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1958 Triumph 650cc ThunderbirdRegistration no. 865 HHNFrame no. 6T 020634Engine no. 6T 020634Always a step ahead of their rivals, Triumph followed up the trend-setting Speed Twin 500 of pre-war days by being first in the field with a 650cc parallel twin. Announced in September 1949 and displayed at the Earls Court Show in October, the Thunderbird was Triumph's response to demands for more power emanating from American racers and British sidecarists alike. The model remained in production in fundamentally its original form, though with progressively updated cycle parts, until the arrival of the unitary construction 650 range in 1962. This matching-numbers Thunderbird was purchased as a restoration project in 1978 and restored from 1985 onwards. Works carried out include repainting the frame and cycle parts; rebuilding the forks with new stanchions and seals; line-boring the swinging arm pivot and fitting a new pin and bushes; rebuilding the gearbox with new bearings; and overhauling the engine: re-bore, new pistons, bearings, valve guides, etc. New parts fitted include the following: steering head bearings; stainless steel exhaust; shock absorbers; carburettor; wiring loom; battery; tyres; and seat cover. The private vendor advises us that the engine has not been run since the machine was last MoT'd in 2011. However, the bores have been oiled and the engine turned over since. Accompanying documentation consists of sundry restoration bills; a quantity of expired MoTs; and old/current V5/V5C Registration Certificates.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 Norton 745cc Commando RoadsterRegistration no. KAF 648LFrame no. 235116Engine no. 235116•Restored and extensively upgraded in 2010•Only circa 1,500 miles since completion•Excellent conditionThe Commando's vibration-beating Isolastic frame enabled Norton Villiers successfully to prolong the life of their ageing parallel twin. Launched in 1967, with production commencing in 1968, the Commando used the preceding Featherbed-framed Atlas model's 750cc engine and AMC gearbox, and was an instant hit with the motorcycling public, being voted Motor Cycle News 'Machine of the Year' for five consecutive years. It might have been a little down in top speed compared to rivals such as BSA-Triumph's 750cc triples and Honda's CB750 four, but the Commando more than made up for this minor deficiency with superior mid-range torque and steadier handling. New variations on the basic theme soon appeared, commencing in 1969 with the addition of the more sporting, though conventionally styled, 'S' version, complete with high-level exhausts. This was followed in 1970 by the Roadster, which was basically the 'S' with a low-level exhaust system.This Norton Commando 750 Roadster was restored and upgraded in 2010 and has covered only 1,500 miles since completion, being kept in a dry garage and well looked after. Full details of this most comprehensive restoration are on file together with related bills (inspection recommended). Importantly, one of the most significant upgrades made to the engine during the rebuild was the relocation of the oil scavenge pickup to the back of the crankcases (where it had been prior to 1972 and would be from 1973 onwards) thereby fixing the cause of many engine failures on '72 Commandos. In addition to the engine rebuild, the gearbox was overhauled and a new sleeve gear main bearing and up-rated layshaft roller bearing; the wheels rebuilt with new bearings; the front brake upgraded with a Norvil floating disc and AP Racing calliper; and a new wiring harness installed. New parts fitted are far too numerous to list here (on file) while other noteworthy features include a Suzuki 600 brake master cylinder and a Corbin gel seat (new standard seat included). Run last summer and described by the private vendor as in excellent condition, though needing a new battery, this well sorted and much improved Commando Roadster is offered with a Norvil Motorcycle Company dating certificate; some expired MoTs; a V5C document; technical details of the crankcase conversion; and the aforementioned restoration records. 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.1956 Norton 499cc Gold Star DBD34Registration no. not registeredFrame no. 122 52601Engine no. DBD34 GS 2613Ultimate single-cylinder special• Vendor advises he has carried out complete restoration• Unused since completionIn the 1950s and 60s the benchmark for motorcycle handling was the ground-breaking Norton featherbed frame. Developed by the McCandless brothers for use on the all-conquering Manx racer, the Featherbed frame, coupled with the Roadholder forks, set new standards which other makers could only dream of. Introduced initially for the racer, the featherbed was gradually incorporated into most of the other Norton models from 350cc upwards. It is no surprise, therefore, that its reputation led to it being utilised in home-brewed specials of the day, used by racers of both track and café varieties. The situation was encouraged by two factors; initially the use of Manx Norton engines in Formula Three racing cars, then later, as the frame was used in more models, the relative fragility of the Norton twin engines also provided a source of rolling chassis. Engines of choice for the specials were usually the Triumph twin which was in plentiful supply, easily tuneable, and possessing a chassis which was not the best. This, therefore, was the normal route to the track or café for the special builder. A few, however, who perhaps had fatter wallets, indulged their search for the ultimate road racer with slightly more radical (and expensive) power plants such as the Vincent twin, or, as here, the darling of the café racer set, the BSA Gold Star. Taken from the beautiful, and iconic DBD34, the race-proven Goldie engine provided a reliable, powerful, and slightly exotic motor.The vendor of this well-presented machine purchased the components in South Africa, taking the engine from a racing machine and obtaining the Dominator frame to accompany it. It was shipped back to the UK when he returned here to live, and subsequently found the time to complete the restoration of his ideal special which he thought he may use for track days or parades. He advises that he has rebuilt the engine, standard gearbox, and cycle parts, refurbishing or replacing anything that was needed, and a Triumph clutch was fitted. A 5-gallon Manx-type petrol tank and central oil tank are utilised, and the engine breathes through an Amal Grand Prix carburettor. The rebuild was completed in approximately 2016, since when the bike has been dry-stored, started on occasions, but never used on the road. The machine fired up readily on consignment, sounding as a Goldie motor should. Running on Castrol R40, the Norton Goldie will require basic safety checks and modest commissioning prior to careful running-in of the fresh rebuild prior to use by a new owner. Documentation with the machine comprises a small number of receipts.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

1989 Manx Engineering 499cc ManxmanRegistration no. not registeredFrame no. noneEngine no. ME900303• One owner from new• Purchased direct from Neville Evans• Only 10 miles from newIn the 1980s Neville Evans started Manx Engineering in his home town of Port Talbot, with the aim of manufacturing an up-to-date version of the Featherbed Norton Manx which would be suitable, with some alterations, for both road and track use. He used as his base the long-stroke single overhead camshaft Norton engine, and manufactured new parts which, for the most part, were interchangeable with original Norton components. Improvements over the original design included the enclosure of the valve actuation gear in a new cambox, which featured roller bearing cam followers and sealed pushers. Coil valve springs were used, and bore and stroke dimensions altered to 85x88. All components were newly made, and crankcases were made from aluminium alloy. Gearbox is a 4-speed close ratio, and primary transmission via a Newby belt drive. The frames were made by Ken Sprayson, and described as a 'continuation of Manx production'. Bikes were available in road trim, with lights fitted, or track guise as here. It is thought that few of these machines were ever actually produced, although estimates vary wildly between 10 and 50.The owner of this Manxman was living in South Africa when he heard of Evans' venture, and was inspired to contact him to discuss purchase. On one of his trips home, he sought out the man and visited him in Port Talbot. A deposit was paid, and the machine duly delivered in 1989. It was kept with family in the UK until the owner returned from South Africa to live in the UK once again. He originally intended to use the Manxman for classic racing in South Africa, but found that the level of import duty was prohibitive. He then considered the bike for track days and parading in the UK, but this never happened, and he has only ridden the machine for an estimated 10 test miles. It has however, been dry stored and started at regular intervals, and was last run approximately three years ago. A new owner should only need to perform a basic check-over in order to use the machine (which runs on Castrol R40) on road or track, and the vendor points out that it will require careful running-in, as detailed in the running instructions for the new machine. When purchased, the vendor also bought a 'quiet' exhaust system from Evans which will accompany the bike.Documentation comprises the original sales brochure for the bike, together with starting and running instructions. Also included is a copy of Classic Racer magazine from 1989 which has an article on Neville Evans and production of the Manxman.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

Norton 499cc Manx ReplicaFrame no. noneEngine no. noneToday the popularity of the Manx Norton in classic racing remains undiminished, with original examples racing alongside replicas of differing specification produced by specialist manufacturers worldwide. The superb Manx replica offered here was built a few years ago by an ex-racer with extensive in-period experience of competing on these machines. New parts were sourced from well-known specialists: the replica frame being supplied by Tony Dunnell, the crankcases by Andy Molnar, the clutch by Bob Newby, and the magnesium-cased six-speed gearbox by Mick Hemmings. Boasting over-square bore/stroke dimensions of 93x73.5mm, the engine incorporates a one-piece crankshaft (machined from an 80-ton forging), Cosworth shell bearings, an Omega forged piston, an original Norton cylinder head (modified), and titanium inlet and exhaust valves. Breathing via a new Mikuni VM 44mm carburettor and sparked by Interspan twin-plug ignition, the engine is estimated to produce around 56bhp, a considerable improvement over an original Manx. Other noteworthy features include 18' wheels and a Fontana front brake. Following completion, the machine was tested by the vendor at the 'Belgian Classic TT' at Geddine in 2015, successfully completing 44 laps. Offered with sundry invoices, this extremely well specified Manx replica is a potential race winner in the right hands. The owner is willing to answer and questions from prospective purchasers.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

