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3-speed gearbox for Mk 1 Velocette OH cam. Circa 1929-30

Velocette LE shaft and gearbox parts, together with Harley-Davidson NOS oil pan, part number 26071-90-D, fits 1992-98 models and other Harley spares

VINTAGE MOTORCYCLE GEARBOX

VINTAGE MOTORCYCLE GEARBOX

VINTAGE NORTON MOTORCYCLE GEARBOX

VARIOUS MOTORCYCLE PARTS, A GEARBOX, TOOLS ETC

5 American Coin Bank Aircraft. 4x Gearbox Collectibles- Stinson Reliant, Royal Navy FK810. 2 Grumman Goose, U.S. Navy and a Stinson Detroiter Replica U.S. Army. Plus a SpecCast F4U-1 Corsair, U.S. Marines. All boxed, cleaning required. Contents VGC-Mint. £50-70

Property of a deceased's estate c.1964 Royal Enfield 248cc ContinentalRegistration no. not registeredFrame no. 70024Engine no. n/aA development of the popular Crusader, the Continental was introduced for 1963. The newcomer used the Super 5's tuned, 20bhp engine and five-speed gearbox but eschewed the latter's leading-link fork in favour of conventional telescopics while adding a rev counter, fly screen, dropped handlebars and (on some bikes) an Italian-style 'jelly mould' tank to the package. This policy of including as standard all the performance-orientated extras that customers might want to fit later was an enormous success. With its café racer styling, brisk performance and excellent handling, the GT was every young motorcyclist's dream and a well-deserved success for the Redditch concern. This engine-less Continental was purchased in February 1975 having last been taxed in December 1974. There are no documents with this Lot, which is offered for restoration and sold strictly as viewed.Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.For further information on this lot please visit Bonhams.com

Property of a deceased's estate c.1954 Norton 350cc Manx Racing MotorcycleRegistration no. not registeredFrame no. noneEngine no. B10M 11926Dubbed 'Manx Grand Prix' in 1939, what would become the best-known racing motorcycle of all time had become simply 'Manx' when production resumed in 1946. Norton's over-the-counter Manx racers were much as their pre-war counterparts, with single-overhead-camshaft engine, 'square' cylinder head finning, upright gearbox and plunger-suspended 'garden gate' frames. Only the presence of the Roadholder telescopic front fork readily distinguished them from the '39 machines. 1949 brought the first significant change in engine specification, the Manx gaining a double-overhead-camshaft 'head like that enjoyed by the works bikes for many years, but the major development was the arrival of the Featherbed frame for 1951. The works' adoption of the McCandless-designed duplex-loop swinging-arm chassis the previous year had given the Nortons a welcome lease of life in Grand Prix racing, and Geoff Duke duly took both the 350cc and 500cc world titles in 1951. Presented in 'oily rag' cosmetic condition, the interesting Manx 'special' offered here consists of an un-numbered Featherbed frame and a Model 40 (350cc) engine, the latter dating from 1947. The engine turns over with compression but the machine's mechanical condition remains unknown. Re-commissioning will be required before further use. There are no documents with this Lot, which is sold strictly as viewed.Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.For further information on this lot please visit Bonhams.com

1973 Honda CB250 K4Registration no. WDT 179MFrame no. CB250-5029967Engine no. CB250E-5030629The Honda CB250 superseded the Japanese manufacturer's hugely successful CB72 quarter-litre twin when it arrived in 1968. Although retaining its predecessor's basic architecture, being an air-cooled single-overhead-camshaft design, the new engine was styled differently, with cylinders virtually upright, and went into a new tubular cradle frame that replaced the earlier spine type. In addition, there were now five speeds in the gearbox plus a powerful twin-leading-shoe front brake, and with a claimed 30bhp on tap at 10,250rpm, the new CB250 was good for a top speed of around 90mph. Benefiting from new spark plugs, ignition points and condenser, this CB250 was last run in May of this year. Finished in purple/black, the machine is offered with keys, expired MoTs, sundry bills, and a V5C registration document. A total of 17,332 miles is currently displayed on the odometer.Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

1932 Velocette 249cc GTP ProjectRegistration no. CV 7166Frame no. 3544Engine no. 3624The first machine to bear the name 'Velocette' was a two-stroke, differentiating it from the larger, four-stroke Veloce, and the type was an almost permanent fixture of the Hall Green range until WW2. The ultimate expression of Velocette's two-stroke line - the GTP - appeared in 1930. Unlike many of its contemporaries, it was not a 'built-to-a-price' utility model but a sporting lightweight of advanced design incorporating coil ignition and pumped lubrication controlled by the throttle. Early models had the three-speed hand-change gearbox, later ones the four-speed foot-change type, and all employed the characteristic slim-line Velocette clutch. This GTP was acquired by the vendor's late father many years ago. Unused since acquisition, the machine is offered in need of complete restoration and is sold strictly as viewed. It comes with an old-style logbook (issued 1948); a V5C document; and a box of related spares.Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

The Hans Schifferle Collection 1975 Honda CB350FRegistration no. not registeredFrame no. CB350F-1045668Engine no. CB350FE-1045744Honda followed its sensational CB750 of 1968 with a range of smaller fours, the first of which - the CB500 - appeared in 1971. The half-litre newcomer was just as well specified as its larger brother, boasting an overhead-cam engine, five-speed gearbox, electric starter and disc front brake. A 347cc version appeared the following year catering for riders who valued the refinement of a four yet wanted the lower running and insurance costs of a '350'. Apart from a reduced cylinder bore and detail changes to tyre sizes, gearing, silencers and the rear brake, the CB350F was almost identical to the '500'. At the time, the CB350F was the smallest capacity multi-cylinder motorcycle ever to enter volume production. Produced into 1974, the model was sold in Europe but never officially imported into the UK where the CB350 twin was the factory's preferred offering. The twin was lighter and cheaper to produce but for many customers lacked the smoothness of its four-cylinder stablemate. Currently displaying a total of 20,631 kilometres on the odometer, this example of a Honda only rarely seen in the UK was purchased by Hans circa 2000 and rebuilt by Helmut Lichtenberg. Very nicely presented, the machine has some light surface corrosion and scuffs and would benefit from detailing. Accompanying documentation consists of a German Fahrzeugschein; expired TüV (MoT) certificate and correspondence; sundry invoices; and an owner's manual. Footnotes:* Import VAT Low RateImport tax at the reduced rate of 5% of the Hammer Price and Buyers Premium will apply should the lot remain in the UK.N (NOVA): This lot is subject to a fee of £125 + VAT payable by the Buyer, to undertake the relevant NOVA and C88 (Customs) clearance applications. Please see the Conditions of Sale for further information.As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.Lot to be sold without reserve.This lot is subject to the following lot symbols: * N* VAT on imported items at a preferential rate of 5% on Hammer Price and the prevailing rate on Buyer's Premium.N MOTORCYCLESIf purchased by a UK resident, this machine is subject to a NOVA declaration, whilst the responsibility of submitting the NOVA rests with the Buyer to do so, Bonhams will facilitate the process by engaging an agent (SHIPPIO) to undertake the NOVA and C88 (customs) application if applicable on the Buyer's behalf. A fee of £125 + VAT to do so will be added to the Buyer's invoice.CARSIf purchased by a UK resident, this machine is subject to a NOVA declaration, whilst the responsibility of submitting the NOVA rests with the Buyer to do so, Bonhams will facilitate the process by engaging an agent (CARS) to undertake the NOVA on the Buyer's behalf. A fee of £250 + VAT to do so will be added to the Buyer's invoice.For further information on this lot please visit Bonhams.com

1971 Honda CB750 K1Registration no. not UK registeredFrame no. CB750-1054584Engine no. CB750E-1052011•One of the all-time great classic motorcycles•Sold new in Texas, USA•Recent full service'Seldom has a road-test model attracted such a wide interest and appreciative comments from bystanders. That it justified the praise goes without saying. No manufacturer has come nearer than Honda to producing an ideal roadster.' - Motor Cycle.Fifty-plus years on, it is hard to imagine the impact the Honda CB750 had on the motorcycling world when it was unveiled to a stunned public at the Tokyo Show in October 1968. True, there had been plenty of four-cylinder motorcycles before, but these had been built in relatively small numbers and aimed at the wealthy few. Here for the first time was a mass-produced four within the financial reach of the average enthusiast, and one whose specification - overhead camshaft, disc front brake, five-speed gearbox, electric starter, etc - made the opposition look obsolete overnight. Bike magazine summed up Honda's achievement thus: 'Like BSA/Triumph's parallel twin and Ducati's desmodromic single, the Honda inline four is one of those engines which created a standard out of an ideal. The list of Honda's technical achievements is impressive but the appearance of a production four-barrel roadster at a Mr Everyman price was probably their greatest coup.' A trend-setting design of immense significance and one of the truly great classic motorcycles, the CB750 is highly sought after by collectors. Offered here is a fine example of the K1 model, introduced for 1971, which featured a larger fuel tank and a new oil tank, side panels and dual seat together with various cosmetic changes. Mechanically, the most significant advances were the adoption of a simplified and more efficient throttle operating system; stiffer rear suspension springs; and the provision of an oiler for the rear chain. This K1 was purchased new in Smith County, Texas, USA. Nothing else is known of the Honda's early history prior to its sale to a resident of Queensland, Australia on 16th August 2012 (bill of sale on file). The new owner kept the Honda in excellent condition and on 30th May 2016 offered it for sale via a local auction where it was purchased by the current vendor (invoice available). Shipped to the UK especially for this Bonhams auction, the machine is described by the vendor as in 'as new' condition, fully serviced and benefiting from a new battery. The odometer reading of 669 miles is believed the distance covered since the Honda's restoration in the USA.Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.This lot is subject to the following lot symbols: ** VAT on imported items at a preferential rate of 5% on Hammer Price and the prevailing rate on Buyer's Premium.For further information on this lot please visit Bonhams.com

