We found 209236 price guide item(s) matching your search

1952 Alpino 125ccRegistration no. PSX 413Frame no. S1449Engine no. 125/03492Having 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, offering a range of ultra-lightweight two-strokes ranging from 48cc mopeds to a 98cc motorcycle. In 1951 the company introduced its first 125cc motorcycle, derived from the existing 98cc model, extending the range with two new versions of the 125 for 1952. That same year Alpino bagged several world speed records in the 50cc and 75cc classes using an egg-shaped streamliner. Scooters were added to Alpino's line-up in the early 1950s and a couple of years later the company introduced its largest four-stroke model in the popular 175cc class. Production of Alpino motorcycles ceased in 1962, Motobici's main export market in Argentina having collapsed.This extremely rare example of one of Italy's lesser known marques was purchased by Hans Schifferle in 2013 in its current state with Hans planning to restore it but, sadly, time did not allow. Purchased by the current vendor at Bonhams Autumn Stafford Sale 2021 (Lot 519), they have since recommissioned the Alpino and registered it in the UK. The machine is offered with a German Fahrzeugschein; expired TüV (MoT) certificate and correspondence; copy Alpino Instruction Manual; and V5C.Footnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

Offered from The Forshaw Speedway Collection 1933 Martin-Rudge JAP 500cc Speedway Racing MotorcycleEngine no. JOS/232921•A highly original and truly unique example of a Martin-Rudge•Catalogue specification down to the original tyres•An example of a JAP engine in a Rudge design frame and one of the most successful speedway machines of the pre-war yearsEngines from the John A Prestwich factory in Tottenham, North London, were well established in motorcycle racing. Record breaking and general motorcycle engine production by the time the 'dirt track' (initially referred to, pejoratively as 'dirt track' but later became recognised as 'speedway') racing phenomenon arrived in England in 1928. Although dubious at first about any possible future in the new sport it would appear that it was when Bill Bragg, captain of the financially successful Stamford Bridge Team, met one of the Prestwich brothers, Vivian at the 1929 MotorCycle Show at Olympia in November that attitudes changed. Vivian had been very interested in the series of special racing engines that Bert Le Vack had developed a few years earlier and was now shrewd enough to realise that 'dirt track' racing really did have a future and, as such, persuaded his doubting father to change his mind. This led to Stan Greening, design engineer, working with Bill Bragg to produce an engine with suitable characteristics. A prototype engine was ready within three months but initial tests in early 1930 were not successful and further development followed. At this time it would appear that the bench mark was moving towards Rudge, the compact lightweight 4 valve TT based engine ousting the Douglas monopoly. This is where Wal Phillips enters the story. Wal had worked at JAP with his uncle, Bert Le Vack on the experimental racing engines between 1922 and 1925, he was also an accomplished rider on the cinder tracks. By 1930 he had changed his allegiance from Douglas to Rudge. Wal still visited the JAP factory and Stan Greening, hearing about this latest news, asked Wal to lend him the Rudge engine. Whilst the new JAP engine was a rather different concept and without any intention of following the 4-valve route it was the concentration of port design with gas flow coupled with cam profiles that was the breakthrough that Greening was seeking with Wal working with him. The final contribution was made by Lodge producing a suitable range of racing plugs and finally Amal with their special twin float track carburettor. By August 1930 the revised engine was ready for testing at Bill Bragg's Stamford Bridge track.George Wallis had heard about the proposed trial and persuaded Wal to use one of his frames. Wallis frames were showing some success and on that first trial Wal Phillips easily broke the track record. However, the handling was not at all satisfactory. George Wallis redesigned his frame more on the lines of Rudge geometry and finally the Wallis JAP was a resounding success. Over the years more developments took place but the Tottenham factory decided that with this highly specialised engine it would be advisable to set up a separate operation.Victor Martin had been involved from the beginning with the development of the new JAP engine and was now entrusted to take over the project. Thus, in 1932, Victor Martin & Co was formed as an offshoot of the Prestwich factory in Cheshunt, Hertfordshire. Frames, with the JAP engine, were made to the Rudge design under special license and the new machine was marked as the Martin-Rudge. This became one of the most successful speedway machines of the pre-war years.This Martin-Rudge is truly unique. The name of the original owner is unknown but in 1935 the machine was tucked away into a cupboard under the stairs of his house in Fleetwood, Lancashire. It would appear that the machine was little used until it was enshrined in this blissful slumber for more than half a century when it was finally exhumed in 1989. This was when the house was cleared presumably on the death of the owner. By October 1989 Richard Forshaw had acquired it for his collection. This Martin Rudge is as perfect to catalogue specification as can be expected. Even the tyres appear to be original. Originality in any racing machine is very rare with all the stresses involved, repairs and replacements are inevitable. This machine has its originality endorsed by the extreme rarity of a remarkable provenance.Accompanied with the receipt, two original Victor Martin catalogues, photographs and much Rudge and Victor Martin material. The mechanical condition is not known and therefore we recommend re-commissioning and/or restoration to a greater or lesser extent.Key not requiredFootnotes:All lots are 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

Offered from The Forshaw Speedway Collection c.1930 Rudge-Whitworth 499cc Dirt Track Racing MotorcycleEngine no. 4619•Hugely successful model•Evidence points to it being remarkably original•A rare document from the early history of dirt track racingLike so many similar motorcycle manufacturers Rudge started life in 1894 as a bicycle maker, with the combination of two factories in Birmingham and Coventry forming Rudge Whitworth. It was not until 1911 that the first motorcycle appeared, the famous 'Multi' which won the Senior TT in 1914 ridden by inventor and engineer, Cyril Pullen. Rudge produced v-twins as well as singles but it was the v-twin that first appeared with a four speed gearbox. In 1923 the Rudge Four was introduced - a single with a four-speed gearbox but, notably, the first Rudge four valve engine which was to become the hallmark of Rudge and their racing successes. This was based on Harry Ricardo's design for Triumph as early as 1921. Initially 350cc, the new four valve engine was more powerful than the previous 500cc engine. In 1925 this led to the Rudge Special, a full four valve 500cc. It was this engine that became so success in racing and in modified form it became the basis for the 'dirt track' model.The first of these appeared in June 1928 using many existing production parts in the construction but the engine now ran on methanol. A certain influence came from Stan Glanfield from his round the world endurance on a Rudge sidecar outfit. Starting in July 1927 his travels included Australia where he was captivated by the dirt track racing which had been well established for around five years. Returning eight months later all this experience stood him in good stead in being able to advise on the new dirt track model. Stan later also went on to produce is own dirt track machine.There is no history file with this DT Rudge and it is not known when it joined the collection. Close examination indicates that it cannot have had very much use and in comparison with Rudge factory catalogues from 1929 through to 1932 all the evidence is that it is remarkably original. A true time warp discovery which, even without provenance, is a rare document from the early history of dirt track racing. The mechanical condition is not known and therefore we recommend re-commissioning and/or restoration to a greater or lesser extent.Key not requiredFootnotes:All lots are 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 "blanc-bleu" porcelain ink pot decorated with landscape and boats - Weight: 98 g - Region: Chine - Sizes: H=40mm D=70mm - Condition: at first sight - good condition - no restoration - no repair

Rare pair of Qing period Chinese silver seals surmounted by Fo dogs - Weight: 390 g - Region: Chine - Sizes: 1 sceau= H=65mm L=25mm - Condition: at first sight - good condition - no restoration - no repair

Rare large 18th century Chinese porcelain bowl Qianlong brand - Weight: 780 g - Region: Chine - Sizes: Sans socle= H= 70mm D=175mm - Condition: small inner hairline not visible on the front

Rare white porcelain snuffbox with green decoration of flowers and butterflies - Weight: 42 g - Region: Chine - Sizes: H=75mm D=45mm - Condition: at first sight - good condition - no restoration - no repair

10011968 Sunbeam Rapier FastbackReg. no. TGC 673FChassis no. B 341002156Engine no. BW HHOMileage: 83,000Transmission: AutomaticThe Rapier Fastback was first introduced in 1967 as part of the Rootes Arrow range and ran up until 1976. Based on the Hillman Hunter estate platform, the car was fitted with a 4-cylinder 1,725cc engine. This car was registered in 1968 and boasts the rare optional Borg-Warner automatic transmission.With its current owners since 2015, this Rapier has been used by father and son to attend local shows and events but has also been reliable enough to use as a daily driver in the summer months. The fantastic factory colour was professionally re-applied around eight years ago and as a result, the paintwork is in very good condition. The black interior is also in good order with just some minor wear. The sale includes a folder of history including a parts manual, a receipt for the paint, a current V5, and even parts receipts from as early as 1968 amongst other paperwork. The car is said to run and drive well and cruises the local Cotswold lanes with ease.The owner does report that upon putting the car into park mode the revs do rise a little more than they should and the window mechanism on the driver side is faulty. There is also a minor oil leak from one of the head side covers that should easily be solved with a fresh gasket.Estimate: £4,000 – 4,500To be auctioned along with a fantastic selection of other vehicles on October 15th at our Showell Farm site, SN15 2NU. Viewing is welcome prior to sale and all cars are sold as seen. Lots are not available to buy prior to auction. A fully illustrated catalogue is available on the Richard Edmonds Auction website. Bids can be left with the auctioneer, made online, by telephone or live in person. All lots are subject to commission.Vehicles that are un-registered or on foreign plates may require Import Duty and VAT to be paid upon purchase via HMRC prior to registering with the DVLA for a UK plate, if you are not sure please ask. For classic cars over 30 years this equates to 5% Duty on the final value.

10281990 Bentley Turbo RReg. no. G387 DEJChassis no. SCBZR04AXLCH32631Engine no. t.b.a.Transmission: AutomaticMileage: 75,000The vast and luxurious Turbo R was produced from 1985 - 1999 and was fitted with Bentley’s long living 7.75 litre engine. Engineers at the factory designed the new model with an increase of 50% stiffness over the previous Mulsanne with an eye to increasing performance and road holding. The cars also received ABS and fuel injection. Just over 4,600 of the original turbo Rs were made.This elegant Bentley Turbo R is part of a cherished car collection and was purchased after viewing Jay Leno’s 16-minute YouTube video recommending buying a pre-airbag black model which he owns! This example is finished in black, with a cream interior and a burr walnut dash; it even has the original Bentley handmade luxurious black lamb’s wool floor mats and unused original toolbox and jack.Recent work includes a new battery and brake valves, new front callipers and brake discs, rear brake discs and both new seat ECUs so both the driver and passengers will be able to sit in perfect comfort. Both the exterior and interior are in good original condition, with only some additional paint work required to bring to the next level including some lacquer milking on the roof. The car has had recent work completed including a service in September 2022 as well as a rear suspension overhaul which included new rear hydro-cones and brakes pads.The Turbo R comes with luxury options including heated and electrically adjustable memory seats, rear passenger mirrors and lights, plus rear picnic tables. This example also comes with the original rare Bentley/Rolls-Royce Alpine CD and cassette radio with 6CD multi-changer. This is an opportunity to own an amazing example of a Bentley Turbo R which is an appreciating asset.This prestige car has the upgraded 17'' turbo alloys, all in near-new condition and fitted with the Bentley recommended Avon tyres. This is a low mileage example and has been meticulously maintained with a large file including a full-service history and all past MOTs.Estimate: £7,000 – 9,000To be auctioned along with a fantastic selection of other vehicles on October 15th at our Showell Farm site, SN15 2NU. Viewing is welcome prior to sale and all cars are sold as seen. Lots are not available to buy prior to auction. A fully illustrated catalogue is available on the Richard Edmonds Auctions website. Bids can be left with the auctioneer, made online, by telephone or live in person. All lots are subject to commission.Vehicles that are un-registered or on foreign plates may require Import Duty and VAT to be paid upon purchase via HMRC prior to registering with the DVLA for a UK plate, if you are not sure please ask. For classic cars over 30 years this equates to 5% Duty on the final value.

10321998 BMW E39 528i ManualReg. no. R292 BKEChassis no. WBADD52OXOBV38299Engine no. 26138900Transmission: ManualMileage: 90,942The E39 was BMW’s answer to the businessman’s saloon car battle in the late 1990’s and early 2000’s, offering reliability and luxury with a selection of engines and specifications.This particular car is a rare manual example, as so many buyers at the time chose the easy-to-drive automatic for their company car. It is fitted with BMW’s legendary 2.8 litre 6-pot petrol engine that is both powerful and reliable. The car is low mileage considering what these cars were intended for, and has done an average of just 3,500 miles per year. It comes with an MOT valid until March 2023, some service history and a current V5C document showing that it has had just two previous owners. The vendor considers the car to be in good all-round condition with just some minor blemishes to the paintwork.Estimate: £2,000 - 3,000To be auctioned along with a fantastic selection of other vehicles on October 15th at our Showell Farm site, SN15 2NU. Viewing is welcome prior to sale and all cars are sold as seen. Lots are not available to buy prior to auction. A fully illustrated catalogue is available on the Richard Edmonds Auctions website. Bids can be left with the auctioneer, made online, by telephone or live in person. All lots are subject to commission.Vehicles that are un-registered or on foreign plates may require Import Duty and VAT to be paid upon purchase via HMRC prior to registering with the DVLA for a UK plate, if you are not sure please ask. For classic cars over 30 years this equates to 5% Duty on the final value.

1933 MG K1 MagnetteReg. no. MG 2751Chassis no. KO324Engine no. 512AKBody no. 102/9762Transmission: ManualIt is thought that just 250 K-type MG’s were produced between 1932 – 1934, 181 of which were in the form of the K1 with a 1087cc 6-cylinder engine. This unrestored example comes from a deceased estate of a British car enthusiast who preferred his cars turn-key, but with plenty of patina. This example carries rare four-seater coachwork and it starts with ease. Included in the sale is a folder of history which includes parts catalogue, old MOT certificates, a current V5C and parts receipts. According to the V5C, it has not had any previous owners. The late custodian used and enjoyed the car in its current condition, and this oily rag look cannot be surpassed. Upon delivery we drove the car around our premises, and we were impressed that a car appearing to require restoration, drove well.

