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1953 Hoffmann 248cc MP250 Gouverneur Registration no. ESU 540Frame no. 252950Engine no. 922762Hoffmann built motorcycles only from 1949 to 1954. Their Gouverneur model is a rare machine featuring a boxer type four stroke twin cylinder engine with shaft drive. The vendor bought this example in 2011 in a dismantled condition and restored it to a high standard over the next five years. It comes with a V5C and various receipts. Engine work included reconditioning the crank, re-sleeving the cylinders, all new bearings etc. Since restoration only routine maintenance has been required. The only advised changes from standard specification are the fitting of a side stand of German origin, and a modification which lightens the clutch operation. We are told that this could easily be returned to standard, although it would require a longer clutch cable. It was last run in 2018. Following this brief period of inactivity light re-commissioning may be required.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

1978 Harley-Davidson 998cc XLCR Racing MotorcycleRegistration no. CUA 121SFrame no. 7F11671HBEngine no. 7F11671HB•Rare two-year-only model•Built by the factory to racing specification•Campaigned by Rick SwiderskiHarley-Davidson had been building the Sportster model for years but by the mid-1970s it had become obvious that something better would be required to compete with the hottest new road bikes from Europe and Japan. Styled by William G Davidson, the company's Design Director, Harley's riposte was the XLCR 'Café Racer', which combined the iron-barreled Sportster engine with a chassis incorporating an XR750-style box-section swinging arm, cast alloy wheels and triple disc brakes. With its matt black-finished engine cases, matching exhaust system and sleek glassfibre bodywork, the XLCR looked lean and mean. Trouble was, the XLCR still couldn't cut it with the opposition, and traditional Harley owners didn't know what to make of it. Sales were disappointing, and the model was dropped after only two years in production. Back in '77, Bike magazine reckoned that the XLCR was essentially 'about style and image more than any other machine on the market' and there can be little doubt that turning up on one of these today would get you more attention than any modern sports bike. Only some 3,000-or-so were made and today the rare and stylish XLCR is highly prized by collectors. We are advised by the private vendor that this example was built by Dave Sedlack, a close friend of the Harley-Davidson Company's directors, who went on to open Harley dealerships in the USA. This bike has been built to full racing specification: total loss electrics; paddock starting; all fastenings wired; oil catch-tanks in place, etc. Never road registered in the USA, this XLCR was campaigned during the late 1970s and early '80s by privateer rider Rick Swiderski. Accompanying documentation consists of a manufacturer's statement of origin and a UK V5C Registration Certificate. Said to be very fast and to sound awesome, this wonderful machine represents a rare opportunity to acquire an example of Harley-Davidson's iconic XLCR built by the factory to racing specification. 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

1916 Harley-Davidson 1,000cc Model J & Package Truck SidecarRegistration no. BF 7022Frame no. L9034MEngine no. L9034M•Sold new in 1916 with the Package Truck option•Fully restored during 2015/2016•Comes with a Harley-Davidson sports sidecarBoyhood friends William S Harley and Arthur Davidson began experimenting with powered transport in the early 1900s, producing their first complete production motorcycle around 1903. Little more than a motorised bicycle, the first prototype Harley-Davidson had proved fragile, prompting a major redesign and the establishment of a reputation for ruggedness that endures to this day. Like many of their contemporaries, Harley-Davidson laid out their engine along De Dion lines. A single-cylinder four-stroke displacing 24.74ci (405cc), the latter remained in production essentially unchanged until superseded by a 30.16ci (494cc) version in 1909. Of greater significance was the appearance that same year of the firm's first v-twin, though this would turn out to be a failure and was dropped at the year's end. The twin returned for 1911 in redesigned form boasting mechanically operated inlet valves (replacing the 'atmospheric' type inherited from the single) and production really took off. Known by the sobriquet 'pocket valve', this F-head (inlet-over-exhaust) engine - built in 61ci and 74ci capacities (1,000cc and 1,200cc respectively) - would remain in production for the next 20 years. The Harley single's transmission arrangements - direct drive by means of a leather belt - were continued at first on the twin but the need to make better use of the engine's power characteristics, particularly for sidecar pulling, prompted the introduction of a two-speed rear hub for 1914, by which time chain drive and a proper clutch had been adopted. Later that same year a conventional, three-speed, sliding-gear transmission with 'step starter' was introduced on the top-of-the-range version of the twin which, with full electrical equipment, was listed from now on as the Model JD. Periodically revised and up-dated, the Model J had gained a front brake, stronger fork and pumped lubrication by the time production ceased in 1929.Dating from 1916, this wonderful Model J is attached to a Harley-Davidson Package Truck, a commercial load-carrier introduced by H-D in 1915. As supplied, the Package Truck was a basic cargo container mounted on a sidecar chassis, its flat sides being perfect for advertising; recognising this, the factory offered a sign-writing service to its customers, while the latter were soon adapting the Package Truck to suit the requirements of their individual businesses. The Package Truck was a runaway success and would remain in production for 42 years until replaced by that other famous Harley commercial vehicle: the Servi-Car.This Harley-Davidson Model J was sold new in 1916 with the Package Truck option and has the optional three-speed gearbox and electric lighting system first offered on the 1915 models. Unusually, this machine retains its original and very rare Remy magdyno and its original 'hand-blown' headlamp bulb, the latter restored and in working order. We are advised by the vendor that only one other example retains its original electrical system.The combination was treated to a complete 'last nut and bolt' restoration during 2015 and 2016; all the nickel brightwork was re-plated, the panelling repainted, and the engine and gearbox overhauled. Other noteworthy features include a Corbin speedometer and embossed Harley-Davidson leather luggage set. Used for display at events, including Stafford in April 2016, this wonderful Harley-Davidson Package Truck should require only minimal re-commissioning before taking to the road. A restored Harley-Davidson sports sidecar, which was attached to the original chassis in the early 1920s, is included in the sale, and the combination also comes with a dating certificate and V5C document. Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

One owner from new 1994 Triumph 885cc Daytona Super IIIRegistration no. M540 JTAFrame no. SMTTC310GMS017064Engine no. G017255Unveiled at the Cologne Show in the autumn of 1990, the born-again Triumph range consisted of three- and four-cylinder models named after iconic models of the past: Daytona, Trophy, and Trident. The most sporting of these were the Daytonas, which by 1993 had been rationalised as the three-cylinder 900 and four-cylinder 1200 models. Introduced in 1994, the limited-edition Super III was Triumph's attempt to elevate the Daytona's performance to a point where it could challenge the Japanese opposition. Cosworth were recruited to provide the required power increase, raising maximum output to 118bhp (up from 98). A liberal application of carbon fibre knocked a couple of pounds off the weight, while the Super III's six-piston 'brick wall' brakes received copious praise. Now, a quarter of a century later, these early Hinckley Triumphs are becoming increasingly collectible, and none more so than the limited-edition Super III. This example was purchased new by the vendor from Bridge Motorcycle World in Exeter. Regularly serviced and MoT'd, kept in a heated garage and only ridden in dry weather, the Daytona has covered only some 17,500 miles from new and comes with a complete file of history (inspection recommended) and its original tools, keys, and handbook. Presented in excellent original condition throughout, it represents a wonderful opportunity to own one of these rare limited-edition Super IIIsFootnotes: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

1925 Douglas 596cc RA Model OBRegistration no. BF 5631Frame no. 5759/3Engine no. OE 124•Rare overhead-valve sports model•Originally used for off-road racing•Completely restored in 2010Douglas had built racing and experimental overhead-valve motorcycles prior to WWI but the first production OHV models did not emerge until after the war's end. In September 1921 at Brooklands an overhead-valve Douglas set new 350cc records at 200, 300 and 400 miles. The first production models appeared at that year's Motor Cycle Show and soon demonstrated an enviable combination of speed and reliability. Sales were boosted considerably when in March 1922 Cyril Pullin became the first man to exceed 100mph on a '500' riding one of the new OHV Douglas models. Having made a successful start, Douglas improved upon the concept with the successor RA model, which took its name from the British Research Association, designers of the novel disc brakes fitted front and rear. There was a new frame and the gearbox was relocated above the rear cylinder, enabling the engine to be mounted lower down. Instead of a separate oil tank, engine lubricant was contained within a large aluminium sump. Another novel feature was the use of a twist grip for throttle control instead of the customary lever. Extensive use of aluminium kept the weight down to an admirable 275lb.Riding an RA, Manxman Tommy Sheard won the 1923 Isle of Man Senior TT while Jim Whalley won that year's French Grand Prix and Spanish 12 Hours race. Capitalising on the RA's success, Douglas marketed it as the 'IOM Model', claiming that it was identical with the TT winning machine. The first standard production versions of the RA were launched at the Olympia Show in October 1923 designated OB/24 (596cc) and OE/24 (346cc).The Model OB offered here has larger brakes than the standard production version, which may indicate that it was specially built as a 'works' machine. We are advised by the private vendor that it was originally used for off-road racing before being modified for road use with mudguards and road tyres. The vendor advises us that the entire machine was restored in 2010, the engine being re-bored and fitted with new pistons; the paintwork refurbished; and the nickel brightwork re-plated. Accompanying documentation consists of a Douglas Club dating letter and a V5C Registration Certificate.Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

