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A quantity of chassis componentsincluding four unidentified swingarms (one believed Rickman); a set of front forks; rear shock absorbers; together with racing mudguards; bearings (some new); racing seat unit, a pad and cover; exhaust components and fairing bracket, condition and completeness unknown, close inspection advised. (Qty)This lot is subject to the following lot symbols: ◊◊ £30 + VAT uplift and storage at £6 + VAT per lot per day.For further information on this lot please visit Bonhams.com

An autojumblers lotsincluding a racing type oil tank; Norton slimline tank badges; boxed chains; handlebars; handlebar grips; two believed CAV injection pumps; a wheel hub; rear racks; valve seat tool; and sundry spares, condition and completeness unknown, close inspection advised. (Qty)This lot is subject to the following lot symbols: ◊◊ £30 + VAT uplift and storage at £6 + VAT per lot per day.For further information on this lot please visit Bonhams.com

A quantity of bicycle components including some new Campagnolo itemsthree saddles (two Brooks); derailleur parts; seat stem; levers; peddles; crank and sundry items, condition, suitability and completeness unknown, close inspection advised. (Qty)This lot is subject to the following lot symbols: ◊◊ £30 + VAT uplift and storage at £6 + VAT per lot per day.For further information on this lot please visit Bonhams.com

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

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

2001 Aprilia 650cc Moto 6.5Registration no. X432 DBTFrame no. ZD4MH0000TN002571Engine no. R0464572Widely recognised as a motorcycling design icon, the Aprilia Moto 6.5 was created by Philippe Starck, the famous French industrial designer whose portfolio ranges from wind turbines to lemon squeezers, which perhaps explains its passing resemblance to one of his kitchen appliances. Introduced in 1995, the Moto 6.5 was powered by the Aprilia Pegaso's five-valve single, which went into a curvaceous bespoke frame. With 42bhp on tap, a low seat and weighing a mere 150kg (330lb) Starck's Moto 6.5 effectively fulfilled Aprilia's brief to produce a chic and user-friendly urban roadster. Sold new by Stockport Aprilia Ltd and owned by the vendor since 2018, this example has a total of 6,733 miles showing on the odometer. Last run in 2018, the machine will require re-commissioning before further use and is sold strictly as viewed. Offered with sundry bills, warranty booklets, PDI report, CD-ROM, four MoTs (most recent expired 2019) and a V5C, it comes with a box of indicators and a spare mirror. Offered with keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

1969 Yamaha 125cc YAS1Registration no. OWV 50GFrame no. AS1 12834Engine no. AS1 12834Yamaha introduced its first motorcycle - the YA1 - in 1955: a 123cc single-cylinder two-stroke strongly influenced (like BSA's Bantam) by the pre-war DKW RT125. The foundations of Yamaha's sporting tradition were soon established when YA1s won the prestigious races at Mt Fuji and Asama that same year. Yamaha's first twin-cylinder '125' arrived in 1969 in the form of the YAS1 sports roadster, a development of the 100cc YL1. With 15bhp on tap, the five-speed YAS1 was as fast as many British 250s, and owners were soon exploiting its potential for racing. This YAS1 was purchased by the lady vendor in September 1971 and used by her for the next ten-or-so years. The machine was then garage stored until 2005 when it was re-commissioned by MCTechnics for her son and reregistered in his name. MCTechnics' bill is on file. In addition, the tank and fork shrouds were repainted, the seat re-covered, the brake shoes relined, and flashing indicators added. 'OWV 50G' was then used for around six months and since the autumn of 2005 has been back in the garage. It has not been started since and will require re-commissioning at the very least and possibly more extensive restoration before further use. Sold strictly as viewed, the machine is offered with some expired MoTs and tax discs, (copy) old V5, a V5C Registration Certificate, and a Yamaha Service Manual. Offered with keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

1951 Brockhouse 98cc Corgi Mk2Registration no. NXS 811Frame no. 22166Engine no. MK2 W17688The Brockhouse Corgi was an adaptation of the Second World War Excelsior Welbike, which had been developed for use during the War for military parachutists. Intended to be dropped in its own container, the parachutist would remove it, lift up the handlebars, raise the seat, and off he went, possibly towing the container behind. After the War, the inventor, John Dolphin, took the design to Brockhouse Engineering of Southport, who modified it to produce the civilian Corgi, manufactured from 1948 to 1954 in Mark I, Mark II, and Mark IV versions. Acquired by the vendor in approximately 2017, NXS 811 was in a poor state and needing restoration. The owner advises that he carried out a total strip and rebuild, refreshing the paintwork, rewiring or renewing the various parts of the electrical system, including remagnetising the flywheel. Since completion, the machine has not been started or used, and will, therefore, require a degree of commissioning by the new owner. Documentation comprises a current V5C, photocopies of parts lists and operating instructions, sundry invoices, some photos and miscellaneous papers.Key not requiredFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

1965 BSA 173cc D7 Bantam SuperRegistration no. EOL 659CFrame no. D7 49556Engine no. FD7 8743The design of the Bantam came to BSA as part of war reparations in the immediate post-war period. Derived from a 125 DKW, it was put into production initially in 1948 and in the ensuing years was slowly developed, increasing in capacity from 125 to 150, and then to 175. EOL 659C was acquired by the vendor in 2020, in need of restoration. The owner advises that he carried out a complete strip and rebuild, renovating or replacing anything that was needed. The large quantity of invoices in the history file attest to this, and include paintwork, tyres, brake shoes, wiring harness, seat, conrod/big end assembly, and a CDI ignition kit. Since completion, the machine has not been started or used, and will, therefore, require some commissioning by the new owner. Documentation comprises a current V5C, an old MoT certificate, sundry invoices, some photos, and miscellaneous papers.Key not requiredFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

1961 Norton 249cc Jubilee de LuxeRegistration no. VCH 544Frame no. 102337 17Engine no. 94051 R17The Norton Jubilee, the company's smallest twin, was created to celebrate the diamond jubilee of the Norton company, founded in 1898. VCH 544 was purchased by the vendor in 2016, in need of restoration. The owner advises that he carried out a complete strip and rebuild, renovating or replacing anything that was needed. The large quantity of invoices in the history file attest to this, and include paintwork, carburettor, exhaust system, 12 volt electrics, alternator stator, chains, seat and electronic ignition. Since completion, the Jubilee has been started once, but due to a leg injury, the owner is no longer able to start it, hence the sale. The machine will, therefore, require some commissioning by a new owner. Documentation comprises a current V5C, an expired MoT, numerous invoices, some photos, and miscellaneous papers. The machine is presently on SORN.Key not requiredFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

1953 Matchless 347cc G3LSRegistration no. PTJ 898Frame no. A1840Engine no. 55/G3LS 29155 (see text)PTJ 898 was purchased by the vendor in 2018, in need of restoration. The owner advises that he carried out a complete strip and rebuild, renovating or replacing anything that was needed. The large quantity of invoices in the history file attest to this, and include paintwork, tyres, exhaust system, dynamo armature, chains, seat and magneto rebuild. Since completion, the machine has been started once, but due to a leg injury, the owner is no longer able to start it, hence the sale. The machine will, therefore, require some commissioning by a new owner. Documentation comprises a current V5C, an old RF60 log book, numerous invoices, some photos, and miscellaneous papers. Prospective purchasers should note that whilst the original engine has been replaced, the V5C still records the previous engine number. The machine is presently on SORN.Key not requiredFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

1956 Excelsior 147cc CourierRegistration no. LJU 671Frame no. 5PC/206 Engine no. C/1611After WW2 Excelsior concentrated on the production of lightweights powered by engines of their own make and those of Villiers. The Courier model first appeared in 1953 as the C2 with Excelsior's own 147cc engine, which went into the lightweight, plunger suspended cycle parts used for the existing U/R single-cylinder models. For 1954 a direct-lighting C1 version joined the battery-electrics C2, and then for 1955 the Courier was extensively revised with a new swinging-arm frame, dual seat as standard and battery electrics, becoming the C3. The Courier was last produced in 1957.Sold strictly as viewed, this machine is offered from the collection of noted collector, the late Ken Senior. The Consort was last taxed in April 2015 and comes with a V5C Registration Certificate.Offered without keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

From the estate of the late David Atkinson 1938 Brough Superior 982cc SS80Registration no. GWL 4Frame no. M8/2006Engine no. BSX 4706•Single family ownership for 59 years (1947-2006)•All matching numbers other than the fuel tank (originally '3343', now '3403')•Known ownership history•Present ownership since 2017'GWL 4' is one of 460 Matchless-engined SS80s built, of which some 300-or-so survive. Its accompanying Brough Superior Owners Club record card shows that this machine was supplied new to Laytons of Oxford in July 1938, where it was registered as 'GWL 4'. The SS80 was purchased from its first owner in May 1947 by Jack Billard, who owned the Brough for 58 years until his death in December 2005, aged 85. He had used it regularly until 2002, when a non-motorcycling injury meant he could no longer ride!During WW2, Jack Billard was employed making components for the Spitfire fighter and after hostilities ceased became a specialist panel beater, making wings for Rolls-Royce and Bentley cars. Jack was a keen motorcycle enthusiast, owning a Rudge and a Vincent before the Brough. When he married in 1948, he added a single-seat sidecar to the Brough, which was replaced by a Blacknell Safety 2 after his second daughter was born in 1955. The Blacknell was purchased from T C Munday & Co Ltd of Brixton, whose original bill of sale is on file. The Brough 'combo' became the family's main form of transport, with wife and daughters taking it in turns to ride pillion or in the Blacknell's full-size seats. Sundays were spent riding through the Kent or Sussex countryside towards the coast or attending Brough Club events, winning the odd trophy along the way. In spite of this regular use, the Brough covered only 17,705 miles in nearly 70 years.Jack Billard was not one to polish the Brough or sidecar. His priority was to see that the combination was properly maintained and roadworthy at all times. Jack fitted flashing indicators, choosing his own somewhat idiosyncratic colour code for the wiring, and added a Rolls-Royce picnic table for the convenience of the passenger in the Blacknell's back seat. The original engine was fettled in 2002/2003 by Dave Clark of the Brough Superior Club. Following Jack's death, the Billard family offered the Brough for sale at Bonhams' Harrogate auction in November 2006 (Lot 363) where it was purchased by the immediately preceding owner. The late owner purchased 'GWL 4' at Bonhams' Stafford sale in October 2017 (Lot 229). Since acquisition the sidecar has been sold and the machine kept in storage. Presented in 'oily rag' condition, the Brough is offered for re-commissioning or possibly more extensive restoration before commencing the next stage of its fascinating history. Accompanying documentation includes the aforementioned BSOC record card, a quantity of expired MoTs, SORN paperwork, and a V5C Registration Certificate.Key not requiredFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