Ex-Broc Parkes, Paul Bird Motorsport 2014 PBM-ART 1,000cc Grand Prix Racing MotorcycleRegistration no. not registeredFrame no. CP2-001-0031-03Engine no. to be advised•Factory-built Aprilia RSV4 engine•Parkes' No. 1 bike•Purchased directly from Paul Bird Motorsport•Incomplete•Display tyres (not for any other use)'Aprilia had two teams employing their engine: Paul Bird with his British GPMS-built chassis, and Ioda using their whole bike. It was a big change from 2013. PBM's bikes occasionally got into the points, but it was clear that the power of their superbike-tuned engines was way below that needed to compete against the MotoGP-engined bikes.' – Motocourse, 2014.The machine offered here belongs to what can now be seen as a 'passing phase' of MotoGP history: the CRT era. Faced with escalating costs and dwindling participation (at the 2011 Australian GP there were only 14 starters and 10 finishers in the premier class) MotoGP series owners Dorna came up with a lower-cost 'Claiming Rule Teams' (CRT) category to run alongside the factory prototypes. The idea was that CRT teams would run production-based engines in prototype chassis, and that engines would be claimable by factory teams for a set fee of €25,000, though why a factory team would want to acquire a tuned road-bike engine was never explained. In the event, none ever did. The introduction of CRT for the 2012 season coincided with the switch from 800cc to 1,000cc engines with a maximum permitted bore size of 81mm. Aprilia's offering in the CRT class was powered by the V4 engine of their RSV4 production superbike, which in MotoGP specification produced around 230bhp. Engines would be returned to the Aprilia factory when in need of rebuilding.Paul Bird Motorsport ran a solitary Aprilia ART for James Ellison in 2011 before expanding to a two-rider line-up for 2012 with Michael Laverty and (to begin with) Yonny Hernandez, both riding bikes featuring the new chassis designed in collaboration with Barry Ward at GPMS. Hernandez had scored seven points by the time he left for Pramac Ducati, while Laverty had three points to his credit by the season's end. For the 2014 season, PBM had four bikes available: two each for Broc Parkes and Michael Laverty; the one offered here is Parkes' No. 1 bike. The PBM bikes were usually the class of the CRT field; Parkes only failed to finish once and scored points in five rounds of the World Championship, the highlight being 11th place at Assen. He ended the season with nine points, the same as team-mate Laverty. Phil Morris bought this machine directly from Paul Bird Motorsport, but it was not until 2016 that he was able to purchase the bike's Magneti Marelli electronics (ECU, dashboard, inertia platform), which had been retained for reasons of commercial confidentiality (data sheets on file). PBM engineer Phil Borley then re-programmed the ECU with data from the end of the 2014 season. Other notable features include 16.5' wheels; carbon brake discs; thumb brake (rear); FGR fork yokes; Öhlins forks; Brembo brakes; and PBM's own exhaust and carbon-fibre bodywork. It should be noted that the following parts are missing: left front brake calliper; rear brake calliper; cush-drive sprocket carrier; fly-by-wire throttle mechanism; and gearbox components. Phil advises us that the machine would run if these missing parts were sourced and fitted. Given the factories' current policy of retaining machines run by satellite teams, rather than selling them on, the chances of obtaining a former MotoGP racer are now slim indeed. As such, this PBM-ART represents a rare opportunity to acquire a genuine MotoGP motorcycle possessing impeccable provenance. It should be noted that this machine is fitted with Bridgestone display tyres, which are not for use either with starting rollers or on the road/track. A selection of spares relating to this lot will be sold as part of our online sale in December. Further details to follow.Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.For further information on this lot please visit Bonhams.com

1976 Norton Commando 850 MkIIIRegistration no. RCL 633RFrame no. 332064Engine no. 332064•Present ownership since 1986•Professionally restored 2012-2013•Circa 38,000 miles from new•Circa 4,500 miles since full restorationThis Norton Commando 850 MkIII electric start model was first registered on 11th October 1976 and was purchased by the current vendor on the 7th December 1986. The Commando was used only occasionally as the vendor owned a collection of over 20 bikes at the time. By 2012, aged 71, the vendor had sold most of his collection, but not the Commando, which he decided to have 100% restored. He was fortunate in having a professional motorcycle mechanic friend to do the work. The brief was to restore the bike to excellent road going condition as it was to be used, and the vendor advises us that the result is a very smart machine. The rebuild commenced in June 2012, at which time the odometer reading was 33,304 miles. The machine was stripped right down to the last nut and bolt, and the engine, gearbox and clutch completely rebuilt with all new parts. All re-chroming and polishing was carried out by recognised specialists, and all painted parts were sprayed black as per original specification before new transfers were affixed. Other parts renewed include the wiring harness; carburettors; control cables; front brake disc; bearing of all types; rear sprocket; drive chains; brake pipes; rear master cylinder; front master cylinder seals; fork bushes and seals, etc. The speedometer and rev counter were sent away to be reconditioned with strict instructions that the speedometer must not be reset to zero. Having been plagued by his bikes' chromed wheels rusting and spokes discolouring over time, the vendor decided to purchase polished stainless steel wheel rims and spokes from CWC, Birmingham, complementing the stainless mudguards. The master cylinder was professionally modified to improve its operation, while the original feeble starter motor has been replaced with a superior Norvil item. Two new tyres were fitted and the rebuild completed with countless stainless steel nuts/bolts/fasteners, new exhaust system, etc, etc. Labour costs were charged at 'mates' rates', so the bills available (totalling approximately £7,200) represent only the cost of parts purchased. The rebuild was completed in March 2013 and since then the Commando has covered just under 4,500 trouble-free miles. As well as copies of the bills, the machine also comes with a selection of restoration photographs; copies of old MoTs and tax discs; (copy) V5C documents; and MoT to September 2022.Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.For further information on this lot please visit Bonhams.com

1956 Ariel 998cc Square FourRegistration no. 101 AWLFrame no. GM 455Engine no. ML 500The vendor has owned this Square Four on three occasions! He first bought '101 AWL' in 2000 following its restoration, which is believed to have been finished around 1998. He sold the Ariel in 2007, regretted it immediately and bought it back in 2010, only for a change of circumstances to enforce its sale again in 2011. Invoking 'first refusal' when the bike was next sold, he bought it back again in 2018 with only 300 more miles on the odometer. The current odometer reading is 1,932 miles, which is the distance covered since the 1999 restoration. The vendor advises us that engine runs cool, uses no oil, starts easily and makes all the right noises. The gearbox (for a Burman) is said to be very nice; the clutch does not slip or drag; and the Squariel is described as a pleasure to ride. Cosmetically, this older restoration has the usual small chips, dings, etc but nevertheless presents very nicely. The only work required recently concerned the oil pump, the notoriously fragile Mazac-bodied unit being replaced with a billet one from Hepolite. The tyres too are fresh. Ridden regularly, mainly on local rides, this beautiful Square Four comes with a substantial history file containing sundry bills, an old-style buff logbook, V5C document, etc.Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.For further information on this lot please visit Bonhams.com

Property of a deceased's estate 1961 BSA 499cc Gold StarRegistration no. not registeredFrame no. CB31 6242 (see text)Engine no. DBD.34.GS.6323Possibly the most successful production racing motorcycle ever, the BSA Gold Star formed the mainstay of Clubman's racing in the 1950s. In fact, it was the model's domination of the Clubman's TT which led to the event being dropped after Gold Star rider Bernard Codd's 1956 Senior/Junior double victory. The ultimate 500 Gold Star, the DBD, appeared in 1956 when the famous RRT2 gearbox and 190mm front brake became standard equipment. From then on BSA's much-loved sporting single changed little until its demise in 1963. This Gold Star was bought in July 1974 and last taxed in September 1976. The machine is offered for restoration and sold strictly as viewed (the engine does not turn). It should be noted that the frame number stamping is not correct and that it has the standard gearbox.Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

An AMC gearboxnumbered M4196 together with two Burman gearboxes, numbered G1 D46 and GB26 B 55 and a BSA gearbox numbered CR, completeness and condition unknown, close inspection advised. (4)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 c.1974 NVT 'Cosworth' Prototype EngineThe experimental engine offered here appears to be a test-bed for Cosworth's DOHC four-valves-per-cylinder technology applied to a water-cooled twin-cylinder engine with separate gearbox; as such, it might have been conceived as an update for the Commando engine that would have been cheaper than tooling up for the all-new Cosworth-designed Challenge. This engine and the NVT prototype motorcycle in this auction were purchased at NVT's liquidation sale by Bob Joiner and Cyril Chell respectively. The vendor bought both the motorcycle and engine from Messrs Joiner and Chell, and the engine has been on static display ever since. We are advised by the vendor that he has had the engine apart to check components and that they are all present. The engine's mechanical condition is not known. There is no engine number. For further information on this lot please visit Bonhams.com

