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Click here to subscribePapadopoli, N., Le Monete di Venezia, Venice, 1893-1919, 4 vols, 2,367pp, 150 engraved plates [4]. Publisher’s green quarter-leather and marbled boards, ribbed and gilt spines; some rubbing to extremities on spines, otherwise a very fine set, rare £300-£400 --- Provenance: Ex libris Quentin Archer
Spink & Son Ltd [London], Special List of Cheap Coins and Books, No. 3, April 1893, 4pp; bound with Special List of... Fine and Rare Gold Coins, Nos. 4 and 5, June and October 1893, each 4pp; bound with Supplements to the Numismatic Circular, February 1896 to October 1910, believed largely complete, plus associated special lists. Original red cloth, title in gilt on front; internally fine and clean, the December 1907, February 1908 and June 1910 Supplements tipped-in, still a most useful reference £150-£200 --- Provenance: Ex libris Quentin Archer
Tour for the Prince Henry Cup, 1911, a plated bronze medal by K. Korschann for Lauer on behalf of the Royal Automobile Club and the Kaiserlicher Automobil-Club, bust of Prince Henry of Prussia right, rev. Britannia greeting Germania, arms below, 81mm (cf. DNW 50, 1342). Good very fine, rare; in original green fitted Lauer case £150-£200
FRANCE, Henry IV and Marie de Medici, 1603, a cast gold medal by G. Dupré, henr iiii r christ maria avgvsta, conjoined busts right, date on truncation, rev. propago imperi, Henry (as Mars) and Marie (as Pallas Athena) standing, clasping hands, Dauphin standing at centre with right foot on dolphin and holding helmet, eagle above holding crown, 64mm, 117.92g (Jones 15; Pollard 637; Kress 556; BDM I, 656). A later cast, probably 18th century; fields tooled, file mark and traces of mounting on edge, otherwise good very fine, extremely rare in gold £9,000-£12,000 --- Provenance: The 1st Earl Mountbatten of Burma, and thence by descent
INDIA, University of Punjab, Patiala, 1890, a copper medal, unsigned [by J. Pinches], bust of John Sime left, rev. titles of Rajinder Singh, Maharaja of Patiala in nine lines, 38mm (Pudd. 890.1). Extremely fine and very rare £80-£100 --- Dr John Sime, CIE (1843-1911) was born in Inchture (Perthshire) and attended St Andrews University. He went out to India in 1864 where he became a professor at the Government College in Agra. He spent seven years at Delhi College after which he was Principal at Lahore College until 1885, when he became tutor to the Maharaja of Patiala. In 1887 he was appointed Inspector of Schools and subsequently Director of Public Instruction in the Punjab. During this period, he became acquainted with Rudyard Kipling’s father who ran a text-book print shop in Lahore
Belgium, Leopold I, medallic 5 Francs, 1853, Marriage of the Duke and Duchess of Brabant (Bruce M2.1); NETHERLANDS, Wilhelmina, 10 Cents, 1893 (KM. 116); SWITZERLAND, Confederation, 5 Rappen, 1851 (D-T 218; KM. 5); together with miscellaneous coins of Switzerland, USA, etc, in silver (5, including sea-salvage), base metal (8) [16]. Third fair but rare, many others very fine £100-£150
Crusader issues, RHODES, Juan Fernandez de Heredia (1376-96), Third-Gigliato, Grand Master kneeling left before patriarchal cross, castle and g in field to right, rev. cross fleury with shield at end of each arm, 1.31g/10h (Schlumberger X:10 var.; Metcalf 1218 var.). Double-struck and a dig on reverse, otherwise very fine, rare £200-£260
A PERANAKAN 'IN-AND-OUT' ENAMELLED PINK-GROUND PLATE From an important private Singapore collection A rare commissioned, in-and-out enameled pink-ground plate with yellow rim Decorated with a pair of flying pheasants and flowers of four seasons. Xia Bai Xue mark 16.5cm diameter Condition: Minor signs of wear commensurate with age and use
Very rare Swiss Organocleide music box ca. 1870. Consider as one of the top styles of music boxes. Arrangements and part of the comb simulate the sound of an organ. The music box is in excellent condition, plays 6 melodies and has the original tune sheet. Cylinder size: 44 x 7 cm. Not available in auction hall, item will be shipped from Las Vegas, USA. Please contact us for viewing options. Video link - https://youtu.be/SaCscSmIrKY Size: 19 x 72 x 27 cm. Condition: Excellent.
Very rare, one of the latest Bally Safe Cracker pinball machines from 1996 and in excellent condition. You won´t find a better original version in the whole wide world! Played no more than 1500 games in its entire life, has the original safe doors and the original pay out safe cracker coins. The pinball machine has unbelievable, bright original colors. Size: 200 x 108 x 107 cm. Condition: Excellent.
Dutch oracle fortune teller arcade machine, unique and rare piece from the 1920s. All texts are in Dutch and the coin insert is made to accept USA 1 cent (penny) coins. When you insert a coin, the fortune teller in the middle shows your future prediction. The machine is open, without a key and without cash box. Size: 70 x 41 x 10 cm. Condition: Good.
This rare jukebox has a pink 1957 Ford Thunderbird style fiberglass body with a white top that fits flush against a wall. It currently has 6 of the 80 slots for 45 rpm vinyl records full and the same number of the label slots on either side of the mechanism and thus offers up to 160 selections. It uses a German mechanism, Model ES-2 NSM to select the records. There are lights behind the chrome trimmed tail lights and a standard size license plate holder. There is a sealed manila envelope attached to the inside with the tubular wrench the factory supplied. Two keys are in their factory location, screwed to the rail on the back of the unit. Serial No. 2031. When this particular Songbird Jukebox was manufactured in December 1988, by Carson City Parlour of Shakopee, Minnesota, it was made without a coin mechanism and is being consigned by the original owner. He had it on display in his retail store, not being used, for 10 years and then in climate controlled storage for the last 20 years! These are becoming more and more scarce as international collectors have become attracted and you simply will not find another unused example. Not available in auction hall, item will be shipped from Switzerland. Please contact us for viewing options. Size: 131 x 175 x 84 cm. Condition: Excellent.
Very rare 1947 Mortier “Baby” 80-key dance organ. An incredible barn find (lost for 30 years) complete with all original parts, missing the base board. The organ is in very good condition, but due to the long period of no use, requires restoration and tender love and care. Comes with 11 music books. See the video - https://youtu.be/06pIp0jrl8g Size: 190 x 205 x 115 cm. Condition: Very Good.