Offered from The Forshaw Speedway Collection c.1931 Husqvarna Dirt Track Racing MotorcycleFrame no. 7SMx115?1 (see text)Engine no. 7SM 117•Acquired by Richard Forshaw from Lennart Olofssen in Sweden in 1991•Restored by well-known Swedish restorer Olof Johansson•A rare survivor Established in the 18th century as a munitions manufactory and diverting first into bicycle making it was in 1903 Husqvarna started to produce motorcycles. The factory often used proprietary engines, initially FN and Moto-Reve but notably JAP from the Prestwich factory in Tottenham, North London. By 1926 the chief designer, Harold Toller designed a 730cc OHV v twin and increased the production range in 1928 with their own single cylinder models, whilst at the same time using JAP engines with factory modifications. In 1928/9 former FN design technicians, Folke Hannerstedt and Calle Heimdahl designed a new 498cc v twin racing machine. Other manufacturers favoured OHC single cylinder engines but the new Husqvarna racer was a push rod variant, the legacy from the factory use of JAP engines became all too evident. This racing machine became very successful becoming well known in Britain when ridden by Stanley Woods.The dirt track model was introduced in 1930 and once again, the influence from Prestwich is very obvious. The engine in this machine looks so much like the first JAP 'Dog Ear' dirt track engine with exposed pushrod and rocker assemblies. The coil valve springs are another confirmation of an early engine, all later Husqvarna engines of this type equipped with hair spring valve springs.This early Husqvarna machine was acquired by Richard Forshaw from Lennart Olofssen in Sweden in late 1991. The machine had been found in Norway before arriving in Sweden in the early 1970s but was not restored until much later by well-known Swedish restorer Olof Johansson with the intent of including it in a museum. This museum closed and all the exhibits were to be sold including the Husqvarna.It is certainly a rare machine, little known to British speedway. It remains an excellent example from this renowned Swedish manufacturer with a reputation steeped in motorcycle sport. Accompanied with the correspondence, photographs and a description of Husqvarna speedway machines in Swedish. It should be noted that it has not been possible to discern the penultimate number in the frame number sequence and the mechanical condition is not known and therefore we recommend re-commissioning and/or restoration to a greater or lesser extent.Key not requiredFootnotes:All lots are 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

Offered from The Forshaw Speedway Collection 1928 Rudge-Whitworth 499cc Dirt Track Racing MotorcycleFrame no. 30950Engine no. 55865•Very rare first period Rudge •Restored machine, notably including the infamous all-embracing triangulation•Acquired for the collection in 1993The introduction of Rudge to dirt track racing has been outlined under Lot 499. Whilst from 1929 onward the DT Rudge became an established and successful venture after the first intrepid steps in 1928 had proved fraught with problems. It was Douglas that ruled the tracks until the Rudge started to make its mark during the following year. Many other motorcycle manufacturers were very excited in joining in and at least seventeen displayed DT models at the 1929 Olympia Show. Although some of these machines saw the light of day, only one other than Douglas made the grade and that was Rudge. By June 1928 the first DT Rudge was produced. As with all other manufacturers it was assembled from existing parts and modified as considered necessary. It was not understood what was required for the unique English short circuit cinder tracks, the initial belief being that the frame should be as stiff as possible. Evidence of this with the first Rudge is from the somewhat alarming addition of a full triangulation of tubes bolted to both sides of the main frame, effectively locking the headstock in a brace with the rear wheel mounting point. A problem arose with the first prototype when one of the Rudge workers was allowed to try it out in the works yard. Acceleration was impressive as expected from the TT based engine but when it came to leaning the machine to turn, the rigidity of the frame threw the poor rider into a wall causing injuries from which he never recovered. It was an inauspicious start. Despite persisting with the new model they proved to be difficult to handle although with very good power. Riders could instinctively feel that there needed to be some flexibility in the frame. The 1929 Rudge catalogue clearly shows how this was addressed, notably be the removal of the all-embracing triangulation. In 1929 Douglas still had a good season but the writing was on the wall, the latest Rudge was on the hunt and soon to drive Douglas into oblivion. Richard Forshaw acquired this very rare first period Rudge in 1993. In a letter to him dated 25th March, the noted speedway guru Noel Clark says, 'just come back...a few hours after hearing about your Rudge, you deserve it, had a long time getting one but it sounds a cracker'. From accompanying photographs of the Rudge as acquired it was certainly very complete, indeed a 'cracker' but in an 'as found' condition. Richard commenting 'it is a very original piece showing little signs of use, I am tempted to leave it as it is and certainly would if its condition was a little better'.The machine had been acquired from Halifax along with a Cole engine. Finally the decision was taken to restore the machine notably adding the infamous triangulation which must have been removed from so many of these early Rudges. With the help of many excellent photographs and the excellent Rudge catalogues this DT Rudge, frame number 30950 (last 1928 fame number 31120) is fitted with a 1929 engine and is presented close to the original catalogue specification. Accompanying documents include correspondence, photographs of the machine as found, Rudge catalogues, copies of Rudge factory drawings, relevant extracts from the press and a 21-part series 'The Days of the Speedway Rudge' by Cyril May published in Speedway Star, 1970. The mechanical condition is not known and therefore we recommend re-commissioning and/or restoration to a greater or lesser extent.Key not requiredFootnotes:All lots are 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

Offered from The Forshaw Speedway Collection c.1930 Norton 490cc OHV Dirt Track Racing MotorcycleFrame no. 42399Engine no. 46752•Exceptionally rare Norton variant•In single family ownership from the 1930s until 1989•Found to substantially complete before restoration embarked uponThere is no greater name in motorcycle racing than Norton. James Lansdown (Pa) Norton was born in 1869, the son of a cabinet maker who followed a very different path through his fascination of mechanics, intoxicated by innovation in a fast changing world. This demonstrated from a young age when he built a working model steam engine before becoming a teenager. He was apprenticed as toolmaker from the age of fifteen but contracting severe rheumatic fever four years later left him with poor health for the rest of his life. This did not prevent him from setting up his own business. At the age of twenty nine in 1898 the Norton Manufacturing Company was supplying components to the flourishing bicycle trade.With the approach of the twentieth century Norton's imagination was inspired by an emerging interest in motorcycles which were gaining popularity amongst local enthusiasts. Diverging into motorcycle production was irresistible. A meeting with Charles Garrard, British importer of the French Clement range of engines, resulted in the two men in a joint venture, with Norton manufacturing for Garrard. But from 1902 a Norton motorcycle appeared for the first time with an ever increasing range becoming available but still using proprietary engines, notably Peugeot. Norton himself competed in many sporting events enabling him to evaluate his own machines.The year 1907 was momentous for James Norton with the inauguration of the Isle of Man Tourist Trophy races. This was Norton's very first race, the entry of a 690cc V twin Peugeot engined machine owned by Harold Rembrandt Fowler but with factory support. Not only was this Norton's first race but it was an entirely new venture for the intrepid 'Rem' Fowler. With serious opposition and despite making a dozen stops and falling off on a couple of occasions Rem won his class. From being considered without any hope of success this was an outstanding result for the little-known Norton name but unwittingly the start of a formidable racing history over the following decades not only in the Isle of man but throughout the world.This amazing success spurred Norton to design his first engine. This the first single cylinder engine to become the epitome of the Norton racing motorcycle. There was a survival from bankruptcy in 1912 saved by the action of R.T (Bob) Shelley who with James Norton revitalised the company with expansion evident from 1916. Whilst there were racing and record-breaking successes from the opening of Brooklands in 1907 it was not until 1924 that Norton succeeded in the Isle of Man again, winning both the Senior and sidecar TTs with their ubiquitous push rod OHV singles.Although the first overhead camshaft Norton, the CS1, appeared in 1927 and was successful in that year's TT, it was an adapted version of the push rod engine that was proposed for the dirt track machine. By May 1930 when the Norton dirt track model made its first public appearance the sport was very much on a rising ascendancy and by this time the unique requirements for a cinder shifting machine were beginning to be understood. The Norton was the result of much experiment and attention to the latest ideas. The frame with certain influence from the current all-conquering Rudge including the necessary Webb forks and even Rudge type high level twin exhaust pipes. The inclusion of twin exhaust pipes with a single exhaust valve engine an unnecessary complication and added weight.Frank Varey gave the new Norton the first public outing winning races and breaking lap records at Perrey Bar and Nottingham. However, Frank Varey was one of the very few to really master the Norton and despite his glowing testaments few other riders liked it. Perhaps the frame was too stiff and the engine rather heavy leaving the handling 'much to be desired'. The machine soon gained the reputation of 'being a camel'. With the rapid development of the JAP engine soon to eclipse the entire speedway world, the Norton like all others was consigned to obscurity.Very few of these Nortons were made - maybe no more than eleven - although there are reports of successes on Australian tracks and maybe even in New Zealand. There is some evidence too that the specially developed engine was sold separately as well. This now very rare example, originally supplied to a dealer called Frodsham in Warrington, UK, was sourced by Richard in 1989 where it had been in the family of Henny Kroeze from the 1930s. Henny's uncle, Arie van de Ployn had used the machine for grass track racing. For this the three speed Sturmey Archer gearbox was used although it is now converted to just a simple countershaft. The engine, a 1930 Model 18 single port unit fitted with the correct short DT timing cover, is not as the original but appears to have been in the frame for most of its life, the engine having been fitted to a machine supplied to the Netherlands in June 1930. When purchased the motorcycle had deteriorated but remained substantially complete until a more recent restoration. This has included the replacement of the lower rear frame chain stays no doubt removed in the earlier life of the machine to find more flexibility. The Norton dirt track machines were built to a very high specification with a traditional rather heavy lugged frame. The accompanying file with letters discussing the purchase, invoices, photographs before and after restoration, period extracts from magazines and a Wright Wood image of Frank Varey with one of these Nortons. The mechanical condition is not known and therefore we recommend re-commissioning and/or restoration to a greater or lesser extent.Key not requiredFootnotes:All lots are 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

Offered from The Forshaw Speedway Collection c.1930 Wallis-Blackburn OHV Speedway Racing MotorcycleEngine no. GCR 1482•An example of the first purpose built dirt track frame•Possibly the only Blackburn engined example in existence•Very rare survivor from the earliest days of cinder track racing•Featured in The Classic MotorCycle July 1986 edition in an article written by Jeff ClewGeorge Wallis's contribution to the dirt track/speedway phenomenon tends to be overshadowed by the names of Douglas and Rudge in particular but, whereas these manufacturers and many others joining the burgeoning sport produced machines derived and developed from standard factory production parts, George Wallis produced the first purpose-built dirt track frame in Britain.George Wallis was born in 1903 in Grimsby, Lincolnshire, the Wallis family soon moving to Sheffield where George grew up. His early life was rather chequered. He started work as an apprentice with the Phoenix Car Company which soon folded. He then moved on to start his own business selling and repairing motorcycle which soon folded as well. Moving south he joined the famous Brooklands racing driver and record breaker Parry Thomas but did not stay very long before using this illustrious name to approach the boss of Harley Davidson with the confidence to ask to be manager of their British racing team. Again, this did not work out as Harley Davidson wanted Wallis to join their headquarters in Milwaukee. Not satisfied with this George decided to strike out on his own again in 1926 using his ingenuity by designing a hub steering system for motorcycles. Although a promising start with plenty of interest his investors were not so confident and again another venture flopped. Not down for long, fortuitously in 1928 Wallis was appointed manager of the Australian speedway team. Immediately fascinated by the new sport and with Douglas in the ascendancy, George with his ingenuity could see that the shorter lighter single cylinder machines had a lot of potential. He must have been impressed with the American Art Pechar's immediate success with his Indian (see Lot 509) as well as the Harley Peashooters. By March 1929 Wallis had his first bespoke track machine ready for test. The frame based very much on the Harley but the wheelbase shortened and the engine moved forward resulting in the steeply curved down tube. The final notable feature was a steeper head angle at 71 degrees, very close to the ideal used in modern speedway. In 1929 the JAP engine was a year away, not ready for even limited production until the latter part of 1931. Casting around for a likey power plant a Blackburn seemed to be a likely choice. The workmanship of his motorcycle was noted as exceptional, the frame skilfully hand crafted further described simply and unequivocally as 'beautiful'. For the first test, however, an early 344cc JAP engine was installed and even with this, Frank Arthur took the Wallis for a few laps of the White City track. Arthur was very impressed saying that he could almost slide the machine 'hands off'. Other experienced riders circulating on the machine, Colin Watson and Ron Johnson, could only agree.Wallis supplied and sold his machines and by 1931 the Wallis now with JAP engine became a defining dirt track model. Continuing his rather unpredictable business career he became engineer to first Crystal Palace Speedway then moving on to Stamford Bridge and finally Plymouth all those tracks closing down in succession. In 1930 he finally teamed up with Comerfords. Teddy Comerford had founded his eponymous company in 1924 with the sale and service of motorcycles, Comerfords of course becoming a serious player in the motorcycle world with a strong competition allegiance. With Comerfords, Wallis machines found huge success, the Comerford Wallis sold in very large numbers variously estimated at between three hundred and maybe over a thousand. Eventually the concession moved to Victor Martin where, added to the Victor Martin range it remained in production throughout the 1930s.This very early Wallis with the rare Blackburn engine fitted to only the very first Wallis frames was found in Newcastle and after passing through several hands, including former speedway riders Ken Middleditch and Reg Luckhurst, it was acquired by Richard Forshaw in the early 1980s. In 1985 Richard took it to a Brooklands reunion and also a Rudge Enthusiasts Club Rally. At the time the Wallis was in an incomplete state. The engine was complete and soon restored but the countershaft had to be remanufactured. The correct 28in tyres were sourced but only suitable for display, the machine finally completed and brought together as it is presented today. Offered with a copy of a Jeff Clew article from the July 1986 edition of The Classic MotorCycle this Wallis remains a very rare survivor from the earliest days of cinder track racing. The mechanical condition is not known and therefore we recommend re-commissioning and/or restoration to a greater or lesser extent.Key not requiredFootnotes:All lots are 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