From the estate of the late David Atkinson 1954/50 Vincent 998cc Series-C Rapide/Black Shadow (see text)Registration no. JCR 988Frame no. RC/12124/B (see text) Rear frame no. RC9046B/BEngine no. F10AB/1B/7146 Crankcase mating no. RR62/RR62•Rapide upper frame•All other numbers correct•Previous ownership from 1968- 2018•Stored for the last 53 yearsEver 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. Vincent Owners Club records show that engine number 'F10AB/1B/7146' (with upper frame 'RC9046B/B') belonged to a Black Shadow that went to Jenkin & Purser in Southampton in June 1950, while this machine's upper frame (number 'RC/1/7578') is from a Rapide Series C dating from 1954. The substitution was almost certainly carried out after the original upper frame had been damaged in an accident. The rear sub-frame ('RC9046B/B') is correct for the engine. The immediately preceding owner purchased 'JCR 988' in 1968 from John Craig & Co in Bristol, whose dealer plaque is still fixed to the rear mudguard. A student in Bath at the time, the aforementioned owner used the Vincent for around one year before finding it too expensive to run; it was then put in the garage and has been unused ever since! The current (late) owner purchased the Vincent at Bonhams' Beaulieu sale in September 2018 (Lot 407), since when it has been stored. Presented in 'oily rag' condition, ripe for sympathetic restoration, the machine is offered with handbooks, an old V5 registration document, and an old-style continuation logbook (issued 1966) recording the original frame/engine numbers and listing the model as 'Black Shadow'. Key not requiredFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

1988 Suzuki GSX-R750J 'Slingshot'Registration no. F960 XWOFrame no. GR77A-102925Engine no. R707-103841•Believed only three owners from new•Present ownership since June 2021•Last run in October 2021•Last serviced in July 2020Suzuki rewrote the 750-class rulebook when it launched the GSX-R750 on an unsuspecting world back in 1985. The 'Gixxer's development had been heavily influenced by lessons learned from the works TT F1 and Endurance racers of the late 1970s and early 1980s; lighter than a 600 and as powerful as a 1000, it made all other super-sports 750s seem flabby and slow. Yet within a few years Suzuki felt obliged to undertake an extensive redesign, a move prompted by the arrival of the Honda VFR750R, better know as the RC30. Like its predecessor, this second generation GSX-R benefited from experience gained in racing, featuring a much stiffer frame and swinging arm, larger-diameter forks, larger front brakes, 4-pot brake callipers, 17' wheel-spoke wheels, and a more aerodynamically efficient fairing. The engine had a shorter stoke (for increased revs), bigger valves (same size as the GSX-R1100's), larger oil radiator, 4-into-2 exhaust system, and 36mm flat-slide 'Slingshot' carburettors that gave the model its nickname. When the time came for the next revamp, the 1990 'L' model reverted to the longer-stroke motor and 4-into-1 exhaust, its specification in many respects being similar to that of the ultra-expensive 'RR' limited edition race replica of the year before. One of the modern era's few instant classics and until recently the sole surviving Japanese 750cc sports bike, the GSX-R750 was a huge commercial success for Suzuki and enjoys cult status today. Now more than 30 years old, many early GSX-Rs have suffered at the hands of successive owners, a state of affairs that has resulted in highly original examples becoming increasingly sought after by collectors. Supplied new by Two Wheel Services, Bridgend and believed to have had only two previous owners, this GSX-R750 was purchased by the vendor in June 2021 and last ran in October of that year. Still on its original exhaust system (many are now on 4-into-1 pipes) the Suzuki comes complete with its original numberplate and original pillion seat, the latter still in its box from 1988. Currently displaying a total of 17,192 miles on the odometer, the machine comes with numerous bills for parts; a quantity of expired MoTs and tax discs; all its original books (including the service booklet); V5/V5C documents; and a service invoice dated 30th July 2020. Offered with keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

1995 Yamaha YZF750R GenesisRegistration no. M880 KPDFrame no. YM *4HD-015141*Engine no. *4HD-015141*Having added FZR600 and FZR1000 models to its 'race replica' portfolio in the late 1980s, Yamaha eventually got around to doing the same for the 750 class, launching the all-new YZF750R and YZF750SP in 1993. All at once Yamaha had the most power and least weight in the class (133bhp and 195kg) courtesy of an improved version of the OW01 production racer's five-valves-per-cylinder engine and the latest iteration of the Deltabox aluminium alloy beam frame. Indeed, the YZF750 occupied the same amount of space as the FZR600 while offering FZR1000 power. With a racier specification than the track-focussed OW01 – shorter wheelbase, sharper steering geometry, and six-piston brakes (a sports bike first) – the YZF750 was quite simply the class of the field. A 'homologation special' intended primarily for the World Superbike Championship, the SP version came with Keihin flat-slide carburettors, a close-ratio gearbox, digital ignition system, fully adjustable suspension, and a solo seat among other modifications. This UK-market YZF750R was purchased by the vendor in June 2019 and has not been run since then. Re-commissioning will be required before further use. Accompanying documentation consists of sundry bills, an expired MoT (2012) and a V5C. Offered with keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

1974 Norton Commando 850 RoadsterRegistration no. RAX 714MFrame no. 850 F104803 and 310307Engine no. 310307•Believed one previous owner from new•Present ownership since 2020•Not run since acquisition•Requires re-commissioningThe Commando's vibration-beating Isolastic frame enabled Norton Villiers successfully to prolong the life of their ageing parallel twin. Launched in 1967, the Commando used the preceding Featherbed-framed Atlas model's 750cc engine and AMC gearbox, and was an instant hit with the motorcycling public, being voted Motor Cycle News '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 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 initially became known as the 'Fastback', so called because of its streamlined seat cowl, when the range was extended by the addition of a more sporting, though conventionally styled, 'S' version in 1969. Introduced in 1973, the '850' (actually 829cc) version featured a larger-bore, through-bolted cylinder block, stronger gearbox casting and an all-metal clutch among a host of other, more minor improvements. The extra capacity provided the '850' with even more mid-range urge and the model would continue as the sole Commando after 1975 when the electric-start MkIII was introduced. When the Wolverhampton factory closed in 1977 it meant the end of the line for the Commando, although a couple of batches of machines were assembled and sold later under the liquidator's control. Remarkably, the Norton twin had been in production for some 30 years. The Norton Commando's passing effectively brought down the curtain on this once great British motorcycle manufacturer, and as its last-of-the-line model the Commando is held in high regard today. Believed a one previous owner example, this 850 Commando Roadster was purchased locally by the current vendor in October 2020. Although running when purchased, the Norton has not been run since. Re-commissioning will be required before the machine returns to the road. Accompanying documentation consists of an expired MoT (2018) and a V5C Registration Certificate.Offered with keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

c.1958 Honda 49cc C100 Super CubRegistration no. not registeredFrame no. C100-149954Engine no. C100E M103162Introduced in 1958, Honda's classic C100 Cub 'step-thru' scooterette gave millions of people the world over their first taste of two-wheeled mobility. Better built, more powerful and more reliable than the majority of contemporary mopeds while endowed with handling superior to the small-wheeled scooter's, the C100 set new sales records for motorcycle production and its descendants continue to be immensely popular today. By 2018 over 100 million had been sold in over 160 countries! The vendor, a lifelong Honda fan, acquired this very early example from an auction in Japan. The start of something very special for Honda, it has the early Cub's 49cc overhead-valve engine, three-speed gearbox, automatic clutch, single seat and luggage carrier. Apparently original and complete, this collectible Super Cub could be mechanically re-commissioned and left in its present 'oily rag' condition, or alternatively treated to a sympathetic full restoration (the odometer reading is 2,014 kilometres). There are no documents or key with this motorcycle. Offered without keyFootnotes:* Import VAT Low Rate: Import tax at the reduced rate of 5% of the Hammer Price and Buyers Premium will apply should the lot remain in the UK.N (NOVA): This lot is subject to a fee of £125 + VAT payable by the Buyer, to undertake the relevant NOVA and C88 (Customs) clearance applications. Please see the Conditions of Sale for further information.All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.Lot to be sold without reserve.This lot is subject to the following lot symbols: * N* VAT on imported items at a preferential rate of 5% on Hammer Price and the prevailing rate on Buyer's Premium.N MOTORCYCLESIf purchased by a UK resident, this machine is subject to a NOVA declaration, whilst the responsibility of submitting the NOVA rests with the Buyer to do so, Bonhams will facilitate the process by engaging an agent (SHIPPIO) to undertake the NOVA and C88 (customs) application if applicable on the Buyer's behalf. A fee of £125 + VAT to do so will be added to the Buyer's invoice.CARSIf purchased by a UK resident, this machine is subject to a NOVA declaration, whilst the responsibility of submitting the NOVA rests with the Buyer to do so, Bonhams will facilitate the process by engaging an agent (CARS) to undertake the NOVA on the Buyer's behalf. A fee of £250 + VAT to do so will be added to the Buyer's invoice.For further information on this lot please visit Bonhams.com

2002 Yamaha TW125Registration no. BX02 VBLFrame no. *JYADE051000001058*Engine no. *E306E-027812*North America's wide-open spaces are the perfect playground for off-road motorcycles, and the importance of this leisure-orientated sector has long been recognised by European and Japanese manufacturers. Yamaha began contesting this market in the 1960s, offering a range of single-cylinder two-stroke trail bikes and purpose-built moto-crossers as well as twin-cylinder 'street scramblers'.Introduced in 1999 Yamaha's TW125 featured a single cylinder four stroke engine derived from the earlier SR125. With a claimed output of 11hp at 12,000 RPM the TW appealed to novice riders but was equally suited to a wet beach with its balloon tyres. Stopping power was delivered via a single front disc and an expanding drum brake to the rear. Weighing in at around 118kg, it was light and nimble enough and its dual seat, rear footpegs and optional luggage rack made for a practical and functional everyday mount. Purchased by the vendors late father in 2012, he was advised this 13,190 mile example was predominantly used for local commuting and the occasional weekend green lane session with friends. Unused since acquisition and last MoT'd in August 2009, the late owner's son, a professional mechanic decided to recommission the TW earlier this year including the fitting of a new rear tyre, sprocket and chain as well as overhauling the front brake calliper and fitting new brake pads. Offered with V5C Registration Certificate, key and MOT history print out, the vendor advises the machine will have a fresh MOT prior to the sale.Footnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

c.1980 Bakker-Honda CBX1000Registration no. EOT 742W (see text) Frame no. none visible Engine no. CB1E-2017855•Built by successful motorcycle racer, Dutchman Nico Bakker•Engine reconditioned by Nico Bakker•Requires re-commissioning A successful motorcycle racer, Dutchman Nico Bakker turned to frame-making in the early 1970s and is now one of the most highly respected specialists in this field. Catering at first for the racing fraternity (supplying frames to the likes of Phil Read, Johnny Cecotto, Giacomo Agostini, Kork Ballington and Jack Middleburg among others), Bakker branched out into providing frame kits to accommodate Japanese four-cylinder motors and the six-cylinder Honda CBX, as seen here. The vendor supplied the engine to Nico Bakker in 2014. Bakker had the engine reconditioned, fitting a hydraulic clutch, and then built the frame and supplied the other components. When collected in 2014 the machine was complete but unpainted. The vendor rode the bike once before stripping it and having the frame painted. It was then partly rebuilt, the fuel tank, exhaust system, seat and front fairing side panels being loosely assembled. Additionally, the vendor advises us that the engine will need to be refitted correctly in the frame. The machine will require careful re-commissioning/assembling before returning to the road and thus is sold strictly as viewed. The registration 'EOT 742W' is recorded in the HPI/DVLA database; however, there are no documents with this Lot. Prospective purchasers must satisfy themselves with regard to this motorcycle's completeness and mechanical condition, and the validity of its registration number prior to bidding. Offered with a Nico Bakker paddock stand. Offered with keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

