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OAK FRAMED STOOL WITH BARLEY TWIST LEGS, STOOL WITH RUSH SEAT, CHAIR WITH RUSH SEAT & BACK ALONG WITH ANOTHER CHAIR

Offered from the National Motorcycle Museum Collection 1974 Norton 829cc John Player CommandoRegistration no. CCA 214MFrame no. 000128Engine no. 318048The Commando's vibration-beating Isolastic frame enabled Norton Villiers successfully to prolong the life of their ageing parallel twin. Launched in 1967, the Commando was an instant hit with the motorcycling public, being voted 'Machine of the Year' for five consecutive years. It might have been a little down in top speed compared to rivals such as BSA-Triumph's 750 triples and Honda's 750 four, but the Commando more than made up for this minor deficiency with superior mid-range torque and steadier handling. Reflecting the Norton racing team's sponsorship by the John Player tobacco company, a new Commando model – the 'John Player Norton' or 'JPN' for short – was announced for the 1974 season. Boasting a streamlined half-fairing and matching tank/seat unit in John Player livery, the café racer-styled JPN came with a choice of engines: the standard 829cc motor or a short-stroke 749cc unit intended for production racing. A top-of-the-range, limited edition model produced for only a couple of seasons (1,000 were envisaged but only around 200 made), it is now one of the most sought-after members of the Commando family. Purchased by the National Motorcycle Museum in November 2003, this original JPN Commando is offered with a Certificate of Manufacture; an expired MoT (2004); and a 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.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

Offered from the National Motorcycle Museum Collection 1984 Triumph 744cc Trident T150V 'Rob North' ReplicaRegistration no. KHB 240P (see text)Frame no. ME00117Engine no. T150V NK45136Inspired by the BSA-Triumph works racers of the early 1970s, this superb road-legal special was built by expert restorer Eric Parr (hence the E.D.P. initials) in 1983-1984 and won the 'Classic Bike of the Year' award at the 1984 International Classic Bike Show. It later featured in Classic Bike magazine (December 1984 issue), appearing on the front cover (copy available). The frame is the legendary Rob North type used by the factory's all-conquering triples in 1971; it was obtained new from Miles Engineering, who made nearly 500 such frames. A box-section swinging arm allows a wide rear tyre to be fitted, while twin 10' front discs provide powerful braking. The engine is from a late five-speed Trident T150V. Other noteworthy features include a 3-into-1 exhaust with megaphone silencer; Akront alloy wheel rims; and a works replica 'letterbox' fairing complete with oil cooler. Twin headlamps are fitted in the style of a 1970s endurance racer, and the rear lamp is neatly incorporated into the seat which, like the aluminium oil tank, replicates factory short-circuit items. The stickers all relate to products actually used. With 120mph-plus performance available, the addition of rear-view mirrors is understandable. 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. There is no registration document with this Lot.Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.For further information on this lot please visit Bonhams.com

Offered from the National Motorcycle Museum Collection 1921 Douglas 10.5hp TourerRegistration no. MA 571Frame no. 322 (see text)Engine no. 322•Believed to be the sole surviving Douglas car•Previously owned by Lt Col 'Tiny' Ayres•Restored prior to acquisition by the Museum•Ideal for participation in the VCC's 'Creepy Crawly Run'The vehicle offered here is believed to be the sole surviving Douglas car. The Bristol firm's first interest in four-wheeled vehicles was sparked by the upsurge in popularity of cyclecars: small, relatively crude, lightweight two-seaters often powered by motorcycle engines. Douglas's first effort emerged just before WWI and made use of the water-cooled, horizontally opposed, twin-cylinder engine that Douglas was manufacturing for the Williamson motorcycle. Rated at 8hp, the engine was mounted transversely in the chassis and drove the rear wheels via an integral three-speed gearbox and shaft drive, making the Douglas a relatively advanced cyclecar for the period. A 'V'-shaped radiator was a prominent feature, and the Douglas carried a streamlined open two-seater body with convertible hood. A selling price of £100 had been the target, but when production commenced this had risen to £160 (£175 with C.A.V. electric lighting). Plans to increase cyclecar output were thwarted by the outbreak of war.When civilian production recommenced in 1919 the Douglas car emerged with several changes, the most significant of which was the adoption of a new 1,224cc engine, broadly similar in specification to the Williamson unit rated at 10.5hp, which was equipped with a self-starter. The patented A.F.S. suspension system was adopted at the rear, necessitating changes to the channel-section chassis. The Douglas was now priced at £450 (rolling chassis) plus £50-75 depending on the type of body ordered, of which there were three: 2/3-seater; dickey seat; and a four-seater. Tested by The Light Car and Cycle Car magazine, a 10.5hp Douglas acquitted itself well on a demandingly hilly course around Box Hill on the South Downs. Maximum speed was around 40mph. Unfortunately for Douglas, their quality product was unable to compete with rival motor manufacturers in the cut-throat cyclecar market and production ceased in 1922. 'MA 571' previously belonged to the late Lt Col Anthony John 'Tiny' Ayers, a stalwart and former Chairman of the Sunbeam Motor Cycle Club and organiser of the Pioneer Run from 1982 to 1997. Already restored to its present condition when purchased by the Museum in 2004, the Douglas would be ideal for participation in the VCC's 'Creepy Crawly Run' and other such events. The car is offered with a V5C document recording the chassis number as '322'; however, the number had not been located at time of cataloguing. The car's mechanical condition is not known; accordingly, prospective purchasers must satisfy themselves with regard to its condition, completeness, correctness, or otherwise prior to bidding.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

Offered from the National Motorcycle Museum Collection 1930 AJS 8.9hp Dickey Seat Tourer Registration no. GK 6513Frame no. A553Engine no. none visible (see text)•High quality Vintage-era light car•Rare survivor•An older restoration•Matching numbers (see text)Although best known as a maker of high quality motorcycles, A J Stevens & Co (AJS) also manufactured wireless sets, commercial vehicles, and motor cars at its Wolverhampton factories. The firm's first foray into motor manufacturing was as the supplier of coachwork (via its Hayward Motor Bodies subsidiary) for the locally produced Clyno Nine light car. When Clyno collapsed in February 1929, the Nine's designer A J Booth was recruited to design AJS's own light car, which was announced in December of that year. Laid out along lines similar to the defunct Clyno's, the AJS Nine employed a simple yet sturdy cross-braced chassis, which was suspended on friction-damped semi-elliptic springs. Supplied by Coventry Climax, the engine was a four-cylinder 1,018cc sidevalve that produced 24bhp and was rated at 8.92hp for taxation purposes. Power reached the rear wheels via a three-speed gearbox. Sales of the AJS Nine commenced in August 1930.In his definitive history of the marque, AJS of Wolverhampton, Stephen Mills says this about the Nine: 'On the road the little AJS more than measured up to expectations. Finger light steering inherited from the Clyno, combined with remarkable, low speed flexibility made it a delight to drive. Under favourable conditions the 'Nine' could be driven at mile-a-minute gait, while a maximum speed of 40mph in second gear ensured brisk hill climbing ability. With powerful brakes, capable of stopping the car in 38 feet from 30mph and a fuel consumption of 38mpg, the car won much praise from the motoring press.'Despite its manifest virtues the AJS Nine was too expensive; production ceased when the company went into liquidation in October 1931, by which time AJS had switched to making its own copy of the Climax engine. Some 3,000 cars had been produced but it was not quite the end of the Nine's story, the rights being acquired by Willys-Overland-Crossley, which continued production in Stockport for another year or so.Purchased 'as is' by the Museum, 'GK 6513' was first registered on 31st December 1930, the last day of the 'Vintage' era, and is believed to have covered only 5 miles since restoration. The manufacturer's VIN plate records the chassis/engine number as 'A553', while below that plate is another bearing the legend: 'The Light Car & Cyclecar Restoration Co, Birmingham No. 317'. Accompanying documentation consists of an old-style continuation logbook and a V5C document. The car's mechanical condition is not known; accordingly, prospective purchasers must satisfy themselves with regard to its condition, completeness, correctness, or otherwise prior to bidding.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