2018 Aprilia RS125 Superteen Racing MotorcycleRegistration no. not registeredFrame no. ZD4PY000X7S003823Engine no. 8172528Aprilia's relatively recent rise to prominence as a motorcycle manufacturer has been aided in no small measure by successes gained on the racetrack, particularly in Grands Prix where Max Biaggi's three consecutive 250cc-class World Championships between 1994-1996 confirmed the Italian firm's ability to compete at the highest level. Further down motorcycle sport's pecking order, the Aprilia RS125 Superteen Challenge launched the careers of many future stars including Casey Stoner, Cal Crutchlow, and Bradley Smith, all of whom went on to compete in MotoGP. Phil Morris bought this RS125 for Caiden Wilkinson - number '59' - to ride in Superteen races at Thundersport Series events in 2019. At the end of the season Caiden moved on to the '600' class. Notable features include a close-ratio gearbox and the following 'kit' parts: piston; cylinder barrel and head; and an Arrow exhaust. Phil advises us that the engine has been refreshed and the machine restored. An ideal entry-level purchase for the younger rider.Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.For further information on this lot please visit Bonhams.com

A pre-war Sturmey Archer gearboxtogether with a speedo drive and cable, condition and completeness unknown, close inspection advised. (3)Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

An Albion-Excelsior Gearboxtogether with a Manxman cambox shell and a selection of Manxman valve-gear driveshaft components, close inspection advised, condition and completeness unknown. Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

Ex-Michael Rutter, Ian Duffus 1999 Yamaha 998cc 'R71' V&M Superbike Racing MotorcycleRegistration no. not registeredFrame no. *JYARN04 1000002252*Engine no. *N503E-015099*•Tuned by V&M Racing•North West 200 winner with Michael Rutter in 2000•Raced by Ian Duffus at the Macau GP in 1999Renowned British tuning firm V&M Racing (now Valmoto) have been associated with the Yamaha from its earliest days. The firm was founded in 1982 by Jack Valentine and Steve Mellor, and in its early years concentrated on furthering Jack's highly successful drag racing career (ten national and three European championships in seven years). In 1990 the firm changed tack and began supplying tuned engines to factory supported race teams and others. It became a fully-fledged racing team in 1994.The machine offered here was built by V&M for its roads campaign. Yamaha's radical R1 had established itself as the Superbike top dog on its arrival in 1998, instantly making the opposition look bloated and slow. At the same time, Yamaha abandoned the 750cc road-bike category while simultaneously introducing a limited edition 750cc homologation special for the World Superbike Championship: the R7. The R7 was built with dimensions and geometry similar to those of Yamaha's YZR500 Grand Prix racer and is known as one of the best handling motorcycles ever made. Ever since then, enthusiasts have sought to combine the grunt of the 1,000cc R1 with agility of the R7, some even going as far as to shoehorn the R1 motor into the R7 frame to create the so-called 'R71'. However, that is far from the only interpretation of the R71 concept, some being R1s wearing R7 bodywork. In the UK, with Yamaha's approval, QB Carbon created the limited edition R71 SPS, which incorporated an R7 rear sub-frame and tail. Jack Valentine's take on the R71 is similar, featuring an R7 fuel tank and a special rear sub-frame to support the R7-type tail. Other notable features include 'kit' cams, pistons and gearbox; gas-flowed cylinder head; AP Racing front master cylinder; Öhlins forks; and Brembo brake callipers. This machine was raced with some success in road races by Michael Rutter and Ian Duffus, arguably its finest achievement being Rutter's wins in the Superbike race and the main event at the North West 200 in 2000, beating team-mate David Jefferies into 2nd place on both occasions. It had previously been ridden by Ian Duffus, finishing 3rd in the Superbike class at the North West 200 and 6th at the Macau Grand Prix in 1999. Signed by Jack Valentine and Steve Mellor, the machine comes with a file consisting mainly of photographs.Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.For further information on this lot please visit Bonhams.com

1929 James 3½hp SportRegistration no. MW 5284Frame no. DP2152Engine no. 5T2394Like so many famous and not so famous motorcycle firms, that founded by Harry James in 1880 started out as a bicycle manufacturer. Based in Birmingham, the James Cycle Company built its first motorcycle, a Minerva-powered machine, in 1902. The first model to be powered by James's own engine followed in 1908, with two-stroke, sidevalve, overhead-valve, single-cylinder and twin-cylinder models featuring in the range before the end of the 1920s. From the mid-1930s onwards James began concentrating on the lightweight two-strokes for which it is best remembered but before then the top-of-the-range 3½hp (499cc) v-twin was being built in sidevalve and overhead-valve forms, and there was even a speedway version of the latter. This twin-cylinder James was bought by the current owner in 1988 at an auction after being found in a shed in Reading. The bike was complete, and after re-commissioning and rewinding the magneto was found to run quite well. In 1929 the James cost £56 and came with a hand-change three-speed gearbox. Lubrication is total loss via a Pilgrim pump with an additional plunger pump in the fuel tank. Unregistered, the James was ridden only on private roads. In 2017, thanks to the VMCC's assistance, the original registration number was retrieved. The machine was last run on the road just before lockdown, and in the garage a couple of months ago. Offered with a V5C document. Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.For further information on this lot please visit Bonhams.com

1911 Pierce 592cc SingleRegistration no. LF 2227Frame no. 4447Engine no. 4284•Premier American marque•Brought to the UK during WWI•Known ownership history•Present family ownership since 1996•Pioneer CertificateAmerica's first four-cylinder motorcycle, the Pierce was manufactured by the Pierce-Arrow Motor Car Company at its factory in Buffalo, New York and was launched in 1909. It was not just its multi-cylinder engine that made the Pierce unusual; the frame too was novel, being constructed from 3½'-diameter steel tubes that housed fuel and oil, while final drive was by shaft. Early models employed direct drive, but from 1910 onwards a two-speed gearbox was standardised. At the time of its motorcycle's launch in 1909, Pierce-Arrow was embarking on a policy of building luxury cars only, many of which would come to be regarded as among America's finest. This approach was reflected in the quality - and cost - of the Pierce motorcycle and would ultimately lead to its downfall. Priced at $325 in 1909, it cost $400 when production ceased in 1913, at which time the basic Ford Model T was priced at $525. Alongside the four, Pierce offered a 592cc single-cylinder model from 1910, the sidevalve motor of which was redesigned with two-cam valve operation for 1912. A top speed of 55mph was claimed for the smaller Pierce, which was said to have the 'efficiency of a twin with the simplicity of single-cylinder construction'. Production ceased at the same time as that of the four. This single-cylinder Pierce is a 1912 model with magneto ignition, a two-speed gearbox and belt final drive. The machine was brought to the UK by a serving Canadian soldier during WWI, left in an outbuilding and never collected. The Pierce was first registered in July 1922, its first recorded keeper being a Ronald Leslie Carpenter of Petersfield, Hampshire. There are two further keepers listed in the original old-style RF60 logbook, both residing in Petersfield, while there are three listed in the accompanying (copy) continuation logbook (issued 1950) one of whom is also listed in the original logbook. The accompanying Pioneer Certificate was issued to one Edwin Heward of Petersfield in January 1961. The Pierce was ridden on the Pioneer Run in 1961 and was displayed at the National Motor Museum, Beaulieu in September 1963. The current vendor's family has owned the Pierce since 1996.An older restoration, which still presents very well, the machine has been stored for many years and will require re-commissioning before returning to the road. Pierce motorcycles are very rare and highly sought after nowadays, only infrequently turning up on the open market, making this one a not-to-be-missed opportunity for collectors. Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.For further information on this lot please visit Bonhams.com

1974 Norton Commando 850 MkIIARegistration no. PFE 860PFrame no. 320166Engine no. 320166The Commando's vibration-beating Isolastic frame enabled Norton Villiers successfully to prolong the life of their ageing parallel twin. Launched in 1967, the Commando used the preceding Atlas model's 750cc engine and AMC gearbox, and was an instant hit, being voted Motor Cycle News 'Machine of the Year' for five consecutive years. A little down on top speed compared to rivals such as BSA-Triumph's 750cc triples and Honda's CB750 four, the Commando more than made up for this minor deficiency with superior mid-range torque and steadier handling. Introduced in 1973, the '850' (actually 829cc) featured a larger bore, through-bolted cylinder block, stronger gearbox casting and an all-metal clutch among a host of other, more minor improvements. In 1974, a mildly revised MkII version was introduced featuring new colour schemes, while the MkIIA came with a quieter exhaust and larger airbox enabling it to meet European noise regulations. Restored in 2019, this matching-numbers Commando comes with a Norton Certificate of Authenticity. The machine was manufactured in late 1974 for the export market (Sweden) and sold in 1976 (hence the 'P' registration). We are advised by the vendor that it is totally original with the exception of the side panels (commonly changed in the 1980s) and the front disc brake. Classed as an Historic Vehicle, the machine is exempt from MoT and road tax. The vendor says that it starts and runs very well, with no leaks or anything serious to report.Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.For further information on this lot please visit Bonhams.com

