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Advertising Milk Glass shop sign Brandauer & Cos Circular Pointed Pens - Neither Scratch Nor Spurt - Sample Box 6d. Unique, early cut-out design with makers name Burnham London bottom right corner. In original gilt wooden frame measuring approximately 14in x 8in. An extremely rare sign.

London & North Western Railway Police Truncheon with script initials VR at top, number 267 in centre and L&NWR at the bottom. Measures 18.75in long and is in very good condition, a rare truncheon. Together with an ebony ruler, both ends inscribed GER from Norwich Thorpe. (2 items)

L&SWR Signal & Telegraph Section Diagram of Track Circuits FLEET. Contained within a hardback cover is a SRy coloured linen plan measuring 59in long x 11in wide showing the track and station layout from Farnborough on left edge to Winchfield on right edge. Bears the Signal Department Wimbledon stamp dated 12th Jan 1939. The plan itself is stained a little but in good condition, the covers are well faded and stained, the back has detached, nevertheless, this is certainly a rare survivor.

GWR thick card, coloured Plan, Stratford Branch Doubling – New Station at Wilmcote dated 26th February 1907. The plan details the Clerks Counter and Ticket Window/Barrier. The stamp is that of the GWR Engineers Office, Paddington. A rare survivor in good condition with the exception of a couple of centre cracks to the cardboard.

Rare Mottled Pink Ruskin Vase, 16.5cm high

Rare Carlton Ware Duck Figure w/textured blue colouring

Rare Glass 1970's Ramsdens R Stone Trough Ales Advertising Sign - Breweriana Interest - 30cm across

MARC CHAGALL, La Sirene (the mermaid) rare woodcut in colours, signed in the plate, 1949, 33cm x 22.5cm. (Subject to ARR - see Buyers Conditions)

Madonna and Child. Rare Flemish Primitive from the 15th century in the style of Rogier van der Weyden. Central element of a triptych, oil on panel set in its original frame. Work of very good quality. - Weight: 800 g - Region: Flander - Sizes: H: 355 mm L: 295 mm - Condition: At first sight - good condition - no restoration - not repaired

Gustave SERRURIER BOVY (1858-1910) Rare easel - Weight: 3.00 kg - Region: Belgique - Sizes: H=1800mm L=540mm - Condition: Wear/worn - normal wear - Author / artist: Gustave SERRURIER BOVY (1858-1910)

Taschenuhr: extrem rare Ulysse Nardin Beobachtungsuhr mit Stahlgehäuse, ca.1920: Ca. Ø56,5mm, ca. 88g, überdurchschnittlich großes Stahlgehäuse, Seriennummer 397881, vergoldetes Präzisionsankerwerk mit Feinregulierung, Werksnummer 92532, originales, versilbertes Zifferblatt, außergewöhnliche Stahlzeiger, funktionstüchtig, vermutlich militärische B-Uhr, extrem selten.

Armbanduhr: rare automatische Tiffany-Movado "Tempomatic" mit Zentralsekunde, 40er-Jahre: Ca. Ø34mm, verschraubtes Stahlgehäuse, No. 254611, frühes Automatikwerk mit Hammer-Automatik, Kaliber C220M, sehr schön erhaltenes originales Zifferblatt mit 1/5-Sekunden-Teilung, Leuchtzeiger, Zentralsekunde, altes Lederarmband mit Dornschließe, sehr schöner Erhaltungszustand, funktionstüchtig, seltene Sammleruhr.

Große, rare Omega Stahluhr mit Zentralsekunde, Ref. 2421, ca.1945: Ca. Ø35mm, Edelstahl, Spezialboden mit Spannring, Referenznummer 2421/3, frühes Automatikwerk mit Hammerautomatik No. 10758120, sehr schön erhaltenes Zifferblatt mit 1/5-Sekunden-Teilung, Zentralsekunde, Stahlzeiger, Lederarmband, funktionstüchtig, Service nötig, da der Spannring für den Boden lose ist.

Taschenuhr: rare Lepine mit Repetition, “Médaillon à la Breguet”-Typ, ca.1820: Ca. Ø37mm, ca. 35g, Breguet-Typ Lepinegehäuse mit Münzrand, 18K Gold, sehr seltenes Kaliber mit Viertelstunden-Repetition, exzentrisches Zifferblatt, schauseitig aufklappbar, darunter der guillochierte Zwischendeckel mit Aufzug und Zeigerstellung, Stahlzeiger, vermutlich kaum benutzt, da hervorragend erhalten, lediglich das Zifferblatt hat eine minimale Krakelee. Dieser sehr seltene Uhren-Typ wurde von Breguet entwickelt und heißt “Médaillon à la Breguet”. Nur äußerst selten findet man diese Uhren mit einem Schlagwerk.

Rare Taschenuhr mit automatischem Aufzug "Loehr Perpetuale", ca.1880: Ca. Ø48mm, ca. 88g, originales, guillochiertes Silbergehäuse No.3961, bez. "Fine Silver", Staubdeckel ebenfalls nummeriert 3961, bez. "Perpetuale Patent", Schwinggewichts-Automatikwerk mit Zylinderhemmung, signiertes Emaillezifferblatt mit Gangreserve-Anzeige, ausgesprochen schöne Stahlzeiger, selten in diesem Erhaltungszustand, Werk läuft an, Service empfohlen.

