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From the collection of noted collector, the late Ken Senior1965 Velocette 192cc LE MkIIIRegistration no. DUU 37CFrame no. 7234/34Engine no. 7722/3 (see text)Launched in 1948, as the 'motorcycle for everyman', the Velocette LE addressed the criticisms most often levelled at motorcycles - that they were noisy, dirty and needed special clothing to ride - achieving impressive levels of silence, comfort and practicality. Sadly for the LE, its arrival coincided with the start of the scooter boom; asked to compete against Italian style, Velo's ugly duckling never stood a chance, even after the sidevalve flat twin's performance had been boosted by a capacity increase from 149 to 192cc in 1950 with the introduction of the MkII. 'DUU 37C' is an example of the MkIII which was introduced for 1959, its principal improvement being a four-speed, foot-change gearbox with kick-starter. In addition, the speedometer, ammeter and light switch were moved from the leg shield to the headlamp shell. The original green logbook shows that the LE was supplied new to the Metropolitan Police, passing into civilian ownership in 1970. A change of engine to '7722/3' is recorded in 1968. Our vendor acquired the LE in 1995. Additional documentation consists of a photocopy old V5, an old-style V5C and an information sheet. Careful recommissioning is advised before returning the machine to the road. Sold strictly as viewed.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.REQUEST A TRANSPORT QUOTEPlease click the link to request a transport quote from our recommended transport company, Moving Motorcycles.To request a UK or European shipping quote - Moving MotorcyclesTo request an International shipping quote - ShippioThis Lot will be auctioned on Sunday 13 October starting at 11am GMT.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

The Ivan Kessell Collectionc.1919 Gnome-Rhone 125ccRegistration no. not registeredFrame no. to be advisedEngine no. to be advisedOne of the most famous aero engine manufacturers of WWI, Gnome & Rhone was forced to diversify after the conflict's end and introduced its first motorcycle in 1919, building the Granville Bradshaw-designed ABC under licence. In 1923 the firm introduced single-cylinder power units of its own manufacture, pioneering the use of unitary construction for engine/gearbox, and in the 1930s produced a range of BMW-influenced transverse flat-twins with pressed-steel frames. There were singles too, of course, which featured pressed-steel frames like the larger twins.An older restoration, this rare Gnome-Rhone lightweight has been on long-term museum display and will require recommissioning, or possibly more extensive restoration, before further use and thus is sold strictly as viewed. It is not known when Ivan Kessell purchased the machine, but it was probably acquired during the late 1970s/early 1980s like many of the others in the collection. There are no documents with this Lot.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.REQUEST A TRANSPORT QUOTEPlease click the link to request a transport quote from our recommended transport company, Moving Motorcycles.To request a UK or European shipping quote - Moving MotorcyclesTo request an International shipping quote - ShippioThis Lot will be auctioned on Sunday 13 October starting at 11am GMT.For further information on this lot please visit Bonhams.com

1975 Fantic 49cc TIRegistration no. HKN 877NFrame no. 1103Engine no. 2688 (see text)A relative newcomer to the motorcycling scene, Fantic arrived in 1968 when motorcycle sales were in decline but prospered thanks to investment in state-of-the-art manufacturing technology and careful targeting of niche markets, including that for 'Sixteener Special' sports mopeds in the UK. Fantic motorcycles were first imported into the UK in 1972 by Barron Eurotrade Ltd, whose headquarters was in Hornchurch, Essex. Fantic's TI (Turismo Internazionale) model quickly gained popularity within its target demographic; its six-speed gearbox was a strong selling point while the Motori Minarelli engine proved to be very reliable. Top speed in ideal conditions was in the region of 50-55mph. A Fantic TI tested by Bike magazine in 1974 was found to be a simple, attractive design and very well made: 'The frame is particularly neat with tidy welded joints and the finish is very good.'First registered on 4th March 1975, this Fantic TI 'Sixteener Special' is recorded on the accompanying HPI check sheet as having previously been red in colour, while the V5C states eight former keepers and lists a different engine number. Unfortunately, nothing else is known of the machine's past history or condition. Purchased recently by the vendor, it has not been started and will require recommissioning before further use (the engine turns over). 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.REQUEST A TRANSPORT QUOTEPlease click the link to request a transport quote from our recommended transport company, Moving Motorcycles.To request a UK or European shipping quote - Moving MotorcyclesTo request an International shipping quote - ShippioThis Lot will be auctioned on Sunday 13 October starting at 11am GMT.For further information on this lot please visit Bonhams.com

The Ivan Kessell Collection1925 Raleigh 799cc Model 12Registration no. KH 241Frame no. 1035Engine no. V1047After a brief and unsuccessful foray in the Edwardian period, Raleigh returned to motorcycle manufacturing immediately after WWI with a horizontally-opposed inline twin of advanced design. During the 1920s their range would expand to include machines of a wide variety of capacities and types, ranging from a 175cc unitary construction lightweight to a hefty 998cc v-twin. In 1924 the horizontal twin was replaced by a new 799cc v-twin, which was available as a solo (Model 12) or motorcycle combination (Models 13 and 14). Rated at 7hp for taxation purposes, the sidevalve engine was of Raleigh's own design and manufacture. The new v-twin featured all-chain drive via a Sturmey Archer three-speed gearbox, Brampton Biflex forks, dummy belt rim front brake, and a 7' drum brake at the rear. A compact design meant that the wheelbase ended up only 2' longer than that of the contemporary 350 single, making the twin a pleasant machine to ride in solo trim. This example of a rare British v-twin has been on long-term museum display and will require recommissioning, or possibly more extensive restoration, before further use and thus is sold strictly as viewed. It is believed that Ivan Kessell acquired it in the late 1970s/early 1980s. Offered with old/current V5C documents. It should be noted that the V5Cs incorrectly record the engine capacity as 600cc.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.REQUEST A TRANSPORT QUOTEPlease click the link to request a transport quote from our recommended transport company, Moving Motorcycles.To request a UK or European shipping quote - Moving MotorcyclesTo request an International shipping quote - ShippioThis Lot will be auctioned on Sunday 13 October starting at 11am GMT.For further information on this lot please visit Bonhams.com

1973 Triumph 740cc Trident T150VRegistration no. WWE 234LFrame no. T150V DH04202Engine no. DH04202Essentially a 'Tiger-and-a-half', the Triumph and BSA 750 triples were launched in the UK in 1969, just in time to be up-staged by Honda's four-cylinder CB750. Differences between the Triumph Trident and BSA Rocket 3 were more than just cosmetic: the two models used different frames and in BSA guise the motor featured an inclined cylinder block. Only the Trident survived the group's collapse in 1972, continuing as the T150V (with 5-speed gearbox) and later the T160 (using the BSA-type engine). The number of important production race victories achieved (notably by the works Triumph 'Slippery Sam') is eloquent testimony to how effective a high-speed road-burner a well-fettled triple can be. Today they enjoy an enthusiastic following worldwide and are served by a most enthusiastic owners' club: the TR3OC.This Triumph Trident T150V was imported from the USA in 2021 and has been owned by the vendor since then. Being an export model, it has the 'Pear Drop' tank and wide handlebars. Apparently original and unrestored, the machine is described by our vendor as an all round very good motorcycle that runs very well. The tyres and battery are said to be good, and the machine to be free of oil leaks (!). Last run in September 2024, the Trident is offered with sundry bills and a V5C Registration Certificate. Keys present.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.REQUEST A TRANSPORT QUOTEPlease click the link to request a transport quote from our recommended transport company, Moving Motorcycles.To request a UK or European shipping quote - Moving MotorcyclesTo request an International shipping quote - ShippioThis Lot will be auctioned on Sunday 13 October starting at 11am GMT.Saleroom notices:The full engine number is T150V DH04202.For further information on this lot please visit Bonhams.com