Property of a deceased's estate, same family ownership since new 1952 Vincent 499cc Comet ProjectRegistration no. RPH 520Frame no. RC/1/10555 Rear Frame no. RC/1/10555Engine no. F5AB/2A/8655 Crankcase mating no. 71GGUnlike in pre-war days, when the first (Series-A) Vincent-HRD v-twin had been created by - in effect - combining two of the existing singles, post-WW2 Vincent's approach was reversed, with the Series-B twin appearing first, in 1946, and the single-cylinder version in 1948. The latter was offered in two forms initially: Series-B Meteor and Series-C Comet. Apart from its Burman gearbox and 'missing' cylinder, the Comet followed Series-C twin lines, featuring the newly introduced Girdraulic front fork and hydraulic dampers at front and rear, while the Meteor retained the old Brampton girders. The Meteor was soon dropped but the Comet continued until 1954, offering the same degree of refinement as its bigger brother, albeit with reduced performance. Even so, the Comet combined a 90mph potential with excellent fuel economy, and was the ideal touring mount for the discerning rider who placed civility of manners and quality of construction above outright performance. This matching-numbers Comet was despatched to Millars Motors in Mitcham, Surrey in March 1952 and purchased new by the vendor's late father. The Vincent has been stored since it was last used in 1964 and is offered for restoration. Sold strictly as viewed, the machine comes with its original logbook; instruction manual; spare parts list; and a V5C Registration Certificate.Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.For further information on this lot please visit Bonhams.com

1954 AJS 347cc 16MSRegistration no. TVT 762 (see text)Frame no. A14135Engine no. 54/16MS 22747TVT 762 was purchased by the vendor in 2016 in 'barn find' condition. He advises us that he stripped and rebuilt the machine, reconditioning and restoring parts as required. His work included a rebore and new piston, a variety of new parts, including exhaust system, wheel rims/spokes, handlebars, levers, wiring, and tyres. The gearbox was working, so was left 'as is'. Magneto and dynamo were reconditioned, and the machine was completed in June 2021 when it was started for the first time. Originally intending to complete a charity ride to Lands End and back, he finds that time has unfortunately caught up with him, and the bike is now too heavy for his advancing years, hence its sale. Not used on the road since completion, TVT will require commissioning and safety checks before returning to the road. Documentation comprises the original RF60 log book from 1954, but the bike has never been registered on the DVLA computer. Documentation comprises the original RF60 logbook from 1954. It should be noted that 'TVT 762' does not appear on the HPI/DVLA database and thus prospective bidders must satisfy themselves as to the validity of the VRN.Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.For further information on this lot please visit Bonhams.com

The property of the late John Renwick 2001/c.1950 Renwick-Vincent 'Epimetheus' 1,665cc Sprint Racing Motorcycle Registration no. not registeredFrame no. none visibleEngine no. F10AB/1/5183•The ultimate Vincent sidecar outfit?•Stellar performance•Designed, built, & sprinted by John RenwickFinishing second on Prometheus at The Brighton Speed Trials was a great result by any normal standards, but for John Renwick it was the spur to building a dedicated sprint machine on which he could win. Work started in November 2000, and fabrication was completed in March 2001. The new motorcycle was suitably named Epimetheus who, in Greek mythology, was the brother of fellow Titan Prometheus. 'Epi' benefitted massively from John's very considerable experience of building quick Vincents over several decades and went on to achieve astonishing successes especially when pitched against much more modern competition. The engine, which had been in John's possession for many years, is 1665cc with bore and stroke dimensions of 100mm x 106mm. The crank is to John's own design and likely to be very similar to that already described in relation to Prometheus, the conrods are Carrillo, the cams are homemade, the gearbox is a 5 speed Quaife, clutch is Kawasaki, carburettors are Gardners, and the ignition system is a Lucas Rita twin spark with high output coils. Compressed air is used to optimise each gearchange. The frame's front downtube also serves as a 3 pint fuel tank, the dummy tank being a fibre glass engine cover. John's notes written around 2009 read: 'Since winning the Classic Bike championship in its first season of running in 2001, this has been repeated in 2002, 2003, and 2006. The machine still holds most of the sprinting venues course records and has never been beaten by a classic machine, and only occasionally by the best modern equipment. The fastest standing quarter mile time is now 10.05 seconds with a terminal speed of 132 mph. This compares with the official British record of 11.746 seconds by Super Nero and the official world record of 10.60 seconds......The latest result is the win...at Brighton in 2009 against a full field of modern long wheelbase outfits.' Ultimate success at The Brighton Speed Trials hadn't come immediately, but the Sussex Trophy for the best time by a motorcycle and sidecar was won in 2007, 2009, 2010, and 2011.Harvey Bowden's excellent series of YouTube videos produced in 2012 & 2013 give a fascinating insight into John Renwick's talents and exploits, ably helped by Eddie Wallbank, his 'assistant co-worker'. Google 'Renwick Epimetheus Harvey Bowden' – these videos are most certainly worth watching! The Epimetheus video shows Epi on the brake 'developing about 180 bhp'! Epi's most recent sprint was in 2016 when John rode at Santa Pod. This was their final outing because by this time John was 78 and he decided to hang up his leathers. After 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.Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.For further information on this lot please visit Bonhams.com

1960 Ariel 247cc Arrow Racing MotorcycleRegistration no. not registeredFrame no. none visibleEngine no. GB55 H60 P211 D•Fully developed over four years•Built by Roy Boughey•Won the 250cc event at the Pre-TT Classic Road Races 2006•50bhp maximum power outputThe Ariel Leader, and its sports derivative, the Arrow, sought to combine the virtues of speed and agility with those of cleanliness and convenience. Launched in 1958 and powered by an all-new 247cc air-cooled two-stroke twin with unit gearbox, the Leader also broke with British tradition in its frame and suspension design, employing a stiff, fabricated-steel beam instead of tubes, and a trailing-link front fork. Detachable panels enclosing the engine and most of the rear wheel extended forwards to meet leg shields and screen, and the rear chain was fully enclosed. Announced late in 1959, the Arrow dispensed with the Leader's enclosure panels and weather protection while remaining mechanically virtually identical. A highly promising design capable of further development, the Leader/Arrow deserved better than to be prematurely axed by BSA in 1965, thus allowing the Japanese to exploit the growing market for 250 two-stroke twins without serious competition. The Arrow might seem an unlikely racer, but in 1960 an example tuned by two-stroke genius Herman Meier and ridden by Mike O'Rourke famously finished 7th in the Isle of Man 250 Lightweight TT, ahead of many works machines including Luigi Taveri's MV Agusta. It was a quite extraordinary achievement for a roadster-based machine. Since the advent of classic racing, competitors seeking to put a cat among the 250-class pigeons have often turned to the Arrow. This example was commissioned by Phil Morris (whose first bike was a Leader) and built with his financial support by Roy Boughey. Ridden by Paul Coward, it won the 250cc event at the Pre-TT Classic Road Races on 29th May 2006 having led from the start, breaking the Japanese domination of the class (results sheets on file). This outstanding result was only achieved after a four-year programme of intensive development; in the engine's case, its maximum power was raised from the standard model's 16bhp to a dynamometer verified 50.73 horsepower (printout on file). Other notable features include twin Gardner carburettors (machined by Roy); a Nova six-speed gearbox; dry clutch; Grimeca 4LS front brake: Maxton suspension; expansion chamber exhausts; and an aluminium fuel tank. To assist the fortunate next owner, the machine comes with a substantial file of marque-related historical and technical paperwork. One of Phil's favourite bikes out of the many he has owned, this fully developed and potentially highly competitive racing Arrow wants only for a talented rider to resume its winning ways. Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.For further information on this lot please visit Bonhams.com

1972 Moto Guzzi V7 SportRegistration no. AWW 366KFrame no. VK12224Engine no. VK31221•Very early V7 Sport•Outstandingly original•Full professional overhaul of engine and transmission in 2012The wonderful machine offered here is a very early Moto Guzzi V7 Sport, probably a handful of numbers away from the so-called 'Red Frame' bikes, and is what is unofficially known as a 'Series 1', so all the timing gears are steel pinions (not chains as later) and all the nuts and bolts of superior quality. The vendor bought this V7 Sport from Yesterdays in the Netherlands in 2010, considering it the perfect bike to own and ride while he was working in Switzerland and Germany. The Guzzi was kept at a friend's place in Germany where the friend had an extensive collection. The Guzzi was used frequently up to 2012, covering some 10,000 kilometres in the preceding two years. It was (and still is) supremely original and well preserved, but the vendor wanted to ensure that the mechanicals were up to the requirements of long-distance touring. His friend suggested the V7 to the renowned German classic MV/Ducati/Guzzi specialist Michael Nitzsche of Dorsten, near Essen: 'They did a fantastic job preserving originality while rebuilding everything mechanical but I didn't get much change out of 20,000 euros.' Life then took a different turns and the vendor has only managed to cover around 400 kilometres since the rebuild. In his own words: 'Engine runs like a Swiss clock, doesn't leak a drop of oil, driveshaft is quiet like a modern BMW, the paint is original, everything is original with exception of decals (which are correct for a very early example), all the bits that early V7 guys are looking for are there: original seat with under-seat light; functioning steering column lock and start; original covers on selected nuts and bolts; unmodified air box; improved gearbox stamped '3'; original Borrani wheel rims, etc.' Bills totalling some £24,000 are on file and the Guzzi also comes with a UK V5C Registration Certificate. Used regularly, right up to the time of sale, this rare and desirable V7 Sport is a proper collectors' quality motorcycle, worthy of the closest inspection.Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.For further information on this lot please visit Bonhams.com