Taschenuhr: rare Oignon mit Schlagwerk, Naudin Paris, verzeichnet 1712-1725: Ca. Ø59mm, ca. 170g, orig. Gehäuse mit Glocke, von außen bezogen mit Schlangenhaut, ausgesprochen schönes und sehr seltenes Oignon-Werk mit silberner Werksdekoration und Silberverzierung auf den Pfeilern, prächtige silberne Unruhbrücke, Platine signiert, Repetition der Stunden und Viertelstunden auf Glocke, besonders schönes, originales Zifferblatt mit Emaille-Kartuschen, Zifferblatt in sehr seltenem Erhaltungszustand, besonders schöne, filigrane Stahlzeiger, funktionstüchtig, Repetition sollte justiert werden. Die Uhr ist für eine 300 Jahre alte Oignon hervorragend erhalten und von außergewöhnlicher Qualität. Lediglich die Schlangenhaut ist nicht mehr aus der Zeit, sondern wurde erneuert. Ein Video für dieses Los finden Sie auf unserer Website.

Armbanduhr: Omega "Jumbo" Ref. 2603 "Honeycomb" von 1952: Ca. Ø37,5mm, Edelstahl, extrem seltene Gehäuseform mit speziellen Bandanstößen, Referenznummer 2603-4, Handaufzug Kaliber 266, Werksnummer 13446339, sehr seltenes Strukturzifferblatt, sog. "Honeycomb"-Dial, rotgoldene Indexe, rotgoldene Zeiger, altes Lederarmband mit Stahl-Dornschließe, funktionstüchtig und sehr schön erhalten, Zifferblatt mit typischer Patina, rare Omega Sammleruhr.

Anhängeuhr: rare Miniatur-Anhängeuhr mit Diamantgehäuse, vermutlich Le Coultre, um 1900: Ca. Ø20,5mm, ca. 12g, vermutlich 18K Roségold und Platin, gesamtes Gehäuse und Bügel mit Diamanten besetzt, No. 15953, Zylinderhemmung, vermutlich Kaliber Le Coultre, Emaillezifferblatt, rotgoldene Zeiger, sehr guter Zustand, Rarität, funktionstüchtig.

Armbanduhr: äußerst luxuriöse und rare Patek Philippe Calatrava mit Zentralsekunde und speziellem Aufzug: Ca. Ø35mm, ca. 90g, 18K Weißgold, Gehäuse und Armband im gleichen Design, Backwinder, Ref. 3563/2, Gehäusenummer 2727909, Automatikwerk Kaliber 350 mit Zentralsekunde, Werksnummer 1185655, sehr seltene blaue Zifferblattvariante mit weißgoldenen Indexen, Zentralsekunde, originales Weißgoldarmband mit PP-Schließe, funktionstüchtig und in ausgezeichnetem Zustand. Der Stammbuchauszug bestätigt die komplette Originalität der Uhr und auch die seltene blaue Zifferblattvariante. Patek Philippe präsentierte bei der 3563 das neue Automatikwerk Kaliber 350 und kombinierte es mit einem integrierten Goldarmband im Geschmack der frühen 1970er-Jahre. Die Position der Krone wurde auf die Rückseite des Gehäuses verlegt, wodurch sie bei Rechts- und Linkshändern gleichermaßen beliebt wurde. Lt. Stammbuchauszug wurde die Uhr 1974 verkauft! Da diese automatische Vollgold-Calatrava eine sehr teure Luxusausführung war, ist sie heute dementsprechend selten und begehrt, insbesondere auch durch ihre Größe von 35mm!

Uhrenschlüssel: 3 extrem rare goldene Emaille-Schlüssel, 18. Jh.: 1. ca. 33mm, Gold, beidseitig blaue Emaille-Blüten. 2. ca. 22mm, Gold, gefertigt in Form eines Blasebalgs, aufklappbar mit Geheimfach, beidseitig blau emailliert. 3. ca. 26mm, Gold, ebenfalls gefertigt in Form eines Blasebalgs, aufklappbar mit Geheimfach, beidseitig Emaille-Lupenmalerei. Alle Schlüssel mit kleinen Mängeln oder Restaurierungen, absolute Raritäten.

Taschenuhr: imposante englische einzeigrige Sackuhr mit Alarm, Marc Thomegay London um 1700: Ca. Ø57mm, ca. 190g, Doppelgehäuse aus Silber, äußeres Gehäuse mit Schlangenhaut bezogen, Klangöffnungen, inneres Gehäuse wunderbar durchbrochen gearbeitet, Rankenwerk mit Vögeln, Glocke, frühes englisches Spindelwerk mit Alarm auf Glocke, Werksaufbau um 1700, Platine signiert, Federhaus verziert, sehr schönes Champlevé-Zifferblatt, Eisenzeiger, funktionstüchtig, Schlagwerk löst aus, muss aber eingestellt werden, hervorragender Erhaltungszustand, rare englische Sammleruhr.

Taschenuhr: äußerst rare Patek Philippe Taschenuhr in originalem Stahlgehäuse, Genf 1930, mit Stammbuchauszug: Ca. Ø46mm, Edelstahl, Gehäusenummer 417010, Werksnummer 822204, vergoldetes Ankerwerk in Spitzenqualität, Moustache-Anker, Wolfsverzahnung, Feinregulierung, 2-fach gepunzt mit Genfer Siegel, versilbertes Zifferblatt, originale Zeiger, Zifferblatt mit partieller Patina, komplett originaler Zustand, mit Stammbuchauszug-Kopie, äußerst selten in der Stahlversion.

Taschenuhr: extrem rare quadratische Frackuhr aus der Zeit des Art déco, Vacheron & Constantin/Van Cleef & Arpels, ca.1920: Ca. 40mm x 40mm, ca. 60g, quadratisches Savonnettegehäuse aus Platin, französische Platinpunze, signiert Van Cleef & Arpels, No.14293, feines Ankerwerk No. 412925, signiert Vacheron & Constantin, versilbertes Zifferblatt, Stahlzeiger, Sprungdeckel innen mit Art déco Monogramm LB, funktionstüchtig, sehr schöner Zustand. Das Gehäuse wurde sehr wahrscheinlich von Verger Freres gefertigt. Uns ist lediglich eine weitere dieser extrem raren Art déco Frackuhren von Van Cleef & Arpels bekannt, versteigert 1991 für über 50.000 Schweizer Franken (Quelle: https://www.cortrie.de/go/BKb).

