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1980 Ducati 864cc 900SSRegistration no. DHT 527WFrame no. DM860SS*089571Engine no. 090078 DM860. Full engine rebuild by Paul Klatkiewicz of Ducati Technical Services.Otherwise highly original including factory supplied dual seat.Showing 22,123 miles, over a 1,000 covered from completing the 2006 Motogiro d'ItaliaWhen production of the original 750SS ended Ducati management had no intention of replacing it, believing that sports bikes had limited appeal and that the future of the bevel twin laid in the touring oriented 860 GT aimed at the US market. However the factory's hand was forced when Kenny Blake won the prestigious Australian production race at Bathurst in April 1975 on a roundcase 860SS, and was required to build a number of similar machines to allow the result to stand. Australia was an important market for Ducati and designer Fabio Taglioni was equally keen to produce a bevel twin with sporting and race winning potential; the result was the 1975 900SS with the GT's 'squarecase' engine, albeit a hand built special along the lines of the 750SS.To the surprise of no one outside Ducati's upper management demand for the 900SS outstripped supply and the model became a regular production model for 1976. Significantly outselling the GT /GTS every year (and eventually the Darmah too) developments were aimed at strengthening the bottom end, although in fairness weaknesses were often compounded by riders revelling in the low speed torque rather than revving the motor as Taglioni intended. To boost sales the UK importers requested a black and gold colour scheme which coincided with a switch to gold painted cast wheels. By 1980 the colour scheme seen on this bike was standard worldwide, along with cast wheels by Campagnola, Speedline or FPS; only the later (fitted to this machine) proved trouble free.Greg's dream of owning a bevel twin was eventually realised in 2005, persuaded by John Falloon of Made in Italy motorcycles, given his desire for a motorcycle to ride without reliability concerns, to buy this example which had an engine rebuild by Paul Klatkiewicz of Ducati Technical Services (receipts on file). Apart from the rebuild, braided brake lines, rear shock absorbers, alloy bellmouths and solo seat (original dual seat supplied) the bike is remarkably original including paintwork and decals often revisited under warranty or restoration. Faith in this particular 900SS was vindicated by a trouble free run of well over 1000 miles in the 2006 Motogiro d'Italia, despite it not really being the most obvious choice of machinery for an event built around vintage 175s.Although not run for a number of years and in need of recommissioning, this is a fine example of what for some is the finest Ducati ever built, an involving and charismatic motorcycle that can still show a clean pair of heels to modern motorcycles on sweeping roads.Supplied with original keys, dual seat, pillion footrests and - perhaps rarest of all - the original owners handbook.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

1971 Ducati 450 Desmo 'Silver Shotgun'Registration no. HGU 817JFrame no. DM450M3*700910Engine no. DM450 457611• Delivered new to South Africa•Single family ownership from new•UK registered since 2015Superseding the Mark 3, Ducati introduced a new range of Desmo singles in 1971. One of Ducati's most memorable series of sports roadsters, these new 250/350/450 Desmos soon acquired the sobriquet 'Silver Shotgun', a reference to their eye-catching silver metallic paintwork. Standard equipment included Marzocchi front forks, Borrani alloy wheel rims, a Grimeca four-leading-shoe front brake, rear-set footrests, clip-on handlebars, and a white-faced Veglia rev counter. The fuel tank, seat base, side panels, and front mudguard were made of lightweight glassfibre. For 1973, the Desmo range was mildly restyled by Italjet's Leopoldo Tartarini (also responsible for the 750 Sport), the colour scheme changing from silver/black to yellow/black at the same time. Production effectively ended in 1974, though a tiny handful was produced in 1978. The example offered here is one of the early silver models, which many enthusiasts prefer. Produced at a time when both the British and United States distributors were in dispute with the Ducati factory, they are an extremely rare sight in those countries. This Ducati 450 Desmo 'Silver Shotgun' was bought new by the vendor's late father circa 1973 having been standing unsold for a couple of years alongside a 250 Desmo (which he purchased also). He wasted no time in painting it red and fitting a megaphone, as can be seen from the photograph taken in 1974 alongside the 250, which got the same treatment later. The father was a founding member of the South African Motorcycle Club and owned many bikes (see obituary article on file). The Desmo was entered in Classic races in the late 1990s with a different tank and seat fitted (the engine may have been tuned with other cams installed).After the vendor received the Ducati he gave it a light restoration and repaint, and registered it in the UK in 2015, passing the MoT with no problems. The machine has only been used once since then. It was started recently and is said to be running very well. Nevertheless, an oil change and recommissioning is advised before further use. This 450 comes with a new silencer and downpipe, the original silver tank, plus reproduction panels, seat, and mudguard to restore it to the original colour. Alternative cams and a few other spares are included in the sale. Accompanying documents consist of a dating certificate, MoT (2015-2016) and a V5C.Footnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com

1998 Honda VFR800FRegistration no. S125 UUJFrame no. JH2RCH6A3WM008253Engine no. obscured by bodyworkIn Honda's range until very recently as the VFR800F, Honda's best-selling, sports-touring all-rounder debuted way back in 1986 as the VFR750F. Regarded as an out-and-out sports bike at that time, the latter was an immensely important introduction for Honda, which was trying to shake off a reputation for unreliability gained by a succession of under-developed models in the early 1980s. The fact that the VFR was still around over 30 years later is a measure of how well they succeeded. In essence the VFR has changed little over time, gaining fuel injection and an increase in engine capacity to 782cc in 1998, plus VTEC two-stage valve operation in 2002, which was followed by linked anti-lock brakes. Described by the private vendor as excellent throughout, this very tidy example has been in the current (second) owner's possession since March 2017. Immediately prior to Covid the machine received a full service and a new battery and tyres. Offered with old/current V5/V5C documents. Keys present.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

1931 Matchless 592cc Silver HawkRegistration no. DY 6870Frame no. 858Engine no. B644Launched in the autumn of 1930, the v-four Silver Hawk shared many of its features with the Silver Arrow v-twin introduced the previous year, most notably the narrow included angle of the cylinders: 26 degrees. Displacing a total of 592cc, the cylinders were contained within one casting and topped by a single 'head, just like the Arrow's, but the Hawk was intended to be a luxury sports-tourer and so enjoyed the advantages conferred by overhead-camshaft valve gear. Drive to the camshaft was by shaft and bevel gears, and there was no denying that the Silver Hawk's was one impressive looking motor. The frame and cycle parts followed Silver Arrow lines, incorporating cantilever rear suspension broadly similar to that adopted later by Vincent-HRD. Expensive to make and introduced at the wrong time, the Silver Arrow failed to sell despite its mouth-watering specification and was quietly dropped in 1935. In single family ownership since 1960, this original Silver Hawk is described by the private vendor as in generally fair-to-good condition and was last run in 2013 when it was receiving attention and some restoration at Classic Bike Restorations, Newcastle-upon-Tyne. Sympathetic recommissioning and/or restoration will now be required before further use. The machine is offered with an old-style buff continuation logbook issued in 1941, noting a change of engine to the current 'B644' and the 5th change of owner in 1938 as being Harold H Hipperson of Beccles, together with a old-style green continuation logbook issued in 1973. (The registration 'DY 6870' is recorded in the HPI database.) Key not required.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

1966 Suzuki 79cc K11T WorksRegistration no. GOF 540DFrame no. 188565Engine no. 183216• Rare Trail version of K11 sports• Believed to be used by Olga Kevelos in the 1966 ISDT• Purchased from Arthur LampkinFrom the outset, Michio Suzuki's company was involved in the manufacture of looms. Needing to diversify after World War Two, Suzuki manufactured a number of other goods before turning his attention to powered cycles. The first complete machine was launched in 1954, but it was not until 1961 that Suzuki opened an office in London, and 1963 before they began officially to import motorcycles to the UK, when they came to a distribution agreement with AMC; Suzuki Great Britain Ltd. was formed, and part of the James factory was utilised for the purpose.No strangers to the 'race on Sunday, sell on Monday' principle, Suzuki had already won TT trophies in 1961 and 1962 with lightweights before importing machines, and once underway they looked to other forms of competition to promote their wares. Thus it was, that they were able to recruit the redoubtable and glamorous Olga Kevelos to ride their machine in 1966 in the ISDT in Sweden – an ultimate test of a motorcycle. Olga was something of a coup for Suzuki, as she guaranteed column inches, being a glamorous female in a predominantly male-dominated sport, and she was no slouch in motorcycling terms, having competed in the ISDT most years since 1948. In 1949 she won a gold medal on her factory-supported Norton 500T. Provided with a K11T by Suzuki, Olga unfortunately fell prey to sickness at the end of the first day, and was unable to start the second day of competition.The green RF60 log book on file documents the ownership of GOF 540D, with the first registered owner being 'Suzuki (Gt. Britain) Ltd.', and the entry was signed by Alan Kimber, who was initially Sales Manager, and then a Director of the company. After Suzuki, ownership moved northwards to Fred Watson of Silsden, Keighley in 1967, then to Anthony Bell, before coming into the ownership of Arthur Lampkin. Many years later, in 2008, Arthur sold the Suzuki to Derek Rumble (of sidecar fame), advising him that he believed this bike to be the one that Olga Kevelos used in the 1966 ISDT. However, this is undocumented, and accordingly, prospective bidders must satisfy themselves as to the history, provenance, and origins of this machine prior to bidding. Arthur Lampkin rode for the British team in the 1966 ISDT.Derek purchased the Suzuki as a restoration project, and set about the work, completing the task over a period of two years to his usual high standard. There is a handwritten list on file of parts purchased and used. Documentation comprises an old-type V5C, the green RF60 log book mentioned above, purchase receipt, and the list of parts used. There is also a spare K10 engine included with the bike.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

2002 Ducati 900 SSRegistration no. PL06 RHFFrame no. ZDMV100AAZB011985Engine no. to be advisedThe arrival of Ducati's all-new, eight-valve, water-cooled v-twin 851 Superbike in the late 1980s creating a niche for a less expensive super-sports roadster. This gap would be filled by the 900 SS that arrived in 1991. The newcomer used a development of Ducati's long running 'belt drive' v-twin motor. Air-cooled and two-valves-per-cylinder, the 80bhp 900 SS was simpler and easier to maintain than the 851 superbike. In style though, it gave nothing away to its more exotic cousin, having the same distinctive 'trellis' frame as the 851 - now an established Ducati trademark. Handling was, needless to say, exemplary and while ultimate performance was down on that of the Superbike, with a top speed of 140mph the 900 SS was more than enough for the majority of riders in everyday conditions. A major success for Ducati, the 900 SS underwent progressive development over the years and remained a fixture of the range until 2003. This rare, half-faired example is one of the last air-cooled 900 SS models and has the fuel-injected engine and five-spoke Marchesini wheels. It is very likely the last one sold in the UK, having been retained by the selling dealer until 2006. The Ducati has formed part of a private collection since 2016 and is said to be in 'near new' condition, having covered only 3,273 miles from new. It is fitted with Hawk silencers (originals included). Keys and owner's manual present. Offered with keyFor further information on this lot please visit Bonhams.com

c.1968 Yamaha 98cc YL1 ProjectRegistration no. unregistered (see text)Frame no. Y33-40964Engine no. L1-41757Although Yamaha built its reputation on a succession of world-beating two-stroke race and sports bikes, from the late 1960s onwards the company offered a complete range of machines ranging from humble mopeds to heavyweight tourers. Introduced for 1966, the YL1 was powered by a twin-cylinder, piston-ported, two-stroke engine, and like its larger siblings proved capable of matching the performance of bikes double its capacity. Economical as well as fast, the YL1 was a big success, remaining in production until 1971. Most have long since gone to the crusher.This 'racerised' YL1 is offered for restoration and sold strictly as viewed, its mechanical condition and completeness unknown. The machine displays the VRN 'OBC 653F'; however, the frame number differs from that on an old V5 ('41757') indicating a frame change. Accordingly, the machine is offered unregistered and without documents. 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

