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Lot 562
A QUANTITY OF BOXED AND UNBOXED PLAYWORN DIECAST VEHICLES, unboxed Dinky Toys M.G.B. Sports car, No 113, white body, red interior, complete with windscreen and driver (loose), Superior Criterion Ambulance, No 263, complete with both figures and stretcher, Corgi Toys Mercedes-Benz 220SE, No 230, maroon body, lemon interior, missing spare wheel, Oldsmobile Sheriff's Car, No 237, missing decals and roof beacon, all unboxed vehicles with paint loss and wear, with five boxed modern Corgi cars and a small quantity of plastic tools
Lot 708
A CASE OF MISCELLANEOUS DIY TOOLS, including screwdrivers, spanners, metal cutters/tin snips, heavy duty staple gun, pliers, garden secateurs, Stanley 803 hand drill, assorted drill bits, etc, with a green canvas covered suitcase, Rowntree MacIntosh sweet tins, hand crochet table cloths and doilies, etc
Lot 219
A group of decorative and collectable items comprising a set of brass and cast iron 2lb shop scales, with dual display above port-hole mirror, with inset spirit level below number 1095, with brass and copper bowl, 48 by 22,5 by 48.5cm high, with two measuring scoops, an Errington Reay and Co Ltd, saltglazed stoneware planter of three handled amphora form, 34 by 40cm high, an Edwardian copper jelly or blancmange mould, of circular shaped form with indented centre, 25.5 by 11cm high, and a group of various home and garden tools, including a wood plane, rose pruning knife, shears and a hand drill, contained within a wicker basket, 50 by 31.5 by 18cm high.
Lot 224
Assorted bicycle spares and accessories,including oil cans, tool pouches, puncture repair kits, a large frame vice, a home-made 5 position cycle rack, a wheeled cycle stand, a dealers tin of sundry spares, tools, and other items, various conditions. (Qty)This lot is subject to the following lot symbols: â—Šâ—Š £25 + VAT uplift and storage at £5 + VAT per lot per dayFor further information on this lot please visit Bonhams.com
Lot 33
c.1946 AJS 497cc E90 'Porcupine' Grand Prix Racing MotorcycleFrame no. none visibleEngine no. 3-46•Ultra-rare 1940s Grand Prix racer•Acquired from former AJS works rider Ted Frend•On static display since restoration in the mid/late 2000sWhile statistics show that the Norton is Britain's most successful post-war Grand Prix racing motorcycle, that country's first success in the modern era's World Championships was achieved by another marque with an equally illustrious racing history: AJS. And the machine that carried Les Graham to his, and AJS's, first and only World Championship in 1949 was, of course, the legendary Porcupine. To this day the Porcupine remains the only twin-cylinder motorcycle to have won the 500cc World Championship. Conceived towards the end of WW2, the Porcupine was originally designed with forced induction in mind. Supercharged multi-cylinder engines had begun to threaten the single's supremacy towards the end of the 1930s and indeed, AJS themselves went down this road with their fearsome water-cooled V4. Fast yet difficult to handle, the latter had demonstrated that horsepower bought at the expense of excess bulk and weight was not the answer, so the thoughts of designer Vic Webb turned to a twin. Laying the cylinders almost horizontally with their 'heads facing forwards would ensure adequate cooling and a low centre of gravity, while at the same time providing room for the blower above the gearbox. When the FIM banned supercharging at the end of 1946 the design was too far advanced to be altered substantially, though the cylinder heads were revised to raise the compression ratio. Typed E90 but dubbed 'Porcupine' by the motorcycling press because of its distinctive spiked 'head finning, AJS's new challenger debuted at the 1947 Isle of Man TT in the hands of Les Graham and Jock West, the pair finishing 9th and 14th respectively after encountering a variety of problems. By way of consolation, West's best lap was only three seconds down on the fastest and showed that the bike had promise. The Porcupine's first race victory was achieved later that year by Ted Frend at the Hutchinson 100. Development continued throughout 1948, with a number of Grand Prix podium finishes and 18 world speed records among the season's highlights. The inaugural 500cc World Championship of 1949 consisted of six races, with victory going to Les Graham at the Swiss and Ulster Grands Prix. Bill Doran won the Belgian GP to assure AJS of the manufacturers' title, while Graham's two wins were enough to take the riders' championship from Gilera's Nello Pagani.Many years later, AJS works rider Ted Frend - the first rider to win on the bike - recalled that carburetion had been the Porcupine's biggest problem, perhaps not surprising given that it had been designed for a supercharger, and over the years a bewildering number of different induction arrangements were tried. The E90 was also bedevilled by magneto shaft failure - the cause of Graham's retirement from the lead of the '49 Senior TT just when two minutes from the finish - a problem that would not be solved until chain drive for the magneto was adopted on the revised E95 engine.Introduced in 1952, the E95 engine had its cylinders tilted upwards at 45 degrees, an arrangement that called for a new frame, and featured a pressed-up crankshaft with one-piece connecting rods and roller big-ends in place of the E90's one-piece 'shaft and shell-type bearings. Its distinctive spike fins had gone, but the 'Porcupine name stuck. The E95 enjoyed a dream debut, new recruit Jack Brett and Bill Doran finishing 1st and 2nd respectively at the season-opening Swiss Grand Prix, with New Zealand star Rod Coleman in 5th place. Another new addition to the AJS team for '52, Coleman had first been given an E90 to try at the '51 Ulster GP and followed that up with a strong showing at the Grand Prix Des Nations at Monza. 