KONVOLUT 7x Armbanduhren. bestehend aus: 1x Louis Erard Herren Armbanduhr. Edelstahl. Handaufzug-Werk Kaliber ETA 7001, funktionsfähig, nicht geprüft auf Gangreserve und -genauigkeit. Starke Gebauchsspuren am Armband, originale Stiftschließe. Durchmesser ca. 35mm ohne Krone.1x Maurice Lacroix Herren Armbanduhr, Ref. 69686. Edelstahl/vergoldet. Originales Lederband mit starken Gebrauchsspuren, originale Stiftschließe. Durchmesser ca. 35mm ohne Krone.1x Glycine Vintage Herren Armbanduhr. Silber 925. Handaufzug-Werk Kaliber AS 1758, funktionsfähig, nicht geprüft auf Gangreserve und -genauigkeit. Sichtbare Gebrauchsspuren an Gehäuse und Armband. Durchmesser ca. 31mm ohne Krone, bis zu 18,5cm Handgelenksumfang.1x Junghans Herren Armbanduhr, Ref. 41/7355. Vergoldet. Quartz-Werk mit neuer Batterie. Sichtbare Gebrauchsspuren an Armband und Gehäuse. Durchmesser ca. 34,5mm ohne Krone.1x Damen Armbanduhr. Vergoldet. Quarz-Werk mit neuer Batterie. Sichtbare Gebrauchsspuren an Gehäuse und Armband. Durchmesser ca. 32mm ohne Krone.1x HOM Vintage Herren Armbanduhr. Vergoldet. Handaufzug-Werk, funktionsfähig. Sichtbare Gerbauchsspuren am Gehäuse, kein Armband. Durchmesser ca. 34mm ohne Krone.1x Cito Super Sport Vintage Herren Armbanduhr. Vergoldet. Handaufzug-Werk, funktionsfähig. Zifferblatt und Zeiger mit Radium. Sichtbare Gebrauchsspuren an Gehäuse und Armband. Durchmesser ca. 32mm ohne Krone.| BUNDLE 7x wrist watches.Consisting of:1x Louis Erard Men's wrist watch. Stainless steel. Manaul wound movement caliber ETA 7001, working, not tested for power reserve nor accuracy. Major signs of wear on the strap, original pin buckle. Diameter ca. 35mm without crown.Maurice Lacroix Men's wrist watch, ref. 69686. Stainless steel/gold plated. Original leather strap with major signs of wear, original pin buckle. Diameter ca. 35mm without crown.1x Gylcine Vintage Men's wrist watch. Silver 925. Manual wound movement caliber AS 1758, working, working, not tested for power reserve nor accuracy. Visible signs of wear on case and bracelet.. Diameter ca. 31mm without crown, up to 18.5cm wrist size.1x Junghans Men's wrist watch, ref. 41/7355. Gold-plated. Quartz-movement with new battery. Visible signs of wear on case and strap. Diameter ca. 34.5mm without crown.1x Ladies' wrist watch. Gold plated. Quarz-movement with new battery. Visible signs of wear on case and strap. Diameter ca. 32mm without crown.1x HOM Vintage Men's wrist watch. Gold-plated. Manaual wound movement, working. Visible signs of wear on the case, no strap. Diameter ca. 34mm without crown.1x Cito Super Sport Vintage Men's wrist watch. Gold-plated. Manual wound movement, working. Dial and hands with radium. Visible signs of wear on case and strap. Diameter ca. 32mm without crown.
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CERTINA Bristol 19 Vintage Herren Armbanduhr, Ref. 5801 190. Ca. 1970er Jahre. Edelstahl. Automatik-Werk Kal. 25-651, funktionsfähig. Sichtbare Gebrauchsspuren an Band und Gehäuse. Ohne Box und Papiere. Durchmesser ca. 34mm ohne Krone, passend für einen Handgelenksumfang von ca. 18,5cm. | CERTINA Bristol 19 Vintage Men's wrist watch, ref. 5801 190. Ca. 1970s. Stainless steel. Automatic movement cal. 25-651, working. Visible signs of wear on strap and case. No box and papers. Diameter ca. 34mm without crown, suitable for a wrist size of ca. 18.5cm.
OMEGA Seamaster Vintage Herren Armbanduhr, Ref. 2577-11 SC. Ca. 1950er Jahre. Edelstahl. Automatik-Werk Kaliber 354, funktionsfähig. Lederband mit Edelstahl Stiftschließe. Sichtbare Gebrauchsspuren an Band und Gehäuse. Ohne Box und Papiere. Durchmesser ca. 34mm gemessen ohne Krone, passend für einen Handgelenksumfang von ca. 18cm.| OMEGA Seamaster Vintage Men's wristwatch, ref. 2577-11 SC. Ca. 1950s. Stainless steel. Automatic movement calibre 354, working. Leather strap with stainless steel pin buckle. Visible signs of wear on strap and case. No box and papers. Diameter ca. 34mm without crown, suitable for a wrist size of ca. 18cm.
OMEGA Geneve Vintage.Herren Armbanduhr, Ref. 166099. Ca. 1970er Jahre. Edelstahl. Automatik-Werk Kaliber 1481, funktionsfähig. Sichtbare Gebrauchsspuren an Band, Ziffernblatt und Gehäuse. Ohne Box und Papiere. Durchmesser ca. 35mm gemessen ohne Krone, passend für einen Handgelenksumfang von ca. 20cm.|OMEGA Geneve Vintage Men´s wrist watch, ref. 166099. Ca. 1970s. Stainless steel. Automatic movement calibre 1481, working. Visible signs of wear on bracelet, dial and case. No box and papers. Diameter ca. 35mm without crown, suitable for a wrist size of ca. 20cm.
OMEGA De Ville Vintage Damen Armbanduhr. Edelstahl vergoldet. Quarz-Werk Kal. 1365 mit neuer Batterie. Sichtbare Gebrauchsspuren am Gehäuse, neues Lederband. Ohne Box und Papiere. Durchmesser ca. 25mm gemessen ohne Krone, bis zu ca. 17,5cm Handgelenksumfang.|OMEGA De Ville Vintage Ladies' wristwatch. Stainless steel gold-plated. Quartz movement cal. 1365 with new battery. Visible signs of wear on the case, new leather strap. No box and papers. Diameter ca. 25mm without crown, up to ca. 17.5cm wrist size.