c.1952 Vincent 499cc CometRegistration no. MKT 96YFrame no. RC/1/6341Engine no. F5AB/2A/4441Rear Frame Number. RC/1/6341•Matching frame and engine•Engine completely rebuilt by NP Veteran Engineering in 2021•Last run in February 2023The Vincent-HRD marque originated in 1928 when Philip C Vincent acquired the name, jigs, tools and patterns of the recently liquidated HRD Company. ('HRD' stood for Howard Raymond Davies, the Isle of Man TT winner who had founded the firm in 1924). Vincent moved production from Wolverhampton to Stevenage and set about putting his motorcycle design ideas into practice, commencing with an innovative sprung frame that would remain a feature of Vincent motorcycles until production ceased in 1955. Unlike in pre-war days, when the first (Series-A) Vincent-HRD v-twin had been created by - in effect - combining two of the existing singles, post-WW2 Vincent's approach was reversed, with the Series-B twin appearing first, in 1946, and the single-cylinder version in 1948. The latter was offered in two forms initially: the Series-B Meteor tourer and Series-C Comet sports roadster. Apart from its Burman gearbox and 'missing' cylinder, the Comet followed Series-C twin lines, featuring the newly introduced Girdraulic front fork and hydraulic dampers at front and rear, while the Meteor retained the old Brampton girders. The Meteor was soon dropped but the Comet continued in production until 1954, offering the same degree of refinement as its bigger brother, albeit with reduced performance. Even so, the Comet combined a 90mph potential with excellent fuel economy, and was the ideal touring mount for the discerning rider who placed civility of manners and quality of construction above outright performance. An expensive machine to produce, the Comet did not sell as well as its maker had hoped and was dropped when the Series-D range was introduced. This Series-C Comet comes with an old-style continuation logbook (issued 1960) confirming matching frame and engine numbers. The logbook lists owners up to 1975 but there is no subsequent history available. In 2021 the engine was completely rebuilt by the highly regarded specialist restorers NP Veteran Engineering. Last run in February 2023, the machine is described by the private vendor as in good condition throughout. Offered with a V5C document. 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 1934 Scott 596cc Flying SquirrelRegistration no. AKP 237Frame no. 2177Engine no. DPY 3924Introduced in 1925, the Flying Squirrel sports model came in 498cc and 596cc capacities, the latter being the most expensive in the Scott range. Subsequent improvements included the duplex frame and bigger brakes first seen on the works bikes in 1926, and the magneto-platform Pilgrim oil pump adopted for the 1927 TT machines. In the 1930s the Flying Squirrel took on a touring role, being further updated with a detachable cylinder head, Brampton forks and a foot-change gearbox. This Scott Flying Squirrel was restored a few years ago and we're advised it has a new radiator and the engine has been fully overhauled by Eddie Shermer Engineering in November 2014. It has Moss high-strength short-stroke balanced cranks and a Moss high efficiency alloy cylinder head. The original head comes with the bike. It also has a new carburettor and an electronic magneto. 'AKP 237' also has an early foot change conversion (you have to keep your foot on the gear lever until the clutch is fully engaged). Recommissioning will be required before further use. (The radiator was drained before the machine was placed in storage.) Offered with rebuild invoices and a V5C document.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

1984 Ducati 864cc Mike Hailwood ReplicaRegistration no. A175 WHKFrame no. DM900R*906006Engine no. 908815 DM860A landmark model that kept Ducati afloat during the 1980s, the Hailwood Replica owes its existence to Mike's legendary Isle of Man TT comeback victory in the 1978 Production Race riding an ex-works NCR bike entered and prepared by Manchester-based Ducati dealer, Sports Motor Cycles. Out of top-flight bike racing for seven years and away from the Island for eleven, Mike took on and beat the might of the Honda works team to win the Formula 1 TT at record speed. Ducati lost little time in capitalising on this outstanding success, launching the road-going Mike Hailwood Replica the following year. Previously resident in Switzerland and UK registered in April 2015, this Mike Hailwood Replica was purchased that same year from respected UK dealers Made in Italy Motorcycles (its restorers) and since then has formed part of a small private collection of important Italian motorcycles. Fitted with a top-half fairing only, rather than the standard race-style item, the machine has covered only some 400 miles since purchase and currently displays a total of 33,919 kilometres (approximately 21,000 miles) on the odometer. Last MoT'd until March 2016, the Ducati last ran approximately two years ago and will require recommissioning before further use. The machine is offered with the 2015 purchase receipt; a V5C document; the expired MoT; and a copy of its old Swiss Carte Grise. 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

1994 Ducati Monster 900Registration no. L50 DUCFrame no. ZDM900M*001629*Engine no. ZDM904A2C*014195*•Early example very likely from 1993 build, the first year of production.•Extraordinarily original UK bike showing 21479 miles•The origins of Ducati and Italy's best selling motorcycleThe Monster made designer Miguel Angel Galluzzi's name, and Ducati what they are today. When first launched Ducati thought they might sell 1,500 Monsters a year but was so cash strapped that production was delayed because they couldn't pay for petrol tanks or brakes.When the Castiglioni family took over Ducati, it was initially simply as an engine supplier for their Cagiva models. Next came a range of unashamedly upmarket motorcycles, but the 8-valve twins were too expensive to sell in any number, and the sports-touring Paso 750/906 was an even bigger disappointment.Cagiva fell back on building versions of the enlarged Pantah motor to sell on the reflected glory of the 8-valve Superbike range. After a shaky start and a restyle in 1991 by Galluzzi these bikes revived the 750 and 900SS names. At last Ducati had a big seller and Galluzzi was offered a full time job.Galluzzi began his career with Honda, tasked with spotting new trends. One craze he picked up on seemed universal: that if a sportsbike was crashed owners usually just took the fairing off, fitted flat handlebars and painted it in a less garish manner than the original. When Galluzzi joined the Castiglionis this was the idea foremost in his thoughts, and he was soon pestering them with sketches of what would become the Monster. The M900 made it to production without much adulteration; the silencers were bigger than Galluzzi would have liked, and the 8-valve engine was ruled out because was nowhere for a big enough battery to run fuel injection. But the 900SS derived motor meant the Monster was – for a Ducati – good value for money and versatile, offering the top notch 888 chassis in a package that could be ridden every day.This was a revolution in motorcycling. Ducati sold more than 1,500 M900s in Italy alone during 1993, starving their traditional overseas fan bases. So Ducati brought forward the 1994 production run into late 1993, explaining why there are only tiny differences between the model years: the most obvious is that the rocker arm on the swingarm was originally painted yellow like the donor 888s' on early '93 bikes, and thereafter a bronze colour to match the frame.The M900 Monster offered here, although UK registered in 1994, has a frame number 900M*001629 (the first would be 000001) suggesting a first year of production (1993) example when 4,424 M900s were built, many to 1994 specification. The rocker arm on the aluminium alloy swingarm is also painted yellow as on early '93 bikes. Unlike many Monsters of the era it retains the original silencers and seat cowl, and is believed to be entirely original. A remarkable example of the motorcycle that set Ducati on the road to its current success. Supplied with keys.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

1969 Triumph 649cc T120R BonnevilleRegistration no. not registeredFrame no. T120R GC 21491Engine no. GC 21491 T120RAs the 1960s dawned, Triumph's larger twin-cylinder models remained recognisably similar to the first Speed Twin of 1938. Unitary construction of engine and gearbox was already a feature of the 350 and 500 twins though, and that innovation duly appeared on the 650s in 1963. The café racer's favourite since its launch, thanks to lusty acceleration and a top speed approaching 120mph, the Bonneville continued in this new form as Triumph's top-of-the-range sports roadster, arriving at what aficionados consider its ultimate specification with the launch of the 1968 model. By this time the frame had been sorted and 12-volt electrics standardised, but welcome improvements included shuttle-valve fork internals, independently adjustable ignition points, Amal Concentric carburettors, and a long overdue twin-leading-shoe front brake. For the next couple of seasons the Bonnie continued essentially unchanged, before the disastrous launch of the 'oil-in-frame' models in November 1970 precipitated the collapse of the entire BSA-Triumph Group. Belonging to the last Bonneville generation built before BSA-Triumph switched to the Umberslade Hall-designed oil-in-frame range, this example was imported from the USA and still carries its Virginia licence plates. No history is known but the Bonnie appears in nice original condition. The vendor has checked the machine mechanically but left it untouched cosmetically. Recommissioning is advised before further use. Accompanying paperwork consists of a VMCC dating letter and HMR&C correspondence.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

1928 Rex-Acme 347cc TT8Registration no. RU 6540Frame no. 40329Engine no. GPB 224• One of the rarest of Rex Acmes• Believed around 50 survive Rex-Acme was a small manufacturer, based in Coventry and formed in 1921 after the amalgamation of the Rex and Acme brands. It dissolved in 1933. During the 1920s, the firm soon enjoyed competition success, with star rider Wal Handley to the fore; Handley won three TTs on Rex-Acmes, among many other successes. After building a range of fairly standard-practice models with open-diamond frames, for 1928 Rex-Acme announced the TT8, featuring an unusual full cradle frame with two tubes going over the top of the petrol tank and a curved front downtube, bringing the engine (generally a Blackburne, with outside flywheel) forward towards the front wheel. The Burman gearbox is supported from underneath, rather than being top-hung like most contemporaries. The intricate frame (featuring something like 58 joins) was apparently designed by Wal Handley, who became a director at Rex-Acme in his 20s. Forks and brakes are Webb. Carburettor is currently an Amal Type 6, but the correct Amac TT is offered with the machine.Numbers built must have been minimal and there's just a small handful of TT8s in existence – one or two (possibly in the same ownership) in Australasia; one complete bike with a later four-speed gearbox and various other modifications/updates and which was previously owned by film star Ewan McGregor which now resides in Oxfordshire; another in mainland Europe (with a MAG engine); one in bits in the Midlands... And that would seem to be about it. Teenager Harry Meagen won the 1928 Amateur TT on a Rex-Acme, most likely a TT8, although it may have used a Swiss MAG engine – with who Handley was involved; Meagen's bike was seemingly a 'works' effort, despite the Amateur rules... – but with this type of chassis. Meagen and the Rex-Acme (though this one a JAP-powered version, in the same chassis) would've won again in 1929, but were disqualified for 'outside assistance' having pushed in to win by 12 seconds; he'd earlier been helped by spectators. In 1928, RU 6540 was bought new by Harry Vickers, a woodworker who lived in Bournemouth, and whose brother had a Blackburne-powered Cotton. There's a picture of Harry on the Rex-Acme outside his house (103 Markham Road, Winton, Bournemouth, then Dorset, now Hampshire); the TT8 was registered on 28th January. Harry had the TT8 for some time – there's a copy of a 1936 insurance certificate, passed on by Harry's son, David, who reckoned he remembered the Rex-Acme as a little boy. David said he could remember it being in the family sawmill, covered in sawdust, probably around the time of the Second World War. It all becomes a little vague in the 1950s after Harry seemingly parted with it – David remembered going to the National Motor Museum at Beaulieu but he couldn't recall whether to see this bike, or just for his dad to show him a Rex-Acme. It's also been suggested in a note in the files (of which there are plenty, including lots of correspondence) the bike spent time on the Isle of Man, but again, unverified. In the 1970s and early 80s, RU 6540 re-emerged and passed through a few owners, including well-known collector and enthusiast Paul Ingham, Pat Clarke in Hertfordshire, Mick Cox in Potters Bar and David Flake in Faringdon, Oxford, quite probably largely unrestored but in use (there's a picture of it at Banbury in the early 80s, as well as at Paul's), before finding its way to Swindon's Pete Sole, who paid £2000 for it in 1988. Pete restored it, after which it became a regular on the show circuit, winning trophies at lots of the big shows and featuring in various magazines. Marque specialist Eddie Collin visited Pete to inspect the bike when it was in bits. This bike has 'Rex-Acme' cast into the mag chain cover which the other TT8s extant don't seem to feature; it also has 'TT8' stamped on things like the primary chainguard bracket. In Pete's ownership, it was featured in various magazines (The Classic MotorCycle, August 1990, when the current custodian first saw it; British Bike magazine, November 1993, and Old Bike Mart, 1998), had at least one trip to the Isle of Man and undertook several Banbury Runs. There are lots (two folders) of magazines, correspondence and photographs, which will come with the machine. After Pete Sole received a terminal cancer diagnosis, it passed into present ownership in 2009. In 2010, it suffered a serious engine failure, which resulted in a comprehensive rebuild by BSA Gold Star specialist Dave Flintoft, which is fully documented (copy on file). Since then, the bike has taken part in the gruelling Irish National rally several times, as well as Banbury Runs, Festival of 1000 Bikes, the Kop Hill Climb and lots of other events. It has won many trophies and prizes over the years, wherever it has appeared. After the petrol tank was damaged by ethanol, it was repainted by Clive White at Rapier Paintwork. The Rex went into storage at the start of the pandemic, and though it has been started a couple of times, it's not been used since 2019. In Roy Bacon and Ken Hallworth's comprehensive book The British Motorcycle Directory it states: 'Handley won the Lightweight TT in 1927 and, for 1928, the 348ccc Model TT8 was offered with a duplex cradle frame and specially tuned Blackburne engine based directly on the Handley racing machines.' In his biography of Wal Handley, None More Brave, John Handley, as well as publishing a rare, catalogue picture of a TT8 writes, quoting the maker, of the model '[being] produced under the personal supervision of our Mr W L Handley.' In a road test (actually of a MAG-powered example) in the May 16, 1928, edition of The Motor Cycle (copy on file) there's a line which says '...the 1928 TT Sports model...has been completely redesigned under the personal supervision of Wal Handley in light of his experience in the Isle of Man and elsewhere.' Rex-Acmes were only made for just over 10 years. Marque expert Eddie Collin (who wrote a self-published book on the machines; copy included) reckoned 'around 50' survived, though the number may be higher. But the TT8 is arguably the rarest (and perhaps the prettiest) of all Rex-Acme models, so this represents a potentially one-off opportunity to acquire a stunning vintage motorcycle. 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