1972 Suzuki GT750JRegistration no. EOH 502KFrame no. GT750-21794Engine no. GT750-21803The current vendor purchased this GT750 circa 2012 and has taken the last 10 years to restore it. A USA model, the machine was stripped down to the last nut and bolt and the frame blasted and powder coated, while the engine was dismantled and vapour blasted. The cylinder bores were fine, only requiring a hone to help bed-in the new piston rings. The crankshaft was sent to a specialist; all the bearings were fine except for one, which was changed. All the seals were changed and the crankshaft reassembled, while the water pump was replaced with a new one. All the exhausts were re-chromed and a lot of the other chrome parts re-plated. The wheels were rebuilt with stainless rims/spokes and chromed brass nipples, and fitted with new tubes, rim tape and tyres. The Suzuki was originally Candy Jackal Blue, which had faded in the sun when it lived in Florida. A re-spray was carried out in Gold Candy, which was a standard colour in Canada and Switzerland but not the UK where blue and pink were the only colours available in 1972. Electronic ignition has been fitted and the seat re-covered. Accompanying documentation includes a VJMC dating letter, V5C Registration Certificate and a box of receipts including the bill for crankshaft reconditioning. Offered with keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

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

One owner from new 1972 Bultaco 250cc Metrella MkIIRegistration no. HUK 118JFrame no. B-2304507Engine no. M-2304507One of motorcycling's many legends, the foundation of Bultaco was occasioned by the resignation of Francisco Xavier Bulto from Montesa, a company he had co-founded with Pedro Permanyer in 1945. The Montesa board wanted to withdraw from racing. Bulto disagreed and left in 1958, taking most of the racing department with him to set up a new company – Bultaco. Given the circumstances of Bultaco's birth, the company began racing soon afterwards.The Bultaco Metralla Mk 2 was marketed as 'a wolf in sheep's clothing, a road racer that you can ride on the street.' The design was simple, the hand built mechanicals reliable and tough, the handsome bike stark, stable, and fast. This example offered here was imported new in Northern Ontario where the current vendor grew up and purchased the Metralla from a local Honda dealership for around 350 dollars (original purchase receipt on file). In 1979 he moved to the UK and the Metralla was put into storage in his father's apartment building lock up until he passed away in 2010, the Metralla was imported into the UK where it was completely restored over a period of three years (2011-2014) at a cost of around £6,000. Parts that could be restored were and NOS parts were sourced, including the seat that came from Japan. Since then, it has been dry stored and used occasionally for trips to Goodwood from London. The machine was last run in December 2021, following a period of inactivity, recommissioning is recommended before returning to the road thus the machine is sold strictly as viewed. Offered with V5C Registration Certificate.Offered with keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

1974 Ducati 750SSRegistration no. not registeredFrame no. DM750SS*075134*Engine no. 075185•One of only 401 'round cases' built•Matching numbers•Restored by Swiss engineer Ulli Rothlisberger•Only 1,070km (665 miles) recorded since restoration•Kept in private collections•Not been ridden in over 20 yearsIt was, without question, Paul Smart's famous victory at Imola in April 1972 that really put Ducati's new v-twin on the map. It was a particularly sweet occasion for hitherto un-fancied Ducati, as the Bologna factory defeated not only the race-proven Triumph Tridents of Percy Tait, John Cooper and Ray Pickrell, but also the works 750 MV Agusta of Giacomo Agostini. With such an outstanding pedigree, the 750SS was a natural choice for racing's Superbike category, and later on proved highly competitive in AMA 'Battle of the Twins' (BOTT) and club Super Street racing in the 1980s. Smart's bike was based on the 750 Sport roadster introduced that same year. The racer's cycle parts remained close to stock - even the centre stand lugs were retained! - merely being up-rated with triple Lockheed disc brakes while the engine gained desmodromic cylinder heads, high-compression pistons and stronger con-rods. When the definitive production version - the 750SS - appeared in 1974 it differed little in overall conception from the Imola '72 bikes, among the most obvious external differences being the adoption of a centre-axle fork and Brembo front brakes. The big 'Imola' fuel tank and humped racing seat both featured on the road bike, which wore a cockpit faring rather than the racer's fuller streamlining. The 750SS received rave reviews in the motorcycling press, being hailed by Cycle magazine as 'a bike that stands at the farthest reaches of the sporting world - the definitive factory-built café racer'. Today the 750SS is regarded as a true landmark model and is one of the most sought-after of all Ducatis. This Ducati 750SS, a matching-numbers example with factory correct frame and engine number stamping, it is recorded in marque specialist Ian Falloon's definitive register.The Ducati was restored by Swiss precision engineer Ulli Rothlisberger with his friend and former Ducati engineer, Hannes Jakob. Ulli did the bodywork while Hannes restored the engine. Ulli then covered 1,070 kilometres while running in the machine before placing it with his extensive motorcycle collection in 1998. He never rode it again. Photocopies of bills and invoices (in German) relating to the restoration are available. In August 2003 a sister 750SS, also restored by Ulli, was featured and advertised for sale in Classic Bike magazine. It was described by Ducati guru, the late Mick Walker, as the best he had ever seen. American fabric designer Michael Maharam contacted Ulli to make an offer. That bike had already been sold, so instead Michael bought this one, which Ulli had held back as the better of the two. The 750SS then spent 15 years in Michael's studio on the 14th floor of a block in New York as a work of art together with an old R50 BMW and various Vintage-era Bianchi racing bikes. It was never ridden.The current vendor bought the Ducati from Michael Maharam some four years ago, it being the third 750SS he has been lucky enough to own since 1976. He changed the oil and filter, cleaned out the carburettors and set up a slave fuel supply to bypass the tank (so as not to leave traces of ethanol). The bike fired on the sixth or seventh kick, after not having run for some 20 years, and settled to a perfect tick-over. It has been permanently housed in a Carcoon bubble in a heated garage since purchase and, again, never ridden.Currently fitted with a Bologna numberplate, the Ducati is offered with a photocopy of an Italian registration document from Sulmona, Abruzzo, dated 7th May 1974 (when the machine was registered AQ 26405), a Swiss Rapport d'expertise, dated 3rd December 1990, and UK HMRC custom clearance and nova paperwork dating from 2018. The Ducati does not have a US title (the American owner never registered it), nor has it been registered in the UK. A possibly once-in-a-lifetime opportunity to own an example of this iconic Ducati.Offered with keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

Childs desk and seat - Winnie the Pooh style

Garden Singer sewing machine seat feature

10021991 Mercedes-Benz 300CE 24vReg. no. J36 OPJChassis no. 1240512B562298Engine no. 10498022028251Transmission: AutomaticMileage: 155,000The W124 Mercedes platform was a great success for the German marque produced from 1985 – 1997, and the model was made in saloon, estate, coupe and convertible variants. Mercedes released the cars with various innovations including a plastic undercarriage to produce a flat floor, reducing the drag and in turn reducing wind noise and increasing fuel efficiency. These stylish pillarless coupes are powered by a super smooth 6-cylinder 3-litre M104 engine producing 220bhp. This unit produced more than enough power to waft along effortlessly and occupants enjoyed all the options that came with a top spec. coupe of this era including air conditioning, cruise control, heated seats and those iconic seat belt systems that bring the belt towards the front passenger upon turning the ignition.Currently on 153,000 miles, not a worrying amount for these big sixes, this example has just minor imperfections to the bodywork. The car has been owned by its current custodian since 2018 but has only seen 90 miles in that time, its MOT expired in 2020. The sale includes a current V5 and a quantity of history for previous parts and work completed. Having been off the road for a couple of years it will require light recommissioning, such as a service. This is a future classic in the making that should require minimal work to enjoy. The registration plate is included with the sale.* Amendment Although the car turns over it currently fails to start. The vendor spent some money having it investigated thinking it maybe the immobiliser which has now been de-activtated.Estimate: £2,500 - 3,500To be auctioned along with a fantastic selection of other vehicles on October 15th at our Showell Farm site, SN15 2NU. Viewing is welcome prior to sale and all cars are sold as seen. Lots are not available to buy prior to auction. A fully illustrated catalogue is available on the Richard Edmonds Auction website. Bids can be left with the auctioneer, made online, by telephone or live in person. All lots are subject to commission.Vehicles that are un-registered or on foreign plates may require Import Duty and VAT to be paid upon purchase via HMRC prior to registering with the DVLA for a UK plate, if you are not sure please ask. For classic cars over 30 years this equates to 5% Duty on the final value.

10121948 Allis - Chalmers Model B TractorReg. no. FMW 488Chassis no. t.b.a.Engine no. V5 INELDTransmission: ManualAllis-Chalmers decided to produce small, inexpensive tractors from the 1930s for American farmers with smaller parcels of land. The model B featured an orange styled body with a petrol engine situated at the front.This particular example has rally-condition paintwork in solid, original condition. It is left hand drive with a bench seat and it is said that both the engine and gearbox run well. It is one of the first of its type, UK built in 1948 to feature a bench seat instead of the usual single bucket type seat. The tractor comes with some previous bills and historic road fund licence that expires June 2023.Estimate: £3,000 – 4,000To be auctioned along with a fantastic selection of other vehicles on October 15th at our Showell Farm site, SN15 2NU. Viewing is welcome prior to sale and all cars are sold as seen. Lots are not available to buy prior to auction. A fully illustrated catalogue is available on the Richard Edmonds Auctions website. Bids can be left with the auctioneer, made online, by telephone or live in person. All lots are subject to commission.Vehicles that are un-registered or on foreign plates may require Import Duty and VAT to be paid upon purchase via HMRC prior to registering with the DVLA for a UK plate, if you are not sure please ask. For classic cars over 30 years this equates to 5% Duty on the final value.