BAUME & MERCIER Vintage Riviera. Ref. 5113.038. Damen Armbanduhr. Edelstahl/Gold. Quarz-Werk, funktionsfähig. Sichtbare Gebrauchsspuren an Band und Gehäuse. Ohne Box und Papiere. Durchmesser ca. 33mm ohne Krone, bis zu 20cm Handgelenksumfang. | BAUME & MERCIER Vintage Riviera. Ref. 5113.038. Ladies´ wristwatch. Stainless steel/gold. Quartz movement, working. Visible signs of wear on strap and case. No box and papers. Diameter ca. 33mm without crown, up to 20cm wrist size.
OMEGA Constellation Vintage Damen Armbanduhr, Ref. 795.1080. Stahl/Gold 18K. Quarz-Werk, funktionsfähig. Sichtbare Gebrauchsspuren an Band und Gehäuse. Ohne Box und Papiere. Durchmesser ca. 22mm ohne Krone, bis zu 16cm Handgelenksumfang. OMEGA Constellation Vintage Ladies´ wristwatch, ref. 795.1080. Steel/gold 18K. Quartz movement, working. Visible signs of wear on bracelet and case. No box and papers. Diameter ca. 22mm without crown, up to 16cm wrist size.
A set of vintage fork bladestogether with a Sturmey Archer three-gear hub shell and some associated parts, a Boa Constrictor-type horn, handlebars, and a dummy belt rim, condition and completeness unknown, close inspection advised. (Qty)For further information on this lot please visit Bonhams.com
A quantity of motorcycle riding gearincluding a black leather Bikers Paradise jacket size 54; brown leather Bikers Paradise Jacket size 48; a Vintage Speedwear XXl jacket in brown; a Scippis jacket size XXL; a Hoggs jacket size Xl; jeans size 48; Viking Warrior ankle boots size 11; and a high-vis jacket size XL, condition unknown, close inspection advised. (Qty)For further information on this lot please visit Bonhams.com
From the estate of the late David Atkinson 1948 Norton 490cc Model 18Registration no. 599 UYFFrame no. 35748Engine no. C3 19275Like the majority of its contemporaries, Norton relied on the sidevalve engine until the 1920s when the existing and well-tried 490cc unit was used as the basis for the firm's first overhead-valve design. After debuting on the racetrack, a road-going version - the Model 18 - was catalogued for 1923, quickly establishing a reputation for both speed and reliability. The Model 18 retained its essentially Vintage characteristics until 1931 when the range was extensively redesigned, dry-sump lubrication and a rear-mounted magneto being standardised. There were numerous improvements made to the engine throughout the 1930s while Norton's own foot-change gearbox replaced the old Sturmey Archer in 1935. Production of an essentially unchanged 1939 model resumed after WW2 and then for 1947 the Model 18 was up-dated with Roadholder telescopic forks in common with the rest of the Norton range. The Model 18 was last catalogued in 1954.Purchased by the late owner in 2014, this Model 18 has been stored and will require re-commissioning or possibly more extensive restoration before returning to the road. The machine comes with a V5C document and is sold strictly as viewed. Key not requiredFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com
From the estate of the late David Atkinson 1925 Zenith-JAP 678cc Model 6-80 ProjectRegistration no. PP 5026Frame no. 9650Engine no. GT/T 49110•Rare Vintage-era Zenith v-twin•Off the road for many years•Offered for restorationZenith motorcycles were manufactured from 1904 until 1950 in a variety of factories in or around London. From the early days proprietary engines were used, such as Fafnir, Precision, JAP, Bradshaw and Villiers. The driving force behind Zenith was Chief Engineer, and company owner, Frederick Barnes, who was responsible for the famous 'Gradua' gear. Worked by a hand-wheel or crank handle, the Gradua mechanism varied the diameter of the engine pulley while simultaneously sliding the rear wheel back and forth in the fork slots, thus maintaining correct belt tension. Its advantages showed most effectively in speed hill climbs, and in pre-WW1 days Zenith machines gained many successes as the Zenith rider could change gear during the ascent while the other competitors had to make do with a single choice of ratio. Rival riders and manufacturers thought that this was an unfair advantage so many leading clubs excluded Zeniths from their hill climbs. Zenith was quick to recognise the publicity value and took the word 'Barred' as their trademark. Although the expensive Gradua system gave way to a more conventional Sturmey-Archer countershaft gearbox in the 1920s, Zenith continued to pursue its racing and record breaking activities with enthusiasm. Fred Barnes himself enjoyed considerable success at Brooklands, where in 1922 Zenith rider Bert Le Vack became the first man to lap at over 100mph on a motorcycle – in the rain. In 1928 a Zenith-JAP ridden by Oliver Baldwin established a world motorcycle speed record of 124.62mph at Arpajon in France, while Joe Wright later raised the record to 150.736mph using his supercharged Zenith-JAP 'reserve bike', his favoured OEC having succumbed to mechanical problems. Significantly, when Wright's record was set in 1930 the company was temporarily out of business. Despite adding a Villiers-powered economy model to the range, Zenith failed to weather the financial storms of the early '30s. After a succession of closures and changes of ownership it re-emerged after WW2 with a solitary model: a 750cc JAP-powered sidevalve v-twin, which lasted only a few more years. Dating from Zenith's Vintage-era heyday and finished in the marque's distinctive purple and black livery, this JAP sidevalve-engined Zenith 6-80 appears un-restored and almost certainly has not been touched for some considerable time. The late owner purchased the machine, which was offered from The Keeley Collection, at Bonhams' Stafford sale in October 2015 (Lot 251). At that time we said the following: 'The attached tax disc expired in June 1942 and the accompanying old-style continuation logbook (issued that same year) records licensing up to 31st December 1943. A 1926 model, the Zenith was first registered in Buckinghamshire in October 1925. Acquired for the collection in 1991, this wonderful 'barn find' appears to be totally original and complete, and should, despite its somewhat distressed condition, be a relatively straightforward restoration for the experienced practitioner. Noteworthy features include an acetylene lighting set, leather-fronted panniers and a Cowey '60mph' speedometer.' As well as the aforementioned logbook, the machine also comes with a (photocopy) V5 and old-style V5C documents. A most exciting and rewarding project. 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