Offered from the National Motorcycle Museum Collection1982 Hesketh 992cc Vampire Registration no. WCP 111XFrame no. unable to locateEngine no. 0053•Rare Hesketh variant•An older restoration•Dry stored since 1994Brainchild of wealthy aristocrat and Formula 1 team owner Alexander, Lord Hesketh, the Hesketh V1000 promised to be an all-new British superbike in the Vincent mould. The proposed design had all the right ingredients: 1,000cc 8-valve Weslake v-twin engine, nickel-plated Reynolds 531 frame, Brembo brakes and Astralite wheels; if only they'd got Rod Quaife to design the gearbox... Rushed into production before it was ready, the V1000 was panned by the critics - the gearbox in particular - and when the receivers pulled the plug in 1982 only 170 had been made. The sole derivative of the original V1000 was the even rarer Vampire, a super tourer equipped with fairing designed by John Mockett. Small-scale production was restarted later by successor-company Hesleydon Ltd at the Hesketh family seat at Easton Neston where, over the years, development engineer Mick Broom managed to eradicate virtually all the V1000s shortcomings. Mick continued to provide a service to the small but dedicated band of owners of this most exclusive British motor cycle from new premises at Turweston Airfield near Brackley, Northamptonshire. In September 2008, he put the business up for sale, and the Hesketh side of Broom Development Engineering was acquired by Mr Paul Sleeman. The business relocated to the south of England where it was intended to continue the service to Hesketh owners. Some 35 years on, the Hesketh is regarded somewhat differently, and nowadays is considered highly collectible on account of its rarity and status as one of the British motorcycle industry's more fascinating 'might have beens'. And there's no denying that it is one immensely handsome motorcycle. The sole derivative of the original V1000 was the even rarer Vampire - a super tourer equipped with fairing designed by John Mockett. This example was acquired by the Museum at Bonhams' Stafford Sale in October 2004 (Lot 388, purchase receipt on file). The previous owner had acquired the Vampire in 1989, at which time it was in very poor cosmetic and mechanical condition. Subsequently the cycle parts were refinished to concours standard by Raven Paintwork and the engine - '0053', believed the oldest surviving Vampire unit - rebuilt by Mick Broom. At time of purchase the Hesketh had been in dry storage since 1994. Accompanying documentation includes an owner's manual; restoration bills/records; three expired MoTs; and an old-style V5C. 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. 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

1989 Hesketh 1,100cc VortanRegistration no. not registeredFrame no. noneEngine no. none•The sole Vortan made•Offered for sale by Mick Broom•Requires re-commissioning (see text)Brainchild of wealthy aristocrat and Formula 1 team owner Alexander, Lord Hesketh, the Hesketh promised to be an all-new British superbike in the Vincent mould. Prematurely rushed into production, the V1000 was panned by the critics and when the receivers pulled the plug in 1982 only 170 had been made. Successor-company Hesleydon restarted small-scale production at the Hesketh family seat at Easton Neston where, over the years, development engineer Mick Broom managed to eradicate virtually all the V1000's shortcomings. One of Mick's projects was the limited-edition Vortan: an extensively reworked and restyled alternative to the original that was intended to mark the first 10 years of Hesketh production. It was planned that 14 would be built, but the project foundered when only eight deposits were forthcoming. Mick's fresh approach combined the basic architecture of the V1000 original with a different approach to the styling, while the engine was enlarged, and size and weight reduced wherever possible. The Vortan engine retained many of the earlier model's details such as four-valve heads, double overhead cams, electronic ignition, and a five-speed gearbox, while the capacity was increased to 1,100cc with a longer stroke; other changes included a steel crankshaft and different ignition, cams, and cylinder heads. The running gear likewise was comprehensively upgraded, featuring a new stainless steel frame; Marzocchi front fork; Marvic magnesium wheels; Lockheed racing front brakes; Brembo rear brake; and hydraulically damped rising-rate rear suspension with gas spring to achieve a better ride. Offered for sale by Mick Broom, the prototype offered here is the sole Vortan made. Mick advises us that all parts are new and that the machine has never been run. There are internal components missing and Mick is preparing a list of parts and actions required to commission the Vortan as a runner. All the parts have been drawn and manufactured but the passage of time means some will need replacing; accordingly, the machine is sold strictly as viewed and without 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

1983 Moto Morini 500 Sei-VRegistration no. XGX 365YFrame no. 500-W 05601Engine no. 05601Before the introduction of its v-twin roadsters, Morini's reputation had rested on its highly successful double-overhead-cam single-cylinder racers. An entirely different approach was adopted for the v-twins: each cylinder's two valves were pushrod-operated by a single camshaft while the combustion chambers were located in the piston crowns. Enhanced by a six-speed gearbox, this superb motor's performance belied its lack of capacity, endowing the lightweight, nimble-footed Morini '3½' (350cc) with a top speed of around 100mph. A '500' (actually 478.6cc) version was announced in 1975 with production commencing a couple of years later in five-speed form, a six-speed version superseding it for 1982. The 500's top speed was only marginally superior to the 3½'s, the biggest gain from the larger engine being greater flexibility. This Sei-V (six-speed) model was purchased new from Roger Hollingshead Motorcycles by the current owner and has covered 48,028 miles from new. The original bill of sale is on file and the machine also comes with its original handbook; parts book and maintenance book; Mikuni carburettor instructions; V5/V5C documents; and all bills, MoTs, and tax discs dating back to its purchase. Sounding great when running, and taxed/MoT'd to July 2021, 'XGX 365Y' has been maintained regardless of cost and was last serviced in July 2019. The seat has been re-covered and the starter motor rebuilt, while other noteworthy features include Nonfango panniers, an Armour stainless exhaust system, and the original tool kit.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

