery with charging harness fitted inside 'Oldham' battery case The Meteor was ridden to a local classic motorcycle show in 2012 where it won 'Best in Show' award. It has not been ridden during the Covid period but has been started occasionally after preliminary oil priming and fuel checks; the last time the engine ran was on 15th January 2022. The owner says it has been a privilege to bring this wonderful machine back to life but now feels the time has comes to pass it on to the next custodian. Supporting documents within the very well organised file include, but are not limited to, photographs taken before, during and after restoration; frame number rubbings; DVLA documents; expired tax discs; engine rebuild details with various receipts in excess of £9,000; VOC Dating Certificate issued March 2021; and a copy of the Works Order Form. A video of the engine running is available on request. The original registration 'EGY 986' has been applied for and it is hoped that a V5C document will have been issued by time of sale. 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 biddingFor further information on this lot please visit Bonhams.com
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