Offered from The Forshaw Speedway Collection 1931 Wallis-JAP 350cc Speedway Racing MotorcycleEngine no. IOR/S 45642•A defining dirt track model•Very rare twin port 'Dog Ear' JAP engine•Produced before the merger with ComerfordsThe first prototype engine for dirt track racing emerged from the Prestwich factory in February 1930 within three months from Bill Bragg's meeting with Vivien Prestwich at the Olympia MotorCycle Show the previous November. This first JAP engine was a hybrid made up from a modified 350cc engine that had been used for setting records at Brooklands. A 500cc barrel had been grafted on with its fins trimmed to reduce weight and a modified 350cc twin port head completed that first engine. The quest to minimise weight and deliver competitive power with the Rudge, which was beginning to challenge the Douglas, was not successful. Technical director, Stan Greening worked hard to improve all areas of the recalcitrant power plant. It was not until Wal Phillips acquired a Rudge that a breakthrough was forthcoming (see Lot 503). The strength of the Rudge engine, apart from the 4 valve layout, which Greening did not want to use, was in the port shapes and angle and in valve timing and cam profiles. Still retaining the twin port head, by August 1930 the engine was ready for testing using the newly developed Lodge racing plugs and the twin float track racing carburettor specially designed for them by Amal.The frame that George Wallis persuaded Wal Phillips to use for that first test was not a success but with modifications including shortening the wheelbase and altering the front fork angle the Wallis finally proved to be a winner, the speed and handling all too obviously capable of serious competition. Soon everyone wanted one but at this time only experimental engines were being used. However, a few replicas were produced that year, the fortunate few including Arthur Warwick, Dicky Case and Phil Bishop all proving the success of the new Wallis JAP. During the winter of 1930/1 further improvements were made including a single port cylinder head whilst the twin port head continued a little longer. 1931 saw for the first time the famous JAP logo on the timing cover replacing the previous JAP letters that had been inscribed in block capitals. Innovation always has its detractors but the sceptics of the new JAP engine were in for a surprise. When early in 1931 a special invitation race was included in the British Motor Cycle Racing Club's Brooklands event for machines fitted with the new JAP speedway engine. Here there were wins at over 90mph with Wal Phillips lap at 105mph earning him a rare and coveted Brooklands Gold Star for those who managed a lap at over 100mph. The sceptics were silenced. All the more impressive was that the lap had been achieved by a speedway rider. The Wallis JAP was now in much demand and whilst Wallis produced some of these himself, he eventually teamed up with Comerfords, the machine becoming known as the Comerford Wallis. There is no history file with this Wallis but it probably dates from 1931. The frame is very similar to the Wallis Blackburn (Lot 503) but following a little later with one of the very rare twin port 'Dog Ear' engines with exposed push rods and rocker assembly, the engine with the JAP logo as introduced in 1931. The exhaust pipes following the Rudge style with a low pipe to the offside and a steeper angled pipe to the left side. A rare and unique machine, this Wallis was produced before the merger with Comerfords and later in turn taken over by Victor Martin, remaining in production throughout the 1930s. The mechanical condition is not known and therefore we recommend re-commissioning and/or restoration to a greater or lesser extent.Key not requiredFootnotes:All lots are 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

Offered from The Forshaw Speedway Collection c.1929 BSA 493cc S29 Dirt Track Racing Motorcycle Frame no. R185Engine no. T177 & 1409•Exceptionally rare BSA variant•The only known survivor•Purchased by Cyril Lord in 1929 and in his ownership until 1969From 1861 Birmingham Small Arms was a company manufacturing and supplying armaments for the British government. The contracts from Whitehall became so unpredictable over a period of forty years that the company diversified into the booming bicycle market. Free of government bureaucracy the business expanded rapidly staking a claim in the infant motor car world with the spectacular take-over of Daimler in Coventry and with the further logical expansion into motorcycle production by 1910. Within twenty years BSA had surged to the forefront as the world's number one producer of motorcycles with a well-engineered range of value for money models. The reliability and quality proved over the years by teams of factory riders competing in events of reliability, one day and six day trials and later in scrambles and moto-cross racing. It is not at all surprising that the call of the cinders appealed to such an innovative and diversifying company.It was Jack Parker who set the ball rolling. Jack Parker became one of the greatest speedway riders winning every conceivable championship but never to win a world title. He joined the BSA experimental department around 1927 and soon developed a machine for the cinder track using parts from various factory models. The sporting engine in the BSA range was the famous sloper introduced in 1926 but this was not suitable for the track. Parker made up an upright engine from some sloper parts as well as contributions from other earlier engines. The Parker special caused interest from the management and the decision was taken to introduce a full 500cc overhead valve upright engine suitable for road and possibly racing as well. By the end of 1928 the new model was ready for production, a sports roadster and a dirt track model priced at a very competitive £65. From despatch records it would appear that possibly as many as 84 of these machines were produced in 1929. During 1928/9 Jack Parker rode the prototype with considerable success. Every production model was tested at a specially built cinder track at the back of the factory. Although recognised as a well handling machine the engine was at least at a 5bhp disadvantage to the all-conquering Douglas and later the Rudge. The production run was short and was not listed after 1930. This DT BSA, frame number R181 is the only known survivor. Despatched on the 4th July 1929 to Messrs Walter Wragg of Sheffield. It was acquired in 1990 along with the Art Pechar Indian (Lot 509) from Jim Gregory. Restoration of the machine was completed the following year. It has been established that it was originally bought by Cyril Lord in 1929, Lord riding for Coventry as well as at the Isle of Man TT races. After his riding days were over Cyril maintained his involvement with speedway as official machine manager at Brandon Speedway. He was later managing director of the Coventry Motor Mart and always retained the BSA. In 1969, a year before he passed away, he gave the BSA to Noel Somerfield who had been employed by Cyril for many years. Noel always looked after the BSA and had rebuilt it in 1954. It later resided with Jim Gregory. This 1929 BSA S29 DT has been maintained and treasured by one owner for most of its life, with more recent restoration and continuation of this care by Richard Forshaw. The mechanical condition is not known and therefore we recommend re-commissioning and/or restoration to a greater or lesser extent.Key not requiredFootnotes:All lots are 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

Offered from The Forshaw Speedway Collection, ex-Otto 'Red' Rice c.1934 Crocker 500cc OHV Speedway Racing MotorcycleEngine no. 34-19•An ultra-rare model from one of the most desirable and sort after motorcycle manufacturers •The finely engineered machines, built to an ideal not a price•Purchased new by Otto 'Red' Rice it in 1934 for $250 from Hap Alzina's shop in Los Angeles•Fitted with a clutch, the AMA allowing clutch starts from 1936•Formerly part of the collections of Marion Diedricks and Peter Gagan•Described by Chuck Vernon as 'probably the only correct original example extant'The Crocker has a fascination to all those interested in motorcycles generally and perhaps speedway in particular. There is a mystique about the Crocker whose star shone for little more than a decade when very few of these rather exotic machines emerged. Albert G. Crocker was born in 1882. After a short spell involved with the manufacturer of Thor motorcycles when he also became a successful competition rider, he joined the Indian engineering department where his talent impressed both Hedstrom and Hendee. Crocker moved around the Indian empire first managing the parts department in the newly opened factory in San Francisco soon moving on to another new Indian factory in Denver Colorado in 1919. He resigned five years later to take over an Indian dealership in Kansas City, Missouri. Marrying in 1925 to Gertrude Maslin - the widow of Eddie Maslin who was a member of the Indian factory racing team - Crocker now yearned to return to California. He sold the dealership and bought the Freed Cycle Company of Los Angeles, moving back to California in 1928. Still handling Indian machines he was contracted by the factory to supply small parts from his machine shop. Here Crocker was fortunate in having his foreman, Paul A Bigsby a pioneer motorcycle competition rider and race promoter and above all a talented mechanical engineer. Bigbsy had already designed an overhead valve conversion for Indian Chief and Scout motorcycles. Although there had been a general drop in motorcycle sales in the depression years of the 1930s there was an increasing interest in flat track racing. Already Douglas and Rudge machines had made their mark on American tracks but Crocker planned a limited manufacture of a highly specialised flat track racers. Maintaining the engineering side of the Freed business he sold the dealership to Floyd Clymer in 1934, Clymer now a reformed character after his conviction for mail fraud in Denver. Crocker and Bigsby built a small number of the flat track racers, seemingly making more engines that complete machines that found their way into other frames. All was successful for a short time until the Prestwich engine from Tottenham, the JAP, became established in America. As it had in England the all-conquering JAP stamped its authority in America putting an end to the Crocker project. Crocker persevered with another long held dream. To manufacturer a high performance heavyweight v twins for the experienced and more demanding enthusiast. By 1936 the Crocker Bigsby prototype was ready for test. The new machine was an embarrassment to Harley Davidson when in speed trials at Lake Muroc nearly all the Crockers were at least 10mph faster than not only the Harley but the Indians as well. Financially the Crockers were a disaster. The finely engineered machines were retailed at a considerable loss, the high production costs and low sales were not a recipe for a business success. The Crocker had been built to an ideal not a price. Crocker was able to recoup his losses during the second world war with contacts from the Douglas Aircraft Company in nearby Long Beach. Albert Crocker retired after the war after unsuccessfully trying to sell the manufacturing rights of his v twin to Indian, passing away in 1961. Paul Bigsby later became a maker of guitars, the proprietor of Bigsby Electric Guitars where his innovative ideas appear to have influenced the renowned Leo Fender. Richard Forshaw eventually succeeded in securing one of the very rare Crocker speedway machines in 1996 from Peter Gagan, former AMCA President, in British Columbia. There is lengthy accompanying correspondence of more than twenty letters when over a period of some four years Richard Forshaw displays the collectors persistence in persuading a somewhat reluctant Mr Gagan to part with such a rarity. Initially Peter did not own the Crocker but eventually it is in his possession by 1994. Although it is not known exactly where it came from it appears that it could have been in Seattle and was certainly owned by Otto 'Red' Rice. Peter Gagan taped an interview with Red Rice who was able to fill in a lot of detail. He had bought it in 1934 for $250 from Hap Alzina's shop in Los Angeles. The seat was fitted by Red Rice himself, the original would have been more of a saddle. It is certainly fitted with a clutch, the AMA allowing clutch starts from 1936. Red Rice sold the machine to two bothers possibly as late as the 1940s. They sold it on to another man who was still alive (1994) who in turn passed it on to collector Marion Diedricks. It remained there for many years until it passed from that estate (date not known) to the man from whom Peter Gagan acquired it in 1994. In later correspondence (1995) Chuck Vernon, who started the Crocker Register, advises that only 10-12 speedway Crockers are accounted for out of approximately 20 built. It is worth noting however that in later correspondence a figure of 30 or even more is referenced. This number may refer to the extra engines built. Vernon was also able to confirm that the frame was definitely originally black, and continues, 'this is probably the only correct original example extant'. Richard Forshaw eventually secured a deal after several refusals and changes of mind. First offering a Brough 680 and a Greeves RAS Silverstone racer. For some reason this did not excite at first and anyway the offer was withdrawn. The offer of a Series C Vincent did not seem enticing either. A deal was finally sealed with the Brough alone. When the Crocker arrived in the UK Richard Forshaw was ecstatic, 'The Crocker is all I expected and I am very pleased to add it to my collection'. The accompanying file contains all the copious correspondence. Photographs, including one of 'Red' Rice on the machine and another of him with Peter Gagan, copies of relevant articles, a copy of Motorcycle Heritage - newsletter of the American Motorcycle Heritage Foundation - dated Autumn 1989 – which is signed on the back by 'Red' Rice and stating he was the 1st owner. Unfortunately it has not been possible to locate the VHS recording of Rice being interviewed by Gagan. The mechanical condition is not known and therefore we recommend re-commissioning and/or restoration to a greater or lesser extent.Key not requiredFootnotes:All lots are 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

Offered from The Forshaw Speedway Collection c.1939 Moseley-JAP 500cc Speedway Racing MotorcycleEngine no. JOS/C 84960•Rare example of a Mosely-JAP•Designed and built by a master of the craft, Alec Moseley•Built from high tensile lightweight aircraft specification tubing•Acquired by Richard Forshaw in 1991Alec Moseley 'lived and breathed' speedway throughout his life. He was a contemporary of Wal Phillips, George Wallis and the JAP era of racing at Brooklands where from 1921 he tuned and raced sidecars but soon gravitated to speedway when he signed as technical advisor to International Speedways Ltd. This was followed by a move to Stamford Bridge and in 1932 joining Wembley as chief mechanic as well as working for West Ham. Alec Moseley built up a reputation as amongst the finest engine tuners and also known for his bespoke speedway frames. A skilled engineer with a keen mathematical mind and a deep thinker in literature, philosophy and psychology, he was also a noted tuner of pianos. It was not until 1939 that the first Moseley frames appeared, his Super Lightweight. This experience leading to his appointment as Chief Planner of Aircraft Frames for the RAF. After the war Moseley was involved with the HRD Vampire engine for speedway. Development was proceeding with this special engine which was providing comparable power with the JAP, the fine tuning due to Moseley's close attention to detail leading to some encouraging tests at West Ham. Although thirteen complete engines are believed to have been built they never really became popular. The JAP by this time had such a reputation built up over so many years it was always going to be difficult to break into the market. The situation very much like the domination of GM in the world of speedway today. The first Moseley speedway frames had been reported in April 1939. Made entirely of high tensile lightweight aircraft specification tubing resulting in a total weight of the machine at 170lbs. The crafting of the handmade frame was noted as 'the finest piece of workmanship seen in any workshop'. Moseley made special frames for Eric Chitty and a few other selected riders. This rare example of a Mosely JAP was acquired for the Forshaw collection in 1991. Apparently it was one of two frames rescued from the workshop at West Ham. In a letter dated 1991 Richard Forshaw in thanking Alan (no second name recorded) says that he has already started to make it more original, 'I am keen to tackle the problem of reproducing the wheels and lifting handle'. It would appear that the restoration of the machine was never completed. Whilst the wheels and lifting handle are in place there is need for an oil tank and the Amal twin float track carburettor. The handlebar controls are in place but there are no cables. There are no fuel taps or fuel lines either. The copper plating is patinated with wear conducive with the frames working life. This Moseley JAP is a very rare and unusual speedway machine designed and hand built by a master of the craft. The mechanical condition is not known and therefore we recommend re-commissioning and/or restoration to a greater or lesser extent.Key not requiredFootnotes:All lots are 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