Very rare original Coca-Cola premix dispenser machine in unrestored condition. Premix refers to a ready-mixed, ready-to-drink soft drink that has usually been packaged in 5-gallon stainless steel tanks called Cornelius kegs (or "Corny keg" for short). The premix itself is identical to the beverage of the same brand that is sold in bottles or cans, and is already carbonated. An amazing item for a themed interior, game room or man cave. Size: 138 x 41 x 56 cm. Condition: Good.
Rare Organophones Music Box. Plays 8 melodies on 35 x 5,5 cm cylinder. Original tune sheet says: Organophone Voix Celeste Jeu de Flutes. Comb and dampers in good condition. Beautiful inlay in the case. Needs some work on the Voix Celeste/Jeu de Flutes. The 17 key Voix Celeste is there, but currently not attached. Not available in auction hall, item will be shipped from Las Vegas, USA. Please contact us for viewing options. Video link - https://youtu.be/lAEBi4pKGtQ Size: 33 x 66 x 27 cm. Condition: Good.
The Hans Schifferle Collection 1972 Harley-Davidson FX1200 Super GlideRegistration no. not registeredFrame no. 2C10703H2Engine no. 2C10703H2•Dating from the first year of FX production•Ultra-rare one-year-only 'boat tail' model•3,712 miles since restorationFor many years Harley-Davidson's big four-stroke models had been divided into two families: the smaller Sportsters and the larger FL models. In 1971 things changed with the introduction of the FX series under the 'Super Glide' name. H-D styling supremo Willie G Davidson had long been aware of the customising movement and wanted to offer a production model capturing something of that flavour. Arguably the first ever 'factory custom', the FX was the result. In actual fact the FX was something of a 'parts bin special', incorporating the FL frame and XLH Sportster front forks and brakes, while the power unit was the 74ci (1,200cc) Shovelhead engine found in the FL range. The result was a motorcycle that weighed some 70lb (31.8kg) less than the FL and was a lot easier to handle, particularly around town. Doing without an electric starter had helped get the weight down, while a 19' front and 16' rear wheel combination gave the FX a purposeful look all of its own. Without question the FX's most talked about feature was the extended 'boat tail' combined seat and rear fender, which had been introduced the previous year as an option on the XLH Sportster. Predictably, given the innate conservatism of Harley's target market, the 'boat tail' did not last long and was dropped at the end of the year. The 1972 FX had a more conventional rear end, making the '71 a one-year-only-model and thus of considerable interest to Harley-Davidson collectors.Few surviving '71 FX Super Glides retain their 'boat tail', which makes this example exceptionally rare. The Harley was purchased in May 2016 from a Turin-based collector. Beautifully presented, it has covered a mere 3,712 miles since restoration. The machine is offered with a German Fahrzeugbrief; the 2016 purchase receipt; expired TüV (MoT) certificate/correspondence; photocopy ASI (Italian) papers; and a photocopy Nebraska title (previously registered to 'Vintage Restorations' of Omaha).Footnotes:* 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.As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.This lot is subject to the following lot symbols: * 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
The ex-Kent Andersson 1972 Yamaha 250cc TD3 Racing MotorcycleRegistration no. not registeredFrame no. TD3-990107Engine no. DS7-990107•Raced by Kent Andersson during the 1972 season•Two rostrum finishes in the 1972 World Championship•Restored conditionThe mainstay of 250cc and 350cc racing at national and international level for many years, the twin-cylinder two-stroke Yamaha well deserved the title of 'privateer's friend'; indeed, without it, grids in these classes would have been depleted in extremis during the 1970s. The first of the line, the 250cc TD2, arrived in 1969 and immediately proved capable of winning Grands Prix, privateer Kent Andersson triumphing in the German round at Hockenheim that year, one of Yamaha's most significant classic victories. The giant leap forward from the preceding TD1C had been achieved thanks to a comprehensive redesign that saw the engine porting and exhaust system updated, superior Mikuni carburettors adopted, and the chassis, suspension and brakes greatly improved. Looking like a scaled down Manx Norton Featherbed, the TD2's chassis was a development of that used for the RD56 works racer. Broadly similar as far as its frame and cycle parts were concerned, the 350cc TR2 differed mainly by virtue of its horizontally-split crankcases, a feature not introduced on the 250 until the arrival of the TD3 in 1972. By this time the 350 had been updated as the TR3, its engine closely related to that of the contemporary YR5 roadster, and from then onwards the two racers would be engineered to share the maximum number of components. The TR3 could not have enjoyed a more successful international debut, for although Kel Carruthers' works bike failed, privateer Don Emde came through to win the 1972 Daytona 200, the first of many such victories for the TR3.This TD3 comes with a signed letter from Swedish Grand Prix star and two-time 125cc World Champion Kent Andersson stating that he rode this Yamaha TD3 (frame number '990107') in 1972 and had great successes with it. Kent finished six races in the 250cc World Championship that year, his best results being 3rd place finishes at Yugoslavia and Finland respectively. He ended the season in 7th place in the championship with 39 points. Kent later sold this TD3 to his mechanic, and the machine subsequently passed through the hands of some of Phil's friends before reaching his collection. Offered with a history file, this beautiful TD3 represents a rare opportunity to own a machine raced by one of the biggest Grand Prix stars of the day, and with in-period World Championship history.Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.For further information on this lot please visit Bonhams.com
Ex-Broc Parkes, Paul Bird Motorsport 2014 PBM-ART 1,000cc Grand Prix Racing MotorcycleRegistration no. not registeredFrame no. CP2-001-0031-03Engine no. to be advised•Factory-built Aprilia RSV4 engine•Parkes' No. 1 bike•Purchased directly from Paul Bird Motorsport•Incomplete•Display tyres (not for any other use)'Aprilia had two teams employing their engine: Paul Bird with his British GPMS-built chassis, and Ioda using their whole bike. It was a big change from 2013. PBM's bikes occasionally got into the points, but it was clear that the power of their superbike-tuned engines was way below that needed to compete against the MotoGP-engined bikes.' – Motocourse, 2014.The machine offered here belongs to what can now be seen as a 'passing phase' of MotoGP history: the CRT era. Faced with escalating costs and dwindling participation (at the 2011 Australian GP there were only 14 starters and 10 finishers in the premier class) MotoGP series owners Dorna came up with a lower-cost 'Claiming Rule Teams' (CRT) category to run alongside the factory prototypes. The idea was that CRT teams would run production-based engines in prototype chassis, and that engines would be claimable by factory teams for a set fee of €25,000, though why a factory team would want to acquire a tuned road-bike