The Ivan Kessell Collection1914 Swift 3½hp RoadsterRegistration no. AF 1423Frame no. 3791014 79LEngine no. 7814Possibly the sole survivor of its typePresent ownership since 1979An older restorationRequires recommissioningThe Swift marque's origins date back to the turbulent formative years of the British cycle and motorcycle industries when it emerged, together with Ariel, as part of the Dunlop group of companies. The older of the two, Ariel may trace its roots back to 1893 when John Griffiths, previously engaged in the pneumatic tyre business, set up a new company to obtain the distribution rights to a wide range of cycle makes. This was The John Griffiths Cycle Corporation Ltd, which, among other activities, marketed cycles under the Dunlop and Ariel brand names, the latter having been registered by the short-lived Guest & Barrow company that same year. When the original Dunlop Pneumatic Tyre Company bought back The Dunlop Cycle Company from Griffiths in 1897, it was decided that a new name for their reacquired cycle business would be needed, 'Ariel' being chosen. Like the Dunlop branded cycles, the Ariels were manufactured in Birmingham by the Cycle Components Manufacturing Co Ltd. Also in 1897, Dunlop had acquired an interest in The Coventry Machinists Co Ltd, which was reorganised as The Swift Cycle Co Ltd at premises in Cheylesmore, Coventry. Thus it was that both Ariel and Swift became owned by Dunlop, and the two companies would go on to be closely associated. Both firms commenced motor manufacture with a tricycle, and both sourced the engines from De Dion Bouton.Ariel's first powered two-wheeler was exhibited at the National Show in November 1901. The newcomer was powered by a Minerva engine built under license by Cycle Components Manufacturing, which was supplying both Ariel and Swift. A few years later Ariel took control of Components Ltd's motorcycle business. Swift's first motorcycle arrived in 1904 and after 1910 there was a 3½hp (490cc) model in the range. Swift, like Ariel, also offered models powered by the famous White & Poppe 'T-head' sidevalve engine. In the meantime, Swift had become increasingly active as a car manufacturer, and all motorcycle production had stopped by 1915.The Swift offered here features a conventional sidevalve engine and a three-speed gearbox, the latter newly introduced for 1914, together with chain-cum-belt transmission. An older restoration, this ultra-rare Coventry-built motorcycle - possibly the sole survivor of its type - has been on long-term museum display and will require recommissioning, or possibly more extensive restoration, before further use and thus is sold strictly as viewed. Accompanying paperwork includes old/current V5C documents and an old-style continuation logbook (issued 1958) listing Ivan Kessell as owner from March 1979. This logbook also states that the date of first registration was 2nd April 1915.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.REQUEST A TRANSPORT QUOTEPlease click the link to request a transport quote from our recommended transport company, Moving Motorcycles.To request a UK or European shipping quote - Moving MotorcyclesTo request an International shipping quote - ShippioThis Lot will be auctioned on Sunday 13 October starting at 11am GMT.For further information on this lot please visit Bonhams.com

'Egli'-Vincent 499cc CometRegistration no. not registeredFrame no. S&P EGLI COM 003 REngine no. F5AB/2A/5861 Crankcase Mating No's. 91R/91ROne of the world's best known motorcycle frame-makers, Swiss engineer Fritz Egli built his first frame in in order to tame the wayward handling of his Vincent v-win racer. The Vincent used a spine-type frame and so did Egli, though his was different in construction. This trademark large-diameter spine has been a feature of virtually all Egli's frames made since, proving adaptable to almost all types of motorcycle engine layout from British singles to Japanese across-the-frame fours.Twelve years ago the vendor acquired a new, bare, SP Fabrications Egli-type frame and swinging arm, together with a reconditioned 1951 Vincent Comet motor, from his friend and Vincent guru, the late John Renwick. Those components have now been assembled into a complete machine. Specification highlights include the following: MV Agusta fuel tank; Legendary Motorcycles GPS speedometer/rev-counter; starter motor; Mikuni carburettor; Wassel Vape electronic ignition; Mick Hemmings Norton AMC four-speed gearbox; Norton Commando clutch; Hagon adjustable shock absorbers; Marzocchi 38mm Ducati forks; wheels built by Hagon; Akront Morad alloy wheel rims (19' front, 18' rear) Avon Road Rider tyres; new 250mm Fontana 4LS front brake; and a new-old-stock Laverda 8' TLS rear brake drum and hub. Accompanying documentation consists of the 2012 purchase receipt (signed by John Renwick) and a 2024 Vincent Owners Club Dating Certificate for the 1951 Comet engine.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.REQUEST A TRANSPORT QUOTEPlease click the link to request a transport quote from our recommended transport company, Moving Motorcycles.To request a UK or European shipping quote - Moving MotorcyclesTo request an International shipping quote - ShippioThis Lot will be auctioned on Sunday 13 October starting at 11am GMT.For further information on this lot please visit Bonhams.com

1937 New Imperial 148cc Model 23Registration no. DNK 33Frame no. 97/35262/23Engine no. 107/43266/23•Nicely presented New Imperial lightweight•Benefitting from various works in 2022Builder of the last British-made machine to win the Lightweight 250 TT during the pre-war era, New Imperial was unsurpassed for innovation during the 1930s, offering models featuring pivoted fork rear suspension and unitary construction of the engine and gearbox. Introduced for 1933, the unitary construction Model 23 was based on an unconventional, stillborn prototype, first seen in 1932, which carried its valve gear behind the cylinder. The production Model 23 was more conventional as far as its valve gear was concerned but less so elsewhere, featuring unitary construction of the engine/gearbox, geared primary drive, and coil ignition. Qualifying for a reduced rate of road tax for up-to-150cc machines, the Model 23 was a huge success for New Imperial and continued in production until 1940.This nicely presented New Imperial lightweight has clearly benefited from ongoing maintenance and restoration throughout its life, as detailed by the accompanying history file. Most recently (in 2022), the machine benefited from the following works (receipts on file):•Engine bolt locknuts•Fresh Brooklands Monograde oil•Some electrical repairs•Fitting of flashing indicators, including fabrication of brackets•Adjustment and rebuild of the throttle•Road test and adjustment (by Creed & Shore Motorworks Ltd)While in the previous Hull-based ownership, the machine benefited from the works listed below circa 2014-2015. Receipts on file and accompanying restoration images suggest this is when the machine was last restored, including:•New batteries and a new Lucas battery case•Vapour cleaning of engine castings•Replacement tool box, number plate, stand, mudguard, wheel•Brake hubs•Brake arms•Brackets•Mudguard brackets•Handlebars•Fork links•Headlamp stays•Some re-chroming•Paint•Various new bolts throughoutThe 2015 New Imperial Owners' Association inspection report (on file) suggests that the vehicle registration had lapsed (hence the inspection), indicating the machine had been off the road for some time. The accompanying 1945 continuation logbook lists Bryan Carter of Bedford as owner in 1945, with no further entries. It is not known when the current owner purchased the machine, but certainly some time between 2015 and when the last V5C was issued in 2022. The machine is also offered with a maintenance manual, owner's guide and spare parts manual (all copies) and the aforementioned extensive history file of assorted paperwork (inspection recommended).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.REQUEST A TRANSPORT QUOTEPlease click the link to request a transport quote from our recommended transport company, Moving Motorcycles.To request a UK or European shipping quote - Moving MotorcyclesTo request an International shipping quote - ShippioFor further information on this lot please visit Bonhams.com