1951 BMW 494cc R51/2 ProjectRegistration no. MGO 552Frame no. 520660Engine no. 520660This BMW R51/2 was purchased by the lady vendor's father approximately 35-40 years ago as a dismantled project and has remained as such. The Lot consists of an R51/2 frame; crankcase with cylinders; cylinder head; gearbox; driveshaft; and final drive unit. There are also headstock and fork parts; exhaust pipes and silencers; front and rear wheel parts; front and rear mudguards; a fuel tank; control levers; a Pagusa seat; and some electrical components including a dynamo. The frame and engine numbers match and correspond to those on the accompanying V5C document. Also included in the Lot are two BMW R51/3 engine crankcases: one with a crankshaft, cylinders, cylinder heads, and valve covers; the other with only driveshaft parts and valve covers. There is also a gearbox, driveshaft, and a final drive unit, plus a selection of suspension components, tinware, and springs. A challenging but potentially most rewarding project for the BMW enthusiast.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 ex-works; Ron Langston; 1958 ISDT 1958 Ariel 497cc HT5Registration no. XOB 440Frame no. CRT 582Engine no. CAMB 1714•ISDT Gold Medal winner•An older restoration •Formerly part of the Autokraft CollectionAriel was one of the last British manufacturers to introduce a trials frame with rear suspension, the prototype of what would become the HT5 first appearing at the Scottish Six Days event in 1955 with production proper commencing in September of that year. Little was achieved by the works HT5s in their first season but the arrival of Ron Langston for 1956 brought with it the success Ariel had been seeking, their new signing winning the Cotswold and Greensmith trials. For the next few seasons the HT5 was the class of the field. Arguably the most capable of the 'heavyweight' trials irons, the HT5 disappeared along with the other Ariel four-strokes in 1959 after only 450-or-so had been made, though Sammy Miller's famous and much modified example - 'GOV 132' - would continue winning at the highest level well into the 1960s. Great Britain's entry in the 1958 International Six Days Trial (ISDT) in West Germany included the Ariel HT5 offered here, which was ridden by Ron Langston as part of the Vase A Team. Although the efforts of GB's Trophy and Vase Teams were thwarted by machine failures, there were some notable individual performances, among them Langston's, who finished with no marks lost and a coveted Gold Medal. It must have been close run thing, though, as the Ariel Team's bikes suffered frame cracks at the headstock on the fifth day and only made it to the finish thanks to jury-rigged repairs. All the frames were replaced back at the factory.Previous owner Bob Gardiner purchased this historic ISDT Ariel at Brooks' sale of the Autokraft Collection at the RAF Museum, Hendon in March 1999 (Lot 24, catalogue on file). After many years in obscurity, 'XOB 440' had re-emerged in 1986, appearing in The Classic Motor Cycle's November issue (copy on file). Then owned by Phil Ives, it had been restored by its previous owner and was in one-day trials trim. Ives then set about acquiring the many missing parts necessary to return 'XOB 440' to ISDT specification and, at the time of the article's publication, the machine was not yet finished. It is not known when the project was completed, or the machine acquired by Autokraft. In April 2019 the ex-Langston Ariel was sold at Bonhams' Stafford sale (Lot 311) and shortly thereafter was acquired by the current vendor (purchase receipt on file). As presented here, 'XOB 440' displays many of the features that differentiated the ISDT HT5 from its one-day trials counterpart: dual seat, tyre inflator, paired control cables, and front tyre 'mud claw' among others. It should be noted that the engine number is that of a roadster Red Hunter, possibly indicating an engine or crankcase swap. Accompanying documentation includes hand-written notes, a selection of photographs, photocopied literature, and old/current V5C Registration Certificates.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 1951 Vincent 998cc Series-C Rapide Registration no. MKF 260Frame no. RC10090 Rear Frame no. RC10090Engine no. F10AB/1/8190 Crankcase mating no's. XX80 / XX80•Originally built to 'touring' specification•An older restoration•Requires re-commissioningEver 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 'Series D' Black Knight and Black Prince, Philip Vincent's stress on appearance and performance is legendary. His machines bristled with innovative features including adjustable footrests, brake pedal, 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. With a top speed approaching 120mph, and bettering it in the Black Shadow's case, the Vincent v-twin was the fastest road vehicle of its day.In 1948 the Vincent range began to be up-dated from 'Series B' to 'Series C' specification. The most significant changes made concerned the suspension, there being a revised arrangement at the rear incorporating curved lugs for the seat stays and an hydraulic damper between the spring boxes, while at the front the new models boasted Vincent's own 'Girdraulic' fork: a blade-type girder fitted with twin hydraulic dampers. These advances began to find their way onto production models during 1948 but it would be 1950 before all Vincents left the factory in 'Series C' specification. This matching-numbers Rapide comes with a copy of its Works Record Card revealing that it was originally built with touring handlebars; black steel mudguards; 3.50x19' front and 4.00x18' rear wheels; and sidecar equipment. Completed in December 1951, it was despatched to Reynolds in Liverpool that same month. The machine has since been restored to what might be termed 'mainstream' specification, while noteworthy non-standard features include battery/coil ignition; a Black Shadow-type Smiths 150mph speedometer; and a Series D centre stand. Unfortunately, it is not known how long the Vincent has been in the deceased owner's private collection or when it was last used. The most recent of four old MoTs on file expired in 1993 and the late owner's maintenance notes were last updated in 2017. Unused for some considerable time, the machine will require recommissioning or restoration to a greater or lesser extent and is sold strictly as viewed. Accordingly, prospective bidders must satisfy themselves as to the condition and completeness prior to bidding. Offered with a current V5C document.Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.For further information on this lot please visit Bonhams.com

1978 MV Agusta 789cc America 'Magni'Registration no. YUC 77TFrame no. 2210352Engine no. 2210352•Purchased in 2004•Enthusiastically used on road and track•Serviced and MoT'd regularly up to 2019•New Magni exhausts in 2018Motorcycle race engineers are rarely household names but one exception to this general rule is MV Agusta's legendary Arturo Magni, under whose direction the Italian manufacturer won no fewer than 75 World Championships. In 1949 Count Domenico Agusta had tempted Piero Remor away from Gilera to design MV Agusta's first four-cylinder race engine. Magni followed him in 1950 as chief mechanic and later managed the racing department during MV's Grand Prix 'golden age'. At the height of its powers the Italian team could command the services of the world's finest riders, among them Sandford, Ubbiali, Surtees, Provini, Hailwood, Read, and Agostini.When MV retired from Grand Prix racing in 1976, Magni and his two sons set up their own company in Samarate, producing performance parts for the MV Agusta 750 street bikes, including big-bore kits, special frames and chain-drive conversions. Magni commenced production of motorcycles under his own name in 1980, initially using the Honda CB900 engine, with BMW, Moto Guzzi and Suzuki-engined models following. In the mid-1980s Magni commenced what would turn out to be an immensely fruitful association with Moto Guzzi, using the latter's well-established transverse v-twin engines. Yet despite all his latter-day successes with Moto Guzzi, Arturo Magni's name will forever be linked with that of MV Agusta, whose reputation this great engineer did so much to forge. The first MV model officially to bear his name was the 'Monza Arturo Magni', a stretched (to 832cc) version of the 750S America. Official production of the Magni, together with that of all MV Agusta's other models, ended in February 1979, although Arturo and his sons Carlo and Giovanni continue to create bespoke MVs to special order. First registered in October 1978, this MV Agusta America has been modified using numerous Magni components: tank, seat, exhausts, etc. The machine was purchased in 2004 by the lady vendor's late husband and used on the road and at track events throughout their ownership, being serviced and MoT'd regularly up to 2019. The Magni exhausts were replaced in 2018 with new pipes supplied by the factory, and the machine comes with all its original America parts including the tank, seat, fairing, rear light, indicators, badges, etc. Ridden regularly on the road in 2020 and described by the vendor as in good condition, the machine is offered with a owner's manual and V5C document. Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