10231935 Humber 12 SaloonReg. no. VN 8086Chassis no. 23079Engine no. 23084The 12 of 1933 was the first Humber developed wholly under the ownership of the Rootes empire, which had taken over the distinguished Coventry concern in 1931. Now joined at the hip with Hillman, the two companies shared several designs and parts, but while Hillman focused on mass sales, Humber retained its traditional position as a more upmarket vehicle. Thus, even the smaller-capacity cars, such as the 1669cc 12, were well-appointed on the inside, despite being Hillmanesque on the outside.This 1935 Humber 12 is in good all-round condition. The interior is a particularly pleasant place to be, with high-quality leather upholstery and various period luxury features - individual ashtrays in both rear-seat arm rests, for example. The paintwork has a lovely, mellowed finish in keeping with a car of this age. The car is offered with a V5C, a selection of bills and an older logbook.Estimate: £6,000 - 8,000To be auctioned along with a fantastic selection of other vehicles on October 15th at our Showell Farm site, SN15 2NU. Viewing is welcome prior to sale and all cars are sold as seen. Lots are not available to buy prior to auction. A fully illustrated catalogue is available on the Richard Edmonds Auctions website. Bids can be left with the auctioneer, made online, by telephone or live in person. All lots are subject to commission.Vehicles that are un-registered or on foreign plates may require Import Duty and VAT to be paid upon purchase via HMRC prior to registering with the DVLA for a UK plate, if you are not sure please ask. For classic cars over 30 years this equates to 5% Duty on the final value.

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

10331962 Rover 100Reg. no. 230 XVWChassis no. 75002627BEngine no. t.b.aTransmission: ManualMileage: 58,988 (Indicated)Although 16,500 Rover 100’s were produced between 1959 - 1962, there are now thought to be less than 1000 currently registered on UK roads. They were fitted with 2.6 litre straight six engines with overdrive on top gear and Girling disc brakes at the front.This two-tone green example has the optional twin front seats as opposed to a bench seat. It is described as in good overall condition with some recent paint work having been completed. Despite being MOT exempt, the vendor has put it through an MOT recently for peace of mind. According to digital history it has seen less than 6000 miles since 2006. This 100 has had just six former keepers and comes with a current V5 as well as a large folder of history including parts receipts and old MOT’s. The front seats upholstery could do with some attention and some of the chrome work is seeing signs of wear, however the car drives and stops well.Estimate: £3,000 - 4,000To be auctioned along with a fantastic selection of other vehicles on October 15th at our Showell Farm site, SN15 2NU. Viewing is welcome prior to sale and all cars are sold as seen. Lots are not available to buy prior to auction. A fully illustrated catalogue is available on the Richard Edmonds Auctions website. Bids can be left with the auctioneer, made online, by telephone or live in person. All lots are subject to commission.Vehicles that are un-registered or on foreign plates may require Import Duty and VAT to be paid upon purchase via HMRC prior to registering with the DVLA for a UK plate, if you are not sure please ask. For classic cars over 30 years this equates to 5% Duty on the final value.

Ercol spoon book mid century chair with upholstered seat, back and arm rests, 114cm tall. Age-related wear and scuffs to include scratches and knocks etc. Some paint to reverse.

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

Offered from The Forshaw Speedway Collection, ex-Art Pechar c.1927 Indian 350cc Dirt Track Racing MotorcycleEngine no. BLR 127•An extraordinary survivor•Used by one of the first idols of the sport in England, Art Pechar, breaking records at Stamford Bridge and beyond•Owned by Mr Roy Benton from 1934 until c.1986•Correspondence from Jeff Clew, Dr. Harry Sucher (author of 'The Iron Redskin') and Esta Manthos of the Indian Motorcycle Museum•Dr. Harry Sucher, in correspondence with Jeff Clew, confirming it is undoubtedly a factory frame. •Esta Manthos states that 'you can feel pretty sure that the machine you have is the one that was damaged' after Pechar's crash in a 1929 match race•Restored to a very high standard by Richard ForshawLike so many motor cycle companies the Indian origins were with the bicycle trade, The Hendee Manufacturing Company founded by George M Hendee in Springfield Massachusetts. At the turn of the century, with the gathering pace in modern transport, Hendee along with design engineer Oscar Hedstrom moved into motorcycle production in 1901. Slightly confusingly the Indian brand emblazoned across the fuel tank was still under the Hendee banner until 1923 when the Indian name became recognised as the Indian Motorcycle Company. Indian quickly gained a name for performance and quality. Oscar Hedstrom was Swedish, his parents settling in New York where Oscar became an apprentice watchmaker albeit obsessed with bicycles and motor cycles. His horizons soared when he joined Hendee. Soon the Indian name became famed for the new craze of board racing where speeds on the timber oval tracks reached over 100mph. Crashes were frequent as was bombardment of vicious flying splinters from the pine wood boarded surface. The renowned Jake de Rosier and his 998cc Indian became motorcycling's first great rider/factory partnerships. As Lords of the Boards they dominated board track racing for a full five years up to 1910. The Indian name, at the forefront in America, soon spread across the Atlantic when in 1911 Indian dominated the Senior TT filling the first three places. When the USA entered the first World War, Indian with its formidable reputation produced 50,000 motorcycles for the military. After the war dirt track racing in America which had existed in some form from the first decade of the century was now an increasing interest. The sport spread to Australia by at least as early as 1923 and in 1928 found its way to England. Art Pechar became one of the first idols of the sport in England. Born in Albany, New York, in 1900 Art was racing motorcycles by the age of seventeen. Always faithful to Indian, Art was a champion of the board tracks. In 1926 he won 23 of his 27 races and the following year in 1927 he won the American National Three and Ten Mile Championships. Art was employed by the American Railway Company and in 1928 he negotiated a leave of absence to sail for England, 'on a voyage of discovery' as he described it. Travelling with his brother Alf who acted both as his business manager and mechanic they arrived in England either in April or early June 1928. On the 16th June Art made his indelible presence on the English cinder track scene. First appearing at Greenford, Middlesex, in the afternoon, at that time the longest at half a mile and the fastest track in the country, Art and his 21.35ci in (350cc) Indian lowered the lap record by a full two seconds. Crossing London to the Stamford Bridge track at Chelsea the same evening Art repeated his meteoric performance by once again demolishing the lap record. But not before an apparent horrific and spectacular crash at his first attempt where fortunately he was unhurt. Needless to say with this heroic performance and with the soon to be seen Art Pechar broadsiding his bright red Indian to numerous race wins he became the idol of Stamford Bridge and beyond. He would sometimes give a 20 second start to his opponents and still within the regulation four laps he would manage to work his way to the front. His match races with Billy 'Cyclone' Lamont and his AJS and Sprouts Elder with his works supported Douglas were legendary. A second 500cc Indian was reported to be on its way across the Atlantic in late June but it was not until the end of July that it finally arrived. Art delighted with the extra performance even if his opposition were not so excited. 22nd August was Art's last event for that first season, and he was presented with a silver cup, his adoring fans cheering as he made a farewell lap with Alf perched on the back.Art returned for the 1929 season in April but on the 31st July he badly dislocated his shoulder at Stamford Bridge and it was announced in The MotorCycle on the 1st August he was returning to America and further, that he and his two Indians would not be returning. However, it would appear that in the end the 350cc machine was left behind. It had been acquired by two aspiring young speedway riders at Barnet Speedway (their names not known) when in 1934 it was purchased by Mr Ron Benton. From the 26 accompanying letters in the history file on 'BLR 127' it is possible to track most of the story up to the time when it was acquired by Richard Forshaw along with the BSA (Lot 505) in 1990 from Mr Gregory in Wellyn, Hertfordshire. Ron Benton (who was part of the Richard Noble's Thrust 2 team) kept the Indian for many years but writing to Richard Forshaw in January 1990 in a long letter explaining that he finally parted with the Indian when his marriage failed and he had to sell up (without providing any dates, although correspondence from the next owner would suggest c.1986 (see below)). At that time the Indian was substantially complete but missing the correct tank (the tank fitted Ron describes as a replacement of the original type that he bought from Simpson Motors - a motorcycle breakers before the war), handlebars (the handlebars are a unique three piece fabrication that Ron says the machine did have), the pan type seat, front wheel (which had been replaced by Ron with a Douglas front wheel) and finally the magneto. This had been with the machine and Ron remembered it as a Bosch. He continues to say that he thinks he has the rear stand. We next hear of this rarity is when it is acquired by Roger Harrison in the 1980s – quite probably from Ron Benton. There is a lot of correspondence from Roger Harrison, Jeff Clew, Dr. Harry Sucher (author of 'The Iron Redskin') and Esta Manthos of the Indian Motorcycle Museum. Through this considerable correspondence there is general agreement that this is most definitely a dirt track Indian and not a boardtrack racer, Dr. Harry Sucher, in correspondence with Jeff Clew, confirming it is undoubtedly a factory frame. Further, that it is very likely the 350cc Indian that Art Pechar must have left in England when he finally turned to America. This becomes ever more likely as the smaller engined machine would not be as competitive on the American tracks. Over and above that, Esta Manthos, in a letter to Roger Harrison dated February 1987, states the machine is identical to Pechar's - and goes on to state that 'you can feel pretty sure that the machine you have is the one that was damaged' after Pechar's crash in a 1929 match race, after which he was unable to race for the remainder of the year because of an arm injury.This Indian has been restored to a very high standard. The unique handlebars had to be made and the pan saddle produced by Howard Hellman in Texas. Full documentation for the saddle is on file. Further accompanying photographs of before and after restoration, related prints from the press and an original Stamford Bridge programme dated July 14th 1928 including a feature on the remarkable Art Pechar. The mechanical condition is not known and therefore we recomm... For further information on this lot please visit Bonhams.com

Offered from The Forshaw Speedway Collection c.1939 Excelsior JAP 500cc Mk I Speedway Racing MotorcycleFrame no. L 187Engine no. JOS/C 3418•Max Grosskreutz designed frame•Well-presented example of a popular pre-war Mk I modelStarting under the name of Bayliss Thomas & Company as Coventry manufacturers of bicycles and ordinaries from 1874, the name changed to the Excelsior Motor Company in 1910. Excelsior had close links with Prestwich at Tottenham from as early as 1914. Later taken over by R. Walker & Sons after the first world war and moving to Tysley Birmingham, Excelsior built their image through racing, winning the Lightweight TT in 1929. They later commissioned Blackburn to design a four-valve engine, this 'Mechanical Marvel' resulting in another TT win in 1933. This engine inspired Excelsior to produce their own similar engine, the Manxman in 1935 which established itself in the racing world including a win in the German Grand Prix in 1936. A little earlier in 1932 Excelsior had joined rivals in the speedway world when Prestwich asked them to produce a suitable frame. His was a one off and nothing more happened for some years. Around 1935/6 Max Grosskreutz started to make frames to his own design which became very popular and successful. Max was persevering to meet the demand with ever more interest when Bluey Wilkinson won the world Final in 1938 with a Grosskreutz frame increasing the demand even further. By April 1939 Max had placed a £1,000 order with Excelsior to produce frames in volume. This became the Mk 1 Excelsior. These were unusual, although lugged as so many others of the time this frame had two extra tubes running below the fuel tank from the steering head to the seat down tube. Inevitably this became known as the Five Tuber.It is not known for certain when this Excelsior joined the Forshaw collection but in a letter dated 1989 from Richard to Mr Hunt he asks if he can arrange to see the Excelsior speedway machine 'that we spoke about some eighteen months ago'. It is reasonable to assume that a deal was concluded. It is not known how much work had to be carried out when this machine was purchased but this Mk1 Excelsior is now a very well presented example of a very popular design from the later 1930s. Accompanied with many photographs, Excelsior adverts and literature as well as a sketch of a knee hook assembly. The mechanical condition is not known and therefore we recommend recommissioning and/or restoration to a greater or lesser extent. Key not requiredFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