From the estate of the late Dave Benson1929 Francis-Barnett 344cc Model 10 'Pullman'Registration no. Unregistered (see text)Frame no. E1317Engine no. TW327•Purchased from Brian Verrall in 1985•Used at the VMCC Festival of 1000 BikesFounded by Gordon Francis and Arthur Barnett, Francis-Barnett set up shop in the old Excelsior works in Coventry in 1919. The downturn in the motorcycle market in the early 1920s prompted F-B to switch from producing expensive, high quality machines to the more utilitarian. First seen in 1923, the first of these was the triangulated, pin-jointed, straight-tube frame models whose novel method of construction gave rise to the 'Built Like A Bridge' advertising slogan. With the exception of a pair of Blackburne-engined four-strokes introduced in 1935, Francis-Barnett used Villiers two-stroke engines exclusively throughout the 1930s. First seen in 1928, the Pullman was Francis-Barnett's attempt to create a luxury two-stroke tourer, featuring a Villiers-built inline twin-cylinder engine with in-unit gearbox, multi-plate clutch, worm-gear primary drive, and automatic lubrication, which was carried in the firm's characteristic bolted-up straight-tube frame. There was also two-stage silencing, making the Pullman unusually quiet. Deliveries did not commenced until the following year and the Pullman was priced at £68 5s, making it more expensive than the 350cc overhead-camshaft AJS, for example. It was also rather slow, its top speed of around 55mph being roughly the same as that of the 172cc Villiers models. Not surprisingly, sales were disappointing, and production ceased after little more than a year. Survivors are few, and the Pullman is now highly sought after by collectors. This motorcycle was previously owned by the late Dave Benson, former Life Vice President of the British Two-Stroke Club and its Villiers marque specialist, having been purchased by him in 1985 from the late Brian Verrall. Verrall's sales invoice is on file, describing the motorcycle as a '1930 Francis Barnett Pullman', unregistered, and listing the frame number as 'E1317' and the engine number as 'TW282'. (It should be noted that the Francis-Barnett Owners' Club has advised us that the frame is from a Dominion model.) Apparently, Dave removed engine 'TW282' and sold it on, subsequently installing the current engine, 'TW327'. On one occasion Dave and the 'Pullman' were photographed at the VMCC's 'Festival of 1000 Bikes', the resulting picture being published in The Classic MotorCycle (see file). Also on file are photocopies of the manufacturer's brochure and various magazine articles, together with a selection of photographs. It should be noted that the registration displayed on the bike, 'UP 7706', is not on the HPI database and that there is no registration document 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.REQUEST A TRANSPORT QUOTEPlease click the link to request a transport quote from our recommended transport company, Moving Motorcycles.To request a UK or European shipping quote - Moving MotorcyclesTo request an International shipping quote - ShippioThis Lot will be auctioned on Sunday 13 October starting at 11am GMT.For further information on this lot please visit Bonhams.com

The Robin Spring Collectionc.1990 Honda RS250R Racing Motorcycle Frame no. RS250RF 9010099 Engine no. 9010120 (to plaque) and 1EO122Honda were latecomers in offering a 250cc production racer - the first RS250R not appearing until 1984 - and immediately found themselves at a disadvantage to Yamaha's long established TZ. Its 1985 successor addressed these failings, boasting a new aluminium twin-spar frame and heavily revised engine. The RS250R was mildly updated for 1986 before undergoing a wholesale redesign for '87, re-emerging as a replica of Freddie Spencer's works bike complete with 54x54.5mm crankcase-reed engine and cassette-type gearbox. For the '88 model, Honda ditched the ATAC exhausts, adopting conventional variable-height power valves and cylinders with appropriately revised porting. Front fork diameter increased, and the TRAC anti-dive was dropped, while the existing combination of 17' front/18' rear wheels continued. A maximum power output of 71bhp and dry weight of 226lbs was claimed, and the RS continued unchanged for 1989. Finished in Repsol blue and yellow livery, this Honda RS250 was raced in events in the Far East including Malaysia, Thailand, Indonesia, and Macau (but not necessarily all of them) by Robin himself and possibly top Japanese riders whose names are not remembered. Restored by renowned specialist Nigel Everett, the machine has not run since and will require recommissioning before returning to the racetrack. There are no documents with this Lot, and no other history is known. Prospective bidders should satisfy themselves as to the motorcycle's completeness and mechanical condition prior to bidding. 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.REQUEST A TRANSPORT QUOTEPlease click the link to request a transport quote from our recommended transport company, Moving Motorcycles.To request a UK or European shipping quote - Moving MotorcyclesTo request an International shipping quote - ShippioThis Lot will be auctioned on Sunday 13 October starting at 11am GMT.For further information on this lot please visit Bonhams.com

1972 Suzuki TC125 ProspectorRegistration no. FAX 467KFrame no. TC125-16382Engine no. TC125E-16306Like all the Japanese manufacturers, Suzuki recognised the importance of the North American 'off-road' market and began offering appropriate models in the mid-1960s, commencing with modified roadsters before developing more specialised models. The TC125 model was a development of the trail-styled TS125 roadster but intended for more serious off-road use, as evidenced by its generous front mudguard clearance and dual-range four-speed gearbox.First registered in the UK on 1st November 2015, this original Suzuki TC125 had been purchased by the current vendor from Bonhams' Stafford sale that October (Lot 116) having come from a private collection in Michigan. The Suzuki had been imported specifically for that auction with relatively few miles recorded. Post-purchase our vendor fitted a new battery and tyres as part of the recommissioning process. Since then the Suzuki has formed part of his collection, covering only some 200 miles in the last nine years (the current odometer reading is 2,400 miles); it last ran in August 2024. As well as being a collectible classic, the Prospector can also be used by learners, as it displaces less than 125cc and is pre-1982. Offered with a V5C document.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.REQUEST A TRANSPORT QUOTEPlease click the link to request a transport quote from our recommended transport company, Moving Motorcycles.To request a UK or European shipping quote - Moving MotorcyclesTo request an International shipping quote - ShippioThis Lot will be auctioned on Sunday 13 October starting at 11am GMT.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