1981 Ducati 864cc Mike Hailwood ReplicaRegistration no. SVR 957WFrame no. DM900 SS 901036Engine no. DM860 091611•Imported from South Africa in 2018•19,482 kilometres (circa 12,100 miles) recorded•Generally good original conditionA landmark model that kept Ducati afloat during the 1980s, the Hailwood Replica owes its existence to Mike's legendary Isle of Man TT comeback victory in the 1978 Production Race riding an ex-works NCR bike entered and prepared by Manchester-based Ducati dealer, Sports Motor Cycles. Out of top-flight bike racing for seven years and away from the Island for eleven, Mike took on and beat the might of the Honda works team to win the Formula 1 TT at record speed. Ducati lost little time in capitalising on this outstanding success, launching a road-going replica the following year. Like the race-bike, the MHR was based on the production 900SS, but - inevitably - had much more in common with the latter than the former. Most obvious difference was the full fairing finished in red, green and white, complemented by a glass fibre tank and racing seat. In fact, on the very earliest examples the 'tank' hid a steel fuel reservoir, glass fibre being illegal in the UK for tanks. Mechanical changes were confined to lighter wheels, usually by Campagnolo, and improved Brembo brakes, while the MHR's performance was pretty much the same as that of the 900SS: around 135mph flat-out. Today good original examples like that offered here are among the most sought after of bevel-drive Ducatis. This Ducati Mike Hailwood Replica was imported into the UK from South Africa by Motorcycle Emporium Ltd and first registered in this country on 1st October 2018 (document on file). We are advised by the private vendor that the machine had been delivered to Cape Town and ridden solely by its owner for 15 years before passing to his nephew, seeing very little use (the odometer reading is 19,482 kilometres). The vendor further advises us that the MHR is in generally very good original condition and that it was last run in December 2019, following which the fuel was drained. Accompanying documentation consists of DVLA correspondence, a NOVA notification, an expired MoT (June 2019), a DOC Age Certificate, and a V5C Registration Certificate. Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.For further information on this lot please visit Bonhams.com

1983 Ducati 864cc Mike Hailwood ReplicaRegistration no. A159 RWWFrame no. DM900R 984269Engine no. 096509A landmark model that kept Ducati afloat during the 1980s, the Hailwood Replica owes its existence to Mike's legendary Isle of Man TT comeback victory in the 1978 Production Race riding an ex-works NCR machine entered and prepared by Manchester-based Ducati dealer, Sports Motor Cycles. Like the race-bike, the MHR was based on the production 900SS, but - inevitably - had much more in common with the latter than the former. Most obvious difference was the full fairing finished in red, green and white, complemented by a glassfibre tank and racing seat. In fact, on the very earliest examples the 'tank' hid a steel fuel reservoir, glassfibre being illegal in the UK for tanks. Mechanical changes were confined to lighter wheels, usually by Campagnolo, and improved Brembo brakes, while the MHR's performance was pretty much the same as that of the 900SS: around 135mph flat-out. First registered overseas, this example was imported into the UK by the private vendor in 2013 and registered here in 2016. The machine benefits from new fork seals, Avon tyres, regulator/rectifier, and a rewound generator (all fitted in 2020) and is described by the owner as in very good condition throughout. Bills for the aforementioned parts are on file and the machine also comes with a V5C document.Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.For further information on this lot please visit Bonhams.com

1927 Humber 350ccRegistration no. VF 1571Frame no. 10492Engine no. 10488A firm with its roots in the Victorian bicycle industry, Humber began experimenting with powered transport in the closing years of the 19th Century, introducing its first successful motorcycle - a built-under-license P&M - in 1902 and the first all-Humber design in 1908.The vendor first saw this Humber motorcycle advertised in an auction at Shepton Mallet, Somerset in 2006. His first Vintage motorcycle, 'VF 1571' had been originally supplied by A G Sparrow of East Dereham, Norfolk, whose original transfer may be found underneath the 'flapper bracket' on the rear mudguard, and whose brass nameplate is on the front mudguard. A few black and white photographs came with the Humber, one of which depicts the original owner sitting astride the machine with his son on the pillion seat. There is another photograph taken later of the son, looking older and taller, astride the Humber.It is believed that this motorcycle has had only four owners from new. In the accompanying history file is a copy of the catalogue description when the original owner sold the Humber at a Phillips auction in March 1990. He had last taxed the Humber in 1930; it was said to have only covered 700 miles from new. During the vendor's ownership, both he and his wife have used the Humber, including two rallies in Northern Ireland (in the Mountains of Morne); a rally in the hills around Blairgowrie in Scotland; and several local runs around Norfolk. We are advised by the owner that it is a very nice motorcycle to ride and will climb 1-in-4 hills, two up, with no problem - not bad for a 1920s motorcycle. The vendor has attempted to keep the machine original and un-restored, and in usable condition. The reading on the odometer is now 1,201 miles, so it appears that the Humber has covered only 500 miles since the auction in 1990. The machine comes with a history file containing SORN paperwork; old/current V5C Registration Certificates; a quantity of MoTs (most recent expired October 2012); photocopied literature; the aforementioned period photographs; and the original Humber 3.49hp Motor Cycles Instruction Book. Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.For further information on this lot please visit Bonhams.com

Property of a deceased's estate 1951 Vincent 998cc Series C Black ShadowRegistration no. UNO 187Frame no. RC/9824/BC Rear Frame Number. RC/9824/BCEngine no. F10AB/1B/7924 Crankcase Mating Numbers. WWI0•Matching frame and engine numbers•Present ownership since 1993•Restored in the 1990sEver 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. 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 Black Shadow was indeed a legend in its own lifetime, and in the 60-plus years 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 Black Shadow has belonged to the late owner since January 1993. Restored by him over the next few years, the Vincent comes with a most extensive history file documenting the restoration in full (perusal recommended). Although old age prevented the owner from riding the Vincent in his later years (it was last taxed for the road in March 2010), the engine has been started up occasionally. Careful re-commissioning and the customary safety checks are advised before further use. As well as the aforementioned restoration records, the history file contains copies of factory records; a quantity of old MoTs; an old-style V5C document; and a VOC dating certificate confirming matching frame and engine numbers.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

1950 Vincent 998cc Rapide ProjectRegistration no. KRU 725Frame no. RC7592 Rear Frame Number. RC7592Engine no. F10AB/1/5692 Crankcase mating nos. C70•Effectively two private owners from new•Present family ownership since 1954•Off the road since 1963•Matching numbersThe outbreak of WW2 in 1939 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.Introduced in 1946, the Vincent-HRD Series-B Rapide was immediately the fastest production motorcycle on sale anywhere, with a top speed of over 110mph. The basic design clearly had even greater potential though, which would be realised later in the form of the Black Shadow and Black Lightning models. In 1948 the Vincent range began to be updated to 'Series-C' specification. The most significant changes made concerned the suspension, there being a revised arrangement at the rear incorporating curved lugs for the seat stays and an hydraulic damper between the spring boxes, while at the front the new models boasted Vincent's own 'Girdraulic' fork: a blade-type girder fitted with twin hydraulic dampers. These advances began to find their way onto production models during 1948 but it would be 1950 before all Vincents left the factory in Series-C specification. First registered to Huxham's Ltd of Dorset, this 'barn find' Rapide came into the lady vendor's family's possession when her late father (its second private owner) purchased the machine from Huxham's in July 1954. In 1963 her father had an accident, suffering serious head injuries (he was not wearing a helmet) and the Vincent has been off the road since then (the 1963 tax disc is still in the holder). Accompanying paperwork consists of the 1954 sales receipt, guarantee, and correspondence; a VOC Certificate of Authenticity; and an old V5 registration document. Offered for restoration and sold strictly as viewed, 'KRU 725' represents an exciting opportunity for the dedicated Vincent enthusiast to return one of these wonderful machines to its former glory. 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

