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Lot 1361
A Victorian mahogany long window seat, having cane inset top and raised on turned supports, united by conforming stretchers, length 183cmCondition report: One panel of caning is sagging and starting to split along one edge.The other two appear OK.Some wear and surface scratches to the timber.Very slight wobble but slight weight-bearing fine.
Lot 1712
A highly collectable Golden Oak Bardic type Armchair/Throne, having a solid seat, carved details , twist and carved backrest supports, the splayed arms terminating in fearsome gargoyles. The back with a central rampant Welsh Dragon carved with 'Cymru Am Byth' 'Yddraig Coch Ddyru Cychwyn' 'Goreuarf Arf Dysc Eisteddfod Y Plant Glanamman 1915 'Duw a Phob Daioni', 27 1/2'' wide x 23 1/2'' deep x 53 1/2'' high.
Lot 231
Three ordinary bicycle backbones,each tapered spine fitted with seat spring and trailing wheel (one lacking tyre), one seat spring fitted with metal seat pan. This lot is subject to the following lot symbols: â—Šâ—Šâ—Šâ—Š £50 + VAT uplift and storage at £10 + VAT per lot per dayFor further information on this lot please visit Bonhams.com
Lot 251
A Velocipede, circa 1870,diamond shaped metal frame with mounting step to the left, metal seat spring (with modern reinforcing added), simple seat pan with suede covering, curved front decoration with leg rests, headstock to straight Y shaped handlebars with turned wooden grips and rumble bell, (braised repairs to neck of headstock at joint with bars), twist brake mechanism via wire to back wheel by spring lever and wooden block ( block replaced, wire removed, string used in images to display position of wire), flattened tapered forks, iron shod wooden wheels, the front with adjustable cranks and triangular bronze pedals to hub, the wheel 36 inch diameter front, 30 inch diameter rear. This lot is subject to the following lot symbols: â—Šâ—Šâ—Šâ—Š £50 + VAT uplift and storage at £10 + VAT per lot per dayFor further information on this lot please visit Bonhams.com
Lot 252
A 38 inch Ordinary bicycle, late Victorian,tapered backbone with adjustable foot step to left, sprung steel seat bar fitted with wooden pan, straight handlebars with rustic wooden handles (remains of one turned handle with lot), flat tapered forks (old welded repairs), 38 inch diameter front wheel with crescent rim (weathered with some loss and rusting, remains of red paint) fitted with solid red rubber tyre, (worn), bronze hub with cranks and later pedals, replacement trailing wheel fitted with white rubber tyre. This lot is subject to the following lot symbols: â—Šâ—Šâ—Šâ—Š £50 + VAT uplift and storage at £10 + VAT per lot per dayFor further information on this lot please visit Bonhams.com
Lot 253
A 48 inch Ordinary bicycle, circa 1880s,restored, tapered metal backbone with side step to left, over-painted maroon, basic unfitted leather covered simple metal seat pan on spring support, curved handlebars with turned pear-shaped wooden grips (taped repairs), rumble bell, (lacking brake), flattened tapered front forks, main 48 inch wheel with crescent rim with solid black rubber tyre, opposed radial spokes, bronze hub with cranks and rubber block metal pedals (one red, one black), trailing wheel replaced. This lot is subject to the following lot symbols: â—Šâ—Šâ—Šâ—Š £50 + VAT uplift and storage at £10 + VAT per lot per dayFor further information on this lot please visit Bonhams.com
Lot 256
A 52 inch Ordinary bicycle, circa 1880,tapered backbone with footstep to left, finished black with traces of red coach lining decoration, sprung steal seat mount with leather covered seat pan, straight bars with drop handles to pear shaped turned wooden handles, rumble bell, (lacking brake), flattened tapered forks front wheel, crescent rim with solid black rubber tyre, radial opposed adjustable spokes, hub with cranks and black rubber block pedals, 17 inch diameter trailing wheel. This lot is subject to the following lot symbols: â—Šâ—Šâ—Šâ—Š £50 + VAT uplift and storage at £10 + VAT per lot per dayFor further information on this lot please visit Bonhams.com
Lot 257
A 38 inch 'The Facile' safety bicycle by Ellis & Company Limited of 165 Fleet Street, London, circa 1882,tapered backbone with footstep to left (mounting screws replaced), the spine applied with embossed brass maker's name plaque, sprung steel seat bar with bronze lower bracket, fitted with seat pan with later brown leatherette cover, the straight handlebars with turned wooden pear-shaped grips, the brake lever with matching turned grip, brake block to front, leg guard to rear, flattened tapered front forks to plated bronze hub fitted with Beale & Straw's patent lever mechanism, stirrup shaped treadles, the wheel with opposed radial spokes, crescent rim and solid black rubber tyre, rear wheel with bronze hub and solid red rubber tyre, old reinforced repair to rear forks. This lot is subject to the following lot symbols: â—Šâ—Šâ—Šâ—Š £50 + VAT uplift and storage at £10 + VAT per lot per dayFor further information on this lot please visit Bonhams.com
Lot 259
A 50 inch 'ordinary' bicycle, circa 1885,restoration project, curved tapered backbone with rear step to left, front driving wheel with damage to rim and lacking some spokes, cranks marked CENTAUR patent and pedals intact with hub which runs smoothly when turned, saddle spring present, lacking seat pan, trailing wheel intact, turned wooden pear shaped grips (one twisted and split), lacking tyres, surface rust and pitting to most metal components. This lot is subject to the following lot symbols: â—Šâ—Šâ—Šâ—Š £50 + VAT uplift and storage at £10 + VAT per lot per dayFor further information on this lot please visit Bonhams.com