The Ivan Kessell Collectionc.1925 Triumph 225cc JuniorRegistration no. NN 9758Frame no. 606119Engine no. 11565The first Triumph motorcycle of 1902 used a Belgian Minerva engine but within a few years the Coventry firm - originally a bicycle manufacturer founded by German immigrants Siegfried Bettman and Maurice Schulte - was building its own power units. The first of these - a 298cc single-cylinder sidevalve - arrived in 1904. This first engine was not without its weaknesses, and the curious 'tandem down-tube' frame in which it was installed often broke, but these shortcomings were soon sorted and within a couple of years 'Triumph' was a byword for reliability. Introduced in 1914 together with famous 4hp Model H, one of Triumph's new models was the Junior, a 225cc two-stroke single. Weighing only 129lb, the Junior featured chain-cum-belt transmission and a two-speed gearbox - the latter an unusual feature among contemporary lightweights - but there was no clutch and the machine was push-started. Known as the 'Baby' Triumph by the motorcycling public, the Junior resumed production after The Great War and was last catalogued in 1923.An older restoration, this Triumph Junior was purchased by Ivan Kessell in 1978. The machine has been on long-term museum display and will require recommissioning, or possibly more extensive restoration, before further use and thus is sold strictly as viewed. Accompanying paperwork consists of old/current V5C documents and an old-style green logbook (issued 1967).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.REQUEST A TRANSPORT QUOTEPlease click the link to request a transport quote from our recommended transport company, Moving Motorcycles.To request a UK or European shipping quote - Moving MotorcyclesTo request an International shipping quote - ShippioThis Lot will be auctioned on Sunday 13 October starting at 11am GMT.For further information on this lot please visit Bonhams.com

c.1935 Norton 490cc Model 30 InternationalRegistration no. not registeredFrame no. none visibleEngine no. 61312One of the most charismatic model names in motorcycling, 'International' was first used by Norton for its top-of-the-range sports roadster in 1932. All new, the Inter's overhead-camshaft engine had been developed in the works racers over the preceding two years and retained Norton's classic 79x100mm bore/stroke dimensions. By the time production halted in 1939 the Inter was being built with a four-speed foot-change gearbox and plunger rear suspension, reappearing postwar in similar guise save for the hydraulically-damped Roadholder front fork, which replaced the pre-war girder.An older restoration, since deteriorated, this Norton Inter has clearly not been used for a considerable period; accordingly, the machine will require careful recommissioning, or possibly more extensive restoration, before further use and thus is sold strictly as viewed. It should be noted that the frame lugs are unstamped, the lower tank support lug appears to be a bolt-on item, and the 'piecrust' oil tank is possibly a modern fabrication. There are Magura control levers and modern fastenings throughout. Prospective purchasers must satisfy themselves with regard to the condition, completeness, authenticity and compatibility of this Lot's component parts prior to bidding. The only documentation present is a maintenance manual and a letter dated 1980 from a Margot Kuisemann (illegible) referring to a c.1934 Rennmaschine.Footnotes:Please note that this vehicle is from outside the UK. Our customs agents, Shippio Ltd, will manage all post sale customs administration. A fee of £350+VAT will be charged on the buyer's invoice to administer both import or export customs movements. If this vehicle is to stay in the UK, it will be subject to Import VAT at the standard rate of 5% on the hammer price. This vehicle will not be available for immediate collection after the sale and will only be released on completion of customs clearance. If you have any questions regarding customs clearance, please contact the Motorcycles department harry.taylor@bonhams.com +44 (0) 20 8963 2817.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.REQUEST A TRANSPORT QUOTEPlease click the link to request a transport quote from our recommended transport company, Moving Motorcycles.To request a UK or European shipping quote - Moving MotorcyclesTo request an International shipping quote - ShippioThis Lot will be auctioned on Sunday 13 October starting at 11am GMT.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 If 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 £350 + VAT to do so will be added to the Buyer's invoice.For further information on this lot please visit Bonhams.com

The Andy Chapman Collectionc.1961 BSA 497cc A7Registration no. 103 WTWFrame no. GA7 19167Engine no. CA7 9461Announced in September 1946, the A7 was BSA's first production parallel twin. Mechanically it followed Triumph lines albeit with a single camshaft rather than the Triumph's two. Unusually, the gearbox bolted directly to the rear of the engine in semi-unit style. The entire ensemble was housed in an unsprung duplex loop frame. A sports version - the Star Twin - arrived for 1949. The engine was extensively revised for 1951 along the lines of the newly introduced Bert Hopwood-designed A10 650, and then in 1954 BSA's twins range was greatly expanded with the arrival of four new models featuring swinging-arm rear suspension. The introduction of the new duplex frame meant that the A7's bolted-up gearbox had to go, but otherwise the engine remained much as before.Our vendor acquired this A7 for his collection in 2019. Following a period of inactivity, the machine will require re-commissioning to a greater or lesser extent, or possibly more extensive restoration, before returning to the road and thus is sold strictly as viewed. It should be noted that the magneto inspection cover is missing and that the HT leads are detached. Accompanying paperwork consists of old/current V5C documents, sundry invoices and some expired MoTs.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.REQUEST A TRANSPORT QUOTEPlease click the link to request a transport quote from our recommended transport company, Moving Motorcycles.To request a UK or European shipping quote - Moving MotorcyclesTo request an International shipping quote - ShippioThis Lot will be auctioned on Saturday 12 October starting at 2pm GMT.For further information on this lot please visit Bonhams.com

Property of a deceased's estate1950 Vincent 998cc Series-C RapideRegistration no. HSV 753Frame no. RC7305 (Rear frame no. RC7305)Engine no. F10AB/1/5405 (see text)•Assembled from parts•Modern crankcases•Believed present ownership since the 1980s•Requires recommissioningWhen Vincent resumed production at the war's end it was with the all-new Series-B. Its rear suspension aside, the Series-A Vincent-HRD had been conventional enough: tubular steel frame, girder forks, separate gearbox, etc but with the Series-B Messrs Vincent and Irving effectively established the marque's reputation for the defiance of convention in the pursuit of engineering excellence. For a start there was no 'frame' as such, merely a fabricated box attached to the cylinder heads that served as the oil tank and incorporated the headstock and attachment point for the rear springs. The gearbox was integral with the engine, and the swinging arm pivoted directly in the engine/gearbox casings, features commonplace today but unusual 60 years ago. Only in his retention of the pre-war Brampton girder fork did Phillip Vincent appear to be lagging behind other manufacturers, almost all of which had switched to telescopics. Introduced in 1946, the Vincent-HRD Series-B Rapide was immediately the fastest production motorcycle on sale.In 1948 the Vincent range began to be up-dated to Series-C specification. The most significant changes made concerned the suspension, there being a revised arrangement at the rear incorporating curved lugs for the seat stays and an hydraulic damper between the spring boxes, while at the front the new models boasted Vincent's own 'Girdraulic' fork: a blade-type girder fitted with twin hydraulic dampers. These advances began to find their way onto production models during 1948 but it would be 1950 before all Vincents left the factory in Series-C specification.This Vincent's upper and rear frame numbers are those of a Series-C Rapide built in November 1950 and despatched to Cowie in Sunderland, while the crankcases are modern replica components that have been stamped with entirely spurious numbers. Something he wanted to create for a long time, the machine was assembled by the late owner as a useable Vincent utilising the aforementioned modern crankcases. The age-related registration was issued in 1987. No other history is known. Recommissioning will be required before the Rapide returns to the road. Sold strictly as viewed, the machine is offered with old/current V5C documents.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.REQUEST A TRANSPORT QUOTEPlease click the link to request a transport quote from our recommended transport company, Moving Motorcycles.To request a UK or European shipping quote - Moving MotorcyclesTo request an International shipping quote - ShippioThis Lot will be auctioned on Sunday 13 October starting at 11am GMT.For further information on this lot please visit Bonhams.com