2016 Brough Superior 997cc SS100Registration no. B2 EGPFrame no. VPJSS1MK1GJ000002Engine no. KT0RAG00002•The 2nd production SS100 made•Built specially for the current owner•888 kilometres (approximately 550 miles) from newIn 2013, after decades of dormancy, the legendary Brough Superior marque was resurrected by Mark Upham. The reconstituted company went on to produce several 'continuation' examples of Vintage-era Brough Superior SS100s while negotiating with Thierry Henriette of Toulouse-based Boxer Design to produce an entirely new Brough Superior motorcycle. Upham insisted on retaining visual cues linking the new motorcycle with its historic ancestors, as well as continuing the original ethos of the marque: innovation, excellent design, and superior construction and materials. The new Boxer-designed Brough Superior SS100 first appeared at the EICMA show in Milan in 2013, with production commencing in 2016.The new SS100 features an 88-degree, 997cc, v-twin engine with water-cooling and DOHC four-valve cylinder heads, designed and built by Boxer Design. The engine produces 120bhp in standard tune and functions as a stressed member of the chassis, the latter being constructed of titanium, carbon fibre, and aluminium. Up front is a Fior-based fork, reminiscent of the pre-war girder type, with mono-shock suspension at the rear and Öhlins hydraulic dampers at both ends. Sourced from the aircraft industry, the Beringer front brakes feature four rotors and radial callipers. The fuel tank, seat cowl, mudguards, and side panels are hand-crafted in aluminium, and the SS100 weighs a little under 400lbs dry, making it among the lightest 1,000cc bikes on the market. The list price at time of launch was a shade under £45,000 but by the time Motorcycle News got to test a production version in 2018 that had risen to £59,999. 'No mass-produced machine will ever give you such a sense of occasion every time you turn a wheel,' declared MCN. '...it's a worthy successor to the original, and you'll never feel more special carving through the British countryside'. The second production SS100 made, the machine offered here was built specially for the current owner, many-time Bonneville Speed Week competitor Eric Patterson, and was presented to him at the Excel exhibition. There is a commemorative plaque on the fuel tank. Originally registered 'HJ16 HVT', it now carries the personal registration 'B2 EGP'. Last run in March 2020, the machine is presented in effectively 'as new' condition having covered a mere 888 kilometres (approximately 550 miles) from new (the speedometer was changed by the factory at 800km and the current reading is 88km). All maintenance, upgrades, etc has been carried out by Motocorsa of Ashmore, Dorset. Offered with a V5C document, this stunning machine represents a wonderful opportunity to own one of the most talked about motorcycles of recent times. 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

1929 Norton 490cc Model 16HRegistration no. not UK registeredFrame no. S38229Engine no. 45162•Landmark model for Norton•An older restoration•Last run in September 2020Norton relied on proprietary engines in its formative years - winning the inaugural Isle of Man TT with a Peugeot-engined machine - before introducing its own design of power unit in 1907. The long-stroke sidevalve single displaced 633cc and the new model it powered became known as the 'Big 4'. Smaller capacity versions followed and in 1911 the '500' adopted the classic 79x100mm bore and stroke dimensions that would characterise the half-litre (actually 490cc) Norton for the next 50 years.Norton's new sidevalve was among the fastest in its class, being the first machine under 500cc to be officially timed at over 70mph, which was some going for 1911. The following year Norton-mounted Jack Emerson easily won the 150-mile Brooklands TT against a field of more experienced competitors (setting three long-distance records in the process) having ridden his machine down from Hull! Small wonder that the slogan 'Unapproachable' began to be applied to the Norton singles at around this time. Tuner/rider D R O'Donovan's work at the Weybridge track resulted in a flood of new speed records, including 81.05mph for the flying kilometre in April 1914, the first occasion 80mph had been exceeded by a 500cc machine. O'Donovan's successes led to the introduction of tuned 'Brooklands' models, and these highly developed sports versions continued into the 1920s. The 490cc engine was revised for 1914 and the following year gained a new frame with lowered riding position together with the option of a Sturmey Archer three-speed gearbox. When fitted with chain drive, the 490cc sidevalve single became the 'Model 16' in Norton's numbering system, and then changed to '16H' in 1921 when a new lower frame was introduced. Norton's trusty 16H sidevalve would be continuously up-dated for the next 30-plus years before taking its final bow - along with the Big 4 - in 1954. Restored in 1959, this 16H was last run in September 2020 and is described by the private vendor as in generally good condition, with patinated brightwork. The Norton is currently resident in Sweden and comes with Swedish registration/'MoT' paperwork, a maintenance instruction book, and a (copy) manual. A pillion seat and a pair of leather panniers are included in the sale, and it should be noted that the exhaust system is that of a 1930 model 16H. Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.This lot is subject to the following lot symbols: NN If purchased by a UK resident, this machine is subject to a NOVA declaration, undertaken by Bonhams upon a successful sale, to facilitate the registration of the machine here in the UK.For further information on this lot please visit Bonhams.com

2000 Harley-Davidson XLH 1200S SportRegistration no. X923 RJCFrame no. 1HD1CHP18YK128669Engine no. to be advisedA new addition to Harley-Davidson's XL ever-popular Sportster line-up for 1996, the 1200S Sport featured triple floating disc brakes; fully adjustable suspension front and rear; 13-spoke alloy wheels; 'flat-track' handlebars; and a two-position seat. All Sportsters received a larger 3.3-gallon tank for 1997, while for the following year the 1200S was upgraded with twin-plug cylinder heads; a higher compression ratio; 'hotter' camshafts; and soft-compound tyres. There were additional performance enhancing changes made to the 1200S engine for 1999, while 4-piston callipers were adopted for the triple disc brakes and a black-finished exhaust system introduced for 2000. A rev counter; remote-reservoir gas shocks; and a five-speed gearbox were also standard features. A Harley wouldn't be a Harley without some tasty after-market additions, and this 1200S Sport features a Harley-Davidson Screaming Eagle exhaust system; a Screaming Eagle free-flow air filter; an oil cooler; a Stage 1 tune (larger carburettor jets); a bobbed rear mudguard; and a H-D 'Badlander' custom seat (the original 'King & Queen' seat is included in the sale). The Sport currently displays a total of only 21,366 miles on the odometer and is described by the private vendor as in excellent condition throughout. Last MoT'd to May 2016 and SORN'd since then, the Harley has been run regularly and is said to be 'ready to go'.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

2002 Harley-Davidson XL883R SportsterRegistration no. not UK registeredFrame no. 1HD4CKM132K141724Engine no. CKM2141724In 1982 Harley-Davidson introduced a new welded frame, replacing the traditional lugged type in use hitherto, and then the following year saw the introduction of two new Sportsters: the XLX and XR-1000, the former being a more affordable base model intended to attract new customers. In 1986 Harley-Davidson's new all-alloy Evolution engine became available in the ever-popular Sportster, the model having recently been up-graded with Harley's diaphragm clutch, alternator electrics and five-speed gearbox. The new Sportster was initially offered in 883cc and 1,100cc sizes, the latter being opened out to 1,200cc for 1988. The machine offered here is an example of the new-for-2002 XL883R Sportster, the orange and black colour scheme of which recalled that of the factory's XR-750 racers. A one-owner-from-new example, this Sportster has covered only 11,772km (7,315 miles) and is described by the vendor as in excellent condition throughout (last serviced in July 2017). The machine is said to be original except for adjustable rear suspension; added rev counter; Screaming Eagle air filter cover; and an after-market seat. The original cockpit plate; air filter cover; and seat are included in the sale together with the original owner's manual; original keys; and Italian registration papers.Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.This lot is subject to the following lot symbols: NN If purchased by a UK resident, this machine is subject to a NOVA declaration, undertaken by Bonhams upon a successful sale, to facilitate the registration of the machine here in the UK.For further information on this lot please visit Bonhams.com