1974 Ducati 750SSRegistration no. not registeredFrame no. DM750SS*075134*Engine no. 075185•One of only 401 'round cases' built•Matching numbers•Restored by Swiss engineer Ulli Rothlisberger•Only 1,070km (665 miles) recorded since restoration•Kept in private collections•Not been ridden in over 20 yearsIt was, without question, Paul Smart's famous victory at Imola in April 1972 that really put Ducati's new v-twin on the map. It was a particularly sweet occasion for hitherto un-fancied Ducati, as the Bologna factory defeated not only the race-proven Triumph Tridents of Percy Tait, John Cooper and Ray Pickrell, but also the works 750 MV Agusta of Giacomo Agostini. With such an outstanding pedigree, the 750SS was a natural choice for racing's Superbike category, and later on proved highly competitive in AMA 'Battle of the Twins' (BOTT) and club Super Street racing in the 1980s. Smart's bike was based on the 750 Sport roadster introduced that same year. The racer's cycle parts remained close to stock - even the centre stand lugs were retained! - merely being up-rated with triple Lockheed disc brakes while the engine gained desmodromic cylinder heads, high-compression pistons and stronger con-rods. When the definitive production version - the 750SS - appeared in 1974 it differed little in overall conception from the Imola '72 bikes, among the most obvious external differences being the adoption of a centre-axle fork and Brembo front brakes. The big 'Imola' fuel tank and humped racing seat both featured on the road bike, which wore a cockpit faring rather than the racer's fuller streamlining. The 750SS received rave reviews in the motorcycling press, being hailed by Cycle magazine as 'a bike that stands at the farthest reaches of the sporting world - the definitive factory-built café racer'. Today the 750SS is regarded as a true landmark model and is one of the most sought-after of all Ducatis. This Ducati 750SS, a matching-numbers example with factory correct frame and engine number stamping, it is recorded in marque specialist Ian Falloon's definitive register.The Ducati was restored by Swiss precision engineer Ulli Rothlisberger with his friend and former Ducati engineer, Hannes Jakob. Ulli did the bodywork while Hannes restored the engine. Ulli then covered 1,070 kilometres while running in the machine before placing it with his extensive motorcycle collection in 1998. He never rode it again. Photocopies of bills and invoices (in German) relating to the restoration are available. In August 2003 a sister 750SS, also restored by Ulli, was featured and advertised for sale in Classic Bike magazine. It was described by Ducati guru, the late Mick Walker, as the best he had ever seen. American fabric designer Michael Maharam contacted Ulli to make an offer. That bike had already been sold, so instead Michael bought this one, which Ulli had held back as the better of the two. The 750SS then spent 15 years in Michael's studio on the 14th floor of a block in New York as a work of art together with an old R50 BMW and various Vintage-era Bianchi racing bikes. It was never ridden.The current vendor bought the Ducati from Michael Maharam some four years ago, it being the third 750SS he has been lucky enough to own since 1976. He changed the oil and filter, cleaned out the carburettors and set up a slave fuel supply to bypass the tank (so as not to leave traces of ethanol). The bike fired on the sixth or seventh kick, after not having run for some 20 years, and settled to a perfect tick-over. It has been permanently housed in a Carcoon bubble in a heated garage since purchase and, again, never ridden.Currently fitted with a Bologna numberplate, the Ducati is offered with a photocopy of an Italian registration document from Sulmona, Abruzzo, dated 7th May 1974 (when the machine was registered AQ 26405), a Swiss Rapport d'expertise, dated 3rd December 1990, and UK HMRC custom clearance and nova paperwork dating from 2018. The Ducati does not have a US title (the American owner never registered it), nor has it been registered in the UK. A possibly once-in-a-lifetime opportunity to own an example of this iconic Ducati.Offered with keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com
Offered from The Forshaw Speedway Collection c.1929 Scott 498cc Dirt TrackEngine no. RZ 2155•Believed that this machine was first owned by Belle Vue rider Eric Flynn •Later Mk II version with Webb forks•Purchased by Richard Forshaw in 1981•Previous winner of Best in Competition Class at The International Classic Bike ShowLike many other motorcycle manufacturers the Scott evolved from the industrial Victorian era. In this instance Alfred Angus Scott had his roots in the steam and marine business entering the motorcycle market a little later than many others and with the radical idea of developing a two stroke engine announced in 1908. The first machines were made by Jowetts of Bradford but Scott was soon established at their own Saltaire factory at Shipley. Scotts were a success from the beginning with their very lightweight two stroke engine producing a lot of power. Within three years Scotts were setting fastest laps in the Isle of Man TT and winning outright in 1912 and 1913. Scott produced mainly two engine sizes, 498cc and 596cc twins mostly water cooled but in some instances with air cooled heads. Unlike many other manufacturers Scott did not seem particularly interested in the new booming dirt track business but they soon became introduced to it. As early as 1924 the Scott factory was on the lookout for a tough young lad who could be useful for speed testing alongside the well-known rider and Scott employee, Harry Langman. In the nearby village of Eldswick Harry had noticed just such a tough, robust village scrapper, sixteen-year-old Frank Varey. The strapping Frank soon found himself set to work in the Scott factory. Under Langman's watchful eye the young Frank flourished. From 1925 Frank rode Scotts in trials, sand racing and hill climbs where despite a lot of accidents he also accumulated a collection of trophies. Frank was still working at Scotts in 1928 when he heard of dirt track racing and where it appeared that it was possible for a successful rider to make a lot of money. Frank's father had died the victim of gas attack in France and his mother was severely ill, the doctors prescribing an expensive operation. Frank was determined to earn some money. Starting with his Scott road model stripped of everything possible Frank began his dirt track life even starting to earn a little money. Aware that he needed something rather more suitable Harry Langman agreed to build him a more appropriate machine. Cecil Knowles from the frame shop built the frame. All this carried out without any factory support. Frank Varey's dirt rack career really got underway in 1929 when he was signed for the Belle Vue team. With the Scott the only two stroke in the team with it's stubb exhausts spitting flames and an unearthly scream, Frank soon became a crowd favourite together with his spectacular attacking riding style. By August of that year Frank held all the track records. The money started rolling in. The following year in 1930 Frank was a part of a team sent to Argentina where once again he gained more fanatical support and with his red riding leathers he was dubbed 'El Diablo