'In the race it was quite definitely faster than the Nortons and I had little problem getting past Geoff (Duke) and Ken (Kavanagh) with just three Gileras only a short distance ahead,' Rod recalls in his book, The Colemans. 'I did get with them and found again that the Porcupine was just as fast as the Gileras but was down a little on acceleration from the slower corners, but not by much. I was just beginning to think I had every chance of second place behind Milani when the motor stopped.' The cause? Yet another magneto shaft failure. For 1954 the E95 Porcupine and works 'triple-knocker' 7R3 350 single gained new pannier-style fuel tanks which extended down on either side of the engine, thus lowering the centre of gravity and affording a measure of streamlining at the same time. The downside was the need for a pump to raise fuel to the carburettors, and a complicated delivery system that involved mechanics standing the bike on its rear wheel to prime the header tank for starting! Jack Williams took over the race team that year and the result of his development was a much smoother engine, which now produced a maximum of 54bhp at 7,800rpm. Bob McIntyre, Derek Farrant and Rod Coleman were the riders, the latter providing the Porcupine with its best international results of the season, placing 2nd in Ulster and winning the Swedish Grand Prix. Other riders to swing a leg over the Porcupine during its short career include Bill Lomas, Robin Sherry and Reg Armstrong.Sadly, 1954 would prove to be the Porcupine's swansong year, AJS withdrawing from direct involvement in Grand Prix racing at the season's end. Between 1949 and 1954, Porcupines finished 24 races with five wins, seven 2nd places and one World Championship. In total, only four complete E90 and four E95 machines were built, plus an unknown number of spare engines. With the exception of the E95 acquired later by Tom Arter, they were raced only by the works team and never offered for public sale. Perhaps surprisingly, all four E95s survive today in private ownership. When Ted Frend died in 2006, his close friend and neighbour Ken Senior bought all of Ted's motorcycling-related possessions from the executors of his estate, which included loose photographs, negatives, albums, books, letters, trophies, tools, motorcycle parts, etc. (Some of Ted's TT trophies and photographs are offered in this sale - see Lots 512 - 522). The purchase also included Ted's road going Triumph and the Porcupine, which came to Ken as a collection of parts. It is not known whether Ted obtained a complete machine from AJS and then dismantled it, or whether he acquired it in component form. Born in 1916 in South London, Edward 'Ted' Frend completed an apprenticeship in sheet-metal fabrication at Hawker Aircraft (later Hawker Siddeley) and then joined General Aircraft at Feltham. He was soon taking part in motorcycle competitions and made his first impact on the sport following the purchase of a Vincent-HRD Rapide Series-A, on which he lapped the Brooklands track at 110mph, earning himself a coveted 'Gold Star' for exceeding 'the ton'. Riding a Norton, Ted finished 4th in the 1947 Isle of Man TT, a result that earned him a place in the AJS works team, riding the E90 Porcupine in 500cc events and the new 350cc AJS 7R in the Junior class. Like many of his contemporaries, Ted was an all-rounder, competing in trials, scrambles, grass-track and hill climbs as well as road racing. On his works debut in 1948, Ted gave the E90 Porcupine its first win: at the BMCRC 100-mile race at Dunholme Lodge, a former RAF airbase in Lincolnshire. Interviewed by Bob Shilling for the now defunct, and much missed, Classic Motorcycling Legends magazine (No. 37) Ted recalled: 'Les Graham and I had a terrific scrap but Les' magneto packed up so I cruised home the winner. I rode for AJS from then until the end of 1950. My racing was a sideline to my business...' Ted's business w... For further information on this lot please visit Bonhams.com
Lot 634
c.1959 Mi-Val 125cc Sei GiorniFrame no. 70631Engine no. 70631One of Italy's lesser known marques, Mi-Val started out as a manufacturer of machine tools and built (mainly lightweight) motorcycles from 1950 to circa 1967. The firm produced its own engines, both two-strokes and four-strokes, some of the latter featuring twin overhead camshafts, and supplied power units to Norman for its Nippy III moped. It also built the Messerschmitt 'bubblecar' under license as the 'Mivalino'. Looking very much like the lightweight MV Agustas of the same period, this 125cc two-stroke Mi-Val Sei Giorni (Six Days – a curious choice of name for a roadster but presumably chosen to reflect success in the ISDT) appears cosmetically restored but is lacking a speedometer and requires some wiring to complete. There is no import paperwork or any other documentation with this Lot. The vendor has had the machine running recently.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com
Lot 672