engine was never explained. In the event, none ever did. The introduction of CRT for the 2012 season coincided with the switch from 800cc to 1,000cc engines with a maximum permitted bore size of 81mm. Aprilia's offering in the CRT class was powered by the V4 engine of their RSV4 production superbike, which in MotoGP specification produced around 230bhp. Engines would be returned to the Aprilia factory when in need of rebuilding.Paul Bird Motorsport ran a solitary Aprilia ART for James Ellison in 2011 before expanding to a two-rider line-up for 2012 with Michael Laverty and (to begin with) Yonny Hernandez, both riding bikes featuring the new chassis designed in collaboration with Barry Ward at GPMS. Hernandez had scored seven points by the time he left for Pramac Ducati, while Laverty had three points to his credit by the season's end. For the 2014 season, PBM had four bikes available: two each for Broc Parkes and Michael Laverty; the one offered here is Parkes' No. 1 bike. The PBM bikes were usually the class of the CRT field; Parkes only failed to finish once and scored points in five rounds of the World Championship, the highlight being 11th place at Assen. He ended the season with nine points, the same as team-mate Laverty. Phil Morris bought this machine directly from Paul Bird Motorsport, but it was not until 2016 that he was able to purchase the bike's Magneti Marelli electronics (ECU, dashboard, inertia platform), which had been retained for reasons of commercial confidentiality (data sheets on file). PBM engineer Phil Borley then re-programmed the ECU with data from the end of the 2014 season. Other notable features include 16.5' wheels; carbon brake discs; thumb brake (rear); FGR fork yokes; Öhlins forks; Brembo brakes; and PBM's own exhaust and carbon-fibre bodywork. It should be noted that the following parts are missing: left front brake calliper; rear brake calliper; cush-drive sprocket carrier; fly-by-wire throttle mechanism; and gearbox components. Phil advises us that the machine would run if these missing parts were sourced and fitted. Given the factories' current policy of retaining machines run by satellite teams, rather than selling them on, the chances of obtaining a former MotoGP racer are now slim indeed. As such, this PBM-ART represents a rare opportunity to acquire a genuine MotoGP motorcycle possessing impeccable provenance. It should be noted that this machine is fitted with Bridgestone display tyres, which are not for use either with starting rollers or on the road/track. A selection of spares relating to this lot will be sold as part of our online sale in December. Further details to follow.Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.For further information on this lot please visit Bonhams.com
The Hans Schifferle Collection 1952 Alpino 125ccRegistration no. not registeredFrame 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 circa 2013 in its current state and is believed to be an earlier restoration (its mechanical condition is unknown). Hans planned to restore it but, sadly, time did not allow. Currently displaying a total of 9,674 kilometres on the odometer, the machine is offered with a German Fahrzeugschein; expired TüV (MoT) certificate and correspondence; copy Alpino Instruction Manual; and some transfers. Footnotes:* 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.As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.Lot to be sold without reserve.This lot is subject to the following lot symbols: * 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
From the estate of the late Roy Houghton 1991 Honda GB500 Tourist TrophyRegistration no. H512 DFRFrame no. JH2PC1604LK100204Engine no. PC16E-2100208A factory 'café racer' introduced in 1986, the GB500TT looked very British, boasting coachlined paintwork; clip-on handlebars; rear-set footrests; chromed headlamp shell; matching speedometer and rev counter; and alloy-rimmed, wire-spoked wheels. It was a model that struck a chord with mature riders who hankered after the past but disliked the associated oil leaks, dodgy electrics, and general unreliability. Representing a rare opportunity to acquire one of these collectible Hondas, the US model offered here is one of the best we have seen. Purchased in 2000, it has been expertly modified by Roy, who has swapped over the gearchange/rear brake to the 'British' positions. The machine comes with its original silver-painted fuel tank and other original components. Accompanying paperwork includes an old US title; two bills of sale; and old/current V5/V5C documents.Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.For further information on this lot please visit Bonhams.com
Property of a deceased's estate 1959 Trifield 500cc SpecialRegistration no. WFK 741Frame no. 11163 (see text)Engine no. T100A H17701While the best known British sports special is the Norton/Triumph hybrid - the Triton - closely followed by the TriBSA (Triumph/BSA), NorBSA (Norton-BSA) and Norvin (Norton/Vincent), the Trifield (Triumph/Royal Enfield) is comparatively rare. This example of the latter appears to consist of Royal Enfield Bullet or Meteor Minor cycle parts and a unitary construction Triumph Tiger 100 engine. Purchased in February 1975, the Trifield carries a tax disc that expired in December 1974, which is almost certainly when it was last used. Offered for restoration and sold strictly as viewed, the machine comes with and old V5 document and an old-style continuation logbook, both of which share the same clerical error: recording the frame number as '11763' instead of '11163'.Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com
1911 Pierce 592cc SingleRegistration no. LF 2227Frame no. 4447Engine no. 4284•Premier American marque•Brought to the UK during WWI•Known ownership history•Present family ownership since 1996•Pioneer CertificateAmerica's first four-cylinder motorcycle, the Pierce was manufactured by the Pierce-Arrow Motor Car Company at its factory in Buffalo, New York and was launched in 1909. It was not just its multi-cylinder engine that made the Pierce unusual; the frame too was novel, being constructed from 3½'-diameter steel tubes that housed fuel and oil, while final drive was by shaft. Early models employed direct drive, but from 1910 onwards a two-speed gearbox was standardised. At the time of its motorcycle's launch in 1909, Pierce-Arrow was embarking on a policy of building luxury cars only, many of which would come to be regarded as among America's finest. This approach was reflected in the quality - and cost - of the Pierce motorcycle and would ultimately lead to its downfall. Priced at $325 in 1909, it cost $400 when production ceased in 1913, at which time the basic Ford Model T was priced at $525. Alongside the four, Pierce offered a 592cc single-cylinder model from 1910, the sidevalve motor of which was redesigned with two-cam valve operation for 1912. A top speed of 55mph was claimed for the smaller Pierce, which was said to have the 'efficiency of a twin with the simplicity of single-cylinder construction'. Production ceased at the same time as that of the four. This single-cylinder Pierce is a 1912 model with magneto ignition, a two-speed gearbox and belt final drive. The machine was brought to the UK by a serving Canadian soldier during WWI, left in an outbuilding and never collected. The Pierce was first registered in July 1922, its first recorded keeper being a Ronald Leslie Carpenter of Petersfield, Hampshire. There are two further keepers listed in the original old-style RF60 logbook, both residing in Petersfield, while there are three listed in the accompanying (copy) continuation logbook (issued 1950) one of whom is also listed in the original logbook. The accompanying Pioneer Certificate was issued to one Edwin Heward of Petersfield in January 1961. The Pierce was ridden on the Pioneer Run in 1961 and was displayed at the National Motor Museum, Beaulieu in September 1963. The current vendor's family has owned the Pierce since 1996.An older restoration, which still presents very well, the machine has been stored for many years and will require re-commissioning before returning to the road. Pierce motorcycles are very rare and highly sought after nowadays, only infrequently turning up on the open market, making this one a not-to-be-missed opportunity for collectors. Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.For further information on this lot please visit Bonhams.com