1985 Kawasaki GPz750 TurboRegistration no. B272 FPUFrame no. JKAZXDE17FB502877Engine no. ZX750EE-007290Spurred on by publicity surrounding Honda's CX500 Turbo, the rest of Japan's 'Big Four' lost no time in jumping on the forced induction bandwagon. By far the most successful offering came from Kawasaki who, by bolting a turbocharger to their existing GPz750, created one of the 1980s' most exciting sports motorcycles. By placing the turbo close to the exhaust ports Kawasaki ensured that throttle lag was minimised, while substituting electronic fuel injection for the original carburettors enabled combustion to be finely controlled. The result was 100-plus horsepower at the rear wheel and a top speed of around 140mph. A subtly strengthened frame and swinging arm helped enthusiastic owners keep the Turbo shiny side up. Currently displaying a total of 19,817 miles on the odometer, this original example of arguably the most successful of the turbocharged motorcycles that came out of Japan in the 1980s was imported into the UK in 2015, since when it has formed part of a private collection. The vendor advises us that the Kawasaki is in excellent condition having been restored in 2015, including refurbishment of the fuel injection system. Offered with a V5C document. Keys present. A rare opportunity to obtain a desirable Japanese classic that can only become increasingly collectible.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

1930 Scott 596cc Flying SquirrelRegistration no. SV 5835Frame no. 3571MEngine no. FY166AIntroduced in 1925, Scott's Flying Squirrel sports model came in 498cc and 596cc capacities, the latter being the most expensive in the range. Subsequent improvements included the duplex frame and bigger brakes first seen on the works bikes in 1926, and the magneto-platform Pilgrim pump adopted for the 1927 TT machines. The Flying Squirrel took on a touring role in the 1930s, being further up-dated with detachable cylinder head, Brampton forks, and a foot-change gearbox. This Vintage-era Flying Squirrel was among some 20-plus machines shipped to the UK from South Africa many years ago and stored in Long Eaton by John Salisbury for sale on behalf of the South African owner. Our vendor met the latter at the Irish Rally and arranged to buy the Scott, which was UK registered on 18th January 1996. Its South African history is not known. The engine, 'FY166A', is from a 1927 Super Squirrel.Since acquisition the Scott has been ridden on several Banbury Runs and the Bob Foster Run. However, 'SC 5835' has not been used for at least 4-5 years and will require recommissioning before further use. Prior to being laid up, the Scott was regularly maintained by the enthusiast owner and is only being sold due to his advancing years. Close inspection is highly recommended. Offered with instruction manuals, a history file, and a small quantity of spares.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

1938 Rudge 499cc UlsterRegistration no. FGU 567Frame no. 61244Engine no. S4914•Original registration and matching numbers•An older restorationThe full potential of Rudge's four-valves-per-cylinder design was slow to emerge, but in 1928 Graham Walker's works '500' became the first motorcycle to win a road race - the Ulster Grand Prix - at an average speed in excess of 80mph, a feat which led to the introduction of the legendary 'Ulster Grand Prix' sports model, or 'Ulster' for short. Early engines deployed parallel valves in a pent-roof combustion chamber, but then in 1930 a trio of 350s appeared at the Isle of Man with radially disposed valves. This new arrangement emphatically demonstrated its superiority when the Rudge team of Tyrell Smith, Ernie Nott and Graham Walker finished 1st, 2nd and 3rd in the Junior TT. Nott, Walker, Smith and Wal Handley were entered in the Senior race, Handley finishing 1st at a record speed of 74.24mph with Walker 2nd, Smith 6th and Nott 7th, winning for Rudge the coveted Team Prize. Not surprisingly, the Rudge Ulster was the machine to own in 1930. First registered on 19th October 1938, this 'older restoration' has numbers matching those recorded in the (copy) old-style buff logbook (issued 1948) and the V5C, and the machine is an Ulster according to the Register. As well as the aforementioned copy logbook, the machine comes with old and current V5C documents; numerous old MoTs, tax discs, etc; and original period marque-related literature: parts list; owner's manual; operator's manual; Rudge Book of the Road, Bryan Reynold's book of Rudge; and a Pitman's service book.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

1955 Ariel 350cc Red HunterRegistration no. OGG 107Frame no. DU6110Engine no. PB 1982 (see text)By 1930, Ariel's Val Page-designed singles had gained a rear-mounted magneto and their distinctive timing cover, and this basic engine design would last well into the post-war era. The sports versions were designated 'Red Hunter' and under Page's successor Edward Turner developed into fast and stylish machines. In 1946 the Hunters became the first models to feature Ariel's new telescopic front fork, and the following year could be ordered with optional Anstey Link plunger rear suspension. A new duplex loop frame with swinging-arm rear suspension was adopted for 1954, the 500cc VH gaining an alloy 'head at the same time. Full-width alloy hubs were adopted across the range in 1956, and the Red Hunters continued in this form until production ceased in 1959. The current vendor purchased this Red Hunter in October 1983 and has used it for touring in the UK and France. Last ridden circa two years ago, the Ariel has been kept dry stored in the garage under sheet and is only being sold due to John's advancing age and a recent hip operation. Following a period of inactivity, the machine will require re-commissioning and thus is sold strictly as viewed. Accompanying paperwork includes old/current V5/V5C documents; a lubrication chart; various invoices; and a quantity of expired tax discs. It should be noted that the registration documents record the engine number as 'LB2144' (actually 'PB 1982').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

The ex-Jim Redman MBE, works 1963 Honda 247cc CR72 Racing MotorcycleFrame no. CR72-310138Engine no. CR72-310191•Known ownership history•Present ownership since 1971•Restored condition•Also ridden by Jim Redman at modern classic eventsRaced in period by multiple World Championship winner Jim Redman, this machine represents a once-in-a-lifetime opportunity for serious collectors to acquire a genuine, ex-works, 1960s Grand Prix Honda possessing impeccable provenance. 'Also-rans' in the late 1950s, Japanese manufacturers came to dominate Grand Prix racing's 1960s 'Golden Age' and none more so than Honda, whose jewel-like, small-capacity lightweights represented the pinnacle of motorcycle engineering in their day. Built for and run by the works team, with only occasional loans to selected privateers, these hand-crafted masterpieces are extremely rare in private hands and only infrequently offered for sale. In addition to the works-only exotica, Honda offered a range of purpose-built, over-the-counter racers for privateers, the most successful being the 125cc CR93 and 50cc CR110. For the 250cc category they offered the CR72. This was based on the CB72 sports roadster but boasted twin overhead camshafts, four valves per cylinder, and a six-speed gearbox. Maximum power output was 41bhp at 12,500rpm. There was also a 305cc CR77 version for the '350' class, based on the road-going CB77. Writing in his book Japanese Production Racing Motorcycles, the late Mick Walker says: 'However, even though several pre-production models were raced by various riders, including Tommy Robb (who debuted the 305 in the West German Grand Prix at Hockenheim), Luigi Taveri, Bruce Beale, Ralph Bryans and Bill Smith, they were never officially offered for sale to the general public in the UK.'Three of the new CR72s were ridden at the 1963 Isle of Man TT by works riders Kunimitsu Takahashi, Luigi Taveri and Bill Smith, the latter going on to finish 3rd in the race while his two team-mates retired. Mick Walker again: 'However, development continued throughout 1963, with a number of excellent results being obtained both in Grand Prix and short-circuit meetings. Everyone fully expected, after what was generally accepted as an outstanding year with their 250 and 305 twin-cylinder prototypes, that Honda would offer them for sale in 1964. This was not to be the case however, and in January 1964 the company announced that it had decided not to produce any more of the twins that year.' Honda then stopped allowing its works riders use the CR72/77 at non-championship meetings and they all but disappeared from view, although British rider Dave Simmonds did manage to obtain a CR77 from Japan. Before then Jim Redman had been one of the works riders to race the CRs. British by birth, Jim Redman emigrated to Rhodesia (now Zimbabwe) in his teens. He started motorcycle racing on a Triumph twin before going on to win the South African Championship on an AJS 7R and setting sail for Europe. His big break came in 1960 when he stood in for injured Honda works rider Tom Phillis and was offered a contract for the following season. By the time he retired from racing at the end of 1966, Jim had amassed no fewer than 45 Grand Prix victories and six World Championships for Honda: two in the 250cc class and four in the 350cc category. In a signed letter on file Jim states that he raced the machine offered here, frame number 'CR72-310138', in the 1960s along with (fellow countryman) Bruce Beale and for the Rhodesian/South African season. The machine was also ridden at Imatra in 2008, 2010, 2012 and 2014, and at Assen in 2010. Jim signed the tank during the 2008 Imatra event (photograph on file). Our vendor purchased the ex-Redman Honda in 1971 from Finnish rider Pertti Leinonen, scorer of three World Championship points in the 125cc Category in 1969 (see certificate of ownership change in file). Peritti had bought the machine from German Willi Stein in 1968 (see letter on file). The current vendor has restored the machine over approximately a 30-year period. He has now decided to sell it due to advancing age (he is 81 years old). Since the restoration's completing the Honda has been used by Jim Redman in classic events between 2008 and 2014: four times at Imatra and once at Assen, and is said by both Jim and the vendor to be in good working condition. The crankshaft and gearbox have been restored with new parts, all sourced with help from Honda. Apart from Jim riding it in various classic events, the Honda has had very little use since the restoration and was last ridden in 2018 at Pyynikki, Finland, a circuit at which Jim had won the 125cc World Championship race in 1962. The number on the fairing previously was '28' (the vendor's competitor number) but he has since changed this to '1' for Jim. (There is only one fairing.)Accompanying documents include the letter of confirmation from Jim Redman; letter from Pertti Leinonen; letter from Willi Stein; and copies/scans of letters from the current vendor to various parts suppliers. A DVD and copy of Jim's autobiography, given personally by him, are included in the sale. Jim has kindly offered to speak to anyone in advance of the sale and the successful purchaser about the Honda and its history.Footnotes:Please note that if this vehicle is to remain in the UK, it will be subject to Import VAT at 5% on the hammer price to clear customs. The administration for clearing customs is called a NOVA (Notification of Vehicle Arrival) and costs £350 (plus VAT). Both the Import VAT and NOVA charge will be added to the buyer's invoice. Please note that this fee does not include registering the vehicle in the UK. This vehicle will not be available for immediate collection after the sale and will only be released once customs is cleared. If you have any questions regarding customs, please contact the Motorcycle Administrator.All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.This lot is subject to the following lot symbols: * N* VAT on imported items at a preferential rate of 5% on Hammer Price and the prevailing rate on Buyer's Premium.N MOTORCYCLESIf purchased by a UK resident, this machine is subject to a NOVA declaration, whilst the responsibility of submitting the NOVA rests with the Buyer to do so, Bonhams will facilitate the process by engaging an agent (SHIPPIO) to undertake the NOVA and C88 (customs) application if applicable on the Buyer's behalf. A fee of £125 + VAT to do so will be added to the Buyer's invoice.CARSIf purchased by a UK resident, this machine is subject to a NOVA declaration, whilst the responsibility of submitting the NOVA rests with the Buyer to do so, Bonhams will facilitate the process by engaging an agent (CARS) to undertake the NOVA on the Buyer's behalf. A fee of £250 + VAT to do so will be added to the Buyer's invoice.For further information on this lot please visit Bonhams.com