Rojo' - The Red Devil - by which he was known throughout his riding career. With Frank Varey's success the Scott factory started to take an interest and they eventually succumbed and joined the manufacturing masses listing a dirt track model. The Mk 1 had rather unsuitable plunger forks but late in 1930 the Mk 11 had the regular Webb type. It has to be said that whilst El Diablo Rojo rode his Scott with considerable success few other riders took to these unusual machines. This machine is a later Mk II with Webb forks. The machine was acquired in July 1981 from Mr Whitworth. It is alleged that this machine was first owned by Eric Flynn a Belle Vue rider contemporary with Frank Varey who, years later, remembered both Flynn and his machine. Apparently it was little used and after its first few years the Scott was put into storage. It remains to this day a remarkable reminder of a Mk II DT Scott, and at an International Classic Bike Show (year unknown) it won best in the competition class and came 3rd overall in the vintage class. Accompanied with photographs and extracts from the press with relevant Scott information. The mechanical condition is not known and therefore we recommend re-commissioning and/or restoration to a greater or lesser extent.Key not requiredFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com
Offered from The Forshaw Speedway Collection c.1948 Langton-JAP 500cc Mk IV Speedway Racing MotorcycleFrame no. B3•Product of the legendry Eric Langton•1 of approximately 12 built•Found by Richard Forshaw in South Africa•Possibly ex-Fred van ZycEric Langton with his brother Oliver were involved with motorcycles from an early age, with Eric's first ride of a motorcycle at the age of 12 in 1919. He was enthusiastic about all branches of the sport from racing to trials, winning the Scott Trial over the Yorkshire moors in 1928 - a race against time with at least 15 sections. The previous year he had ridden to 12th place on his Sunbeam in the Senior TT in the Isle of Man. In 1928 Eric had his first sight of dirt track racing at the White City Stadium in Manchester. Both he and Oliver joined a practice day at nearby Belle Vue and were told that anyone who could complete four laps in 1.1/4 seconds would be invited to ride in the following Saturday's event. They both qualified and Eric with his 350cc Sunbeam decided to give it a go. He ended up riding speedway for twenty years. In those days Eric was an apprentice at Greenwood and Baltby - an engineering firm with outlets as diverse as turbines and general machines - working for £1.50 a week when riding successfully for five nights a week could result in £20. Eric's success over the years included Test Matches with the legendary Jack Parker and qualifying for the World Finals in 1935 and 1937-1939. Probably the highlight of his career was in 1932 winning the Star Championship, fore runner of the World Final, as well as the British Individual Championship in the same year. During the war with his skilled engineering background Eric worked at the Scott factory making petrol pumps for Rolls Royce Merlin engines. Eric retired from speedway in 1947 when he was forty moving to Australia in 1957 where, at the age of 89 in 1996, he was busy with his five vintage and veteran cars and eleven motorcycles. On his retirement from the track in 1947 he started a business making speedway frames. The first, the MK I, was based on a pre-war Excelsior pattern, a brazed lugged frame which proved popular with possibly as many a 50 being made. Then along came the Maxi. Max Grosskreutz returned after the war without any machines but what he wanted was a lightweight all welded luggless frame and he turned to Eric Langton to make it for him. This proved such a success that Eric reckons he made at least a hundred of them. It was this frame that became known as the Maxi.A Langton Mk III frame - another all welded luggless construction – was produced but not so many were made. Then there was the Mk IV. This is what Richard Forshaw found in South Africa. He wrote to Eric Langton in Australia in 1993 and Eric replied providing detailed information. Well into his 80s his memory was still formidable. The Mk IV was made 1948-1950 and only about twelve of them were constructed. The frame number indicating that it was one of the first. An identifying feature is the gusset welded behind the steering head. This was only on the very first frames because it was soon discovered that cracks could appear in the down tube where the gusset terminated. Without the gusset in all the later frames there were no more problems. Another early feature is the spring in the front fork. Once again this was used in only the first Mk IV frames, all later forks having springs within each fork leg. The countershaft is also an early pattern, later versions pivoted at the bottom with the top bolt adjustable in a slot. An interesting and unusual feature, the steering damper knob inscribed 'Eric Langton'. Eric never exported any frames but considered it possible that Ron Stringer, an Odsal, Bradford speedway rider could have taken one of the team bikes with him when he emigrated to Cape Town around 1955/6. Eric had supplied the Odsal team with Maxi frames. Another note in the accompanying file written by Doug Brodie suggests that this Langton was ex-Fred van Zyc but gives no further evidence. In their correspondence Eric mentions that he needed a head gasket for his 1923 Rolls Royce 20hp. Richard had to tell him that this is going to cost £125. Initially shocked by the cost, a little horse trading ensues with Eric receiving his gasket and Richard gaining wonderful Langton memorabilia, a test match jersey, finally identified as Eric's Team Captain jersey from the 1937 English Overseas 3rd Test held at New Cross. There is no record of the condition of this Mk IV Langton as acquired or of any restoration. Accompanied by the correspondence and copied relevant extracts from the press, the mechanical condition is not known and therefore we recommend re-commissioning and/or restoration to a greater or lesser extent.Key not requiredFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com