Ex-Broc Parkes, Paul Bird Motorsport 2014 PBM-ART 1,000cc Grand Prix Racing MotorcycleRegistration no. not registeredFrame no. CP2-001-0031-04Engine no. 9813-06-00 OPEN•Factory-built Aprilia RSV4 engine•Parkes' No. 2 bike•Purchased directly from Paul Bird Motorsport•Running condition•Display tyres (not for any other use)'Aprilia had two teams employing their engine: Paul Bird with his British GPMS-built chassis, and Ioda using their whole bike. It was a big change from 2013. PBM's bikes occasionally got into the points, but it was clear that the power of their superbike-tuned engines was way below that needed to compete against the MotoGP-engined bikes.' – Motocourse, 2014.The machine offered here belongs to what can now be seen as a 'passing phase' of MotoGP history: the CRT era. Faced with escalating costs and dwindling participation (at the 2011 Australian GP there were only 14 starters and 10 finishers in the premier class) MotoGP series owners Dorna came up with a lower-cost 'Claiming Rule Teams' (CRT) category to run alongside the factory prototypes. The idea was that CRT teams would run production-based engines in prototype chassis, and that engines would be claimable by factory teams for a set fee of €25,000, though why a factory team would want to acquire a tuned road-bike engine was never explained. In the event, none ever did. The introduction of CRT for the 2012 season coincided with the switch from 800cc to 1,000cc engines with a maximum permitted bore size of 81mm. Aprilia's offering in the CRT class was powered by the V4 engine of their RSV4 production superbike, which in MotoGP specification produced around 230bhp. Engines would be returned to the Aprilia factory when in need of rebuilding.Paul Bird Motorsport had four bikes available for the 2014 season: two each for Broc Parkes and Michael Laverty; the one offered here is Parkes' No. 2 bike. The PBM bikes were usually the class of the CRT field; Parkes only failed to finish once and scored points in five rounds of the World Championship, the highlight being 11th place at Assen. He ended the season with nine points, the same as team-mate Laverty. Which, if any, of Parkes' results were gained riding the No. 2 bike is not known. Phil Morris bought this machine directly from Paul Bird Motorsport together with a substantial quantity of spares, but it was not until 2016 that he was able to purchase the Magneti Marelli electronics (ECU, dashboard, inertia platform), which had been retained for reasons of commercial confidentiality (data sheets on file). PBM engineer Phil Borley then re-programmed the ECU with data from the end of the 2014 season. Other notable features include 16.5' wheels; carbon brake discs; thumb brake (rear); FGR fork yokes; Öhlins forks; Brembo brakes; and PBM's own exhaust and carbon-fibre bodywork. Since coming into Phil Morris's collection, this PBM-ART has been ridden on display laps at Mallory Park, Tonfanau, and Aberdare Park by John McGuinness, Steve Plater, and Peter Hickman. Given the factories' current policy of retaining machines run by satellite teams, rather than selling them on, the chances of obtaining a former MotoGP machine are now slim indeed. As such, this PBM-ART represents a rare opportunity to acquire a genuine MotoGP motorcycle in working condition and possessing impeccable provenance. Said to run perfectly, it is a potential centrepiece for any important private collection. It should be noted that this machine is fitted with Bridgestone display tyres, which are not for use either with starting rollers or on the road/track. A selection of spares relating to this lot will be sold as part of our online sale in December. Further details to follow.Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.For further information on this lot please visit Bonhams.com
1984 Honda 49cc Limited Edition Gold MonkeyRegistration no. not registeredFrame no. Z50J-1603141Engine no. Z50JE-1603124With the launch of the CZ100¬ in 1960, Honda created the class of machine known as 'monkey bikes', so called because of their diminutive stature. The power unit was the C100 step-thru's reliable four-stroke single. An ultra-short wheelbase, small wheels and a vestigial fuel tank were all features of a machine which, in the case of the folding handlebar version, could be fitted into the boot of a car. In 1974, an important milestone in Monkey development was reached with the launch of the Z50J, which featured front and rear suspension like a 'proper' motorcycle while retaining the overhead-camshaft engine and 8' wheels, first seen on the Z50M and Z50A respectively.Offered here is an example of the rare and collectible 1984 1st Series Honda Gold Monkey (there was a 2nd Series in 1997). A limited edition model, it is one of only 5,000 built for the Japanese market and not officially sold abroad. Currently displaying a total of only 709 kilometres on the odometer, the machine is exceptionally well preserved for its age, the gold finish being mostly untarnished, and appears to retain its original tyres. Recently imported from Japan and last run in September 2021, it would make an ideal Christmas present for someone. Offered with a NOVA declaration, this charming little machine is a 'must have' for the serious mini-bike collector.Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.For further information on this lot please visit Bonhams.com