Offered from The Forshaw Speedway Collection c.1950 Kermond-Peamore JAP 500cc Speedway Racing MotorcycleEngine no. JOS/I 82477•Very rare example of the bespoke speedway machine of the early post war period•The Peamore frames were made in the post-war lightweight lugless fashion•Acquired from Percy Biggerstaff in 1989. Biggerstaff had bought the machine from Brands Bros in 1950.After the second world war there was a considerable revolution in the design of the speedway machine. The tracks were becoming slicker and there was a demand for the frames to be more adaptable and controllable in the bends. Leg trailing was now being regularly superseded by foot forward riding with raised handlebars replacing the earlier drop pattern. With the new style there was now no need for the knee hook which meant more weight saving. The ubiquitous JAP engine had been ruling the tracks since 1931 and there was still no sign of any serious opposition. As such there was even more concentration on frame design in the quest to gain an edge on any opposition. The pre-war style of frame with their heavy lugged construction and often low quality tubing was about to be swept away. In 1947 a wave of Australians arrived to introduce a new style of lightweight aircraft specification tubed frame. The names of Dave Hynes, Jack Kidd and George 'Huck' Fynn became established in building the new style frames with the ability to flex within the desired way and the frames could be tailored to suit a particular rider. During 1948 Hynes and Kidd were making frames for Mike Erskine who in turn started frame manufacturing under the Staride banner. Dave Hynes had been making frames before the war with Bill Rogers the first to race with one of them. A little later in Easter 1949 Vic Kermond arrived in England. Another Australian, Vic Kermond built custom made frames from his Sydney workshop. In England with his name initially linked as engineer at Oxford and Ashfield, Vic settled in Exeter renting the Peamore Garage at nearby Alphington in 1950. The Peamore frames made in the new lightweight lugless fashion with a signature small curved tube behind the headstock providing a forward mounting for the fuel tank. Another unusual feature is the oil tank nestling below the fuel tank mounted on the front down tube. Not all models were like this sometimes the oil tank was mounted in the traditional place on the rear guard. This Peamore was acquired from Percy Biggerstaff in 1989 not quite complete with the handlebars, exhaust and rear guard missing. Biggerstaff had bought the machine from Brands Bros in 1950 where it had been left by an Australian rider to have the wheels rebuilt. The Australian returned home never to be seen again. Unfortunately his name is not known. Brands Bros was an established motorcycle business in Kilburn north London founded by Phillip Brands around 1914. Phillip's two sons, Reg and Cecil (Kelly) became successful speedway riders from the early days with Douglas and then Rudge and finally JAP machines. Riding for West Ham and Wembley, Reg was selected for the English side against Australia in the 1931 series of Test Matches at Wembley. With this particular involvement in speedway it can be seen how the Peamore arrived at the Kilburn shop. Perhaps Richard Forshaw's persistent letters to Percy Biggerstaff were finally successful in securing the missing original, parts but this is not known for certain. This Kermond-Peamore is a very rare example of the bespoke speedway machine of the early post war period. Accompanied with correspondence, photographs, speedway adverts and an account of the Brands Bros. The mechanical condition is not known and therefore we recommend re-commissioning and/or restoration to a greater or lesser extent.Key not requiredFootnotes:All lots are 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

Offered from The Forshaw Speedway Collection c.1970 Hagon-Cole Speedway Racing MotorcycleEngine no. 'Cole' (cast into RH crankcase)•Very rare Cole engined speedway machine•Fine example of the marque•Considerable volume of Hagon and Cole literature offered with the lotAlf Hagon started in grass track racing, developing his own machine with motorcycle dealer and promoter Tom Kirby from Hornchurch Essex, the Kirby Special becoming the first 'Hagon'. From about 1956 until 1964 Alf won eleven National Grass Track Championships in both the 350cc and 500cc categories. He competed in just about everything from moto cross and even the Isle of Man TT, but Alf Hagon is best known for his exploits in drag racing. Always building his own machines and starting with a relatively mild Triumph special the urge for a lot more excitement resulted with a formidable JAP V twin dragster, the engine eventually enlarged to 1,260cc and supercharged. The gradual development of this behemoth with the minimum of a frame to connect the two wheels and the engine was the result of Alf's fanaticism to reduce weight. With a fuel mix of methanol and 45% nitro methane, in 1967 Alf became the first rider to record a sub 10 second time over a quarter mile from a standing start. The following year he went further to become the first, once again, to record over 200mph over one mile.Soon after this he retired from all racing to concentrate on his business, Alf Hagon Products, making frames mostly for grass track but taking on any and every challenge (the frame business was later taken over by Tig Perry in the late 1980s). Alf also bought the motorcycle damper part of Girling and today Hagon Shocks manufacturer dampers for every conceivable purpose. This is accompanied with a very well-established wheel building business interest. Hagon would build a frame for any engine as required, this included a frame for Howard Coles speedway engine. In the 1960s it was becoming difficult to acquire ESO (later Jawa) engines from behind the Iron Curtain. Howard Cole, a committed JAP man with his business in the Midlands, decided he could design an uprated version of the Prestwich engine particularly to enclose the valve gear rather like a Jawa. This would help to give the engine an easier life, importantly reducing maintenance costs. Work on the project started in 1966 and by 1970 two prototypes were ready for testing, having the same JAP dimensions as the JAP, 80mm x 99mm. The first public appearance was at the Racing and Sporting Motor Cycle Show of that same year. In the first year of production 14 engines had been sold with the announcement that a further engine was under development with the Jawa square dimensions. By the middle of June 1972 as many as thirty engines had been sold. Howard had invested £30,000 in the project including £10,000 for tooling. He was now talking about volume production in anticipation of future demand. Unfortunately the engine failed to catch on. The Cole engined speedway machines are now very rare. Even the engines alone are scarce. It is not known when Richard Forshaw acquired this Hagon-Cole but it is a fine example of these rare machines. There are accompanying photographs, and a considerable amount of Hagon and Cole literature including copies of articles as well as a copy of the very comprehensive Hagon Products catalogue proving that Hagon really was 'the one stop shop' for grass track and speedway. The mechanical condition is not known and therefore we recommend re-commissioning and/or restoration to a greater or lesser extent.Key not requiredFootnotes:All lots are 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

Offered from The Forshaw Speedway Collection c.1979 Rotrax-JAP 4 Valve Speedway Racing MotorcycleEngine no. 4V 78602•An extremely rare example of the final evolution of one of the greatest engines in the history of speedway•Well presented conditionThe Tottenham factory of J.A. Prestwich have been known as manufacturers of a multitude of engines including the ubiquitous JAP speedway in 1931. Realising that speedway was a highly specialised sport Prestwich gave the sales concession of the engine to Victor Martin and Company Ltd in 1932. Victor Martin produced complete machines based on both Rudge (Lot 498) and Wallis (Lot 503) designs throughout the 1930s. After the war Victor Martin working with Clem Mitchell from Edinburgh developed a frame to meet the new post war demands. The Martin Mitchell lightweight frame was associated with Jack Young's back to back World Final titles in 1951-2. By this time other manufacturers were moving in - Mike Erskine with the Staride and Rotrax (Lot 520). In 1951 Alec Jackson bought the manufacturing rights to the JAP speedway engine as well as the concession to market Rotrax. The Mk I Rotrax frame used Reynolds 531 tubing in an all-bronze welded construction that was light and strong but with the desired flexibility. The frames were chrome plated by the neighbouring company, Blakes of Gosport. The Rotrax was another epitome of the 1950s speedway machine. However, with competition from Jawa moving in and pushing frame design, Rotrax followed the lead, producing the Mk II in 1969. George Greenwood succeeded Alec Jackson in 1967 and in 1979 gave the venerable JAP engine it's final development. With the 4 valve revolution now firmly established first with Weslake and Godden with Jawa eventually succumbing to the inevitable tide, Greenwood produced a 4 valve version of the JAP. The JAP engine had reigned supreme for more than thirty years but was now past its sell by date and this 4 valve development was never likely to be too successful. The attempt to produce a 4 valve JAP was a noble effort but very few engines emerged as it was never a popular choice. Today this intriguing engine is a great rarity. This Mk II Rotrax JAP is a well presented example of an extremely rare example of the final evolution of one of the greatest engines in the history of speedway. Accompanied with a considerable amount of JAP literature, photographs, parts books and adverts concerning the JAP legacy, the mechanical condition is not known and therefore we recommend re-commissioning and/or restoration to a greater or lesser extent. Key not requiredFootnotes:All lots are 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

Offered from The Forshaw Speedway Collection PJ GM Laydown Speedway Racing MotorcycleFrame no. 1504 PJ LDEngine no. 8590•Historically the culmination of The Forshaw Collection and the only 'laydown' in the collection•Rare example of a highly sort after machineThis Peter Jarvis 'laydown' machine is historically the culmination of The Forshaw Collection. An illustration of the laydown future and an introduction to the world of speedway today. It could be argued that the Douglas machine of 1928 was the first laydown with it flat twin engine nearly 50 years ahead of the laydown future. This initial if short lived overwhelming success of the Douglas was the proof of the concept. Unfortunately as a fore and aft flat twin engine the wheelbase was much too long also resulting in unnecessary extra weight. Other early attempts at a flat or laydown arrangement were notably made by McEvoy, the first to produce a flat single for the dirt track and very much later by George Wallis who inclined a JAP engine in 1948. The concept of horizontal engines in racing are well known particularly the very successful Moto Guzzis. Even Norton flirted with the idea in the 1950s but discarded it before it ever reached the track reverting to the trusted but out-dated Manx models. With hesitancy to use laydown engines in speedway it was not until 1974 that Barry Biggs and Martin Ashby appeared at the Brandon Stadium with a strange device, the well-known Jawa engine sitting nearly flat in the frame. So far as handling was concerned it was a revelation but with the engine designed to be vertical but now horizontal there were problems to be solved. Engine balance had to be drastically revised and the carburation was terrible. The vibration was so appalling that Ashby reported on that inaugural test that the handlebars, 'felt about a foot in diameter'. The concept of mounting the engine as low as possible to spread the mass led to vastly more grip and acceleration as well as being faster through the bends. However, the apparent potential phenomenon took a long time to be understood before the problems could be solved. It was another 10 years in 1986 before Barry Briggs continued to persevere with the problem although others had tried it out as well. Briggs discussed it with the renowned Alf Hagon who immediately appreciated the concept and started experiments himself. As Martin Hagon, Alf's son, has said the two problems were engine balance and carburation. The former was soon solved, and carburation was improved with a Wal Phillips fuel injector. Not an injector at all but more of a straight tube with no need for a float chamber - fine with methanol and with no concern for fuel economy. It was in Long Track racing where the problems with the laydown engine were finally laid to rest and eventually this filtered through to speedway. There was a lot of resistance to the engine particularly in British speedway where the engines were actually banned in 1995. But with Hans Nielson winning his fourth world title that year with a laydown Jawa the immense pressure for change became an unbearable force, an incoming tide that was not to be stopped. Laydown engines flooded British speedway. Jawa had mastered the problems overwhelming GM for a time but eventually GM took control and from 2007 they have dominated the sport with Jawa and others struggling to make an appearance. This Peter Jarvis machine with its GM engine is both a reminder and a document of the new world. Peter Jarvis had been a notable cycle frame maker before he made his first speedway frames from 1977. His earlier experience with ultra-lightweight frame making stood him in good stead. Jarvis speedway frames are highly sort after, and this PJ is a very rare example. The mechanical condition is not known and therefore we recommend re-commissioning and/or restoration to a greater or lesser extent.Key not requiredFootnotes:All lots are 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

1925 Douglas 596cc Model OBRegistration no. SV 4962Frame no. HF263Engine no. UG 317•Rare overhead-valve sports model•Present family ownership since 1954•Requires re-commissioningDouglas 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). Listed in the Douglas Machine Register (1993), the 1925 Model OB offered here was first registered to the vendor's father in 1954. Accompanying documentation includes an old-style logbook (issued 1950); old/current V5/V5C documents; and a quantity of MoTs (most recent expired 2009). (It should be noted that the registration documents incorrectly list the engine capacity as 500cc.) Not run for a number of years, the machine will require re-commissioning before further use and thus is sold strictly as viewed. It should be noted that the engine number is recorded as 'EL293' in the registration documents. Key not requiredFootnotes:All lots are 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 498cc SW5 Speed ModelRegistration no. SV 6123Frame no. TF107Engine no. EU171Bristol-based Douglas commenced motorcycle production in 1907 with a machine powered by a horizontally-opposed twin. Fore-and-aft installation made for a slim machine with a low centre of gravity, virtues that were soon demonstrated in competition, Douglas machines taking 1st, 2nd and 4th places in the 1912 Isle of Man Junior TT. When speedway racing arrived in Britain in 1928, the new sport quickly caught the public's imagination and before long almost all major UK manufacturers listed a dirt-track model, Douglas being the first to establish dominance with its overhead-valve 500cc DT5 and 600cc DT6. The company's inline twins had benefited from much development on the Australian long tracks, but as shorter tracks became the norm in the UK, the DT's otherwise excellent handling could no longer compensate for the handicap of a longish wheelbase. Nevertheless, away from the speedway tracks, the DT in its less specialised 'SW' form proved a most competitive mount. This rare overhead-valve Douglas was registered by the current vendor's late father on 1st July 1996 having been rebuilt by him over the preceding few years (note the Norton gearbox). Accompanying paperwork consists of an expired MoT (1997); a V5C document; and a substantial quantity of restoration bills. Unused for some time (the attached tax disc expired in 1997), the machine will require re-commissioning before returning to the road and thus is sold strictly as viewed. Key not requiredFootnotes:All lots are 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