c.1927 Böhmerland 600cc Langtouren Motorcycle CombinationRegistration no. DO-CG8H (DE)Frame no. 484Engine no. 484 and 329Sidecar no. 42155•Unique Czech-built motorcycle•The longest wheelbase of any production motorcycle•Present ownership since 2006•Required recommissioning/restorationCzechoslovakia played an important role in the development of the European motorcycle industry from the earliest days of the 20th Century, being responsible for many innovative designs. Indeed, the Czech firm of Laurin & Klement was one of the first to introduce a four-cylinder motorcycle, in 1905. One of Czechoslovakia's more celebrated motorcycles is the improbable Böhmerland, which was manufactured from 1925 until 1939. Designed by Albin Liebisch, the Böhmerland was powered by a single-cylinder, air-cooled, four-stroke engine of 80x120mm bore/stroke for a capacity of 603cc. But whereas its overhead-valve motor was entirely conventional, the Böhmerland's advanced cycle parts were anything but, consisting of a lengthy, duplex-loop, tubular frame; coil-sprung, leading-link front fork; and - for the first time on a motorcycle - cast-alloy wheels, the latter not widely adopted until the 1970s. Models of varying wheelbase lengths were built, the most celebrated of which is the three-seater langtouren (long touring), which is notable as having the longest wheelbase of any production motorcycle. All Böhmerlands were powered by Liebisch's 603cc four-stroke single, the exception being a 348cc two-stroke model introduced in 1938 just before production ceased following the outbreak of war. By then Leibisch's factory at Schönlinde in the Sudetenland had produced around 3,000 motorcycles of all types. It is believe that only some 30-or-so Böhmerlands exist worldwide today. Acquired by the late owner in 2006, this Böhmerland is an older restoration (date and details unknown) that has since deteriorated (it should be noted that the front tyre is flat and there is damage to the wheel rim where someone has unsuccessfully tried to retrieve the tyre valve). The Böhmerland has clearly not been used for a considerable period of time and will require careful recommissioning, or potentially more extensive restoration, before further use and thus is sold strictly as viewed. Accordingly, prospective purchasers must satisfy themselves with regard to the condition, completeness, authenticity and compatibility of this Lot's component parts prior to bidding. Notable features include a Sturmey Archer gearbox; a later Bing carburettor; lighting set and horn; and a glassfibre luggage box to the rear. Accompanying the machine is a substantial file of German documentation including correspondence; TüV paperwork; and registration documents. The machine also comes with copies of two books: Motocykly Ceche-Bohmerlan aneb Nesmrtelna vize Albina Liebische (Miroslave Gomola) and Motorcycles Ceche-Bohmerlan or The Immortal Vision of Albina Liebische (Miroslav Gomola).Footnotes:Please note that this vehicle is from outside the UK. Our customs agents, Shippio Ltd, will manage all post sale customs administration. A fee of £350+VAT will be charged on the buyer's invoice to administer both import or export customs movements. If this vehicle is to stay in the UK, it will be subject to Import VAT at the standard rate of 5% on the hammer price. This vehicle will not be available for immediate collection after the sale and will only be released on completion of customs clearance. If you have any questions regarding customs clearance, please contact the Motorcycles department harry.taylor@bonhams.com +44 (0) 20 8963 2817.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.REQUEST A TRANSPORT QUOTEPlease click the link to request a transport quote from our recommended transport company, Moving Motorcycles.To request a UK or European shipping quote - Moving MotorcyclesTo request an International shipping quote - ShippioThis Lot will be auctioned on Sunday 13 October starting at 11am GMT.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 If 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 £350 + VAT to do so will be added to the Buyer's invoice.For further information on this lot please visit Bonhams.com

1957 Triumph 199cc Tiger Cub ProjectRegistration no. 549 AKMFrame no. T32104Engine no. T20 32104 (see text)In 1952, Triumph re-entered the lightweight commuter market with the 149cc Terrier, a simple four-stroke with a four-speed gearbox. In 1954, it was joined by the 200cc Tiger Cub, offering 60mph and 100mpg. Popular with younger riders, the Cub saw continuous development for 16 years before being discontinued in 1970. The Tiger Cub remains a collector's favourite today, supported by a strong network of parts suppliers. This incomplete Tiger Cub was acquired by its late owner in June 1983 and shows 63,810 miles on the odometer. It is offered for restoration and sold as viewed with a V5C, old V5C, and an old photocopy V5. Note: The V5C lists the engine number as T20T32104, but no 'T' prefix is visible on the machine.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.REQUEST A TRANSPORT QUOTEPlease click the link to request a transport quote from our recommended transport company, Moving Motorcycles.To request a UK or European shipping quote - Moving MotorcyclesTo request an International shipping quote - ShippioThis Lot will be auctioned on Saturday 12 October starting at 2pm GMT.For further information on this lot please visit Bonhams.com

c.1975 F.Ringhini 50cc Grand Prix Racing MotorcycleRegistration no. not registeredFrame no. unable to locateEngine no. unable to locate•Built by Franco Ringhini•One of a limited series•Requires recommissioningFranco Ringhini started his career at the Guazzoni factory, where he designed engines. Like many other small Italian concerns, Guazzoni concentrated its efforts on the ultra-lightweight market, and throughout the 1960s and into the 1970s produced a succession of stylish sports roadsters such as the Cadetti and Matta. Many of them used Ringhini-designed rotary-valve two-stroke engines with reversed cylinders (exhaust at the rear), a feature that became something of a company hallmark. Around 1968, Ringhini left Guazzoni to join Giancarlo Morbidelli's fledgling racing team. There he designed a succession of fast disc-valve two-strokes, which initially were raced at World Championship level by both their designer and Eugenio Lazzarini. Morbidelli's Ringhini-designed 50cc racer was the factory's first successful Grand Prix project, although the team collected points at only a handful of rounds in 1969. Lazzarini finished the season 21st in the World Championship with six points, while Ringhini finished 26th with five. Ringhini also designed Morbidelli's first 125cc racer, which Gilberto Parlotti rode to good effect in 1970, its debut year, winning that year's Czechoslovakian Grand Prix. At the end of the 1973 season, Ringhini was replaced as chief designer by Jorg Möller and left Morbidelli to set up his own team in Pesaro. Now independent, Ringhini created a limited series of 50cc racers such as the exquisite example offered here, and also supplied engines to other manufacturers such as Bimota. By this time, the FIM's rules for the 50cc category stipulated a single cylinder and a maximum of six speeds in the gearbox; Ringhini's design had bore/stroke dimensions of 40x39.6mm for a capacity of 49.7cc, and developed its maximum power output of 14bhp at 14,500rpm. Its cylinder inclined forwards, the engine was housed in a tubular steel frame with telescopic front fork and swinging-arm rear suspension, equipped initially with a 180mm double-sided front drum brake, 130mm single-sided rear brake, and 18' wheels. The complete machine weighed a mere 60kg (132lb). Unfortunately, nothing is known of this example's past history or condition. Purchased recently by the vendor, the machine has not been started and will require recommissioning before further use (the engine turns over). There are no documents with this Lot, which 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.REQUEST A TRANSPORT QUOTEPlease click the link to request a transport quote from our recommended transport company, Moving Motorcycles.To request a UK or European shipping quote - Moving MotorcyclesTo request an International shipping quote - ShippioThis Lot will be auctioned on Sunday 13 October starting at 11am GMT.For further information on this lot please visit Bonhams.com