Property of a deceased's estate 1951 Vincent 998cc Series-C Black ShadowRegistration no. LVU 982Frame no. RC8723B (see text) Rear Frame No. RC8723BEngine no. F10AB/1B/6823 Crankcase mating no's. PP99•Present ownership since 1970•One owner from 1958-1970•Believed an older restoration•Requires re-commissioningEver 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 Series-D 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 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. 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 Black Shadow was indeed a legend in its own lifetime, and in the 60 years 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 particular Black Shadow comes with an old-style continuation logbook listing only one keeper from date of issue (1958) until its purchase by the late owner in 1970. Additional documentation consists of the 1970 purchase receipt and an old V5 document. Currently displaying a total of 3,869 miles on the odometer, the Vincent appears to be an older restoration and is offered for re-commissioning. It should be noted that the upper frame has been stamped with a non-factory font and is assumed to be a replacement. The rear frame and engine both belong to a Series-C Black Shadow built in May 1951, and the crankcase mating numbers are correct. 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 1951 Vincent 998cc Series-C Rapide Registration no. NRL 565Frame no. RC6558 (see text) Rear frame no. over-paintedEngine no. F10AB/1/4658 Crankcase mating no's. HH89•Present ownership since 1973•An older restoration•Requires re-commissioningThe outbreak of WW2 in 1939 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 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. Introduced in 1946, the Vincent-HRD Series-B Rapide was immediately the fastest production motorcycle on saleIn 1948 the Vincent range began to be up-dated from Series-B to Series-C specification. The most significant changes made concerned the suspension, there being a revised arrangement at the rear incorporating curved lugs for the seat stays and an hydraulic damper between the spring boxes, while at the front the new models boasted Vincent's own 'Girdraulic' fork: a blade-type girder fitted with twin hydraulic dampers. These advances began to find their way onto production models during 1948 but it would be 1950 before all Vincents left the factory in Series-C specification. This Series-C Rapide has belonged to the late owner since 1973, as evidenced by the old-style continuation logbook on file issued in 1960. An older restoration, the machine displays a total of 3,416 miles on the odometer and is offered for re-commissioning. It should be noted that the upper frame has been stamped with a non-factory font and is assumed to be a replacement. The crankcase mating numbers are correct. Additional documentation consists of old 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 c.1952 Vincent 998cc Series-C Rapide Registration no. not registeredFrame no. To be advised (see text) Rear frame no. RC/1/11450/BEngine no. F10AB/1/5615 (see text) Crankcase mating no. KK96•Non-matching engine•An older restoration•Requires re-commissioningEver 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 Series-D Black Knight and Black Prince, Philip Vincent's stress on appearance and performance is legendary. His machines bristled with innovative features including adjustable footrests, brake pedal, 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. With a top speed approaching 120mph, and bettering it in the Black Shadow's case, the Vincent v-twin was the fastest production motorcycle on sale anywhere. The basic design clearly had even greater potential though, which would be realised later in the form of the high-performance Black Shadow and Black Lightning models. In 1948 the Vincent range began to be up-dated to Series-C specification. The most significant changes made concerned the suspension, there being a revised arrangement at the rear incorporating curved lugs for the seat stays and an hydraulic damper between the spring boxes, while at the front the new models boasted Vincent's own 'Girdraulic' fork: a blade-type girder fitted with twin hydraulic dampers. These advances began to find their way onto production models during 1948 but it would be 1950 before all Vincents left the factory in Series C specification. This Rapide consists of the rear frame from a Series-C Comet manufactured in October 1952; the engine from a Series-C Rapide manufactured in December 1950 (heavily stamped, it is believed by the factory); and an unidentified upper frame, the serial number of which is heavily over-painted. The crankcase mating numbers are correct. There are no documents with this Lot, which is offered for re-commissioning and sold strictly as viewed. Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.For further information on this lot please visit Bonhams.com

1999 Ducati 748 BipostoRegistration no. not UK registeredFrame no. ZDM748S009717Engine no. ZDM748W4009814'Baby brother' of the iconic 916, from which it was virtually indistinguishable, Ducati's 748 was the preferred choice of the many riders who found the smaller model more easily controllable. Even today, the 748's combination of v-twin grunt and one of the best chassis ever built is guaranteed to keep it at the front of the track-day pack in the hands of a competent rider. And when it comes to style there is simply no comparison. Benefiting from bodywork repainted in the original colour two years ago, and a new pillion seat cover, this example last ran in October 2020 and is described by the private vendor as in good condition and running well, having been serviced (including a belt change) by a Ducati specialist in Italy in July of this year (copy bill available). Additional documentation consists of copies of the machine's Italian registration papers.Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.This lot is subject to the following lot symbols: NN If purchased by a UK resident, this machine is subject to a NOVA declaration, undertaken by Bonhams upon a successful sale, to facilitate the registration of the machine here in the UK.For further information on this lot please visit Bonhams.com

1979 Honda CB400F Super SportRegistration no. not UK registeredFrame no. CB400F 1083668Engine no. CB400FE 1079492Now one of the undisputed classics of the 1970s, the Honda CB400F first appeared in 1974. Described as 'the poor boy's muscle bike', it featured a four-cylinder, overhead-camshaft engine in a 250-sized package that endowed it with performance bettering than of many 500s. Boasting a stylish four-into-one exhaust, six gears and rear-set footrests, it was every boy-racer's dream and a huge commercial success. With a top speed of around 105mph, the CB400F was as quick as the rival two-strokes and handled better, yet was significantly more economical, especially when ridden hard. Well-preserved original examples are highly prized today. Registered in Italy, this particular CB400F has had only three recorded owners from new (two being the same person). Described by the vendor as in very good condition, the machine currently displays a total of 47,636km (29,601 miles) on the odometer and was last serviced in January 2018. Formerly red, it comes with the original fuel tank and side panels, while the seat has been re-trimmed to the original pattern. Otherwise said to be highly original, the machine is offered with its original keys; ACI Certificato di Proprieta; FMI Registro Storico Nazionale certificate and ID card; and Italian registration papers.Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.This lot is subject to the following lot symbols: NN If purchased by a UK resident, this machine is subject to a NOVA declaration, undertaken by Bonhams upon a successful sale, to facilitate the registration of the machine here in the UK.For further information on this lot please visit Bonhams.com

1997 Ducati Monster 900Registration no. not UK registeredFrame no. ZDM900M 012964Engine no. ZDM904A2C 038530While its large-capacity sports models were grabbing the headlines by dominating the World Superbike Championship, it was the relatively humble Monster that was Ducati's real success story, selling worldwide by the container-load and thus ensuring the Italian company's survival. Designed by Miguel Angel Galluzzi and introduced in 1993, the Monster single-handedly kick-started the continuing revival of 'naked' motorcycles. The fact that it was achieved by raiding the parts bin and combining the major components of existing models, only serves to underline the brilliance of Galluzzi's original concept. Thus the first M900 version used the air-cooled, two-valves-per-cylinder engine of the 900 Supersport and the chassis of the 851/888 Superbike. A 600 Monster arrived in 1994 and Ducati has continued to ring the changes on the engine front as the range expanded to encompass a plethora of variants. It remains a cornerstone of the Ducati range to this day.Italian registered, this Monster 900 has had three owners from new and is described by the vendor as in excellent condition (last serviced in June 2017). Currently displaying a total of 47,615km (29,588miles) on the odometer, the machine comes with its original clutch cover; two original keys (seat lock not working); tool kit; owner's manual; and Italian registration papers.Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.This lot is subject to the following lot symbols: NN If purchased by a UK resident, this machine is subject to a NOVA declaration, undertaken by Bonhams upon a successful sale, to facilitate the registration of the machine here in the UK.For further information on this lot please visit Bonhams.com