Extrem rare Taschen-Sonnenuhr mit Kompass und rückseitiger Lupenmalerei, Rousseau um 1760: Ca. Ø42mm, vergoldet, beidseitig verglast, schauseitig die Sonnenuhr mit darunter befindlichem Kompass, Zifferblatt aus Perlmutt, signiert Rousseau a Paris, rückseitig Lupenmalerei vermutlich auf Elfenbein, sehr schön erhalten, Sonnenuhrzeiger verbogen und unvollständig. Die Ausführung dieser Sonnenuhr als Taschenuhr ist extrem selten.

Taschenuhr: extrem rare, frühe Lepine mit Zentralsekunde und Repetition, vermutlich aus dem Umfeld Breguet's, signiert Decombaz No. 4812, ca. 1800: Ca. Ø57mm, ca. 142g, 18K Gold, Mittelteil rändiert, Gehäusenummer 4812, Werksnummer ebenfalls 4812 und dazu 1713, Staubdeckel bezeichnet "Repassee par Breguet", ungewöhnliches Lepine-Kaliber mit Zylinderhemmung und Viertelstunden-Repetition sowie seltener Zentralsekunde, signiertes Emaillezifferblatt, ausgesprochen schöne Zeiger aus gebläutem Stahl und Gold, funktionstüchtig, Zifferblatt mit Mängeln im Randbereich, hochinteressante Taschenuhr. Es ist bekannt, dass Decombaz mit Breguet zusammenarbeitete und auch u.a. Werke für Breguet fertigte. Das Nummernsystem der hier vorliegenden Uhr stimmt allerdings nicht mit den Breguet-Archiven überein. Es handelt sich also nicht um eine Uhr aus den Werkstätten Breguet's, möglicherweise aber aus seinem Umfeld. Die Kombination aus Repetition und Zentralsekunde bei einem Lepine-Kaliber ist sehr selten.

Armbanduhr: extrem rare Longines Ref. 3864, sog. ‘TRE TACCHE’, Bj. 1942, mit Stammbuchauszug: Ca. Ø35mm, Stahl, Originalgehäuse mit Bestellnummer 22030, verschraubt, Handaufzug Kaliber 12.68Z, Seriennummer 6304510, originales schwarzes Zifferblatt, Stahlzeiger, Leuchtmasse der Zeiger und der Ziffern noch messbar radioaktiv, neuwertiges Lederarmband mit Dornschließe. Der Stammbuchauszug von 2022 bestätigt die Originalität der Uhr und das Herstellungsjahr 1942, Verkauf nach Italien an Ostersetzer! Die Ref. 3864 gehört zu den gesuchtesten Longines Referenzen und wurde bisher kaum auf Auktionen angeboten, insbesondere mit schwarzem Zifferblatt.

LI GUIJUN (CHINESE B. 1964)Standing Nude,1988oil on canvas101.5 x 62 cm (40 x 24 3/8 in.)signed and dated lower right; signed and titled on versoPROVENANCEThe Estate of Milton Gelfand, Pound Ridge, New YorkEXPERTISEWe are grateful to the artist, Li Guijun, for confirming the authenticity of this work.LOT NOTESBeijing artist Li Guijun is known for his exploration of the dynamics of women in a photo realistic fashion. He painted adolescent girls exclusively for almost twenty years, and the current painting is amongst the artist's rare early works that he created at the time of graduation from the Central Academy of Fine Arts in Beijing in 1988. The work comes from the estate of Milton Gelfand, a successful businessman, who traveled extensively around communist China during the Sino-U.S. rapprochement in the 1970-90s and built an impressive art collection mainly comprised of contemporary Chinese paintings and sculpture.

Rare saltglazed pottery Judge and barrel salt condiment in blue and white with copper lustre bands, 14cm

Rare blown coloured glass footballers, in Heart of Midlothian and Hibernian FC colours, one with damages, the parts are included 11.5cm

Rare Scottish provincial silver teaspoon, fiddle pattern, by Robert Robertson of Cupar, c1825, marked with RR, thistle, thistle, 14cm

A rare air-sea rescue Vincent two-stroke 1942 Lifeboat engineref no. 18S/1; type T5AM/1; contract no. 6MC/766; serial no. 59. Designed to be installed in aluminium lifeboats, parachute-dropped to downed aircrews bobbing in the Pacific Ocean.Like so many other companies, Vincent ceased motorcycle production in 1939 and the factory shifted their efforts over to the war effort, mainly the manufacture of munitions. But in 1942 the Royal Air Force, expecting a protracted campaign against the Japanese, was looking for a lightweight, highly efficient lifeboat engine that could run reliably for extended periods of time.Company boss Phil Vincent already held patents on a suitable design, which he turned over to Phil Irving for final engineering. The result was a 500cc opposed-cylinder design with three bores each containing two pistons. The outer two cylinders produced power, while the middle cylinder with double acting pistons fed the other two. Unfortunately, this unique engine program wasn't completed before the end of hostilities, though in final form the motor seemed to meet all of its design goals. Producing 15bhp at 3,000rpm, with 50 gallons of fuel on board, the Vincent two-stroke should have been good for up to 5 knots per hour, which certainly beats swimming or fighting off sharks. The government contracted an order of five Vincent HRD Marine engines, after negotiations the Air Ministry increased the order from five to twelve. It is believed that this example is one of twelve to survive.This particular engine was kept under a sheet in the garden for the past 25 years and was intended to be used in a canal boat before it was purchased by the current vendor. Following a long period of inactivity, restoration to a greater or lesser extent is recommended therefore, close inspection is advised. Prospective bidders must satisfy themselves as to the completeness, condition and suitability of the lot prior to bidding. Offered with sundry spares. This lot is subject to the following lot symbols: ◊◊◊◊◊◊ Requires specialist shipping and storage at the buyer's expenseFor further information on this lot please visit Bonhams.com