1928 Douglas 498cc DT5 Speedway Racing MotorcycleRegistration no. not registeredFrame no. TF782Engine no. EL172Bristol-based Douglas Foundry commenced motorcycle production in 1907 with a machine powered by a horizontally-opposed twin. Fore-and-aft installation made for a slim machine with a low centre of gravity, and the design's virtues were soon demonstrated in competition. When speedway, or dirt track, racing arrived in Britain in 1928 the new sport quickly caught the public's imagination. Before long almost all major UK manufacturers listed a dirt-track model, Douglas being the first to establish dominance. The company's inline twins had benefited from much development on the Australian long tracks, but as shorter tracks became the norm in the UK, the DT5's otherwise excellent handling could no longer compensate for the handicap of a longish wheelbase, and rival single-cylinder models began to assert themselves. Listed in the Douglas Machine Register (1993), this example of the dirt-track Douglas was purchased in 1957 from Alec Jackson, Director of Wembley Speedway at that time. A letter on file dated 22/4/89 states it is understood that 'the bike was ridden by Dick Case in 1929 and in the early post-war years used for Vintage demonstration runs at Wembley' however prospective bidders should satisfy themselves as to the authenticity of the history. The late owner rode the Douglas at the Royston hill climb a few times before placing it in storage. Accompanying paperwork consists mainly of bills for parts and services. Not used for some time, the machine will require re-commissioning before further use and thus is sold strictly as viewed. Key not requiredFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com
1926 Raleigh 248cc Model 15Registration no. KM 7960 (see text)Frame no. 7924Engine no. M7974During the 1920s Raleigh's line-up expanded to include machines of numerous different capacities, both sidevalve and overhead-valve engined, ranging from a 175cc unitary construction lightweight to a hefty 998cc v-twin. A typical lightweight Raleigh of the Vintage era, the Model 15 was manufactured between 1925 and 1929 and was powered by a 248cc single-cylinder sidevalve engine driving via a three-speed Sturmey-Archer gearbox with chain final drive. This Raleigh Model 15 was purchased by the vendor's father as a 'barn find' in 1994. An older restoration, it appears to require only relatively light further restoration or re-commissioning. Pre-restoration images are on file. It should be noted that the registration number 'KM 7960' has lapsed and is not recorded in the DVLA/HPI databases. Accordingly, prospective purchasers must satisfy themselves with regard to the registration number's validity prior to bidding, and be aware that they are responsible for making the relevant applications should they wish to recover it. The machine is offered with a 1926 RF60 logbook and a purchase receipt issued by Hayward & Ashcroft of Whitstable, Kent in 1926.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- H J 'Bert' Bacon, Edmond 'Boy' Tubb, Brooklands 'Gold Star'-winning 1929 Grindlay-Peerless 498cc Brooklands 'Hundred Model' (Lacey Replica)Frame no. B1124 Engine no. JOR/S 45521•Documented history from new•77 years in the Tubb family's possession•Restored in the 1970s•Widely displayed and demonstrated•Present ownership since 2012Competition success has been recognised as an ideal means of promotion since motorcycling's earliest days, but during the Vintage years in particular the breaking of speed records was reckoned as good a means of securing valuable publicity as victories gained on the racetrack. The most coveted prize was the One-Hour record, and once the 90-mile mark had been reached, all efforts were directed towards exceeding the magic 'ton' for 60 minutes. Claude Temple was the first man to do so, averaging almost 102mph at Montlhéry in 1925 on his 996cc OEC-Temple-JAP, and then the following year Norton-mounted Bert Denly achieved the feat on a '500' for the first time, again at the French track. To stimulate competition on home ground, The Motor Cycle magazine offered a silver trophy for the first successful attempt on British soil. That, of course, meant Brooklands, and on 1st August 1928, C W G 'Bill' Lacey, already a formidable competitor at the Weybridge track, wheeled out his immaculate Grindlay-Peerless and raised the record to 103.3mph, lapping at over 105mph in the process and taking the 750cc and 1000cc records into the bargain!Although ostensibly a Grindlay-Peerless, the record bike featured a nickel-plated frame constructed by Lacey and was powered by a twin-port JAP racing engine heavily reconfigured with Lacey's own cams and rocker gear. Grindlay-Peerless lost no time in bringing out a replica of Lacey's machine: the Brooklands '100 Model', a solitary example of which was exhibited at the Motor Cycle Show in November 1928. Like the record bike, the production version was also constructed by Lacey, the difference being the brazed-on tank support (instead of clamped). Priced at £90, the '100 Model', though different in detail, was essentially the same as Lacey's original, right down to its distinctive nickel-plated frame and cycle parts. However, the replica was not capable of the 100mph lap guaranteed by the factory. The job of fettling the bikes and tweaking the twin-port JAP engine to Lacey's specification fell to his assistant Wal Phillips, whereupon each was tested by Lacey at 100mph-plus and issued with a certificate. Two were sold complete with an extra Lacey 'sprint' fuel tank.However, lacking the resources of larger rivals and perhaps over-estimating the demand for such a specialised piece of racing equipment, Grindlay-Peerless sold only a handful, believed to be no more than five or six machines. Only two of these are known to survive: the one first owned by Brooklands and Manx Grand Prix competitor J D Potts (sold by Bonhams at Stafford in April 2001 and again in April 2018) and that offered here, which belonged to prominent VMCC member, the late Edmond Joseph 'Boy' Tubb, who won his Brooklands 'Gold Star' aboard the Grindlay. This '100 Model' was originally purchased by H J 'Bert' Bacon, a Brooklands habitué and Gold Star holder (1932), who raced it at Brooklands from 1929 to 1932. 'Numbered among the top flight of Brooklands riders', A L Loweth, who worked for Bert's friend Pat Driscoll and gained his Gold Star (500cc) in 1929, continued racing the bike at Brooklands during 1932 until it was purchased towards the end of that year by A J McClure, who continue to race it in 1932 and 1933.Edmond James 'Boy' Tubb's interest in motorcycle racing started at an early age (his family owned the well-known Middleton Garage at Bognor Regis). The Grindlay-Peerless with its predictable handling and 'Gold Star'-winning speed was a natural choice, and in November 1935 Tubb purchased McClure's '100 Model' for £30. Initial testing at Brooklands in April 1936 proved unsatisfactory, Tubb having lapped at 'only' 88mph. E C E 'Barry' Baragwanath, a Brooklands legend, multiple record holder and close friend of Bill Lacey, offered to help improve the performance and in May 1936 the engine was sent to Baragwanath's Tottenham workshop. Baragwanath fitted a longer con-rod (raising the cylinder barrel appropriately), swapped the twin-port cylinder head for a single-port 'Speedway' version, and installed cams developed by Bert Le Vack. The cost was £12 10s.Soon after, on 23rd May 1936, Tubb entered the Brooklands Second BMCRC Meeting; however, he experienced a severe 'tank slapper' and retired. Baragwanath was at hand, and after the fork dampers had been screwed down hard, the Grindlay exhibited the superior handling for which it was famous. On