1928 Douglas 500cc RA/DT Racing SpecialRegistration no. BF 8703Frame no. FF 23Engine no. EK 105•Rare overhead-valve sports model•Originally used for speedway racing•Entirely restored (good-condition engine excepted)Douglas had built racing and experimental overhead-valve motorcycles prior to WWI but the first production OHV models did not emerge until after the war's end. In September 1921 at Brooklands an overhead-valve Douglas set new 350cc records at 200, 300 and 400 miles. The first production models appeared at that year's Motor Cycle Show and soon demonstrated an enviable combination of speed and reliability. Sales were boosted considerably when in March 1922 Cyril Pullin became the first man to exceed 100mph on a '500' riding one of the new OHV Douglas models. Having made a successful start, Douglas improved upon the concept with the successor RA model, which took its name from the British Research Association, designers of the novel disc brakes fitted front and rear. Riding an RA, Manxman Tommy Sheard won the 1923 Isle of Man Senior TT while Jim Whalley won that year's French Grand Prix and Spanish 12 Hours race. Capitalising on the RA's success, Douglas marketed it as the 'IOM Model', claiming that it was identical with the TT winning machine.The RA also played a part in the development of the famous Dirt-Track Douglas. Douglas was the first manufacturer to establish dominance in the sport of speedway, which had been introduced into the UK from Australia in the late 1920s. According to the late Jeff Clew (writing in his book, The Douglas Motorcycle): 'One of the first riders to demonstrate the art of 'broadsiding' in the UK was Stewie St George, a New Zealander who entered the Greenford Track's meeting on Easter Saturday 1928. He put up a superb display with his modified RA model...'News of Stewie's performance reached the Douglas works and he was invited to Bristol for the day by John Douglas, to discuss the possibility of developing a machine specifically for dirt-track racing.' The result was the Dirt-Track Douglas: basically an RA with its rear section replaced with that of an OB model. On his first outing at Manchester, St George won every race on the new machine.We are advised by the private vendor that this RA was originally used for speedway racing before being modified for road use with mudguards and road tyres. The vendor advises us that with the exception of the engine, which was in good condition, the entire machine has been restored. Accompanying documentation consists of a Douglas Club dating letter and a V5C Registration Certificate. Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

1927 Matchless 982cc M3/S Sports SoloRegistration no. VH 2605Frame no. to be advisedEngine no. 1113•Rare Vintage-era v-twin sports model•Present ownership since 1997•Restored between 2002 and 2004Unlike the vast majority of Britain's motorcycle manufacturers, which were located in the Birmingham and Coventry areas, Matchless were based in Plumstead, South London. The name 'Matchless' first appeared in the 1890s on cycles manufactured by H H Collier, whose sons Charlie and Harry would later join him in the business. The firm's first - experimental - motorcycle appeared in 1899 and its first production model in 1902. Already an accomplished cycle racer, Charlie Collier soon turned to racing Matchless motorcycles, as did his brother, and both Colliers would be on the start-line for the inaugural Isle of Man TT race in 1907, Charlie winning the event's single-cylinder class. These early Matchless models were JAP powered but in 1912 the firm introduced a 500cc single of its own design. Nevertheless, within a short time it had gone, along with all the other singles, and for the next several years Matchless built only v-twins. By 1913 there were no fewer than six different models on offer ranging from 3½hp to 8hp in nominal rating. These included twin-cylinder 8hp models, one of which was fitted with a Matchless engine (the 7B) and the other a proprietary MAG. The latter was typed '8B'and later would form the basis for the legendary Model H motorcycle combination. Reluctant to remain reliant on outside suppliers, Matchless introduced a 982cc 50-degree v-twin engine of its own design for 1925, although it did bear a strong resemblance to the contemporary JAP. This new engine went into the M/3S 'Sports Solo' model, which replaced the JAP-powered M/2. The current vendor first saw this rare v-twin Matchless in 1974 and bought it in 1997; the machine was then totally restored between 2002 and 2004. Works carried out included re-bushing the forks and fitting new spindles; rebuilding the wheels; sourcing a new fuel tank; overhauling the engine (new pistons, bearings, etc); and restoring the oil pump, while the magneto was rewound in December 2018. Last run in October 2019, this beautifully restored Vintage-era Matchless is offered with an old-style logbook and a V5C Registration Certificate. Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

1928 Montgomery 680cc 'Twin Five'Registration no. SV 9481Frame no. 4391Engine no. GT/W 75919•Ultra-rare Vintage-era v-twin•Professionally restored in the early 2000s•Banbury Run award winner'These Montgomery machines are for the men who prefer a distinctive mount in appearance and performance. That extra degree of soundness – those little touches which distinguish the 'super' machine from the mere motor cycle, come naturally to the Montgomery and at a price that is amazingly low.' – Montgomery advertisement. The Suffolk town of Bury St Edmunds is a long way from the British motorcycle industry's West Midlands heartland, yet this was where William J Montgomery chose to set up in business as a manufacturer in the early years of the 20th Century, although after WWI he relocated to Coventry. Like many of his contemporaries, including rivals Brough and McEvoy, Montgomery relied heavily on proprietary components, although the frame and forks were manufactured in-house. Indeed, Montgomery supplied frames and its own sprung fork to George Brough in the latter's early days. Montgomery had begun by manufacturing sidecars, and motorcycle combinations continued to be the mainstay of his business for many years. The company diversified after WWI, extending its line-up to encompass a 147cc two-stroke at the more affordable end of the range while offering a 996cc v-twin at the other. A make that did not re-emerge after WW2, Montgomery is best remembered today for its 8-valve Anzani-engined v-twin: one of the Vintage era's first 'superbikes' and a worthy rival to the Brough Superior SS100. Powered by J A Prestwich's 680cc sidevalve v-twin engine, the Montgomery Twin Five was a direct competitor for George Brough's 5-15 although much rarer today; indeed, the example offered here may well be the sole survivor. The Montgomery was discovered in derelict condition by a friend of the vendor and was completely rebuilt over a three-year period by a mechanical engineer, with any missing parts remanufactured. The paintwork and brightwork were entrusted to specialists, as was overhauling the magneto. Shortly after the rebuild's completion the Montgomery won a concours award at the 2004 Banbury Run, while its last outing was at Banbury in 2019. It should be noted that, although of correct type, the engine dates from 1930, and we are further advised that the gearbox occasionally jumps out of 2nd gear and needs overhauling. Described as in very good/excellent condition in all other respects, this rare Vintage-era v-twin is offered with a dating letter and V5C document. Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

1931 Matchless 592cc Silver HawkRegistration no. GP 437Frame no. B721Engine no. B667•Rare 1930s four-cylinder motorcycle•Formerly part of the Ivor Halbert Collection•An older restorationReviewing the v-four Silver Hawk at its launch in the autumn of 1930, Motor Cycling stated that this exciting overhead-camshaft model was 'designed primarily to give really high speed, and to give this speed with silence and the added safety of a spring frame'. The early 1930s was a period of severe economic depression, yet the 1931 Motorcycle Show at Olympia in London witnessed the launch of not one but two four-cylinder models aimed at the very top of the market. The ultimate fates of the two newcomers would turn out to be very different however; Ariel's offering – the Square Four – would enjoy a lengthy production life lasting into the 1950s, whereas the rival Matchless Silver Hawk would be gone within four years. Matchless had introduced another vee-engined model, the twin-cylinder Silver Arrow, the previous year, and the Silver Hawk's design shared many of the 'Arrow's features, most notably the narrow-included angle of the cylinders: 26 degrees. Displacing a total of 592cc, the cylinders were contained within one casting and topped by a single 'head, just like the Arrow's, but the Hawk was intended to be a luxury sports-tourer and so enjoyed the advantages conferred by overhead-camshaft valve gear. Drive to the upstairs cam was by shaft and bevel gears, and there was no denying that the v-four Silver Hawk's was one impressive looking motor. The frame and cycle parts followed Silver Arrow lines, incorporating cantilever rear suspension broadly similar to that adopted later by Vincent-HRD. Expensive to make and introduced at the wrong time, the Silver Arrow failed to sell despite its mouth-watering specification and was quietly dropped in 1935. First registered in May 1931, this Silver Hawk was purchased at a UK auction in 2009 having formed part of the Ivor Halbert Collection for many years. An older restoration, the machine is offered from an important UK private collection and will require re-commissioning before returning to the road (the last MoT expired in 1997). Noteworthy features include 12-volt electrics, electronic ignition, and a Smiths 80mph speedometer. The machine is offered with a V5C document and a small quantity of spares. Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