1972 Triumph 649cc T120V Registration no. UnregisteredFrame no. T120VEG55929Engine no. T120VEG55929Along with BSA-Triumph's other 650cc twins, the Bonneville was re-launched for 1971 with the new oil-carrying frame. Despite its fine handling qualities, the chassis ran into immediate criticism because of its tall seat height and was revised three times before a lower version was standardised for 1972 along with a thinner seat. One of the final improvements made to the 650 Bonnie prior to its deletion in 1975 was the introduction of a five-speed gearbox, which this example has. It is not known when the machine was acquired, which clearly displays an incorrect reading of 901 miles to the odometer. The front down tubes have matching dents, indicating the possibility of a past collision, and as such, the machine is offered strictly as viewed, requiring restoration. Offered with a 2006 Triumph Owners Club dating letter only, confirming that this 5-speed machine was manufactured on May 5, 1972, and shipped to the Triumph Corporation in Baltimore, USA, on May 11, 1972.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.REQUEST A TRANSPORT QUOTEPlease click the link to request a transport quote from our recommended transport company, Moving Motorcycles.To request a UK or European shipping quote - Moving MotorcyclesTo request an International shipping quote - ShippioThis Lot will be auctioned on Saturday 12 October starting at 2pm GMT.For further information on this lot please visit Bonhams.com

1914 Sunbeam 3½hpRegistration no. AE 7221Frame no. 2579Engine no. 2572T•Present ownership for 45 years•Formerly part of Brian Verrall's private collection•Many-time Pioneer Run competitor•An older restorationThe first Sunbeam motorcycle - a 350cc side-valve single - left the Wolverhampton premises of John Marston, hitherto a manufacturer of finest quality enamelled goods, bicycles and - latterly - cars, in 1912. Designed by Harry Stevens (later to found AJS) the 2¾hp Sunbeam was equipped with a two-speed countershaft gearbox and fully enclosed all-chain drive, proving an instant success in an era when the norm was hub gears and belt-drive. Like Marston's other products, his motorcycles soon established a reputation for sound construction and exemplary finish. Their racetrack performances did nothing to discourage sales either. Howard Davies (later to found the H.R.D. marque) finished second in the 1914 Senior TT on his and Sunbeam's first visit to the Island, and Tommy De La Hay inherited victory in the 1920 Senior after George Dance, also Sunbeam-mounted, retired while leading. Sunbeam's second model was the John Greenwood-designed 3½hp of 1913. A sidevalve single like its predecessor, the 3½hp came with a three-speed hand-change gearbox and fully enclosed oil-bath chain cases, the latter first seen on the company's bicycles. With the coming of WWI, most of Sunbeam's production was earmarked for Allied forces, the biggest 'home' user being the Royal Naval Air Service (forerunner of the Fleet Air Arm), which ordered the 3½hp as its favoured model. The current vendor has owned this 3½hp Sunbeam for 45 years and has ridden it on countless Pioneer and VMCC runs. It was in the window of a motorcycle shop in Basingstoke for many years before being restored in the early 1980s by an owner who died shortly after completion. Subsequently it was bought by Brian Verrall to form part of his private collection. Our vendor purchased the Sunbeam after spotting it at the back of Verrall's shop in Tooting; he was told it was not for sale but eventually a deal was struck. In the vendor's own words: 'For a Veteran motorcycle it is very easy to ride with a clutch, gearbox, reasonable brakes and a fabulous Binks carburettor which enables a first-kick start and single lever throttle control.' The machine is offered with substantial history file containing a Pioneer Certificate, old/current V5/V5C documents, purchase receipt from Verrall's, expired MoTs, and other paperwork. 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.REQUEST A TRANSPORT QUOTEPlease click the link to request a transport quote from our recommended transport company, Moving Motorcycles.To request a UK or European shipping quote - Moving MotorcyclesTo request an International shipping quote - ShippioThis Lot will be auctioned on Sunday 13 October starting at 11am GMT.For further information on this lot please visit Bonhams.com

c.1949/1931 Norton 490cc 'International' (see text)Registration no. unregisteredFrame no. B10N ??400Engine no. CS51083One of the most charismatic model names in motorcycling, 'International' was first used by Norton for its top-of-the-range sports roadster in 1932. All new, the Inter's overhead-camshaft engine, designed by Arthur Carroll, had been developed in the works racers over the preceding two years and retained Norton's classic 79x100mm bore/stroke dimensions. By the time production halted in 1939 the Inter was being built with a four-speed foot-change gearbox and plunger rear suspension (the 'garden gate' frame), reappearing postwar in similar guise save for the hydraulically-damped Roadholder front fork, which replaced the pre-war girder. The Inter would remain fundamentally unchanged until 1953 when it gained the race-developed Featherbed frame, all-alloy engine and 'laid down' 'box. Expensive to make and challenged by cheaper parallel twins of comparable performance, the Inter ceased to be catalogued after 1955 but could still be obtained to special order until 1958.This Inter has at some time been fitted with a pre-war Carroll-type engine dating from 1931, most likely from a late CS1 model. Acquired in 2005 by the vendor's late brother, the machine is offered for recommissioning or possibly more extensive restoration 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.REQUEST A TRANSPORT QUOTEPlease click the link to request a transport quote from our recommended transport company, Moving Motorcycles.To request a UK or European shipping quote - Moving MotorcyclesTo request an International shipping quote - ShippioThis Lot will be auctioned on Sunday 13 October starting at 11am GMT.For further information on this lot please visit Bonhams.com

1933 Francis-Barnett 148cc Lapwing 27Registration no. TXS 787Frame no. C27176Engine no. GY 4934Francis Barnett were in business from 1919, and their slogan from the outset was 'Built like a bridge', derived from their method of frame construction, which comprised a series of straight tubular sections bolted together. Their production of machines ran until 1966, and consisted almost exclusively of lightweight machines powered by proprietary Villiers engines, latterly AMC engines, in capacities ranging from 98cc to 249cc, although there was a brief sojourn in the 1930s with Blackburne four stroke engines. In 1933 the range included a number of models, ranging in size from the 98cc Snipe to the new Cruiser 250. The 148 Lapwing 27 featured ignition and lighting courtesy of Villiers flywheel magneto, an Albion three-speed gearbox, lights, and an extravagant twin exhaust system. Acquired by the owner in need of some attention, this machine was recommissioned, benefiting from a pair of new tyres, during 2023, but thereafter not used on the road. TXS 787 was last run in 2023, so will require some degree of re-commissioning and basic safety checks prior to any use by a new owner. It should be noted that the V5C does not record either the engine or frame number prefixes. Documentation comprises a current V5C, some old receipts for the bike, some marque-related copy articles and sundry papers.Key not requiredFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.REQUEST A TRANSPORT QUOTEPlease click the link to request a transport quote from our recommended transport company, Moving Motorcycles.To request a UK or European shipping quote - Moving MotorcyclesTo request an International shipping quote - ShippioThis Lot will be auctioned on Sunday 13 October starting at 11am GMT.For further information on this lot please visit Bonhams.com