his third event after the re-tune, Tubb proceeded to lap at 102mph, gaining the coveted Gold Star for a lap over 100mph in a BMCRC race. In his next event, the gearbox was damaged and repaired by Baragwanath. A month or so later, on 18th June 1936, Francis Beart set an unbeaten record of 6.66sec on the famous Brooklands Test Hill with Lacey's old Grindlay-Peerless record-breaker, launching himself into the air and landing twenty yards on in the process!1937 was a good year for Tubb and the Grindlay. In the numerous events entered, Tubb was placed in most all of them, gradually building confidence and achieving increasing speeds culminating in his fastest lap of 105.74mph. This while achieving 4th place from scratch against twice TT-winner Walter Handley, who was given a six seconds start. Later that year, Tubb was unlucky in the Hutchinson 100, retiring after only seven laps with a broken crank-pin and cracked crankcase, which meant another rebuild by Baragwanath. A few weeks later, Tubb was back at Brooklands racing and sprinting. He achieved his best-ever Brooklands lap on 30th June 1937 at over 105mph (see letter on file appended by Brooklands' official timekeeper, A V 'Ebby' Ebblewhite). Also on file is a fascinating article from the Brooklands Society Gazette (2005) in which 'Boy' Tubb evocatively recalls his racing exploits. Perhaps not noticing the gathering clouds of war, Tubb returned to Brooklands in the spring of 1938 with continued vigour, regularly lapping at 104mph and scoring more podium places; that year's Hutchinson was given a miss, though Tubb was there on that October day competing in other events. Escalating racing costs and saving for a ride in the 1939 TT meant that the last year of Brooklands racing saw little of Boy Tubb and his Grindlay. Tub spent the war in the Army but as soon as the British Motor Cycle Racing Club was re-formed in March 1947, Tubb rejoined as member No.20. At the celebratory supper at the Talbot Restaurant in London EC2 Tubb no doubt rekindled pre-war friendships with Baragwanath, Lacey, Bacon and Pat Driscoll. Ravished by war, Brooklands had closed, but hopes were still high that the home of British racing would reopen and activities resume. In 1947 there was not much one could do with an Outer Circuit bike running on exotic fuels but Tubb found the solution in the Brighton Speed Trials where he gave good account of himself with a time of 34.72sec.Tubb continued to attend the handful of post-war events both as a spectator and marshal, and occasionally stretched the Grindlay's legs. 1949 saw Tubb compete in the North East London MCC's Trent Park Speed Trials, which he did again in 1950 and 1951. He also attended the early Goodwood meetings. The 1952 Brighton Speed Trials were to be Tubb's last competitive entry with his Grindlay.When the Montagu Motor Museum opened in 1952, the Grindlay found a temporary home at Beaulieu while venturing out yearly for the Brooklands reunion and other events. But it was soon back at Tubb's Bognor Regis home where in 1960 it w... For further information on this lot please visit Bonhams.com
The Isle of Man Junior 250cc TT-Winning, Ex-Douglas Prentice 1921 New Imperial 250cc Racing MotorcycleRegistration no. OH 6926Frame no. W11858 Engine no. BR/21/125•Documented ownership history from new•Only five owners in over 100 years•Restored circa 1988•Maintained continuously•Remarkably well preservedAfter an abortive attempt in 1901, New Imperial commenced series production of motorcycles in 1910. By 1913 the fledgling firm was contesting the Isle of Man TT races, entering a trio of 500s in the Senior event, none of which finished. This disappointment and the intervention of WWI delayed New Imperial's next appearance until 1921, but what an historic return it would be. At that time there was no separate Lightweight TT race (the 250s would not have their own separate Lightweight TT race until 1922); instead a trophy was awarded for 250cc machines entered in the Junior (350cc) event, the first such award having been made in 1920 when Levis secured a resounding victory, taking the first three places. New Imperial entered five JAP-engined 250s in the 1921 Junior and although four retired, Douglas Prentice went on to win the class at an average speed of 44.82mph, Bert Kershaw's having set the fastest lap. After the race, new Imperial's boss Norman Downs presented Prentice with his winning machine. New recruit Bert Le Vack came close to victory in the Junior event the following year and finished 2nd in the Lightweight race in 1923, and then the Twemlow brothers' 1924 Junior/Lightweight TT double - Ken winning the former, Eddie the latter - plus Eddie's repeated Lightweight victory in 1925, confirmed New Imperial as one of the dominant forces in 250 racing in the Vintage years. New Imperial had switched from JAP engines to those of its own manufacture by the decade's end, and although the 1930s brought fewer success in the Isle of Man TT, Bob Foster's 1936 Lightweight TT win was notable as the last achieved by a British-made machine before WW2. In July 1921 Prentice rode his New Imperial in the first and last Brooklands 500-Mile event. Bert Kershaw on a sister machine dominated and won the class while picking up 14 records. New Imperial went on to win the Team Prize as well as the Gold Medal in the A-CU Six-Day Trial that was held at Brooklands in September 1921. In the following season Prentice rode his machine in the Brooklands Junior TT, where Class A was again won by a New Imperial (J V Prestwick). Prentice kept his New Imperial for three years, recalling later: 'In addition to sundry trials etc, I used it as general hack for running from my home to the works.' Prentice finally sold the New Imperial to Reginald Wright of The Cycle Shop, Backwell Street, Kidderminster on 23rd August 1924. Wright kept 'OH 6926' for the next 30 years. The machine we offer is Douglas Prentice's 1921 Junior 250cc Trophy-winning machine, which comes with his signed letter of authenticity, dated 23rd August 1924, confirming that it was this actual motorcycle that he rode in the 1921 race. It should be noted that photographs in the Keig archive show Doug Prentice (No. 24) astride 'OH 6924' before the race and his team-mate Les Horton (No. 20) on 'OH 6926' at the start. However, it was common practice for race teams to swap frames, engines and registration plates as and when it suited them. Interestingly, Prentice was photographed by Keig prior to the 1922 race aboard a works New Imperial registered 'OE 250', a registration issued in 1919/1920. Furthermore, although it is partially obscured in Keig's start-line photograph, this may well have been the registration that Prentice's bike carried during the 1921 race! It most definitely is not 'OH 6924' on which he had been photographed during practice. New Imperial does seem to have had a somewhat casual attitude to registrations! It should also be remembered that