Lot 511
An autojumblers lotincluding some Rudge parts (crankcases numbered ?2003 - the first letter is indistinct), assorted engine, gearbox, and clutch components; clutch parts, toolbox, sprung pillion seat, Smiths 80mph speedometer with drive gearbox and cable, and sundry items, condition and completeness unknown, close inspection advised. (Qty)This lot is subject to the following lot symbols: â—Šâ—Š £25 + VAT uplift and storage at £5 + VAT per lot per dayFor further information on this lot please visit Bonhams.com
Lot 602
1958 MV Agusta 125cc Turismo Rapido ExtraFrame no. 636996Engine no. 636702After the launch of its first production four-stroke - a 175cc, overhead-camshaft, unit-construction single - MV followed up in 1954 with the similar - although overhead-valve - Gran Turismo 125. Superseded in 1955 by the Turismo Rapido, featuring a revise rear sub-frame and a dual seat in place of its predecessor's sprung saddle, the model remained in production until 1958. Like their larger siblings, the small MVs were very expensive: at around £200 the Turismo Rapido cost as much as a British 500, which explains why so few of these the exquisitely engineered little bikes were sold in the UK. This Turismo Rapido Extra was stripped and restored in 2019; sadly, the owner died before he was able to finish it. The MV appears complete apart from lacking a speedometer, tank transfers, and some electrical wiring. The engine turns over with compression and the gears engage, and the machine would respond well from detailing. There is no import paperwork or any other documentation with this Lot. The vendor has had the machine running recently.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com
Lot 609
1964 MV Agusta 150cc Rapido SportFrame no. MV-RS-854266Engine no. MV-RS-854935After the launch of its first production four-stroke - a 175cc, overhead-camshaft, unitary construction single - MV followed up in 1954 with the similar, although overhead-valve, Gran Turismo 125. Similar models in other capacities followed, the first 150cc offerings appearing in 1959. Gran Turismo (GT), Rapido Sport (RS) and Rapido Sport America (RSA) versions were produced. Like their larger siblings, the small MVs were very expensive, costing as much as a British 500, which explains why so few of these the exquisitely engineered little bikes were sold in the UK. This 150 Rapido Sport displays a total of only 125 kilometres on the odometer, which is believed to be the distance travelled since its partial restoration (the toolboxes and front mudguard look repainted while the tank and other tinware appears original). The seat has been re-covered, the engine turns over with compression, and the machine presents well. Accompanying documentation consists of a NOVA Acknowledgement, an ACI Foglio Complementare, and the original Italian registration document. The vendor has had the machine running recently.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com
Lot 613
1957 MV Agusta 175 CSGTFrame no. 418785Engine no. 415179MV Agusta introduced its first production four-strokes at the Milan Show in 1952, with production of the 175cc CS, CSS, and CSTL commencing in 1954. The newcomers' advanced overhead-cam, unitary construction engine set them apart from most of the opposition, while their cycle parts too were state-of-the-art, consisting of a duplex loop frame incorporating the engine as a stressed member, oil-damped telescopic front fork, swinging-arm rear suspension and full-width alloy hubs. Differences between the CS and CST were mainly confined to the seating, the latter having a single saddle while the former came with a dual seat. Additional models were introduced as the range expanded, the CSGT, as seen here, being produced for the 1957 season only. This CSGT's paintwork is believed to have been restored, but more work and some parts are required to complete the rebuild. The engine turns over but without compression, and the speedometer is missing. There is no import paperwork with this Lot.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com
Lot 62
c.1948 Swallow 122c Gadabout MkIRegistration no. not registered (see text)Frame no. None visibleEngine no. 641/22405Better known as a manufacturer of high quality sidecars, and the origins of the Jaguar car company, Blackpool-based Swallow announced the Gadabout scooter in 1946, with production commencing the following year. The Gadabout was powered initially by a 122ccc Villiers engine with three-speed gearbox, which was mounted in a sturdy frame, the side tubes of which served as exhaust pipes. The box-shaped body was topped by a slab-like seat, behind which sat the fuel tank, above the rear wheel. There was no suspension as such, apart from the compliance of the 4.00x8' tyres. A MkII version with leading-link fork was introduced for 1950, and the Gadabout continued in production into 1951, latterly alongside the 197cc Major version. This Gadabout's HPI check reveals that the registration 'LPJ 794' has lapsed and is no longer associated with this machine, which is offered without documents.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com
Lot 629
