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Lot 87
Rene Lalique, a Davos Alexandrite glass vase, model 1079, designed circa 1932, polished, etched mark R Lalique France, 28.5cm high Note: dichroic Alexandrite glass was used by Lalique for a handful of vases; it changes colour according to different lighting conditions. The glass appears lilac or pink in natural sunlight or yellow artificial light, and blue/green in fluorescent/white light. The shades of lilac, pink and blue/green can vary greatly depending on the glass mixture.
Lot 112
Rene Lalique, a very rare Perroquets glass perfume bottle, with a stopper, model Flacon P, designed circa 1919, polished and black stained, the stopper of fan form, incised marks R Lalique and number 848, height excluding stopper 8.6cm Note: no other physical example of this design is known or recorded to date. The bottle is listed in Marcilhac with an image, likely from the original design registration when registered at the Bureau des Modeles on 12 June 1920. Marchilhac was never able to record a height for the bottle (which is similar to other oreilles type bottles produced by Rene Lalique). Other references - Lalique Perfume Bottles Updated Photo Supplement and Updated Addendum Listing - photographic and written supplements to the Utt's classic work Lalique Perfume Bottles By Utt, Glenn and Utt, Mary 2001 (the picture in the photo supplement is the same as that in the Marcilhac, with size and marks also listed as ‘unknown’ in the written supplement). Although the stopper top design is not as depicted in Marchilhac, the base of the stopper does appear original to the bottle and is a good fit, with a design very much in line with the motifs on the bottle handles.
Lot 625
1958 Parilla 175cc SportFrame no. 407559Engine no. 407559Giovanni Parrilla built his first motorcycle in 1946, dropping his surname's second 'r' to call the machine a Parilla. Parilla's first motorcycle was a 250cc overhead-camshaft single-cylinder racer, and the firm went on to build a range of lightweight machines using two-stroke and four-stroke engines. At the 1952 Milan Show Parilla introduced the 'high cam' (camme rialzata) model for which it is best remembered. This 175cc single featured a chain-driven camshaft mounted on the side of the cylinder head, the valves being operated via short pushrods. Stunningly beautiful, Parilla's production racer was also exceedingly quick, one not-yet-run-in Competizione being clocked at over 96mph by an American magazine. Believed an older restoration, this 175cc Parilla displays a total of 37,926 kilometres on the odometer. The engine does not turn over, the gears do not engage, and the battery is missing. There is no import paperwork with this motorcycle, which is offered for restoration/re-commissioning and sold strictly as viewed.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com
Lot 671
c.1950 Villiers-engined Project Registration no. not registered (see text)Frame no. 41192509Engine no. S.1.R 367A 8822In the pioneer and veteran eras of motorcycling, it was a common enough practice for manufacturers to buy-in proprietary engines such as De Dion, Minerva, and J.A.P. to incorporate in their machines. The evolution of proprietary engines saw some come and go as they waxed and waned in popularity or moved into larger versions for car production. The practice continued throughout the history of vehicle production, even to this day, with current car makers sharing engines, and even 'platforms' for cars. One such company playing a larger part than most in the history of motorcycle manufacturing was Villiers, who began by making cycle parts in their factory in Villiers Street, Wolverhampton, hence the name. Developing a two-stroke engine in 1913, Villiers became the engine of choice for a large number of British (and overseas) makers to incorporate in lightweight models in their ranges. Capacities ranged from 98cc to 360cc, in single and twin-cylinder configurations, with the most commonly used capacities being 98, 122, 150, 197, and 250. Taking over J.A.P. in 1957, Villiers eventually was subsumed by Manganese Bronze Holdings, then became part of Norton Villiers, later transformed to Norton Villiers Triumph before the group was liquidated in 1978. The machine is part of a deceased estate and has been stored in adverse conditions. It is thought possibly to be an Ambassador, with what may be a 197cc 6E engine. There is no documentation for the machine, which has been standing for a considerable time, will require restoration, and is sold strictly as viewed. We have no knowledge of its mechanical condition, except that the engine does not turn over. The Vehicle Registration Number 'BCP 946' displayed on the machine has lapsed from the HPI/DVLA databases hence the machine is offered unregistered.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com