An autojumblers Lotcomprising of a BSA 3 speed gearbox; cylinder head; cylinder barrels; crankshafts and other assorted 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

1988 Triumph 750cc BonnevilleRegistration no. not registeredFrame no. SCXB7550 4JN001258Engine no. 001258•One owner from new•Fully documented•16 miles recordedThe final phase of the Triumph twin's development began in 1972 with the first appearance of the new enlarged-to-750cc version of the Bonneville, the increase in bore size necessitating a new crankcase to accommodate the larger barrel. Other improvements included a new ten-stud cylinder head, triplex primary chain, stronger transmission and a disc front brake. A five-speed gearbox, introduced on the preceding 650 Bonneville, was standard equipment on the 750. After the Meriden debacle, Triumph continued with the Bonneville as its main model, ringing the changes to produce a succession of special and celebratory editions, while significant technological developments included the adoption of electronic ignition and the introduction of models with electric starting and an 8-valve cylinder head. It was, of course, too little too late and the company folded in the early 1980s, its remains passing into the hands of entrepreneur John Bloor. While the Bloor-owned company developed an entirely new range of up-to-the-minute models, Les Harris was licensed to produce Triumph Bonnevilles at his factory in Newton Abbot, Devon from 1985. The last Bonneville produced, this machine left the Newton Abbot production line on 9th March 1988 and was purchased by the late owner on 6th December 1988 for delivery on the 6th January 1989. The Triumph was purchased from Jack Lilley Ltd and comes with their invoice for £5,000 and letter confirming that this is the last Bonneville made; the machine also comes with a letter confirming same signed by Les Harris. Also included is a Certificate for Car Tax from Triumph Motorcycles dated 15th December 1988 (signed by Les Harris) and a copy of an article on Les Harris published in The Classic Motor Cycle (June 2004 edition). The last Bonneville is pictured with Les on page 66. The Bonnie also comes with six keys; its original unstamped warranty book; and an owner's handbook (1987). This historic machine has a recorded mileage of only 16 miles and still has its original engine tag with details of the frame number, engine number, and general specification with 'RIP' under Remarks. A 'must have' for the serious Triumph collector.Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.For further information on this lot please visit Bonhams.com

Property of a deceased's estate c.1957 Norton 490cc Manx Racing MotorcycleRegistration no. not registeredFrame no. noneEngine no. M11 71789Dubbed 'Manx Grand Prix' in 1939, what would become the best-known racing motorcycle of all time had become simply 'Manx' when production resumed in 1946. Norton's over-the-counter Manx racers were much as their pre-war counterparts, with single-overhead-camshaft engine, 'square' cylinder head finning, upright gearbox and plunger-suspended 'garden gate' frames. Only the presence of the Roadholder telescopic front fork readily distinguished them from the '39 machines. 1949 brought the first significant change in engine specification, the Manx gaining a double-overhead-camshaft 'head like that enjoyed by the works bikes for many years, but the major development was the arrival of the Featherbed frame for 1951. The works' adoption of the McCandless-designed duplex-loop swinging-arm chassis the previous year had given the Nortons a welcome lease of life in Grand Prix racing, and Geoff Duke duly took both the 350cc and 500cc world titles in 1951. Presented in 'oily rag' cosmetic condition, the interesting Manx 'special' offered here consists of an un-numbered Featherbed frame and a Model 30 (490cc) engine, the latter dating from 1957. The engine does not turn over and the machine's mechanical condition remains unknown. Re-commissioning will be required before further use. There are no documents with this Lot, which is sold strictly as viewed.Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.For further information on this lot please visit Bonhams.com

Property of a deceased's estate 1952 Sunbeam 500cc S8Registration no. JSL 570Frame no. S8-6347Engine no. S8 10199A wartime design, the Sunbeam inline twin was introduced by BSA, owners of Sunbeam Cycles Limited, in 1947. A luxury tourer inspired by the pre-war BMW, it was of advanced specification with overhead-camshaft engine, shaft drive and plunger rear suspension. The clutch housing and four-speed gearbox bolted directly to the back of the engine, which was rubber mounted in the duplex loop frame, an innovation that required a flexible joint in the exhaust system ahead of the silencer. The first S7 version was equipped with balloon tyres, a feature not carried over to the deliberately more conventional, and also lighter and cheaper, S8 introduced in 1949. The front fork and 7' brake were now standard BSA components, and there were numerous other changes made in the interests of rationalisation. Never as popular as BSA's more performance orientated models, the gentlemanly S7 and S8 remained in production until 1957. Apparently, an older restoration, this S8 was purchased in July 2020 and currently displays a total of 3,143 miles on the odometer. Sadly, the owner never got the chance to ride the 'Beam before he passed away in August 2020, since when it has been dry stored. There is some pitting to the exhaust and the machine would respond well to detailing, though it should be noted that compression is weak. Following a period of inactivity and having not been used since acquisition, its mechanical condition is not known and thus is sold strictly as viewed, the machine comes with a V5C document. Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

1959 Ducati 175cc Formula 3 Racing MotorcycleFrame no. F512Engine no. *F512*•Ultra-rare, hand-built, limited edition model•Raced by Sonny Angel of San Diego, California•Fully restored by recognised specialists•Previously offered from the Jack Silverman Collection'As early as 1959, in line with their policy of replacing old with new, Ducati phased out its Gran Sport models in favour of the new Formula 3 series. It was to be built in three engines: the 175 (1959-61), the 125 (1959-61) and the 250 (1961-62). All three were pure-bred, hand-built racing motorcycles, built for Italian Formula 3 competition.' – Mick Walker, 'Ducati- The Racing Story'.For the production racing classes, Ducati offered its Formula 3 model in 125cc, 175cc and (later) 250cc capacities. Although visibly similar to their road-going equivalents, these were very different motorcycles featuring sand-cast crankcases and special engine internals, while the camshaft bevels and primary drive featured straight-cut gears. The gearbox was a four-speeder. Lower and lighter than the roadster versions, the frames featured a lowered steering head, shorter forks, and a shorter swinging arm. Brakes were upgraded to racing specification. Ducati quoted a maximum power output of 16bhp for the 175. The Formula 3's first major success came in 1958, shortly after its introduction, when Francesco Villa rode one to victory in the 175 F3 race supporting the Grand Prix des Nations at Monza. In its native Italy the 125 Formula 3 would provide Ducati with regular victories in that class into the mid-1960s. In the USA, works rider Franco Farné travelled the country visiting Ducati dealerships to promote the brand, as well as taking in an extensive programme of racing for which the factory had provided him with a 175 F3 and a 125 Desmo single. At Daytona in March 1959, shortly after arriving, Farné secured a memorable victory in the 250 class riding the 175cc F3. Franco Villa took over in 1960 and continued the successful promotion of Ducati's OHC singles for importer Berliner Motor Corporation.Hand built in small numbers, the Formula 3 Ducatis were necessarily expensive; indeed, in the UK the 175 cost more than a 500cc Manx Norton! Understandably, production of these exotic Formula 3 models was limited, perhaps amounting to fewer than 100, making any genuine example extremely rare today. This genuine Ducati Formula 3 was raced by Sonny Angel of San Diego, California before being enjoyed as part of the private collection belonging to a local discerning enthusiast. It was fully and correctly restored by marque expert Ted Henry of Torrance, California, with Frank Scurria rebuilding the engine before the machine became part of Hollywood photographer, Guy Webster's, collection. It was then acquired by the world famous Jack Silverman Collection until it was purchased by the current vendor at Bonhams' Autumn Stafford Sale in October 2017. The machine has not been used/run since acquisition and has been kept dry stored in the garage. Accordingly, it will need to be fully re-commissioned to a greater or lesser extent before use.Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.For further information on this lot please visit Bonhams.com

1951/52 AJS 7R 350cc Racing MotorcycleFrame no. 1478Engine no. 52/7R 104•Iconic over-the-counter racer•Offered from the private collection of the late R J Gardiner•Got running in June 2021 after 18 years inactivity Built from 1948 to 1963, Associated Motor Cycles' AJS 7R - known as the 'Boy Racer' - was one of the most successful over-the-counter racing motorcycles of all time. Almost all of Britain's road-race stars of the 1950s and 1960s rode a 7R at some stage of their careers and the model remains a major force in classic racing today, being highly sought after by competitors and collectors alike. The 7R was conceived as a customer machine for sale to private owners but was also campaigned by the works team.Although a new design by Phil Walker, the 7R, with its chain-driven overhead-camshaft, was very reminiscent of the AJS 'cammy' singles of pre-war days. Despite the fact that the 7R was not, initially, as powerful as its main rivals - the Velocette KTT and Junior Manx Norton – its robust and simple construction endeared the model to the privateer responsible for his own maintenance. While the duplex loop frame and Teledraulic front fork remained essentially unchanged throughout production, the engine underwent almost continuous revision, latterly under the supervision of Jack Williams. To this end the valve angle was progressively narrowed; the inlet port downdraft angle made steeper; the crankshaft strengthened; and, in 1956, engine dimensions changed from the original long-stroke 74x81mm bore/stroke to the 'squarer' 75.5x78mm, permitting higher revs. AMC's own gearbox (also used on the Manx Norton) replaced the previous Burman in 1958, while engine development continued almost to the end of production, by which time the 7R was putting out around 41bhp. There was also a works-only three-valve 'triple knocker' - the 7R3A - which Rod Coleman used to win the 1954 Isle of Man Junior TT, while a Matchless-badged 500cc version of the production 7R – the G50 – was introduced towards the end of 1958. The AJS 7R was passed to the current vendor by his father, the late R J Gardiner, whose collection of ISDT and SSDT competition motorcycles was sold by Bonhams in April 2019. This machine consists of a 1951 frame, 1952 engine, and 1949 gearbox. Its history is not known. Dry stored in R J Gardiner's private museum and not run for 18 years, the AJS was re-commissioned in June 2021 (fresh oil and petrol; float needle unstuck) and fired up easily on the starting rollers. Downsizing enforces its sale. Included in this Lot are copies of marque-related literature; a copy AJS spares list; The Classic Motorcycle (June 1986); and The AJS 7R by Mick Walker.Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.For further information on this lot please visit Bonhams.com