1955 Caproni Capriolo 75Frame no. 21174Engine no. 21112Named after the roe deer, the Capriolo marque emerged in 1948 from the ashes of the giant Caproni group, formerly one of Italy's largest manufacturing concerns. Caproni had been founded in the 20th Century's first decade as an aircraft manufacturer, and only turned to motorcycle production after WW2. The firm commenced with a 50cc ultra-lightweight before swiftly moving on, in 1951, to a 75cc model, the Capriolo 75, which was notable for its use of a pressed-style frame and a four-stroke engine of the overhead-valve 'face cam' type. This four-speed Capriolo 75 was cosmetically restored in 2020 but is missing its headlamp glass and seat cover. The machine is offered with two Caproni badges; an Instruction manual in Italian; and an invoice (dated February 2019) for relining a pair of brake shoes. There is no import paperwork with this Lot. The vendor has had the machine running recently.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com
Lot 640
1979 Simson 49cc S50 B1 Sports MopedRegistration no. MAR 422VFrame no. 4696132Engine no. 3068167Along with MZ, Simson was state-owned by the East German government. Motorcycle production began in 1950 with a range of 250cc four-strokes, but from the 1960s onwards the firm concentrated on lightweight motorcycles displacing less than 100cc, leaving the larger-capacity classes to MZ. This example of an Eastern Bloc sports moped rarely seen this side of the Iron Curtain was first registered in the UK on 1st June 1980. Last taxed in 1997, the machine displays a total of 628 miles on the odometer and is offered for restoration (it should be noted that the engine is seized, and the seat is missing). Offered with a V5C Registration Certificate, the machine is sold strictly as viewed.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com
Lot 644
1966 Ducati 350 SebringRegistration no. VAM 644DFrame no. 03843Engine no. 03843Designed by Fabio Taglioni, Ducati's first overhead-camshaft single appeared in 1955. Desmodromic valve operation was a feature of the racing versions and would later be applied to the sportier roadsters. Small capacity lightweights were produced initially, the first 250 not arriving in the UK until 1961. The Bologna company's first 350, ¬ the Sebring, ¬ followed in 1966. The first major revision to the original design occurred a couple of years later with the introduction of the 'wide-case' motor that had a much-wider-than-before aft engine mount. This narrow-case Sebring was extensively restored in 2016, the rebuild including stripping and overhauling the engine; powder coating the frame; de-rusting and sealing the fuel tank; rebuilding the forks with new seals and hard-chromed stanchions; overhauling the Marzocchi shock absorbers; and relining the brakes. Hagon rebuilt the wheels with new bearings, stainless spokes and Borrani rims, while the tyres and tubes likewise are new. Other new components include the alternator-to-charging coils wiring loom; stainless steel mudguards; and chain and sprockets. The 100mph speedometer, headlamp reflector and headlamp rim are Ducati new-old-stock parts. The machine comes with a VMCC dating certificate; DVLA and HMRC correspondence regarding NOVA and registration; and a V5C document. A new seat is the only notified deviation from factory specification. Last run earlier this year, the machine is described by the private vendor as in excellent cosmetic condition with good engine, transmission and electrics.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
Lot 654
1972 Laverda 750 SFRegistration no. not UK registeredFrame no. LAV.750*10995*Engine no. 750*10995*Lightweights, scooters and mopeds formed the mainstay of Laverda production up to the late 1960s when the small Italian concern, hitherto little known outside its home country, astonished the motorcycling world by introducing a 650cc parallel twin. After fewer than 100 had been made, the engine was taken out to 750cc and a team of 650 and 750 Laverdas duly walked away with the 1968 Moto Giro d'Italia. The first 750 GT (touring) and 750 S (sports) models spawned the 750 SF late in 1970. 'SF' stood for Super Freni (super brakes) and marked a switch from Grimeca stoppers to Laverda's own superior drum brakes. The SF also benefited from Japanese Nippon Denso instruments. Described by the private vendor as in very good, restored condition, this beautiful Laverda SF last ran in 2016 and will require re-commissioning before returning to the road. The machine comes with an additional solo seat (original) and is offered with Italian ASI 'Gold Plate' and FMI 'Gold Plate' documents. It also comes with copies of its Italian registration papers (the original registration papers and numberplates have been retained as required by the Italian authorities). An exciting opportunity to acquire a rarely seen Italian classic that can only become increasingly collectible. Footnotes:This Lot is subject to VAT on imported items at 5% on Hammer Price and Buyer's Premium, payable by the Buyer.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.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 If 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
Lot 692