1973 Norton Commando 850 RoadsterRegistration no. CDM 625MFrame no. 308869Engine no. 308869This extensively restored and sensibly upgraded Norton Commando 850 Roadster comes with a logbook detailing the complete history of its rebuild, which was carried out between 2018 and 2020. The original frame paint was retained as it was in very good condition, while the original plated parts were re-chromed and the fuel tank and side panels repainted. The engine was rebuilt with new Super Blend bearings and seals but otherwise is original, while the gearbox was overhauled and uprated with a Super Blend layshaft bearing. The brakes have been reconditioned/uprated and an uprated master cylinder fitted. The carburettors are new Amal Concentrics and the exhaust system and silencers likewise are new. The Commando has been fitted with a Colorado Norton belt primary drive and electric starter, and the transfers too came from his American specialist. The front fork was rebuilt with new seals and new shock absorbers installed. There is also new electrical wiring, a lithium battery, and LED lighting. Upholstery specialists R K Leighton re-covered the original seat. Particularly worthy of note is the Velocette-type anti-drain oil system fitted, which we are advised had proven to be '100% reliable'. Last run in September 2024, the machine is 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.REQUEST A TRANSPORT QUOTEPlease click the link to request a transport quote from our recommended transport company, Moving Motorcycles.To request a UK or European shipping quote - Moving MotorcyclesTo request an International shipping quote - ShippioThis Lot will be auctioned on Sunday 13 October starting at 11am GMT.For further information on this lot please visit Bonhams.com

The Robin Spring Collectionc.1980 Suzuki RG500 Mark V/VI Racing Motorcycle Frame no. none visible (see text) Engine no. RG500 11359•Believed ridden by Klaus Klein at Macau in 1983 •Frame retubed by Spondon Engineering •Restored by renowned specialist Nigel Everett •Recommissioning requiredSix years out of Grand Prix racing, Suzuki returned in 1973 with a roadster-based TR500 twin for works rider Jack Findlay and, after what was essentially an interim season, was ready to take on the MV Agusta and Yamaha's TZ500 in the 500cc class. The Hamamatsu firm already had plenty of experience of 'square four' engines in the form of the defunct RZ63 250, and this compact layout was revived for its new premier-class racer: the RG500.Based on the square-four cylinder layout of Suzuki's earlier 250, the RG500 was first used by the works in 1974. In its first incarnation the water-cooled two-stroke employed bore/stroke dimensions of 56x50.5mm and featured twin geared-together crankshafts and a six-speed gearbox. Dimensions of 54x54mm were adopted later by the works bikes but the customer version, available from 1976, stuck with the original combination until the Mark IV's arrival in 1979. The RG's initial maximum power output of 90bhp was eventually upped to nearer 150bhp before the factory switched to a V4 for 1987. By then the RG500 had won seven manufacturers' titles for Suzuki and provided Britain's Barry Sheene with his two World Championships.From 1983 onwards the pace of development slackened and the RG500 was less competitive with rivals Honda and Yamaha. The class of the field in its day, the RG500 provided talented privateers with a competitive mount at the highest level, and Jack Middelburg's 1981 British Grand Prix-winning example remains the last entirely private entry to win a premier-class World Championship round. Although technically complex, the customer version was deservedly popular, and many are still in action today in Post-Classic racing. Robin Spring advises us that it is believed this early twin-shock RG500 was ridden by Klaus Klein at Macau in 1983. After it returned from the Far East, Robin was uneasy about the frame, which had been nickel plated. Through his close working relationship with Peter Darvill he already had contacts with Spondon Engineering, and they re-tubed the frame for him. After this he raced the Suzuki on the Continent on several occasions, the bike being worked on by Roger Keen. Subsequently restored by renowned specialist Nigel Everett, the Suzuki has not run since and will require recommissioning before returning to the racetrack. A selection of cylinder barrels and pistons is included in the sale (close examination recommended). Prospective bidders should satisfy themselves as to the motorcycle's completeness and mechanical condition prior to bidding. 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.REQUEST A TRANSPORT QUOTEPlease click the link to request a transport quote from our recommended transport company, Moving Motorcycles.To request a UK or European shipping quote - Moving MotorcyclesTo request an International shipping quote - ShippioThis Lot will be auctioned on Sunday 13 October starting at 11am GMT.For further information on this lot please visit Bonhams.com

Property of a deceased's estate1955 Vincent 998cc Black PrinceRegistration no. YAE 424Frame no. RD13026BF (Rear frame no. RD13026B/F)Engine no. F10AB/2B/11126 (see text) (Crankcase mating no. K42V)•One of only some 200 enclosed Series-D Vincents•Present ownership since 1989•Apparently original•Requires recommissioningIt had been Philip Vincent's belief that provision of ample weather protection combined with enclosure of engine and gearbox, would make the Vincent Series-D the ultimate 'gentleman's motorcycle', and to reflect this change of emphasis the enclosed Rapide and Black Shadow were known as Black Knight and Black Prince respectively. In actuality, delayed delivery of the glassfibre panels - plus continuing demand for traditionally styled models - resulted in over half the production leaving the Stevenage factory in un-enclosed form.Other Series-D innovations included a new frame and rear suspension; a steel tube replaced the original fabricated upper member/oil tank while the paired spring boxes gave way to a single hydraulic coil-spring/damper unit offering a generous seven inches of suspension travel. In place of the integral oil reservoir there was a separate tank beneath the seat. The user-friendly hand-operated centre stand was a welcome addition, and there were many improvements to the peerless v-twin engine including coil ignition for easier starting and Amal Monobloc carburettors. Sadly though, the Shadow's magnificent 5'-diameter Smiths speedometer had been replaced by a standard 3' unit.Unfortunately for Philip Vincent, his vision of the Series-D as a two-wheeled Grande Routière just did not conform to the public's perception of the Vincent as the ultimate sports motorcycle. The firm lost money on every machine made, and when production ceased in December 1955 around 460 Series-D v-twins had been built, some 200 of which were enclosed models.VOC records show that numbers 'F10AB/2B/11126' and 'RD13026B/F' are those of a Series-D Black Prince manufactured in 1955. However, it should be noted that the last digit of the engine number appears to have the '6' stamped over a '1'. At some point the Vincent was sold by motorcycle dealer, ISDT star and former British Sidecar Trials Champion Ron Langston, whose correspondence concerning its sale is on file (perusal recommended). 'YAE 424' was purchased by the late owner in 1989 and appears to be in original condition. Recommissioning will be required before the Vincent returns to the road. Sold strictly as viewed, the machine is offered with an expired MoT (1997) and old/current V5/V5C registration documents. Prospective purchasers should satisfy themselves with regard to this motorcycle's originality and correctness prior to bidding.Key not requiredFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.REQUEST A TRANSPORT QUOTEPlease click the link to request a transport quote from our recommended transport company, Moving Motorcycles.To request a UK or European shipping quote - Moving MotorcyclesTo request an International shipping quote - ShippioThis Lot will be auctioned on Sunday 13 October starting at 11am GMT.For further information on this lot please visit Bonhams.com