1937 Vincent-HRD 500cc Series-A CometRegistration no. FJO 290 Rear Frame no. D1428Frame no. D1428Engine no. C494•Rare pre-war Series-A single•Restored in 2010•Present ownership since 2012The Vincent-HRD marque originated in 1928 when Philip Vincent acquired the name and assets of the recently liquidated HRD Company. ('HRD' stood for Howard Raymond Davies, the Isle of Man TT winner who had founded the firm in 1924). Vincent moved production from Wolverhampton to Stevenage and set about putting his motorcycle design ideas into practice, commencing with an innovative sprung frame that would remain a feature of Vincent motorcycles until production ceased in 1955. Like Davies before him, Vincent relied on proprietary engines until increasing dissatisfaction with suppliers led to the creation of Vincent's own in 1934. An overhead-valve, 500cc single, this all-new power unit was designed jointly by PCV and his Chief Engineer Phil Irving. Messrs Vincent and Irving brought fresh thinking to the design of what would become known as the Series-A motor, opting for a relatively short stroke of 90mm coupled to an 84mm bore; a high-set camshaft and two guides for each valve with the rocker arm engaging between them; the sum of all these features resulting in a compact engine with considerable scope for tuning. The names 'Comet' and 'Meteor' were chosen for the sports and touring versions respectively of the stylish new Vincent-HRD, which had not even been started, let alone ridden, when it was first exhibited at the 1934 Motor Cycle Show at Olympia. Fortunately, during the Show a tester achieved a speed of 90mph on a Comet, a highly respectable figure for a 500cc sports roadster and one that fully justified Philip Vincent's prior performance claims. In the 1935 Isle of Man Senior TT, the new Vincent-HRDs finished in 7th, 9th and 12th places, demonstrating that they possessed reliability as well as speed. Sales increased steadily, but the Vincent was an expensive product and ownership remained the privilege of a wealthy few. Production of all Series-A Vincent-HRDs ceased on the outbreak of WW2, and today the pre-war Comet and Meteor – the machines that effectively kick-started the Vincent legend – are highly prized by discerning collectors. Manufactured in 1937 and first registered in March 1938, this Vincent-HRD Comet was restored in 2010 and is described by the private vendor (its owner since September 2012) as in 'tip top' condition. The machine comes with a history file containing a dating certificate; assorted correspondence; a quantity of expired MoTs and tax discs; old insurance documents; old/current V5/V5C documents; and a purchase receipt (1949) when it was bought by Arthur G Gibb. 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

1934 BSA 499cc W34-8Registration no. not registeredFrame no. B4 2822Engine no. B8 752During the 1930s its advertising slogan - 'One in Four is a BSA' - reflected the Birmingham-based company's status as the world's largest motorcycle manufacturer. The Depression of the early 1930s forced a cut back in the number of models, just ten being offered for 1932. Among these though, were three new 500s, one a sidevalve and two with overhead valves, all of which shared a common bottom end and the 85x88mm bore/stroke dimensions that would characterise all BSA's 500cc singles, including the legendary Gold Star, right up to the beginning of the unitary construction era in the 1960s. All featured engines having vertical cylinders and magneto ignition, which were carried in conventional cycle parts with rigid frames and girder front forks. Unfortunately, little is known of the history of this rare sporting BSA. There are no documents with the machine; however, it can be assumed that it was restored in the not too distant past. It is believed to have been purchased privately in Cornwall, and due to the vendor's declining health has been stored in a heated garage in recent years. Unused for some time, the BSA appears to be in very good condition; nevertheless, careful re-commissioning and the customary safety checks are advised before returning it to the road.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

1938 Triumph 498cc Speed Twin ProjectRegistration no. CBM 347Frame no. TH 5620Engine no. 8-5T 11804Although Edward Turner's Triumph Speed Twin caused a sensation when it appeared at the 1937 Motorcycle Show, few of its admirers can have guessed how influential the design would prove to be. True, there had been vertical twins before, but the Coventry firm's newcomer established a formula that would be adopted by all of Britain's major motorcycle manufacturers in the succeeding decade. And whereas previous vertical twins had suffered from excess bulk, Turner's was lighter and narrower across the crankcase than the contemporary single-cylinder Tiger 90 (whose cycle parts it shared) and from certain angles looked just like a twin-port single. This was just what the conservatively minded motorcycling public wanted, and the Speed Twin proved an enormous success for Triumph, lifting the company out of the economic doldrums and setting it on the road to future prosperity. Performance proved exemplary for a road-going 500, around 85mph being attainable by the Speed Twin, while the Tiger 100 sports version could reach the 'ton' under favourable conditions. Owned by the vendor for the last 56/57 years, this Speed Twin is presented in 'barn find' condition having been kept in dry storage since it was last used in 1964. Representing a rare opportunity to acquire a pre-war example of one of the most influential motorcycles of all time, 'CBM 347' comes with a dating certificate and V5C document and is sold strictly as viewed.Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

Rare, one-year-only model supplied with factory Racing Kit 1953 Triumph 498cc T100C ProjectRegistration no. PKC 87Frame no. 41912Engine no. T100.C.41912•One of fewer than 600 T100Cs built•Long-term family ownership (since 1957)•Off the road in dry storage since circa 1970•Offered for restoration'In 1953 and for one year only, Triumph produced a factory hot-rod, the 500cc T100C Tiger. This was street-legal but with the previous year's optional Racing Kit now factory fitted... In all, the mods brought output to 42bhp, a useful 10bhp increase over the standard T100.' – Ian Falloon.The Tiger 100 sports version of Edward Turner's trend-setting Speed Twin was launched in 1938, reappearing in 1946 with telescopic forks in place of the original girders, and separate dynamo and magneto instead of the pre-war version's magdyno. Produced almost unchanged for the next three years, the Tiger gained Triumph's distinctive headlamp nacelle in 1949 when the range was restyled. A die cast alloy cylinder head and barrel were adopted for 1951, these and other engine improvements boosting power to 32bhp. For Tiger owners who wished to go racing, Triumph offered a kit of performance parts that included high-compression pistons, 'hot' cams, up-rated valve springs, twin carburettors, megaphone exhausts, etc. For 1953 the racing kit was dropped but most of the parts found their way onto a new competition-orientated production model: the T100C. Produced for that year only, the T100C is one of the rarest and most collectible of post-war Triumphs. This matching-numbers T100C, one of fewer than 600 built, comes with an old-style continuation logbook (issued 1961) showing that it was first registered to the current vendor's father on 9th February 1957. Its registration number indicates that the machine was first registered in Liverpool in December 1953. Last on the road circa 1970, since when it has been garage stored, the Triumph has belonged to the vendor since his father passed away some 12 years ago. Original and un-restored, the machine has been inspected by a VMCC examiner and we are advised that he was happy with his findings with regard to the frame, engine, gearbox, etc. Original spares with machine include a rear light; twin-carburettor inlet manifold; carburettor float chamber and pipework; throttle twist-grip; and a front numberplate. Additional documentation consists of a V5C document and copy of the late owner's HP payments book.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

Formerly the property of Derrick Bedwell 1951 AJS 497cc Model 18CS ScramblerRegistration no. NAU 550Frame no. 2826Engine no. 51/18 S 1003 C•Rare Model 18CS•Ex-Derrick Bedwell•Delivered new delivered with a spare set of crankcasesAssociated Motor Cycles announced its post-war range of Matchless and AJS heavyweight singles in June 1945. Housed in a rigid frame with Teledraulic front fork, the rugged overhead-valve engine drove via a four-speed gearbox. Hairpin valve springs were adopted for 1949 and a swinging-arm frame introduced, the latter initially for export only, models so-equipped being suffixed 'S'. The production scramblers also received the new frame that the works team had enjoyed since 1948; the trials models though, kept the rigid back end. The scrambles engine went all-alloy for 1950 and subsequently received different cams and larger valves before being redesigned with short-stroke dimensions for 1955. AMC continued to develop its four-stroke scramblers to the end of production in 1969, but by then the days of such heavyweight machines were at an end. This rare Model 18CS comes with its original old-style logbook showing that it was first registered on 8th January 1951 to Blacknell Motors, Nottingham, passing to its first private owner – Derrick Bedwell – on 9th January 1952. Derrick Bedwell had worked for Rolls-Royce during WW2, helping to develop the Merlin engine. His favourite mode of transport at that time was the Velocette KTT MkVIII ridden by 'Ginger' Woods in the 1939 Isle of Man Junior TT. After WW2 Derrick competed in most forms of 'off-road' motorcycle sport while continuing to work for Rolls-Royce's aero engine division. A man with a love of all things mechanical, he was involved with various organisations in later life including the Rolls-Royce Heritage Trust, Bentley Motor Museum, Bomber Command Association, and the Singer Owners Club. Derrick competed on the AJS for many years, winning an impressive haul of trophies, and only sold it (to the current vendor) in 2016 shortly before his death at the age of 95. 'NAU 550' had last been on the road in 1958. Unusually, this machine was delivered with a spare set of crankcases, stamped by the factory with the original number: the only instance Bonhams has ever come across. The new-old-stock cases are included in the sale together with the aforementioned trophies. Since acquisition the AJS has been restored to usable roadworthy condition: engine rebuilt; new wheels rims and tyres; new exhaust; new handlebars, etc. The AJS 7R front brake is particularly noteworthy. Last run earlier this year and Described by the vendor as in good condition, this rare AJS model 18CS is offered with a V5C document; the aforementioned logbook; a file of paperwork; a pair of leather scrambles trousers; and a quantity of spare parts. 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