1937 Vincent-HRD 498cc Series-A CometRegistration no. BUP 616Frame no. D1272 Rear Frame no. D1272Engine no. C420 Crankcase Mating no. 6/6• Rare Series A• Matching engine, upper frame, rear frame and gearbox• Superb restoration• Awarded Best Post Vintage machine at Stafford showAfter an initial flirtation with Swiss-made MAG engines, Philip Vincent settled on JAP engines, as his predecessor had, and introduced his trademark rear-sprung frame. A Rudge 'Python' engine was offered as an alternative to the JAP, but, unimpressed by the standard of 'bought-in' engines, Vincent and fellow engineer Phil Irving designed their own engine for 1934, with their high-camshaft layout. Initial models with this engine were the Meteor and Comet, later variations being the Comet Special and the TT model. The Rapide twin was to follow in 1936, but production lasted only until war broke out in 1939.The vendor purchased 'BUP 616' in 2007 (sales receipt on file), in complete running order, but in need of attention. He therefore set about a complete restoration of the machine to his usual high standard. The machine was completely stripped, and all the cycle parts were refurbished and repainted, as necessary. Parts were re-chromed or replaced, and the petrol tank refurbishment was entrusted to specialists Lewis and Templeton. The engine and gearbox were stripped as needed and rebuilt as necessary. The bottom end of the engine was found to be sound and, not requiring any attention, was left undisturbed. The owner advises that the cylinder head was totally refurbished. The Miller Dynomag and Amal carburettor were both reconditioned by specialists, as were the Smiths clock and speedometer. Completing the restoration in 2009, the vendor exhibited the Comet at the Stafford show in April 2009, where it was awarded Best Post-Vintage machine. The owner covered approximately 100 shakedown miles on BUP before placing the machine on display at the Lakeland Motor Museum, where it has remained since. The engine has been turned over at regular intervals and will require modest recommissioning if a new owner is to use it on the road.The history file includes photocopies of the Engine Specification Sheet and Works Order Form, which detail that this Comet was despatched on 14th February 1937 to Mr. W. Parvis, equipped with Amal carburettor, Miller Dynomag, TT handlebars, 120mph speedometer, Dunlop saddle and pillion seat. It still has the original engine, upper frame, rear frame, and gearbox, and was registered in Durham in February 1937. Other documentation accompanying 'BUP 616' includes a current V5C, an old-type V5C, an old V5, a duplicate VE60 green logbook dating from June 1970, an original instruction book, reproduction sales brochure, photocopy parts list, and various invoices and receipts, together with sundry papers.For further information on this lot please visit Bonhams.com
Lot 706
Offered from the National Motorcycle Museum Collection 1949 Vincent-HRD 998cc Series-B Black Shadow Registration no. VAS 492Frame no. R3588B Rear Frame No. R3588BEngine no. F10AB/1B/1688 Crankcase Mating No. Q7/Q7•Matching upper frame, rear frame, and engine numbers•Delivered new to Australia•Returned to the UK circa 2002Ever since the Series A's arrival in 1937, the Vincent v-twin has been synonymous with design innovation, engineering excellence and superlative high performance. From Rollie Free's capture of the 'world's fastest production motorcycle' record in 1948 on a tuned Series-B Black Shadow to the final, fully enclosed Black Knight and Black Prince, Philip Vincent's stress on appearance and performance is legendary. His machines bristled with innovative features, offering adjustment of brake pedal, footrests, seat height, and gear-change lever. The finish was to a very high standard commensurate with the cost of the machine, which was virtually double that of any of its contemporaries.But above all else it was the 1,000cc v-twin's stupendous performance that captivated motorcyclists, whether they could afford one or not. The appeal of the Vincent, and the Black Shadow in particular, lay in its ability to out-perform just about every other vehicle on the road, and in the early post-war years there was nothing to compare with it. This was a time when the average family saloon was barely capable of reaching 70mph, and not until the advent of Jaguar's XK120 was there a production sports car that could live with the thundering v-twins from Stevenage. The outbreak of WW2 in 1939 had brought production of all Series A models to a halt, and when Vincent resumed production at the war's end it was with the all-new Series B. Its rear suspension aside, the Series A Vincent-HRD had been conventional enough: tubular steel frame, girder forks, separate gearbox, etc but with the Series B Messrs Vincent and Irving effectively established the marque's reputation for the defiance of convention in the pursuit of engineering excellence. For a start there was no 'frame' as such, merely a fabricated box attached to the cylinder heads, that served as the oil tank and incorporated the headstock and the attachment point for the rear springs. The gearbox was integral with the engine, and the swinging arm pivoted directly in the engine/gearbox casings, features commonplace today but unusual 60 years ago. Only in his retention of the pre-war Brampton girder fork did Phillip Vincent appear to be lagging behind other manufacturers, almost all of which had switched to telescopics, but this apparent shortcoming would soon be addressed by the introduction of the famous 'Girdraulic' fork.When it was introduced in 1946, the Vincent-HRD Series-B Rapide was immediately the fastest production motorcycle on sale anywhere, with a top speed of 110mph. The basic design clearly