Offered from The Forshaw Speedway Collection c.1975 Jawa Model 890/1 Speedway Racing MotorcycleFrame no. N-2360Engine no. 10559Jawa produced the two valve 890 machine until the later 1970s when they had no alternative but to develop a four valve version to meet the challenge of Weslake who had moved the goal posts by introducing their four valve engine in 1975. Ivan Mauger won his first world title in 1968 with Jawa and remained faithful to the marque for 13 years before finally changing to Weslake. Despite all their success Jawa took some time to become fully universal and widespread in the sport. JAP remained all too visible for a long time well into the later 1970s particularly with the up and coming teams. An oil in frame model, this Jawa 890/1 still retains its banana seat and is later than Lot 528. It is not known when it was acquired for the collection but it is a well presented restored example. The mechanical condition is not known and therefore we recommend re-commissioning and/or restoration to a greater or lesser extent.Key not requiredFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

Offered from The Forshaw Speedway Collection c.1968 Jawa Model 890 Speedway Racing MotorcycleFrame no. 2112Engine no. 3739/1968•The 'photo opportunity' machine at the start of The Forshaw Collection display in the Haynes Motor Museum•A very early example with the banana seat and the separate oil tankIn 1950 Jaroslav Simandl decided to produce an entirely new engine for speedway. This became the ESO (Czech for Ace) the most significant factor of the new two valve engine was the over square bore stroke dimensions of 88mm x 82.8mm totally different from the all-conquering long stroke JAP of 80 x 99. The company was soon nationalised and in 1964 became part of the Jawa Corporation, the ESO name now replaced with Jawa. Jawa motorcycles had been founded in 1929 when Frantisek Janeceic bought the motorcycle division of Wanderer, a part of the Auto Union car company. The Jawa logo derived from the Janeceic and Wanderer names. Jawa became by far the most active Eastern European manufacturer in motor cycle sport. The first speedway machine, the Model 890 launched in 1966 with its distinctive feature of a banana shaped seat and a separate oil tank on the rear frame soon to be superseded by oil in frame models. Ivan Mauger won the first of three consecutive world titles on the 890/1, continuing to ride Jawas until 1981 when he transferred his allegiance to Weslake. It took some time for Jawa to overtake the market from JAP which was still a very much favoured engine into the 1970s especially in the lower leagues. The Czech engine remained competitive in the forefront enjoying world titles in both speedway and long track. Initially Jawa was the preferred engine in the 1990s when the 'laydown' concept entered the sport undeniably through their effective 'laydown' experimental work on the fast continental long tracks. Jawa frames have always been very popular right up to the present day. This Jawa Model 890 is famously the 'photo opportunity' machine at the start of The Forshaw Collection display in the Haynes Motor Museum – and one that many thousands of people will have sat on with great excitement. A very early example with the banana seat and the separate oil tank, there is no documentation and it is not known when it entered the Forshaw collection. The mechanical condition is not known and therefore we recommend re-commissioning and/or restoration to a great or lesser extent.Key not requiredFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

1942 Harley-Davidson 739cc WLA ProjectRegistration no. not registeredFrame no. to be advisedEngine no. 42WLA 36240Introduced in 1929 as a competitor to Indian's successful 750cc sidevalve v-twin, the Harley-Davidson Model D - better known as the '45' (its capacity in cubic inches) - really took off when the USA's entry into WW2 created an unprecedented demand for military motorcycles, around 90,000 of the WL (military) version rolling off the Milwaukee production lines before hostilities ceased. After rigorous testing in 1939, the US Army ordered its first batch of WLs in March 1940, with further substantial orders of machines from South Africa and Great Britain following soon after. These military Harleys benefited from the new aluminium cylinder heads fitted to the civilian version from 1939 and came with a full complement of equipment including D-shaped foot-boards, crash bars, skid plates, cargo racks and panniers. Designated WLA (Army) or WLC (Canadian-built), the Harley '45' saw action in just about every theatre of war. 'De-mobbed' Harleys helped meet the upsurge in demand for motorcycles in the immediate post-war years, doing much to establish the marque's reputation worldwide. Purchased by the vendor's father from a breaker's yard around 1970, this WLA appears to have been prepared for civilian use but does not seem to have been registered. Ripe for restoration, the machine is fitted with an unusual seat unit and comes with a silencer and right foot-board (both detached).Key not requiredFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

Ex-Barry Sheene, ex-John Cronshaw 2001 FWD Manx Norton 500cc Racing MotorcycleFrame no. FW02Engine no. FW02•Frame FW02 ridden by Barry Sheene in his last (winning) race, as confirmed in writing by Fred Walmsley •Frame FW02 and engine FW02 used by John Cronshaw in the 2002 INCA European Classic Series•Purchased by a consortium of private collectors' from Fred Walmsley at The International Classic MotorCycle Show, Stafford, April 2003•Current family ownership since August 2003•Requires re-commissioningA machine of some considerable historical significance, the Fred Walmsley Development Manx Norton offered here - 'FW02' - was ridden to victory by the late great Barry Sheene in his last ever motorcycle race, at the Goodwood Revival Meeting in 2002. World Champion in the 500cc class in 1976 and 1977, Barry had retired from motorcycle racing at the end of the 1984 season. He then turned to other forms of motor sport, including truck and touring car racing, before emigrating with his family to Australia in the late 1980s in the hope that the warmer climate 'Down Under' would help mitigate the pain of his injury-induced arthritis. Settled in a new home on the Gold Coast, he combined a property development business with a role as a television commentator on motor sport. From the late 1990s, Sheene became involved in historic motorcycle racing, competing at events such as the Philip Island Classic in Australia and at Donington Park, Scarborough and Goodwood in the UK. In 2002 he was invited back to what would be his final competitive outing on a motorcycle, the Goodwood Revival Meeting, held in September. Barry's mount that day was this machine, one of celebrated engineer/tuner Fred Walmsley's modern Manx Norton re-creations. The pair's relationship had begun back in 1999 when Barry had asked Fred to provide a machine for F1 World Champion Damon Hill to ride at the second running of the Goodwood Revival. Barry was riding someone else's Manx in practice, only for the bike to suffer a serious mechanical failure which Fred fixed; from then onwards Barry only ever rode machines supplied by Fred. Barry had already scored two wins on one of Fred's bike at Donington Park earlier in 2002 before receiving his cancer diagnosis in July. His request for Fred to provide a machine for the Goodwood Revival came out of the blue. Fred and his rider John Cronshaw were at Most in the Czech Republic having just won the InCA European Classic Series when the call came in, necessitating an overnight dash back to the UK to get a bike prepared for Barry in time for Goodwood. Both of the engines used in the European Classic Series were rather tired, but Fred managed to put together a motor using the best bits of the two. Unfortunately, the cobbled-together engine proved unsatisfactory, so on the Friday after practice Fred had to borrow one of his '90-bore' motors that he'd sold to Norton specialist, the late George Cohen. Barry used George's engine at Goodwood that weekend, finishing second in the Lennox Cup on Saturday and winning it on Sunday to take overall victory. Barry Sheene died in hospital in Australia in March 2003 aged 52. The Lennox Cup was later renamed the Barry Sheene Memorial Trophy in his honour. In April 2003, at the International Classic MotorCycle Show, Stafford, Fred Walmsley sold 'FW02', now reunited with its original engine, to a small consortium of private collectors' - each of whom paid one third of the cost. Shortly thereafter, in August 2003, 'FW02' was sold to a private collector, since deceased. The machine is offered for sale by his widow. Rider Nick Allison rode the Manx at Le Mans in April 2004, achieving two podium finishes, while Marcus Bisson demonstrated it at the Greve de Lecq hill climb in Jersey in 2003 and 2004. Its last outing is believed to have been the 2005 Sheene Run through Rugby town centre. The Norton has also been displayed at various other events. Not used for some years, the machine will require re-commissioning, at the very least, before further use and thus is sold strictly as viewed. As presented today, 'FW02' departs from its 2002 specification in various ways, most notably the engine, front wheel, forks, controls, gearbox and swinging arm are not those used by Barry Sheene. As stated above, the engine is the bike's original (as used by John Cronshaw), Sheene's 2002 Goodwood engine having been retained by the late George Cohen. Close examination of contemporary photographs - particularly with regard to the fairing's decals and their placement - suggests that the fairing is the one fitted to Barry's bike at Goodwood in 2002 (please speak to Bonhams for further clarification). Prospective bidders should satisfy themselves as to the motorcycle's original components and mechanical condition. Included in the sale is a race fairing (with former 500cc World Champion Wayne Gardner's name and scrutineer sticker for The Barry Sheene Memorial Trophy at the 2003 Goodwood Revival), seat (with applied sticker for The Sheene Run, 2005) and alloy fuel tank.The machine also comes with a substantial history file, which contains provenance documentation from Fred Walmsley dated 4th May 2003; 24th March 2006 and further correspondence on 17th May 2022 (perusal recommended) among many other documents, photographs, press cuttings, etc. Much missed, Barry Sheene has left behind a racing legacy admired by everyone connected with motorcycle sport, and this Manx Norton, the last machine he rode, represents a fitting coda to a glittering career. Key not requiredFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

1939 Norton 490cc InternationalRegistration no. SO 6727Frame no. 61155Engine no. 91258'SO 6727' was bought new in 1939 by Robert McLaren, whose father was a Norton agent in Forres, Scotland, through Alexander's of Aberdeen. His elder brother stayed at home during WW2 and kept the Norton licensed and ready to go. Robert, when on leave, regularly went to Gailes in Ayrshire on the bike, a trip he funded by playing the accordion for 10 shillings a night! When the War ended, Robert was posted to RAF Lossiemouth with the Royal Electrical and Mechanical Engineers. Circa 1947/48, he sold the International, with 7-8,000 miles on the clock, to a friend called Willy Anderson of Muirfield Road, Elgin. The next owner, James Angus Gellatly, saw the International advertised in Motorcycle Sport in 1954. He told the story above to the late John Foster in 1995. John Foster bought the Norton in 1993, its previous owner (since December 1986) being Alan Douglas Clark of Auchterhouse, Dundee. John covered many miles on the Norton and returned it to the original rubber-seat-and-separate-pillion layout. He also rode it from Fife, Scotland, to Switzerland for the Klausen Hill Climb in the 1990s. His son inherited the Norton when John died in 2019 and has since had it sympathetically restored. It has sat for six years, but the tyres were new. Re-commissioning will be required before further use. Offered with a history file. Key not requiredFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