Prentice authenticated 'OH 6926' in 1924, a mere three years after the 1921 race, and again some 40 years later. Of equal significance is the fact that Prentice's machine had been given to him after the race by New Imperial boss Norman Downs. Also contained within this historic machine's accompanying file are two old-style buff logbooks, the earliest of which (issued January 1925) records Reginald Wright of Kidderminster, as the sole owner. Mr Wright appears as owner in the second book (issued September 1954) and John Bone as '1st Change' from October that same year. One of the founding committee members of the VMCC's North Birmingham Section, John Bone owned 'OH 6926' until 2008 when the machine was offered for sale by his family at Bonhams' Stafford sale in April of that year (Lot 560).In August 1961 John Bone had corresponded with Doug Prentice, whose accompanying letters reveal that the Trophy-winning machine was given to him by 'Mr Downs of New Imps' (company founder Norman T Downs). Doug Prentice states that the bike never gave him the slightest trouble 'either in the Isle of Man where I did countless practice laps prior to the official practice period, in the Race itself, or during the English Six Days Trials where it gained a Gold (after changing the TT close-ratio 'box!)'. He also states that while other members of the 1921 team changed valve springs prior to the actual race, he decided to leave well alone and ended up the only New Imp finisher. Sadly, Doug Prentice died in September 1961 without having had the opportunity to see his old bike again. John Bone used the TT-winning New Imp extensively on VMCC and other events throughout the late 1950s and into the 1960s, winning in the process around 40 cups, medals and awards in trials all over the UK, including three successive Land's End to John O'Groats runs (1959-1961). In interviews John modestly said: 'the bike gave me no trouble at all'. For his heroic achievement John was awarded the Vintage Invincible Triple Trophy. The latter is included in the sale together with a substantial quantity of other trophies and commemorative awards (list available). The 1954 bill of sale, an old MoT certificate (expired August 1974), owner's notes, assorted press cuttings and various period photographs are contained within the accompanying history file, close inspection of which is recommended. When offered for sale at Stafford in 2008, 'OH 6926' had been in the hands of only three owners for almost 90 years, all living within a stone's throw of Kidderminster, and had last been taxed for road use in 1977. The New Imp had been restored circa 1988 and looked after by Geoff Bishop for nine years and prior to that by retired engineer, Bernie Hill. The machine was sold to an important private collection in the USA and in 2011 was repatriated to this country by its current discerning owner and collector.The only survivor from New Imperial's successful 1921 TT works team, 'OH 6926' has been used, loved, and maintained continuously from new and is remarkably well preserved. Including the winners of the 'Junior 250 Trophy', only 38 motorcycles won Isle of Man TT races during the Vintage period; thus 'OH 6926' represents a rare, possibly once-in-a-lifetime, opportunity to acquire an historic machine belonging to this most exclusive category. 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
1931 Montgomery-JAP 490cc Greyhound TT ModelRegistration no. JO 2449Frame no. 4063 (see text)Engine no. KO/Y23699/S/F•Rare model from a relatively obscure make•Restored in the 2000s•Not started since restoration'These Montgomery machines are for the men who prefer a distinctive mount in appearance and performance. That extra degree of soundness – those little touches which distinguish the 'super' machine from the mere motor cycle, come naturally to the Montgomery and at a price that is amazingly low.' – Montgomery advertisement. Bury St Edmunds-based Montgomery diversified after WWI, extending its line-up to encompass a 147cc two-stroke at the more affordable end of the range while offering a mighty 996cc v-twin at the other. In 1931 Montgomery expanded its line-up with the introduction of the Greyhound range, these being sports versions of existing models in varying engine capacities. The sporting Greyhounds continued to be part of the range until production of Montgomery motorcycles ceased with the outbreak of WW2. Today Montgomery is best remembered for its 8-valve Anzani-engined v-twin: one of the Vintage era's first 'superbikes' and a worthy rival to the Brough Superior SS100.One of the rarer TT Models, this matching-numbers Montgomery Greyhound had already been restored when it was purchased by the vendor in 2018 (during the restoration the handlebars, tank, exhaust pipes and mudguards had been replaced using the original unusable parts as patterns). Since acquisition the machine has been kept a heated garage with various other cars and motorcycles but has not been started. Among accompanying documents is a letter from previous owner Mr J Reid outlining its history.The Montgomery had been found in Kyle on the West Coast of Scotland by a Mr C Buchan of Aberdeen in the mid-to-late 1970s and purchased from the then owner. In 1987 Mr Buchan decided to sell the (now dismantled) machine to Mr Reid, who commenced its restoration in the 1990s and finished it in early 2009. In June 2009 the Montgomery was on static display at the Fraserburgh annual Vintage car rally where it won 'The Best Restored Bike' award. In March 2010 the machine was placed on display for the 2010 season at The Grampian Transport Museum in Alford. Mr Reid did not attempt to start the machine, which has not run since the restoration's completion. It appears the last time the Montgomery was licensed for the road was 1955 ('JO' is an Oxford registration issued between June 1930 and April 1934). Among other documentation, the substantial history file contains 'as found' images from the 1970s; an old-style buff logbook; and a V5C Registration Certificate. It should be noted that the frame number is heavily over-painted and indiscernible. 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