had even greater potential though, as was demonstrated by the tuned Rapide known as 'Gunga Din', ridden by factory tester George Brown, that proved unbeatable in UK motorcycle racing in the late 1940s. Private owners too had expressed an interest in extracting more performance from their machines, all of which convinced Philip Vincent that a market existed for a sports version. Despite opposition from within the company's higher management, Vincent pressed ahead with his plans and together with Chief Engineer Phil Irving, clandestinely assembled a brace of tuned Rapides. The prototypes incorporated gas-flowed cylinder heads, Comet cams, polished con-rods and larger carburettors, these changes being good for a maximum output of 55bhp despite a compression ratio limited to only 7.3:1 by the 72-octane petrol that was the best available in the UK at the time. Ribbed brake drums were fitted to cope with the increased performance, while in a marketing masterstroke Vincent specified a 5'-diameter '150mph' speedometer and black-finished engine cases for his new baby – the Black Shadow. With a claimed top speed of 125mph, soon born out by road tests, the Vincent Black Shadow was quite simply the fastest road vehicle of its day. Deliveries commenced in the spring of 1948 and only around 70-or-so Series-B Black Shadows had been made before the Series-C's introduction at that year's Earl's Court Motorcycle Show. Nevertheless, it would be 1950 before all Vincents left the factory in Series C specification, during which period references to 'HRD' were phased out. The Black Shadow was indeed a legend in its own lifetime, and in the half-century since production ceased, the esteem in which this iconic motorcycle is held has only increased, fuelling the demand among discerning collectors for fine examples of the marque, such as that offered here. This rare Series-B Black Shadow was despatched to Elder Smith in Sydney, Australia on 1st February 1949. The Vincent was later taken to New Zealand and remained there until December 2000 when it returned to Australia. Its new owner commissioned local marque specialist Terry Prince to make the machine roadworthy, which included incorporating numerous stainless steel fasteners and converting the electrics to 12-volt operation. In April 2002 the Vincent was sold to a prominent private collector in the UK and registered here as 'VAS 492' (see purchase agreement on file). It is not known when it was acquired by the NMM. Accompanying paperwork consists of a copy of the Works Order Form; a VOC Dating Certificate; an expired tax disc; and an MoT (2003-2004). There is no V5C document with this motorcycle. The machine's mechanical condition is not known; accordingly, prospective purchasers must satisfy themselves with regard to its condition, completeness, correctness, or otherwise prior to bidding.For further information on this lot please visit Bonhams.com
Lot 724
Offered from the National Motorcycle Museum Collection c.1904/1905 National 4hp TricarRegistration no. not registeredFrame no. 7441Engine no. 723•Built by one of Britain's most obscure motor manufacturers•MMC engine; two-speed transmission•An older restoration•Ultra-rare survivorIn existence for barely two years - 1904 to circa 1905 – the National Motor Company of Manchester has to be one of Britain's most obscure motor manufacturers; indeed, its entry in The Beaulieu Encyclopedia of the Automobile runs to only 70 words! According to the Encyclopedia, National's sole product, a wheel-steered tricar, was designed by two members of the Manchester Motor Club. It was powered by a 4hp single-cylinder water-cooled engine supplied by MMC, which drove via a two-speed transmission with direct-drive top gear. Seating was tandem in arrangement, with the driver at the rear and positioned higher than his passenger. The front seat could be removed, and a tradesman's van body fitted in its place, and the machine could also be used as a solo. How many of these National tricars were built and how many survive is not known, though it must be very few in either case. A truly wonderful example of Edwardian-era automotive engineering, this magnificent machine is a nicely patinated older restoration, boasting beautiful brass and copper details wherever one looks. Noteworthy features include a 'serpent' bulb horn; Zenith carburettor; 'Rotherham Coventry' fuel tank cap; and Imperial Carriage lighting. There are no documents with this Lot. We would advise the new owner to submit a full dating application to the SMCC and VCC Dating Committees so that the vehicle can be fully researched.For further information on this lot please visit Bonhams.com
Lot 726