From the estate of the late 'Rocket' George Wander 1971 BSA 740cc Rocket III Mk1Registration no. EVB 92J Frame no. HD00193 A75REngine no. HD00193 A75R•Owned by Rocket George since April 1977•Fastidiously maintained in the current ownership•Large history fileThis was the bike that gave our friend Rocket George Wander his nickname. In April 1977 George responded to a small ad which read 'BSA Rocket Three £550 or P/X cheaper British bike'. We know this because the very small advert is taped to the back of an envelope (within the history file) which has been cut in half. The bottom half of the same envelope bears a handwritten and dated receipt for £540 – so we know that George negotiated a £10 reduction in the price! It was the start of a 45 year love affair, and the bike became part of the family. The BSA triple had a short production life which started in 1968 and ended prematurely in 1972 due to the company's huge financial problems. By contrast the last Triumph T160 rolled off the production line in 1976. The Rocket 3 and Trident were brought to the market shortly before Honda's ground-breaking CB750. The triples were faster, but the styling didn't meet with universal approval, and they lacked the glamour of the Honda which boasted a five-speed gearbox, an overhead camshaft, a disc brake, and an electric starter. A successful but hugely expensive racing programme ceased when the money ran out. By this time the British motorcycle industry was in deep trouble, and the arrival of several other Japanese superbikes was imminent. George's Rocket 3 is supplied with a current V5C, an older V5, multiple tax discs, the oldest being 1982, and a stack of old MoT certificates. The earliest supplied MoT was issued 14.2.78 and records a mileage of 20,327. By 2005 the mileage on the MoT certificate had increased to 45,427, but in 2006 it is quoted as only 37. Therefore a new speedometer is presumed to have been fitted around that time. The bike is offered with a Haynes manual, BSA's own workshop manual, parts list, and maintenance notes. George's BSA M24 website includes a photo of the Rocket 3 with the comment 'fully restored in 2006', but the very large number of invoices supplied suggest that he may also have restored it at some previous date, and that regular maintenance was certainly ongoing. The engine oil is believed to have been drained, and some recommissioning will be necessary following a period of inactivity. Prospective bidders should satisfy themselves as to the motorcycle's completeness and mechanical condition prior to bidding. Offered with keys. There cannot be many BSA triples boasting longer ownership or such fastidious maintenance. George's cherished Rocket 3 is offered for sale now because he couldn't face parting with it while he was still with us. This is a rare opportunity to acquire a much-loved machine.Footnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

1925 Raleigh 799cc Model 12Registration no. KM 189Frame no. 1654Engine no. V1644•Rare Raleigh twin-cylinder model•An older restoration offered for re-restoration•Comes with a spare Raleigh v-twin engineBritain's best-known and longest-lived bicycle maker, Raleigh also manufactured motorcycles from circa 1902 to 1905, and again from 1919 to 1933. More recently, the Nottingham company offered a range of mopeds plus a scooter in the late 1950s/1960s. Raleigh's first powered two-wheeler looked very much like the contemporary Werner, carrying its engine in front of the steering head with drive being transmitted via belt to a large diameter pulley clipped to the spokes of the front wheel. Already obsolete, that first Raleigh was soon superseded by a range of more conventional machines, the first of which appeared at the 1903 Motor Cycle Show. Sales must have been disappointing though, for only two years later Raleigh announced its complete withdrawal from the motorcycle market. The firm was back immediately after The Great War with a horizontally-opposed inline twin of advanced design, and during the 1920s the Raleigh range would expand to include machines of a wide variety of capacities and types, ranging from a 175cc unitary construction lightweight to a hefty 998cc v-twin. In 1924 the horizontal twin was replaced by a new 799cc v-twin, which was available as a solo (Model 12) or motorcycle combination (Models 13 and 14). Rated at 7hp for taxation purposes, the sidevalve engine was of Raleigh's own design and manufacture. The new v-twin featured all-chain drive via a Sturmey Archer three-speed gearbox, Brampton Biflex forks, dummy belt rim front brake and a 7' drum brake at the rear. A compact design meant that wheelbase ended up only 2' longer than that of the contemporary 350 single, making the twin a pleasant machine to ride in solo trim. This example of a rare British v-twin was purchased by the private vendor's father sometime before 1970, from a Kent-based dealer who had secured this and various other motorcycles from Chatham docks where they had been laid up by WW2 servicemen. We are advised the motorcycle has benefited from a replacement Alpha big-end bearing (at date unknown). An older restoration offered for re-restoration, the machine comes with a semi-dismantled Raleigh v-twin engine (numbered 'V1511') and a V5C Registration Certificate.Key not requiredFootnotes:All lots are 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

1936 Triumph 550cc Model 5/1 ProjectRegistration no. CYF 459Frame no. S4639Engine no. 1.56.3481Just as he had done at Ariel in the 1920s, Val Page transformed his employer's ageing range on his arrival at Triumph as Chief Designer in 1932. The new line-up comprised overhead-valve and sidevalve singles in capacities ranging from 250cc to 500cc, plus the range-topping 650cc 6/1 sidecar tug. Endowed with distinctive timing covers for the magneto gear drive - a feature Page would employ at BSA later in the decade - the engines were simple yet robust in construction and amenable to a fair degree of tuning in the case of the overhead-valve units. Suitably embellished with extra chromium plating, the latter formed the basis for Edward Turner's even more stylish Tiger models from 1936 onwards.Offered here is an example of the Page-designed Triumph 5/1, a 550cc sidevalve model intended for sidecar-pulling duties and catalogued for only three years (1934 to 1936), making it relatively rare. Apparently substantially complete, it is an eminently suitable candidate for sympathetic restoration. Sold strictly as viewed, the machine is offered with a V5C Registration Certificate and an old-style RF.60 logbook issued in 1956. Key not requiredFootnotes:All lots are 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 1959 Harley-Davidson 74ci FL Duo GlideRegistration no. RSU 237Frame no. none (see text)Engine no. 59FLH3568First registered in the UK in 1989, this Duo Glide was purchased by previous owner Keith Whitehead of Hampshire at the Stafford motorcycle auction in April 1990. In June 2001 the machine was treated to a complete 'last nut and bolt' restoration by The Milwaukee Motorcycle Company of Tunbridge Wells, Kent at a total cost of £18,000 (bills and photographs available), the present colour scheme of red and white being adopted at that time. Very rare, the 'angel bags' are an original feature, while sensible modern upgrades include 12-volt electrics and electronic ignition, making the bike easier to start and more usable in modern traffic. Purchased by the late owner at Bonhams' Beaulieu sale in September 2008 (Lot 265), the 'Glide was said to have been preserved in a heated garage since restoration, covering negligible post-rebuild mileage. Not used for the last few years, the machine has nevertheless been regularly started while stored; some brightwork has been removed and not refitted (see below), and thus finishing and re-commissioning will be required prior to further use. Sold strictly as viewed, this collectible 1950s Duo Glide comes complete with panniers (detached), screen, lights, mudguard, chromed fittings and sundry other items. The machine is offered with a history file containing an old-style V5C registration document, VMCC dating letter, H-D Service Manual, the aforementioned restoration records, etc. It should be noted that the V5C records a frame number of 47651-58, however there is no frame number present as Harley-Davidson did not stamp frame numbers until as late as 1970.Offered with keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

The Isle of Man Junior 250cc TT-Winning, Ex-Douglas Prentice 1921 New Imperial 250cc Racing MotorcycleRegistration no. OH 6926Frame no. W11858 Engine no. BR/21/125•Documented ownership history from new•Only five owners in over 100 years•Restored circa 1988•Maintained continuously•Remarkably well preservedAfter an abortive attempt in 1901, New Imperial commenced series production of motorcycles in 1910. By 1913 the fledgling firm was contesting the Isle of Man TT races, entering a trio of 500s in the Senior event, none of which finished. This disappointment and the intervention of WWI delayed New Imperial's next appearance until 1921, but what an historic return it would be. At that time there was no separate Lightweight TT race (the 250s would not have their own separate Lightweight TT race until 1922); instead a trophy was awarded for 250cc machines entered in the Junior (350cc) event, the first such award having been made in 1920 when Levis secured a resounding victory, taking the first three places. New Imperial entered five JAP-engined 250s in the 1921 Junior and although four retired, Douglas Prentice went on to win the class at an average speed of 44.82mph, Bert Kershaw's having set the fastest lap. After the race, new Imperial's boss Norman Downs presented Prentice with his winning machine. New recruit Bert Le Vack came close to victory in the Junior event the following year and finished 2nd in the Lightweight race in 1923, and then the Twemlow brothers' 1924 Junior/Lightweight TT double - Ken winning the former, Eddie the latter - plus Eddie's repeated Lightweight victory in 1925, confirmed New Imperial as one of the dominant forces in 250 racing in the Vintage years. New Imperial had switched from JAP engines to those of its own manufacture by the decade's end, and although the 1930s brought fewer success in the Isle of Man TT, Bob Foster's 1936 Lightweight TT win was notable as the last achieved by a British-made machine before WW2. In July 1921 Prentice rode his New Imperial in the first and last Brooklands 500-Mile event. Bert Kershaw on a sister machine dominated and won the class while picking up 14 records. New Imperial went on to win the Team Prize as well as the Gold Medal in the A-CU Six-Day Trial that was held at Brooklands in September 1921. In the following season Prentice rode his machine in the Brooklands Junior TT, where Class A was again won by a New Imperial (J V Prestwick). Prentice kept his New Imperial for three years, recalling later: 'In addition to sundry trials etc, I used it as general hack for running from my home to the works.' Prentice finally sold the New Imperial to Reginald Wright of The Cycle Shop, Backwell Street, Kidderminster on 23rd August 1924. Wright kept 'OH 6926' for the next 30 years. The machine we offer is Douglas Prentice's 1921 Junior 250cc Trophy-winning machine, which comes with his signed letter of authenticity, dated 23rd August 1924, confirming that it was this actual motorcycle that he rode in the 1921 race. It should be noted that photographs in the Keig archive show Doug Prentice (No. 24) astride 'OH 6924' before the race and his team-mate Les Horton (No. 20) on 'OH 6926' at the start. However, it was common practice for race teams to swap frames, engines and registration plates as and when it suited them. Interestingly, Prentice was photographed by Keig prior to the 1922 race aboard a works New Imperial registered 'OE 250', a registration issued in 1919/1920. Furthermore, although it is partially obscured in Keig's start-line photograph, this may well have been the registration that Prentice's bike carried during the 1921 race! It most definitely is not 'OH 6924' on which he had been photographed during practice. New Imperial does seem to have had a somewhat casual attitude to registrations! It should also be remembered that Prentice authenticated 'OH 6926' in 1924, a mere three years after the 1921 race, and again some 40 years later. Of equal significance is the fact that Prentice's machine had been given to him after the race by New Imperial boss Norman Downs. Also contained within this historic machine's accompanying file are two old-style buff logbooks, the earliest of which (issued January 1925) records Reginald Wright of Kidderminster, as the sole owner. Mr Wright appears as owner in the second book (issued September 1954) and John Bone as '1st Change' from October that same year. One of the founding committee members of the VMCC's North Birmingham Section, John Bone owned 'OH 6926' until 2008 when the machine was offered for sale by his family at Bonhams' Stafford sale in April of that year (Lot 560).In August 1961 John Bone had corresponded with Doug Prentice, whose accompanying letters reveal that the Trophy-winning machine was given to him by 'Mr Downs of New Imps' (company founder Norman T Downs). Doug Prentice states that the bike never gave him the slightest trouble 'either in the Isle of Man where I did countless practice laps prior to the official practice period, in the Race itself, or during the English Six Days Trials where it gained a Gold (after changing the TT close-ratio 'box!)'. He also states that while other members of the 1921 team changed valve springs prior to the actual race, he decided to leave well alone and ended up the only New Imp finisher. Sadly, Doug Prentice died in September 1961 without having had the opportunity to see his old bike again. John Bone used the TT-winning New Imp extensively on VMCC and other events throughout the late 1950s and into the 1960s, winning in the process around 40 cups, medals and awards in trials all over the UK, including three successive Land's End to John O'Groats runs (1959-1961). In interviews John modestly said: 'the bike gave me no trouble at all'. For his heroic achievement John was awarded the Vintage Invincible Triple Trophy. The latter is included in the sale together with a substantial quantity of other trophies and commemorative awards (list available). The 1954 bill of sale, an old MoT certificate (expired August 1974), owner's notes, assorted press cuttings and various period photographs are contained within the accompanying history file, close inspection of which is recommended. When offered for sale at Stafford in 2008, 'OH 6926' had been in the hands of only three owners for almost 90 years, all living within a stone's throw of Kidderminster, and had last been taxed for road use in 1977. The New Imp had been restored circa 1988 and looked after by Geoff Bishop for nine years and prior to that by retired engineer, Bernie Hill. The machine was sold to an important private collection in the USA and in 2011 was repatriated to this country by its current discerning owner and collector.The only survivor from New Imperial's successful 1921 TT works team, 'OH 6926' has been used, loved, and maintained continuously from new and is remarkably well preserved. Including the winners of the 'Junior 250 Trophy', only 38 motorcycles won Isle of Man TT races during the Vintage period; thus 'OH 6926' represents a rare, possibly once-in-a-lifetime, opportunity to acquire an historic machine belonging to this most exclusive category. Key not requiredFootnotes:All lots are 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 Montgomery-JAP 490cc Greyhound TT ModelRegistration no. JO 2449Frame no. 4063 (see text)Engine no. KO/Y23699/S/F•Rare model from a relatively obscure make•Restored in the 2000s•Not started since restoration'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. Bury St Edmunds-based Montgomery diversified after WWI, extending its line-up to encompass a 147cc two-stroke at the more affordable end of the range while offering a mighty 996cc v-twin at the other. In 1931 Montgomery expanded its line-up with the introduction of the Greyhound range, these being sports versions of existing models in varying engine capacities. The sporting Greyhounds continued to be part of the range until production of Montgomery motorcycles ceased with the outbreak of WW2. Today Montgomery is best remembered 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.One of the rarer TT Models, this matching-numbers Montgomery Greyhound had already been restored when it was purchased by the vendor in 2018 (during the restoration the handlebars, tank, exhaust pipes and mudguards had been replaced using the original unusable parts as patterns). Since acquisition the machine has been kept a heated garage with various other cars and motorcycles but has not been started. Among accompanying documents is a letter from previous owner Mr J Reid outlining its history.The Montgomery had been found in Kyle on the West Coast of Scotland by a Mr C Buchan of Aberdeen in the mid-to-late 1970s and purchased from the then owner. In 1987 Mr Buchan decided to sell the (now dismantled) machine to Mr Reid, who commenced its restoration in the 1990s and finished it in early 2009. In June 2009 the Montgomery was on static display at the Fraserburgh annual Vintage car rally where it won 'The Best Restored Bike' award. In March 2010 the machine was placed on display for the 2010 season at The Grampian Transport Museum in Alford. Mr Reid did not attempt to start the machine, which has not run since the restoration's completion. It appears the last time the Montgomery was licensed for the road was 1955 ('JO' is an Oxford registration issued between June 1930 and April 1934). Among other documentation, the substantial history file contains 'as found' images from the 1970s; an old-style buff logbook; and a V5C Registration Certificate. It should be noted that the frame number is heavily over-painted and indiscernible. Key not requiredFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