1972 Moto Guzzi V7 SportRegistration no. AWW 366KFrame no. VK12224Engine no. VK31221•Very early V7 Sport•Outstandingly original•Full professional overhaul of engine and transmission in 2012The wonderful machine offered here is a very early Moto Guzzi V7 Sport, probably a handful of numbers away from the so-called 'Red Frame' bikes, and is what is unofficially known as a 'Series 1', so all the timing gears are steel pinions (not chains as later) and all the nuts and bolts of superior quality. The vendor bought this V7 Sport from Yesterdays in the Netherlands in 2010, considering it the perfect bike to own and ride while he was working in Switzerland and Germany. The Guzzi was kept at a friend's place in Germany where the friend had an extensive collection. The Guzzi was used frequently up to 2012, covering some 10,000 kilometres in the preceding two years. It was (and still is) supremely original and well preserved, but the vendor wanted to ensure that the mechanicals were up to the requirements of long-distance touring. His friend suggested the V7 to the renowned German classic MV/Ducati/Guzzi specialist Michael Nitzsche of Dorsten, near Essen: 'They did a fantastic job preserving originality while rebuilding everything mechanical but I didn't get much change out of 20,000 euros.' Life then took a different turns and the vendor has only managed to cover around 400 kilometres since the rebuild. In his own words: 'Engine runs like a Swiss clock, doesn't leak a drop of oil, driveshaft is quiet like a modern BMW, the paint is original, everything is original with exception of decals (which are correct for a very early example), all the bits that early V7 guys are looking for are there: original seat with under-seat light; functioning steering column lock and start; original covers on selected nuts and bolts; unmodified air box; improved gearbox stamped '3'; original Borrani wheel rims, etc.' Bills totalling some £24,000 are on file and the Guzzi also comes with a UK V5C Registration Certificate. Used regularly, right up to the time of sale, this rare and desirable V7 Sport is a proper collectors' quality motorcycle, worthy of the closest inspection.Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.For further information on this lot please visit Bonhams.com
Ex-James Ellison, Yonny Hernández, Michael Laverty, Paul Bird Motorsport 2012 Aprilia ART 1,000cc Grand Prix Racing MotorcycleRegistration no. not registeredFrame no. PBM ART 001 G•Factory-built Aprilia RSV4 engine•Purchased directly from Paul Bird Motorsport•Running condition•Display tyres (not for any other use)The machine offered here belongs to what can now be seen as a 'passing phase' of MotoGP history: the CRT era. Faced with escalating costs and dwindling participation (at the 2011 Australian GP there were only 14 starters and 10 finishers in the premier class) MotoGP series owners Dorna came up with a lower-cost 'Claiming Rule Teams' (CRT) category to run alongside the factory prototypes. The idea was that CRT teams would run production-based engines in prototype chassis, and that engines would be claimable by factory teams for a set fee of €25,000, though why a factory team would want to acquire a tuned road-bike engine was never explained. In the event, none ever did. The introduction of CRT for the 2012 season coincided with the switch from 800cc to 1,000cc engines with a maximum permitted bore size of 81mm. Aprilia's offering in the CRT class was powered by the V4 engine of their RSV4 production superbike, which in MotoGP specification produced around 230bhp. Engines would be returned to the Aprilia factory when in need of rebuilding.British multi-millionaire businessman Paul Bird had been involved with the British and World Superbike Championships in the past, and the (relatively) low-cost CRT formula gave him the opportunity to compete at the highest level of motorcycle sport: MotoGP. Paul Bird Motorsport (PBM) was one of three teams leasing machines from Aprilia in 2012, the others being Came Ioda and Speed Master. PBM's sole rider for the 2012 season was Cumbrian James Ellison, who came to the team with an impressive palmarès, having twice been European Superstock Champion (2000 and 2001) and Endurance World Champion (2003). He was also no stranger to MotoGP, having raced for the Blata-sponsored WCM team in 2005, scoring seven points while riding an under-powered machine. His attitude and ability impressed the paddock, earning him a ride with the Tech 3 Yamaha team for 2006. Spells in AMA, British Superbikes and World Supersport followed before Ellison got the call from Paul Bird that returned him to MotoGP in 2012. After a shaky start to the season, which saw him finish out of the points in the first three rounds, Ellison upped his game and became a regular top-15 finisher. Out of the championship's 18 rounds, he failed to finish only four times and scored points on 12 occasions, with a best finish of 9th at both Sepang and Valencia. Ellison ended the season 16th overall (4th in CRT) with 35 points. He was not retained for 2013 and returned to BSB. New signing Yonny Hernández inherited the ex-Ellison bikes when he joined the team for 2013 (see Lot ???) and they were also used by his team-mate, Michael Laverty. Phil Morris bought this machine - one of two available for Ellison's use during 2012 - directly from Paul Bird Motorsport together with a substantial quantity of spares. The machine also comes with a file of paperwork relating to its purchase, plus technical data, photographs, etc and a copy of the 2012 MotoGP season sponsors' report. In terms of both specification and condition it is 'as last raced' at Valencia in November 2012. Since coming into Phil Morris's collection, this Aprilia ART has been ridden on display laps by John McGuinness, Steve Plater, Ian Hutchinson, and Peter Hickman. Given the factories' current policy of retaining machines run by satellite teams, rather than selling them on, the chances of obtaining a former MotoGP machine are now slim indeed. As such, this Aprilia ART represents a rare opportunity to acquire a genuine MotoGP motorcycle possessing impeccable provenance. It should be noted that this machine is fitted with Bridgestone display tyres, which are not for use either with starting rollers or on the road/track. A selection of spares relating to this lot will be sold as part of our online sale in December. Further details to follow.Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.For further information on this lot please visit Bonhams.com
The Hans Schifferle Collection 1992 Yamaha 1,197cc V-MaxRegistration no. not registeredFrame no. YA2WEE05NA022490Engine no. to be advisedFew motorcycles attain cult status as soon as they are announced. Introduced in 1985, the Yamaha V-Max is one of those rarities but given the fact that it was conceived as a street-legal dragster perhaps that is not so surprising. 'Ballistic Muscle' was how Bike magazine entitled its first road test of the 143bhp monster, declaring: 'When it comes to straight-line street rods, the V-Max is It.'This example was manufactured in 1992 and thus is a desirable 1st Generation V-Max, the most sought-after by collectors. The machine was purchased new by Hans in July 1992 from Motorradsport Schmid of Munich (cost: 16,590 DM). Hans and Helmut Lichtenberg then set about extensively modifying it, fitting floating brake discs, Beringer brake callipers (6-pot at the front); BBS billet wheels, bespoke White Power front forks and adjustable rear shocks; Devil exhaust system; and improved engine plates to reduce vibration and stiffen the ride (said to be very 'tight'). To complete the picture, the brake reservoir, side panels, engine components, clutch cover and driveshaft were all chromium plated. Currently displaying a total of 8,103 kilometres on the odometer, the machine is offered with Goldfren brake pads (very rare) as supplied by Fritz Egli; German Fahrzeugschein; expired TüV (MoT) certificate and correspondence; 2002 invoice for new tyres; 2000 Motorradsport Schmid invoice for servicing: two VMX12U owner's manuals; and a Yamaha Riding Tips booklet. Footnotes:Ω Import VAT High RateImport tax at the higher rate of 20% 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.As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.Lot to be sold without reserve.This lot is subject to the following lot symbols: Ω NΩ VAT on imported items at the prevailing rate on Hammer Price and 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