Norton Manx Nourish 750cc Racing MotorcycleFrame no. noneEngine no. C69A46Norton's ubiquitous Featherbed frame has long been the special-builder's friend, especially in Manx form, as seen here. Badged as an AJS, this immaculate classic racer combines the proven Norton Manx chassis with the equally well established Nourish 8-valve parallel-twin race engine. The latter's origins go back several decades to the time when Harry Weslake first offered an 8-valve cylinder head conversion for the Triumph twin. Eventually the Weslake company built its own complete full-race engine, albeit one still constructed along Triumph lines. When Weslake folded, the parallel twins were taken up by engineer Dave Nourish, who continued to offer them in a range of capacities and alternative crankshaft arrangements to suit many forms of motorcycle sport. The unit in this machine displaces 750cc and has 'Z' cams and a compression ratio of 10.25:1 The carburettors are 34mm Amal Concentric Mk2 and the ignition is by ARD. Power is transmitted via a Newby belt primary drive and clutch to an NRV five-speed gearbox containing T140/150 internals. The front fork boasts magnesium yolks and sliders, while the front brake is a twin-disc Norvil with AP Lockheed callipers. Presented in full working order, this unique machine comes with bills, templates, technical drawings, and notes relating to its construction.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 Ducati 350cc SCR Street ScramblerRegistration no. VMR 610MFrame no. MD 72152Engine no. DM350 72496Ducati's first '350' - the Sebring tourer - arrived in 1966 and two years later was joined by the SCR Street Scrambler, a model aimed primarily at the North American market. The SCR was one of the first new models to have the so-called 'wide case' motor. Not merely confined to the wider rear engine mount, changes to the wide case models included a stronger con-rod and big-end bearing; an up-rated lubrication system; and improvements to the gearbox. This Ducati SCR was purchased as a restoration project circa 2007 and has been restored over a three-year period. Works carried out include re-plating the brightwork; reconditioning the forks; sealing the fuel tank; repairing the seat; rebuilding the engine/gearbox with a new crankshaft and all new bearings; and fitting a new silencer, chain/sprockets, voltage regulator, battery, and an Amal Mk2 Concentric carburettor. Not used since the restoration's completion, the machine is offered with sundry bills, a dating certificate, and 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

1979 Honda CB400N Super DreamRegistration no. UFU 282TFrame no. CB400N 2007101Engine no. CB400NE 2007112Honda first offered a 400cc twin in 1977 alongside the four-cylinder CB400F that had been around since 1974. Together with the CB250T, the new CB400T replaced the outgoing CJ250/360T models, but the duo were soon updated to 'N' specification, featuring Honda's 'Euro' styling and Comstar wheels. Delivering its overhead-camshaft six-valve engine's claimed 43bhp maximum via a six-speed gearbox, the CB400N was capable of 106mph while managing a fuel consumption of around 60mpg when ridden with restraint. An immense success, the model remained a fixture of the Honda range for many years. During this period the engine remained the same apart from a lick of black paint for 1982, an upgraded front brake being introduced at the same time, wile changes to the cycle parts were mainly cosmetic. Bike magazine tested a CB400N for its September 1982 edition, finding that it had 'abundant good qualities such as compactness, excellent road manners, revviness and reliability'. This particular CB400N has belonged to the current vendor since October 2016. MoT'd to September 2020, the machine is offered with a V5C Registration Certificate and sundry bills for parts including a piston ring set (August 2017).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

1990 Honda VFR400R Type NC30Registration no. G35 ATRFrame no. NC30 1013267Engine no. NC13E - 1213288Following the VFR750R (RC30) superbike's arrival 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 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, they 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; a class-leading specification justified by the fact that Honda had it sights set on the Isle of Man TT's Supersport 400 class. Boasting RC30 looks and equal build quality, but at a fraction of the cost, the NC30 is one of the most collectible classics of the 1990s. Imported into the UK in 1997, this NC30 currently displays a total of 41,209km (25,605 miles) on the odometer. We are advised by the private vendor that a full service and repairs was carried out in 2018 and 2019, and that the machine is in generally very good condition, having last run in February 2020. The only notified deviations from factory specification are a Tyga sports exhaust and a Nitron shock absorber. Accompanying paperwork consists of sundry bills, a V5C document, and MoTs dating back to 2001.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

1949 Motom 48cc MopedFrame no. not visibleEngine no. 12A 5209Founded in Italy in 1947 and active until the early 1970s, Motom was unusual among European manufacturers of mopeds and ultra-lightweight motorcycles in favouring the four-stroke engine. Pressed-steel spine frames were another Motom trademark although, as time progressed, models with tubular frames were introduced and proprietary Peugeot and Züdapp two-stroke engines adopted. Apparently an older restoration, this 48cc Motom moped comes with an old-style Italian logbook (issued in Rome in 1951) recording the year of manufacture as 1949. The machine has the overhead-valve engine and three-speed gearbox. Offered for re-commissioning, it represents a rare opportunity to acquire a European four-stroke moped of a type rarely seen in the UK.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.This lot is subject to the following lot symbols: NN If purchased by a UK resident, this machine is subject to a NOVA declaration, undertaken by Bonhams upon a successful sale, to facilitate the registration of the machine here in the UK.For further information on this lot please visit Bonhams.com

c.1950 Motom 48cc MopedFrame no. 12E 108.262Engine no. E 106832Founded in Italy in 1947 and active until the early 1970s, Motom was unusual among European manufacturers of mopeds and ultra-lightweight motorcycles in favouring the four-stroke engine. Pressed-steel spine frames were another Motom trademark although, as time progressed, models with tubular frames were introduced and proprietary Peugeot and Züdapp two-stroke engines adopted. Apparently an older restoration, this 48cc Motom moped has the overhead-valve engine and three-speed gearbox. Offered for re-commissioning, it represents a rare opportunity to acquire a European four-stroke moped of a type rarely seen in the UK.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.This lot is subject to the following lot symbols: NN If purchased by a UK resident, this machine is subject to a NOVA declaration, undertaken by Bonhams upon a successful sale, to facilitate the registration of the machine here in the UK.For further information on this lot please visit Bonhams.com

c.1951 Motom 48cc MopedFrame no. S 36250Engine no. E 156833Founded in Italy in 1947 and active until the early 1970s, Motom was unusual among European manufacturers of mopeds and ultra-lightweight motorcycles in favouring the four-stroke engine. Pressed-steel spine frames were another Motom trademark although, as time progressed, models with tubular frames were introduced and proprietary Peugeot and Züdapp two-stroke engines adopted. Already restored when purchased by the Morbidelli Museum, this 48cc Motom moped has the overhead-valve engine and three-speed gearbox, while other noteworthy features of this obviously up-market version include a blade-type girder fork and plunger rear suspension. Offered for re-commissioning, it represents a rare opportunity to acquire a European four-stroke moped of a type rarely seen in the UK.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.This lot is subject to the following lot symbols: NN If purchased by a UK resident, this machine is subject to a NOVA declaration, undertaken by Bonhams upon a successful sale, to facilitate the registration of the machine here in the UK.For further information on this lot please visit Bonhams.com

c.1951 Motom 48cc MopedFrame no. AA 40449Engine no. 72215Founded in Italy in 1947 and active until the early 1970s, Motom was unusual among European manufacturers of mopeds and ultra-lightweight motorcycles in favouring the four-stroke engine. Pressed-steel spine frames were another Motom trademark although, as time progressed, models with tubular frames were introduced and proprietary Peugeot and Züdapp two-stroke engines adopted. Already restored when purchased by the Morbidelli Museum, this 48cc Motom moped has the overhead-valve engine and three-speed gearbox, while other noteworthy features of this obviously up-market version include a blade-type girder fork and plunger rear suspension. Offered for re-commissioning, it represents a rare opportunity to acquire a European four-stroke moped of a type rarely seen in the UK. It should be noted that the speedometer is missing.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.This lot is subject to the following lot symbols: NN If purchased by a UK resident, this machine is subject to a NOVA declaration, undertaken by Bonhams upon a successful sale, to facilitate the registration of the machine here in the UK.For further information on this lot please visit Bonhams.com

c.1954 Ducati 98 Super Sport (see text)Frame no. 14027Engine no. 10075Ducati's first departure from the Cucciolo-type engine was the '98', which took its name from the engine's cubic capacity. Introduced in 1952, the 98 featured an overhead-valve four-stroke engine with forward-inclined cylinder and integral three-speed gearbox, which was carried in a pressed-steel, spine-type frame. Variations were not long in coming: 98N, 98T, 98TL and 98 Sport models being introduced over the next couple of years, the latter being Ducati's first truly sporting motorcycle. First seen in 1953, the 98 Sport featured dropped 'bars and a sporty-looking fuel tank, while the up-rated engine incorporated a four-speed gearbox and finned oil cooler in front of the crankcase. Produced only during 1954/1955, the Super Sport featured a slightly more powerful engine, new suspension, and a handlebar-mounted fairing. Incomplete and offered for restoration, this rare machine is believed to be a Ducati Super Sport, albeit minus fairing. The machine comes with an Italian registration document (1960).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.This lot is subject to the following lot symbols: NN If purchased by a UK resident, this machine is subject to a NOVA declaration, undertaken by Bonhams upon a successful sale, to facilitate the registration of the machine here in the UK.For further information on this lot please visit Bonhams.com

c.1953 Ducati 98Frame no. 12020Engine no. 18144Ducati's first departure from the Cucciolo-type cyclemotor engine was the '98', which took its name from the engine's cubic capacity and like its immediate predecessor – the Ducati 60 – had been designed by Giovanni Fiorio. Introduced in 1952, the 98 featured an overhead-valve four-stroke engine with forward-inclined cylinder and integral three-speed gearbox, which was carried in a new pressed-steel, spine-type frame. Suspension was by swinging arm and shock absorbers at the rear, and what would nowadays be termed a USD (upside down) fork at the front. Variations were not long in coming: 98N, 98T, 98TL and 98 Sport models being introduced over the next couple of years, the latter being Ducati's first truly sporting motorcycle. Rusty and incomplete, this rare early Ducati 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.Lot to be sold without reserve.This lot is subject to the following lot symbols: NN If purchased by a UK resident, this machine is subject to a NOVA declaration, undertaken by Bonhams upon a successful sale, to facilitate the registration of the machine here in the UK.For further information on this lot please visit Bonhams.com

c.1956 Mariani ProjectFrame no. unable to locateEngine no. unable to locateAccording to Tragatsch, Mariani (Società Italiana Motocicli a Nafta Mariani) was extant from 1930 to 1934 and built interesting 496cc single-cylinder sidevalve machines supplied with two valves for petrol or three valves for running on naphtha. Mariani is described in the Wheels of Italy database as 'not well known', which seems an understatement to say the least. However, the company, which was founded in Milan by Enrico Mariani, must have existed for far longer than a few years in the 1930s, as the Mariani motorcycle offered here obviously dates from the mid/late 1950s. Incomplete and offered for restoration, the machine is powered by an overhead-camshaft twin-cylinder engine of 250cc, while the gearbox appears to be either integral or directly bolted on. 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.This lot is subject to the following lot symbols: NN If purchased by a UK resident, this machine is subject to a NOVA declaration, undertaken by Bonhams upon a successful sale, to facilitate the registration of the machine here in the UK.For further information on this lot please visit Bonhams.com