1918 Harley-Davidson Model F Motorcycle CombinationRegistration no. SV 6533Frame no. 18F 3231Engine no. 19 T3 683•Built to European specification and sold new in Paris•Louis Vannod top-of-the-range Grand Luxe sidecar•Numerous additional 'extras' and safety features•Only four owners in 104 yearsThis Harley-Davidson motorcycle combination was purchased new by a Mr Cante, whose address is recorded on a brass badge attached to the front fork. He purchased the machine from the Harley-Davidson Agence Parisienne Exclusive dealership in Paris, France. This machine is an original civilian Harley-Davidson built to European specification; thus it has two brakes rather than the single (rear) stopper standard on American models. Both brakes operate on the rear wheel and the machine has two foot-brake pedals, conforming to the European regulations at that time.In 1922 Mr Cante sent the Harley to sidecar manufacturer Louis Vannod, a company recognised as France's premier sidecar maker. The original Harley-Davidson sidecar was removed while the chassis, supplied with the machine in 1918, was retained. This striking looking sidecar is Louis Vannod's top-of-the-range Grand Luxe model and has several additional 'extras' and safety features:•An extra brake on the sidecar wheel•An electrical system featuring a 6-volt dynamo driven from the crankshaft•Electric lighting set•Unusual 'V' windscreen (a work of art)•Brass handle for the passenger door•Tool box boot•Extra front chassis support•Child's sprung seat fitted to the luggage rack•A different carburettor (far superior to the original Schebler carburettor)•Up-rated forks•Stronger wheels and larger tyresMr Cante owned the Harley until WW2 when he gave it to a Mr Bouquet in Paris as a token of thanks for the latter having saved his son's life during the war. The current vendor purchased the machine some 40 years ago from Mr Alain Bouquet, grandson of the aforementioned Mr Bouquet senior. The vendor is only the Harley's fourth owner in 104 years! Restored in 1992, this magnificent Harley-Davidson motorcycle combination was last run this summer and is described by the vendor as in good condition. Unique in its specification, the machine comes with a dating certificate, a V5C document and its original French-language handbook, which must be extremely rare. Key not requiredFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

Property of a deceased's estate 1950 Vincent 998cc Series-C Black ShadowRegistration no. LRO 538Frame no. RC5738B Rear Frame No. RC5738BEngine no. F10AB/1B/3838 Crankcase Mating No. FF47 / FF47•Matching numbers•Present family ownership since 1987•Stored since 2005•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 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 Vincent Owners' Club has kindly confirmed that this matching-numbers Series C Black Shadow was despatched to a dealer called Humphreys in London in April 1950. The old V5 on file shows that its late owner registered the Vincent on 17th October 1987, the previous keeper being listed as Mr Richard Armstrong of Hertford. The Shadow's condition when purchased by the vendor's late father is not known, but the machine now presents as an 'older restoration' that would benefit from detailing (note the crankcase breather modification). Invoices on file suggest that it was subject to a rolling restoration or simply maintained to a good standard. The odometer displays 5,256 miles, presumably since restoration. SORN'd since 2005 and last taxed until 31.5.2005, the machine has remained off the road since then and will require re-commissioning and/or restoration to a greater or lesser extent before further use (the engine turns over). Sold strictly as viewed, the Shadow comes with a substantial file of documentation to include sundry invoices, expired MoTs and tax discs, copy Works Order Form, old/current V5Cs and a Rider's Handbook. It should be noted that the V5C incorrectly records the frame prefix as 'R8' (R8/5738B).Key not requiredFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

Property of a deceased's estate 1952 Vincent 998cc Series-C Rapide Registration no. MUV 768Frame no. RC9983/C Rear frame no. RC9983/CEngine no. F10AB/1/8083 Crankcase Mating No. 86MM / 86MM•Present family ownership since 1958•Stored for some time•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 Vincent Rapide was part of a motorcycle combination when the late owner purchased it from Lawton & Wilson of Southampton on 6th June 1958. The combination was used extensively for family holidays and commuting to work. Apparently, the owner was regarded as 'the street's alarm clock', as the departing Vincent would wake everyone up, and when he retired the locals complained that now they had to set their alarms! Stored for some time, the machine will require re-commissioning or possibly more extensive restoration before returning to the road. Accompanying documentation consists of the 1958 bill of sale, an old-style continuation logbook (issued 1958), two expired MoTs from the 1990s, and an old-style V5. Sold strictly as viewed.Offered without keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

1955 Vincent 998cc Series-D Black Shadow Registration no. UAU 939Frame no. RD12606B Rear frame no. RD12606BEngine no. F10AB/2B/10706 (see text) Crankcase Mating no. F34V / F34V•Original UK registration and full matching numbers•Original logbook and VOC Certificate of Authenticity•Present ownership since 2006It had been Philip Vincent's belief that provision of ample weather protection combined with enclosure of engine and gearbox would make the Vincent Series-D the ultimate 'gentleman's motorcycle' and to reflect this change of emphasis the enclosed Rapide and Black Shadow were known as Black Knight and Black Prince respectively. In actuality, delayed delivery of the glassfibre panels - plus continuing demand for traditionally styled models - resulted in over half the production leaving the Stevenage factory in un-enclosed form. Other Series-D innovations included a new frame and rear suspension. A steel tube replaced the original fabricated upper member/oil tank while the paired spring-boxes gave way to a single hydraulic coil-spring/damper. In place of the integral oil reservoir there was a separate tank beneath the seat. The user-friendly hand-operated centre stand was a welcome addition, and there were many improvements to the peerless v-twin engine including coil ignition for easier starting and Amal Monobloc carburettors. 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. Its creator's vision of the Series-D as a two-wheeled Grande Routière just did not conform to the public's perception of the Vincent as the ultimate sports motorcycle. The firm lost money on every machine made, and when production ceased in December 1955 only 460 Series-D v-twins had been built, some 260 of which were un-enclosed models like the example offered here. Its original logbook shows that this Black Shadow was first owned by one Alfred James Wilson of Nottingham while there are two further owners listed (the current V5C states that there have been six former keepers, which seems credible). The current vendor acquired 'UAU 939' from marque specialists Conway Motors in January 2006, and the following year participated with it on the VOC's International Rally in Australia. Conway's Inspection Report dated 6th January 2006 is on file. Last taxed and MoT'd in 2009/2010, the machine has been laid up since then and therefore requires re-commissioning to a greater or lesser extent thus sold strictly as viewed. The machine retains its original Birmabright mudguards; Smiths 150mph speedometer; Lucas 'red spot' ammeter; and correct hubs and brakes. Deviations from standard include Borrani alloy wheel rims and Amal alloy control levers. The clutch is partially dismantled. In addition to the documents mentioned above, the machine comes with a 2001 issued VOC Certificate of Authenticity and current/previous V5C document. It should be noted that, in the VOC's opinion, the apparent over-stamping of the engine number is a factory error/correction ('10607' corrected to '10706'). Offered with keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

1955 Vincent 998cc Series-D Black PrinceRegistration no. 919 XVP (see text)Frame no. RD12388B/F (see text)Engine no. F10/AB/2B/11088•Matching factory correct numbers•Single family ownership between 1963 and 2014•Off the road for 52 years (1967-2019)•Professionally restored by Mick Cook between 2016 and 2019•Original logbook presentEver since the Series-A Rapide's arrival in 1937, the Vincent v-twin had been synonymous with design innovation, engineering excellence and superlative high performance. So in September 1955 when it was revealed that production of the Stevenage-built machines would cease, the news stunned the motorcycling world. It had been decided that the firm's future lay in more profitable lines of manufacture, and only 100 more of the fabulous v-twins would be completed. By the time its demise was announced, Vincent's final twin - the Series D - had been in production for just six months. It had been Philip Vincent's belief that provision of ample weather protection combined with enclosure of engine and gearbox, would make the Vincent Series D the ultimate 'gentleman's motorcycle' and to reflect this change of emphasis the enclosed Rapide and Black Shadow were known as Black Knight and Black Prince respectively. In actuality, delayed delivery of the glassfibre panels - plus continuing demand for traditionally styled models - resulted in over half the production leaving the Stevenage factory in un-enclosed form. Other Series-D innovations included a new frame and rear suspension; a steel tube replaced the original fabricated upper member/oil tank while the paired spring boxes gave way to a single hydraulic coil-spring/damper unit offering a generous seven inches of suspension travel. In place of the integral oil reservoir there was a separate tank beneath the seat. The user-friendly hand-operated centre stand was a welcome addition, and there were many improvements to the peerless v-twin engine including coil ignition for easier starting and Amal Monobloc carburettors. Sadly though, the Shadow's magnificent 5'-diameter Smiths speedometer had been replaced by a standard 3' unit. Notwithstanding the fact that, as far as Philip Vincent was concerned, the Series D was his finest design, the motorcycle-buying public greeted the innovative new models with suspicion, as is so often the case. 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. Its creator's vision of the Series D as a two-wheeled Grande Routière just did not conform to the public's perception of the Vincent as the ultimate sports motorcycle. The firm lost money on every machine made, and when production ceased in December 1955 only 460 Series-D v-twins had been built, some 200 of which were enclosed models like the example offered here. First registered in June 1956, this Black Prince comes with its original logbook recording one William Noble of Falmouth as first owner followed by three others, the last of whom, Roy Drawater, purchased it in 1963. Around 1967 the Vincent was taken off the road for restoration but the project never got beyond disassembly and it remained in dry storage for 47 years. In June 2014 the machine was offered for sale for the first time in 50 years by a member of Roy Drawater's family at Bonhams' Banbury Run auction (Lot 55). Despite being dismantled, it achieved a then world record price of £91,000! Since then the Black Prince has been treated to a no-expense-spared 'ground upwards' restoration by marque specialist Mick Cook, which was completed in 2019 (bills available). Later that same year the Vincent was featured in an article for Classic Driver written by Simon de Burton (printout on file). Engine and frame numbers match but it should be noted that, due to a clerical error, the logbook and V5C record the latter as 'FF401.638585', which is actually the casting number on the front forks! Expired in May 1967, the last tax disc (still in its holder) is included in the sale. The original registration ('WCV 870') having lapsed, the Vincent is currently registered in the UK as '919 XVP'. Undoubtedly one of the finest of its kind in existence, this beautiful Black Prince is described by the vendor as in excellent, 'like new' condition throughout and is worthy of the closest inspection. Offered with keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