c.1911 Abingdon King Dick 500ccRegistration no. SV 4992Frame no. LVL0399CV871Engine no. 198S•Rare Veteran-era British motorcycle•Part of the Senior collection for almost 20 years•(Copy) Pioneer Certificate availableThis ultra-rare Veteran-era machine was manufactured by the Abingdon King Dick company of Tyseley, Birmingham, a firm whose name is more readily associated with high-quality tools. Abingdon Engineering had been founded in 1856 to make chains and tools, diversifying into motorcycle manufacture around 1904 and trading as Abingdon-Ecco up to WWI. Like many 'start ups' of the period, Abingdon used various makes of proprietary engine at first before producing its own four-stroke single-cylinder 350cc and 795cc v-twin engines, which were also supplied to Ariel and Invicta. They also built tricycles and the Kerry-Abingdon motorcycle for the Kerry company. Much of Abingdon's production at this time was exported to countries of the British Commonwealth. Civilian motorcycle production stopped at the end of 1916, resuming in 1919 when Abingdon offered three models to prospective buyers: two of 3½hp (one direct drive, the other with a three-speed gearbox) plus the 6/7hp v-twin. In 1926 the company was renamed AKD (Abingdon King Dick) and ceased producing motorcycles for a couple of years, returning in 1928 with a range of six models, all powered by the same 172cc overhead-valve engine. New designs were added to the catalogue over the next few years, the largest being a 350cc sidevalve, before production of motorcycles was halted at the end of 1932, the company concentrating on its highly regarded 'King Dick' mechanics' tools thereafter. Offered from the collection of noted collector, the late Ken Senior, this rare machine comes with copy correspondence dated May 1980 from previous owner, VMCC stalwart Arnold Davy, stating that he had bought the machine from a Mr J F Hornsby. Also on file is a (copy) Pioneer Certificate issued to Mr Hornsby when the Abingdon was registered as 'BW 2947'. The machine has formed part of the Senior collection since March 2003, and at some time has been updated with later 1915 season Druid forks. Additional documentation consists of some expired MoTs and an old-type V5C document. It should be noted that we have been unable to locate the frame number '531' stated on the Pioneer Certificate, the machine having been stamped with a Local Vehicle Licensing Office frame number at some point; accordingly, the machine is sold strictly and viewed and prospective purchasers must satisfy themselves with regard to the validity of the VRN prior to bidding. Key not requiredFootnotes:All lots are 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.1904 Ariel 3½hpRegistration no. not registeredFrame no. none visibleEngine no. none visibleA firm with its roots in the cycle industry, Ariel exhibited its first powered two-wheeler in 1901, employing a 211cc, 1½hp Minerva engine. Ariel's own 2¼hp power unit followed in 1903, but the Birmingham firm continued to rely mainly on proprietary engines. In March 1903 the company introduced a 3½hp (417cc) engine of its own design, which was one of two power units available for the No.1 model, the other being the aforementioned 2¼hp. It would appear that the 3½hp engine had a short life, as in his definitive marque history, The Ariel Story, Peter Hartley makes no mention of it after 1904. Believed to be a 3½hp model, this rare Edwardian Ariel was purchased in the late 1950s and restored over the course of the next 60 or so years. Most of the restoration work was carried out by the late owner and there are no receipts to indicate what was done. The machine is offered with another engine and a fuel tank. This motorcycle's mechanical condition is not known; accordingly, prospective purchasers must satisfy themselves with regard to its condition, completeness, correctness, or otherwise prior to bidding. There are no documents with this Lot, which is sold strictly as viewed.Key not requiredFootnotes:All lots are 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

1918 Harley-Davidson Model F Motorcycle CombinationRegistration no. SV 6533Frame no. 18F 3231Engine no. 19 T3 683•Built to European specification and sold new in Paris•Louis Vannod top-of-the-range Grand Luxe sidecar•Numerous additional 'extras' and safety features•Only four owners in 104 yearsThis Harley-Davidson motorcycle combination was purchased new by a Mr Cante, whose address is recorded on a brass badge attached to the front fork. He purchased the machine from the Harley-Davidson Agence Parisienne Exclusive dealership in Paris, France. This machine is an original civilian Harley-Davidson built to European specification; thus it has two brakes rather than the single (rear) stopper standard on American models. Both brakes operate on the rear wheel and the machine has two foot-brake pedals, conforming to the European regulations at that time.In 1922 Mr Cante sent the Harley to sidecar manufacturer Louis Vannod, a company recognised as France's premier sidecar maker. The original Harley-Davidson sidecar was removed while the chassis, supplied with the machine in 1918, was retained. This striking looking sidecar is Louis Vannod's top-of-the-range Grand Luxe model and has several additional 'extras' and safety features:•An extra brake on the sidecar wheel•An electrical system featuring a 6-volt dynamo driven from the crankshaft•Electric lighting set•Unusual 'V' windscreen (a work of art)•Brass handle for the passenger door•Tool box boot•Extra front chassis support•Child's sprung seat fitted to the luggage rack•A different carburettor (far superior to the original Schebler carburettor)•Up-rated forks•Stronger wheels and larger tyresMr Cante owned the Harley until WW2 when he gave it to a Mr Bouquet in Paris as a token of thanks for the latter having saved his son's life during the war. The current vendor purchased the machine some 40 years ago from Mr Alain Bouquet, grandson of the aforementioned Mr Bouquet senior. The vendor is only the Harley's fourth owner in 104 years! Restored in 1992, this magnificent Harley-Davidson motorcycle combination was last run this summer and is described by the vendor as in good condition. Unique in its specification, the machine comes with a dating certificate, a V5C document and its original French-language handbook, which must be extremely rare. Key not requiredFootnotes:All lots are 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 Sunbeam 493cc Model 9Registration no. UA 4789Frame no. D3042Engine no. L2036•Ridden throughout WW2 by its original owner (an RAF sergeant flight mechanic)•Only three owners from new•Present family ownership since 1987•Professionally restored 1999/2000Sunbeam had begun experimenting with overhead valves on their factory racers in the early 1920s and these duly appeared on production models in 1924. The new '500' sports roadster was known as the Model 9 - the '350' as the Model 8 - while its racing counterpart, which could top 90mph, was accordingly designated the Model 90. The overhead-valve Model 9's frame and cycle parts, which had much in common with those of Sunbeam's larger side-valve models, evolved slowly. Sunbeam missed the industry's virtually wholesale switch from flat-tank to saddle-tank frames for the 1928 season, and a saddle-tank version of the Model 9 did not appear until September of that year. Changes to the Model 9's engine were confined mainly to its top-end. The early flat-tankers featured a straight-ahead exhaust port, a peculiarity which necessitated the adoption of a bifurcated down-tube. Pushrod enclosure had arrived by 1930 to be followed a couple of years later by partial enclosure of the rocker gear. Dating from the last year of the 'flat tank' Sunbeams, this rare Vintage-era Model 9 was ridden throughout WW2 by its original owner, Walter Stoney of Hetton, North Yorkshire. Walter served as a sergeant flight mechanic with RAF 101 Squadron and would regularly drop into Leeds Railway Station for a 'pot of tea' when riding home from Norfolk in the winter months. The late historian and author of Skipton and the Dales - Ken Ellwood from Skipton, Yorkshire - was an RAF pilot and close friend of Walter Stoney. Upon Walter's death, Ken purchased the Sunbeam in 1987 and successfully applied to have the original registration reassigned to it. In 1999/2000, Ken had the Sunbeam professionally restored to its former glory; however, he did not have a motorcycle license and was more interested in flying his Tiger Moth! His son, the current vendor, purchased the Model 9 from his father's estate in 2015. He has never ridden the Sunbeam, which was serviced and tested briefly by a local enthusiast in 2019 and last started in 2021. Walter Stoney is therefore the Sunbeam's only owner/rider. Following a period of inactivity, the machine will require re-commissioning to a greater or lesser extent before returning to the road and thus is sold strictly as viewed. One of circa 19 Model 9 Sunbeams of its type recorded in the VMCC Register, 'UA 4789' comes with fascinating copy photographs including some showing Walter Stoney with other ground crew in front of Lancaster bombers, and a copy of the Skipton and the Dales book showing Walter in later life with his Sunbeam on page 64. The history file also contains correspondence, an old-style logbook and a current V5C document. Key not requiredFootnotes:All lots are 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 Vincent HRD 498cc Series-A Comet Registration no. EVU 557Frame no. D1499 Rear Frame no. D1499Engine no. C846 Crankcase Mating no. 40 / 40• Rare Series A• Engraved signature to engine by Phil Irving• Matching numbers machine• Owned since 1972In 1927, HRD was placed in voluntary liquidation by its founder, Howard Davies. It was acquired by young engineer Philip Vincent, with financial backing from his father. Unimpressed by the standard of 'bought-in' engines, Vincent and fellow engineer Phil Irving designed their own engine for 1934, incorporating their high-camshaft layout. Initial models with this engine were the Meteor and Comet, later variations being the Comet Special and the TT model. The Rapide twin was to follow in 1936, but production lasted only until war broke out in 1939.The vendor purchased EVU 557 in his native USA in 1972, when it was in a poor state. It had originally been registered in the UK, and probably travelled to USA in the late 1960s, as evidenced by the continuation duplicate RF60 on file, which shows that the bike resided in the Cheshire and Chester areas during the late 50s and early 60s, being last taxed in 1963. When acquired, the bike was in poor condition, necessitating renovation / restoration by the owner, which he completed in approximately two years. Thereafter, the Comet was used by him regularly for touring in USA and Canada, for club rallies and events. The vendor was friendly with one of the brains behind Vincent, Phil Irving, who would visit the vendor in Washington State on regular occasions with his wife, Edith. On one of the visits in 1983, Irving decided that he should sign the vendor's Comet, having been responsible for its existence, and this he duly did with an engraving pen on the Comet's timing chest. The signature is still evident, and the event was recorded on a photograph (see photos).The bike was in regular use until the owner moved to the UK in 2018. It was shipped to the UK, and reallocated its original Manchester registration mark. Unfortunately, the vendor has some health problems which have curtailed his riding career, hence the sale of his much-loved machine. Running and working well when last in use, EVU should need only light re-commissioning prior to use by a new custodian. The Comet is running on Castor engine oil, and a quantity of the lubricant comes with the bike, along with assorted spare parts.The history file includes photocopies of the Engine Specification Sheet and Works Order Form, which detail that this Comet was originally equipped with Amal carburettor, Miller magdyno, TT bars, and Dunlop saddle. It still has the original engine, upper frame, and rear frame. The gearbox number was not recorded. Other documentation accompanying EVU 557 includes a current V5C, the aforementioned duplicate continuation RF60 log book, US Title document, and miscellaneous papers. It is presently declared SORN.Key not requiredFootnotes:Please click the link to view a video of this lot: click hereAll lots are 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

1939 Nimbus 750 SportRegistration no. 954 YUYFrame no. 5170Engine no. none visibleUnusual in producing four-cylinder machines only, the Danish firm of Fisker & Nielsen introduced the Nimbus motorcycle in 1919. Their products were of advanced design, using shaft final drive and pressed steel frames from the start of production, and pioneering the telescopic front fork in the 1930s. Motorcycle production was suspended in 1928, and when the Nimbus re-appeared in 1934 it was with a power unit that showed strong car influence, with integral crankcase/cylinder block in cast iron and a detachable alloy sump. The cast-iron cylinder head was topped by an alloy housing for the single overhead camshaft, the latter being driven by shaft-and-bevel gears. A single-plate clutch transmitted power to the three-speed gearbox. Foot change for the gearbox, a beefier front fork and larger brakes had been added by the end of the 1930s, but from then onwards changes were few until series production ended in 1954. This rare Sport model formerly belonged to Mr Bart Crauwels in Belgium and had been completely restored by him when it was purchased by the current vendor at a UK auction in 2013. At that time the Nimbus had covered only some 3,000 kilometres since restoration, and the vendor has added only another 100-or-so over the last 10 years. Last run in September 2022, the machine has required nothing apart from a new battery and was described by the private vendor as running very well when last out and offered in generally very good condition. Offered with keys and a V5C. Offered with keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

c.1930 AJS 495cc R10 Racing MotorcycleRegistration no. not registeredFrame no. 89641 REngine no. 89641 R10In 1927 AJS's works racers appeared with a new overhead-camshaft engine, superseding the previous overhead-valve 'Big Port' models. The camshaft was chain driven, its distinctive cast alloy case extending forwards to the front-mounted magneto. A catalogued model from 1928, the 'cammy' AJS was built in 350 and 500cc capacities initially, dry-sump lubrication being an unusual feature of the engines, which were carried in open diamond-type frames. Along with the rest of the range the camshaft models received saddle tanks with purple side panels for 1929. A 250cc version followed, Jimmy Guthrie winning the Lightweight TT on one in 1930. Work by newly recruited former Norton tuners Nigel Spring and Bert Denly resulted in the production overhead-cam models adopting long-stroke dimensions for 1930, the R10 changing to 79x101mm from the preceding M10's 84x90mm. Production ceased with the Matchless take-over in 1931. This example of the rare AJS R10 overhead-cam 500 was acquired by the late owner (the vendor's father-in-law) some 30 years ago as a restoration project. A considerable amount of work has been done over the years but the owner passed away before the rebuild could be finished. A few parts are missing but the exhaust tailpipe is present. Sold strictly as viewed, the machine comes with a quantity of technical literature (settings, tolerances, etc). Offered without keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

c.1930 Styl'son-JAP 250ccRegistration no. not registeredFrame no. 1849Engine no. B/W97987/BFounded in Le Chambon-Feugerolles, France in October 1926, the company that made Styl'son motorcycles seems never to have achieved a sound financial footing. Like many of its contemporaries, including Brough, Styl'son was an assembler of bought-in components rather than a fully-fledged manufacturer. Within 12 months the original MDM company had been dissolved and reconstituted as SRL Boissieu et David.In 1928 Boissieu et David's motorcycle manufacturing activities were spun off into a separate company: ADSIM. Production began using cycle parts bought from AYA and engines obtained from Moser in Switzerland. Despite management described by the finance house Credit Lyonnais as 'overall very defective', ADSIM's Styl'son motorcycles soon established a sound reputation in keeping with their maker's intention to offer a top-quality product. The range expanded to include models with JAP, Rudge Python, and Blackburne engines while many of the other major components, including Burman gearboxes and AMAC carburettors, were sourced from England. In 1928, 358 motorcycles were delivered. Further failures and restructuring followed before the bankers had had enough and the Styl'son brand was sold to the FIMA conglomerate in 1935. Styl'son was formally wound up, for the final time, in September 1937. An older restoration offered from the collection of noted collector, the late Ken Senior, this rare French motorcycle was purchased in January 2011 (bill of sale on file). Sold strictly as viewed, there is no registration document with this Lot. Offered without keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