Ex-Texaco Heron Team Suzuki; Percy Tait; John Williams; 1976 Isle of Man Classic TT-winning1975 Suzuki 750cc XR11 Formula 750 Racing MotorcycleFrame no. GT750-62865 and 2859• Ultra-rare factory machine• Believed to be Tait's 1976 North West 200 750-class winning machine• Outstandingly original and unmolested• Present ownership since the early 1980s• 'As last raced' conditionThe ultra-rare factory machine offered here was ridden to victory in the 1976 Isle of Man Classic TT by Texaco Heron Team Suzuki works rider John Williams. As such, it represents the final development of Suzuki XR11 Formula 750 racer (also known as the TR750). Initially dubbed the 'Flexy Flier' on account of its wayward handling, it was an XR11 that Barry Sheene was riding when he had that famous Daytona crash in 1975; though to be fair to the Suzuki, that was caused by a tyre failure rather than any inherent deficiency in the machine. The XR11 had been developed from the GT750 roadster for the increasingly popular 750-class racing. The latter had first become established in the USA in 1969, progressing to the FIM Formula 750 Championship in 1973 and finally the Formula 750 World Championship in 1977 as the class's stature grew. For its 750 racer, Suzuki up-rated the GT750 engine with different cylinders, a dry clutch and magnesium castings; they also developed an entirely new lightweight frame, and it was this that would prove the XR11's Achilles Heel. Made from tubing that was too small in diameter, it flexed under power, hence that famous sobriquet. Maximum power was raised from an initial 100bhp in 1972 to 116bhp for 1975 in the XR11's final incarnation. By this time the frame had undergone several revisions to strengthen it, and for 1975 the chassis was further updated with an XR14 (RG500) swinging arm and lay-down shock absorbers. At last the XR's handling was no longer a handicap, as evidenced by John Williams' Isle of Man TT victory in '76 (you don't win in the Island on a motorcycle that doesn't handle well). Indeed, John had made history in the Senior race by setting the first 110mph lap of the Mountain Circuit and repeated that feat on board his XR11 in the Classic race. Born in 1946, John Williams made his racing debut in 1964 and progressed through club racing ranks to make his Isle of Man debut in the Manx Grand Prix in 1966. Williams swiftly established a reputation as a public roads specialist, securing his first IoM win in the 1971 500 Production TT. John would go on to win a further three TTs and score nine podium finishes. He was sponsored by Tom Arter and then Gerald Brown before signing for Texaco Heron Team Suzuki for 1976, joining Barry Sheene and John Newbold. Neither Williams nor Newbold enjoyed parity of equipment with Sheene, who kept all three of the latest factory XR14 bikes for himself, so it would have surprised few when both men left at the end of 1976. Out of the five Grands Prix he contested in an injury plagued season, Williams finished on three occasions, the highlight being victory in the Belgian round at Spa. He had also contested the FIM 750 Championship that year aboard the XR11 (assumed to be this machine) with disappointing results (13th in Holland and 7th in Germany), though 5th place in the MCN Superbike Championship was some consolation. Continuing his career with Appleby Glade sponsorship, John Williams enjoyed considerable success as a privateer and had just won the 500cc race at the 1978 Ulster Grand Prix when he crashed in the 1,000cc race, dying in hospital of complications later that day. Records show that the machine offered here is a 1975 model, first used by the Suzuki works team in the USA, which was dispatched to the UK at the end of the '75 season together with the team's equipment when it pulled out of racing. Suzuki's American works riders for 1975 had been Dave Aldana and Pat Hennen. According to former Texaco Heron Team Suzuki Grand Prix technicians Nigel Everett (letter on file) and Martyn Ogborne, 'GT750-62865' (the last of the frame number sequence) was assigned to works rider Percy Tait in 1976 for use in Formula 750 events before being allocated to John Williams halfway through the season.Texaco Heron Team Suzuki did not campaign the XR11s after 1976 and the bikes were disposed of, this example being sold to Percy Tait on 4th November '76 (the Percy Tait Racing stickers are still on the fairing). By this time Percy had retired from racing (following a serious accident in the Isle of Man Production TT in 1976) and become a Suzuki dealer. It is not known whether or not Percy sponsored another rider on the XR11. The current vendor, a motorcycle racing enthusiast with an important private collection, saw this XR11 advertised in MCN in the early 1980s purchased it from the owner, a garage proprietor in Leominster. The Suzuki has been kept as part of his collection since then and is presented in wonderful 'as last raced' condition. Ex-factory machines of this pedigree - original and unmolested - rarely come to the market, making this ultra-rare and historic TT-winning XR11 of exceptional interest to collectors.Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

Property of a deceased's estate c.1963 Honda 250cc CR72 Racing MotorcycleFrame no. CR72-310192Engine no. CR72E-310119• Incredibly rare, Ex-works Honda racer• Third place bike in 1963 lightweight TT• Ex-Bill SmithIn the 250 class Honda were running the four-cylinder machines from as early as 1959, and in Grand Prix events from 1960. Whilst the fours participated in the most prestigious events, Honda made a twin-cylinder CR72 250 to compete in lower ranked races. Whilst the standard CR72 was an over-the-counter racer available to the public, and Honda even made a road-legal version fitted with lights, there were a few 'works' machines with significant differences, to be campaigned by works riders or selected privateer racers with close connections to Honda. The example offered here is one such works machine.We have endeavoured to trace the history of the machine as far as possible and we know that the last, deceased owner, Bill Barker, purchased the bike in Ireland from John Martin for the sum of £2350 plus a 1928 Triumph in 1977 (receipt on file). At the beginning of its history, we believe that Bill Smith sold the bike to a gentleman in Wolverhampton from whom it was purchased by Terry Teece. Terry sold the Honda in 1974 to 'a Publican in Wigan' whom we believe to be Eric Biddle, Landlord of The Squirrel public house, who owned and traded many racing bikes around that time. How it moved from Eric Biddle in 1974 to John Martin in 1977 is still unknown at the time of cataloguing, but this may have simply been a sale from one to the other. In the early part of its life, until after the custody of Terry Teece, the bike was known as the one on which Bill Smith finished 3rd in the 1963 Lightweight TT. When Bill Barker obtained the machine, he was told that it had been raced by Ralph Bryans and Tommy Robb. Our enquiries have led to verbal confirmation from Bill Smith, with reference to the frame number, that it is the machine on which he finished third in the 1963 Lightweight TT.The deceased owner used the bike in CRMC racing until an engine blow-up during the 1980s. After obtaining various parts, new Carillo conrods, and having a new crankshaft made in Germany, Barker had the engine rebuilt. It was completed and re-installed in the rolling chassis approximately 13 years ago, but he then became ill, and subsequently passed away in 2008. The machine has been kept in dry storage since that time, and will require a thorough check over, and careful re-commissioning before running or racing again. A small number of parts, along with two fairings (one fibreglass and one believed original alloy) accompany the machine, together with documentation comprising correspondence from Bill Smith with Japan, other correspondence with various parties, notes, and sundry papers.Also consigned to this sale, listed separately in the Automobilia section, are two dismantled, incomplete engines, a CR77 and a CR72 (Lot nos. 204 & 203 respectively).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

1982 Bimota 1,099cc HB2Registration no. JVJ 113YFrame no. HB2 00109Engine no. SC05E2101920Combining Bimota's state-of-the-art chassis technology with the engine of Honda's CB1100-R, a machine then dominating production-class racing, this ultra-rare HB2 was one of the fastest, most exotic, and most expensive machines of its day. It was built and sold new in this form by the then Bimota importer, though how much the first owner paid is not known. The HB2's first owner was UK-based collector, from whom it was acquired by Chris Graham of Stuart Graham Ltd in March 1991 (see letter and V5C on file). The current vendor acquired the Bimota from Chris Graham in May 1999 and since then it has benefited from considerable expenditure and upgrading. Spondon fully floating disc brakes have been fitted front and rear, while the suspension has been up-rated with a Maxton cartridge conversion for the front forks and a Maxton shock absorber at the rear. Completing the front-end rebuild, the fork stanchions were re-chromed and the sliders powder coated. The rear brake master cylinder and rear suspension linkage have been replaced with new-old-stock parts, and the (calliper-matching) front master cylinder overhauled with a seal kit, while the new exhaust system was supplied by Bimota Classic Parts. Invoices for the aforementioned parts and services are on file and the machine also comes with MoT to January 2021. Described by the owner as starting first time and running well, this highly desirable piece of Italian exotica will have been ridden to 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.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

c.1965 Italjet 49cc Sports RoadsterFrame no. 25833Engine no. unable to locateItaljet was founded in 1959 by ex-Italian road-race champion Leopoldo Tartarini, a gifted engineer and designer whose many collaborations with Ducati include styling the Darmah range of v-twins. Over the years Italjet used proprietary engines from numerous suppliers including Minarelli, CZ, MZ, Yamaha, and Triumph. Almost every conceivable type of motorcycle was made, including competition and schoolboy models and a succession of stylish scooters. In the 1990s, Italjet launched the Dragster, Formula and Velocifero scooters, and in 1998 an Italjet Formula was exhibited as part of The Art of the Motorcycle exhibition at the Guggenheim Museum of Modern Art in New York City. Apparently original and complete, this rare early Minarelli-engined Italjet is offered for restoration (it should be noted that the carburettor float chamber is damaged). There are no documents with this Lot, which is sold strictly as viewed.Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.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

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.1960 Motobi Picnic 75 ScooterFrame no. 303630Engine no. none visibleMotobi originated when the eldest of the six Benelli brothers, Giuseppe, left the family firm in 1949 to found his own company: Moto 'B' Pesaro, later Motobi. The latter's first design was a 98cc single-cylinder two-stroke lightweight motorcycle with horizontal engine, a layout that would characterise its offerings from then onwards. Six years after Giuseppe's death in 1957, Motobi merged with Benelli and its models continued to be manufactured, although often with 'Benelli' on the tank. Motobi's first scooter was shown in prototype form in 1956, with production of both two-stroke (Ardizio) and four-stroke (Imperiale and Catria) models commencing the following year. In 1959 Motobi introduced the Picnic, which looked like a scooter/step-thru hybrid and was powered by a 75cc four-stroke engine. A 125cc version followed. A 'must have' for the serious scooter collector, this rare Motobi Picnic 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.1957 Gitan Libeccio 125 TurismoFrame no. 447201Engine no. 447201Taking its name from company founder Gino Tansini, Moto Gitan was based in his hometown of Caorso, located approximately halfway between Milan and Bologna in Northwest Italy. A producer of lightweight motorcycles and mopeds, the company was founded in 1951 and remained active throughout the 1950s, '60s and '70s. Early models were fitted with Mi-Val engines before Gitan began manufacturing its own. In the Netherlands, Gitan products were marketed under the Tansini name to avoid confusion with the French Gitane brand. A rare survivor of a relatively obscure make, this Libeccio Turismo is powered by a 125cc two-stroke engine, which is carried in a set of cycle parts typical of Italian machines of the period. Apparently original and complete, the machine 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