1995 Aprilia 650cc Moto 6.5Registration no. M916 AGLFrame no. ZD4MH0000S0050550Engine no. not knownWidely recognised as a motorcycling design icon, the Aprilia Moto 6.5 was created by Philippe Starck, the famous French industrial designer whose portfolio ranges from wind turbines to lemon squeezers, which perhaps explains its passing resemblance to one of his kitchen appliances. Introduced in 1995, the Moto 6.5 was powered by the Aprilia Pegaso's five-valve single, which went into a curvaceous bespoke frame. With 42bhp on tap, a low seat and weighing a mere 150kg (330lb) Starck's Moto 6.5 effectively fulfilled Aprilia's brief to produce a chic and user-friendly urban roadster. Sold new in Germany and UK registered in 2017, this example has been owned by the vendor since 2018. Currently showing 61,144km on the odometer, the machine last ran in 2018 and will require re-commissioning before further use. Sold strictly as viewed, it features the (rare) luggage rack and comes with a warranty booklet, instruction manual and factory brochure (in German); importation/registration paperwork; and a V5C. A spare fuel tank, exhaust system and fly-screen are included. 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.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

1996 Aprilia 650cc Moto 6.5Registration no. N494 OGHFrame no. ZD4MH00005001980Engine no. 223523Widely recognised as a motorcycling design icon, the Aprilia Moto 6.5 was created by Philippe Starck, the famous French industrial designer whose portfolio ranges from wind turbines to lemon squeezers, which perhaps explains its passing resemblance to one of his kitchen appliances. Introduced in 1995, the Moto 6.5 was powered by the Aprilia Pegaso's five-valve single, which went into a curvaceous bespoke frame. With 42bhp on tap, a low seat and weighing a mere 150kg (331lb) Starck's Moto 6.5 effectively fulfilled Aprilia's brief to produce a chic and user-friendly urban roadster. Production ceased in 2002.First registered in the UK in 2001 and owned by the vendor since 2017, this example has a total of 23,602km showing on the odometer. Last run in 2018, the machine will require re-commissioning before further use and is sold strictly as viewed. Offered with sundry bills, an expired MoT (2018) and a V5C document, it has the (rare) luggage rack and comes with a spare fuel tank. 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.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

From the estate of the late David Atkinson 1925 Zenith-JAP 678cc Model 6-80 ProjectRegistration no. PP 5026Frame no. 9650Engine no. GT/T 49110•Rare Vintage-era Zenith v-twin•Off the road for many years•Offered for restorationZenith motorcycles were manufactured from 1904 until 1950 in a variety of factories in or around London. From the early days proprietary engines were used, such as Fafnir, Precision, JAP, Bradshaw and Villiers. The driving force behind Zenith was Chief Engineer, and company owner, Frederick Barnes, who was responsible for the famous 'Gradua' gear. Worked by a hand-wheel or crank handle, the Gradua mechanism varied the diameter of the engine pulley while simultaneously sliding the rear wheel back and forth in the fork slots, thus maintaining correct belt tension. Its advantages showed most effectively in speed hill climbs, and in pre-WW1 days Zenith machines gained many successes as the Zenith rider could change gear during the ascent while the other competitors had to make do with a single choice of ratio. Rival riders and manufacturers thought that this was an unfair advantage so many leading clubs excluded Zeniths from their hill climbs. Zenith was quick to recognise the publicity value and took the word 'Barred' as their trademark. Although the expensive Gradua system gave way to a more conventional Sturmey-Archer countershaft gearbox in the 1920s, Zenith continued to pursue its racing and record breaking activities with enthusiasm. Fred Barnes himself enjoyed considerable success at Brooklands, where in 1922 Zenith rider Bert Le Vack became the first man to lap at over 100mph on a motorcycle – in the rain. In 1928 a Zenith-JAP ridden by Oliver Baldwin established a world motorcycle speed record of 124.62mph at Arpajon in France, while Joe Wright later raised the record to 150.736mph using his supercharged Zenith-JAP 'reserve bike', his favoured OEC having succumbed to mechanical problems. Significantly, when Wright's record was set in 1930 the company was temporarily out of business. Despite adding a Villiers-powered economy model to the range, Zenith failed to weather the financial storms of the early '30s. After a succession of closures and changes of ownership it re-emerged after WW2 with a solitary model: a 750cc JAP-powered sidevalve v-twin, which lasted only a few more years. Dating from Zenith's Vintage-era heyday and finished in the marque's distinctive purple and black livery, this JAP sidevalve-engined Zenith 6-80 appears un-restored and almost certainly has not been touched for some considerable time. The late owner purchased the machine, which was offered from The Keeley Collection, at Bonhams' Stafford sale in October 2015 (Lot 251). At that time we said the following: 'The attached tax disc expired in June 1942 and the accompanying old-style continuation logbook (issued that same year) records licensing up to 31st December 1943. A 1926 model, the Zenith was first registered in Buckinghamshire in October 1925. Acquired for the collection in 1991, this wonderful 'barn find' appears to be totally original and complete, and should, despite its somewhat distressed condition, be a relatively straightforward restoration for the experienced practitioner. Noteworthy features include an acetylene lighting set, leather-fronted panniers and a Cowey '60mph' speedometer.' As well as the aforementioned logbook, the machine also comes with a (photocopy) V5 and old-style V5C documents. A most exciting and rewarding project. 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