1928 James 496cc Sports Twin ProjectRegistration no. UC 8261Frame no. DP 1733Engine no. ST1983James's first v-twin motorcycle, the 500cc 'No.7', arrived in 1914. Priced at 60 guineas, this top-of-the-range offering was a quality product that incorporated some interesting ideas, one of the more practical being the 'spring drive' shock absorber built into the rear wheel hub. 'We confidently claim that this refinement affords all the sweetness of 'belt drive' with none of the attendant foibles,' declared its maker. After WWI, James continued to offer a range that consisted of both singles and twins, the 3½hp (496cc) Model 12 Sports Twin being a new introduction for 1923. This Sports Twin was in long-term family ownership of some 40 years before being sold as a part-restored project at Bonhams' Beaulieu sale in September 2012 (Lot 515). Since then considerable further restoration has been carried out: gearbox rebuilt; wheels rebuilt; tank restored and repainted; speedometer restored; and new brakes, mudguards, seat, control levers and taper-roller steering head bearings fitted. Although not fully rebuilt, the engine has been converted to provide a positive oil-feed to the main and big-end bearings. Four boxes of spares are included in the sale. Offered with instruction books; an original parts book; sundry bills; a green continuation logbook and old/current V5/V5C documents, this most worthwhile project represents an exciting opportunity to return this rare Vintage-era James to the road. Prospective purchasers must satisfy themselves with regard to the completeness or otherwise of this Lot prior to bidding.Key not requiredFootnotes:All lots are 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

1988 Harley-Davidson 1340cc FXRS-SP Low Rider SportRegistration no. F952 FGTFrame no. 1HD1EGL18KY113961Engine no. EBLK113961• One owner from new• Less than 500 miles from new• Paintwork refreshed and machine recommissioned in 2018The F-series models were 74 cubic inches (1208cc) and basically the E with a larger bore and stroke. Like the E models, the sports model F was named the FL (a nomenclature which remains part of Harley's range to this day). However, production of civilian models was somewhat restricted for a few years due to the switch to war production, and the F was made in only limited numbers until civilian production picked up again in 1945/46.The Harley Davidson FX was Willie G. Davidson's idea to capitalise on the custom/chopper movement of the sixties. Introduced in 1971, under the new AMF ownership, it was introduced as a half-way house between the Electra Glide and the Sportster. Lighter than the former and heavier than the latter, it was based on the Shovelhead engine, and was intended to be a sports cruiser which could lend itself to the owner's customisation, either with Harley parts, or those of the many aftermarket suppliers that had sprung up. The Low Rider name first appeared in 1977 with the FXS in 1208cc form, and from 1980 it acquired the 1340cc engine. Subsequently, the FXRS Low Rider appeared in 1987, in standard and Sport forms. The Sport version had twin discs, instruments on the handlebar, tank cap in the centre, and a new version of anti-dive air-assisted forks.This particular Low Rider Sport, was purchased new by the owner in 1988, from F H Warr & Sons Ltd (original bill of sale on file). Following acquisition, the machine was used only sparingly, and spent some time without use altogether. During the early 2000s, the owner MoT'd the machine several times, and had some services (see invoices on file, but covered very few miles. In 2018 he gave the bike to The Motorcycle Restoration Company in Saffron Walden to repaint the cycle parts, replace several parts, re-plate some of the fasteners, and carry out a full service, including a new battery and drive belt. The cost of this work amounted to £4601.59 (see invoice on file). At this time the mileage on the MoT certificate was 489 miles; on consignment the mileage was 494 miles. The owner has once again had the machine serviced and Mot'd earlier this year (invoice and Mot certificate on file). Reluctantly, the vendor has decided that F952 FGT is now too heavy for his advancing years, and should be passed to a new owner to enjoy.A rare opportunity to acquire a one owner, virtually unused, Harley Davidson Low Rider Sport, ready to use and enjoy. Documentation comprises a current V5C, current MoT certificate, the aforementioned original bill of sale, old Mot certificates, restoration invoice, service invoices, and miscellaneous other paperwork. The Harley is presently on SORN.Offered with keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

1967 Yamtaco 250cc Racing MotorcycleFrame no. B600690Engine no. D6-427•Rare 1960s racing hybrid•Bultaco TSS frame, Yamaha TD1B/1C engine•Beautifully restored in 2020-2021The name 'Yamtaco' is a derivation of Yamaha and Bultaco. In 1962 Yamaha produced the TD1 production racer with a very quick 250cc two-stroke engine that was let down by its chassis. During the years to 1968 the engine was refined in the form of the TD1A, TD1B and TD1C, still using the same frame. Privateer racers soon found the obvious solution and slipped the Yamaha engine into a more capable frame. The frame used to create this hybrid was sourced from one of Yamaha's competitors at the time, the Spanish Bultaco TSS 250, which was powered by a single-cylinder 250cc two-stroke engine. The most famous Yamtaco was raced by Rod Gould in the 1968 season when he came 4th in the 250cc World Championship behind Phil Read (1st), Bill Ivy (2nd), both on factory Yamahas. In 5th place behind Rod was Ginger Molloy on the factory Bultaco TSS. Rod's £200 giant-killer was written off coming out of Devil's Elbow at Mallory Park in October 1968. Fortunately, Rod was not badly injured. The following year Yamaha released the TD2 production racer with a redesigned and a much improved frame, which made the Yamtaco concept redundant. Rod went on to race for the Yamaha works team on TD2s and TR2s. The origin of this Yamtaco is unknown; however, the frame number 'B600690' indicates it was originally in a Bultaco TSS250 Agua (water-cooled) Model 41 manufactured on 14th November 1967. Unfortunately, the records are not clear enough to show who purchased the machine. The engine (number 'D6-427') is a Yamaha TD1B unit that has been converted to TD1C specification, it is believed by Fahron Engineering. The TD1B clutch was mounted on the end of the crankshaft, which had a tendency to snap, while the TD1C clutch is mounted conventionally at the gearbox. The forks are Bultaco and were supplied from the factory painted silver and not polished because of the rough sand-cast finish. The running gear is probably Yamaha TD2The vendor has rebuilt the bike in Bultaco style and appreciates that the purist would probably expect to see it in white and red, more like a Yamaha TD. When the vendor first acquired the machine it had a Yamaha TD fairing which did not fit the frame (the TSS fairing is narrower as the original Bultaco engine had a single cyclinder). His research into period photographs of Rod Gould's Yamtaco suggests it looked more like a Bultaco, although not in the silver and red livery. Offered with restoration bills and a extensive documentation of yamtaco history. Offered without keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

Jawa 350cc Type 673 ReplicaFrame no. KT1.0105059Engine no. none•Accurate copy of this legendary Czech two-stroke racer•Engine professionally rebuilt•Requires further restorationIf ever there was a Grand Prix racing motorcycle famous for all the wrong reasons, it is the notorious Jawa V4, which claimed the life of former World Champion Bill Ivy at the Sachsenring in 1969. Ivy crashed in practice when the temperamental Czech two-stroke seized at high speed, the bike and its rider sliding into an unprotected concrete wall. The Type 673 350cc V4 was just one of a host of different designs drawn up by Jawa during the mid-to-late 1960s as its old four-stroke racers were pensioned off and a range of alternative two-strokes was developed. Designed by Zdenek Tichy, the Type 673 was effectively two twin-cylinder engines of 48x47.6mm bore/stroke mounted one above the other on a common crankcase at a narrow included angle, the two crankshafts driving a large primary gear and thence the seven-speed gearbox. Water-cooling was employed, with circulation by the 'thermosyphon' principal, there being no pump. MZ had shown that disc valves offered an effective route to increased power and this form of induction was adopted by Jawa, while ignition was controlled by four separate sets of contact breakers. The compact V4 engine was carried beneath a tubular steel frame, the lower pair of cylinders being horizontal. As if portending what was to come, the 350cc V4 made an inauspicious race debut in 1967 at the Dutch TT where, ridden by Gustav Havel, it repeatedly seized in practice and retired from the race for the same reason. The rest of the '67 season and most of 1968 were taken up with further experimentation to achieve a measure of reliability, one of the first developments being the fitting of a pump in the cooling system. These efforts began to pay off in the second half of 1968; works rider Franta Stastny achieving a number of top-six finishes in Grands Prix, the highlight being a 3rd place behind Giacomo Agostini's all-conquering MV Agusta at Brno. Following Yamaha's withdrawal from Grand Prix racing at the end of 1968, Jawa recruited Bill Ivy, 125cc World Champion for the Japanese factory in 1967, to head its rider line-up. After an inauspicious debut at a non-Championship meeting at Cesanatico, where the bike seized, Bill bounced back at the Hockenheim round of the World Championship, harrying Agostini's MV on his way to a fine 2nd place, with Stastny on another of the Jawas 3rd. By this time the V4 was running electronic ignition; maximum power had been raised to 70bhp, putting it on a par with the three-cylinder MV. At the next round contested, the Dutch TT at Assen, Bill had passed Agostini before the Jawa slowed, eventually finishing in 2nd place. Thus it was with a keen sense of anticipation that the Czech team arrived at the Sachsenring, only for their hopes to be cruelly dashed. Jawa's hopes of Grand Prix glory effectively ended with Bill Ivy's passing. Yet despite its fearsome reputation there was no shortage of riders willing to race the V4, which was the only credible rival to MV Agusta in the 350 class. The likes of Jack Findlay, Ginger Molloy and Silvio Grassetti all raced the Czech two-strokes with some success, Grassetti's 2nd place at the Italian Grand Prix in 1969 being the best result achieved. When the FIM banned multi-cylinder engines from the 350 class at the end of the '69 season, the Jawa V4's career was effectively over. According to information kindly supplied by Arnost Nezmeskal of the National Technical Museum in Prague, only three complete Type 673 racers were completed by the factory in period, plus two spare engines. All three bikes survive and are known. There was no factory bike sold into private hands except the sole example now in a private collection in Germany, currently on display at the Top Mountain Motorcycle Museum, Hochgurgl, Austria. It seems probable that the machine we offer is one of the early replicas made by Mr Fiala in south Bohemia. In the late 1970s or early 1980 his Tabor-based MAS company concluded an agreement with Jawa permitting them to make a copy of a Jawa Type 673 engine. That engine was mounted in their own frame, and they used castings of original Jawa hubs. Mr Fiala raced his MAS 350 in the early 1980s in Czechoslovakia. Fiala's Jawa replica was later sold to France and further improved to make it look more like the original. In 1991 it was sold by noted collector Michelangelo Pochettino, a Jawa-CZ importer in Italy, before being purchased by a UK collector in 2014. Fiala later made more such copies, although precisely how many is not known. The machine offered here has benefited from the expert attention of Jawa specialist Roger Henderson, who found that the engine was seized solid, the cause being a severely corroded water pump, which had locked the engine. Further inspection revealed a cracked clutch pressure plate, severe internal corrosion to the water passages, corrosion in the gearbox section of the crankcase (which had caused a hole), and various wrecked bearings. Judging by the corrosion in the water passages, which were full of plain water with no inhibitors, the bike had been standing for decades. It took a considerable time to dismantle the engine completely as so much damage was present. A regular report and update was made to the then owner, who asked Roger Henderson to rectify matters. Obviously, parts for the Type 673 are rare if not non-existent. A new water pump casting was made and machined to specification (original with the bike) and various new studs and fasteners made as the originals were of several non-standard sizes. The cylinders and pistons were scored so new liners were made and fitted. KTM con-rods and pistons were used. The engine was reassembled with much help and advice from BDK Engineering, which is about the only concern with knowledge of these machines.At this point matters came to a halt when Administrators were appointed to run the owner's company. Subsequently the engine was reinstalled in the frame, and the carburettors and exhausts refitted together with the tank, seat and fairing. Nothing has been done to the rolling chassis, suspension, brakes etc, so all this will need attention, as will the carburettor settings and cooling system plumbing (the original brief was to leave the cosmetics strictly alone.) Sold strictly as viewed, this well-made Jawa Type 673 replica will surely be welcome at any gathering of historic racing motorcycles.Key not requiredFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