1973 Seeley-Suzuki TR500 Racing Motorcycle ProjectFrame no. CS 358 SEngine no. TR500-10067•One of two supplied to the Suzuki GB works team•Ridden by Stan Woods•Present ownership since the late 1980s•Offered for restorationMany-times British sidecar champion Colin Seeley bought Associated Motor Cycles' racing department when the company went into receivership in 1966. The previous year he had constructed the first Seeley racing frame to house a Matchless G50 engine, and the AMC purchase enabled him to produce complete Seeley G50 and 7R machines. With their improved frames, the ageing four-stroke singles enjoyed renewed competitiveness, Dave Croxford winning the British 500 Championship on a Seeley G50 in 1968 and '69. Before long, the basic Seeley design was being wrapped around other types of engine: Norton Commando twin, QUB single, Yamaha TD/TR twin, URS four, and the Suzuki TR500 twin. The first of the latter was built for Barry Sheene, then a Suzuki works rider, and on its Isle of Man Senior TT debut in 1971 finished in 3rd place in a race won by MV Agusta's Giacomo Agostini. The following weekend at Mallory Park, Sheene finished 2nd to Ago and the MV. It was no surprise that other riders were soon knocking on Seeley's door with requests for similar machines.The machine offered here is one of two supplied by Colin Seeley to Suzuki GB in 1973: '356' for Barry Sheene and '358' – that offered here – for Stan Woods. Suzuki GB had already ordered two of Seeley's monocoque designs, but these could not be got ready in time for the start of the 1973 season. In the second volume of his autobiography, 'Colin Seeley ...and the rest', Colin states: 'So we reverted to our proven TR500 Suzuki tubular-framed racer as used successfully by Barry Sheene in 1971. The first rolling chassis was delivered for Barry Sheene on 24th February 1973 and the second for Stan Woods a week later'. The only visible difference between the two riders' Seeley 500s was the tailpiece: Sheene's being red and Woods' navy blue. Stan continued as a works rider with Suzuki GB for 1974 and 1975 before signing for Honda GB's endurance racing team for 1976. The ex-Woods Seeley-Suzuki was purchased by the vendor in the late 1980s and has been stored ever since. Like many elderly race bikes, it had been modified over the years: the Dresda swinging arm; fork yokes and stanchions; handlebars; later (1974/75) Suzuki seat; and TR500 fairing being the most obvious departures from original specification. The Seeley is offered for restoration and sold strictly as viewed. Its mechanical condition is not known; accordingly, prospective purchasers must satisfy themselves with regard to its condition, completeness, correctness, or otherwise prior to bidding. 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

1952 Triumph 499cc TrophyRegistration no. XMK 633Frame no. 29909Engine no. TR5 29909From the time of its introduction in 1948, the Triumph Trophy was established as a true all-rounder: a machine that could be ridden to work during the week and then, with extraneous components removed, competed on at weekends in its owner's chosen branch of motorcycle sport. This matching-numbers (registration, frame, and engine) Trophy has been equipped from new with the factory-optional sprung hub and dual seat. The machine was restored ten years ago, including a full engine rebuild (new bearings, pistons, crankshaft shell-bearing conversion, etc). There are bills on file for works carried out and parts purchased, and the machine also comes with an old-style logbook, a V5C document, and documentation from the previous owner in the 1950s. Ticking all the boxes - fully matching numbers, original specification, restored condition, etc - the Trophy was last run in 2018 and is described by the private vendor as in very good condition throughout.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

1971 Triumph 649cc T120 BonnevilleRegistration no. YWX 971LFrame no. HE30178Engine no. T120 HE30178Along with BSA-Triumph's other 650cc twins, the Bonneville was re-launched for 1971 with the new oil-carrying frame. Despite its fine handling qualities, the chassis ran into criticism because of its tall seat and was revised three times before a lower version was standardised for 1972 together with a thinner saddle. The new models' botched introduction meant that within two years the entire BSA-Triumph Group was in severe financial difficulty, and the proposed closure of Triumph's Meriden factory led to the workers occupying the plant in September 1973. By this time the arrival of the 750cc T140 Bonneville had signalled that the 650's days were numbered, and the workers' occupation effectively sealed its fate. One of the last of the 650cc Bonnevilles, this matching-numbers example was restored in 2018 by RJM Classic Motorcycles and comes with invoices and correspondence relating to its restoration (perusal highly recommended). Additional documentation consists of a dating certificate and a V5C document. Last run in October 2020, this pristine machine is described by the private vendor as in 'as new' restored condition throughout. Although fitted with silencers in the earlier style, the machine also comes with the original pair of megaphone silencers also in 'as new' condition.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 Norton 750cc Commando FastbackRegistration no. EOG 34KFrame no. 202314Engine no. 202314The Commando's vibration-beating Isolastic frame enabled Norton Villiers to prolong the life of their ageing parallel twin. Launched in 1967, the Commando used the preceding Atlas model's 750cc engine and AMC gearbox, and was an instant hit with the motorcycling public, being voted MCN's 'Machine of the Year' for five consecutive years. It might have been a little down on top speed compared to rivals such as BSA-Triumph's 750cc triples and Honda's CB750 four, but the Commando more than made up for this minor deficiency with superior mid-range torque and steadier handling. The sole model available became the 'Fastback', so called because of its streamlined seat cowl, when the range was extended by the addition of a conventionally styled, 'S' version in 1969. Manufactured in December 1971, this Fastback was acquired by the current owner in 1977, at circa 5,000 miles, and imported into the UK from the USA in May 1993. It was originally built with a high-performance Combat-specification engine, which was completely rebuilt (at 10,300 miles) by Mick Hemmings and Jim Poole and is now fitted with standard 9.4:1 pistons. The machine has the following upgrades: Boyer electronic ignition; belt primary drive; Superblend main bearings; halogen headlight. We are advised that only 11,024 miles have been covered from new and that the Commando comes with its original Norton tool kit. Offered with a history file.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

Cypriot, Pambos Savvides two seater sofa, buttoned back, loose seat cushions, blue velvet upholstery with a long silk fringe border. W166cm, D80cm, H80cm.

An Arts and Crafts ebonised captains chair, having a spindle gallery back with red velvet buttoned back and arms, with an upholstered seat, standing on front turned legs on castors. W61cm, H85cm.

Cypriot, Pambos Savvides pair of sofa armchairs, corbeille shaped, buttoned backs, loose seat cushions, blue velvet upholstery with a long silk fringe border. W80cm, D80cm, H80cm. (2)

Cypriot, Andreas Savvides. A pair of carved walnut fauteuils / throne chairs in the Carolean or Restoration style, carved high back, the legs united by an x-stretcher, the seat upholstered in red velvet, early 20th century. W62cm, D56cm, H121cm. (2)

Cypriot, Pambos Savvides pair of carved walnut Louis XVI style salon armchairs with square backs, with loose seat cushions, upholstered in beige damask. W66cm, D76cm, H78cm. (2)

A campaign seat and two folding card tables

A ladderback child's elbow chair with rush seat and a pair of ladderback side chairs

A Shoolbred oak hall seat. Stamped to back rail

An iron and wood slatted garden seat. 84' long. (Rot to slats)

A painted metal garden seat. 54' long

A 20th Century oak church altar elbow stool, turned arm supports united by padded arms, on a rectangular padded button seat, raised on an X-shape frame. 78cm H x 71cm W x 51cm DProvenance: Content of St Mary's Abbey, Colwich. Located at St Mary'sCondition Report:Good Overall Condition. 