1967 Moto Guzzi 125 Stornello SportFrame no. T 02LREngine no. T 62LRA close relative of the Lodola, the Stornello (starling) debuted at the Milan Show in December 1959. Powered by a 124cc overhead-valve unitary construction engine featuring parallel valves and an inclined cylinder, carried in a twin-down-tube frame, the Stornello combined adequate performance with excellent fuel economy and sound handling. Its designer was the legendary race engineer Giulio Carcano, the man responsible for Moto Guzzi's spectacular V8. A Sport version, equipped with a totally different cylinder head and larger carburettor, followed in 1961. Motor Cycle tested a Stornello Sport in its 14th December 1961 issue, and although the riding position was not to the tester's liking he found that the little Guzzi 'has ample punch and handles like a thoroughbred'. Displaying a total of 32,251km (20,040 miles) on the odometer, this rare Stornello Sport is offered for restoration. The machine comes with an instruction manual and an Italian registration document (1967).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

Coma Motor ScooterFrame no. unable to locateEngine no. unable to locateEasily the most mysterious machine in a collection packed with rare delights, this Coma motor scooter does not appear in Dregni & Dregni's Illustrated Motor Scooter Buyer's Guide, nor in Erwin Tragatsch's The Illustrated History of Motorcycles. Indeed, we cannot even be sure of whether the name applies to the model or the manufacturer. The machine is styled along typically Italian lines, though the deeply valanced front mudguard wrapping around the leading link fork is an unusual feature. Offered for restoration and sold strictly as viewed, it affords the prospect of hours of researching fun for the next owner. 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.1953 Aermacchi 125NFrame no. 12517886Engine no. illegibleA household name among motorcyclists thanks to its heroic achievement of producing the most highly developed and successful overhead-valve racing single ever, Aermacchi was a relative latecomer to motorcycle manufacture, building its first in the late 1940s. Designed by Lino Tonti, previously with Benelli, the 125 was a scooter-like machine with open frame, which was powered by a 123cc two-stroke engine that was mounted horizontally and pivoted with the rear suspension. Unlike most scooters, the Aermacchi used 17' wheels, so handled more like a conventional motorcycle. Fuel was carried in a tank under the seat, the forward compartment being intended for tools or luggage. By 1953 there were three versions on offer: the base model U, deluxe N and M sports roadster, the latter boasting a fuel tank in the conventional motorcycle position. This rare early Aermacchi 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.1957 Aermacchi Zeffiro (see text)Frame no. 552337Engine no. 552337Aermacchi was a relative latecomer to motorcycle manufacture, building its first in the late 1940s. Designed by Lino Tonti, previously with Benelli, the 125 was a scooter-like machine with open frame, which was powered by a 123cc two-stroke engine that was mounted horizontally and pivoted with the rear suspension. Unlike most scooters, the Aermacchi used 17' wheels, so handled more like a conventional motorcycle. Fuel was carried in a tank under the seat, the forward compartment being intended for tools or luggage. The ultimate development of these early open-frame scooter-like Aermacchis was the Zeffiro, which featured greatly improved styling and a telescopic front fork. The newcomer was also available as the Zeffiro 150, with 147.9cc engine. This rare early Aermacchi is offered for restoration and sold strictly as viewed. There are no documents with this Lot. It is not known if the machine is a 125 or a 150.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 Aermacchi 125NFrame no. 12511729Engine no. 12511729A household name among motorcyclists thanks to its heroic achievement of producing the most highly developed and successful overhead-valve racing single ever, Aermacchi was a relative latecomer to motorcycle manufacture, building its first in the late 1940s. Designed by Lino Tonti, previously with Benelli, the 125 was a scooter-like machine with open frame, which was powered by a 123cc two-stroke engine that was mounted horizontally and pivoted with the rear suspension. Unlike most scooters, the Aermacchi used 17' wheels, so handled more like a conventional motorcycle. Fuel was carried in a tank under the seat, the forward compartment being intended for tools or luggage. By 1953 there were three versions on offer: the base model U, deluxe N and M sports roadster, the latter boasting a fuel tank in the conventional motorcycle position. This rare early Aermacchi 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

1955 Motom 98cc TSFrame no. unable to locateEngine 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, and MV Agusta Pullman. This Motom 98 TS is another example of the trend, featuring an enclosed engine and a fuel tank housed within the frame members. Weighing 65kg (143lb) and with 7.3bhp on tap, the 98 TS had a top speed of 100km/h (62mph). An older restoration by a specialist, this rare Motom ultra-lightweight is offered 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: 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 Capriolo 150cc Cento 50Frame no. 00292Engine no. 00249Named after the roe deer, Capriolo emerged from the ashes of the giant Caproni group, which had been founded in the first decade of the 20th Century as an aircraft manufacturer and only turned to motorcycle production after WW2. At the Milan Show in November 1953, Capriolo launched the Cento 50, one of the very few Italian motorcycles to be powered by a BMW-style flat-twin engine. The pressed-steel frame and face-cam valve gear were carryovers from the single-cylinder Cento 75, while other noteworthy features included flashing indicators integral with the taillight, and a neutral indicator light. Weighing 103kg (227lb) and with a maximum of 7.5bhp on tap, the Cento 50 had a top speed of 95km/h (59mph). It is estimated that only some 500-or-so were made. A later model identifiable as such by its full-width hubs, this ultra-rare Capriolo had been restored by a specialist prior to its acquisition by the Morbidelli Museum.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

1955 Isoscooter 125cc Motor Scooter Frame no. unable to locateEngine no. unable to locateNowadays Iso is best remembered for its muscular V8-engined Grifo supercar of the 1960s but the company's origins were more mundane. Renzo Rivolta's Isothermos company had begun life pre-war making refrigerators, turning to the manufacture of scooters and motorcycles after the war and thence to the highly successful Isetta 'bubblecar'. After the failure of its first scooter, the Furetto, Iso produced the Isoscooter and Isomoto lightweight motorcycle, both of which used a Puch-style 125cc 'split single' two-stroke engine. Although it was a major manufacturer with more than 2,500 agents in Italy and Europe, Iso had its sights firmly set on the Gran Turismo car market and ceased making two-wheelers in 1960. A 'must have' for the serious scooter collector, this charming Isoscooter had already been restored by a specialist when it was purchased by the Morbidelli Museum. Displaying a total of 2,194km on the odometer, this rare machine is offered with an original instruction 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

c.1957 Piatti 125cc Motor ScooterFrame no. none visibleEngine no. 10449Designed by London-based Italian engineer Vincenzo Piatti, the Piatti motor scooter was, despite its name, a British product, manufactured in the UK by Cyclemaster. Following the display of a prototype at the 1952 Brussels Show, the rights to the design were secured by Cyclemaster a couple of years later, although production did not begin until 1956 (the Piatti was also built by d'Ieteren in Holland). The Piatti was certainly one of the more unusual-looking scooters, its pressed-steel monocoque body having the appearance of an inverted bathtub, which concealed the horizontally-mounted 125cc two-stroke engine and almost completely shrouded the 7'-diameter wheels. A seat mounted on a pillar and adjustable for height – bicycle style – was another unusual feature. Believed to be in original condition, this example of what is now an extremely rare scooter was purchased in the UK circa 2012. The machine is offered with copies of marque-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

1957 Gilera 175cc Rossa ExtraFrame no. 180-115Engine no. 180-115Throughout the early 1950s, it was Gilera's racers that grabbed the headlines, taking six individual World Championships and five manufacturers' titles. Although racing generated valuable publicity, it was sales of road bikes that paid the bills. The majority of machines sold were lightweights based on the overhead-valve 125cc single that had first appeared in prototype form in 1948. Developed and enlarged first to 150cc and then 175cc, these simple OHV singles were top sellers throughout the 1950s and into the 1960s, although their high price outside Italy made them a relatively rare sight abroad. Introduced for 1957, the Rossa Extra was essentially a deluxe version of the 175 Sport. A matching-numbers example, this Gilera Rossa Extra had already been restored when it was acquired for the Morbidelli Museum. This machine would have had double-decker Silentium silencers originally. Offered with an original parts catalogue.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

c.1949 Alpino 48cc Cyclemotor & Doniselli BicycleFrame no. none visibleEngine no. 5256'Typical Italian post-war machines from 48cc to 174cc with two- and four-stroke ohv engines. 48cc models broke world records with Tamarozzi, Pennati, Pasini and Sozzani.' – Tragatsch. Having manufactured motorcycles from 1925 to 1929, Pietro Trespidi returned to the business of two-wheeled transport in 1944 with a highly successful cyclemotor. He set up a new factory at Stradella in Lombardy, where his company Motobici Srl commenced production of Alpino motorcycles immediately after WW2, offering a range of ultra-lightweights two-strokes ranging from 48cc mopeds to a 98cc motorcycle. Production of Alpino motorcycles ceased in 1962, Motobici's main export market in Argentina having collapsed. This rare cyclemotor from one of Italy's lesser known marques is attached to a Doniselli ladies' bicycle. The machine is presented in beautiful un-restored condition, complete with wicker baskets front and rear. 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