1931 Peugeot 327cc P111Registration no. not registeredFrame no. P111/31328Engine no. 91416Formerly producers of tools, coffee mills, umbrella spikes and corsetry, Peugeot commenced its long-standing connection with transportation in 1882 when it added cycle manufacture to its portfolio. A wide range of motorcycles was manufactured between the wars, one landmark development being the introduction of a range of unitary construction four-stroke singles in the mid-1920s. At this time almost all motorcycles had a separate engine and gearbox, linked by an exposed primary drive chain. Combining the engine and gearbox within a single assembly made for a compact and clean layout, which was a strong selling point for many prospective customers. Apparently, an older restoration, this unitary construction P111 sidevalve has been in storage since 2001 and will require re-commissioning before further use. The machine last ran in April 2021 and is described by the vendor as in fair/good condition. There are no documents with this Lot. For further information on this lot please visit Bonhams.com
Lot 698
1940 Brough Superior 1,096CC 11-50HPRegistration no. CET 475Frame no. M8/2215Engine no. LTZ/P 67329/S•The last Brough to leave the factory in 1940 (see text)•Matching frame and engine•Single family ownership since the 1940s•Restored by marque specialist Dave ClarkLegendary superbike of motorcycling's between-the-wars 'Golden Age', the Brough Superior was synonymous with high performance, engineering excellence and quality of finish. That such a formidable reputation was forged by a motorcycle constructed almost entirely from bought-in components says much for the publicity skills of George Brough. But if ever a machine was more than the sum of its parts, it was the Brough Superior. Always the perfectionist, Brough bought only the best available components for his motorcycles, reasoning that if the product was right, a lofty price tag would be no handicap. And in the 'Roaring Twenties' there were sufficient wealthy connoisseurs around to prove him right, T E Lawrence ('Lawrence of Arabia') being the most famous example. The speed with which the name 'Brough Superior' established itself as synonymous with excellence may be gauged from the fact that the famous 'Rolls-Royce of Motorcycles' sobriquet was first coined in 1921 when the marque was barely two years old. The story goes that Rolls-Royce objected to their name being associated with a mere motorcycle - until they examined one of George's creations. Launched in 1933, the 1,096cc 11-50 was the largest Brough Superior to enter series production. Powered by a sidevalve v-twin (of unusual 60-degree configuration) supplied exclusively to the Nottingham factory by J A Prestwich, the 11-50 fitted into the Brough price range between the SS80 touring and SS100 super-sports models. The 11-50 was conceived as a long-legged, effortless tourer and could exceed 90mph in solo form or pull a heavy sidecar at up to 75mph; indeed, in the latter role it was one of the finest sidecar mounts of its day. Production lasted until 1939, by which time the 11-50 was the only JAP-powered machine in the Brough Superior range. This Brough Superior 11-50's despatch date of 2nd July 1940 is the latest recorded for 1940, making it almost certainly the last machine to leave the Nottingham factory before it turned to matters more important than the manufacture of motorcycles. The copy Works Record Card shows that 'CET 475' was supplied as a motorcycle combination to Enright Bros of Rotherham and was intended for police use. Frame number '2215' is the penultimate manufactured. Continuing the story, an old-style buff logbook on file (issued 12th May 1949) shows that the owner at that time was Mr Richard Whitehead of Wath-on-Dearne, Rotherham. The Brough was licensed as a 'bicycle' (solo) the entry being annotated later with '& sidecar'. However, it is believed that 'CET 475' never entered police service, possibly due to changed priorities during wartime.As was not uncommon then, Richard carried out maintenance himself; he also kept the Brough garaged, preserving it in good condition. On one fateful journey in the 1950s, he and his wife Violet were travelling on the Al in Aberford, Yorkshire when a violent thunderstorm forced them to stop. Unfortunately, the tree under which they were sheltering was struck by lightning and it fell on the Brough, bending the frame, which was replaced. The original frame was retained.Richard passed away in 1977 and 'CET 475' transferred to his son-in-law Noel Kenning, during whose ownership the machine was kept garaged but hardly used. In 2000, the Brough Superior Club Technical Advisor, Dave Clark, straightened the original frame and reincorporated it into 'CET 475' while in the process of carrying out a thorough and fully documented renovation. During the rebuild, the Garrard sidecar (Lot 699 in this sale) was detached and the machine restored as a solo. In the 2000s, the motorcycle and sidecar were transported to Noel Kenning's daughter's house where they were well cared for in the warm dry garage. 'CET 475' was displayed and ridden at the Brough Superior Annual Rally at Middle Aston in 2013, but since then it has only been used a few times. When Noel Kenning passed away in July 2015, the Brough passed to his daughter, the current owner. Last run circa 2017, 'CET 475' is described by the vendor as in excellent condition throughout. The accompanying history folder contains DVLA correspondence; old/current V5/V5C registration documents; Dave Clark's restoration notes; an original Brough Superior instruction book; and a selection of copy period photographs. A horn; battery case; pair of leg shields; and some minor spares and tools are included in the sale.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com
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