The Miser of Acton. Archive of correspondence relating to the famous William Jennens case, together with a manuscript copy of The Great Jennens Case, by Harrison & Willis, Sheffield, 1879. The archive includes approximately 150 letters, mostly from Mrs William Johnson, Hamstead Mill Road, Norwich, 1880s to 1900s, addressed to her son and daughter. The letters also pursue the wills of Robert Jennens, and William Thomas Jennens of Shottle, Derbyshire, 1803. Some examples of the content: 'they want to keep us out of the money because we should claim the estates. Father said if I succeed to think of my children so I shall. I cannot do anything till I know about having some money by.'; 'I feel sure we'll shout Victory Victory.'; 'I have just received a letter from Mr Side this morning he wants me to send him 1£ to search for the registers for the Salop estate...poor fathers money is getting very low I have done my best to spin it out as long as I could.'; 'Yesterday Acton Place near Sudbury Suffolk the seat of the famous Miser Jennens or Jennings was taken possession of by one the many claimants to the estate.' The archive includes two letters from the Record Keeper at Somerset House on headed paper (Probate Registry), confirming an unsuccessful search for the will of William Thomas Jennings in 1803 (27 June 1890), and stating 'there is no will of Wm Thos. Jennings attached to the second Grant in the estate of Robert Jennens' (9 July 1890). There is also a three-page letter from Mrs H. Hope of New South Wales, addressed to Mrs Johnson, 3 April 1900, 'Kindly excuse the liberty I am taking in writing to you, but having heard from some of my relations in England who have often mentioned your name in this case, I thought it would be as well to write to you, to ask you how much you know about the case. I have often heard my mother say, there was a great deal of money in the family and she fully expected the money to come to her before she died which was in October 1898 at the age of 84 years, she said as the money did not in her time, it would be sure to come in mine...I think between us all we might be able to employ a real good solicitor to work our case.'William Jennens (or possibly Jennings), known as "William the Miser" and "The Miser of Acton", was a reclusive financier who lived at Acton Place in Suffolk. He died unmarried and intestate in 1798, leaving behind a fortune estimated at two million pounds, which became the subject of legal wrangles (Jennens vs Jennens) in the Court of Chancery for over a century until the estate had been swallowed up by lawyers' fees. This may have been the inspiration for Jarndyce vs Jarndyce in Charles Dickens' novel Bleak House. In 1798, The Gentleman's Magazine reported, 'A will was found in his coat-pocket, sealed, but not signed; which was owing, as his favourite servant says, to his master leaving his spectacles at home when he went to his solicitor for the purpose of duly executing it, and which he afterwards forgot to do.'

A late George III mahogany hall chair, circa 1820, scrolling cartouche carved back in a Heraldry manner, rectangular seat raised on turned supports on out-swept feet. 93cm H x 38cm W x 36cm DCondition Report:Good overall condition.

A pair of 19th Century French oak hall chairs, crossed heart shaped back rest, rectangular form seat, raised on turned splay supports. 91cm H x 41cm W x 40cm DCondition report:Scratching to the seat area with refitted later legs. Backrest slightly loose.

A Regency mahogany x-shaped stool, scrolling gargoyle carved arms, later panelled seat, raised on cabriole supports on claw feet. 71cm H x 71cm W x 41cm DCondition Report:Signs of loss to the feet and later panels fitted to the seat.

An Arts & Crafts light oak carver armchair, circa 1905, upholstered and fret carved back with stylized heart motifs, upholstered seat, tapered legs, height 124cm

A Victorian gilt wood spoon back nursing chair, circa 1880, spoon back with scrolling foliage decoration, serpentine seat moulded apron, raised on short cabriole scrolling supports on white porcelain castors. 86cm H x 55cm W x 50cm DCondition Report:Good condition, the fabric will need replacing with general scuffs and scratches.

A George II oak corner chair, circa 1750, later carved (possibly 19th Century) mask of Green Man to the pediment united by swept scrolling carved arms, above twin vase splats and three turned columns, square solid seat, over a serpentine apron, raised on one carved scrolling cabriole supports and three square supports. 78cm H x 71cm W x 71cm DCondition report:Good overall condition with signs of a split to the seat, later carving, general scuffs and scratches.

A late 18th Century elm and yew wood wheelback Windsor chair, circa 1790, hooped yew wood back with spindle back with pierced wheelback splat, curved rail arms on shepherd crook supports, elm saddle seat, raised on turned elm supports united by crinoline stretchers. 103cm H x 58cm W x 42cm DCondition Report:Good overall condition with signs of slight loose on the stretcher.

A Louis XV style early 20th century gilt wood window seat, scrolling carved arms, over a gold damask upholstered seat, above a serpentine apron raised on French cabriole legs. 70cm H x 94cm W x 46cm DCondition Report:Good condition with signs of general scuffs on the gilt and later upholstered. 

A Louis XV revival giltwood two seater sofa, centre top foliage carving on a spoon back with scrolling arm supports, on a serpentine seat and apron, raised on cabriole foliage knee carved support. 93cm H x 130cm W x 60cm DCondition Report:Good condition with general scuffs and scratches to the giltwood, the fabric needs replacing and re-upholstery.

An early George III  oak five panel settle, Circa 1760, Moulded top with five moulded panel back, united with scrolling arms, on a globe column, fluted front raised on cabriole feet. Height 90cm, Width 189cm, Depth 58cmCondition Report:Generally good condition, signs of loss to the back, general scuffs and scratches , signs of liquid stain to the seat, signs of loss to the cabriole knees.

An Arts & Crafts oak open bench seat, two pierced hearts, above a solid moulded edge seat, raised upon shaped supports united by stretchers. 68cm H x 79cm W x 30cm DCondition Report:In good overall condition

A Victorian walnut/rosewood armchair, circa 1860, button back seat united by scrolling arms, foliage carved frieze, raised on turned supports on brass castors. 94cm H x 66cm W x 53cm DCondition Report:In good condition with later upholstery

A Charles I Carolean revival oak chair, 19th Century, globe urn finials united by a scrolling rail centred by a carved crown, above cane work flanked by turned columns, on a square embroidery padded seat, raised on reversed scrolling united by turned stretchers. 113cm H x 43cm W x 42cm DCondition Report:Good overall condition

An early 18th Century Dutch walnut and marquetry decorated chair, circa 1710, the vase shaped splat decorated with a bird perched atop an urn issuing floral branches, above the shaped drop in padded seat over a curved shape apron, raised on tapering cabriole legs terminating in hoof feet, united by serpentine stretchers. 108cm H x 53cm W x 42cm DCondition Report:In good overall condition with signs of cracks to the apron, general wear to the padded seat. 

A 1920's chinoiserie lacquered cane back armchair, scrolling top above cane work back and seat, scrolling arms, raised on cabriole supports on paw feet. 84cm H x 59cm W x 44cm DCondition Report:Good condition with signs of scuffs and loss to the lacquer.

A late 19th Century Chinese porcelain garden seat, of hexagonal form with reticulated top and sides, decorated in the famille rose palette with cartouche panels of exotic birds and insects in landscapes, studded gilt and polychrome detailing, height 47cmCondition: structurally good overall with no obvious signs of damage or restoration, gilding and polychrome rubbed in places as expected 

An early 20th century contemporary gilt and bergere bedroom chaise longue, spoon back with foliage carved united by rail with cane work inlay to back and seat, raised on tapering reeded supports. 87cm H x 110cm W x 54cm DCondition Report:Good overall condition with signs of wear to the canework, general scuffs to the gilt.