Offered from the National Motorcycle Museum Collection 1905 Rex 8hp TricarRegistration no. EL 3480Frame no. 10221Engine no. A52•Early tricar from one of Britain's premier makes•Acquired by the NMM in 2001•An older restoration'In 1903 a motorcycle-based tricar was made, becoming more car-like in 1904 when it was called the Rexette. This had a seat for the driver instead of a saddle, a water-cooled single-cylinder engine and a 2-speed gearbox. In 1905 it became even more car-like, with a steering wheel and brakes on all three wheels.' – The Beaulieu Encyclopedia of the Automobile, Volume 3.An innovative marque from the time of its inception in 1899 as a motor manufacturer, Rex demonstrated its first motorcycle in 1900 while continuing to make automobiles and tricars. The Coventry-based firm was soon active in all types of motorcycle competition, including the inaugural 1907 Isle of Man TT where Billy Heaton's sprung-fork Rex finished 2nd in the twin-cylinder class. Prior to that Rex had exploited the valuable publicity that accrued from the popular long-distance events of the day, in particular the famous Lands End to John O'Groats journey between the most southerly and northerly parts of mainland Britain. Brothers Billy and Harold Williamson were in charge of Rex at this time, as managing and sales directors respectively, and it was the latter who in 1904 established a new record for this 880-mile marathon, which in those days involved travel over rough, un-surfaced and often treacherous roads. Riding a 3¼hp (approximately 380cc) Rex, Williamson took 48 hours 36 minutes, which included lengthy stops to repair punctures, beating the existing mark by 2½ hours. Rex continued manufacturing its own power units until the early 1920s, after which proprietary engines became the norm. By this time neighbours Coventry Acme had been taken over and in the next few years the ranges were rationalised, the 'Rex-Acme' name being adopted in 1921. In 1923 the firm signed rising star Walter Handley, a move that would set Rex-Acme on the road to racing success in Grands Prix and at the Isle of Man TT. With some justification the firm incorporated the 'Three Legs of Man' into its tank badge. Handley's 1927 Senior win was to prove Rex-Acme's swansong TT victory, for despite all its racetrack successes the firm became a casualty of the Depression, and although there was a brief revival was gone for good by 1933. Dating from the firm's Edwardian heyday, this 1905 Rexette Tricar is powered by a water-cooled v-twin engine and features Lucas 'King of the Road' lighting. An older restoration, the vehicle was acquired by the NMM in January 2001 and is offered with an old-style V5C document. The machine's mechanical condition is not known; accordingly, prospective purchasers must satisfy themselves with regard to its condition, completeness, correctness, or otherwise prior to bidding.For further information on this lot please visit Bonhams.com
Lot 728
c.1923 Warrick Motor CarrierRegistration no. LW 8899 (see text)Frame no. 1299Engine no. 4 57•Rare commercial motorised tricycle•On museum display for many years•Offered for re-commissioning/restorationThe Warrick Motor Carrier was built by the John Warrick Cycle Company of Reading, Berkshire. Apprenticed to a gunsmith, John Warrick became a successful gun-maker himself before acquiring an agency for T W Pitt's Monarch Carrier, a tradesman's box tricycle. By 1910 Warrick's business was devoted exclusively to the manufacture of trade bicycles and tricycles. When the motorised Auto-Carrier came on the market in 1907, Warrick had no option but to respond to the obvious threat. His first move was to purchase an Auto-Carrier and have it disassembled...The three-wheeled Warrick Motor Carrier delivery van closely followed the design adopted by Auto-Carriers Ltd (later AC Cars) but with detail differences to avoid patent infringement. Like the AC, the Warrick employed a rear-mounted engine (located beneath the driver's seat), a two-speed epicyclic gearbox, chain final drive, and tiller steering. Numerous improvements were made to the design over the next two decades, including better location for the rear wheel; a switch from wood to pressed steel for the chassis frame; and the options of front wheel brakes and a reverse gear. Production ceased in the mid-1920s, though a few were assembled from stocks of existing parts, the last in 1931.This particular Motor Carrier is painted in the green and black livery of the London-based department store Debenhams, who used these Warrick vans in the 1920s. In September 1998, 'LW 8899' was sold at Brooks' auction at the National Motor Museum, Beaulieu (Lot 672). The catalogue description stated that 'We are informed that this Warrick has an air-cooled 723cc single-cylinder engine and the desirable convenience of a reverse gear,' continuing: 'the lengthy period spent in museum storage means that the car will require careful re-commissioning prior to serious use'. Unfortunately, the museum in question was not identified, but more recently it has been suggested that it was in the Isle of Man. It is understood that the purchaser at the Brooks sale was Debenhams, whose recent closure has resulted in the Motor Carrier being offered for sale today. We are further advised that 'LW 8899' was displayed in the Debenhams store in Guildford for many years. As in 1998, the vehicle will require careful re-commissioning, or possibly more extensive restoration, before further use. It is known that the two cooling fans are missing; accordingly, prospective purchasers must satisfy themselves with regard to this vehicle's originality, completeness and correctness prior to bidding. There are no documents with this Lot. The vehicle registration number has since lapsed from the HPI/DVLA database. Accordingly prospective bidders must satisfy themselves as to the VRN validity prior to bidding. For further information on this lot please visit Bonhams.com
Lot 741