2000 Honda 999cc SP-1Registration no. W474 UUJFrame no. JH2SC45A8YM002907Engine no. SC45E-2003279•Limited edition 'homologation special'•Good service history•Present ownership since 2019•Unused since acquisitionFaced with Ducati v-twin-mounted Carl Fogarty's domination of the World Superbike Championship, Honda responded with a v-twin of its own - the VTR1000 - which would form the basis of a new WSBK contender - the SP-1, also known as the RC51. Like the all-conquering Ducatis, the SP-1's engine was a 1,000cc 90-degree v-twin, but unlike the Ducati, which used a tubular steel trellis frame, the Honda employed the industry-standard aluminium beam type, complemented by suspension components of the very highest quality. In the capable hands of 'Texas Tornado', Colin Edwards, the SP-1 achieved its goal first time out, winning the World Superbike crown in 2000 to bring Honda its first Championship victory since 1997. As well as the WSBK Championship's short circuits, the SP-1 proved capable of mastering true road courses in the hands of Isle of Man TT maestro, Joey Dunlop. Fitted with a WSBK-specification engine and swinging arm, the SP-1 gave Joey his 24th TT win (in the 2000 F1 race) a victory in difficult road and weather conditions that the modest Irishman later declared, 'was probably one of my best wins.' There would be two further TT victories that week, bringing Joey's total to a seemingly unassailable 26, before he was tragically killed at a relatively insignificant meeting in Tallin, Estonia a few weeks later. To commemorate Joey's achievements, Honda dealer Tippetts Motors of Surbiton, Surrey commissioned a limited edition of 26 SP-1s to commemorate the great man and celebrate his 26 TT victories. Although the SP-1 was produced for only two years before being superseded by the SP-2, its importance to Honda cannot be overstated.Supplied new by David Jones, Newtown and first registered on 4th July 2000, this rare and collectible Honda SP-1 was purchased by the current vendor on 2nd July 2019 at circa 26,000 miles. He rode it home and since then has done nothing with the machine, which was last started approximately two years ago. The Honda should require only minimal re-commissioning before further use. Accompanying documentation includes the original service booklet (regularly stamped up to 2017); a quantity of expired MoTs; sundry bills; and a V5C Registration Certificate. 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

2002 Honda 999cc SP-2Registration no. BF52 CCOFrame no. JH2SC45A52M201372Engine no. SC45E-2203404•Limited edition 'homologation special'•Good service history•Present ownership since 2019•Recent serviceAs its nomenclature suggests, the SP-2 was a development of the first model in the series: the SP-1. Faced with Ducati v-twin-mounted Carl Fogarty's domination of the World Superbike Championship, Honda had responded with a v-twin of its own - the VTR1000 - which would form the basis of a new WSBK contender - the SP-1, also known as the RC51. Like the all-conquering Ducatis, the SP-1's engine was a 1,000cc 90-degree v-twin, but unlike the Ducati, which used a tubular steel trellis frame, the Honda employed the industry-standard aluminium beam type, complemented by suspension components of the very highest quality. In the capable hands of 'Texas Tornado', Colin Edwards, the SP-1 achieved its goal first time out, winning the World Superbike crown in 2000 to bring Honda its first Championship victory since 1997. As well as the WSBK Championship's short circuits, the SP-1 proved capable of mastering true road courses in the hands of Isle of Man TT maestro, Joey Dunlop. Fitted with a WSB-specification engine and swinging arm, the SP-1 gave Joey his 24th TT win (in the 2000 F1 race) a victory in difficult road and weather conditions that the modest Irishman later declared, 'was probably one of my best wins'. On the WSBK front, Ducati struck back in 2001 courtesy of Troy Bayliss, prompting Honda to introduce the revised SP-2. The updates worked, enabling Colin Edwards to secure his second World Superbike Championship in 2002. In 2003 the WSBK rules changed to admit four-cylinder machines of 1,000cc and Honda switched to the FireBlade. More expensive to produce than the volume-selling 'Blade, the SP-2 lasted for only a few more years and was last catalogued for 2006. Supplied new by Sutton Motorcycles of Sutton Coldfield and first registered on 1st September 2002, this rare and collectible Honda SP-2 was purchased by the current vendor on 2nd July 2019 at circa 22,400 miles from the same owner as the SP-1 in this sale. He rode it home and since then has done nothing with the machine. Smaller control levers have been fitted (the originals are with the bike, as are the original alloy kick plates).The Honda was serviced by Thunder Road Motorcycles of Bridgend on 18th January 2022 at 22,446 miles and is MoT'd to 12th January 2023. Accompanying documentation includes the original service booklet (regularly stamped up to 2015); a quantity of expired MoTs; sundry bills; and a V5C Registration Certificate. 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

1988 Honda XBR500 ProjectRegistration no. E324 TTXFrame no. PC15-5200977Engine no. PC15E-5201654Having initially developed large-capacity singles for the off-road market, Honda and its Japanese rivals began offering a succession of purely road-going derivatives. One of the most interesting of these new Hondas was the XBR500 of 1985, the styling of which was unashamedly 'retro' apart from the Comstar wheels. The dry-sump, radial four-valve motor featured electric starting and delivered its claimed 44bhp via a five-speed gearbox, while the entire ensemble weighed in at around 380lbs. Representing a rare opportunity to acquire one of these collectible Honda singles, the example offered here was purchased by the vendor in May 2013 but has not been run (the engine turns over). It should be noted that there is a bill on file relating to an assessment of the Honda's faults (mainly electrical). The machine also comes with an owner's manual and a V5C document and is sold strictly as viewed. A total 32698 miles is currently displayed on the odometer. 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.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