1959 Excelsior 98cc Consort ProjectRegistration no. UJF 118Frame no. SC9 677Engine no. 606B 8963Excelsior's Consort first appeared in 1953 as the F4, with Villiers 4F engine and two-speed gearbox, changing to the 6F unit for 1956 when a plunger-suspended version joined the range. The Consorts continued in production until the end of 1957 when they were replaced by the new Consort CA8, a more up-to-date design featuring a telescopic front fork and swinging-arm frame. This un-restored Consort has belonged to the vendor's family since April 1974. The Excelsior was used a little off-road in the late 1970s, since when it has formed part of a private museum collection. The machine has not been run but the engine turns over. Offered for restoration and sold strictly as viewed, it comes with an old-style V5 document.Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

1963 Honda 247cc CB72Registration no. 547 FFRFrame no. 314793Engine no. 314806Introduced in 1960, the CB72 retained the basic layout of the preceding C70 and C71 but with wet-sump lubrication and a gearbox-mounted clutch. In addition, the sporting CB changed to a 180-degree crankshaft and twin carburettors, and used a tubular spine frame instead of the pressed-steel chassis of the tourers. Producing 24bhp at a then-stratospheric 9,000rpm, and weighing only 340lbs, the CB72 possessed an excellent power-to-weight ratio endowing it with performance challenging that of many British 500s. Boasting an overhead-camshaft engine, electric starter, rev counter and twin-leading-shoe brakes, the CB72 was unmatched by any of its rivals and is one of the most desirable of early Japanese classics. This CB72 is described by the private vendor as in generally good condition, benefiting from new wheel rims and overhauled speedometer and rev counter. Run in February 2020, the machine is offered with sundry bills, old/current V5C documents, and an expired MoT (2014).Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

The Hans Schifferle Collection 1959 Horex Parilla 99cc SlughiRegistration no. not registeredFrame no. 993031Engine no. 4121In 1957, Moto Parilla embarked on a new venture, introducing a range of lightweight motorcycles powered by outwardly similar two-stroke and four-stroke horizontal engines of unitary construction. The first of these was the fully enclosed Slughi model, which debuted at the 1957 Milan Show with production commencing in 1958. Engines were suspended beneath a spine-type frame, with the swinging arm pivoting directly in the gearbox casing. Named after a type of hound (saluki in English), the Slughi featured jet fighter-inspired streamlined bodywork and bore more than a passing resemblance to Aermacchi's Chimera, which had appeared the previous year. It was sold in the USA as the Ramjet or Ramjet Streamliner. A conventional un-enclosed model followed. The Horex-badged example offered here was discovered in a Munich Horex dealership unregistered and unused. The Horex factory had closed early in 1958, leaving its dealers with nothing to sell, which perhaps explains the Horex badge on this Moto Parilla. The machine appears to be totally original and un-restored (cosmetically). Helmut Lichtenberg was tasked with registering the bike circa 2007. Note the single set of footrests fitted (rear footrests were an optional extra). After re-commissioning the machine, Helmut was permitted to exercise it for a few kilometres, covering 177 in the process. Accompanying documentation consists of a German Fahrzeugbrief, expired TüV (MoT) certificate and correspondence; Horex data sheet; and a Slughi 99 Instruction Manual.Footnotes:* Import VAT Low RateImport tax at the reduced rate of 5% of the Hammer Price and Buyers Premium will apply should the lot remain in the UK. NMTNew Means of Transport (HMRC) Tax at the rate of 20% of the Hammer Price will apply should the lot remain in the UK. This applies to imported vehicles displaying less than 6,000km from new.N (NOVA): This lot is subject to a fee of £125 + VAT payable by the Buyer, to undertake the relevant NOVA and C88 (Customs) clearance applications. Please see the Conditions of Sale for further information.As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.Lot to be sold without reserve.This lot is subject to the following lot symbols: * NMT N* VAT on imported items at a preferential rate of 5% on Hammer Price and the prevailing rate on Buyer's Premium.NMT Motor vehicle lot originates from or is registered in another EU member state and has travelled less than 6,000km from new. Accordingly HMRC and the DVLA classify such machines as 'New Means of Transport' under the Nova Scheme and are subject to VAT at 20% on the hammer price.N MOTORCYCLESIf purchased by a UK resident, this machine is subject to a NOVA declaration, whilst the responsibility of submitting the NOVA rests with the Buyer to do so, Bonhams will facilitate the process by engaging an agent (SHIPPIO) to undertake the NOVA and C88 (customs) application if applicable on the Buyer's behalf. A fee of £125 + VAT to do so will be added to the Buyer's invoice.CARSIf purchased by a UK resident, this machine is subject to a NOVA declaration, whilst the responsibility of submitting the NOVA rests with the Buyer to do so, Bonhams will facilitate the process by engaging an agent (CARS) to undertake the NOVA on the Buyer's behalf. A fee of £250 + VAT to do so will be added to the Buyer's invoice.For further information on this lot please visit Bonhams.com There is an Egli invoice on file for this lot. Please note we are advised by the HMRC the 20% New Means of Transport VAT is no longer payable by buyers from Great Britain following the update to the Northern Ireland protocol. However, please note the HMRC advise that the 20% New Means of Transport VAT is still applicable to buyers from Norther Ireland.

Property of a deceased's estate c.1975 Montesa 306cc Cota 348 TrialsRegistration no. not registeredFrame no. 51 M0201Engine no. to be advisedFounded in the mid-1940s in Barcelona, Montesa entered road racing in the early 1950s but its major impact on motorcycle sport would be away from the tarmac, the Scorpion and Capra moto-crossers and Cota trials being the equal of any of their contemporaries. Developed by the factory test rider Pedro Pi, Montesa's first trials machine arrived in 1967 and the following year Pi won the Spanish Trials Championship on one, now re-titled 'Cota'. In 1974 the original 250cc Cota was succeeded by the Rathmell-developed Cota 348 (actually 306cc capacity) which featured a six-speed gearbox and weighed in at around 195lb. An affordable entry into Twin-Shock trials competitions, this Cota 348 was purchased somewhere between 2010 and 2015 and last ran prior to 2016. Its mechanical condition is not known and thus the machine is sold strictly as viewed. There are no documents with this Lot.Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

1935 Ariel 601cc Model F Square FourRegistration no. AOX 135Frame no. 6806Engine no. WA294•Early overhead-camshaft Square Four•Extensive recent refurbishment•Said to run superblyDesigned by the legendary Edward Turner, the Ariel Square Four was first shown at Olympia in 1930. Unique at the time of its introduction, the 'Squariel', as it was swiftly dubbed, featured a single block of four cylinders and twin geared-together crankshafts with pistons phased at 180 degrees. The crankcase was split horizontally, unusually for a motorcycle engine of the period, while the vertical valves were operated by a single overhead camshaft. A supercharged example was raced at the Isle of Man TT in 1931 without success, which was hardly surprising as its makers had envisaged the model as more of a luxury tourer than an out-and-out sports machine. Although launched as a '500', the Squariel was soon enlarged to 601cc with an eye on the important sidecar market, this bigger 4F6 version being made available for the 1932 model year. The '500' was dropped after 1932 but the '600' continued until the end of 1936, its place being taken by the totally redesigned Model 4G, with 995cc overhead-valve engine. The '600' 4F reappeared for 1939, redesigned along the lines of its larger sibling.This Model F Square Four benefits from over £4,000 spent on spare parts, outside labour, engine oil and a new battery over the last eight-or-so months (most invoices are available). Works carried out include: engine oil drained and flushed through three times to eliminate built-up sludge; oil seal fitted to the Burman BA gearbox; front and rear drive chains adjusted to correct tension; and the electrics (6-volt) checked and rectified as necessary. The fuel tank was removed and flushed out with sealer/anti-corrosion liquid, then sent to specialists to be stripped down and re-chromed. The top and side panels were then painted in black and lined in gold. A complete set of Amours heavyweight exhausts has been fitted, including the crossover balance pipe and silencers, and new finned clamps to the cylinder head. The vendor reports that the engine runs superbly.Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.For further information on this lot please visit Bonhams.com

Property of a deceased's estate c.1954 Triumph 'Rolling Chassis'Registration no. not registeredFrame no. 47909Engine no. n/aThis Lot consists of a swinging-arm frame dating from the 1954 model year, the first year that Triumph made this form of rear suspension available. As such, it could have been fitted to any one of the existing 500cc or 650cc models when it left the factory. The engine and rear wheel are missing, but the front forks, front wheel, shock absorbers, rear mudguard, solo saddle and gearbox (number '6599') are in place, as is the oil tank. There are no documents with this Lot, which is offered for restoration and sold strictly as viewed.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