1952 Triumph 498cc T100 TigerRegistration no. Unregistered (see text)Frame no. 30542Engine no. T100 9109523Although Edward Turner's Triumph Speed Twin caused a sensation when it appeared at the 1937 Motorcycle Show, few of its admirers can have guessed how influential the design would prove to be. Performance was exemplary for a road-going 500, around 85mph being attainable by the Speed Twin while the Tiger 100 sports version was even faster. The latter's performance was boosted by the use of high-compression forged pistons and polished ports and internals, the result being a machine that could touch 100mph in road trim and exceed it with the silencer end-caps removed. When production resumed in 1946, the T100 reappeared with telescopic forks in place of the original girders, and separate dynamo and magneto instead of the pre-war version's magdyno. Looking somewhat like a tribute to the famous 'Jump Bike' ridden by Steve McQueen in The Great Escape, this Triumph was last taxed for the road in June 1993. The current vendor purchased the machine at Bonhams' Stafford sale in October 2019 (Lot 285), since when it has been stored. It should be noted that the displayed registration 'UMH 429' does not match the frame number in the logbook, and that therefore this motorcycle is offered unregistered without a valid registration document. Accompanying paperwork consists of a (copy) old V5, a dating certificate, and DVLA correspondence. Sold strictly as viewed.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

1993 BMW 980cc K1 'Black Edition'Registration no. K100 ABMFrame no. 6377744Engine no. 24912066Launched in 1989, the futuristically styled K1 represented BMW's bold attempt to create a hyper-sports flagship model using its K-Series 980cc four-cylinder engine, up-rated with a 16-valve cylinder head and Bosch electronic fuel injection. Despite BMW's self-imposed horsepower ceiling of 100bhp, Bike magazine's test K1 recorded a maximum of 107.9bhp on Motad's dynamometer, which was sufficient to propel the aerodynamically efficient 'Brick' to a top speed of around 150mph. Arguably more important than the headline speed figures was the manner in which this performance was delivered, Bike's tester Phil West being highly impressed by the way in which the wind-tunnel developed fairing made 120mph seem like 60, and at a mere 7,500 revs too. Produced for only four years, the K1 is already one of the more collectible of post-war BMWs, as well as remaining a thoroughly capable sports-tourer. Finished in black rather than the model's typical red/yellow colour scheme, this K1 has covered 36,189 miles from new and is described by the vendor as a credit to its previous owners and in full running order. Last run in March 2023, this rare and beautiful BMW comes complete with its original tool roll, old service sheets, old MoT certificates, the original service book, and the owner's handbook. Offered with a V5C. Keys present.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

1939 Vincent-HRD 498cc Series-A CometRegistration no. EUR 109Frame no. D1705 Engine no. C967Rear Frame Number. D1705•Full matching numbers: registration, engine, upper and rear frames, gearbox, oil pump•Present ownership for over 50 years•Original and unrestored•For preservation The Vincent-HRD marque originated in 1928 when Philip Vincent acquired the name and assets of the recently liquidated HRD Company. ('HRD' stood for Howard Raymond Davies, the Isle of Man TT winner who had founded the firm in 1924). Vincent moved production from Wolverhampton to Stevenage and set about putting his motorcycle design ideas into practice, commencing with an innovative sprung frame that would remain a feature of Vincent motorcycles until production ceased in 1955.Like Davies before him, Vincent relied on proprietary engines until increasing dissatisfaction with suppliers led to the creation of Vincent's own in 1934. An overhead-valve, 500cc single, this all-new power unit was designed jointly by PCV and his Chief Engineer Phil Irving. Messrs Vincent and Irving brought fresh thinking to the design of what would become known as the Series-A motor, opting for a relatively short stroke of 90mm coupled to an 84mm bore; a high-set camshaft and two guides for each valve with the rocker arm engaging between them; the sum of all these features resulting in a compact engine with considerable scope for tuning. The names 'Comet' and 'Meteor' were chosen for the sports and touring versions respectively of the stylish new Vincent-HRD, which had not even been started, let alone ridden, when it was first exhibited at the 1934 Motor Cycle Show at Olympia. Fortunately, during the Show a tester achieved a speed of 90mph on a Comet, a highly respectable figure for a 500cc sports roadster and one that fully justified Philip Vincent's prior performance claims. In the 1935 Isle of Man Senior TT, the new Vincent-HRDs finished in 7th, 9th and 12th places, demonstrating that they possessed reliability as well as speed. Sales increased steadily, but the Vincent was an expensive product and ownership remained the privilege of a wealthy few. Production of all Series-A Vincent-HRDs ceased on the outbreak of WW2, and today the pre-war Comet and Meteor – the machines that effectively kick-started the Vincent legend – are highly prized by discerning collectors.This wonderfully preserved Vincent-HRD Comet comes with an old-style buff logbook issued in 1945 recording three owners. Last of the three listed, the current vendor purchased the Comet from the second listed (Richard Halfpenny, a friend of his) in 1970 but did not register it until 1971. The vendor was on a Vintage rally in Littlehampton and stopped halfway to drop in on Richard and strike a deal to buy two Vincent-HRDs (this one and another 'for spares') for all of £60!Showing circa 20,000 miles on the odometer when purchased, the Comet was in the 'oily rag' condition it is presented today; the vendor simply had to clean the carburettor, fuel taps and ignition points, etc to get it back on the road. A rocker broke some years ago and was replaced, but apart from that it has never let its owner down. The Vincent has been ridden on various events and rallies including some 600-or-so trouble-free miles in Hungary while visiting friends. It has also been ridden around Mallory Park on various occasions and used as occasional day-to-day transport over the years, but the owner preferred to put miles on his trusty 1920s Sunbeam. The current odometer reading is a believed genuine (but unwarranted) 22,425 milesThe vendor advises us that the machine is mostly original and unrestored, except for a BSA silencer and Lucas dynamo. All fittings are correct whereas on many bikes the square-headed bolts have been lost and replaced with more modern types. The Vincent Owners Club kindly confirm that this matching numbers example (a 'full set' including gearbox and oil pump) was manufactured on the 26th of June 1939 and the works order form lists the customer as 'Bodington', although it is not known whether this was a dealer or specific end-customer. And commented: 'What a great bike to find with its patina and more interestingly it has a lot of original features on it, some of which usually over the years get replaced or just lost'.Accompanying paperwork includes old/current V5/V5C documents: an HPI check printout; the aforementioned old-style logbook; and two instruction books. A unique opportunity to acquire an incredibly original example!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

1928 Rudge-Whitworth 500 SpecialRegistration no. WK4905Frame no. 30212Engine no. 51145Formed by the acquisition in 1894 of the Rudge Cycle Company Ltd by the Pugh family's Whitworth Cycle Company, Rudge-Whitworth built its first motorcycle in 1910 and is best remembered for its pioneering use of four-valve cylinder heads. Rudge-Whitworth's first four-valve production motorcycle made its public debut at the Olympia Show in 1923, and the company persevered with the layout until manufacture ceased at the outbreak of WW2. The motorcycling public's response to this new four-valve, four-speed model was enthusiastic and by the end of 1924 twice as many machines had been produced as in 1923. The full potential of Rudge's four-valves-per-cylinder design was slow to emerge but in 1928 Graham Walker's works '500' became the first motorcycle to win a road race - the Ulster Grand Prix - at an average speed in excess of 80mph, a feat which led to the introduction of the legendary 'Ulster' sports model. This Vintage-era Special was purchased in May 2022 with the intention to re-commission it, although nothing has been done and it has not been ridden by the current owner. Last started in March 2022, the Rudge is believed to be in original condition, including the tank paintwork, and will require recommissioning to a greater or lesser extent before further use. In 1928 'WK 4905' featured in an article in The Motor Cycle (copy included) and the history file also contains a current V5C and various bills/receipts.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

1970 Triumph 649cc T120R BonnevilleRegistration no. not registeredFrame no. AD 39288 T120REngine no. AD 39288 T120RAs the 1960s dawned, Triumph's larger twin-cylinder models remained recognisably similar to the first Speed Twin of 1938. Unitary construction of engine and gearbox was already a feature of the 350 and 500 twins though, and that innovation duly appeared on the 650s in 1963. The café racer's favourite since its launch, thanks to lusty acceleration and a top speed approaching 120mph, the Bonneville continued in this new form as Triumph's top-of-the-range sports roadster, arriving at what aficionados consider its ultimate specification with the launch of the 1968 model. By this time the frame had been sorted and 12-volt electrics standardised, but welcome improvements included shuttle-valve fork internals, independently adjustable ignition points, Amal Concentric carburettors, and a long overdue twin-leading-shoe front brake. For the next couple of seasons the Bonnie continued essentially unchanged, before the disastrous launch of the 'oil-in-frame' models in November 1970 precipitated the collapse of the entire BSA-Triumph Group. Belonging to the last Bonneville generation built before BSA-Triumph switched to the Umberslade Hall-designed oil-in-frame range, this example was imported from the USA and still carries its Los Angeles licence plate. No history is known but the Bonnie appears in original condition. The vendor has checked the machine mechanically but left it untouched cosmetically. Recommissioning is advised before further use. The machine is offered with USA title (West Virginia) and Assignment of Certificate of Title to a UK-based owner dated 2004.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