1959 Ducati 175cc Formula 3 Racing MotorcycleFrame no. F512Engine no. *F512*•Ultra-rare, hand-built, limited edition model•Raced by Sonny Angel of San Diego, California•Fully restored by recognised specialists•Previously offered from the Jack Silverman Collection'As early as 1959, in line with their policy of replacing old with new, Ducati phased out its Gran Sport models in favour of the new Formula 3 series. It was to be built in three engines: the 175 (1959-61), the 125 (1959-61) and the 250 (1961-62). All three were pure-bred, hand-built racing motorcycles, built for Italian Formula 3 competition.' – Mick Walker, 'Ducati- The Racing Story'.For the production racing classes, Ducati offered its Formula 3 model in 125cc, 175cc and (later) 250cc capacities. Although visibly similar to their road-going equivalents, these were very different motorcycles featuring sand-cast crankcases and special engine internals, while the camshaft bevels and primary drive featured straight-cut gears. The gearbox was a four-speeder. Lower and lighter than the roadster versions, the frames featured a lowered steering head, shorter forks, and a shorter swinging arm. Brakes were upgraded to racing specification. Ducati quoted a maximum power output of 16bhp for the 175. The Formula 3's first major success came in 1958, shortly after its introduction, when Francesco Villa rode one to victory in the 175 F3 race supporting the Grand Prix des Nations at Monza. In its native Italy the 125 Formula 3 would provide Ducati with regular victories in that class into the mid-1960s. In the USA, works rider Franco Farné travelled the country visiting Ducati dealerships to promote the brand, as well as taking in an extensive programme of racing for which the factory had provided him with a 175 F3 and a 125 Desmo single. At Daytona in March 1959, shortly after arriving, Farné secured a memorable victory in the 250 class riding the 175cc F3. Franco Villa took over in 1960 and continued the successful promotion of Ducati's OHC singles for importer Berliner Motor Corporation.Hand built in small numbers, the Formula 3 Ducatis were necessarily expensive; indeed, in the UK the 175 cost more than a 500cc Manx Norton! Understandably, production of these exotic Formula 3 models was limited, perhaps amounting to fewer than 100, making any genuine example extremely rare today. This genuine Ducati Formula 3 was raced by Sonny Angel of San Diego, California before being enjoyed as part of the private collection belonging to a local discerning enthusiast. It was fully and correctly restored by marque expert Ted Henry of Torrance, California, with Frank Scurria rebuilding the engine before the machine became part of Hollywood photographer, Guy Webster's, collection. It was then acquired by the world famous Jack Silverman Collection until it was purchased by the current vendor at Bonhams' Autumn Stafford Sale in October 2017. The machine has not been used/run since acquisition and has been kept dry stored in the garage. Accordingly, it will need to be fully re-commissioned to a greater or lesser extent before use.Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.For further information on this lot please visit Bonhams.com
The Hans Schifferle Collection 1960 Gilera 175 Super SportRegistration no. not registeredFrame no. 189 03920Engine no. 189 03920Throughout the early 1950s, it was Gilera's racers that grabbed the headlines, taking six individual World Championships and five manufacturers' titles. Although racing generated valuable publicity, it was sales of road bikes that paid the bills. The majority of machines sold were lightweights based on the overhead-valve 125cc single that had first appeared in prototype form in 1948. Developed and enlarged first to 150cc and then 175cc, these simple OHV singles were top sellers throughout the 1950s and into the 1960s, although their high price outside Italy made them a relatively rare sight abroad. The '175' first appeared in 1956 and would go on to be built in Sport, Super Sport, Regolarita (enduro) and Cross (scrambles) variants. The Super Sport weighed 110kg (242.5lb) and had a top speed of 73mph. Testing a Gilera 175 in 1958, Motor Cycling found it to be 'an amazingly economical, high-performance race-bred sports lightweight'. The Gilera 175 Super Sport was purchased circa 2006 from a Turin-based collector. The machine was in good cosmetic condition when acquired, although the engine needed overhauling and was rebuilt by Helmut Lichtenberg. Only 153 kilometres have been covered since the rebuild. The machine is offered with a German Fahrzeugschein and an expired TüV (MoT) certificate and correspondence. Footnotes:* 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.As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.Lot to be sold without reserve.This lot is subject to the following lot symbols: * 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
1953 Matchless 498cc G45 Racing Motorcycle Registration no. ESL 578Frame no. G45 129Engine no. G45 129• One of the most beautiful and desirable British racing motorcycles ever made• One of circa 80 made• Last run in 2020The prototype of what would become the G45 first appeared at the '51 Manx Grand Prix with Robin Sherry in the saddle, eventually finishing 4th after a promising debut. In fact the machine was not an entirely new design but essentially a hybrid comprised of AJS 7R-based cycle parts into which was installed a tuned Matchless G9 roadster engine. The engine's bottom-end remained more-or-less stock G9 and retained AMC's unique centre-bearing crankshaft, but above the crankcase there was a new aluminium-alloy cylinder barrel and 'head, the latter sporting distinctively finned exhaust rocker boxes. Fuel was supplied by a single Amal TT carburettor and exhausted via short, megaphone-ended pipes.In 1952 the prototype G45 garnered much valuable publicity and not a little controversy when Derek Farrant - later an AJS works rider on both Porcupine and 7R3 - won the Senior Manx Grand Prix after leading from start to finish. Strictly speaking, a works prototype had no business running in an event for amateurs riding over-the-counter machines, but AMC quickly announced that a production G45 would be available for 1953.Apart from revised valve gear and the eventual adoption of a forged crankshaft, the G45 changed little over the course of its life and what developments there were did not keep pace with the opposition. At the end of the 1954 season, AMC announced a cutback in its racing programme, which meant the end for the Porcupine and the 7R3, though the G45 and 7R continued to be developed and raced. Production of the G45 ceased in 1957 after around 80 machines had been built, of which approximately half are believed to survive worldwide today. Before then, the works team's best result at international level with the G45 had been Rod Coleman's 2nd place in the 1954 Ulster Grand Prix.Previously road-registered in Austria, this rare Matchless G45 has been registered in the UK since 1999 (incorrectly) as '750cc' and '1956'. However, the vendor has uncovered the Reynolds Tube Company stamping on the frame indicating that