Property of a deceased's estate c.1949 Vincent 998cc Series-C 'Rapide' Registration no. GNK 564 (see text)Frame no. RC/1/4786 Rear frame no. noneEngine no. none Crankcase mating no. WW34 / WW34•Long-term single family ownership since 1960•Stored for some time•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 upper frame of this Vincent Rapide is that of a Series C Comet that left the factory in September 1949, while the engine is not numbered. The crankcase mating number 'WW34' does not appear in the factory records but is from a sequence in late 1951. Since at least 1957 this motorcycle has carried the registration 'GNK 564', the prototype Rapide of 1946. Writing many years later in MPH, former factory engineer George Buck had this to say about 'GNK 564': 'We did install one Picador flywheel assembly in a Company motorcycle. I am pretty sure it was the Works sidecar float GNK 564. This long suffering outfit was continuously and mercilessly thrashed by 'Garry' (Paul Garrod of the Transport Dept, who, as mentioned earlier, was our area Scrambles and Trials Ace) and used often to test fresh innovations such as early samples of die-cast crankcases or any other alternative supplier's products like chains, tensioners, spark plugs, engine shaft shock absorber springs, silencers, etc. Anyway, I think all who tried this combination were impressed with the improvement in smoothness, already noted, and the attendant reduction in vibration - I thought it felt almost turbine like compared with the standard unit.' As a 'works hack', 'GNK 564' would have had components, both major and minor, changed on a regular basis, which may explain the later frame and un-numbered engine and rear frame. However, as the frame number does not match the V5C, this motorcycle must be considered unregistered and is offered without documents. Stored for some time, the machine will require re-commissioning or possibly more extensive restoration before returning to the road and thus is sold strictly as viewed. Offered without keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

1928 James 496cc Sports Twin ProjectRegistration no. UC 8261Frame no. DP 1733Engine no. ST1983James's first v-twin motorcycle, the 500cc 'No.7', arrived in 1914. Priced at 60 guineas, this top-of-the-range offering was a quality product that incorporated some interesting ideas, one of the more practical being the 'spring drive' shock absorber built into the rear wheel hub. 'We confidently claim that this refinement affords all the sweetness of 'belt drive' with none of the attendant foibles,' declared its maker. After WWI, James continued to offer a range that consisted of both singles and twins, the 3½hp (496cc) Model 12 Sports Twin being a new introduction for 1923. This Sports Twin was in long-term family ownership of some 40 years before being sold as a part-restored project at Bonhams' Beaulieu sale in September 2012 (Lot 515). Since then considerable further restoration has been carried out: gearbox rebuilt; wheels rebuilt; tank restored and repainted; speedometer restored; and new brakes, mudguards, seat, control levers and taper-roller steering head bearings fitted. Although not fully rebuilt, the engine has been converted to provide a positive oil-feed to the main and big-end bearings. Four boxes of spares are included in the sale. Offered with instruction books; an original parts book; sundry bills; a green continuation logbook and old/current V5/V5C documents, this most worthwhile project represents an exciting opportunity to return this rare Vintage-era James to the road. Prospective purchasers must satisfy themselves with regard to the completeness or otherwise of this Lot prior to bidding.Key not requiredFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

1957 AJS 600cc Model 30 TwinRegistration no. 823 YUCFrame no. A58435Engine no. 57/30 05277Associated Motor Cycles were late in producing a twin-cylinder model to rival those of Triumph, BSA and Norton. When announced in 1948, the AJS Model 20 and equivalent Matchless G9, while following the established pattern of British parallel twins, were unusual in having an engine with a third, central, crankshaft main bearing. The new 498cc power unit was housed in the sprung frame recently introduced to the heavyweight singles. AMC's first stretch of its parallel twin took it out to 550cc in 1954, but this US-only variant was swiftly superseded. Introduced for 1956, the AJS Model 30 and equivalent Matchless G11 boasted an engine of 593cc, which went into the newly introduced cycle parts shared with the heavyweight singles. Along with the new frame came a restyled oil tank and toolbox, full-width front brake and a longer seat, while the excellent AMC gearbox was phased in during the year. An older restoration, this AJS Model 30 was acquired by the current vendor in June 2018 and last ran in July 2022 on the VMCC Oxford Section's run. The machine is only offered for sale because the owner is reducing his collection due to old age and health issues. Notable features include electronic ignition and a solid-state voltage regulator. The accompanying history file contains starting instructions; old (copy) and current V5C documents; old MoTs; hand-written service records; and various bills. Offered with keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

1982 Matchless Metisse 498cc G80CSFrame no. 28141Engine no. 57/G80CS34028The Rickman brothers came up with their Metisse in 1959, and subsequently developed a Mark 2 version in 1960. Although both Mark 1 and Mark 2 versions achieved success, they were conscious that to remain ahead of the pack, they needed to innovate and improve their product. Thus, the next step in development was to make their own frame in Reynolds 531 tubing, heralding the Mark 3 in 1962. The Mark 3 also saw the start of the competition Matchless engine as a power plant. In the 1980s, when the Rickman's interest in the competition motorcycle side of their business had taken a back seat, the stock was disposed of, and eventually came into the possession of Pat French, who created MRD Metisse to produce frames and machines for the burgeoning pre-65 market.Believed to be one of the MRD Metisse machines, this example was purchased by the vendor around 2004. He advises us that the bike features an all-alloy short stroke 500 Matchless motor, with an 81mm BSA slipper piston, 9.5 to 1 compression, a polished conrod and crankshaft, gold star profile camshafts and Ken deGroom engine parts. Ignition is by a Lucas SR1 magneto, carburetion a 34mm Amal Concentric, Ceriani forks, and Marzocchi shock absorbers. The owner has used the Metisse regularly for 1 or 2 pre-65 motocross events per year, until 2018, and will ensure that it is in running order for the time of sale, and should therefore only need a basic check-over prior to future use. There are no documents with this machine.Key not requiredFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

c.1965 Cheney BSA 441cc Victor ScramblerRegistration no. not registeredFrame no. BSA MK5 NU 195 120601 EC Engine no. noneThe machine offered here owes its existence one of the greatest names in the world of off-road competition - the late Eric Cheney - the former moto-cross and ISDT star who had turned to frame-making in the mid-1960s after illness terminated his career as a rider. It features a BSA Victor engine installed in Cheney's trademark lightweight frame, which carries the engine oil in its nickel-plated tubes. By the mid-1960s, the BSA Victor engine represented the zenith of development for a four-stroke moto-cross power unit. BSA-mounted Jeff Smith had been World Moto-cross Champion in 1964 and 1965, but from now on the two-strokes would rule the roost despite the best efforts of Cheney and others. This classic British moto-crosser was built circa five years ago using a frame kit supplied by Simon Cheney, which included a brand new frame, side panels, seat, tank, and air box. The vendor assembled the machine using parts he had obtained over the years. Other notable features include a 'square barrel' engine; new ignition system; rebuilt wheels; and new tyres. Started up and then placed in dry storage, the Cheney last ran four years ago and will require re-commissioning before further use. The vendor is well known in the Southeast and Southern Centre for having reliable machinery. He has now retired from moto-cross racing and is downsizing his collection. The machine is offered without documents and sold strictly as viewed.Key not requiredFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

Yamaha RD56 Replica Racing MotorcycleFrame no. TD2-0461Engine no. A7E27819•A unique opportunity•Lovingly executed replicaTalking to the owner and builder of this replica of Phil Read's 1964-65 250 world championships winning RD56 might convince you it one of the most lovingly executed tributes to have been offered for sale. Number boards show 64 and 65 to recognise Read's remarkable victories, achieved when Yamaha were the under resourced underdog. Celebrating the 50th anniversary of their debut world championship Marco Riva, Yamaha Motor Racing's general manager, observed 'our success with the RD56 wrote a page in motorcycle history. It was very competitive for many years and is still in my opinion the best race bike'.Phil Read added 'I came to Monza with two factory 250 Yamaha RD56s in the back of my car with one English mechanic and a Japanese mechanic who came over for the race in Monza. I think we had our carburettor settings written on a postcard!'Remembering those remarkable years it is understandable that the vendor wanted an RD56 but, of course, that is all but impossible. Instead he set out to build a motorcycle that would look – and just as importantly ride – as much like Read's RD56 as was possible.Starting with a Kawasaki Avenger parallel twin which replicates the RD56's rotary disc valve induction and gives a flavour of what the genuine racer would be like to ride, it has been rebuilt to run with pre-mix (30/40-1), the RD56 having an oil pump with a little oil added to fuel. Satisfied with the engine (having previously rejected a Bridgestone motor as too wide to fit a TR2 frame) the vendor set to the chassis. A TR2 frame was modified to accept RD56-style parallel top rails and steering head geometry. The front forks were manufactured with offset axle boxes, and the replica swinging arm has the appropriate cam snails for chain tension. The vendor advises that the brakes are authentic works RD56 magnesium alloy 4-leading shoe front and single leading shoe rear; and that the fork yokes were machined using Yamaha drawings, with brake and clutch levers made to the 1964 pattern including the butterfly cable box. Pattern exhausts were fabricated by Abacon, with easy attachment from the stinger pipes to silencers (included in the sale). Similarly, the vendor advises the front mudguard and racing seat are original RD56, as is the fairing, patterned from Bill Ivy's 1965 TT machine. The aluminium alloy tank was painstakingly constructed by the owner aided by Brian Talbot with QD front mounting. Brian also undertook the frame welding/Brazing changes. In advising prospective bidders of this provenance the vendor wishes to acknowledge the assistance of Ferry Brouwer (most especially for parts), Paul at CT Engineering, Andy Bacon (exhausts), Bert Clark (tuning) and the late Dave Bexon who supplied otherwise unobtainable components. This wonderful motorcycle offers its new owner an almost unique opportunity to parade and show what to most observers would appear to be Phil Read and Yamaha's debut world championship winner.Key not requiredFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