1996 Honda 49cc MagnaRegistration no. P540 DEPFrame no. AC13-1014764Engine no. AC09E-2014727This charming miniature cruiser is styled to look like Honda's full-size offerings in the V4-powered Magna family. No V4 in this one, though, as it's powered by a 49cc air-cooled four-stroke engine producing 3.9bhp, which drives via a four-speed gearbox. The model was produced (for Japan only) from 1995 to 2007. Built for the home market, this Honda Magna 50 was imported from Japan in 2017 and UK-registered in 2017. Currently displaying a total of 11,567 kilometres on the odometer, the machine was last run in September 2021 and is described by the vendor as in good condition throughout. Accompanying documentation includes an official Honda dating letter; another from the Francis-Barnett Owners Club; a V5C Registration Certificate; and a fresh MoT.Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

c.1935/c.1930 Velocette 480cc MOV/KTT Special Racing MotorcycleRegistration no. not registeredFrame no. CMD 6733Engine no. KTTThis special, which comprised a c.1935 MOV frame and an incomplete KTT engine, together with a Mark 2 gearbox, was acquired by the vendor approximately five years ago in dismantled condition. He had the inspiration of building a larger capacity version of the popular and successful KTT racer to use in hillclimbs and sprints. After finding some of the missing components, the machine was assembled with new replica crankcases, hubs and brakeplates. The engine is a larger bore and stroke than a standard KTT, giving a capacity of approximately 480cc. Completed some three years ago, it has not yet been started, and will therefore need some commissioning work (the magneto, in particular, no longer sparks), and safety checks prior to any future use. Prospective buyers should satisfy themselves as to the suitability and compatibility of its component parts. There is no documentation with this lot.Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.For further information on this lot please visit Bonhams.com

The property of the late John Renwick 1950/1951 Vincent 'Prometheus' 1,248cc Series-C Rapide Sidecar Racing MotorcycleRegistration no. not registeredFrame no. RC7471Engine no. F10AB/1/7002•Highly successful Vincent racing outfit•Stellar performance•Built, raced, and maintained by John RenwickIn 1982, just a few years after John Renwick turned his back on modern sidecar racing following the FIM's 1976 ban on hub-centre steering and other innovations, Prometheus emerged from John's workshop to contest classic sidecar racing. The chair was detachable, and wheels were 16' fore and aft, with a 12' wheel on the sidecar. Prometheus has a capacity of 1,248cc from bore and stroke dimensions of 90mm x 98mm, and generates 102 bhp at 6,500 rpm at the back wheel on high octane petrol. This is considerably more than double the original power output of the 1951 Series-C Rapide on which it is based. At the heart of the engine is John's own crankshaft with bob weights and Carillo rods. The standard Vincent crank uses full circle flywheels and a pressed steel crankpin pulled up tight with a large nut at both ends. The nuts are recessed and therefore the pressed portions are relatively short. By contrast the Renwick crank is permanently pressed under 30 tons of hydraulic pressure. The 1½' diameter pin is in EN36 steel and is a .006' interference fit in the EN24T 'wheels'. The mainshafts are machined oversize and then ground to size after assembly. The gearbox has a Quaife five speed cluster as originally commissioned by John Surtees.Having been progressively developed through the mid-eighties, Prometheus won the first six races of the 1987 season with John Renwick in the pilot's seat and Micky Carter in the sidecar, but in practice at Donington Micky fell from the chair, and in the ensuing crash John broke an arm and a leg. Following his recovery, a double win was achieved at Snetterton in 1989, but outings were only sporadic through the nineties. At Mallory Park's Sidecar Festival in October 1998, with Peter Branton in the sidecar, the result was a win. In the late 1990s John sprinted Prometheus at The Brighton Speed Trials with a best time of 13.9 seconds but finishing second to Dave Goddard's long wheelbase Suzuki outfit was the spur to the creation of Epimetheus, the next chapter in the story. When Prometheus was first built the cut-off date for visible components was 1958, so Vincent drum brakes were fitted all round, but as the cut-off date moved forwards, components were upgraded accordingly, including the fitting of hydraulic disc brakes to the front and rear wheels. In 2005 Prometheus ran at the Goodwood Festival of Speed, and then most recently in 2006 at the Sidecar Festival, Pukekohe, New Zealand. After 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.Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.For further information on this lot please visit Bonhams.com

c.1974 NVT 'Cosworth' Experimental PrototypeRegistration no. not registeredFrame no. noneEngine no. noneThe urgent need to replace its ageing Commando twin with something more modern for both road and track prompted NVT to commission a new engine design from Cosworth Engineering, applicable to both a production roadster and a race-bike. First shown in 1975, the Challenge water-cooled unitary construction twin borrowed heavily from Cosworth's 3.0-litre DFV V8 Formula 1 engine, yet despite a claimed maximum power output of 115-120bhp, the racer's handful of outings were disappointing, rider Dave Croxford being unable to match his old Commando-powered machine's lap times. With NVT on the point of collapse, the project was shelved in 1976. The Commando-based machine offered here appears to be a test-bed for Cosworth's DOHC four-valves-per-cylinder technology applied to a water-cooled twin-cylinder engine with separate gearbox; as such, it might have been conceived as an update for the Commando engine that would have been cheaper than tooling up for the all-new Challenge. Interestingly, the machine is marked 'P89' to a plate between the instruments, the Challenge project being coded 'P86'. The right-side primary drive and final drive, using a reversed Norton gearbox, are particularly worthy of note.Owned by the vendor for over 30 years, the machine was purchased from Stafford-based motorcycle dealer Cyril Chell, who had bought it at NVT's liquidation sale. The machine has not been used since purchase and its mechanical condition is not known. Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.For further information on this lot please visit Bonhams.com

The Hans Schifferle Collection 1965 AJS 497cc Model 18Registration no. not registeredFrame no. A87489 and 026010Engine no. 18 135074Associated Motor Cycles announced its post-war range of AJS and Matchless heavyweight singles in June 1945. Housed in a rigid frame with Teledraulic front fork, the rugged overhead-valve engine drove via a four-speed gearbox. Hairpin valve springs were adopted for 1949 and a swinging-arm frame introduced, models so-equipped being suffixed 'S'. Major changes to the engine were the big news for 1958, a switch from dynamo to alternator electrics necessitating the adoption of a cast-alloy primary chaincase. Battery/coil ignition arrived at the same time, so the distinctive magneto drive cover was deleted, and the timing gears contained within a smaller case. These revised models were also distinguished by shorter shock absorbers and chromed wheel centres. The next major revisions arrived on the 1964 range, which featured Norton hubs/brakes and Roadholder forks together with short-stroke (85.5mm) engines. Pushrod tunnels were made integral with the cylinder and the bottom-end bearing arrangements improved, resulting in a less leak-prone and more reliable engine. This AJS Model 18 was purchased from the Netherlands circa 2007 and restored by Helmut Lichtenberger. Items renewed included the wheel rims and spokes, and the machine was fitted with an after-market stand. Only 520 kilometres have been covered since the restoration. Very nicely presented, the machine is offered with a German Fahrzeugschein; an old South African registration document; and an expired TüV (MoT) certificate and correspondence.Footnotes:* Import VAT Low RateImport tax at the reduced rate of 5% of the Hammer Price and Buyers Premium will apply should the lot remain in the UK.N (NOVA): This lot is subject to a fee of £125 + VAT payable by the Buyer, to undertake the relevant NOVA and C88 (Customs) clearance applications. Please see the Conditions of Sale for further information.As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.Lot to be sold without reserve.This lot is subject to the following lot symbols: * N* VAT on imported items at a preferential rate of 5% on Hammer Price and the prevailing rate on Buyer's Premium.N MOTORCYCLESIf purchased by a UK resident, this machine is subject to a NOVA declaration, whilst the responsibility of submitting the NOVA rests with the Buyer to do so, Bonhams will facilitate the process by engaging an agent (SHIPPIO) to undertake the NOVA and C88 (customs) application if applicable on the Buyer's behalf. A fee of £125 + VAT to do so will be added to the Buyer's invoice.CARSIf purchased by a UK resident, this machine is subject to a NOVA declaration, whilst the responsibility of submitting the NOVA rests with the Buyer to do so, Bonhams will facilitate the process by engaging an agent (CARS) to undertake the NOVA on the Buyer's behalf. A fee of £250 + VAT to do so will be added to the Buyer's invoice.For further information on this lot please visit Bonhams.com

Property of a deceased's estate 1990 Honda VRF400R Type NC30Frame no. NC30-2000058Engine no. to be advisedFollowing the arrival of the VFR750R (RC30) race replica in the late 1980s, it was only to be expected that some of its style and technology would rub off on Honda's smaller V4s. The first of these mini race-reps was the NC21, which was followed by the NC24 with RC30-style single-sided swinging arm. Restricted to a maximum of 59PS (59.8bhp) for the Japanese market, these models were not officially imported into the UK, unlike the successor NC30 which boasted a specification not far short of the RC's: alloy beam frame; single-sided swinger; close-ratio gearbox; twin-lamp fairing; RC-type brakes; and a 360-degree crankshaft. Testing a full power (62.5bhp) UK model in August 1991, Bike magazine recorded a top speed of 122.7mph into a strong headwind with the NC 1,000 revs short of the red line, indicating a probable maximum in excess of 130. Boasting RC30 looks and equally exemplary build quality, but at a fraction of the cost, the NC30 is fast becoming one of the most collectible classics of the 1990s. Offered from long-term ownership and last taxed in May 2012, this example last ran in July 2020 and has been dry-stored since August 2020 when the late owner passed away. Following a period of inactivity, the machine will require re-commissioning to a greater or lesser extent and thus is sold strictly as viewed. The odometer reading is 25,739 miles. Accompanying documentation consists of some expired MoTs; two V5C documents; and an owner's manual. Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