Lot 685
Property of a deceased's estate c.1995 Kawasaki ZZ-R600Registration no. N863 XNHFrame no. ZX600E-038480Engine no. ZX600DE-071816When introduced for 1990 there was nothing quite like the ZZ-R in the 'race rep'-dominated '600' class, arguably the nearest competition being Honda's VFR750. Longer and more generously proportioned than its contemporaries, the ZZ-R600 was intended as a sports tourer yet came with the most powerful engine in its class (97bhp). A further measure of the ZZ-R600's unique status and lasting popularity may be gained from the fact that it remained on sale in the UK until 2005. This ZZ-R600 is offered from the collection of the lady vendor's late father. Last taxed in June 2003, the machine requires re-commissioning at the very least or possibly more extensive restoration, its mechanical condition being unknown. Offered with a Haynes manual, owner's manual, and one key. The registration 'N863 XNH' is listed in the HPI database; nevertheless, prospective purchasers should satisfy themselves with regard to this motorcycle's registration status prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com
Lot 71
1995 Honda CBR600FRegistration no. N451 MFLFrame no. PC31 2001674Engine no. unable to accessAlthough Kawasaki can be said to have 'invented' the 600 class with its GPZ600-R, it was Honda that quickly established dominance of this once important market sector with the CBR600F. Introduced for 1987, the CBR set new standards for the class, the UK's first batch selling out within weeks of arrival. 'Offering a previously mythical package, the CBR quite simply left all previous efforts at similar-sized tackle gasping in it whisper-smooth wake,' enthused Bike magazine. In 1991 the CBR receive a new frame and an updated engine. As seen here, the 3rd generation CBR600 was produced from 1995 to 1998, featuring a modified engine, ram-air intake, and cartridge forks. Acquired for the collection in October 2017, this CBR600F displays a total of 29,755 miles on the odometer. The machine is offered with sales receipt; a V5C document; and a quantity of MoTs (most recent expired June 2018). Lot to be sold without reserve.For further information on this lot please visit Bonhams.com
Lot 725
Offered from the National Motorcycle Museum Collection 1906 Quadrant 5hp ForecarRegistration no. JSL 479Frame no. 66900Engine no. 1955 and 1966•Rare twin-engined forecar•Acquired for the NMM in January 2000•An older restorationIn the early 1880s, Walter and William Lloyd patented a pedal tricycle steering mechanism, calling their invention 'Quadrant', a name that would later be applied to complete bicycles, tricycles, forecars and motorcycles. Built at Sheepcote Street, Birmingham, the first of the latter appeared in 1901, making Quadrant one of this country's earliest motorcycle manufacturers. Called the 'Autocyclette', the first Quadrant was little more than one of the firm's bicycles with a proprietary Minerva engine attached to the front down-tube. For 1903 the design was revised, the engine, now Quadrant's own, moving to the conventional 'Werner' position within a new loop frame. Early in 1907 the Lloyds split with fellow board member Tom Silver, Walter going his own way to manufacture the LMC while Silver retained the rights to the Quadrant name and designs. After a relatively brief sojourn in Coventry, the firm returned to Birmingham in 1911. A 1,129cc v-twin was added to the range for 1913 but did not last long, the mainstay of Quadrant's production at this time being a 600cc single. Post-WWI, large-capacity singles of 654cc and 780cc continued to be a fixture of the range, to which was added a 490cc model in 1924. An overhead-valve, twin-port version of the latter was new for 1927, but by now Quadrant was in terminal decline and production ceased in 1928. An older restoration, this handsome Quadrant forecar is powered by two single-cylinder air-cooled four-stroke engines with automatic inlet valves and side exhaust valves. The total engine capacity is recorded on the V5 as 902cc, yet one reputable source states that both of this model's engines were of 250cc, with one alone used for solo work and the two together when a passenger was carried. The Quadrant was purchased by the National Motorcycle Museum from the late Brian Verrall in January 2000 and was previously registered as 'AD 824' (a Gloucestershire