c.1962 MV Agusta 99cc Checca GT SportFrame no. MVGTE 580913Engine no. S-580878MV's only new introduction for 1960, the Checca was offered in two engine capacities: 83cc and 99cc, its single-cylinder overhead-valve power unit being based on that of the 125 introduced for the previous year. Built in unit with a four-speed gearbox, the Checca engine went into MV's familiar set of lightweight cycle parts. Three models were offered: the 83cc GT; 99cc GT Extra; and 99cc GT Sport, the latter featuring a slightly more powerful engine. Like their larger siblings, the small MVs were very expensive, typically costing as much as a British 500 in the UK, which explains why so few of these the exquisitely engineered little bikes were sold in this country. An inexpensive route to MV ownership and a potentially most rewarding project, this apparently original and complete Checca GT Sport displays a total of 16,026km (9,958 miles) on the odometer and is offered for restoration. 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.This lot is subject to the following lot symbols: NN If purchased by a UK resident, this machine is subject to a NOVA declaration, undertaken by Bonhams upon a successful sale, to facilitate the registration of the machine here in the UK.For further information on this lot please visit Bonhams.com

c.1958 MV Agusta 83cc OttantatreFrame no. 83-551179Engine no. 83-551165After the launch of its first production four-stroke (a 175cc single) in 1952, MV followed up with a succession of related models. The smallest of these was the Ottantatre (the name means '83', referring to both the engine's capacity in cubic centimetres and the model's dry weight in kilograms) which featured an overhead-valve engine with inclined cylinder, suspended beneath a spine-type frame. The engine's maximum output of 3.69bhp was transmitted via a three-speed gearbox, giving a top speed of around 45mph, though the Ottantatre's exceptional frugality – up to 200mpg was claimed – would have been of greater interest to the majority of potential customers. Like their larger siblings, the small MVs were relatively expensive, which explains why so few of these the exquisitely engineered and undeniably very pretty little bikes were sold in the UK. This Ottantatre 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.Lot to be sold without reserve.This lot is subject to the following lot symbols: NN If purchased by a UK resident, this machine is subject to a NOVA declaration, undertaken by Bonhams upon a successful sale, to facilitate the registration of the machine here in the UK.For further information on this lot please visit Bonhams.com

c.1958 MV Agusta 83cc OttantatreFrame no. 83-551038Engine no. 83-551059After the launch of its first production four-stroke (a 175cc single) in 1952, MV followed up with a succession of related models. The smallest of these was the Ottantatre (the name means '83', referring to both the engine's capacity in cubic centimetres and the model's dry weight in kilograms) which featured an overhead-valve engine with inclined cylinder, suspended beneath a spine-type frame. The engine's maximum output of 3.69bhp was transmitted via a three-speed gearbox, giving a top speed of around 45mph, though the Ottantatre's exceptional frugality – up to 200mpg was claimed – would have been of greater interest to the majority of potential customers. Like their larger siblings, the small MVs were relatively expensive, which explains why so few of these the exquisitely engineered and undeniably very pretty little bikes were sold in the UK. This Ottantatre 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.Lot to be sold without reserve.This lot is subject to the following lot symbols: NN If purchased by a UK resident, this machine is subject to a NOVA declaration, undertaken by Bonhams upon a successful sale, to facilitate the registration of the machine here in the UK.For further information on this lot please visit Bonhams.com

1954 Motom 163cc DelfinoFrame no. 30A 3250Engine no. unable to locateFounded in Italy in 1945 and active until the early 1970s, Motom was unusual among European manufacturers of mopeds and ultra-lightweight motorcycles in preferring the four-stroke engine rather than the ubiquitous two-stroke. Pressed-steel spine frames were another Motom trademark although, as time progressed, models with tubular frames were introduced and proprietary Peugeot and Zündapp two-stroke engines adopted. The post-war scooter boom influenced certain motorcycle manufacturers, particularly in Italy, giving rise to strange-looking hybrids such as the Aermacchi Chimera, Moto Guzzi Galletto, MV Agusta Pullman, and Motom Delfino. Looking like something out of Flash Gordon, the futuristic Delfino (Dolphin) featured an enclosed fan-cooled engine, voluminous mudguards, and 15'-diameter wheels. The engine's eight horsepower were delivered to the road via a four-speed gearbox, and a top speed of 90km/h (56mph) was claimed. An older restoration by a specialist, this rare Motom Delfino displays a total of 3,639km on the odometer and comes with an operating and maintenance 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.This lot is subject to the following lot symbols: NMT NNMT Motor vehicle lots marked 'NMT' originate from or are registered in another EU member state and have 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 If purchased by a UK resident, this machine is subject to a NOVA declaration, undertaken by Bonhams upon a successful sale, to facilitate the registration of the machine here in the UK.For further information on this lot please visit Bonhams.com

1957 Berneg 160 IrideaFrame no. unable to locateEngine no. 20175Founded in Casalecchio di Reno near Bologna, Berneg exhibited its first motorcycle at the Milan Trade Fair in 1955. Sold as the Rainbow, this machine was powered by a 158cc twin-cylinder overhead-camshaft engine designed by FB Mondial engineer, Alfonso Drusiani. The four-speed gearbox was integral with crankcase and this advanced power unit was all aluminium apart from the cast-iron cylinder block. Later Berneg models such as the Fario were powered by a 173cc development of the same engine. By 1959, only the Fario Gran Turismo and Sport were listed, and in 1962 the company, whose products had always been built to the highest standards, closed its doors for the last time. Currently showing 448km on the odometer, this motorcycle from one of Italy's more obscure makes is an older restoration purchased from a collector in Udine, Italy. 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.This lot is subject to the following lot symbols: NN If purchased by a UK resident, this machine is subject to a NOVA declaration, undertaken by Bonhams upon a successful sale, to facilitate the registration of the machine here in the UK.For further information on this lot please visit Bonhams.com

1976 Gilera 50cc CB1Frame no. none visibleEngine no. 6638Taken over by Piaggio in 1969, Gilera displayed an entirely new range of models at the Milan Show in November 1971 ranging in size from 50cc to 175cc. The smaller motorcycles and mopeds shared the same all-new 50cc single-cylinder air-cooled two-stroke engine, which came in different states of tune and with either four or five speeds in the gearbox depending on the model. Offered here is the Gilera CB1 moped, a machine undeniably stylish despite the fact that the designer had such limited material to work with, but then it is Italian. Surely no model from any manufacturer better embodied the idea of the 'funky moped' than the gorgeous CB1? This example currently displays a total of 24,511km (15,231 miles) on the odometer and is presented in un-restored age-related condition. 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.This lot is subject to the following lot symbols: NN If purchased by a UK resident, this machine is subject to a NOVA declaration, undertaken by Bonhams upon a successful sale, to facilitate the registration of the machine here in the UK.For further information on this lot please visit Bonhams.com

1981 Moto Guzzi 125cc 2C 4TFrame no. BV 11505Engine no. BV 11552During the 1970s, Benelli and Moto Guzzi were owned by Alejandro De Tomaso, a situation that resulted in the two marques sharing a number of lightweight models, the only discernible difference being the badge. Thus the Benelli 2C two-stroke twin and 254 four-stroke four-cylinder models both appeared with Moto Guzzi badges. The machine offered here is an example of Guzzi's 2C 4T, the twin-cylinder engine of which was effectively half the Benelli 254's. Air-cooled, it was built along typically Japanese lines, boasting a chain-driven single-overhead camshaft, two valves per cylinder, and an integral five-speed gearbox. The Guzzi's angular lines had been penned by the celebrated car stylist Giorgetto Giugiaro, then going through what is known as his 'folded paper' period. This example currently displays a total of 9,553km (5,936 miles) on the odometer and is presented in believed original condition. The machine is offered with its original Italian registration 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.This lot is subject to the following lot symbols: NN If purchased by a UK resident, this machine is subject to a NOVA declaration, undertaken by Bonhams upon a successful sale, to facilitate the registration of the machine here in the UK.For further information on this lot please visit Bonhams.com

1956 Pegaso 48ccFrame no. 4294Engine no. 56/3769Not to be confused with Spanish car manufacturer of that name, Pegaso (Pegasus) motorcycles were manufactured in Milan by SIM (Società Italiana Motori), which had been founded by former employees of Motom. The company concentrated on the 50cc class and was unusual in favouring the four-stroke engine rather than the category's ubiquitous two-stroke. Mopeds and motorcycles were manufactured, all powered by essentially the same 48cc overhead-valve engine with integral three-speed gearbox. Most models featured pressed steel spine frames, telescopic forks and swinging-arm rear suspension. Pegaso was active between 1955 and 1964. This rare Italian ultra-lightweight was restored for Mr Morbidelli by a specialist. There is no registration document 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.This lot is subject to the following lot symbols: NN If purchased by a UK resident, this machine is subject to a NOVA declaration, undertaken by Bonhams upon a successful sale, to facilitate the registration of the machine here in the UK.For further information on this lot please visit Bonhams.com

1972 Honda CB350FFrame no. CB350F 1062910Engine no. 1063042Honda 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. 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. Currently displaying a total of 34,602km (21,502 miles) on the odometer, this example of a Honda only rarely seen in the UK was purchased in its present un-restored condition. The machine is offered with an Italian registration document and a photocopied workshop 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.This lot is subject to the following lot symbols: NN If purchased by a UK resident, this machine is subject to a NOVA declaration, undertaken by Bonhams upon a successful sale, to facilitate the registration of the machine here in the UK.For further information on this lot please visit Bonhams.com