1950 Gilera 499cc Saturno CompetizioneFrame no. 26278Engine no. 26278•Rare competition version•Delivered new to Romania•Restored by a specialistThe best known and most successful large-capacity Gilera roadster of the immediate post-WW2 period was the 500cc Saturno. First seen in 1940 in competition guise, the Saturno - a 499cc, overhead-valve, four-stroke single - did not enter production until 1946 when it appeared with the horizontally-sprung, friction-damped, swinging-arm rear suspension first seen on the pre-war blown 'four' racer. In the late 1940s the factory built a limited number of Competizione versions of the Saturno for sale to privateers, and this model resulted in the more highly developed San Remo racer that featured a more powerful engine, a blade-type girder fork, and a full-width front hub. Ridden by major stars of the day, the San Remo established an enviable competition record, proving capable of beating multi-cylinder rivals around tighter circuits on numerous occasions. The design's next development, the Corsa, arrived in 1951 boasting a revised engine with increased finning and a larger sump. A telescopic front fork and conventional hydraulically damped rear shock absorbers made their first appearance on this model, giving rise to the name Piuma (feather) because of the ease of handling these advances brought with them. Major changes to the Turismo and Sport roadsters were mainly confined to the cycle parts, which were updated with a telescopic front fork and full-width alloy front brake for 1951, and conventional coil-sprung dampers at the rear soon after. Production of the Saturno roadsters continued until 1959, their passing marking the end of the line for one of Italy's truly great classic motorcycles. Copies of factory despatch records on file show that Saturno Competizione number '26278' was delivered new to Bucharest, Romania from where it was purchased in 1991. Raced by a privateer and restored by a specialist, the machine also comes with copies of other documents (in Italian) and an original parts catalogue.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 Capriolo 75cc SportFrame no. none visibleEngine no. 24189•Rare model•Unusual engine design•An older restoration by a specialistNamed after the roe deer, the Capriolo marque emerged in 1948 from the ashes of the giant Caproni group, formerly one of Italy's largest manufacturing concerns. Caproni had been founded in the first decade of the 20th Century as an aircraft manufacturer. Based in Taliedo, a suburb of Milan, Caproni made the first aircraft of Italian manufacture in 1911 and during World War I produced a series of successful heavy bombers used by the Allied air forces. Between the world wars, Caproni manufactured mostly bombers and light transport aircraft, and only turned to motorcycle production after WW2. The firm commenced two-wheeled production with a 50cc ultra-lightweight before swiftly moving on to a 75cc model, the Capriolo 75, which was notable for its use of a pressed-steel frame and an unusual four-stroke engine of the overhead 'face cam' type, which also featured a longitudinal (rather than transverse) crankshaft. Sports versions won their class in the 1954 Milan-Taranto and 1955 Giro Motociclistico d'Italia, proving the effectiveness of this seemingly eccentric design.At the Milan Show in November 1953, Capriolo launched the 'Cento 50', one of the very few Italian motorcycles to be powered by a BMW-style horizontally opposed engine. This was followed, in 1955, by the more conventional Capriolo 125, which featured a single-cylinder overhead-camshaft engine, the 'face cam' type having been temporarily dropped. When engineer Giovanni Caproni died in 1957, the company was reorganised and adopted the 'Aeromere' name, a shortened form of 'Aero Meccanica Regionale'. Its motorcycles continued to be badged as 'Capriolo' until production ceased in 1963.A type rarely seen outside its native Italy, this charming Capriolo 75 Sport had been restored by a specialist prior to its acquisition for the Morbidelli Museum. Presented in beautiful condition, this rare machine is offered with an operating and maintenance manual (in Italian), a selection of photographs, and some marque-related literature (also in Italian).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

1955 AWO/Simson 250cc Racing MotorcycleFrame no. unable to locateEngine no. 1009Along with MZ, Simson was owned by the East German (DDR) government. Post-WW2, motorcycle production resumed in 1952 at the former Simson-Supra car factory with a range of 250cc four-strokes sold under the AWO brand name. Renamed Simson, the firm concentrated on lightweight motorcycles of less than 100cc from the 1960s onwards, leaving the larger-capacity classes to MZ. Its first introduction - the 247cc AWO 425 - was, not surprisingly, BMW influenced, being an overhead-valve single with inline crankshaft and four-speed shaft-drive transmission, while the cycle parts comprised a tubular cradle frame equipped with telescopic front fork, plunger rear suspension and 180mm diameter brakes on both wheels. Although the first racing version kept to the original's OHV architecture, subsequent developments featured single-overhead and twin-overhead-camshaft engines with varying methods of valve actuation. These racing developments of the AWO 425 enjoyed considerable domestic success, taking the DDR National Road Racing Championship in 1953, '54 and '55, a state of affairs that led to the introduction of a sports version for the road: the 425S. This 250cc AWO racer has a twin-overhead-cam engine with the camshafts driven by chain. A beautiful older restoration, this rare Eastern Bloc racing motorcycle is offered with technical information and photocopied literature relating to the marque (all in German).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 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

1951 Ducati 65cc Monoalbero Racing MotorcycleFrame no. V2 003650Engine no. 450880•Rare early Ducati motorcycle•Converted to overhead-camshaft configuration by Giancarlo Morbidelli•1993 Moto Giro d'Italia competitorIntroduced in 1946, Bologna-based Ducati's first motorcycle product was the Cucciolo ('little pup') – a 48cc auxiliary engine designed for bicycle attachment - derivatives of which would still be powering its lightweight offerings some two decades later. Ducati had started out as a maker of radios and other electronic products, and by the start of WW2 was Italy's second largest company. When its factory was destroyed by Allied bombing in October 1944, Ducati was all but wiped out. By an amazing piece of good fortune, SIATA (Società Italiana Auto Trasformazioni Accessori), a Turin-based tuning firm specialising in the modification of FIATs, was looking for a commercial partner to produce a clip-on engine for bicycles and turned to Ducati. The Cucciolo power unit had been designed in wartime by Aldo Farinelli, enabling production to commence soon after hostilities ceased. Unusual in being a four-stroke at a time when most such utility units were two-strokes, the overhead-valve Cucciolo was of unitary construction, incorporating a two-speed transmission, and was described by Motor Cycling magazine as 'beautifully engineered'. Facing fierce competition in the auxiliary motor market, Ducati took the logical next step and in 1949 introduced a complete machine of its own. Powered by a 60cc derivative of the Cucciolo engine, designed by Giovanni Fiorio, this new motorcycle used a Caproni-built pressed steel frame with cantilever rear suspension, though Ducati was soon compelled to make its own chassis when Caproni ended the collaboration. Fiorio quickly drew up another engine: a 65cc unit with pushrod-operated overhead valves (pullrods had been used hitherto), which went into a new model: the 60 Sport. Early versions had the Caproni chassis, later ones featured Ducati's own. Ducati being Ducati, there was, of course, a competition version of the Cucciolo, and on one of these 60cc racers Franco Petrucci finished 3rd in the 75cc class of the 1951 Milan-Taranto. This early Ducati motorcycle was restored by Giancarlo Morbidelli and converted by him from pushrod to overhead-camshaft valve actuation. Bought in the early 1990s, the machine was ridden by Mr Morbidelli in the 1993 Moto Giro d'Italia and still carries its competitor number plates. This unique machine is offered with its FMI registration card and 1993 Moto Giro d'Italia competitor's logbook and other 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

1955 Motobi 250cc Gran Sport Racing MotorcycleFrame no. 720133Engine no. 720133•One of an estimated 70 made•2nd in class in the 1955 Milan-Taranto race•Restored by Giancarlo MorbidelliThe now-defunct Italian manufacturer Motobi is closely related to Benelli. Italy'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 hostilities ceased, 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, which was used for the first proper Benelli motorcycle of 1921. Within a few years the firm was actively engaged in competitions, taking the first steps along a path to Grand Prix glory that would see Benelli established as one of Italy's foremost racing marques post-WW2. In 1949 the eldest of the six Benelli brothers, Giuseppe, left to found his own company: Moto 'B' Pesaro, later Motobi. The latter's first design was a 98cc single-cylinder two-stroke lightweight with horizontal engine, a layout that would characterise its offerings from then onwards. In the early 1950s a new range of all-aluminium engines was introduced whose profile resembled that of an egg or rugby ball, and this style was deliberately retained when Motobi switched to overhead-valve four-strokes towards the decade's end. Six years after Giuseppe's death in 1957, Motobi merged with Benelli and its models continuing to be manufactured, although often with 'Benelli' on the tank. One of an estimated 70 made, this rare, two-stroke, twin-cylinder Motobi was ridden by Benito Mariani to 2nd in class and 8th overall in the 1955 Milan-Taranto race (see photographs and Motobi advertisements on file). Mariani's was one of seven Motobi works entries in the '55 Milan-Taranto, one of which, ridden by Silvano Rinaldi, won its class and came home 7th overall. In a remarkable display of speed and reliability, Motobis filled the first five places in the 250cc category. Restored by Giancarlo Morbidelli, this beautiful Gran Sport would – following re-commissioning – be an ideal mount for the 2020 Moto Giro d'Italia. 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