mark). Verrall's bill of sale is on file and the machine also comes with an old-style V5 registration document and an HPI check sheet. Gloucestershire County Council records show that 'AD 824' was first registered on 4th January 1907 to one Cuthbert Rayner Booth (brass manufacturer) of The Tudor House, Mickleton. Three further owners are listed: Tom Edward Parry of Powick, Worcester (April 1907); Francis Hugh Douglas of Malvern, Worcestershire (April 1908); and R W Dimery of Kingsthorne, Hereford (June 1909). The machine's mechanical condition is not known; accordingly, prospective purchasers must satisfy themselves with regard to its condition, completeness, correctness, or otherwise prior to bidding.For further information on this lot please visit Bonhams.com
Lot 739
The property of Ewan Cameron Brough Superior SS100 1,000cc Supercharged Special Re-creationRegistration no. not registeredFrame no. (see text)Engine no. JTOS/O 62502/S•Built as an homage to Noel Pope's Brooklands solo lap record-holding Brough•Correct extended frame•Centric supercharger•JAP 8/80 Racing engine from 1938•Sturmey Archer Super Heavy Weight gearboxThis amazing machine has been built by master craftsman and engineer Ewan Cameron, whose objective was to recreate Noel Pope's Brough Superior that set the outright motorcycle lap record of 124.51mph at Brooklands 82 years ago this very same sale weekend. Incorporating many original Brough parts, this stunning machine is a formidable re-creation: running on 105-octane fuel and lubricated by Castrol R, it delivers the same power, noise and smell as the original did 80 years ago. Brough Superior devotee Ewan Cameron will be familiar to many enthusiasts as proprietor of JAP specialists, Cameron Engineering. Ewan's Brough Superior obsession began when his father Tim Cameron sat him on the fuel tank of his 1926 Brough Superior SSl00 racer: 'My very earliest childhood memory is us shooting off up the road at high speed, with noise and smells that have guided my life ever since.' The Brough was sold but R H Clark's book The Rolls-Royce of Motorcycles remained on the bookshelf, and Ewan kept returning to the section recounting how Noel Pope, riding a supercharged Brough Superior, set the solo motorcycle lap record at Brooklands on 4th July 1939 at an average speed of 124.51mph, a mark that would stand for all time. His dream was developing. In 1987, aged 17, he bought the very first parts for the project: the Brooklands Can silencers. Over the years other period-correct parts were found and fully rebuilt. These included a rare Sturmey Archer 3 speed super heavy weight racing gearbox (originally fitted to another 1928 SS100); Castle forks (repaired and re-tubed by Jake Robbins); and a 1,000cc JAP 8/80 v-twin racing engine that was once fitted to the Trimax Formula 2 racing car built by Spike Rhiando. This 1938 engine is an early version of the ultimate racing JAP, complete with correct early-specification rocker boxes; rebuilt, pressed-up crankshaft; racing con-rods and pistons; BTH magnetos; and a total-loss Pilgrim oil pump. Running on 105-octane race fuel and lubricated by Castrol R oil, the engine is fed by a pre-war Centric 260 vane-type supercharger, taken from the Farley-JAP Shelsley special racing car. The fuel tank is from a 1924/1925 Brough Superior SS80, and all other cycle parts period correct, the rear hub, foot brake and throttle being original Brough. In 2010 a chance conversation brought the remains of an SS100 to Ewan's attention. He was there the next day, pulling out the rusty components from the bottom of the owner's garden. A deal was done and Ewan then proceeded to rebuild the Brough in its current 'Pope Brooklands' form using a new-old-stock headstock obtained from Brough Superior's then owner, Alec Card. Ewan tells us that the completed machine is mechanically perfect, running beautifully, and has been ridden to the pub! The Brough and its new owner are invited to this year's inaugural Kilometre Lance Speedrace in September, which is an event additional to the famous Bernina Gran Turismo in St Moritz. Thousands of hours brought one of the most iconic racing bikes back to life that has ever existed.NB: Although its headstock is stamped '963S', this motorcycle should not be confused with the 1928 Brough Superior SS100 '963', which is recognised by the Brough Club and resides in Argentina. For further information on this lot please visit Bonhams.com
Lot 762