A NSU Two-stroke engine and NSU gearboxengine number 152790, some damage to front engine crankcase mounting, together with a NSU gearbox numbered 19930, fitted with a carburettor and clutch, mounted on base, condition and completeness unknown, close inspection advised. (2)Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

Only 1.9 'push' kilometres from new 1997 Honda CB50 DreamFrame no. AC15-1000488Engine no. AC15E-1000497A miniature masterpiece, the CB50 Dream was conceived to commemorate Honda's early racing history in the 'tiddler' class, which commenced on the latter's 1962 inauguration with the RC110. Part way through the 1962 season, Honda introduced a customer version: the CR110. The single-cylinder CR110 featured twin overhead camshafts and four tiny valves; its maximum power output of 8.5bhp arrived at 13,500rpm, while there were eight speeds in the gearbox. Introduced in 1997, its modern equivalent - the CB50 Dream - produces 7.0bhp at 13,500rpm with maximum revs a further 1,000 up the scale. The gearbox is a six-speeder and the Dream weighs in at an anorexic 157lbs dry. Immensely popular in Japan, the Dream 50 has been produced in various versions over the years, spawning an entire cottage industry of accessory and component suppliers. Displaying only 1.9km on the odometer, this early example was purchased new from Honda and is offered with an original manufacturer's brochure.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.This lot is subject to the following lot symbols: NMT NNMT Motor vehicle lots marked 'NMT' originate from or are registered in another EU member state and have 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 If purchased by a UK resident, this machine is subject to a NOVA declaration, undertaken by Bonhams upon a successful sale, to facilitate the registration of the machine here in the UK.For further information on this lot please visit Bonhams.com

1947 Sertum 250cc VT4Frame no. 80788Engine no. 50788Founded in 1922 in Milan, engineer Fausto Alberti's factory specialised in the manufacture of industrial engines and out board motors before producing its first motorcycle under the Sertum brand name - a 175cc single-cylinder four-stroke - in 1932. Many types of machine were made during the 1930s, ranging from a humble 120cc two-stroke single to a sturdy 500cc unitary construction sidevalve twin. Sertums competed in many endurance trials, including the ISDT, proving quite successful in this role, and contracts were secured for the supply of machines to the Italian Army. Despite a reputation for first class quality, Sertum stopped production in 1952, its new models having failed to catch the imagination of the public, which was more interested in mopeds and scooters. The 250cc single-cylinder overhead valve VT4 model offered here is typical strongly built and well designed. Unitary construction of engine/gearbox, cast-iron cylinder barrel and head, friction-damped rear suspension, girder forks, and full-width alloy hubs are a few notable features. A maximum of 12bhp was claimed for the VT4, which was good enough for a top speed of 65mph (105km/h). This smartly turned-out VT4 has been restored by a specialist in Milan. 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.This lot is subject to the following lot symbols: NN If purchased by a UK resident, this machine is subject to a NOVA declaration, undertaken by Bonhams upon a successful sale, to facilitate the registration of the machine here in the UK.For further information on this lot please visit Bonhams.com

c.1952 Moto Guzzi 250cc AironeFrame no. MCD68Engine no. MCD91Moto Guzzi's origins can be traced back to WWI, when a trio of motorcycle enthusiasts serving with the Italian Air Force hatched a plan to start a business: Giorgio Parodi would secure the finance, Carlo Guzzi would design the machine, and Giovanni Ravelli would race it. Sadly, Ravelli died in a flying accident soon after the war's end, leaving Parodi and Guzzi to found what would become one of the most exalted of Italian marques. Carlo Guzzi's very first prototype motorcycle of 1919 was unconventional in so far as its 500cc single-cylinder engine was installed horizontally and built in unit with the gearbox, and although the company would eventual turn to other engine layouts, the 'flat single' had established itself as a Guzzi hallmark by the end of the 1930s. Guzzi recommenced production post-WW2 with range of updated pre-war designs, which in the case of the 250cc Airone (heron), first introduced in 1939, meant it gained a telescopic front fork, larger diameter brakes and an aluminium-alloy cylinder barrel and 'head. The Airone offered a 70mph top speed and the ability to cruise at 60mph all day, and remained a top-seller well into the 1950s. Believed to be an older restoration, this charmingly patinated Airone is offered with an Italian registration document issued in 1975 and other related paperwork.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.This lot is subject to the following lot symbols: NN If purchased by a UK resident, this machine is subject to a NOVA declaration, undertaken by Bonhams upon a successful sale, to facilitate the registration of the machine here in the UK.For further information on this lot please visit Bonhams.com

1950 MV Agusta 125cc 2T Racing MotorcycleFrame no. 1687Engine no. 206664Although best known for their four-cylinder four-strokes, MV Agusta built lightweights throughout its manufacturing career and in early days listed small two-strokes and even a scooter. Indeed, one of the marque's earliest Grand Prix results - 5th place in the Dutch 125 round in 1950 - was achieved by a two-stroke. The 125 MV stroker was powered by a neat unitary construction single-cylinder engine featuring detachable transfer ports, while the cycle parts comprised a duplex swinging-arm frame and blade-type girder forks. As soon as the 125cc roadster appeared, the factory began developing a racing version. Its shortcomings soon became apparent, leading to a hasty redesign, the most obvious evidence of which was a new cylinder head with greatly enlarged finning. In this form the MV 125 racer achieved its first major success, winning at the Grand Prix des Nations at Faenza in 1948. For 1949 there was an entirely new version, featuring a more streamlined engine, a four-speed gearbox (replacing the earlier three-speed) and a new frame with swinging-arm rear suspension. An ideal machine for privateers, the racing 125cc two-strokes were a major success, winning the arduous Milan-Taranto road race in 1950, '51 and '52. A four-speed model, this beautiful little MV racer was restored in the Morbidelli Museum's workshop. 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.This lot is subject to the following lot symbols: NN If purchased by a UK resident, this machine is subject to a NOVA declaration, undertaken by Bonhams upon a successful sale, to facilitate the registration of the machine here in the UK.For further information on this lot please visit Bonhams.com

1954 Norton 350cc Manx Model 40 Racing MotorcycleFrame no. J10M2 57851Engine no. J10M2 57851•Matching frame and engine numbers•Bought at a UK auction•Seemingly restored to a good standardDubbed '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. Built in 350cc and 500c versions, the two Manxes were designated Model 40 and Model 30 respectively. Norton's over-the-counter Manx racers were much the same as their pre-war counterparts, with single-overhead-camshaft engine, 'square' cylinder head finning, upright gearbox and plunger-suspended 'garden gate' frames. Only the presence of the hydraulically damped 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 cylinder head like that enjoyed by the works bikes for many years, but the major development was the arrival of the Featherbed frame for 1951. The works' adoption of the McCandless-designed duplex-loop swinging-arm chassis the previous year had given the Nortons a new lease of life in Grand Prix racing, and Geoff Duke duly took both the 350cc and 500cc world titles in 1951. The cycle parts remained essentially unchanged from then on apart from the adoption of a double-sided, twin-leading-shoe front brake for 1962. Manx engine development though, continued steadily, latterly under Doug Hele's direction until production ceased at the end of '62, among the most significant design changes being the adoption of 'square' bore and stroke dimensions for 1954, facilitating the use of larger valves, and a switch to coarser-pitch bevel teeth in 1957.The vicissitudes of racing being what they are – crashes, blow-ups, rebuilds, engine swaps, etc – it is not surprising that so many old racing motorcycles no longer have their original engines, a state of affairs that makes this 'matching-numbers' Manx somewhat of a rarity. Seemingly restored to a good standard, this Model 40 Manx was in its present condition when purchased at a UK auction. The factory records state that the machine was dispatched on 9/4/54 to H&M (possibly Hazell and Moore of New South Wales, Australia). Otherwise nothing is known of the machine's racing history (if any) and there are no documents present.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.This lot is subject to the following lot symbols: NN If purchased by a UK resident, this machine is subject to a NOVA declaration, undertaken by Bonhams upon a successful sale, to facilitate the registration of the machine here in the UK.For further information on this lot please visit Bonhams.com

A Laverda engine/gearbox unitengine number *552842* S, with DellOrto carburettor attached, condition and completeness unknown, close inspection advised. Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

c.1950 AJS 7R 350cc Racing MotorcycleFrame no. 11 (see text)Engine no. 50/7R 847•Iconic over-the-counter racer•An older restoration•Bought from a well-known British marque specialistBuilt 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 dimensions 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. Since the AMC factory records have been lost, nothing is known of the history of the 7R on offer, which had already been restored when Giancarlo Morbidelli bought it from a well-known British marque specialist. It should be noted that the frame number stamping is believed to be non-factory; accordingly, prospective purchasers should satisfy themselves with regard to the correctness or otherwise of this motorcycle's components prior to bidding. Sold strictly as viewed, the machine comes with a photocopied spares list and some other model-related literature. 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.This lot is subject to the following lot symbols: NN If purchased by a UK resident, this machine is subject to a NOVA declaration, undertaken by Bonhams upon a successful sale, to facilitate the registration of the machine here in the UK.For further information on this lot please visit Bonhams.com

A Laverda engine/gearbox unitengine number *543455* S, with DellOrto carburettor attached, condition and completeness unknown, close inspection advised. Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