1928 Sunbeam 493cc Model 9Registration no. UA 4789Frame no. D3042Engine no. L2036•Ridden throughout WW2 by its original owner (an RAF sergeant flight mechanic)•Only three owners from new•Present family ownership since 1987•Professionally restored 1999/2000Sunbeam had begun experimenting with overhead valves on their factory racers in the early 1920s and these duly appeared on production models in 1924. The new '500' sports roadster was known as the Model 9 - the '350' as the Model 8 - while its racing counterpart, which could top 90mph, was accordingly designated the Model 90. The overhead-valve Model 9's frame and cycle parts, which had much in common with those of Sunbeam's larger side-valve models, evolved slowly. Sunbeam missed the industry's virtually wholesale switch from flat-tank to saddle-tank frames for the 1928 season, and a saddle-tank version of the Model 9 did not appear until September of that year. Changes to the Model 9's engine were confined mainly to its top-end. The early flat-tankers featured a straight-ahead exhaust port, a peculiarity which necessitated the adoption of a bifurcated down-tube. Pushrod enclosure had arrived by 1930 to be followed a couple of years later by partial enclosure of the rocker gear. Dating from the last year of the 'flat tank' Sunbeams, this rare Vintage-era Model 9 was ridden throughout WW2 by its original owner, Walter Stoney of Hetton, North Yorkshire. Walter served as a sergeant flight mechanic with RAF 101 Squadron and would regularly drop into Leeds Railway Station for a 'pot of tea' when riding home from Norfolk in the winter months. The late historian and author of Skipton and the Dales - Ken Ellwood from Skipton, Yorkshire - was an RAF pilot and close friend of Walter Stoney. Upon Walter's death, Ken purchased the Sunbeam in 1987 and successfully applied to have the original registration reassigned to it. In 1999/2000, Ken had the Sunbeam professionally restored to its former glory; however, he did not have a motorcycle license and was more interested in flying his Tiger Moth! His son, the current vendor, purchased the Model 9 from his father's estate in 2015. He has never ridden the Sunbeam, which was serviced and tested briefly by a local enthusiast in 2019 and last started in 2021. Walter Stoney is therefore the Sunbeam's only owner/rider. Following a period of inactivity, the machine will require re-commissioning to a greater or lesser extent before returning to the road and thus is sold strictly as viewed. One of circa 19 Model 9 Sunbeams of its type recorded in the VMCC Register, 'UA 4789' comes with fascinating copy photographs including some showing Walter Stoney with other ground crew in front of Lancaster bombers, and a copy of the Skipton and the Dales book showing Walter in later life with his Sunbeam on page 64. The history file also contains correspondence, an old-style logbook and a current 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
Offered from a deceased's estate 1912 New Hudson 349cc Lightweight ProjectRegistration no. LE 2248 (see text)Frame no. 1365Engine no. 2561•Owned since the 1960's•Offered with Pioneer certificate number 2•Ex Angus MaitlandBirmingham-based New Hudson started out as a bicycle manufacturer in the Victorian era. The company's first powered machine of 1903 used a clip-on Minerva engine, and this was followed by their first proper motorcycle in 1910. The first model powered by an engine of its own make arrived in 1911. The economic depression of the early 1930s hit New Hudson hard, and in 1933 the company (by then manufacturers of Girling automotive components) ceased to build motorcycles. There was a brief return in 1940 with the New Hudson Autocycle, later built by BSA. The late owner's family has confirmed they have owned this early new Hudson since at least the 1960s. Ridden by the vendor's father and grandfather, the machine comes with Pioneer Certificate No.2, only the second granted, and carries a tax disc expiring in May 1965, which is probably the last time it was used. The aforementioned grandfather was Trump-JAP manufacturer, Angus Maitland, and there is a copy article on file from The Veteran and Vintage Magazine depicting him on the New Hudson. Partially dismantled and incomplete, the machine requires full restoration and is sold strictly as viewed. There are no registration documents with the motorcycle, which does not appear on the HPI database; accordingly, prospective purchasers must satisfy themselves with regard to the validity of the registration number prior to bidding. Offered with a large quantity of correspondence, most dating from 1949, and the aforementioned Pioneer Certificate. Key not requiredFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com
1927 Sunbeam 493cc Model 9Registration no. KO 3218Frame no. D1305 (see text)Engine no. L1325Sunbeam had begun experimenting with overhead valves on their factory racers in the early 1920s and these duly appeared on production models in 1924. The new '500' sports roadster was known as the Model 9 (the '350'as the Model 8) while its race bike counterpart, which could top 90mph, was accordingly designated the Model 90. Sunbeam missed the industry's virtually wholesale switch from flat-tank to saddle-tank frames for the 1928 season, and a saddle-tank version of the Model 9 did not appear until September of that year. Changes to the Model 9's engine were confined mainly to its top-end. This Vintage-era Sunbeam Model 9 was formerly owned by keen amateur competitor R T Green, who participated with it in various events in the late 1920s/early 1930s, including the 1930 Southern Trial in which he received a 2nd Class award (No.13). Copies of contemporary press cuttings are on file together with a V5C document and an old-style continuation logbook issued in 1958 listing Richard Thomas Green as owner. It should be noted that the frame number is incorrectly recorded in the V5C as '01305'. Carrying a tax disc that expired in 1972, the machine has not been used for some time but was, we are advised, checked and started by a specialist in July 2021. Nevertheless, careful re-commissioning is advised before returning it to the road. A quantity of R T Green's medals is included in he sale. Key not requiredFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com
c.1928 AJS 350cc Model K4Registration no. SV 9647 (see text)Frame no. K125574Engine no. K125574 (see text)AJS first entered the Isle of Man TT in 1911, making an historic breakthrough in 1914 when it won the Junior event, the first such victory by a single-cylinder machine. From then onwards, the 23/4hp (350cc) sidevalve-engined model remained a fixture of the AJS range. Light in weight (around 200lbs), robust and adequately powerful, the model is widely regarded as one the finest of Vintage-era sports machines.The vendor purchased this AJS 'flat-tanker' from Adrian Moss approximately 12 years ago but has no knowledge of the its history. Following a conversation with Adrian Moss, he advises us that machine was purchased from Ron Farthing. No other history is known. The machine will require re-commissioning or possibly more extensive restoration before returning to the road, and it should be noted that the engine number is believed to be a non-factory re-stamp. The registration 'SV 9647' is recorded in the HPI/DVLA database; however, there are no documents with this Lot. Accordingly, prospective purchasers must satisfy themselves with regard to the validity of this motorcycle's registration number as well as its completeness and mechanical condition prior to bidding. Sold strictly as viewed. Offered without keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com
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