1956 Jawa 500cc Grand Prix Racing MotorcycleFrame no. P-500-36Engine no. P-500-36•One of four built in 1956•Sold by the factory in 1958•Kept in various private collections•Partial restoration of the transmission and running gearCzechoslovakia's National Arms Factory diversified into motorcycle manufacture in 1929, coining the name 'Jawa' for its two-wheeled products. Jawa's operations were combined with those of erstwhile rivals CZ in 1949, and throughout the 1950s and 1960s the marque's main claim to fame was an outstanding run of success in the ISDT, speedway racing and international moto-cross. In road racing, the two companies were not so successful, despite a spirit of innovation that saw them produce a diverse range of designs in the post-WW2 era.Jawa commenced its post-war campaign with double-overhead-cam parallel twins in 250, 350 and 500cc capacities. Racing at first only behind the 'Iron Curtain', Jawa began to venture into western Europe in the 1950s, one of its most successful early forays being Jan Kostir's visit to Zandvoort in 1954 when he won the 500cc event, beating some of the top privateers from Britain and Holland. Progressively developed, the Jawa twins provided star rider Franta Stastny with numerous international wins and places in the 1960s.As ridden by Kostir, Jawa's Grand Prix 500 produced a claimed maximum of 45bhp, good enough for a top speed just short of 130mph. The air-cooled twin-cylinder engine's aluminium alloy cylinders and 'heads sat above magnesium-alloy crankcases, while drive to the twin overhead camshafts was by means of shaft and bevel gears. There was an in-unit gearbox boasting four speeds and the entire ensemble was housed in a duplex loop frame made of square-section tubing. The example we offer is one of the very last of its kind built, being one of four DOHC 500s completed in 1956. This particular machine was sold from the factory in 1958. At time of going to press no information regarding its race history had come to light. However, it has benefited from the expert attention of Jawa specialist, Roger Henderson, albeit some time ago. The work was confined to wheels, brakes, front suspension and primary transmission. The brake plates (magnesium) were stripped and the shoe retaining posts (badly worn) replicated and replaced. Cracks in the plates were repaired and the shoes relined. The front forks were stripped, checked and re-greased, and new Avon Grand Prix racing tyres fitted. No major problems were found. The carburettors have been stripped, ultrasonically cleaned, reassembled and refitted. The geared primary transmission has been stripped and all bearings replaced. The clutch has new bearings and new friction plates. No work has been done on the engine.An example of a rare works Grand Prix racing motorcycle, manufactured in strictly limited numbers and only very infrequently offered for sale, this Jawa 500 represents an opportunity to gain entry into some of the most prestigious of historic motorcycle sport events worldwide. Key not requiredKey not requiredFootnotes:All lots are 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 the late Warrick Blackwell c.1975 AMF Harley-Davidson 250cc Grand Prix Racing MotorcycleFrame no. 250/2C/2T/10153Engine no. 250/2C/2T/10153•Rare Grand Prix racing motorcycle•Offered for re-commissioning/restoration•Large quantity of sparesWith the competitiveness of its over-the-counter single-cylinder four-stroke racers rapidly diminishing as the 1960s progressed, Aermacchi (by now part of AMF-owned Harley-Davidson) had no option but to develop a new generation of two-stroke machines. They started out with a simple piston-ported 125cc single in 1967, which was doubled up to form a 250cc twin in 1969 and later a similar 350. Delays meant that the new 250 did not see its first race until March 1971, when Renzo Pasolini finished a promising 7th place at Modena despite crashing. Weighing the same as the 250cc pushrod single but with an extra 11bhp on tap, the two-stroke represented a huge leap forward; indeed in 1972 it garnered three Grand Prix wins for Aermacchi and Pasolini, who lost the 250cc World Championship by a single point to Yamaha's Jarno Saarinen. Pasolini's tragic death in 1973 put the brakes on Aermacchi's racing effort that year, and when the new two-strokes returned to the track in 1974 they were badged as AMF Harley-Davidson, Aermacchi having severed its links with the motorcycle business. A water-cooled version of the 350 had appeared in 1973, and this innovation was applied to the 250 in time for the 1974 season. Riders that year were Frenchman Michel Rougerie and Spaniard Walter Villa. By the season's end, Villa had secured four Grand Prix victories to bring the Varese factory its first World Championship, a feat he repeated in '75 and '76, adding the 350 crown in the latter year for good measure. By this time, the 250 was producing 58bhp and the 350 70 horsepower. This marked the high point of the strokers' development, as the cash-strapped factory could no longer afford the expense of running a Grand Prix team. Villa was forced to contest the 1977 season as a privateer, finishing 3rd in the 250cc World Championship behind team-mate Franco Uncini in 2nd place. This rare example of AMF Harley-Davidson's Grand Prix 250 is sold strictly as viewed, its condition, completeness and history being unknown. The machine comes with a sizeable selection of spares (some NOS) including cylinder heads and barrels, sprockets, carburettors, water pump and sundry other parts. Please note, a selection of mostly AMF spares (Lot 255) are offered separately within the auction. Key not requiredFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

Property of the late Warrick Blackwell c.1963 Tohatsu 125cc Racing Motorcycle ProjectFrame no. 71-84Engine no. none (see text)•Rare Japanese over-the-counter racing motorcycle•Possibly imported by Jim Pink•Useful spares includedAlthough no longer a manufacturer of motorcycles, Tohatsu had a significant impact in the ultra-lightweight classes back in the 1960s. The company originated in 1922 when Tanaka Motors Enterprises began experiments with gasoline engines. In 1939 the company was renamed Tokyo Hatsudoki Co Ltd (hence 'Tohatsu'), by which time it was a major producer of generators. Motorcycle production commenced in 1949. All Tohatsu's motorcycles were two-strokes, and by 1957 the range consisted of four models, the largest of 199cc. With its domestic rivals all reaping the rewards of publicity generated by competition successes, Tohatsu had no option but to follow suit, introducing a pair of moto-crossers in 1961 together with a 50cc road-racer, the Runpet CR50. A twin-cylinder '125' followed and both models made their international debut in the US Grand Prix at Daytona in February 1962 with promising results. As well as the works bikes, Tohatsu also built over-the-counter racers for privateers, the first of which were exhibited at the Tokyo Show in October 1962. On offer was a revamped '125' and the 49cc twin-cylinder CA, the latter notable as the only twin-cylinder '50' ever offered for public sale. The engine of the '125' was unusual in having a vertically-split three-piece crankcase, which facilitated stripping the engine using only a handful of special tools. One of the first privateers to race a Tohatsu in the UK was Dave Simmonds, whose efforts were rewarded with the supply of a pair of new twin-cylinder 50cc and 125cc racers for 1963. Despite not being the most reliable bike on the grid, Simmonds' 125 Tohatsu proved good enough for the Middlesex rider to claim the ACU Star that year, one of the highlights being Dave's victory over Honda works rider Tommy Robb in October. Things looked bright for 1964 (a possible factory team was mooted) but in February the company was declared bankrupt. Dave Simmonds continued to race Tohatsus with considerable success for the next few years before joining Kawasaki for 1967. In 1969 he would become 125cc World Champion for the Japanese firm, only to lose his life fighting a fire in another rider's caravan at the international meeting in Paris in October 1972. Wallingford-based dealer Jim Pink imported a number of Tohatsu racing motorcycles circa 1965/1966, and the machine offered here comes with a substantial amount of related paperwork. Dave Simmonds' name appears on some of these documents, but it is not known whether or not he owned or raced the machine offered here. Included in the sale are two semi-complete engines and a set of crankcases numbered 'Z2-116', 'BAB-1008' and 'Z2-101' respectively.Key not requiredFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

Property of the late Warrick Blackwell c.1978 Yamaha TZ250E Racing Motorcycle ProjectFrame no. 430-996548Engine no. DS7-996548The mainstay of 250cc class racing at national and international level for many years, the twin-cylinder two-stroke Yamaha well deserved the title of 'privateer's friend'. Following its successful adoption for the 1972 works twins, water cooling first appeared on Yamaha's over-the-counter racers with the introduction of the TZ range in 1973. Power output remained the same as that of the preceding air-cooled TD/TR models but reliability was much improved. Over the succeeding decade the TZ engine was updated with reed-valve induction, exhaust power valves, separate cylinders and a backwards-rotating crankshaft, but the layout always remained that of a parallel twin. On the chassis side, discs replaced the original drum brakes, a 'lowboy' frame was introduced and an aluminium swinging arm adopted. With the 250cc class now defunct at World Championship level, these purpose-built Grand Prix racers are becoming increasingly collectible and this TZ250E represents a wonderful opportunity to acquire one. Unfortunately, nothing is known of the racing history of this incomplete example, which is rare in retaining matching frame and engine numbers. The only documentation is an undated sales receipt for the sum of £1,000 (the last two frame/engine number digits are transposed). Not ridden for some time, the machine is offered for restoration and sold strictly as viewed. Key not requiredFootnotes:All lots are 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

A rare Military dispatch rider's jacket with RAF liningbrown leather with some signs of wear but overall in good order. For further information on this lot please visit Bonhams.com

A small quantity of Halcyon Days enamel Boxes, comprising 'Venice: The Upper Reaches of the Grand Canal with S. Simeone Piccolo' after Canaletto (150/300), 'Design after an exceedingly rare gold snuff box in the Gilbert Collection' (32/150) and 'Design inspired by an English enamel snuff box in the collections of the Victoria and Albert Museum', all boxed some with certificate of authenticity (3)

Laurence Stephen Lowry RBA, RA (1887-1976)"The North Sea"Signed and dated 1966, inscribed, signed and dated 1965/6 verso on the canvas overlap, oil on canvas, 55.8cm by 86.36cmProvenance: With Lefevre Gallery London, stock no. X8461Property of a Lady, North West UKExhibited: London, Lefevre Gallery, "Paintings by L.S.Lowry RA," 11th May - 3rd June 1967, Catalogue No.2 (Not illustrated) For a related preparatory pencil study (1965) see Sotheby's London, Modern and Post War British Art, June 10 2015 lot 144, (£47,500)A highly comparable oil painting to the present work was sold Christie's, Modern British & Irish Art Evening Sale, London, March 22, 2022, Lot 7The North Sea is one of the finest examples of Lowry’s large scale ‘sea’ paintings. These rare, seemingly simple yet highly sophisticated paintings appear far removed from Lowry’s normally busy, densely populated coastal scenes and his archetypal street and mill scenes. Lowry had always painted seascapes albeit populated with boats and people from as early as 1914, they are almost all views on the North West coast at his Mother’s favoured holiday resorts of Lytham and Rhyl, never Blackpool !After his mother died in 1939 Lowry could make his own holiday choices and the place he loved to go on holiday the most was the Seaburn Hotel in Sunderland. He said he ‘liked it because nobody else did’ this was probably helped by the fact that the hotel always made a huge fuss of him during his stays . These unpopulated seascapes first appear in the 1940s, which coincided with Lowry’s newly found freedom and improved personal finances thus allowing him extended holiday stays on his own at the Seaburn. Here from his hotel room(always the same room) Lowry could look straight out at the North Sea which obligingly offered up its wide empty skies and far distant horizons to feed Lowry’s imagination and to inspire him.Lowry continued to return to this same subject in various mediums well into the 1960’s and it is often suggested that we should see these pictures as images of loneliness, however I believe they represent something altogether different and more positive. In his 2003 Lowry exhibition catalogue, the great Lowry dealer and connoisseur Andras Kalman commented as follows on a similar but smaller 1950’s Sea picture on loan to the exhibition from the collection of Glasgow City Art Gallery … ‘There is hardly anybody in 20th Century English art, nor among the great French artists who have even begun to re-state what the sea looks like, this is the cold, frightening Nordic Sea, seen from an un-picturesque shore, with nothing in it but waves. It still makes me shiver to look at these pictures, but all the same they are beautiful, I don’t think anyone since Turner has looked at the sea with such an original eye’ … The North Sea demonstrates Lowry’s sophistication, skill and pure joy derived from working with his favourite Flake White pigment as the main colour which he expertly mixes with the other four colours in his preferred five colour only palette (Ivory Black, Vermillion, Prussian Blue, Yellow Ochre and Flake White). Each evening when painting he would lay up layer upon layer of paint leaving the picture it to dry then adding another layer over and over again over many months until he had achieved the desired texture and depth to create a picture that draws the viewer irresistibly into this masterly composition.We are grateful to Jonathan Horwich for his assistance with this catalogue entry.

A rare pre-war jester teddy, with orange glass eyes, sewn nose, orange plush, red and blue felt body, white ruffle, felt paws and fabric foot pads, 9 3/4" longSome hair loss and obvious age throughout. Nose possibly re-sewn. 

A rare grey mohair teddy, with amber glass eyes, sewn nose, jointed body and fabric pads, 20" longNose re-sewn. Balding present in places, particularly nose and back. Small hole in foot and paw. 

Two boxed Steiff bears, comprising Jack the rare black alpaca bear and the 1920 classic bear, both with ear buttons, tags and labelsGood overall condition

TV21 toys comprising friction powered Thunderbird 3 (one wheel missing), friction powered Thunderbird 1, friction powered Thunderbird 2 (some damage and parts missing) and a rare friction powered Super Car (made in Hong Kong)

Mamod SR1a steam roller, boxed with accessories, rare version with plated wheels, small paint chip around safety valve, box fair with packing, model G

Rare Crescent Rickshaw pulled by Ostrich with two colonial passengers, F

Pixyland Pip-Squeak and Wilfred characters and a rare Pip-Squeak plate and three club badges, some paint loss, F-G

A Grant's 25 Year Old very rare blended Scotch whisky William Grant character jug decanter, specially commissioned from Royal Doulton, cased

Malcolm Campbell original signed vintage 6x4 glossy black and white press photo showing Campbell driving Bluebird, beautifully inscribed and signed 'Very sincerely yours, Malcolm Campbell' to the top left, slight damage to all four corners where the photo has been removed from an album along with a tape repair to verso, but nonetheless a lovely early and rare image with an excellent clear signature Sport & General press stamp to verso. This comes from the collection of Nobby Clark who was in the Bluebird team of Malcolm's son, Donald Campbell. All autographs come with a Certificate of Authenticity. We combine postage on multiple winning lots and can ship worldwide. UK postage from £5.99, EU from £7.99, Rest of World from £9.99

GOLFING INTEREST - RELIEF CARVED SOLID WOOD PANEL,THE ROYAL & ANCIENT GOLF CLUB OF ST ANDREWSrare undated and unsigned work showing golfers and the R&A clubhouse, 39.5cm x 77cmNote: A quality wood carving depicting the home of golf which was also the venue for the 2022 Open Championship.