A Moto Parilla 175cc engine and gearbox unitengine number 405281, fitted with carburettor and mounted on base, condition and completeness unknown, close inspection advised. Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

c.1954 Ducati 125cc Gran Sport 'Marianna'Frame no. 515Engine no. 515•Rare competition model•Designed by Fabio Taglioni•Restored by Giancarlo Morbidelli'The Gran Sport, particularly in 100 and 125cc versions, was incredibly successful between 1955 and 1958, and even after it was replaced by the F3 many riders in Italy continued to campaign the Gran Sport. As it was hand-built and produced in very small numbers for Italian racing, the Gran Sport is rarely seen today outside Italy.' – Ian Falloon, Standard Catalog of Ducati Motorcycles. Its senior management having decided that racing success was the best way to promote the fledgling manufacturer, Ducati recruited engineer Fabio Taglioni, formerly with Ceccato and Mondial, to oversee its racing and development programmes. Commencing work in May 1954, Taglioni designed the first of Ducati's now legendary sporting singles: the 100 Gran Sport, nicknamed 'Marianna', which made its racetrack debut in 1955. The existing 98cc overhead-valve engine had reached the limit of its development, at least as far as racing was concerned, hence the need for a design with greater potential. The Gran Sport's overhead cam was driven by a vertical shaft and bevel gears, and this method was carried over to Ducati's twin-cam (bialbero) and triple-cam (trialbero) racers, the latter featuring Taglioni's famous 'desmodromic' method of valve actuation that dispensed with springs. Incorporating a four-speed gearbox, the Gran Sport engine was carried in a simple single-downtube frame and acted as a stressed member.Apart from the Italian Grand Prix, the most important motorcycle races in Italy at this time were the long-distance events, held on public roads, such as the Moto Giro d'Italia and Milan-Taranto. Hence even competition-orientated models like the Marianna had to have lights and a horn, as required by the FMI (Italian Motorcycle Federation) regulations. Almost all the Italian manufacturers contested these events, victory bringing with it much valuable publicity. Ducati's overhead-valve racers had been outclassed by the Laverdas in 1954, but from the time of its arrival the 'Marianna' proved unbeatable in its class. This rare Ducati Gran Sport 'Marianna' was restored by Giancarlo Morbidelli. 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.This lot is subject to the following lot symbols: NN If purchased by a UK resident, this machine is subject to a NOVA declaration, undertaken by Bonhams upon a successful sale, to facilitate the registration of the machine here in the UK.For further information on this lot please visit Bonhams.com

1965 Ducati 125cc Four-cylinder Grand Prix Racing MotorcycleFrame no. 1400.1.601Engine no. DM125/MS2•Unique machine•Original engine and frame•Rebuilt in the Morbidelli Museum's workshop•Has been runOne of motorcycle racing's many 'might-have-beens', the unique machine offered here is Ducati's fabled 125cc four-cylinder Grand Prix racer, which took so long to develop that it had been rendered obsolete by the time the project was completed. Its senior management having decided that racing success was the best way to promote the fledgling manufacturer, Ducati recruited engineer Fabio Taglioni, formerly with Ceccato and Mondial, to oversee its racing and development programmes. Commencing work in May 1954, Taglioni designed the first of Ducati's now legendary sporting singles: the 100 Gran Sport, nicknamed 'Marianna', which made its racetrack debut in 1955. The Gran Sport's overhead cam was driven by a vertical shaft and bevel gears, and this method was carried over to Ducati's 125cc twin-cam (bialbero) and triple-cam (trialbero) racers, the latter featuring Taglioni's famous 'desmodromic' method of valve actuation that dispensed with springs.Having relied hitherto on single-cylinder designs for the 125 class, Ducati introduced a 125 twin at Monza in 1958, the final round of that year's World Championship. Although the Ducati 125s proved capable of winning Grands Prix, they lacked the consistency to challenge the dominant MVs for World Championship honours. And when the Japanese manufacturers arrived en masse in the early 1960s, bringing multi-cylinder technology to the lightweight classes, the writing seemed well and truly on the wall for the European opposition. Hence Taglioni's decision to build a 125 four.Faced with mounting financial difficulties, Ducati withdrew its works team from Grand Prix racing at the end of 1959, which may explain the project's apparent lack of urgency. It would not be resurrected until 1964, and only then at the behest of Ducati's Spanish subsidiary, Moto Trans. In its 16th June 1965 edition, Motor Cycle News reported that, following extensive bench tests, the machine had been tried recently by Ducati's test rider, former racer Franco Farne.However, by this time Honda had been running a similar machine for almost two years and in '66 debuted a five-cylinder 125, moving the game out of Ducati's reach. Although the tests were deemed successful, the 125 four was never raced; instead it was reduced to touring motorcycle shows around Europe, including London's Earls Court in 1966 and '67. Nevertheless, this machine is notable in several ways, being Ducati's first four-cylinder motorcycle and its first to use four valves per cylinder, albeit closed by springs rather than desmodromically. Like the two Honda 125s, the Ducati was equipped with an eight-speed gearbox.How Ducati's 125 four ended up behind the Iron Curtain remains a mystery, for that is where it would be rediscovered decades later. The engine turned up in the Technical Museum in Riga, Latvia while the frame was found in former Yugoslavia. When Giancarlo Morbidelli was managing his factory, he travelled widely throughout Europe, which is how he found the engine. The frame, though, had been purchased towards the end of the 1960 by Gilberto Parlotti, who fitted a different Ducati engine. Among other places, Parlotti raced the machine in Yugoslavia, which is how the frame ended up there. It was discovered by one of Mr Morbidelli's friends, who did not recognise it; Franco Farne confirmed its identity.Its major components reunited, the Ducati 125 four was rebuilt by Giancarlo Morbidelli and his team. The fuel tank was made by Mr Morbidelli himself, as were other parts (the Museum curator remembers finding Mr Morbidelli in the factory on Christmas Day, working on the tank!) while the brakes, forks, hubs, etc used in the rebuild are of correct type. A wonderful monument to the engineering genius of Fabio Taglioni, the machine has been run since the restoration's completion but most of the time has been kept on display. Accompanying documentation consists of a selection of photographs and copies of marque-related literature (in Italian, German, and English).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: NN If purchased by a UK resident, this machine is subject to a NOVA declaration, undertaken by Bonhams upon a successful sale, to facilitate the registration of the machine here in the UK.For further information on this lot please visit Bonhams.com

A Moto Morini P/4 engine and gearbox unitfitted with a carburettor, mounted on base, condition and completeness unknown, close inspection advised. Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

1962 Honda CR110 50cc Racing MotorcycleFrame no. CR110-20213Engine no. CR110E-20244•Iconic privateer racing motorcycle•Restored in Italy•Genuine Honda saddle cover'Not only did they epitomise the virtues of a racing motorcycle, being small, light, fast and simple, but they handled wonderfully well, and if properly (and rather expensively) maintained they were remarkably reliable.' – Brian Woolley on the Honda CRs, Directory of Classic Racing Motorcycles. Little more than one year after its breakthrough first success at World Championship level in 1961, Honda made its state-of-the-art Grand Prix technology available to privateers in the form of the 50cc CR110 and 125cc CR93 over-the-counter racers. Like their works equivalents, the 50cc single and 125cc twin employed gear-driven double overhead camshafts and four valves per cylinder, this combination of tiny cylinders and minuscule valves enabling them to rev safely well into five figures, the CR110's maximum power of 8.5bhp arriving at a then stratospheric 13,500rpm. Both models employed a tubular steel frame, devoid of lower rails, to which was attached a conventional set of cycle parts, and while the '50' boasted no fewer than eight gears in the gearbox, the more tractable '125' made do with six. First made available in 1962, the duo immediately achieved a dominance of their respective classes that would last for many years. Only a relative handful of CRs was imported into the UK yet they had a considerable impact on the domestic scene, with many stars of the future, including Bill Ivy, Jim Curry, Rod Scivyer and sidecar champion Chris Vincent, gaining their early experience aboard the diminutive Hondas. We are advised that Giancarlo Morbidelli was able to buy a genuine saddle cover from Honda for this highly original CR110. Restored in Italy, it represents a wonderful opportunity to acquire one of these jewel-like masterpieces, which are highly sought after today by classic racers and collectors alike. The machine is offered with a photocopied parts list (in English).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.This lot is subject to the following lot symbols: NN If purchased by a UK resident, this machine is subject to a NOVA declaration, undertaken by Bonhams upon a successful sale, to facilitate the registration of the machine here in the UK.For further information on this lot please visit Bonhams.com

1962 Honda CR93 125cc Racing MotorcycleFrame no. obscuredEngine no. CR93E-3100112•Iconic privateer racing motorcycle•Restored in Italy•Genuine Honda saddle cover'It was robustly reliable, steered and handled to perfection, was, if anything, over-braked, and would exceed 100mph. At a stroke it made all other 125cc machinery in Britain obsolete. The CR93 was not cheap but it was, quite simply, built to exactly the same high standard as Honda's own racing machinery.' - Brian Woolley, Classic Racer magazine. Just one year after its breakthrough first success at World Championship level in 1961, Honda made its state-of-the-art Grand Prix technology available to privateers in the form of the 50cc CR110 and 125cc CR93 over-the-counter racers. Like their works equivalents, the 50cc single and 125cc twin employed gear-driven double overhead camshafts and four valves per cylinder, this combination of tiny cylinders and minuscule valves enabling them to rev safely well into five figures, the CR93's ceiling being a then stratospheric 13,000rpm with maximum power of 16.5bhp arriving at 11,500 revs. Both models employed a tubular-steel frame, devoid of lower rails, to which was attached a conventional set of cycle parts, and while the 50 boasted no fewer than eight gears in the gearbox, the more tractable 125 made do with six. First made available in 1962, the duo immediately achieved a dominance of their respective classes that would last for many years, and countless stars of the future, including Bill Ivy, Jim Curry, Rod Scivyer and sidecar champion Chris Vincent, gained their early experience aboard the diminutive CRs. Only 40-or-so CR93s were imported into the UK and today they are highly sought after by classic racers and collectors alike. We are advised that Giancarlo Morbidelli was able to buy a genuine saddle cover from Honda for this highly original CR93. Restored in Italy, it represents a wonderful opportunity to acquire one of these jewel-like masterpieces, which are highly sought after today by classic racers and collectors alike. The machine is offered with a photocopied parts list (in English).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.This lot is subject to the following lot symbols: NN If purchased by a UK resident, this machine is subject to a NOVA declaration, undertaken by Bonhams upon a successful sale, to facilitate the registration of the machine here in the UK.For further information on this lot please visit Bonhams.com