1988 Honda 49cc Z50J GorillaRegistration no. not registeredFrame no. Z50J-1803370Engine no. Z50JE-1803382An important milestone in 'Monkey Bike' development was reached in 1974 with the launch of the Honda Z50J, which featured front and rear suspension like a 'proper' motorcycle while retaining the overhead-camshaft engine and 8' wheels, first seen on the Z50A respectively. In 1978 the Z50J was extensively revised with a larger fuel tank, front and rear racks, 12-volt CDI ignition, a manual clutch and a four-speed gearbox, becoming the more aggressive looking 'Gorilla'. Honda in Japan ceased production of the existing Monkey and Gorilla in 2007, pending the arrival of new fuel-injected models for 2008, making early original examples of these charismatic little machines all the more collectible. A collector's item, this un-restored Z50J Gorilla was purchased in Japan and imported into Belgium. The vendor describes the machine as '100%' original, while the optional front luggage basket is said to be very rare. There are no documents with this Lot.Offered with keyFootnotes:* Import VAT Low RateImport tax at the reduced rate of 5% of the Hammer Price and Buyers Premium will apply should the lot remain in the UK.N (NOVA): This lot is subject to a fee of £125 + VAT payable by the Buyer, to undertake the relevant NOVA and C88 (Customs) clearance applications. Please see the Conditions of Sale for further information.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.This lot is subject to the following lot symbols: * N* VAT on imported items at a preferential rate of 5% on Hammer Price and the prevailing rate on Buyer's Premium.N MOTORCYCLESIf purchased by a UK resident, this machine is subject to a NOVA declaration, whilst the responsibility of submitting the NOVA rests with the Buyer to do so, Bonhams will facilitate the process by engaging an agent (SHIPPIO) to undertake the NOVA and C88 (customs) application if applicable on the Buyer's behalf. A fee of £125 + VAT to do so will be added to the Buyer's invoice.CARSIf purchased by a UK resident, this machine is subject to a NOVA declaration, whilst the responsibility of submitting the NOVA rests with the Buyer to do so, Bonhams will facilitate the process by engaging an agent (CARS) to undertake the NOVA on the Buyer's behalf. A fee of £250 + VAT to do so will be added to the Buyer's invoice.For further information on this lot please visit Bonhams.com

1961 Honda 169cc M85 Juno ScooterRegistration no. not UK registeredFrame no. ME856443763Engine no. M85E-314193In 1960 Honda introduced the all-new M80 Juno scooter. Its engine was an overhead-valve, horizontally opposed twin, unique among scooter power units. Mounted transversely immediately behind the front wheel for optimum cooling and ideal weight distribution, it incorporated hydraulic tappets and was coupled to a variable-ratio hydraulic transmission. A twist-grip on the left handlebar altered the ratio. Originally displacing 125cc, the engine was bored out to 169cc, this version's designation changing to M85. However, Honda overestimated the scooter market's appetite for complex and expensive machinery, and production of both Juno models had ceased by early 1964. Only 5,880 M85s were made. Not surprisingly, given its innovative new technology and necessary complexity, the Juno was not sold outside Japan and there are few in Europe. A rare and fascinating piece of Honda history, this restored Juno scooter was purchased from a collector in Japan and imported into Belgium. The machine comes with its original instruction manuals but is not registered. Offered with keyFootnotes:* Import VAT Low RateImport tax at the reduced rate of 5% of the Hammer Price and Buyers Premium will apply should the lot remain in the UK.N (NOVA): This lot is subject to a fee of £125 + VAT payable by the Buyer, to undertake the relevant NOVA and C88 (Customs) clearance applications. Please see the Conditions of Sale for further information.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.This lot is subject to the following lot symbols: * N* VAT on imported items at a preferential rate of 5% on Hammer Price and the prevailing rate on Buyer's Premium.N MOTORCYCLESIf purchased by a UK resident, this machine is subject to a NOVA declaration, whilst the responsibility of submitting the NOVA rests with the Buyer to do so, Bonhams will facilitate the process by engaging an agent (SHIPPIO) to undertake the NOVA and C88 (customs) application if applicable on the Buyer's behalf. A fee of £125 + VAT to do so will be added to the Buyer's invoice.CARSIf purchased by a UK resident, this machine is subject to a NOVA declaration, whilst the responsibility of submitting the NOVA rests with the Buyer to do so, Bonhams will facilitate the process by engaging an agent (CARS) to undertake the NOVA on the Buyer's behalf. A fee of £250 + VAT to do so will be added to the Buyer's invoice.For further information on this lot please visit Bonhams.com