it is in fact of 1953 manufacture. Len Haggis had brought the Matchless back to the UK in 1998/1999 having purchased it in Austria from collector Gerhard Tempel. The G45 had been delivered new from Matchless to an Austrian buyer and was actively campaigned on circuits throughout Europe, where the G45 was a popular mount in period (riders unknown).On repatriation, the Matchless was sold to a Mr Maslen of Horley, Surrey, who road registered the machine with the first MoT issued on 5th August 1999. At some point it was sold on to a Mr Searle of Loughton, Essex and later on was re-acquired by Mr Maslen. The current vendor, a prominent UK-based private collector and classic racer, purchased the machine from Verrall's of Handcross in 2010. The Matchless is now CRMCC registered (no.110454).The original magnesium front hub having cracked, a new front wheel has been built by Conway's using a new Molnar hub, brake, rim and spokes (the original wheel is included in the sale). Last campaigned at Cadwell Park in 2010 and briefly run in 2020, the machine will require re-commissioning to a greater or lesser extent before further use. A rare opportunity to acquire one of the most beautiful and desirable British racing motorcycles ever made.Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.For further information on this lot please visit Bonhams.com
The Hans Schifferle Collection 1973 MV Agusta 750GTRegistration no. not registeredFrame no. MV4C75*2140321*Engine no. 214-0262•Rare MV model•Believed restored by Kay Engineering•Only 1,811 kilometres since restoration•Regularly exercised until eight months agoDeveloped from MV Agusta's long line of successful multi-cylinder racers, the Italian company's first road-going four - the 4C, a twin-carburettor, 600cc, shaft-driven tourer - appeared in 1965. But the public demanded something more exciting from MV, and the Gallarate marque duly obliged in 1968, upping capacity to 743cc and further boosting maximum power (to 65bhp) by fitting a quartet of Dell'Orto carburettors to the revised and more sporting 750S. Perhaps surprisingly for a sports model, the 750S retained the 4C's shaft final drive while the frame too was virtually identical to that of its predecessor.It was followed a few years later by the 750GT (Gran Turismo) which, as its name suggests, was intended for touring. In keeping with the latter role the 750GT featured a dual seat, conventional handlebars and forward-mounted footrests in place of the single seat, clip-on 'bars and rear-set footrests of the 750S. Curiously though, it also gained a higher compression ratio and lower overall gearing - both surprising features given its intended purpose. Other noteworthy features included a slab-sided fuel tank, fork gaiters, front 'crash' bars, and a distinctive white and bronze colour scheme. Predictably, anyone sufficiently wealthy to buy a four-cylinder MV opted for the more stylish sports version, with the result that only 50 750GTs found customers. Although relatively unpopular in its day, the ultra-rare 750GT is now one of the most sought-after of MV roadsters. This 750GT was purchased restored from a Turin-based collector circa 2005 (together with the 1941 Indian Four in the collection). Hans was advised that marque specialists Kay Engineering had restored the machine, which has covered only 1,811 kilometres since the rebuild. Wonderfully presented, it must be one of very few remaining 750GTs that has not been modified or converted into a special. Hans Schifferle rode the MV for approximately 100 kilometres annually until approximately eight months ago. The machine is offered with German Fahrzeugschein and Fahrzeugbrief (de-registered); expired TüV (MoT) certificate; and assorted correspondence.Footnotes:* 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.As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.This lot is subject to the following lot symbols: * 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
1971 BSA 247cc Victor 250 EnduroRegistration no. WWT 967JFrame no. PE 02302 B25TEngine no. PE 02302 B25TThis BSA 250 Victor was manufactured in November 1971 and despatched new to BSA Incorporated, Baltimore, Maryland, USA. An official safety inspection sticker (dated July 1981) found on the fork leg suggests it was bought by someone in Missouri. These late 250cc models, particularly the 'T', are rare as they were manufactured for less than two seasons immediately prior to the collapse of BSA-Triumph. Most 'T' models were exported, and they are seldom seen in the UK. In 2018 the BSA was re-imported into the UK and purchased by the vendor from Yeomans Motorcycles as a retirement project. The machine was in a poor state of repair when purchased (see photograph on file) and the vendor has tried to rebuild it as near as possible to original specification and to a high standard, sourcing services and parts from recognised specialists. All bills relating to the restoration are on file together with a V5C Registration Certificate and BSA Dating Certificate confirming that the machine retains its original engine. The machine also comes with the vendor's detailed account of the restoration works carried out (perusal recommended). Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.For further information on this lot please visit Bonhams.com
The Hans Schifferle Collection 1974 Ducati 750SSRegistration no. not registeredFrame no. DM750SS *075105Engine no. 075122 DM750.1•Landmark Ducati model•Correct numbers and stamps•An older restoration•Owned by Hans Schifferle since 2002It was, without question, Paul Smart's famous victory at Imola in April 1972 that really put Ducati's new v-twin on the map. It was a particularly sweet occasion for hitherto un-fancied Ducati, as the Bologna factory defeated not only the race-proven Triumph Tridents of Percy Tait, John Cooper and Ray Pickrell, but also the works 750 MV Agusta of Giacomo Agostini. With such an outstanding pedigree, the 750SS was a natural choice for racing's Superbike category, and later on proved highly competitive in AMA 'Battle of the Twins' (BOTT) and club Super Street racing in the 1980s. Smart's bike was based on the 750 Sport roadster introduced that same year. The racer's cycle parts remained close to stock - even the centre stand lugs were retained! - merely being up-rated with triple Lockheed disc brakes while the engine gained desmodromic cylinder heads, high-compression pistons and stronger con-rods. When the definitive production version - the 750SS - appeared in 1974 it differed little in overall conception from the Imola '72 bikes, among the most obvious external differences being the adoption of a centre-axle fork and Brembo front brakes. The big 'Imola' fuel tank and humped racing seat both featured on the road bike, which wore a cockpit faring rather than the racer's fuller streamlining. The 750SS received rave reviews in the motorcycling press, being hailed by Cycle magazine as 'a bike that stands at the farthest reaches of the sporting world - the definitive factory-built café racer'. Today the 750SS is regarded as a true landmark model and is one of the most sought-after of all Ducatis. A letter on file from Helmut Lichtenberg states that Hans Schifferle bought this Ducati 750SS in June 2002 from the Turin-based collector, Genni Carelli. It is believed that the machine had been restored by Mario Sassi (see tank