Property of a deceased's estate c.1942 BSA 496cc M20Registration no. not registeredFrame no. 73379 WM20Engine no. WM20.35127BSA launched a new single-cylinder range 1937. Intended mainly for the sidecar enthusiast, the two biggest sidevalve models were the 496cc M20 and 596cc M21, both of which came with rigid frames, girder forks and four-speed, hand-change gearboxes. Ruggedly built and endowed with copious low-speed pulling power, both models were highly successful in their intended role as sidecar tugs and many M20s did sterling service as despatch riders' mounts with Allied forces during WW2. The duo were regularly updated, important developments prior to WW2 including the adoption of a foot-change gearbox and, in the M21's case, a change to a longer-stroke 591cc engine. M20 production ceased in 1955. Purchased in March 1978, this incomplete and distressed wartime M20 is offered for restoration and sold strictly as viewed. There are no documents with this Lot.Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.For further information on this lot please visit Bonhams.com

A quantity of mainly BSA gearbox partstogether with mostly Amal carburettors, crankshaft and centre stand, completeness and condition 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

1927 Raleigh 248cc Model 15Registration no. SV 6495Frame no. J9283Engine no. M9146A typical lightweight Raleigh of the Vintage era, the Model 15 was manufactured between 1925 and 1929 and was powered by a 248cc single-cylinder sidevalve engine driving via a three-speed Sturmey-Archer gearbox with chain final drive. This Raleigh Model 15 was purchased at a UK auction in October 2005, since when it has been kept on display in the vendor's office and not used. At that time (2005) the machine was said to have been purchased derelict in 1999 and the engine rebuilt. The Raleigh then completed the Banbury Run twice and had not been used for two years when sold in 2005. Re-commissioning will be required before returning the machine to the road. Offered with a V5C document.Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.For further information on this lot please visit Bonhams.com

1963 MV Agusta 50cc LibertyRegistration no. not registeredFrame no. MVL*813426*Engine no. MV-L-813725Although best known for their racing and road-going four-cylinder four-strokes, MV Agusta built lightweights throughout its manufacturing career and in its early days listed small two-strokes and even a scooter. Indeed, between 1955 and 1959 they listed a moped and in 1962 introduced the 50cc Liberty, an ultra-lightweight sports roadster. The Italian Highway Code no longer required such machines to have pedals, and the Liberty was aimed squarely at youngsters who wanted something more stylish than the traditional step-thru moped. A four-stroke in a field dominated by two-strokes, the Liberty featured a three-speed twistgrip-change gearbox at first while 1967-onwards models had a foot-change four-speeder. Turismo, Sport, and Super Sport versions were available. Nothing is known of the history of this Liberty, which is offered for restoration and sold strictly as viewed.Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

Property of a deceased's estate 1967 Triumph 649cc T120 BonnevilleRegistration no. RYO 726E (see text)Frame no. T120 DU 54301Engine no. TR6R DU 11033Unitary construction of the engine/gearbox had been a feature of Triumph's 350 and 500 twins since 1957 and that innovation duly appeared on the 650s in 1963. This particular T120 Bonneville dates from 1967, by which time the handling problems associated with earlier versions had been sorted and 12-volt electrics standardised. The engine is from a later TR6R Trophy, fitted with a Bonneville cylinder head. Currently displaying a total of 23,717 miles on the odometer, the Bonnie is offered for restoration and sold strictly as viewed (the engine does not turn). The machine comes with a V5 document. It should be noted the VRN 'RYO 726E' does not appear on the HPI/DVLA database. Accordingly prospective bidders must satisfy themselves as to the validity of the VRN prior to bidding.Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

Property of a deceased's estate 1958 Triton 650cc 'Cafe Racer'Registration no. 66 WRFFrame no. unable to locate (see text)Engine no. T110 D13676A happy marriage of Triumph power and Norton roadholding, courtesy of the latter's peerless Featherbed frame, the Triton is rightly regarded by enthusiasts as the quintessential British sports special. This hybrid first emerged in the 1950s and continues to be built by professionals and amateurs alike, enjoying marque status today. Purchased in December 1976, the example offered here incorporates the frame from a 1958 Norton Model 50; a pre-unit Triumph Tiger 110 engine; and an AMC gearbox. Other notable features include an eight-stud cylinder head; twin Amal Monobloc carburettors; and a Suzuki front brake. The headlight and instruments are missing. Offered for restoration and sold strictly as viewed, the machine comes with an old-style continuation logbook and an old-style V5. It should be noted that the frame number is obscured, but is recorded in the V5 as 'N13 76219'.Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

From the estate of the late Roy Houghton 1959 Norton 350cc Model 50Registration no. 438 XUUFrame no. P13 81784Engine no. P13 81785Introduced in 1933, the single-cylinder Model 50 was Norton's first production overhead-valve machine in the 350 class; the '50' and its twin-port brother the '55' being junior versions of the 490cc Models 18 and 20 respectively. Norton's sporting 350 single was built in several versions and continuously developed during a production run lasting until 1963, post-war innovations including the adoption of the AMC gearbox in 1956 and a switch to superior alternator electrics and the peerless 'Featherbed' frame for 1959. Supplied new by Alec Bennett Ltd, this Featherbed-framed Model 50 was restored 15 years ago and registered to Roy Houghton in September 2009. The current odometer reading is 912 miles, which is believed to be the distance covered since the restoration. Presented in lovely condition, like all the machines in Roy's collection, the Norton is offered with old/current V5C documents.Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.For further information on this lot please visit Bonhams.com

A BSA gearboxnumbered RRT2, middle case numbered 42 3084, completeness and condition unknown, close inspection advised. Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

A BSA Gold Star DB34/DBD34 cylinder barrel and timing coverwith tachometer drive and gearbox attached completeness and condition unknown, close inspection advised. (2)Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

The ex-Phil Read 1971 Yamaha 250cc TD2 Racing MotorcycleRegistration no. not registeredFrame no. TD104 - 2 stamped on the top yokeEngine no. none visible - Crankcase mating numbers. 3116•Phil Read's No.2 bike from the 1971 season•One of two built under the direction of Ferry Brouwer•Restored by Nigel EverettThe mainstay of 250cc and 350cc racing at national and international level for many years, the twin-cylinder two-stroke Yamaha well deserved the title of 'privateer's friend'; indeed, without it, grids in these classes would have been depleted in extremis during the 1970s. In 1970 nine out of the top ten in the 250cc World Championship rode Yamahas, and their very ubiquity led many riders to seek a competitive edge over similarly mounted rivals by turning to independent tuners and frame builders. Following the Yamaha factory team's withdrawal from racing at the end of 1968, which left Phil Read without a ride, he sat out most of the 1969 and 1970 seasons before returning to Grands Prix in 1971 as a privateer, concentrating on the '250' class. His mount would be a production Yamaha TD2, developed under the direction of Dutch engineer, Ferry Brouwer, which featured an Eric Cheney frame; Brouwer-tuned engine; Helmut Fath dry clutch; and a Rod Quaife six-speed gearbox. Two similar machines were constructed over the winter of 1970/1971. With wins at the first three Grands Prix of the season, Phil went on to claim his fifth World Championship, beating reigning champion Rod Gould and his works supported Yamaha into 2nd place. Phil also won the Isle of Man Lightweight 250 TT that year at an average speed of 98.02mph, lapping at over 100mph. Phil continued to race the Brouwer machines during the 1972 World Championship season, winning the French Grand Prix and the Isle of Man TT on his way to 4th overall at the year's end. This special Yamaha TD2 comes with a signed letter from Phil Read confirming that it is his No. 2 bike from the 1971 season. Phil notes that this bike had Ceriani forks and the large Yamaha double-sided front brake, unlike the No. 1 bike, which sometimes featured disc brakes. The machine later found its way to Ireland where it was owned by Peter Herron (brother of the late Tom Herron), who sold it to collector Neville Morris in pieces. Neville had the Yamaha restored by former Grand Prix works mechanic Nigel Everett, and when his collection was sold the ex-Read Yamaha was purchased by Phil Morris. Not run since acquisition, the machine has been kept on display in Phil's Oswestry Road Racing Museum, although it has been loaned to Phil Read for shows on a couple of occasions. Offered with a history file, this beautiful TD2 represents a rare opportunity to own a machine commissioned and raced by one of the biggest Grand Prix stars of the day.Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.For further information on this lot please visit Bonhams.com

A CIRCA 1971 FORD CAPRI 1600 GT XLR registration JMF 258K (tax exempt), white with a red wrap-over stripe and a black bonnet, vehicle number BBECJG42002, petrol engine, manual gearbox, recorded mileage 5036 (not warranted), Note: Lacking ignition key, door/boot key, and registration documentation. No current or earlier M.O.T. certificates accompany the lot. Provenance: From a Somerset deceased estate and presented in unmolested, barn-find condition.