The ex-works, Mike Hailwood 1960  Ducati 125cc Desmodromic 'Barcone' Grand Prix Racing MotorcycleFrame no. D1Engine no. D1• Acquired by Stan Hailwood directly from the Ducati factory• In-period racing history• Known ownership history• Part of the Forshaw Family Collection for 41 yearsDucati's first Grand Prix single was the 125cc Bialbero (Double Overhead Camshaft). This offered improved performance over the single-overhead-camshaft Marianna, but reliability was questionable at high revs. Valve-to-piston clearance was critical with the higher compression ratios now required, compounded by the problem of valve float and the wide included valve angle of 80 degrees. During his days at university, Taglioni had shown interest in desmodromic, or positive valve actuation, and had proposed such a system while at Mondial in 1953. Mondial's conservative Count Boselli would not permit Taglioni to pursue this path, but it was different at Ducati. Almost as soon as he joined the company he began to work on a desmodromic cylinder head for the Gran Sport, and during 1955 produced the first desmodromic prototype. Taglioni's faith in the concept was also reassured by the success of the desmodromic Mercedes W196 Grand Prix and 300 SLR sports cars during 1954 and 1955. Unlike the Mercedes desmodromic system that used a single overhead camshaft with scissor rockers operating the valves, Taglioni went for a triple overhead camshaft (Trialbero) layout with two outside opening camshafts (like the Bialbero), and a central camshaft closing the valves through forked rockers. This was provided with vernier adjustment for precise cam timing. Light closing rocker return springs were initially fitted but later discarded when it was found they were unnecessary, with the risk of broken springs also causing damage. The actual cylinder head design was similar to the Bialbero, with a 31mm inlet and 27mm exhaust valve set, still set at the wide 80 degree included angle, but the Desmo had considerably higher valve lift with 8.1mm inlet and 7.4mm exhaust. Drive to the three camshafts was the usual straight-cut bevel gear and 15mm vertical shaft, but the shaft was waisted to vary the engine's torque characteristics. A shaft diameter of 11mm (the safe minimum) provided peak torque at 8,000 rpm while a shaft diameter of 14.8mm (maximum) gave a higher torque peak. With the narrower shaft retarding the valve timing in relation to piston position this was an early form of variable valve timing. The crown wheel on the central camshaft was pressed into the large diameter central spur gear, but as this sometimes broke, welding later supplemented the press fit.

Single owner, 1,194 kilometres from new1986 Suzuki GSX-R750 Registration no. D850 CDDFrame no. GR75A-111014Engine no. R705-125467Suzuki rewrote the 750-class rulebook when it launched the GSX-R750 on an unsuspecting world back in 1985. The GSX-R's development had been heavily influenced by lessons learned from the works TT F1 and Endurance racers of the late 1970s/early 1980s; lighter than a 600 and as powerful as a 1000, it made all other super-sports 750s seem flabby and slow. One of the modern era's few instant classics, 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, with anodised fastenings, tinted screens and after-market pipes among the commonest modifications, a state of affairs that has resulted in original examples of the first version – such as the machine offered here – becoming increasingly sought after. Delivered to Suzuki France, this early GSX-R750 was sold new to the current vendor by Two-Four Sports Ltd (from either Robert Furnell or Tom Wheatcroft). Used sparingly, the Suzuki has covered a mere 1,194 kilometres from new and will require recommissioning before further use. In 2009 this machine was displayed on the Suzuki GB stand at the NEC show on the 25th anniversary of the GSX-R, and in 2010 it featured in the April edition of Fast Bikes magazine. Representing a rare opportunity to acquire an original example of Suzuki's iconic 'Gixxer', the machine comes with two expired MoTs (1990s); a service invoice (1991); and a V5C document.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

1980 Honda 49cc C50 CubRegistration no. KAL 24V (see text)Frame no. C50-6222053Engine no. C50E-6222120Introduced in 1958, Honda's classic C100 'step-thru' 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 that of the small-wheeled scooter, the C100 set new sales records for motorcycle production and its descendants continue to be immensely popular today. Supplied new by Bob Minion Ltd of Derby, this C50 version has the overhead-camshaft engine first introduced on the CS50 ultra-lightweight sports model in 1965. 'KAL 24V' currently displays a total of 15,192 miles on the odometer and has probably not been used since the last tax disc expired in 2000. The engine, centre stand and rear wheel are seized. There is no registration document with this Lot, which is offered for restoration and sold strictly as viewed. The successful purchaser will have to reapply for the vehicle registration. 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

2004 Buell 984cc XB9SX Lightning City XRegistration no. GX54 ELCFrame no. 5MZKX12J053100188Engine no. ZXK5100188A marque that did not exist 40 years ago, Buell travelled a long way in a relatively short time before its recent sad demise. Founded by Erik Buell, the company established its own unique brand image, building a range of Harley-Davidson-powered sports bikes combining the Milwaukee twin's traditional 'stump pulling' torque with a state-of-the art chassis possessing the dimensions and geometry of a Grand Prix 250. As Buell production steadily increased so did Harley-Davidson's stake in the company, which it would come to own outright. With H-D's resources behind him, Erik Buell was able to take his unique concept a stage further, introducing an entirely new aluminium-alloy beam chassis on the XB Series in 2002. Innovative as ever, the latter contained fuel within its main spars and oil in the swinging arm.This restored Buell XB9SX City X has been well maintained and serviced by NP Veteran Engineering Ltd. The machine features a competition exhaust system and dedicated ECU (the stock parts are included in the sale). Last run in February 2023, the Buell has covered 13,038 miles from new and is described by the vendor as in good condition throughout. Offered with bills and a V5C. Keys present.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

1935 Excelsior 250cc Manxman Racing MotorcycleRegistration no. YFO 793Frame no. ME269Engine no. XBR160Although it had proved fast enough to win the 1933 Lightweight TT in Syd Gleave's hands, Excelsior's complex 'Mechanical Marvel' proved something of a disappointment thereafter, and at the end of the 1934 season the Tyseley firm opted for something simpler: the Manxman. A single-overhead-camshaft, two-valve design, the Manxman was built in 250, 350 and 500cc capacities. Road and race versions were offered, though the 500 was only ever marketed as a sports roadster. Although it never won a TT, the Manxman enjoyed considerable success in international racing and the Manx Grand Prix, Denis Parkinson winning the Lightweight race three times on the trot between 1936 and 1938. Notable Manxman developments included the switch to a shorter-stroke 250 engine in 1937 and the adoption (also applied to the 350) of an aluminium-alloy cylinder head with right-hand exhaust port.Rebuilt by the previous owner in 1997, this '250' Manxman had belonged to our vendor since 2004 and last ran in 2019 (the most recent MoT expired in 2013). Said to be a cracking bike to ride, it runs on Castrol R so also smells wonderful! The machine comes with a file of documentation to include a VMCC dating statement; old/current V5Cs; and four pages of hand-written notes concerning its mechanical specification (perusal recommended).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

Single owner for 55 years1950 Vincent 998cc Series-C Black Shadow Registration no. PJ0 175Frame no. RC7247B Rear frame no. RC7247BEngine no. F10AB/1B/5347 Crankcase no. JJ96•Matching numbers•Present ownership since 1965•Continuously maintained and in good orderEver 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 saloon was barely capable of reaching 70mph, and not until the advent of Jaguar's XK120 was there a production sports car that could live with the thundering v-twins from Stevenage. With a top speed approaching 120mph and bettering it in the Black Shadow's case, the Vincent v-twin was quite simply the fastest road vehicle of its day. The Black Shadow was indeed a legend in its own lifetime, and in the 60-plus years since production ceased, the esteem in which this iconic motorcycle is held has only increased, fuelling the demand among discerning collectors for well preserved, matching-numbers examples of the marque, such as that offered here. 'PJO 175' was purchased by the current vendor in 1965 and used regularly when first acquired. Rebuilt over time to facilitate constant use, the Vincent has been ridden sparingly over the last 20-or-so years and is presented in good order. Offered from careful long-term ownership, it is a prime candidate for continued use or sympathetic restoration. A wonderful opportunity to acquire a genuine Black Shadow that can be used 'as is' or further improved. Accompanying documentation includes an VOC dating certificate; an old-style continuation logbook (issued 1955); a V5C Registration Certificate; and copies of the Works Order Form and other factory paperwork. Key not required.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

1933 Morgan 1,100cc SportsRegistration no. ABH 123Frame no. D1315Engine no. LTOWZ/Z 26465SMFirst registered on 7th April 1933 in Buckinghamshire, this Morgan three-wheeler is believed to have started life as a Super Sports before being re-bodied as a Sports in the late 1950s. There is no firm history, but the car appears to have spent some time in Huntingdonshire before being acquired by Howard Alan des Forges of Bromley, Kent in 1997, passing to our vendor in 2001 having been restored in 2000. Recent work carried out includes a full engine and gearbox rebuild three years ago. Major new items fitted include the following:Barrels and pistons (standard size)Pressed-up crankshaft and con-rods (Merlin Engineering)Valves guides and springsRocker armsBearingsSet of gears and gearbox bearingsOther notable features include a radiator rebuilt with a new correct-for-year honeycomb core (Bob Angel); an owner-fitted valve guide oiling system; flashing indicators; and a Clarrie Coombes front wheel brake conversion. The body is new, as are the seats and trim, while the chassis has been refurbished. Many events have been completed at home and abroad with no issues, and the Morgan is described by the vendor as 'A1' throughout and ready to go. It should be noted that very few miles have been covered since the engine rebuild and that running-in needs to be completed. Keys present.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

1983 Kawasaki Z250CRegistration no. EDB 688YFrame no. KZ250C003124 Engine no. KZ250DE021632Kawasaki's single-cylinder '250' debuted in 1980 in a variety of guises, the sports roadster version being known as the Z250C. The Z250C's single-overhead-cam engine boasted an electric starter and a five-speed gearbox, and the machine came with alloy wheels as standard and drum brakes at both ends. The elderly vendor acquired the Kawasaki in October 2015 from his brother, who had owned it since 2007; other than that, its history is not known. The machine was last taxed to 30th June 2015. Currently displaying a total of 26,762 miles to the odometer, this is a potentially most rewarding project that will require recommissioning and/or restoration to a greater or lesser extent before returning to the road (the engine turns over). Sold strictly as viewed, the machine is offered with a V5C document, SORN papers and a Kawasaki Motorcycle 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

The Dave Degensc.1978 Dresda-Honda 810cc Racing MotorcycleFrame no. DA 378Engine no. DA2•One of six built in period•Raced by Dave Degens in the late 1970s•Restored circa five years ago•Displayed at Salon PriveProprietor of Dresda Autos, previously a retail outlet for scooters on Putney Bridge Road in South West London, Dave Degens was one of the first special-builders to put the Triton into what might be termed 'limited production'. A happy marriage of Triumph power and Norton roadholding, the Triton is rightly regarded by enthusiasts as the quintessential British sports special. The idea caught on after the Featherbed's arrival in the mid-1950s and many hundreds have been made since, varying in quality from the professional to the horrendously amateurish. Dave Degens' were among the very best and he set out to prove it in the most convincing way possible – by racing them. Riding one of his own Dresda Tritons, Degens won the prestigious Barcelona 24-Hour endurance race in 1965, defeating many works-entered bikes in the process, and went on to develop his own Featherbed-derived frame to take power units other than the original Triumph. Using the new Dresda frame and a 650cc Triumph engine, he won at Barcelona, for the second time, in 1970, and this versatile chassis would later accommodate all manner of multi-cylinder engines from Japan. Wrapped around a four-cylinder Honda motor, Degens' Dresda chassis again demonstrated its superiority on the racetrack when the JapAuto-entered machine of Debrock/Ruiz won the 1972 Bol d'Or 24-hour race at Le Mans. The Honda connection led to Dave building bikes for Honda Britain, and Dresda Autos became a Honda main agent. This Dresda-framed race replica is one of six such machines commissioned in the 1970s by Honda Britain, some of which were used to promote their distinctive livery and branding. This example is finished in the Dresda colours of the period. Bikes like these could be supplied to customers fitted with 750cc, 810cc or 960cc big-bore kits. A novel feature was the nylon rear sprocket that wore less than aluminium in endurance races. Dave came out of retirement to race this machine in the late 1970s, completing three events on it.The Dresda was restored approximately five years ago and is now fitted with an electric starter. Other notable features include magnesium alloy wheels; a Scitsu rev counter; a 4-into-1 exhaust system; and the inevitable Dresda box-section swinging arm. Since completion the Dresda has been displayed at Salon Prive. Following a period of inactivity, the machine will require re-commissioning thus is sold strictly as viewed. It is hoped that supporting documentation will be available at time of sale. Key not required.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