sticker). The motorcycle was sent directly from Italy to the Schmid car dealership in Höhenkirchen, Germany where Herr Lichtenberg was responsible for the motorcycle department. He inspected the Ducati thoroughly on behalf of Mr Schifferle, recommissioned it and prepared it for the German TüV (MoT equivalent). The original wheels including the rims, spokes and wheel bearings were found to be in excellent condition. New rim tape was fitted together with new Pirelli tyres and inner-tubes. The motorcycle passed the TüV without problems and was registered in Germany on 14th May 2003, since when it has been rarely and carefully used. Only 3,670 kilometres have been covered since restoration. Helmut Lichtenberg stated that in 2010 the Ducati was in excellent mechanical and cosmetic condition (see aforementioned letter on file).Marque specialist Ian Falloon has confirmed that he knows this 750SS and that there is no problem regarding its provenance and authenticity. The numbers and stamps are correct, and the machine is recorded in his registry. Both rare and highly desirable, this iconic Ducati is offered with a 1974 Ducati 750cc spare parts catalogue; German Fahrseugschein and Fahrzeugbrief (de-registered); expired TüV certificate; assorted correspondence; and the aforementioned letter from Helmut Lichtenberg. Footnotes:* 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.As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.This lot is subject to the following lot symbols: * 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
Ex-Michael Laverty, Paul Bird Motorsport 2014 PBM-ART 1,000cc Grand Prix Racing MotorcycleRegistration no. not registeredFrame no. CP2-001-0031-02Engine no. E103-02-00 OPEN•Factory-built Aprilia RSV4 engine•Purchased directly from Paul Bird Motorsport•Running condition•Display tyres (not for any other use)'Aprilia had two teams employing their engine: Paul Bird with his British GPMS-built chassis, and Ioda using their whole bike. It was a big change from 2013. PBM's bikes occasionally got into the points, but it was clear that the power of their superbike-tuned engines was way below that needed to compete against the MotoGP-engined bikes.' – Motocourse, 2014.The machine offered here belongs to what can now be seen as a 'passing phase' of MotoGP history: the CRT era. Faced with escalating costs and dwindling participation (at the 2011 Australian GP there were only 14 starters and 10 finishers in the premier class) MotoGP series owners Dorna came up with a lower-cost 'Claiming Rule Teams' (CRT) category to run alongside the factory prototypes. The idea was that CRT teams would run production-based engines in prototype chassis, and that engines would be claimable by factory teams for a set fee of €25,000, though why a factory team would want to acquire a tuned road-bike engine was never explained. In the event, none ever did. The introduction of CRT for the 2012 season coincided with the switch from 800cc to 1,000cc engines with a maximum permitted bore size of 81mm. Aprilia's offering in the CRT class was powered by the V4 engine of their RSV4 production superbike, which in MotoGP specification produced around 230bhp. Engines would be returned to the Aprilia factory when in need of rebuilding.Paul Bird Motorsport had four bikes available for the 2014 season: two each for Broc Parkes and Michael Laverty; the one offered here is one of Laverty's. The PBM bikes were usually the class of the CRT field; Laverty only failed to finish twice and scored points in three rounds of the World Championship, the highlight being 12th place at Sepang. He ended the season with nine points, the same as team-mate Broc Parkes. Which, if any, of Laverty's results were gained riding this particular bike is not known. Phil Morris bought this machine directly from Paul Bird Motorsport together with a substantial quantity of spares, but it was not until 2016 that he was able to purchase the Magneti Marelli electronics (ECU, dashboard, inertia platform), which had been retained for reasons of commercial confidentiality (data sheets on file). PBM engineer Phil Borley then re-programmed the ECU with data from the end of the 2014 season. Other notable features include 16.5' wheels; carbon brake discs; thumb brake (rear); FGR fork yokes; Öhlins forks; Brembo brakes; and PBM's own exhaust and carbon-fibre bodywork. Given the factories' current policy of retaining machines run by satellite teams, rather than selling them on, the chances of obtaining a former MotoGP machine are now slim indeed. As such, this PBM-ART represents a rare opportunity to acquire a genuine MotoGP motorcycle in working condition and possessing impeccable provenance. Said to run perfectly, it is a potential centrepiece for any important private collection. It should be noted that this machine is fitted with Bridgestone display tyres, which are not for use either with starting rollers or on the road/track. A selection of spares relating to this lot will be sold as part of our online sale in December. Further details to follow.Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.For further information on this lot please visit Bonhams.com
The Hans Schifferle Collection 1958 Ducati 175 SportRegistration no. not registeredFrame no. 78207Engine no. 78234Designed by Fabio Taglioni, the first Ducati overhead-camshaft single - the 100 Gran Sport - appeared on the racetrack in 1954 and soon proved unbeatable in its class. Taglioni's versatile design proved capable of considerable enlargement, being produced in various capacities from the original 98cc up to 450cc. The 175cc class was popular in Continental Europe and Ducati's first offerings in that category appeared towards the end of the 1950s. A pair of 175cc roadsters was introduced for the 1956 season, the Sport version of which (known as the 'Silverstone' in the UK) was capable of more than 80mph in road trim and close to the 'ton' when stripped for racing, an astonishing achievement at the time and one that helped establish the giant-killing reputation long enjoyed by Ducati's miniature masterpieces. Manufactured for only a few seasons, these 175cc roadsters are today quite rare. An older restoration, believed acquired circa 2002, this Ducati 175 Sport was purchased 'as is' and has never been run while in Hans' ownership. Borrani wheel rims and a Silentium silencer are notable features. A total of 23,185 kilometres is diplayed on the odometer. The machine is offered with a German Fahrzeugschein; an expired TüV (MoT) certificate and correspondence; and photocopy Italian registration papers. Footnotes:* 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.As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.This lot is subject to the following lot symbols: * 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
Loading...![Papadopoli, N., Le Monete di Venezia, Venice, 1893-1919, 4 vols, 2,367pp, 150 engraved plates [4]. Publisher’s green quarter-](https://cdn.globalauctionplatform.com/a20f9e13-6149-42ba-8ba9-ada50182d8fd/e4f777f1-4acc-4730-b559-adb0011eefd7/468x382.jpg)
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![INDIA, University of Punjab, Patiala, 1890, a copper medal, unsigned [by J. Pinches], bust of John Sime left, rev. titles of](https://cdn.globalauctionplatform.com/a20f9e13-6149-42ba-8ba9-ada50182d8fd/b0cc79b7-4280-456a-952b-adb0011e9ac3/468x382.jpg)