1971 BSA 740cc Rocket 3 MARK II 5-speed Registration no. HUK 107JFrame no. PE00256A75RVEngine no. PE00256A75RVThis BSA Rocket 3 is one of only 200 built with a five-speed gearbox. The vendor, a time served BSA enthusiast and the long-term owner of another earlier Rocket 3, acquired this one in April 2014 following its restoration in 2012-13. He rates the frame, cycle parts, engine, and transmission as 'excellent'. It is believed to have been re-imported from the USA in 2012 and was first registered in the UK in November 2013. In the vendor's own words: 'Early in 1971 BSA set about building a batch of 200 Mk.2 Rocket 3s with 5-speed gearboxes for production racing homologation reasons. For the first batch of these, they used some surplus 4-speed A75R engines built and stamped in November 1970, which were converted to 5-speed with gear clusters made by Quaife. These carry the PE dating letters before the number, followed by A75R, to which they added a V to indicate the 5-speed gearbox. My bike is PE00256A75RV, and the frames were stamped to match the engine. The next batches of 5-speed engines were stamped when built, and these had the dating letters for when they were built, followed by A75V suffix without the R.' The Rocket 3 is offered for sale only because of the vendor's ongoing health problems. It has seen little use since 2018 and following this period of inactivity light recommissioning is recommended. Documents include a V5C, MOT certificates, and a few recent invoices. Prospective bidders should satisfy themselves as to the motorcycle's completeness and mechanical condition.For further information on this lot please visit Bonhams.com
Lot 80
2002 Bimota 1,074cc SB6-RRegistration no. YP02 FNDFrame no. ZESSB6000VR000417Engine no. U712-101385The last word in 1990s Italian superbike exotica, the Bimota SB6 used one of Japan's finest engines, that of the Suzuki GSX-R1100, which was installed in the Rimini firm's trademark 'Straight Connection Technology' aluminium beam frame. Modified by Bimota using their own camshafts and under-seat exhaust system, the 'Gixxer' motor produced a claimed 156bhp, around 11 horsepower more than the GSX-R1100. Complementing this were some of the finest cycle parts available, including Paioli 46mm cartridge forks, fully adjustable Öhlins shock, Brembo brakes, 17' magnesium wheels and plentiful carbon fibre. At 473lbs (wet), the SB6 weighed around 60lbs less than the contemporary GSX-R1100W and its handling was in a different league altogether. Its top speed of around 175mph also bettered the Gixxer's. Including the later SB6-R model, 1,744 SB6s had been sold by the time production ceased, making it one of the most successful Bimotas ever despite a 1998 UK asking price of £17,460. Representing a rare opportunity to acquire one of the most coveted limited-edition superbikes of recent times, the SB6-R we offer was purchased for the collection in February 2008 (receipt on file) and is offered with an old-style V5C document. The machine comes complete with its original workshop manual; owner's manual; instruction manual; alarm instructions; and a dynamometer printout (133.3bhp).For further information on this lot please visit Bonhams.com
Lot 114
Seeley 350cc Gold Star Replica Racing MotorcycleFrame no. S+P Mk3 R 001Engine no. BB33 8736 and 66 1641 162Many-times British sidecar champion Colin Seeley bought Associated Motor Cycles' racing department when the company went into receivership in 1966. The previous year he had constructed the first Seeley racing frame to house a Matchless G50 engine, and the AMC purchase enabled him to produce complete Seeley G50 and 7R machines. The Seeley frame progressed from the duplex cradle original to the similar but lighter Mark 2 before the down-tubes were abandoned with the Mark 3. Production of Seeley frames was later licensed to Roger Titchmarsh and there have been countless unauthorised copies made over the years. This Seeley-BSA was ridden by Bob Light's sponsored rider Lancelot Unissart. The machine's Seeley Mark 3-replica frame is believed to have been manufactured by two Peterborough-based engineers, one of whom was Pete Odell. The machine has a Roy Shearwood-prepared short-stroke engine (precise bore/stroke dimensions unknown), which breathes via a Dell'Orto carburettor and has Electrex World ignition. Other specification highlights include an oil cooler; TT Industries six-speed magnesium gearbox; Bob Newby belt primary drive; Maxton-modified Ceriani forks; Minnovation fork yokes; disc brakes (the front gripped by a 4-piston Sumitomo 'Blue Spot' calliper); and a KTM-type chain guide. The machine will require re-commissioning before returning to the trackFor further information on this lot please visit Bonhams.com
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