1969 Ducati 450 MkIII DesmoRegistration no. EPV 129HFrame no. DM450S*460038*Engine no. DM450 450292•Ultra-rare 450 with twin filler tank•Believed mainly original and unrestored•Featured in 'Ducati Scrambler, Desmo & Mark 3' book In the late 1940s Ducati began to produce the Cucciolo engine designed by Aldo Farinelli, and manufactured for SIATA. The Cucciolo was a clip-on engine used on bicycles, and catered to the desperate desire for transport in the post-war aftermath. Eventually Ducati capitalised on their production of the little motor, and manufactured a complete motorcycle powered by a Cucciolo engine. This first machine appeared in 1950, and thereafter they followed a similar path to other Italian motorcycle manufacturers, producing small capacity, economical and inexpensive machines for a transport-hungry public.In 1954 they hired designer Fabio Taglioni, and it is no coincidence that from that point Ducati creations were more sporting-oriented. Unsurprisingly, Ducati's involvement with racing began soon after Taglioni's arrival, and started with a 98cc overhead camshaft engine. Later, for racing, came the double overhead cam engine with desmodromic valve operation, which was to become a feature of many future Ducatis. Triumphant in its first Grand Prix outing, the 'desmo' was here to stay. The road singles of the 1950s and 60s continued in 100, 125, 175 and 200 capacities, whilst smaller machines were given over to two stroke engines. Capacities of the four stroke singles grew to 250, 350 and eventually 450 throughout the sixties, with road, sports and street scrambler versions and desmodromic valve operation eventually appearing on the road bikes from 1968 onward.The vendor acquired EPV 129H in 2013 from Made in Italy Motorcycles, who had imported it from Italy. The machine had featured in Massimo Clarke's book 'Ducati Scrambler, Desmo and Mark 3' (copy of the book included) as an original example of the model (examination of the photographs reveals the same small 'nick' in the offside of the seat cover – although the seat has now been recovered, the original cover comes with the bike). This particular model, with the twin-filler petrol tank, and vintage styling, is so rare that many marque histories fail to mention it. The owner was impressed by the bike's originality, believing much of the paintwork to be original, together with the retained seat cover mentioned above. He has not used it on the road, but it has been started at regular intervals until recently, and kept in dry storage. Only modest re-commissioning and basic safety checks should be required prior to use on the road with a new owner.Documentation comprises the current V5C, an expired MoT certificate, a valuation certificate, and a photocopy maintenance manual, together with the aforementioned Massimo Clarke book. A key is present.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

1951 Royal Enfield 346cc Bullet TrialsRegistration no. JSV 176Frame no. G2/19736Engine no. G2/19736•Highly original Royal Enfield Bullet•Used to compete in the Beamish Trial•Magneto was rewound in 2013'By 1948 when every other British factory, excluding Douglas, was still messing around with rigid trials and road machines, Royal Enfield too a giant step forward by scrapping theirs and staking their future on the springer.' – Don Morley, Classic British Trials Bikes.Enfield revived the Bullet name in 1948 for a sensational new '350' sports bike with swinging-arm rear suspension. After the prototypes' successful debut in the 1948 Colmore Cup trial, won by Bill Lomas, the Bullet went on to achieve its first major international success in the ISDT later in the year. Royal Enfield's success in post-war trials owed much to its being first in the field with swinging-arm rear suspension, but arguably more to the talents of works rider Johnny Brittain, ably aided by the likes of Tom Ellis, Jack Stocker, Stan Holmes, Don Evans and his younger brother Pat. Despite early works successes in one-day trials, the springer Bullet was viewed with suspicion by the off-road community and sales were sluggish. Fortunately, Enfield's policy of supporting foreign teams at the ISDT, and the fact that between 1948 and 1956 the Bullet won no fewer than 26 ISDT gold medals, ensured a healthy stream of orders, from foreign customers at least. This highly original Royal Enfield Bullet is recorded in the factory ledger as despatched to Jenkins & Purser in Southampton in December 1951. It is not listed as a trials model, but that does not necessarily mean that it is not (see email printout on file). The machine appears standard and unrestored; the seat is not original but otherwise the cycle parts are what would be expected on a factory-built trials model. Previous owner Tony Barrett's email states that he purchased the machine in April 2012 and that it had been off the road for some 30 years. Some restoration work was carried out by the previous owner, and the colour changed from red to grey. The vendor has used the Enfield to compete in the Beamish Trial among a few other events in the North West. The engine is said to run well, with only a little smoke on cold starts, and sounds healthy with no undue mechanical noise. All gears select as they should. The magneto was rewound in 2013 and is said to produce a healthy spark. Offered with a V5C document. 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

1925 Sunbeam 347cc Model 2 SportsRegistration no. FC 8964Frame no. 21539Engine no. 242/22428S'This (the Model 2) is the ideal sporting machine for those who do not require the maximum speeds obtainable from our larger engines, although it has, in fact, put up some wonderful speeds in competition. It is also admirably suited to those who like a fast, light machine for ordinary touring purposes.' – Sunbeam Motor Cycles, 1926. Although its very first machine had been a '350', Sunbeam had abandoned the class in 1914 in favour of larger capacities, only returning to it in 1923 with an entirely new sidevalve design that would form the basis of all the overhead-valve engines that followed. The new 2¾hp engine first appeared in the essentially similar Models 1 and 2, the former being a foot board-equipped tourer and the latter a more sporting machine. Owned since 21st November 2018, this Sunbeam Model 2 has been kept in the museum at the Shuttleworth Collection and used only on special occasions. Notable features of this wonderfully patinated motorcycle include a Bonniksen 100mph speedometer, bulb horn and a tyre inflator. The machine was last run in December 2022. Accompanying documents consist of a (copy) old-style logbook (issued 1954) and a current V5C Registration Certificate.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

Rudge 248cc Racing MotorcycleRegistration no. not registeredFrame no. none visibleEngine no. AZ 633Rudge was renowned for its championing of the four-valves-per-cylinder engine layout, employing it for the first time on a 250 in 1931, its previous offerings in the class having used JAP engines. The contemporary 350's fully radial valve arrangement was used for the quarter-litre Rudge, rather than the semi-radial arrangement of the sports and racing 500s or the parallel layout preferred for the Special tourer. The Rudge 250 was unusual for its day in having coil ignition, though a magneto became optional later and was standard issue on the works racers and the TT Replica. New for 1932, the latter was based on the 1931 works bikes that had romped home to 1st, 2nd and 4th places in the Lightweight TT on their Isle of Man debut, and bagged the first three places at the 1931 Ulster Grand Prix. We are advised this 250 Rudge features a methanol-burning, full race engine built by renowned Rudge racer and marque specialist, Mervyn Stratford, while the gearbox incorporates new-old-stock close-ratio gears. The gears are ex-Godfreys of Great Portland Street, London, who had obtained the rights to manufacture Rudge spares when the factory closed. We are advised that the machine has never been used since these parts were fitted and will therefore require recommissioning toa greater or lesser extent. There are no documents with this Lot. Key not requiredFor further information on this lot please visit Bonhams.com

Two owners, circa 800 miles from new 2001 Ducati MH900eRegistration no. CN51 ONPFrame no. ZDMV300AA1B000339Engine no. concealed by bodywork•Boxed limited edition plaque number 93/2000•Present ownership since 2006•Original accessories included'Ducati has turned the design credo of 'form follows function' on its head. It's as if you're expected to look at the evoluzione rather than ride it.' – Bike magazine.Inspired by Mike Hailwood's fairytale comeback victory aboard a Sports Motorcycles-entered Ducati in the 1978 Isle of Man Formula 1 TT, the MH900e (Mike Hailwood 900 evoluzione) was first seen in 'concept bike' form at the 1998 Munich Show. The work of Ducati's design boss, Pierre Térreblanche, it was a personal project never intended for production, but such was the response that Ducati went ahead anyway and announced a limited run of only 2,000 machines, to be sold over the Internet. Combining styling elements of the Multistrada and 900SS, the MH900e deployed the fuel-injected desmo v-twin engine from the M900 Monster in a trademark trellis frame equipped with matching single-sided swinging arm. In fact, identifiable similarities between Hailwood's TT-winning bike and the MH900e were notable by their almost total absence, being limited to a finned sump mimicking that of the old bevel-drive motors. Or as Bike put it: 'Retro meets funk in race-rep fashion statement.' Britain's premier motorcycle journal was right: rather than as an exercise in nostalgia, the MH900e worked far better when assessed as a design in its own right. Its intended market certainly thought highly of the concept, snapping up the entire production run within a matter of hours and thereby creating an instantly collectible classic. Given the MH900e's 'work of art' status, it is not surprising that most have been used sparingly and this example - number '93' of the series - has covered only some 800-or-so miles from new. The Ducati was first owned by a Mr Paul Leeke of South Wales, passing to our vendor in June 2006. Kept in dehumidified storage since acquisition, this beautiful MH900e is presented in wonderfully preserved condition and is a collectors' dream. A Staintune exhaust is fitted at present but the original exhaust box is included in the sale. The machine is offered with old/current V5W/V5C documents; paddock stand; original MH900 evoluzione bike covers (x2); original limited edition 0093/2000 T-shirt; and an owner's manual including warranty booklet (unstamped). 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

1958 Triton 750ccRegistration no. 545 XVCFrame no. L1367971Engine no. A000870A happy marriage of Triumph power and Norton roadholding, the Triton is rightly regarded by enthusiasts as the quintessential British sports special. The idea caught on after the Featherbed's arrival in the mid-1950s and many hundreds have been made since, varying in quality from the professional to the horrendously amateurish. Most Tritons feature the twin-cylinder 650cc Triumph engine, which makes this three-cylinder Trident-powered example something of a rarity. This quite stunning machine has been owned for the last 30 years by the vendor, who built it, his aim being to create the ultimate Triton. Only four miles have been covered since the restoration. Recommissioning will be required before further use. In addition to the rebuilt engine, this machine features a handmade Manx-type central oil tank and other parts crafted by the vendor. Other notable features include a Norton wideline Featherbed frame; electronic ignition; Grimeca 260mm 4LS front brake; Manx-type rear hub; specialist made Dural alloy engine plates; specialist machined rear-set footrests and controls; oil cooler; new wiring; bespoke seat; new paint; new 18' alloy wheel rims with stainless spokes; new modern road/race tyres; and a beautiful specialist modified stainless 3-into-2 stainless exhaust system. The machine is offered with a V5C recording the make as Norton and the date of first registration as 31st March 1956.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