The property of Ewan Cameron c.1953 Phoenix-JAP 497cc Racing MotorcycleRegistration no. not registeredFrame no. TT53Engine no. JORZ/H/75745/1•Built by Ernie Barrett in the early 1950s•Ultra-rare JAP racing engine•Restored and modified by Ewan Cameron'Keen observers came across an unusual machine entered for the Oliver's Mount road race meeting at Scarborough in September when amongst the 500s was an experimental 500cc single cylinder racing JAP engine mounted in the frame of a 'featherbed' Norton. Of 80x99mm dimensions, giving a cubic capacity of 497cc, it had a light alloy cylinder head, an Alfin cylinder barrel and dry sump lubrication. The rider was E. A. Barrett, of South Tottenham.' – Jef Clew, JAP – The End of an Era.The machine offered here is one of a small series of racing motorcycles built in the early 1950s by established Isle of Man TT and short-circuit competitor, E A 'Ernie' Barrett. Ernie lived in Tottenham, North London, not far from the J A Prestwich factory, so the choice of JAP engines for his Phoenix racers was a logical one. Barrett used a frame of his own design and built machines for the 250, 350, and 500cc categories. It is not known how many were produced, but Ernie successfully rode a 250cc version to 12th place in the 1953 Isle of Man Lightweight TT. He also contested the Junior and Senior TTs in 1953 riding Phoenix-JAP machines but failed to finish in either race. Barrett's 500 Phoenix is believed to be the last single-cylinder JAP-engined machine to race in period at the IoM TT. As well as Jeff Clew's book, the Barrett Phoenix is also featured in Motor Cycling magazine's editions of 25th September 1952 and 2nd April 1953; in Excelsior and its Racing Rivals by Paul Ingham; and in the Keig Collection Volume 5. Driving via an AMC gearbox, the engine is inclined forwards in the Featherbed-style chassis, which features an Earles-Type leading-link front fork and swinging-arm rear suspension. The engine number decodes as a 497cc overhead-valve racing unit with dry sump lubrication, dating from 1951. JAP's model year began on 1st September of the preceding year and ended on 31st August, so this engine was built between 1st September 1950 and 31st August 1951. Although not original to the frame, but of the correct type, this engine is of some historical importance: it is stamped 'S.MOSS' to the drive-side crankcase, indicating that it had been supplied to or used by the late Sir Stirling Moss, most likely in a Formula 3 Cooper. Only some five or six of these engines are known to survive worldwide, and Ewan Cameron purchased this one around 25-30 years ago from sprinting legend, Ernie Woods. The frame and the Earles-type front fork came from Sid King, while the engine was only installed five years ago. Ewan restored the Phoenix-JAP himself, making the tank and seat and carrying out other modifications, which included inclining the engine in the frame (the original swinging arm, clutch and Albion gearbox are included in the sale). The project took some ten years to complete and was finished around 18 months ago. For further information on this lot please visit Bonhams.com
Lot 749
1954 Vincent 998cc Series-C Black ShadowRegistration no. OYE 181Frame no. RC12141B Rear Frame no. RC12141BEngine no. F10AB/1B/10241 Crankcase Mating no. D31V/D31V•Matching frame and engine•Present family ownership since the 1970s•In storage and not used since the 1970s•Offered for restorationEver since the Series A's arrival in 1937, the Vincent v-twin has been synonymous with design innovation, engineering excellence and superlative high performance. From Rollie Free's capture of the 'world's fastest production motorcycle' record in 1948 on a tuned Series-B Black Shadow to the final fully enclosed Black Knight and Black Prince, Philip Vincent's stress on appearance and performance is legendary. His machines bristled with innovative features, offering adjustment of brake pedal, footrests, seat height and gear-change lever. The finish was to a very high standard commensurate with the cost of the machine, which was virtually double that of any of its contemporaries.But above all else it was the v-twin's stupendous performance that captivated motorcyclists, whether they could afford one or not. The appeal of the Vincent, and the Black Shadow in particular, lay in its ability to out-perform just about every other vehicle on the road, and in the early post-war years there was nothing to compare with it. This was a time when the average family sedan was barely capable of reaching 70mph, and not until the advent of Jaguar's XK120 was there a production sports car that could live with the thundering v-twins from Stevenage. With a top speed approaching 120mph and bettering it in the Black Shadow's case, the Vincent v-twin was quite simply the fastest road vehicle of its day. The vendor's uncle purchased this Black Shadow in the 1970s and placed it in storage (he already owned a Vincent Comet that he used for everyday transport, see Lot 750). Original and in un-restored condition throughout, the Shadow has not been ridden since the 1970s and has never been started while in the vendor's possession. Frame and engine numbers are matching, and the machine has not been modified. The Vincent's mechanical condition is not known; accordingly, prospective purchasers must satisfy themselves with regard to its condition, completeness, correctness, or otherwise prior to bidding. Accompanying documentation consists of a V5C Registration Certificate. Also included in the sale is a quantity of spares to include headlight units; Terry's valve springs; pistons; drive chain; instruction manuals; suspension units x2; exhaust pipes; and ignition coils. For further information on this lot please visit Bonhams.com