1995 Honda NSR250R SPRegistration no. M46 XYAFrame no. MC28-1005624 Engine no. MC16E-1305638For over a decade 250cc two-stroke race replicas represented the most competitive sector of Japan's home market. Honda's initial offering was the 1984 V3 MVX250. Its V-twin successor, the NS250, was almost as short lived, replaced by the NSR250R which was offered between 1987 and 1999. This was powered by a liquid-cooled, reed valve 249cc 90° V-twin incorporating Honda's RC-Valve power valve, mimicking the NSR250 and RS250R racing models built by HRC. Starting with Freddie Spencer in 1985 Honda would win the 250cc world championship seven times during the lifetime of its road going counterpart. Unsurprisingly Honda sought to promote the road bikes as close cousins of the factory racers, culminating in what is now prized as the ultimate 250 race replica of the era: the MC28 NSR250SP offered here.The MC28 NSR250 was arguably the ultimate 250 road legal motorcycle, thanks in part to the PGM-IV ignition and Pro-Arm single sided swingarm. Also notable was the memory card 'key'. The SP model was another step up the performance ladder with a dry clutch, adjustable suspension and Magtek wheels. The ultimate version was that offered here, in the factory Rothmans/HRC livery, and limited to a production run of 1500. It is not known how many found their way to the UK but they remain vanishingly rare and for some the Holy Grail of 250 race replicas, with 40PS at 9000rpm pushing a featherweight 137kg.Offered in what the private vendor describes as stunning order with a recent carburettor overhaul and showing just 23,840km, this is perhaps the only opportunity to own a UK registered (as of 01/01/1995, imported from Japan by Bikes Direct) version of a remarkable production Honda. Offered with V5C, memory card 'key' and paddock stand.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

Rare pre-production prototype 1977 Honda CBX1000Registration no. not UK registeredFrame no. CB1-2000012Engine no. CB1E- 2000012•Number '12' of 41 pre-production models built•Delivered new to the Benelux countries•Restored to original condition•Registered in Belgium'The CBX was quite simply a marvellous revelation which has genuinely elevated the status of motorcycling. Few people will be able to afford to run one, but then the best is never cheap. Above all, such a motorcycle should not be condemned because it's an excess.' - Bike magazine, December 1978.Just as it had in the preceding decade with the four-cylinder CB750, Honda stunned the world again in the 1970s, introducing the Gold Wing super-tourer and the outrageous six-cylinder CBX1000. Launched in 1978, the latter was not the first six of the modern era, Benelli's 750 Sei having beaten it by a couple of years, but it was by far the biggest and fastest. Launched in 'naked', twin-shock form, the CBX was revamped for 1981, gaining Pro-Link mono-shock rear suspension, a half fairing and ventilated front disc brakes. Weighing around 550lbs and with 105bhp on tap, the CBX was good for over 130mph and scorched through the standing quarter-mile in around 12 seconds. For most owners though, it was not the CBX's performance so much as its on-road presence that mattered. Even today, few bikes can match it for charisma, visual appeal and, above all, sound. Towards the end of CBX development, Honda hand built 41 pre-production prototypes for testing, press and display duties around the world. These models were used for the CBX's debut in November 1977 at Suzuka in front of the international motorcycling press, and then sent to various Honda importers around the world. These motorcycles have frame numbers 'CB1-2000001' to 'CB1-2000041'. The engine numbers exactly match the frame number, except '22' which has engine '2000011'. However, it appears that not all of these 41 frames and engines were assembled. Manufacture of the production CBX began with frame number 'CB1-2000042' and engine 'CB1E-2000060'. Honda ordered the destruction of all machines with preceding frame and engine numbers because they could not guarantee to supply spares for these hand-built prototypes, which differ in many ways from the series-production version, their sand-cast crankcases being the most obvious difference. These pre-production CBXs, of which it is estimated that only six complete examples survive, are scattered all over the world. Almost all are listed in The CBX Book (volumes I and II) by Ian Foster. Number '12', the machine offered here, was discovered in Belgium and probably was intended for testing and promotion in the Benelux countries. It formerly belonged to a collector of Indian motorcycles, who had purchased it in 1983 as part of a 'job lot' of Indians. The CBX remained garaged for six years without being ridden. It currently belongs to a Belgian enthusiast. Number '12' has been partially dismantled, restored and reassembled (except for the engine) with the original parts reused in the interests of originality (even the paintwork is original). The Honda has been featured in CBXPress magazine and on the cover of the CBX Club de France's Salon Moto Légende 2018 programme (copies on file).An absolute 'must have' for the serious Honda collector, this wonderful pre-production CBX is offered with its original Benelux registration document and current Belgian registration papers.Offered with keyFootnotes:* Import VAT Low Rate: Import tax at the reduced rate of 5% of the Hammer Price and Buyers Premium will apply should the lot remain in the UK.N (NOVA): This lot is subject to a fee of £125 + VAT payable by the Buyer, to undertake the relevant NOVA and C88 (Customs) clearance applications. Please see the Conditions of Sale for further information.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.This lot is subject to the following lot symbols: * N* VAT on imported items at a preferential rate of 5% on Hammer Price and the prevailing rate on Buyer's Premium.N MOTORCYCLESIf purchased by a UK resident, this machine is subject to a NOVA declaration, whilst the responsibility of submitting the NOVA rests with the Buyer to do so, Bonhams will facilitate the process by engaging an agent (SHIPPIO) to undertake the NOVA and C88 (customs) application if applicable on the Buyer's behalf. A fee of £125 + VAT to do so will be added to the Buyer's invoice.CARSIf purchased by a UK resident, this machine is subject to a NOVA declaration, whilst the responsibility of submitting the NOVA rests with the Buyer to do so, Bonhams will facilitate the process by engaging an agent (CARS) to undertake the NOVA on the Buyer's behalf. A fee of £250 + VAT to do so will be added to the Buyer's invoice.For further information on this lot please visit Bonhams.com