1985 Honda NS400RRegistration no. C586 MRCFrame no. NC19-2001748Engine no. NC19E-2002165Multi-cylinder two-stroke Grand Prix race replicas were much in vogue during the mid-1980s, as first Yamaha and then Suzuki sought to exploit their links with the racetrack. Honda too were players in this niche market but somewhat surprisingly chose to make their GP look-alike a 400 rather than a 500 like those of their rivals. Despite giving away 100cc, the NS400R looked every bit as convincing as Yamaha's RD500LC and Suzuki's RG500 Gamma and had the advantage of being both lighter and more compact than either. Introduced for 1985, the NS400R boasted a three-cylinder engine just like Freddie Spencer's 1982 World Championship-winning NS500 while being notable as Honda's largest two-stroke roadster and its first with an aluminium frame. The NS400R was one of the best-handling roadsters of its day, Bike magazine declaring: 'there are few machines that will make up time on the NS400 through a series of bends'. An instant classic, the NS400R is one of the most sought after of 1980s sports bikes. A UK model first registered in August 1985, this fully restored example is finished in 'Freddie Spencer' livery and has recorded only 26,427 miles from new. The vendor advises us that the machine rides and runs superbly, and that it last ran in March 2023. Offered with a V5C document. Keys present.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

The Dave Degensc.1954/1959 BSA 500cc Gold StarRegistration no. 674 XVGFrame no. CB32.307Engine no. DBD.34.GS.3719•1954 lug-less frame, 1959 engine•Raced in period by Dave Degens•Restored for road useOn Wednesday 30th June 1937, a specially prepared Empire Star 500 ridden by the great Wal Handley achieved a 100mph lap of the Brooklands circuit on its way to a debut race victory and award of the Gold Star that would give BSA's new super sports model its evocative name. The Gold Star did not return to BSA's post-WW2 range until 1949. First displayed at the Earls Court Show in 1948, the B32 Goldie boasted the telescopic front fork first introduced on BSAs larger models for 1946 and came equipped with a new alloy cylinder barrel and 'head. For 1950 a 500cc version – the B34 – was added to the range and this larger Goldie was the first to switch to the new die-cast top-end, with separate rocker box, in 1951. The 350 followed suit in 1952 and the pair continued as the 'BB' Gold Stars after the new swinging arm frame was introduced in 1953, changing to 'CB' designation for 1954. This change marked the introduction of the classic 'big fin' engine top-end but the designation lasted only until the arrival of the 'DB' series in the autumn of 1955. The 'DB' incorporated a much improved lubrication system and, in the case of the 350 only, a stronger cylinder assembly; as such it represented the 'Junior' Goldie in its final form, there being no 350 equivalent of the final 'DBD' version. For the majority of enthusiasts the 500cc DBD34 in Clubman's trim is the epitome of the 'Goldie'. The DBD, the ultimate road going 500 Gold Star, appeared in 1956 when the famous RRT2 close-ratio gearbox and 190mm front brake became standard equipment. From then on BSA's perennially popular sporting single changed little until its much-lamented demise in 1963. Today, the Gold Star remains one of the most highly sought after of post-war British motorcycles and is supported by a most enthusiastic owners' club.Consisting of a 1954 frame and 1959 engine, this restored 'Goldie' is one that Dave Degens raced in the early 1960s. The machine is now prepared for the road but retains racing modifications; particularly worthy of note is the very rare BSA Competitions Department lug-less frame, developed from the scrambles machines. Other notable features include a Lucas M01L mag-dyno; alloy wheel rims (Borrani front, Akront rear); and a Smiths 120mph Chronometric speedometer showing 1 mile on the odometer (at the time of cataloguing). Following a period of inactivity, the machine will require re-commissioning and thus is sold strictly as viewed. It is hoped that supporting documentation will be available at time of sale. Key not required.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

1994 Ducati 916 StradaRegistration no. M148 NFJFrame no. ZDM916W4D000025Engine no. ZDM916W4D000087•Very early example from first year of production - frame number 25.•Very little modified from new, including original silencers•Showing 45,639 kilometres (approximately 28,000 miles)•UK registered since 1996When Ducati owner Claudio Castiglioni set about replacing the 888 he needed a motorcycle which would do two things: sell as a road bike; and win the World Superbike Championship. He recruited Bimota founder Massimo Tamburini and set about producing a sports bike without equal. The unique headlights allowed a wind cheating front to the fairing, underseat exhausts gave ground clearance, and the single sided swingarm needed for endurance racing - then still part of Ducati's ambitions - had to be strong enough for short circuit racing. The fuel tank had to allow the rider to tuck in while carrying the maximum permitted fuel load and covering the top of the structural airbox. Castings had to be as light as feasible while, as Tamburini put it, 'not look like they came off a dirt bike'.People got used to Tamburini deciding that what had been achieved wasn't good enough, arriving for work to discover a 916 mock-up had been too badly damaged by Tamburini's overnight experiments to continue with it. And as beautiful styled as the 916 is, styled is perhaps the wrong word. When it rained Tamburini would kit up and take the prototype for a ride. On his return he would examine where dirt had collected before redesigning bodywork until all the panels had an identical coating of filth. It was faster than using a wind tunnel and, when the 916 finally met aeronautical engineers, Tamburini's methodology was vindicated.While the 916 is Tamburini's stand out project for Castiglioni his best-selling Cagiva 125s were what brought the money in while he perfected it. Not that the 916 didn't bring money in; despite costing almost half as much again as Honda's feted Firebird, it sold out within days of launch, even before winning the World Superbike Championship at its first attempt. Unsurprisingly the first year of 916 production (as the 1994 Strada) is becoming a holy grail for Ducati fans. There was initially no plan for a homologation SP model, and for 1995 the 916 featured a sturdier rear subframe and dual seat (Biposto) to the disappointment of purists, who at least could finally order a 916SP.This machine features the original silencers, now vanishingly rare, especially since they were stamped with the frame number, most having been replaced with carbon fibre items. The only other deviations from standard are Helibars and braided brake lines. Built in 1994 and sold in the Netherlands (hence the kph speedo) it was registered in the UK in 1996. Fewer than 1500 of these bikes were built in 1994, the first year of production, with this machine having frame number 25 and engine number 87 making it one of the very first of what would become a glorious lineage. Supplied with keys.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

Property of John Cooper1936 Velocette 349cc KSS MkIIRegistration no. XSL 319Frame no. 2184Engine no. KSS 7280By the end of the 1920s, Veloce's range of over-head camshaft K-Series roadsters boasted a host of variations on the theme that included Normal, Sports, Super Sports, Touring, Economy and twin-port models. Introduced in 1925, the KSS was the Super Sports version while the KTS tourer employed the same overhead camshaft engine in virtually identical cycle parts, differences being confined mainly to mudguard style and wheel sizes. Introduced for the 1936 season, the MkII version of the KSS/KTS represented a major redesign, featuring many improvements including a new aluminium-alloy cylinder head with enclosed valve-gear, plus the cradle frame and heavyweight Webb forks of the new MSS tourer. In this form the KSS resumed production post-war in November 1946 before being updated, together with the other road models, with (optional) Dowty Oleomatic telescopic front forks in August 1947. Expensive to produce, the KSS was dropped from the range at the year's end.This KSS MkII has belonged to former racer John Cooper since May 2011 and was completely stripped and rebuilt by him to original specification in 2012. Currently taxed and last run recently, the machine is described by John as in generally excellent condition. Accompanying documentation consists of two MoTs (most recent expired 2013); tax/SORN paperwork; and a V5C Registration Certificate. It should be noted that the V5C records the model as 'KTS'. Key not required.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

1982 Ducati 583cc TT2 ReplicaFrame no. NoneEngine no. DM600L701170•Built by legendary TT2 mechanic Pat Slinn •Original in-period Verlicchi frame and 600 Pantah motor•Replica of Tony Rutter's world championship winning bikeThe Ducati TT2 comes from a forgotten era, the missing link between Hailwood's 1978 TT win and Ducati's 1990s World Superbike domination. Yet the TT2 is, for many aficionados, Fabio Taglioni's finest hour. Designed in response to a domestic race series based on the Isle of Man's Formula TT world championship rules, the Italian TT F2 championship encouraged development of the ultimate 600 racer with a road bike derived engine. Not only did the TT2 beat the fancied Yamaha RD350LC and Bimota KB2 handsomely on occasion it could beat Grand Prix machinery such as Suzuki's RG500.The Formula 2/TT rules allowed almost unlimited chassis alteration, so a big bore (81mm) 597cc version of the Pantah was squeezed into an all new frame that weighed just 7kg. Taglioni penned what was possibly the most delicate frame ever to grace a motorcycle, and Verlicchi produced the customer versions in 25mm diameter chrome-moly steel tubing. Just 50 customer TT2s were built during 1982 and '83 (including the one bought by Tony Rutter), plus a handful of factory racers which Tony occasionally rode.Verlicchi were happy to sell frames as a stand alone – along with the additional TT2 engines Ducati sold these were intended to provide spares for racers unfortunate enough to crash. This particular TT2 replica was part of a batch built by the Netherland's Ducati importer and sold as road legal, including with lights. All had genuine Verlicchi frames and correct era Pantah engines, albeit in standard specification and thus homologated for road use. Bought from Made in Italy Motorcycles with NOVA certificate (supplied) it was dispatched to Pat Slinn, famous as a mechanic for Mike Hailwood's and Tony Rutter's TT Ducati world championships. Pat also worked for the UK Ducati importers Coburn and Hughes before going on to Sports Motorcycles and then fettling Tony's all-conquering TT2s and TT1 (actually the TT2 with a 748cc engine) for four consecutive Formula 2 world championships.About the only thing that Pat left alone were the original front forks: the wheels are new Campagnola, the Pantah instruments replaced with a lone tachometer and even the fuel tank breather pipe mimics the winding that allowed Tony to be certain no petrol had overflowed as he reached the bottom of Bray Hill. A truly unique tribute to Pat Slinn and Tony Rutter's achievements, a fine potential parade bike or for the committed potential the ultimate lightweight Ducati race-on-the-road. No keys supplied, or indeed anything else that adds unnecessary weight.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

The Dave Degensc.1963 Dresda Triton 750cc 'Showpiece'Registration no. 293 WKEFrame no. 99 89624Engine no. 5T 79108•Built for marketing and promotional purposes•Very well specified•Requires recommissioningProprietor of Dresda Autos, previously a retail outlet for scooters on Putney Bridge Road in South West London, Dave Degens was one of the first special-builders to put the Triton into what might be termed 'limited production'. A happy marriage of Triumph power and Norton roadholding, the Triton is rightly regarded by enthusiasts as the quintessential British sports special. The idea caught on after the Featherbed's arrival in the mid-1950s and many hundreds have been made since, varying in quality from the professional to the horrendously amateurish. Dave Degens' were among the very best and he set out to prove it in the most convincing way possible – by racing them. Riding one of his own Dresda Tritons, Degens won the prestigious Barcelona 24-Hour Endurance Race in 1965, defeating many works-entered bikes in the process, and went on to develop his own Featherbed-derived frame to take power units other than the original Triumph. Using the new Dresda frame and a 650cc Triumph engine, he won in Barcelona, for the second time, in 1970, and this versatile chassis would later accommodate all manner of multi-cylinder engines from Japan. Wrapped around a four-cylinder Honda motor, Degens' chassis again demonstrated its superiority on the racetrack when the Japauto-entered machine of Debrock/Ruiz won the 1972 Bol d'Or 24-hour race at Le Mans. Built to 'show' standard as a promotional tool for display at motorcycle events, this Dresda Triton incorporates all the best specialist parts available. Specification highlights include modified Triumph forks (without bushes); modified frame with altered lugs; Manx-style rear loop; Dresda box-section swinging arm; replica Manx rear hub; Dresda lightened valves and springs; balanced and lightened rockers; balanced crankshaft; matched cams; 'Goldie' silencers; belt primary drive; Amal Concentric carburettors; twin-leading-shoe front brake; and Smiths rev counter and speedometer.Following a period of inactivity, the machine will require recommissioning and thus is sold strictly as viewed. Accompanying paperwork includes an old-style continuation logbook (1970); a current V5C document; and various invoices. Two keys present.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