1959 Paton-Mondial 250cc Grand Prix Racing MotorcycleFrame no. 250AA402-10765Engine no. 1180•Paton frame, Mondial engine•One of a limited series built in the 1950s•Restored in the Morbidelli Museum's workshopOne of the more unlikely developments in modern-day classic racing has been the re-emergence of the Paton as a formidable contender at the highest level. Founded by ex-Mondial men Giuseppe Pattoni and Lino Tonti after that company's withdrawal from racing, Paton built its first racing motorcycle – a Mondial-based 125 – in 1958. Stan Hailwood was one of Paton's first customers, purchasing a 125 for his son, Mike who finished 7th on it on his Isle of Man TT debut that same year. The first Paton bicilindrica (twin-cylinder) racer - a 250 - appeared in 1959 but was not successful and was soon replaced by a smaller, lighter version that was ridden to a remarkable 3rd place at the 1964 TT by Alberto Pagani. Paton was never anything more than a shoestring operation - for 20 years Pattoni had just one full-time mechanic, Gianemilio Marchesani - so the achievement of such a result against the might of the Japanese factories was nothing short of miraculous. That early-1960s 250 established the pattern for all succeeding Paton four-stroke parallel twins: vertical cylinders with generous finning; twin overhead camshafts driven by gears from the centre of a 180-degree crankshaft; gear primary drive to an in-unit, six-speed, cassette-type transmission; and wet sump lubrication. A 350cc version was bought by Liverpool car dealer Bill Hannah for his sponsored rider, Fred Stevens. Impressed by the 350, Hannah commissioned the production of a 500, which Stevens rode to a memorable victory at the 1967 North West 200. He also won the 350 class on the Hannah-Paton and went on to finish 6th in the 500cc World Championship that year. Pattoni sold only a handful of bikes to customers, and although seldom able to challenge MV Agusta at Grand Prix level, the Patons were always in contention for top-privateer honours in the late 1960s. Occasionally Pattoni was able to turn the tables on his bigger and better funded rivals, Angelo Bergamonti's 1967 Italian 500c Championship title being a particularly sweet moment. Pattoni continued to develop the four-stroke twin, producing an 8-valve version in the early 1970s that was ridden with some success by Roberto Gallina and Virginio Ferrari. By this time though, two-strokes were ruling the Grand Prix roost in all classes and Pattoni was forced to change tack, introducing his own 500cc stroker in 1980. After Giuseppe Pattoni's death in 1999, the racing effort continued to be run by his son, Roberto, whose idea it was to recommence limited production of the 500cc 8-valve four-stroke twin in honour of his late father. Since then the reborn Paton has proved itself to be more than a match for the single-cylinder, predominantly Manx and G50-engined opposition. An older restoration completed in the Morbidelli Museum's workshop, this rare early Mondial-engined Paton is one of the limited series of such machines built in the 1950s before Giuseppe Pattoni developed his own engines. 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 Ceccato 75cc CorsaFrame no. 0142Engine no. 0142•Rare Italian competition motorcycle•Class winner at the 1956 Milan-Taranto•An older restoration by a specialistFew motorcycle enthusiasts outside its native Italy are likely to have heard of Ceccato, though its stylish and well-made products are unmistakably Italian. The company was founded in the mid-1930s by pharmacist Pietro Ceccato, occupying premises at Montecchio Maggiore and then Alte Ceccato near Vicenza in northern Italy. Ceccato manufactured industrial equipment, and only turned to motorcycle making after WW2, commencing in 1948. The company started out by producing a 38cc (later 48cc) moped - the Romeo - before developing a range of lightweight motorcycles. Argentina was a major market, where Ceccato's motorcycles were marketed under the 'Zanella Ceccato' name.In 1953, Ceccato bought the design (originally offered to Mondial) for a 75cc double-overhead-camshaft engine from the legendary Fabio Taglioni, who would be responsible for Ducati's desmodromic valve system. That engine, Taglioni's first, brought him to the attention of Ducati, and following a spell with Mondial he joined the company in 1954. While five of Ceccato's DOHC racers were built, the modified single-overhead-camshaft Corsa model was the mainstay of the company's racing efforts, its lighter weight (70kg or 154lb) being more suitable for long distance road races such as the Moto Giro d'Italia. Indeed, Ceccato motorcycles won the 75cc class of the Moto Giro at least once. With a maximum of 7bhp available at 10,500rpm, the 75cc Ceccato had a top speed of around 110km/h (68mph).As well as motorcycles, Ceccato produced bicycles, air compressors, gas cylinders and service station equipment, and remained active in those fields after it ceased motorcycle manufacture in 1963. It is still in existence today. This rare Ceccato Corsa has been signed on the fuel tank by Vittorio Zito, whose bike it was, and was used by him to win the 75cc class in the 1956 Milan-Taranto race. Believed to be an older restoration by a specialist, this exquisite little gem of a motorcycle is offered with correspondence, a selection of photographs, and some photocopied 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

c.1955 Motom 50cc CorsaFrame no. over-paintedEngine no. 5A 1006Founded 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. The first Motom motorcycle debuted at the 1947 Geneva Salon and immediately generated an enthusiastic following on account of its sparkling performance and exceptional fuel econmoy. 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. Following successful spells with Gilera and then MV Agusta, renowned racing engineer Piero Remor joined Motom in 1953, helping the company develop the successful 98T model. Production of Motom motorcycles ceased in 1971. This restored Motom sports moped is presented in competizione specification as it would have been for contemporary long-distance road races such as the Moto Giro d'Italia. Weighing a featherweight 42kg (92.4lb) and with 4.5bhp on tap, it has a top speed of around 90km/h (56mph). Signed on the fuel tank by former privateer racer Vittorio Zito, this rare Motom ultra-lightweight racer is offered with copies of period photographs, some technical drawings, and two instruction manuals. An un-numbered spare engine is 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.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

Ten-time Italian Championship-winning 1967 Motobi 175cc Competizione Racing MotorcycleFrame no. 2002Engine no. 2002•Ridden by Fosco Giansanti•Minimal restoration•Largely in 'as-last-raced' condition'From 1959, when one of the 172cc singles won the Italian Junior racing championships in the hands of Ambrosini, Motobi machines largely dominated this class of racing with another nine titles until their final championship win in 1972.' – Mick Walker, Italian Racing Motorcycles. The now-defunct Italian manufacturer Motobi is closely related to Benelli. Italy'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 hostilities ceased, 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, which was used for the first proper Benelli motorcycle of 1921. Within a few years the firm was actively engaged in competitions, taking the first steps along a path to Grand Prix glory that would see Benelli established as one of Italy's foremost racing marques post-WW2. In 1949 the eldest of the six Benelli brothers, Giuseppe, left to found his own company: Moto 'B' Pesaro, later Motobi. The latter's first design was a 98cc single-cylinder two-stroke lightweight with horizontal engine, a layout that would characterise its offerings from then onwards. In the early 1950s a new range of all-aluminium engines was introduced whose profile resembled that of an egg or rugby ball, and this style was deliberately retained when Motobi switched to overhead-valve four-strokes towards the decade's end. Enlarged from 200cc to 250cc, the Spring Lasting two-stroke twin brought Motobi its first major success when Silvano Rinaldi rode a tuned example to a class win in the 1955 Milan-Taranto. However, those multiple Italian Championships referred to by Mick Walker were gained after Motobi had switched to four-strokes, the 175cc single offered here being typical of this new breed. One of the most popular machines among privateers contesting the Italian Championships, this rare Motobi racer is one of three (the others being a 125 and a 250) bought directly from Marco Benelli. We are advised that this machine won ten Italian Championships in the 175cc class ridded by Fosco Giansanti. It has undergone only superficial restoration and remains largely in 'as-last-raced' condition. The machine has been signed by Mr Zanzani, one of the Motobi racing team's former technicians. 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