1979 Benelli 900cc SeiFrame no. BO 11071Engine no. BGBO 11049Despite a racing heritage second to none, Benelli was in trouble by the late 1960s, falling into the clutches of Argentinian industrialist Alejandro De Tomaso in 1971. Under De Tomaso's stewardship the revitalised company was soon grabbing the headlines with a host of new models, none more startling than the 750cc Sei (Six) of 1972, the world's first six-cylinder production motorcycle. Deliveries began in 1974, but the Benelli was soon overshadowed by Honda's own CBX1000 six. The Italian company responded in 1980 with the 900 Sei, improving the crankshaft and gearbox - weaknesses of the 750 – at the same time. Power went up to 80bhp, weight decreased, and the factory claimed a top speed for its new superbike of 134mph. The cycle parts too came in for revision, the 900 boasting cast alloy wheels and a rear disc brake in place of the discontinued 750's wires and drum brake. Sadly, the 900 had lost its predecessor's gorgeous sextet of exhaust pipes, but the upside was greatly improved ground clearance. Production of the 900 Sei ceased in 1987. Currently displaying a total of 6,727km (4,180 miles) on the odometer, this Benelli 900 Sei was in its present condition when purchased for the Morbidelli Museum some 30 years ago. 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.This lot is subject to the following lot symbols: NN If purchased by a UK resident, this machine is subject to a NOVA declaration, undertaken by Bonhams upon a successful sale, to facilitate the registration of the machine here in the UK.For further information on this lot please visit Bonhams.com

1973 MV Agusta 350BFrame no. MV350B 2130107Engine no. MV 2130101Although better known for their racing and road-going four-cylinder machines, MV Agusta also built a range of stylish single- and twin-cylinder sports bikes throughout the 1950s, '60s and '70s. They were intermittently available in Britain throughout this period but were expensive and never top sellers. Introduced at the Milan Show in 1971, MV's first production 350 roadster was basically an over-bored version of the existing 250B model that had been around since 1967. Of unitary construction, the engine was a compact, twin-cylinder, overhead-valve unit featuring twin Dell'Orto carburettors, geared primary drive, and a five-speed gearbox. Claimed maximum power was 28bhp at 7,600rpm and the top speed in excess of 90mph. Two versions were made: the 350GT tourer and 350B sports roadster, both of which were updated with 12-volt electrics and electronic ignition in October 1972. They were replaced by restyled, 'square case' 350 GT/Sport equivalents for 1975. The basic engine architecture remained unchanged, but power went up to 34bhp at 8,500 revs with a commensurate increase in performance. Currently displaying a total of 48,232km (29,971 miles) on the odometer, this 350 Sport had already been restored when it was purchased for the Morbidelli Museum. 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.This lot is subject to the following lot symbols: NN If purchased by a UK resident, this machine is subject to a NOVA declaration, undertaken by Bonhams upon a successful sale, to facilitate the registration of the machine here in the UK.For further information on this lot please visit Bonhams.com

The ex-Giacomo Agostini 1976 Morbidelli 250cc Grand Prix Racing MotorcycleFrame no. noneEngine no. none•One of two specially built for Giacomo Agostini•Bimota frame•Rebuilt in the Morbidelli Museum's workshop circa 12 years agoBy 1976 the great Giacomo Agostini had 15 World Championships to this name – all in the 350 and 500 classes – and at the age of 33 was nearing the end of a career of unprecedented success. In what would turn out to be his penultimate season of Grand Prix racing, Ago rode MV Agusta and Suzuki machinery in the 500 category and an MV in the 350 class. He would achieve two victories that year: at Assen aboard the 350 MV, and at the Nürburging on the 500 MV, the latter being the Italian manufacturer's last-ever Grand Prix victory. He retired at the end of the 1977 season having finished 6th in the 500 class for Yamaha.Rewinding to 1976: in the summer Ago had been offered what was then a colossal amount of money for a one-off appearance – reportedly £5,000 – to compete at an international meeting at Misano. To maximise the return on their investment, the organisers wanted Ago out in every race; he had bikes for the 500 and 350 events, but nothing for 250, a class he had last contested at Grand Prix level back in 1964 when contracted to Moto Morini. As the leading Italian manufacturer, Morbidelli was approached to provide him with suitable machinery; two machines were prepared for the Italian champion, the one offered here being his spare bike. The Misano meeting was held on 3rd August, there being three races on the calendar: for 500, 350 and 250cc machines. Ago won the 500 race on a Suzuki, finished 2nd in the 350 event on an MV, and came home 2nd in the 250 race on the Morbidelli, beaten by Yamaha-mounted Franco Uncini. Morbidelli's first Grand Prix contender for the 250 class had appeared partway through the 1976 season ridden by factory rider, Paolo Pileri. It followed the pattern established by Morbidelli's highly successful 125 twin: water-cooling, disc-valve induction, and a six-speed gearbox. Various frames were experimented with, including a mono-shock design by Bimota (as seen in the machine offered here), which featured the Rimini firm's characteristically lengthy swinging arm pivoting concentrically with the gearbox sprocket (it is said that the two frames supplied by Bimota cost Morbidelli approximately 30,000 lire). A maximum output of 64bhp was claimed for Morbidelli's 250, which was good enough for a top speed, depending on gearing, of around 160mph. The 250 made its racing debut at the Belgian Grand Prix in 1976 when Pileri brought it home in 2nd place behind reigning World Champion Walter Villa's Harley-Davidson. The following year Morbidelli achieved its only World Championship in the 250 category courtesy of Mario Lega, who, although he won only one race, consistently finished in the points throughout the season. Development of the Morbidelli 250 continued into the 1980s under its associated MBA brand name, though these machines were intended for supply to customers rather than for the works team. The machine offered here was reconstructed from original parts around 12 years ago by Giancarlo Morbidelli and one of the team's former race engineers, Franco Dionigi. It should be noted that the colour scheme is incorrect and that there is no radiator fitted (technical drawings and sketches of the radiator are included in the sale). 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: NN If purchased by a UK resident, this machine is subject to a NOVA declaration, undertaken by Bonhams upon a successful sale, to facilitate the registration of the machine here in the UK.For further information on this lot please visit Bonhams.com

The ex-Tarquinio Provini, 1964 Spanish Grand Prix-winning 1964 Benelli 250cc Grand Prix Racing MotorcycleFrame no. T.X.1Engine no. not visible•Ultra-rare works bike•Purchased in component form from the Benelli family•Restored in the Morbidelli Museum's workshopWhen, in 1960, Benelli was forced to acknowledge that it needed a multi-cylinder machine to remain competitive in Grand Prix racing's 250cc class, the Italian firm was able to draw on past experience of this type if machine, having constructed a 'blown' quarter-litre four in 1939. Although it was first seen in 1960, the 250 Benelli four did not race competitively until April 1962, when Silvio Grassetti debuted the bike at Imola. Although eliminated by a bent valve in that first race, Grassetti stunned the racing world a week later at Cesenatico, beating the seemingly invincible works Hondas of Jim Redman and Tom Phillis. Development continued into 1965, an eight-speed gearbox being new for that season, but by now Honda were fielding a six-cylinder 250 ridden by the best rider in the world: Mike Hailwood. Spreading its limited resources even more thinly, Benelli pressed ahead with developing a 16-valve 350 and a 500. With its No. 1 rider Tarquinio Provini forced into premature retirement through injury, Benelli signed Renzo Pasolini, who promptly rewarded his new employers' faith by winning the 250 and 350 Italian Championships in 1968. By 1969 the last of the Japanese manufacturers had pulled out of the World Championships, clearing the way for the Benelli fours to grab a slice of Grand Prix glory. Agostini and MV Agusta remained unassailable in the 350 and 500 classes at World Championship level, but in the 250 category Benelli eventually got the better of Kent Andersson's Yamaha and Santiago Herrero's Ossa, Kel Carruthers bringing the Championship back to Pesaro. There were sporadic appearances by the 350 and 500 fours over the next few years (four-cylinder 250s having been banned) but that glorious 1969 season effectively marked the end of Benelli's Grand Prix campaign. The Benelli racer offered here was used by the great Tarquinio Provini to win the Spanish Grand Prix at Montjuic Park, Barcelona in 1964, the second round of that year's World Championship. He completed three more GPs that season, finishing 4th at Assen and 5th in both the Belgian and German rounds, ending up 5th overall in the Championship at the season's end. The Provini machine's engine ended up being used in a road bike by Marco Benelli, from whom it was purchased by Giancarlo Morbidelli (the two men were friends). Other parts, including the frame, were bought from the Benelli family, and the machine was then restored in the Museum's workshop (Mr Morbidelli fabricated the exhaust system himself). The factory wanted the machine to be as fast as a cannonball, hence the drab iron-grey colour scheme. Accompanying documentation consists of a quantity of in-period and before/after restoration 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.This lot is subject to the following lot symbols: NN If purchased by a UK resident, this machine is subject to a NOVA declaration, undertaken by Bonhams upon a successful sale, to facilitate the registration of the machine here in the UK.For further information on this lot please visit Bonhams.com

1969 Derbi 125cc Grand Prix Racing MotorcycleFrame no. none visibleEngine no. none visible•Genuine ex-factory works machine•Reputedly ridden by Angel Nieto in the Spanish Championship•Restored conditionThe name 'Derbi' first appeared in the early 1950s on a motorcycle built by Nacional Motor SA of Barcelona, Spain. The latter company was an offshoot of Bicicletas Rabasa, one of Spain's largest cycle manufacturers, which had been founded by Simeon Rabasa Singla in the early 1920s. Its first powered two-wheelers were marketed as 'SRS' (the founder's initials) but soon took the name 'Derbi' (from the phrase, 'derivados de bicicletas'). Derbi began racing in Spanish national events in the early 1960s, graduating to the international scene in 1962 coincidentally with the introduction of a 50cc class at World Championship level. In 1968 Barry Smith achieved Derbi's first Grand Prix victory (albeit in a non-Championship event) and in '69 scored the marque's first World Championship success, taking the 50cc TT in the Isle of Man. Nevertheless, Derbi remained little known outside Spain until Angel Nieto took the World 50cc Championship in 1969, a feat he repeated for the Spanish marque in 1970 and '72 in addition to taking the 125cc title for them in 1971 and '72. (Lightweight motorcycles and mopeds, particularly the 50cc category, had always accounted for the bulk of Derbi's business, hence its concentration on these classes in road racing.) After the '72 season the factory took a sabbatical from Grands Prix, returning in the mid-1980s to provide Jorge Martinez with four World Championships that included his 80cc/125cc double in 1988. The fascinating machine offered here is one of Derbi's rarest racing motorcycles: the 125cc v-twin campaigned by the factory between 1967 and 1970. Designed by engineer and race chief, Francisco Tombas, the man responsible for Derbi's highly successful 50cc racers, the air-cooled twin-crankshaft v-twin consisted of two engines mounted horizontally one above the other on a common crankcase at a narrow-included angle. There were eight speeds in the gearbox, and by its final season the 125 twin was producing 32bhp. Despite its advanced specification, Derbi's first 125 was a disappointment with only one Grand Prix top-six placing to its credit. It was replaced with an all-new water-cooled parallel twin in 1970. This restored Derbi 125 is reputed to have been ridden by Angel Nieto in the Spanish Championship and has been signed by him on the fairing. The machine is offered with a selection of photographs of Derbi racing motorcycles and copies of correspondence between Giancarlo Morbidelli and the Derbi factory. 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.This lot is subject to the following lot symbols: NN If purchased by a UK resident, this machine is subject to a NOVA declaration, undertaken by Bonhams upon a successful sale, to facilitate the registration of the machine here in the UK.For further information on this lot please visit Bonhams.com