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

Property of Ron Chandler; 1973 Rouen 200-mile winning 1973 Triumph 750cc Trident 'Rob North' Formula 750 Racing MotorcycleFrame no. noneEngine no. A75R KG00356•The first privateer (non-works team) frame supplied•Original factory BSA engine •Also campaigned successfully by Alistair Frame for the Bee Bee brothers•Rebuilt by Arthur Jakeman in 2003•Paraded by Ron in the UK and on the Continent•Good history fileThe historic Triumph racing motorcycle offered here was originally commissioned by Ron Chandler and used by him to win the Formula 750 200-mile race at Rouen in 1973.The Triumph and BSA 750 Triples had been launched in the UK in 1969, just in time to be up-staged by Honda's four-cylinder CB750. Faced with ever-increasing foreign competition the Triple failed to fulfil its makers' expectations in the showroom, but success on the racetrack did more than enough to ensure a place in motorcycling history. BSA-Triumph's Chief Engineer Doug Hele spearheaded engine development throughout 1969, while frame builder Rob North devised a chassis that would stand the test of time like few others. The team narrowly missed victory at the 1970 Daytona 200, its first major event, Gene Romero finishing 2nd on a Triumph. A revised 'lowboy' frame, twin front disc brakes and the racing Triple's characteristic 'letterbox' fairing were all new for 1971, a year which would see the Triple established as one of the most formidable racing motorcycles ever. Dick Mann's BSA won at Daytona, and John Cooper - also BSA-mounted - at Mallory Park's Race of the Year, vanquishing the hitherto unbeatable combination of Giacomo Agostini and his four-cylinder MV. Percy Tait and Ray Pickrell had won the 24-hour Bol d'Or endurance race the preceding week on another Triple, and Cooper wrapped up a memorable international season for BSA-Triumph with victory in the 250-mile race at Ontario Motor Speedway in October. The company's financial difficulties meant that there was no works effort in 1972, but privateers kept the Triple winning for many years, and the bike remains a potent force in classic racing today. Ron Chandler was an established star on the international road-racing scene when he bought the Rob North frame back in 1973. A Thames lighterman by trade, Ron had been using a pre-war AJS 250 and then a Matchless G9 to ride to work when the opportunity presented itself to purchase the ex-Lewis Carr Matchless G45 from dealer Geoff Monty. After a couple of years learning the ropes, Ron felt confident enough in his abilities to purchase a brand new Matchless G50. That was in 1960. Ron won his first two races on the G50 and caught the eye of sponsor Tom Kirby. Moving up a gear, he began competing in the Manx Grand Prix, Isle of Man TT, and World Championship events on the Continent. After a few relatively successful seasons, Ron transferred his allegiance to Tom's brother, Reg Kirby, and began working for Colin Seeley, building frames and bikes in Colin's Belvedere workshop. With Colin preparing his machines, Ron was able to progress to the next level. In 1967 he was crowned 'King of Brands' and completed his best-ever season by winning the British 500cc Championship. He rode the works Seeleys for a couple more years before the 7R's waning competitiveness forced a switch to the ubiquitous TZ Yamaha for the '350' class, while for 1971 he had a more competitive Kawasaki H1R to ride in 500cc events. With the advent of Formula 750, Ron decided he needed a bike for that class and approached frame builder Rob North. 'I was talking to Mick Boddice about moving up to the 750cc class, and said that I'd like to get hold of a Triumph or BSA Triple. Mick said that he had a factory BSA Rocket 3 engine that was unsuitable for his outfit. We did a deal, and at the end of the season I went up to Mick's garage in the Midlands and collected the engine. 'Chris Allen (my sponsor) and I went up to Rob North's workshop and bought a complete rolling chassis. We delivered the rolling chassis and motor to (Triumph Experimental Department engineer) Arthur Jakeman, who prepared the engine at his home.' Arthur Jakeman remembers that Rob North had made it very clear that this frame was the first commercial (i.e. non-works team) sale. With the blessing of Doug Hele (Triumph's Chief Development Engineer) Ron was able to buy all the factory racing components needed. Ron designed the tank and seat and had them made in alloy by Weldatank in Swanscombe (John Pearson, Lyta). By January '73 Arthur had finished the bike and Ron went up to Coventry to collect it. Although it had a BSA engine, the bike was badged as a Triumph. There is a (copy) document on file, signed by Arthur Jakemen and former BSA-Triumph team manager the late Les Williams, testifying to the machine's origins. Ron again: 'My first outing on the bike was at Mallory Park in March 1973. At the race I was talking to Percy Tait and he asked whether I was going to Rouen, the second meeting of the year. I managed to get a late entry and went down to Rouen with the former Triumph works team: Percy, Tony Jefferies and Les Williams. There was only enough room in their twin-wheel Transit van for the bike, me, and my leathers bag, so I couldn't take any tools or spares! 'Well, I won the first leg by eight seconds and finished 2nd in the second leg, Tony Jefferies beating me by half a wheel's length. On aggregate I won overall.' Reputedly, the £2,200 Rouen prize money was the same sum it had cost to build the bike! There are black-and-white photographs on file of Ron receiving the victor's trophy, laurel wreath and Champagne, one of which also shows a somewhat disgruntled looking Tony Jefferies being interviewed!Ron used the Triple for the rest of the 1973 season, riding in the Transatlantic Match Races (also in 1974) and taking it to continental 750cc races, getting some decent placings. 'In '74 we were racing against the 700cc Yamahas and Suzuki 750s and the BSA (sic) was no match for these machines so we decided to sell it and buy a Yamaha.' Ron retired from racing in 1975 but in 1983 was tempted back on track to take part in classic parades, which he would enjoy for the next 30 years. In the meantime, Ron's Rouen-winning Triumph had been acquired by the Bee Bee brothers, and while racing under their banner it had an engine displacement of 830cc. Bee Bee team rider Alistair Frame used this machine extensively, amassing an impressive 52 race wins in three years (1977-1979 inclusive) during which period he won three Championships at Aintree and for a while held the lap record at that circuit. He also held the Midland Club Championship for three years, riding at circuits like Cadwell Park, Mallory Park, Donington Park and Wellesbourne.Having retired in 1975, Ron did not ride again until Mike Hailwood's memorial meeting at Donington Park in 1983. Meanwhile, Chris Allen had bought the ex-Eddie Mannschreck lowboy-framed BSA Triple and Ron began riding it at various parades, commencing in 1998. Ron takes up the story again: 'I had often wondered what had happened to my old Rouen-winning machine, and felt that it would be nice to buy it back someday. The problem was, of course, that I had no idea where it was. 'I was riding Chris Allen's ex-Jim Rice BSA at Silverstone when I met Michel Laurette, a French journalist. I asked him whether he could get me a ride at Montlhéry in France, which he arranged. Michel was reading on the internet about Alistair Frame, one-time Bee Bee Triple rider, and some way through the piece it read '... this bike once belonged to Ron Chandler who rode it to victory in Rouen 1973'.'To cut a long story short, Ron successfully traced the collector who had bought the bike from the Bee Bee brothers: Ronnie Niven, who revealed that he had kept it in his bedroom for the last fiv... For further information on this lot please visit Bonhams.com

Property of the late Warrick Blackwell c.1972 MZ 250cc Grand Prix Racing Motorcycle ProjectFrame no. 001/72 (see text)Engine no. 1/71 and 7010136•Part of the Blackwell Collection for at least 30 years•Semi-dismantled and incomplete•Offered for restorationAlthough the Zschopau marque established its reputation with the general public as purveyor of reliable, if somewhat unexciting, commuter machines, the East German concern was in the forefront of high-performance two-stroke development in the post-war years. Under the direction of engineer Walter Kaaden, MZ achieved some notable triumphs against the might of Japanese opposition in the 1960s, and although its Grand Prix effort eventually faded, the firm produced many highly successful ISDT machines in the 1960s and 1970s. What would become Motorradwerk Zschopau (Zschopau Motorcycle Works) was founded in the old DKW factory in Saxony after WW2, although its first machines were marketed under the IFA brand name. That first machine was based on the pre-war DKW 125, and derivatives were soon being raced in the East German Championship. The pace of development quickened following Kaaden's arrival in 1952, for it was he who redesigned the engine to accept a rotary disc inlet valve and resonant exhaust system. The machine offered here represents MZ's 250cc Grand Prix racer in its ultimate form. Introduced in 1955, the first 250 racer - effectively a doubled-up 125 - was air-cooled and fitted with a four-speed transmission. Maximum power was 25bhp at 8,000rpm. Water-cooling was adopted in 1962 on the RE250, boosting power to 48bhp at 11,000 revs. By 1970 a six-speed gearbox was standard, and with 50-53 horsepower on tap the RE250 was good for a top speed of 140mph. When the factory's racing effort folded in 1977, all the existing bikes and parts were sold off to privateers, who continued to race them for years afterwards. This ex-works example comes with a file of history containing press cuttings, correspondence photographs, etc. MZ authority Manfred Woll has advised us that although the frame is of the type built from 1972 onwards, the frame number is not an original MZ stamping. Furthermore, the fuel tank is 1974-onwards while the gearbox dates from 1971. The radiator is modified and the expansion-chambers are of a later type. The fairing and seat may be replicas. Semi-dismantled and incomplete, the machine is sold strictly as viewed and prospective bidders must satisfy themselves as to its provenance, completeness, authenticity and engine capacity prior to bidding. Key not requiredFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

Property of the late Warrick Blackwell c.1970 Rickman Métisse 'Commando' Racing Motorcycle Project (see text)Frame no. R841Engine no. noneThe Rickman brothers - Don and Derek - were already established moto-cross stars when they built the first Métisse in 1959, and within a decade their company would grow to become one of the biggest and best-known independent motorcycle frame-makers. Unable to continue competing with the Japanese factories, the Rickmans gave up frame-making in the early 1980s, the rights to their designs passing in 1983/84 to Pat French's firm, MRD Métisse, which continued to cater for the increasing 'classic' market.This Lot consists of a rolling chassis; an unnumbered Norton Commando engine; a gearbox numbered 'N17492'; various clutch and gearbox components; a spare fuel tank and seat unit; and an upper fairing with tachometer and two Southern 100 scrutineering stickers. One of the accompanying folders is labelled 'ex-Dave Innocent' and 'bought 1984' but there is no actual documentation confirming the machine's origins or history. In the factory records 'R841' is listed as a Triumph pre-unit T100/T110 rolling chassis despatched to Two Wheel Spares on 13/10/70. Sold strictly as viewed, this potentially most rewarding project is offered with a large quantity of instruction manuals, parts lists, spares catalogues, etc. Key not requiredFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

A Regency style garden bench, with wrought iron supports and a slatted wooden back and seat183w x 68d x 75h cm

A John Lewis brown leather upholstered armchairOverall is solid and usable. Needs a light clean and hoover under the seat. There is some general wear and signs of use, but these are inkeeping with the style. Under the base has a tear and under the seat pad is worn at the edges, but these are not visible without lifting the chair or cushion to look. Slight wear to the arms.

A set of six 19th century elm dining chairs, together with a modern light oak extending dining table, with one additional leave (7)183w x 91d x 73h cm overallThe chairs are all solid and usable. Overall they look rustic, with some repairs to leg tips and seat corners, signs of old woodworm and repairs to joints, but appear to have been restored in recent years. The wood has a dry finish and some areas have been filled.  The table is modern and in used but clean general condition. These were collected from a house move in Suffolk, where they were being used.

A white painted pine box settle, with a rising seat, on square legs195w x 50d x 94h cm

A Regency style mahogany window seat, on turned legs103w x 33d x 51h cm