Six-time Italian Championship-winning 1966 Motobi 125cc Competizione Racing MotorcycleFrame no. 2001Engine no. 2001•Ridden by Eugenio Lazzarini and Alberto Lega•Minimal restoration•Largely in 'as-last-raced' condition'From 1959, when one of the 172cc singles won the Italian Junior racing championships in the hands of Ambrosini, Motobi machines largely dominated this class of racing with another nine titles until their final championship win in 1972.' – Mick Walker, Italian Racing Motorcycles. The now-defunct Italian manufacturer Motobi is closely related to Benelli. Italy'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 hostilities ceased, 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, which was used for the first proper Benelli motorcycle of 1921. Within a few years the firm was actively engaged in competitions, taking the first steps along a path to Grand Prix glory that would see Benelli established as one of Italy's foremost racing marques post-WW2. In 1949 the eldest of the six Benelli brothers, Giuseppe, left to found his own company: Moto 'B' Pesaro, later Motobi. The latter's first design was a 98cc single-cylinder two-stroke lightweight with horizontal engine, a layout that would characterise its offerings from then onwards. In the early 1950s a new range of all-aluminium engines was introduced whose profile resembled that of an egg or rugby ball, and this style was deliberately retained when Motobi switched to overhead-valve four-strokes towards the decade's end. Enlarged from 200cc to 250cc, the Spring Lasting two-stroke twin brought Motobi its first major success when Silvano Rinaldi rode a tuned example to a class win in the 1955 Milan-Taranto. However, those multiple Italian Championships referred to by Mick Walker were gained after Motobi had switched to four-strokes, the 125cc single offered here being typical of this new breed. One of the most popular machines among privateers contesting the Italian Championships, this rare Motobi racer is one of three (the others being a 175 and a 250) bought directly from Marco Benelli. We are advised that this machine won six Italian Championships in the 125cc class ridded by future World Champion Eugenio Lazzarini and Alberto Leva. It has undergone only superficial restoration and remains largely in 'as-last-raced' condition. The machine has been signed by Mr Zanzani, one of the Motobi racing team's former technicians. 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-works 1959 Benelli 248cc Grand Prix Racing MotorcycleFrame no. 1002.GPXEngine no. 1002.GPX•Bought from the late John Surtees in the 1980s•One of only four built•Restored by Giancarlo Morbidelli•Comprehensive history fileItaly'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 Dario Ambrosini became champion at the end of a season that included wins in Switzerland, Italy and the Isle of Man. Sadly, Ambrosini's death 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.For the 1959 season Benelli developed a new, short-stroke (70x64.8mm) 250 engine that produced 33-35bhp at 10,200rpm. Despite the increase in power over its predecessor, the new Benelli 250 faced much stiffer opposition than before; by 1960 MV and Ducati were fielding twin-cylinder machines in the 250cc class and Honda had just stepped in with a four, leading Benelli to the conclusion that a multi-cylinder design was the only realistic option. Nevertheless, the 250 single did achieve one major success when Geoff Duke rode to victory in the 1959 Swiss GP, one of his last wins before retiring. Other riders who rode the works Benelli singles at this time included Dickie Dale, Silvio Grassetti and Jack Murgatroyd.The new Benelli four's arrival having rendered the single obsolete, two were sold at the end of 1961: one being bought by the British sponsor/entrant Fron Purslow, and the other (on Purslow's recommendation) by Hector Dugdale, whose son Alan rode his father's bike in 1962. Purslow's No.1 rider John Hartle being sidelined by injury, sitting out the 1962 season, Mike Hailwood took over the ride. Hailwood scored a debut win at Mallory Park in May 1962 and was lying fourth in that year's Lightweight TT in the Isle of Man when the engine blew on the final lap. Percy Tait and Alastair King both rode Purslow's Benelli in period, but the writing was on the wall for the ageing singles and their retirement lay just around the corner.The machine offered here – '1002.GPX' – is one of only four final-specification Benelli 250cc singles built initially for the 1959 season, three of which are known to survive: one in the UK, another in Italy and Giancarlo Morbidelli's example. Giancarlo Morbidelli bought the Benelli from the late John Surtees in the early 1990s and restored it over a period of some 20 years. The front brake was purchased from Fernando Bruscoli, a friend and distant cousin of Mr Morbidelli who was using it in his road bike, while the replica fairing was made by the same craftsman - Mr Donzelli - who made Benelli's fairings in period.The restoration was completed in 2008 and the machine photographed with former works rider Silvio Grassetti sitting on it and Giancarlo Morbidelli standing next to him (colour prints on file). The history file also contains correspondence, photocopies of period literature, and several wonderful b/w photographs taken in period, many depicting Grassetti on this type of Benelli, while others record aspects of the restoration (inspection recommended). There is also a list of races contested by the Benelli 250s together with their riders and results. From this we can see that Grassetti's best result on a Benelli single was 1st place at Opatija, Yugoslavia in July 1961 (a non-World Championship event).Representing a rare opportunity to acquire a Grand Prix racing motorcycle from one of Italy's premier marques, this beautiful Benelli 250 is worthy of the closest inspection.Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.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

c.1969 Benelli 62cc Prototype Racing Motorcycle (see text)Frame no. unable to locateEngine no. unable to locate•Ultra-rare factory bike•Restored by former factory mechanic, Mauro Righi•One of the last machines restored in the Morbidelli Museum's workshopThe ultra-rare machine offered here is purported to be a test-bed built around 1959 to evaluate the 62cc (or thereabouts) cylinder that would form the basis of Benelli's forthcoming 250cc four-cylinder Grand Prix engine. When, 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. 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, but in the 250 category Benelli-mounted Kel Carruthers eventually got the better of Kent Andersson's Yamaha and Santiago Herrero's Ossa, bringing the Championship back to Pesaro.So, did Benelli's successful bid to win the 250cc World Championship commence with the machine offered here? It has to be said that the engine, with its wide angle between the valves, looks rather old-fashioned, and the Benelli 250 four that was first shown to the public in June 1960 had a much narrower valve angle. Furthermore, experimental engines never intended for actual competition use are usually evaluated on the test-bed, not on the racetrack. In appearance, this engine looks similar to the 250cc Benelli singles of the early 1950s, though why it was built into a working motorcycle remains a mystery, while the cycle parts appear typical of ultra-lightweight racers of the late1960s/early 1970s. Possibly this engine is one of a small batch built for the 'tiddler' classes of long-distance road races such as the Moto Giro d'Italia and Milan-Taranto but not used until someone had the idea of building them into complete motorcycles some 20 years later.Believed one of very few built, this machine is said to have been tested by the great Eugenio Lazzarini. A future three-time World Champion, Lazzarini was a works Benelli rider only in his first year of Grand Prix racing (in 1969, aged 24), which would appear to support the conclusion that this machine dates from that period. Bought from the Benelli family, the machine was restored by former factory mechanic, Mauro Righi and is one of the last motorcycles to be restored in the Museum's workshop (around four years ago). It is not known if the engine is internally complete, nor if it runs. 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.1981 Sanvenero 125cc Grand Prix Racing MotorcycleFrame no. 00127Engine no. to be advised•Ultra-rare Italian Grand Prix racer•An older restoration•Purchased for the Morbidelli Museum circa 25 years agoTuscan building contractor and motorcycle racing enthusiast Emilio Sanvenero was already a sponsor of the MBA team when he founded his own company in 1980, almost certainly inspired by the successes achieved by Giancarlo Morbidelli. Sanvenero's aim was to compete in the 125cc and 500cc World Championships, and the team enjoyed some success in its debut year. Works riders Guy Bertin and Ricardo Tormo won the 125cc races at the Italian and Swedish Grands Prix respectively to finish the season 6th and 8th equal in the World Championship. For 1982 Tormo was joined by Pier Paolo Bianchi in the 125cc class, with the Spaniard winning the Belgian Grand Prix to finish the season in 5th place, one point behind the more consistent Bianchi in 4th. Sanvenero's bold 500cc project was far more ambitious but would turn out to be much less successful, which is hardly surprising given that they were up against the well-established Japanese manufacturers in the premier class. The square-four two-stroke engine was inspired by Suzuki's World Championship-winning RG500 but used a shorter stroke; Campagnolo supplied the crankcases, while the crankshafts came from Hoeckle and the pistons from Mahle, so the ingredients were nothing less than the very best. Dutch frame-building guru Nico Bakker built the first frames before Sanvenero switched to its own. At least four 500s were constructed over the course of the 1981 and 1982 seasons but there would be no repeat of the 125's successful debut. Riders recruited for 1981 were Carlo Perugini and Guy Bertin, neither of whom scored any points. The team's only success with the 500 was achieved the following season at the French Grand Prix, inexplicably held at Nogaro, which was considered barely suitable for a club race, let alone a GP. Many of the major contenders refused to start, particularly in the 500 class, which was won by Sanvenero's Michel Frutschi, while to the annoyance of other works riders, Sanvenero's Hugo Vignetti rode in the 125cc race, finishing in 3rd place. Frutschi's only other finish was 9th at the Belgian GP and he ended the season 14th in the 500cc World Championship. At the last round at Hockenheim in Germany, Sanvenero was declared bankrupt and the circuit owners seized the two machines entered, one of which is still on display in the circuit museum. Subsequently, Pier Paolo Bianchi obtained several 125s from the receivers and continued to race them during 1983, scoring three consecutive 3rd places (Germany, Spain, Austria) to finish 8th in the World Championship.This ultra-rare Sanvenero Grand Prix racer had already been restored when it was purchased for the Museum some 25 years ago. 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

1971 Motobi Tornado 650SFrame no. to be advisedEngine no. 6185Best remembered for its racing fours and road-going sixes, the Benelli factory of Pesaro, Italy exhibited its first 650cc twin at the Milan Show in 1967, though production did not begin in earnest until 1971. Christened 'Tornado', the new model - it was hoped - would cash-in on the popularity of big parallel twins in the lucrative US market. With its 360-degree crankshaft and pushrod valve gear, Benelli motor copied its British rivals but followed Japanese practice by being of unitary construction, employing a horizontally-split crankcase and geared primary drive. Alternator electrics and a starter motor were introduced on the successor 650S. Production of the final version - the 650S2 - ceased in 1975. Engineered to a higher standard than their British counterparts, the Benelli twins were commensurately more expensive and relatively few made their way to these shores. The Tornado was also badged as a Motobi, Benelli's sister marque, as seen here. A machine for the parallel-twin connoisseur who dares to be different, this 650S Tornado currently displays a total of 12,158km (7,555 miles) on the odometer and is believed to be original and un-restored. The machine is offered with an original instruction manual. A wonderful opportunity to acquire one of these rare Italian thoroughbreds.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

Howard & Sons Of Berners Street - A rare stunning late 19th / early 20th Century low armchair / lounge having a shaped cushioned backrest with shaped arm rests. Raised on tapering wooden square legs with brass castors. Upholstered in a scarlet red with matching cushion. Complete with Howard stamp to back of leg and to castors. A fantastic example. Measures: 84cm x 69cm x 76cm.