1961 Demm 50cc Bialbero Racing MotorcycleFrame no. none visibleEngine no. M2•Ultra-rare four-stroke 50cc racer•Purchased circa 25 years ago•Restored by a specialistThe Demm motorcycle company's origins date back to 1919 when Messrs Daldi and Matteucci established a small company in Milan - Società Anonima Daldi - to manufacture automotive components. In 1928 the company's name was changed to Officine Meccaniche Daldi e Matteucci and in 1939 to Demm (DEMM), an acronym for Daldi e Matteucci Milano. Production of motorcycles began around 1952/1953, by which time the firm had relocated to Porretta Terme, a town some 60 kilometres south west of Bologna, although its registered office remained in Milan. Demm concentrated on producing mopeds and lightweight motorcycles, adding three-wheelers to the range later on. Most of the mopeds were powered by engines of up to 75cc - both two-stroke and four-stroke - while there were also motorcycles powered by overhead-camshaft engines of 125cc and 175cc. In later years Demm concentrated on 50cc mopeds and ultra-lightweights, offering a bewildering plethora of models, often with quirky names. As well as producing complete machines, Demm was a major supplier of proprietary engines to other manufacturers. Although production of motorcycles and engines ended around 1983, Demm continued selling motorcycle-related products until 1988 when the decision was taken to concentrate on the gear-cutting side of its business. Demm was actively involved in competitions, setting 24 world speed records in the 50cc class in 1956 and winning the Italian Mountain Championship's 50cc category in 1961. The machine used to win that championship was a twin-overhead-camshaft four-stroke of advanced design. Slightly over-square with dimensions of 40mm/39mm bore/stroke, the single-cylinder Demm engine drove its upstairs camshafts via a vertical shaft and bevel gears and used an outside flywheel. The carburettor was a 16mm Dell'Orto with separate rubber-mounted float chamber, while other noteworthy features included twin-plug battery/coil ignition, geared primary drive, a multi-plate dry clutch, and an integral six-speed gearbox. This exquisite little power unit was carried in a duplex loop frame equipped with telescopic front fork and swinging-arm rear suspension, while the tyres were a skinny 2.00'x18'. Thus equipped, Demm's 50cc racer tipped the scales at only 55kg (121lb). It was rumoured at the time that Demm would move up to the international stage for 1962, the first year of the 50cc World Championship, but the marque appears to have had little impact outside of its native Italy. Purchased some 25 years ago, this ultra-rare 50cc racer was restored for Giancarlo Morbidelli by a specialist. The machine is offered with a selection of photographs and some photocopied period literature. 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.This lot is subject to the following lot symbols: NN If purchased by a UK resident, this machine is subject to a NOVA declaration, undertaken by Bonhams upon a successful sale, to facilitate the registration of the machine here in the UK.For further information on this lot please visit Bonhams.com

1973 Ringhini 50cc Grand Prix Racing MotorcycleFrame no. none visibleEngine no. none visible•Built by Franco Ringhini•One of a limited series•Beautifully restoredFranco Ringhini started his career at the Guazzoni factory, where he designed engines. Like many other small Italian concerns, Guazzoni concentrated its efforts on the ultra-lightweight market, and throughout the 1960s and into the 1970s produced a succession of stylish sports roadsters such as the Cadetti and Matta. Many of them used Ringhini-designed rotary-valve two-stroke engines with reversed cylinders (exhaust at the rear), a feature that became something of a company hallmark. Around 1968, Ringhini left Guazzoni to join Giancarlo Morbidelli's fledgling racing team. There he designed a succession of fast disc-valve two-strokes, which initially were raced at World Championship level by both their designer and Eugenio Lazzarini. Morbidelli's Ringhini-designed 50cc racer was the factory's first successful Grand Prix project, although the team collected points at only a handful of rounds in 1969. Lazzarini finished the season 21st in the World Championship with six points, while Ringhini finished 26th with five. Ringhini also designed Morbidelli's first 125cc racer, which Gilberto Parlotti rode to good effect in 1970, its debut year, winning that year's Czechoslovakian Grand Prix. At the end of the 1973 season, Ringhini was replaced as chief designer by Jorg Möller and left Morbidelli to set up his own team in Pesaro. Now independent, Ringhini created a limited series of 50cc racers such as the exquisite example offered here, and also supplied engines to other manufacturers such as Bimota. By this time, the FIM's rules for the 50cc category stipulated a single cylinder and a maximum of six speeds in the gearbox; Ringhini's design has bore/stroke dimensions of 40x39.6mm for a capacity of 49.7cc, and develops its maximum power output of 14bhp at 14,500rpm. Its cylinder inclined forwards, the engine is housed in a tubular steel frame with telescopic front fork and swinging-arm rear suspension, equipped with a 180mm double-sided front drum brake, 130mm single-sided rear brake and 18' wheels. The complete machine weighs in at a mere 60kg (132lb). Beautifully restored, this rare little beauty is presented in stunning condition. Its racing history, if any, is not known. 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.This lot is subject to the following lot symbols: NN If purchased by a UK resident, this machine is subject to a NOVA declaration, undertaken by Bonhams upon a successful sale, to facilitate the registration of the machine here in the UK.For further information on this lot please visit Bonhams.com

c.1969 Bultaco 125cc TSS Grand Prix Racing MotorcycleFrame no. B-600592Engine no. M-100155-6•Legendary TSS•Two stroke, water-cooled•Restored by a specialist for Mr MorbidelliSpurred on by the successes achieved by tuned versions of its first model, the Tralla 101, Bultaco went one stage further and developed its first purpose-built racing motorcycle: the legendary TSS, 125cc prototypes of which began testing in 1960. About as simple as a racing motorcycle can get, the air-cooled two-stroke single developed 20bhp initially, which proved sufficient to win races at national level worldwide and compete without embarrassment in Grands Prix, provided the rider had enough talent. It was demonstrably the best 125 that privateers could buy at the time. Self-generating electronic ignition, a six-speed gearbox, and water-cooling were the most significant advances, the latter arriving on customer bikes for 1965. Geared primary drive came later. Among the first racers to campaign the Spanish two-strokes in the UK were Tommy Robb and Dan Shorey, the latter taking the coveted ACU Star (British Championship) in the 125cc class in 1961. Armed with a 196cc TSS, Shorey enjoyed a phenomenal run of success in the 1962 250cc World Championship, twice finishing 4th behind a trio of works Hondas to end the year in 7th place overall. He also took the British 125cc and 250cc Championships that same year. This water-cooled (believed six-speed) TSS was restored by a specialist for Mr Morbidelli.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.This lot is subject to the following lot symbols: NN If purchased by a UK resident, this machine is subject to a NOVA declaration, undertaken by Bonhams upon a successful sale, to facilitate the registration of the machine here in the UK.For further information on this lot please visit Bonhams.com

1981 MBA 250cc Grand Prix Racing MotorcycleFrame no. MBA 275Engine no. MBA/E00102 103.02.2069•Customer version of the Morbidelli works machine•Purchased from the MBA factory•Un-restored conditionMBA (initially Morbidelli Benelli Armi and later Motori Benelli Armi) was founded towards the end of 1975 to manufacture production versions of Morbidelli's successful 125cc and 250cc Grand Prix racers. Morbidelli had been founded in Pesaro, Italy by Giancarlo Morbidelli whose line of business was manufacturing woodworking machinery, which provided the means to fund his passion for motorcycle racing. Morbidelli's first foray into Grand Prix racing came in 1969 with a 50cc single designed by Franco Rhingini, which was followed by a 125cc twin. Jorg Möller, previously with Kreidler, joined the team as chief engineer in 1974 and rewarded his employers with their first World Championship in '75, Paolo Pileri taking the 125cc title. Pileri was 125cc World Champion again in 1976. Morbidelli's first Grand Prix contender for the 250 class had appeared partway through the 1976 season ridden by factory rider, Paolo Pileri. It followed the pattern established by Morbidelli's highly successful 125 twin: water-cooling, disc-valve induction, and a six-speed gearbox. Various frames were experimented with, including a mono-shock design by Bimota. A maximum output of 64bhp was claimed for Morbidelli's 250, which was good enough for a top speed, depending on gearing, of around 160mph. The 250 made its racing debut at the Belgian Grand Prix in 1976 when Pileri brought it home in 2nd place behind reigning World Champion Walter Villa's Harley-Davidson. The following year would turn out to be Morbidelli's most successful, the Italian manufacturer taking the 125cc and 250cc World Championships with Pier Paolo Bianchi and Mario Lega respectively, while Eugenio Lazzarini added another 125cc title in 1978. By this time Morbidelli's joint venture with Benelli was well under way and more than half the 125cc grid at Grands Prix would be mounted on MBA machinery, a situation that continued well into the 1980s. Development of the Morbidelli 250 and 125 continued into the 1980s under MBA's auspices, though these machines were intended for supply to customers rather than for the works team. Nothing is known about the history of this particular machine, which was purchased from the MBA factory when it closed in 1987 and is presented in un-restored condition. 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.This lot is subject to the following lot symbols: NN If purchased by a UK resident, this machine is subject to a NOVA declaration, undertaken by Bonhams upon a successful sale, to facilitate the registration of the machine here in the UK.For further information on this lot please visit Bonhams.com