Number 118 of 650 made 2008 Triumph T100 Bonneville 50th Anniversary Registration no. AJ58 RKAFrame no. *SMTTJ9157G9367440*Engine no. 7362733Finished in a special Meriden Blue/Exotic Orange colour scheme echoing the 'Tangerine Dream' livery of the very first Triumph Bonneville of 1958/1959, this 50th Anniversary Bonneville was two years old when purchased by the vendor and is virtually unused. This model is essentially the same as the contemporary T100 Bonneville, and is powered by the latter's 865cc twin-cylinder engine. The original Bonneville engine was of 650cc, hence 650 units for this special edition.Since acquisition the Bonneville has been carefully stored in a purpose-built, fully insulated, housing-standard building and kept in a dehumidified atmosphere at medium temperature. It is completely original, flawless and 'as new' in all respects having covered only some 120 miles from new. The machine comes with a Certificate of Authenticity; all its original owner's handbooks; fresh MoT; and a V5C Registration Certificate. Signed by Triumph CEO, John Bloor, the aforementioned Certificate of Authenticity lists this machine as number '118' of the 650 in the 50th Anniversary limited edition, and it is similarly identified by a brass plate on the handlebar clamp. Presented in pristine condition, this rare and collectible motorcycle would make an ideal addition to any Triumph enthusiast's collection or similarly would fit very well into any museum. 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

1971 Norton 810cc Commando by Paul DunstallRegistration no. TFV 59JFrame no. 140225Engine no. 140225Owned by the current vendor for 32 years, the matching-numbers Norton Commando offered here has been extensively upgraded with accessories produced by famed Norton tuner Paul Dunstall. One of the smartest café racers we have seen in a long while, it features Dunstall's 810cc alloy cylinder block; fuel tank, seat and front mudguard; twin-leading-shoe front brake (very rare); clip-on 'bars; rear-set footrests; and Decibel silencers. Other notable features include an in-period Churchgate Mouldings fairing with nosecone; Borrani flanged alloy wheel rims shod with Dunlop TT100 tyres; Boyer Bransden electronic ignition; Fred Barlow-tuned big-valve cylinder head; 4S camshaft; and vernier-adjustable Isolastic engine mounts. This machine has recently been treated to a complete 'last nut and bolt' rebuild to a very high standard by a former Superbike engineer. Only parts of the highest quality have been used and hand finished, while 99% of the fittings and fastenings are stainless steel. In addition, the fuel tank has been treated and is now ethanol-proof. Completed in 2020, the machine comes with old/current V5/V5C documents and a vast quantity of paperwork dating back to the 1980s when many of these special parts were purchased. 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

1969 Ducati 450 MkIII DesmoRegistration no. HWR 162GFrame no. DM450 451100Engine no. DM450 451100•Eleganza prize winner•2019 Motogiro entrant•Top of the range Super Sport variantBy the mid-fifties Ducati was facing closure, so in a final throw of the dice hired Fabio Taglioni to design a bike to win the Motogiro. This and the Milano Taranto were known as the Gran Fondo (big ride) races, travelling across the Italian countryside as the ultimate high speed marketing machine, regularly making the front pages of newspapers. Taglioni's bevel drive overhead cam Gran Sport was the result, taking every place but one in the 1955 giro 100cc class, and fifth overall, only beaten by 175s.The following year a 125cc version would win outright, securing Ducati's future and ultimately being developed into 250 and 350 versions.The next significant development of Ducati's singles were the 'wide case' models of 1967. Changes were not just confined to the wider rear engine crankcase casting and frame mounting: Taglioni and his team also incorporated a stronger con-rod and big-end bearing, alongside improvements to the lubrication system and gearbox. There was also fulfilment of a Taglioni dream, with desmodromic valve actuation now available on production models, not just the racers. These top-of-the-range super sports variants were distinguished by their extra chrome and restrained 'D' decals on the side panels. Late in 1968 the Ducati single appeared in its largest '450' (actually 436cc) incarnation, which offered considerably more torque courtesy of the substantial hike in capacity, and additional frame bracing to allow a rider to make the most of it. They are a joy to ride, especially on Italian mountain roads. Bike magazine wrote in 1975 that they offer 'that rare blend of two wheeled excitement, satisfaction and safety'.This particular 450 MkIII Desmo motorcycle was imported from the US and then fettled and UK registered by Made In Italy Motorcycles of Stowmarket several years ago, a business much admired by the UK cognoscenti. The current owner reports that it ran very well during the 2019 Motogiro D'Italia, winning the 'Eleganza' prize offered by the Ducati Museum and presented by director Livio Lodi who considered it 'a most original and well preserved motorcycle'.Original parts, including the Borrani rims and heel/toe gear-lever, are included, as the 450D is currently fitted with stainless steel rims and a conventional gear lever, as well as a12v conversion. It is offered with two keys and a current V5C registration certificate.In common with many Ducatis imported from the US the frame number plaque is absent and the frame number is not a factory stamping, and duplicates the engine number. However it is as recorded on the V5C. Accordingly prospective bidders must satisfy themselves as to the origins, date and suitability of the machine's component parts prior to bidding.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

1953 MV Agusta Super Sport LussoRegistration no. 745 YUJFrame no. 029947Engine no. 0206395The two-stroke MV Super Sport Lusso is a rare model, and even rarer in original and un-restored condition like this one. This machine was used for the popular town-to-town races in Italy until 1959 and still carries its Italian tax disk on the handlebars. In that year a visitor from England saw the MV and brought it back to the UK. For many years it was displayed in the reception area of his motor museum in Kent, never failing to attract favourable attention. Eventually the museum was sold and the contents auctioned. The vendor heard about the MV and purchased it in 2011 as a non-runner. Once the missing drive chain and battery had been replaced, the MV ran beautifully and has done so ever since. The owner has taken the MV to the Isle of Man where it has always been the centre of attention. Some years ago the owner met the great Giacomo Agostini at the Stafford show; it turned out that Ago had a similar bike when he was young and had loved it. That is when he signed the front of this machine. The owner has used the MV regularly, finding it a joy to ride, but now finds his decreasing mobility a handicap, hence the decision to sell. Accompanying documentation consists of sundry bills, dating certificate, V5C and the original Italian libretto. 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

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