A believed Watsonian Avon Sports sidecarfor left side mounting, in unrestored condition with red upholstery, complete with chassis, mounting bars, wheel and mudguard with lamp, together with a letter from Watsonian confirming model type, condition, completeness and originality unknown, close inspection advised. (2)Footnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.Lot to be sold without reserve.This lot is subject to the following lot symbols: ◊◊◊◊◊◊ Requires specialist shipping and storage at the buyer's expenseFor further information on this lot please visit Bonhams.com

Property of a deceased's estate1933 Rudge 350cc RadialRegistration no. PSL 474Frame no. 50821Engine no. 8056 (see text)The full potential of Rudge's four-valves-per-cylinder design was slow to emerge, but in 1928 Graham Walker's works '500' became the first motorcycle to win a road race - the Ulster Grand Prix - at an average speed in excess of 80mph, a feat which led to the introduction of the legendary 'Ulster' sports model. Early engines deployed parallel valves in a pent-roof combustion chamber; then in 1930 a trio of 350s appeared at the Isle of Man with radially-disposed valves, this new arrangement demonstrating its superiority when Rudges finished 1, 2, 3 in the Junior TT. This Rudge belonged to the current vendor's late father, who acquired it in 2001. The father was a keen motorcycle enthusiast, spending his spare time tinkering with bikes in the garage and going on various organised motorcycle rides. The Rudge has been kept dry stored in the garage since he passed away two years ago. In 2009 the engine was overhauled and fully documented by Rudge specialist Colin Chapple (detailed invoice on file). Following a period of inactivity, the machine will require recommissioning and thus is sold strictly as viewed. It should be noted that the V5C records the engine number as '109'. Accordingly, prospective purchasers should satisfy themselves with regard to this motorcycle's originality, correctness and mechanical condition prior to bidding. Accompanying documentation consists of a current V5C; Rudge Enthusiasts' Club invoice; and the aforementioned Colin Chapple invoice.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

1964 Triumph 649cc T120R BonnevilleRegistration no. not registeredFrame no. T120 DU9129Engine no. T120 DU9129Hurriedly prepared for its debut at the 1958 Earls Court Show (it was too late for inclusion in the 1959 catalogue) Triumph's Bonneville arrived at a time when young motorcycle enthusiasts wanted style as well as substance and had the money to pay for it. Finished in striking two-tone Tangerine/Pearl Grey with matching mudguards and black cycle parts, the bike was a real looker, and the name 'Bonneville', chosen in honour of Johnny Allen's record-breaking achievements with his Triumph-powered streamliner at the eponymous Utah salt flats, was an inspired piece of marketing. Its newness notwithstanding, the Bonneville remained recognisably similar to Edward Turner's Speed Twin of 1938. Unitary construction of engine and gearbox was already a feature of the 350 and 500 twins though, and this innovation duly appeared on the 650s in 1963. The café racer's favourite since its launch in 1959, the Bonneville continued in this new form as Triumph's top-of-the-range sports roadster. This collectible T120 Bonneville dates from 1964, by which time most of the handling problems associated with the earlier versions' twin-downtube frame had been rectified by the successor single-tube design. The Triumph was restored in 2000 by Sean Kelly's Restoration Replication in California. Sean Kelly (of Johnson Motors fame) owned the shop next to Bud Ekins' workshop. Never run since the restoration's completion, the Bonnie will require recommissioning before further use. Offered with NOVA confirmation printout.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

A 1937 Brough Superior sales cataloguewith card cover, rusted staples, and centre page loose, with details of SS100, SS80, SS80 Deluxe Special, 11.50 Special, and Alpine Grand Sports sidecar, close inspection advised. Footnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

Property of a deceased's estate1968 Triumph 649cc T120R BonnevilleRegistration no. AHJ 902GFrame no. T120R DU89806Engine no. T120R DU89806As the 1960s dawned, unitary construction of engine and gearbox was already a feature of Triumph's 350 and 500 twins, and that innovation duly appeared on the 650s in 1963. The café racer's favourite since its launch, thanks to lusty acceleration and a top speed approaching 120mph, the Bonneville continued in this new form as Triumph's top-of-the-range sports roadster, arriving at what aficionados consider its ultimate specification with the launch of the 1968 model. By this time the frame had been sorted and 12-volt electrics standardised, while welcome improvements included shuttle-valve fork internals; independently adjustable ignition points; Amal Concentric carburettors; and a long overdue twin-leading-shoe front brake. For the next couple of seasons the Bonnie continued essentially unchanged, before the disastrous launch of the Umberslade Hall-designed 'oil-in-frame' models in November 1970 precipitated the collapse of the entire BSA-Triumph Group. Belonging to the last Bonneville generation built before BSA-Triumph switched to the oil-in-frame range, this example was purchased from Chariots Specialist Cars, Kettering in 2016 (invoice on file). The Bonnie carries a tax disc that expired in 2014 and is believed to be an older restoration. Following a period of inactivity, it will require re-commissioning to a greater or lesser extent and thus is sold strictly as viewed (the vendor advises us that a new battery has been fitted). Accompanying documents include a current V5C; Triumph Owners Motorcycle Club dating certificate; expired MoTs; DVLA correspondence; and sundry invoices/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.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

1966 Triumph 649cc T120 Bonneville TT SpecialRegistration no. not registeredFrame no. T120TT DU31492Engine no. T120TT DU31492The café racer's favourite since its launch in 1959, the Bonneville continued as Triumph's top-of-the-range sports model after the switch to unitary construction of the engine/gearbox in 1963. An alloy cylinder head equipped with twin carburettors helped the 'Bonnie' motor produce 46bhp at 6,500rpm, and the model was reckoned good for a top speed approaching 120mph. The USA had long been Triumph's most important export market, and to cater for local tastes a 'TT Special' (also known as the 'Competition Sports') Bonneville was introduced in 1964. The Triumph twin was already a formidable force in American flat-track racing, and the TT Special's stripped-down look, smaller fuel tank and short, open exhaust pipes echoed the style of the racers. By this time a maximum output of 52bhp was claimed for the Bonneville, while the TT Special engine produced 54bhp courtesy of 11.2:1 pistons (up from the T120 roadster's 9.0:1). A crankcase under-shield, tachometer-only instrumentation, larger-section front tyre, and an absence of lighting further distinguished the TT, which came with lowered overall gearing reflecting its intended role as primarily a dirt bike. This matching-numbers TT Special was purchased as a restoration project (in pieces) and has been restored by the vendor. It should be noted that the compression ratio has been returned to the roadster's 9.0:1. There are no documents with this Lot. Recommissioning advised.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

1982 BMW 980cc R100RSRegistration no. BRE 88YFrame no. 6079260Engine no. 6079260Just a few years after introducing the R90/6 and R90S, BMW upped the capacity of its range-topping flat-twins to 980cc for the 1977 season in the form of the R100/7 series, the flagship of this new line-up being the fully-faired R100RS superbike. Although styled like a super-sports machine, the R100RS was more of a sports-tourer, which did it no harm whatsoever in BMW's traditional market sector. This R100RS was purchased new by the vendor in August 1982. Since acquisition the BMW has been used exclusively for long-distance touring, twice visiting the Southern 100 in the Isle of Man and often ridden on 350-400-mile trips to and from Wales, the Peak District and other far-flung destinations. Currently displaying a total of 27,896 miles on the odometer, the machine has not been ridden for at least 4-5 years and will require thorough servicing and a new battery before further use. Prior to being laid up the BMW was regularly maintained by the enthusiast owner, who is only selling on account of his advancing years. The machine comes with instruction manuals, a parts list, a comprehensive history file, and a good selection of new service parts to help the successful purchaser. A pair of detachable leather panniers and a spare screen are included in the sale. Close inspection of this very nice example is highly recommended.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

1979 BMW 980cc R100RSRegistration no. DUC 217VFrame no. 6097621Engine no. 6097621Just a few years after introducing the R90/6 and R90S, BMW upped the capacity of its range-topping flat-twins to 980cc for the 1977 season in the form of the R100/7 series, the flagship of this new line-up being the fully-faired R100RS superbike. Although styled like a super-sports machine, the R100RS was more of a sports-tourer, which did it no harm whatsoever in BMW's traditional market sector. 'BMWs have always managed to give you a unique and almost uncanny feeling of complete security and stability at speed,' observed Bike magazine's Peter Watson. 'The ability to maintain cruising speeds of over 100 mph for as long as your licence holds out must be one of the machines' most attractive features. The RS even manages to improve on this reputation.'The current vendor owned this R100RS 30 years ago and repurchased it three years ago, since when he has done little with it. He advises us that the machine benefits from an uprated starter and new brakes, tyres, battery, side stand and crash bars. Last run towards the end of last year, the machine is described by the private vendor as in generally good condition. Offered with a V5C registration document.Offered with keyFor further information on this lot please visit Bonhams.com

Antig-Jawa 500cc Grass-track Racing Motorcycle The sports of speedway, grass-track, and long-track racing are closely related, the principal differences being the composition of the track surface and the length of the circuit, long tracks typically being 800-1,000 metres in length compared to around 400 metres or less for a speedway venue. The machines too share many basic characteristics, though long trackers are lengthier and have two-speed gearboxes and different, longer-travel front suspension. With their much longer straights, long tracks allow for significantly higher speeds. Long track engines will, generally, be tuned for greater top-end power to take advantage of these long straights. Just as in speedway, the JAP engine ruled the roost in long track's formative years, before the Czech-built Jawa/ESO began to assert itself in the early 1960s. In turn, Jawa's dominance of both speedway and long-track racing would be challenged by the four-valve Weslake engine, and Jawa responded by introducing a new double-overhead-camshaft, four-valve motor in the late 1970s. Available in speedway/long-track variants as the Type 894/895, this engine was adequately powerful (producing up to 65bhp) but rather top heavy, and was superseded by the more compact, single-overhead-camshaft Type 896/897, this being the final development of Jawa's classic upright single. This four-valve Jawa engine and gearbox are installed in an Antig frame, the machine being presented in restored condition. There are no documents with this Lot.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

Meccano clockwork sports car in red/blue, some rusting and age to paintwork, white tyres (minor fatigue), clockwork motor working order, F (Est. plus 21% premium inc. VAT)

Playworn tinplate vehicles and spinning tops including silver race car, Schuco sports car and aeroplane engines, F-P (Est. plus 21% premium inc. VAT)

Three sports cars comprising Corgi Austin Healey, Mercedes SL300 and Dinky Alfa Romeo, E-F (Est. plus 21% premium inc. VAT)

Shell Classics Collection and Models of Yesteryear diecast vehicles including vintage and Moden sports cars, all items boxed, E (10) (Est. plus 21% premium inc. VAT)

Dinky Frazer-Nash sports car and Oldsmobile in blue, G-E (Est. plus 21% premium inc. VAT)

A WWI 1914/15 star trio to T3/024880 Dvr. J. Evans A.S.C. with ID tag and sports medallion

An "Alan Paine" Surrey Collection woollen tweed sports jacket (size 42)