1984 Ufo 80cc Grand Prix Racing MotorcycleFrame no. unable to locateEngine no. unable to locateAn 'NIT' (Not In Tragatsch) make, Ufo was founded in San Lazzaro di Savena (Bologna) in 1976. The firm manufactured mopeds, mini-bikes and lightweight motorcycles powered by Minarelli engines but closed in the mid-1980s. Survivors of this little-known marque are rare. After 22 years in existence, Grand Prix racing's 50cc class was replaced in 1984 with a new category for 80cc machines, which like its predecessor gave small independent teams the opportunity to compete at the highest level of motorcycle sport. In its first year, the class attracted entries from little known manufacturers such as Seel Real, Ziegler, Harmsen and Lusuardi as well as from more established teams such as Zündapp, Casal, Derbi and Kreidler. This Ufo's racing history is not known, but an inspection of the Grand Prix results shows that Ufo scored no points in 1984, 1985 or 1986. The machine's specification is typical of the class, comprising a single-cylinder water-cooled engine with disc-valve induction and a six-speed gearbox, which is carried in an aluminium beam-type frame with mono-shock rear suspension. A maximum power output of 25bhp was claimed. This machine was purchased by Giancarlo Morbidelli circa 20 years ago in its present un-restored condition. 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.This lot is subject to the following lot symbols: NN If purchased by a UK resident, this machine is subject to a NOVA declaration, undertaken by Bonhams upon a successful sale, to facilitate the registration of the machine here in the UK.For further information on this lot please visit Bonhams.com

1952 Benelli 250cc Quattrovalvole Grand Prix Racing Motorcycle ProjectFrame no. unable to locateEngine no. A-25-10•Rare works machine•Experimental four-valves-per-cylinder design•Raced during the 1952 season only•Offered for restorationItaly's oldest surviving motorcycle manufacturer, Benelli was founded in Pesaro in 1911 by the six Benelli brothers, starting out as a general engineering firm repairing cars and motorcycles before turning to the manufacture of automotive and aircraft components in WWI. The firm diversified into the field of powered transport immediately after WWI, offering a two-stroke 'clip-on' power unit for attachment to a bicycle, and it was this 98cc engine, installed in a purpose-built set of cycle parts, that was used for the first proper Benelli motorcycle of 1921. A couple of years later Benelli had a 125cc model in the range, and it was one of these, bored out to 147cc for the 175cc class, on which youngest brother Antonio ('Tonino') Benelli made his racing debut. By 1927 Tonino was racing a 172cc Benelli equipped with single-overhead-cam engine, winning almost as he pleased to take that year's Italian Championship. The SOHC 175 was superseded by a short-stroke twin-cam version from which was developed the first racing 250 of 1935. By this time Benellis were winning classic races outside their native Italy, but an accident to Tonino, which caused his retirement from racing, set back the factory's competition programme for the next couple of years. Benelli was back in force for 1937 and the new 250 duly demonstrated its potential when Martelli won that year's Milan-Taranto long-distance classic. Two years later came the marque's most famous victory, when lone Benelli rider Ted Mellors won the 1939 Isle of Man Lightweight TT. Its factory destroyed by the Allies and then looted by the Germans, Benelli took time to re-establish itself after the war. Fortunately, the racing machines had been hidden away and survived intact, providing the Italian concern with a valuable springboard from which to renew its Grand Prix campaign. Rivals Moto Guzzi secured the first post-war 250cc World Championship in 1949, but Benelli struck back the following year when works rider Dario Ambrosini became champion at the end of a season that included wins in three of the four 250 rounds: Switzerland, Italy, and the Isle of Man TT. He finished 2nd in the other round (the Ulster GP) to crown a season of masterly dominance. Sadly, Ambrosini's death at the French Grand Prix in 1951 effectively put an end to Benelli's international efforts.Nevertheless, in the immediate aftermath of Amrosini's death Benelli continued to develop and race the 250. At the beginning of 1952 the machine appeared with 19' wheels, a five-speed gearbox, larger fuel tank and a small fork-top fairing. An engine equipped with a four-valve cylinder head was tested also. Riders Luigi Ciai, Alano Montanari and Leslie Graham took part in a few races, the best result being Graham's 3rd place at the Swiss Grand Prix, a significant achievement considering that on the tricky Bremgarten circuit he was unable to select 5th gear. Unable to find a permanent replacement for the great Ambrosini, Benelli quit the Grand Prix scene in 1953 and it would be 1959 before they attempted another serious World Championship campaign. When they did, it was with a new, short-stroke (70x64.8mm) two-valve engine. Offered for restoration and sold strictly as viewed, this ultra-rare and incomplete Benelli works racer comes with a selection of original photographs taken during the 1952 season. 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.This lot is subject to the following lot symbols: NN If purchased by a UK resident, this machine is subject to a NOVA declaration, undertaken by Bonhams upon a successful sale, to facilitate the registration of the machine here in the UK.For further information on this lot please visit Bonhams.com

1952 Benelli 250cc Grand Prix Racing MotorcycleFrame no. SS:5001••••Italy's oldest surviving motorcycle manufacturer, Benelli was founded in Pesaro in 1911 by the six Benelli brothers. By 1927 Tonino Benelli was racing a 172cc machine equipped with single-overhead-cam engine, winning almost as he pleased to take that year's Italian Championship. The SOHC 175 was superseded by a short-stroke twin-cam version from which was developed the first racing 250 of 1935. By this time Benellis were winning classic races outside their native Italy, but an accident to Tonino, which caused his retirement from racing, set back the factory's competition programme for the next couple of years. Benelli was back in force for 1937, and the new 250 duly demonstrated its potential when Martelli won that year's Milan-Taranto long-distance classic. Two years later came the marque's most famous victory, when lone Benelli rider Ted Mellors won the 1939 Isle of Man Lightweight TT. Its factory destroyed by the Allies and then looted by the Germans, Benelli took time to re-establish itself after the war. Fortunately, the racing machines had been hidden away and survived intact, providing the Italian concern with a valuable springboard from which to renew its Grand Prix campaign. Rivals Moto Guzzi secured the first post-war 250cc World Championship in 1949, but Benelli struck back the following year when works rider Dario Ambrosini became champion at the end of a season that included wins in three of the four 250 rounds: Switzerland, Italy, and the Isle of Man TT. He finished 2nd in the other round (the Ulster GP) to crown a season of masterly dominance. Sadly, Ambrosini's death at the French Grand Prix in 1951 effectively put an end to Benelli's international efforts and it would be 1959 before the firm returned to the Grand Prix scene.This 250 Benelli dates from 1952, by which time the design had been updated with a five-speed gearbox, new double-cradle frame, hydraulic suspension front and rear, 19' wheels with larger brakes, and an aerodynamic fuel tank extending forward of the steering head. The maximum power output of 28bhp arrived at 9,000rpm, and the 250 Benelli had a top speed, depending on gearing, of around 190km/h (118mph). This example was raced in period by Luigi Ciai. Partially restored by Mr Morbidelli, the machine is incomplete and thus is sold strictly as viewed. The history file consists mainly of period photographs, including one of Les Graham racing this type of Benelli at Berne, Switzerland in 1952. 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.This lot is subject to the following lot symbols: NN If purchased by a UK resident, this machine is subject to a NOVA declaration, undertaken by Bonhams upon a successful sale, to facilitate the registration of the machine here in the UK.For further information on this lot please visit Bonhams.com

A Benelli DOHC engine and gearboxunnumbered, fitted with primary chaincase, carburretor and magneto, mounted on base, together with a quantity of assorted parts believed to possibly relate to engine and gearbox unit, condition and completeness, close inspection advised. (Qty)Lot to be sold without reserve.This lot is subject to the following lot symbols: ?? £25 + VAT uplift and storage at £5 + VAT per lot per dayFor further information on this lot please visit Bonhams.com

1973 Honda CB750Frame no. CB750 2071620Engine no. CB750E 2224104Fifty-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 today. Currently displaying a total of 20,329km (12,632 miles) on the odometer, this example is believed original and un-restored. There are no documents with this Lot, and it should be noted that there is no oil in the engine.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.This lot is subject to the following lot symbols: NN If purchased by a UK resident, this machine is subject to a NOVA declaration, undertaken by Bonhams upon a successful sale, to facilitate the registration of the machine here in the UK.For further information on this lot please visit Bonhams.com

An unidentified motorcycle engine/gearbox unitengine number *01820*, with dellorto carburettor attached, condition and completeness unknown, close inspection advised. Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

A Lohmann Two-stroke clip-on bicycle engineengine number 033859, with display sections of bicycle attached, together with petrol and tank and sundry items, together with a TPS2 stroke engine/gearbox unit, numbered 1332, fitted with clutch and twin carburettors, mounted on base, condition and completeness unknown, close inspection advised. Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

Assorted motorcycle componentsincluding a believed Vintage/Veteran two speed gearbox with associated parts, together with a pair of new timing covers and sundry parts. (Qty)Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

A Triumph crankcase assemblyengine number 100213 IGH, together with an NSU gearbox numbered 19593, condition and completeness unknown, close inspection advised. (2)Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

A large quantity of pistonssome believed new, together with a quantity of unused gearbox components and brake pads, close inspection advised. (Qty)Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

An autojumblers lotof mainly engine components, including pistons, spark plugs, castings, Motobi twin castings, Laverda engine and gearbox unit numbered *5795*S* and other sundry items, close inspection advised. (Qty)Lot to be sold without reserve.This lot is subject to the following lot symbols: ?? £25 + VAT uplift and storage at £5 + VAT per lot per dayFor further information on this lot please visit Bonhams.com