Lot 751
1951 Vincent 998cc Series-C Black ShadowRegistration no. LYY 132Frame no. RC/8637/B (see text) Rear Frame no. RC8637BEngine no. F10AB/1B/6737 Crankcase Mating no. PP65/PP65•Present family ownership for 15 years•Engine rebuilt by Maughan & Son•Electronic ignitionEver since the Series A's arrival in 1937, the Vincent v-twin has been synonymous with design innovation, engineering excellence and superlative high performance. From Rollie Free's capture of the 'world's fastest production motorcycle' record in 1948 on a tuned Series-B Black Shadow to the final fully enclosed Black Knight and Black Prince, Philip Vincent's stress on appearance and performance is legendary. His machines bristled with innovative features, offering adjustment of brake pedal, footrests, seat height and gear-change lever. The finish was to a very high standard commensurate with the cost of the machine, which was virtually double that of any of its contemporaries.But above all else it was the v-twin's stupendous performance that captivated motorcyclists, whether they could afford one or not. The appeal of the Vincent, and the Black Shadow in particular, lay in its ability to out-perform just about every other vehicle on the road, and in the early post-war years there was nothing to compare with it. This was a time when the average family sedan was barely capable of reaching 70mph, and not until the advent of Jaguar's XK120 was there a production sports car that could live with the thundering v-twins from Stevenage. With a top speed approaching 120mph and bettering it in the Black Shadow's case, the Vincent v-twin was quite simply the fastest road vehicle of its day. This Black Shadow has been in the vendor's family's possession for the last 15 years having been purchased in 2006 by his father. A lifelong Vincent enthusiast, the father was confident that his son (a qualified mechanical engineer) would ensure that if the bike needed anything repaired or manufactured this could easily be done. The vendor inherited the Vincent when his father passed away in October 2009. He soon realised that the engine needed attention, so Maughan & Son were entrusted with a full rebuild with no expense spared. The Shadow has been lovingly cared for while in the vendor's family's ownership, the only departure from standard specification being the installation of electronic ignition making it easier to start (original magneto included). Accompanying paperwork includes a copy of the original works order signed in 1951 by Jack Surtees (John Surtees' father); a copy of the factory test rider's report; and a V5C registration document. It should be noted that the upper frame has been replaced and re-stamped with the original number. For further information on this lot please visit Bonhams.com
Lot 761
1959 BSA 496cc Gold Star Special Registration no. SRV 610Frame no. FB31 2880Engine no. BB34 GS 96 (see text)The vendor, a world authority on BSA M24s, bought this Goldie Special in 2008. It was then dismantled and rebuilt in café racer trim. He reports that it is light, quick, and fun to ride, and that it has been used mainly as a track/parade bike. The major components are a 1959 BSA B31 frame, c.1953 believed BSA BB34GS crankcases (the engine no. is not original), RRT2 gearbox, 1939 BSA M24 crankshaft, barrel, head, & rocker box, 18' alloy rims, modern BTH electronic magneto, 10TT9 carb, 4-gallon Lyta petrol tank, single racing seat. It is road legal without lights, and is accompanied by a V5C, old style logbook, and various bills. Offered for sale only because of the vendor's ongoing health problems, light recommissioning is recommended following a period of inactivity. Prospective bidders should satisfy themselves as to the motorcycle's completeness and mechanical condition.For further information on this lot please visit Bonhams.com
Lot 769
Property of a deceased's estate 1961 Triumph 349cc 3TARegistration no. 757 BAXFrame no. not visibleEngine no. 3TA H23318Triumph re-entered the 350 class in 1957 with the introduction of the Twenty One. Its arrival ushered in Triumph's unitary construction era, which saw the engine and gearbox, previously separate components, combined within a single structure, albeit one that retained a vertically split crankcase assembly. Readily distinguishable by its Shell Blue metallic finish and 'bathtub' rear enclosure - a feature later applied to Triumph's larger models - the newcomer was renamed '3TA' in September 1958. With just 18.5bhp on tap, Triumph's smallest twin lacked the urgent acceleration of its larger brethren, but nevertheless was a capable tourer good for around 80mph while delivering excellent fuel economy. 'One of the swiftest standard British-made 350cc roadsters tested by Motor Cycling, the Triumph Twenty One combines an untiring zest for high-speed cruising with safe handling and a remarkably economical fuel consumption,' reported the 'Green 'Un'. Currently displaying a total of 49,765 miles on the odometer, the 3TA presented here is offered for restoration and sold strictly as viewed. The seat and bathtub rear enclosure are loosely attached, and the engine turns over. Accompanying documentation consists of an old-style continuation logbook (issued 1969) and an old-style V5 (issued October 1983). The machine is recorded in the HPI database. Lot to be sold without reserve.For further information on this lot please visit Bonhams.com
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