c.1923 Triumph 550cc Model SD with Triumph Gloria SidecarRegistration no. HP 5238 Frame no. 327166Engine no. 87311RR1 (see text)The first Triumph motorcycle of 1902 used a Belgian Minerva engine, but within a few years the Coventry firm - originally bicycle manufacturers - was building its own power units. Triumph's famous 3½hp model first appeared in 1907. Originally of 453cc, its sidevalve engine was enlarged to 476cc in 1908, and finally to 499cc in 1910 before being superseded by the 4hp model in 1914. Equipped with three-speed Sturmey-Archer gearbox, it was Triumph's revised 4hp - the Model H - that did such sterling service in WWI, some 30,000 'Trusty Triumphs' seeing action with Allied forces. Up-dated with chain final drive for 1920, it became known as the 'SD' (Spring Drive) because of its clutch-mounted coil-spring shock absorber, and formed the basis of the later four-valve Ricardo model. This delightful Triumph motorcycle combination has belonged to the current vendor since October 2006. The detached pillion seat is in the sidecar and the machine also has a Lucas lighting set. Apparently an older restoration, the Triumph will require recommissioning, or possibly more extensive restoration, before further use and thus is sold strictly as viewed (the engine turns over). Accompanying documentation includes old/current V5C documents, copy old V5, an expired MoT (1994) and an HPI check sheet. It should be noted that the HPI and V5C list the engine number as '87311R1'.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.REQUEST A TRANSPORT QUOTEPlease click the link to request a transport quote from our recommended transport company, Moving Motorcycles.To request a UK or European shipping quote - Moving MotorcyclesTo request an International shipping quote - ShippioThis Lot will be auctioned on Saturday 12 October starting at 2pm GMT.For further information on this lot please visit Bonhams.com

1912 Indian Model D 7hp TwinRegistration no. BF 5973Engine no. 80D793•Restored in the USA•Purchased by Vic Norman in 2007•Many-time Pioneer Run participant•Requires recommissioningOscar Hedstrom and Oliver Hendee, both active in the cycle racing world, got together to found the Hendee Manufacturing Company and build the first prototype Indian motorcycle in 1901. That first machine was powered by a single-cylinder, 'F-head' (inlet over exhaust) engine that formed part of the 'diamond' frame, in the Indian's case it sloped rearwards to act as the seat tube. An advanced feature in motorcycling's early, pioneering days, chain drive was used by Indian right from the start. The Indian single proved immensely successful and provided the basis for the first of the powerful, large-capacity v-twins for which the marque is best remembered. Indian's first, 38.61cu in (633cc) v-twin appeared in 1907 with an engine clearly derived from that of the single, though mechanical inlet valves - introduced for 1908 - were an early improvement. The twin's rear cylinder continued to form part of the frame until 1909 when a loop frame of the type favoured by rivals Harley-Davidson was adopted. The Springfield firm's first 'Big Twin' debuted that same year displacing 60.32cu in (988cc). At the end of 1915 the Big Twin, by this time equipped with 61cu in (998cc) engine, leaf-sprung frame and three-speed countershaft gearbox, was superseded by a new 'flat head' v-twin - the Powerplus - thus bringing to an end a noble line.This Big Twin dates from 1912, a year in which Indian sales benefited considerably from the firm's famous 1-2-3 finish at the 1911 Isle of Man TT, a remarkable achievement made possible by the advantages conferred by the use of all-chain drive. Vic Norman purchased the Indian from Bonhams' 2007 Legend of the Motorcycle Sale, (Lot 33). At that time the motorcycle was described as follows: 'Acquired by the vendor in 1988 from Beamont, CA, the machine had been kept in storage in the immediately preceding owner's house since 1955 and thus has enjoyed only two owners in the past 52 years. Between 2000 and 2007 it was restored to 'better than new' condition by the vendor, an enthusiast with many years experience of Indian motorcycles and numerous awards to his credit. Not started since completion, this superbly restored Big Twin is offered with California Certificate of Title.'Since Vic Norman's purchase in 2007, the motorcycle has benefited from the manufacture and installation of new steering head bearings (see correspondence on file) and has been campaigned by Vic on numerous Sunbeam Motor Cycle Club Pioneer Runs. The machine has now acquired a very nice patina having been put to work as its maker intended; indeed, Vic's natural ability to master all things mechanical has transformed this Indian from a concours display piece to a living, breathing piece of motorcycling Americana.Unused in recent years due to Vic's advancing years, countless other projects and the change in the Sunbeam Motor Cycle Club's Pioneer Run 'finish' from Madeira Drive in Brighton to Shoreham airport, the Indian will require careful recommissioning before returning to the road. A most substantial file of documents comes with it, including the all-important Sunbeam MCC Pioneer Certificate.It should be noted that Indian motorcycles of this period did not have frame numbers; however, the machine has been fitted with a frame number plaque (No. 80D793) for UK registration purposes.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.REQUEST A TRANSPORT QUOTEPlease click the link to request a transport quote from our recommended transport company, Moving Motorcycles.To request a UK or European shipping quote - Moving MotorcyclesTo request an International shipping quote - ShippioThis Lot will be auctioned on Sunday 13 October starting at 11am GMT.For further information on this lot please visit Bonhams.com

1979 Honda CBX1000 Super SportRegistration no. HYU 30WFrame no. CB1-2014532Engine no. CB1E-2014661Released in 1979, the CBX was another in Honda's line of amazing machines over the years. Four valves per cylinder, DOHC, five-speed gearbox, 105bhp, and certainly the largest presence on the road – in more ways than one. As befits such a machine, they were desirable in their day, and have become more so with the passage of time, with low mileage examples rising in value. HYU 30W was acquired by the vendor in 2015, having had only one previous owner in the UK. Whilst the bike dates from the first year of manufacture, 1979, the date of first registration is given on the V5C as 22nd February 1981, and it is believed to be a US import at that time. The mileage recorded on the odometer is 7,985, and is believed by the vendor to be correct. A printed Mot history in the history file, records the mileage in 2006 as 6811. Since then, the machine has covered no more than a few miles per year, and the present owner used it only occasionally, up to the last MoT in April 2020, when the recorded mileage was the same as at present. Accordingly, the owner has recently had the machine re-commissioned by a local Honda specialist, carrying out a full service, with the carbs rebuilt and digitally set up, and a front caliper rebuild. The invoice total was £1,806.45. The vendor describes the CBX as mechanically spot-on and ready for use by a new owner. A duplicate V5C has been applied for, and should be in place by the time of sale. Documentation comprises a copy of an old type V5C, some expired MoT certificates, the aforementioned MoT history printout, and some receipts.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.REQUEST A TRANSPORT QUOTEPlease click the link to request a transport quote from our recommended transport company, Moving Motorcycles.To request a UK or European shipping quote - Moving MotorcyclesTo request an International shipping quote - ShippioThis Lot will be auctioned on Sunday 13 October starting at 11am GMT.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

1965 Velocette 499cc Venom ClubmanRegistration no. LNR 281EFrame no. RS 18723Engine no. VM 6173This matching-numbers Venom Clubman was despatched from the Hall Green factory on 31st December 1965 to the agent Petty in Leicester, remaining in the dealer's showroom until it was sold to its first private owner in July 1967. 'LNR 281E' was acquired by the current vendor in August 2011 and completely restored over the next nine-or-so years. A logbook detailing the rebuild is on file together with supporting documents. The frame and cycle parts have been repainted; the front forks rebuilt; the brakes reconditioned; a new-old-stock Amal carburettor fitted; a new wiring harness installed; and the engine completely overhauled including a rebore, new piston, and conversion to the later (MkII) type of engine breather. The gearbox likewise has been completely rebuilt and the clutch overhauled with a roller release bearing and new plates and springs. Upgrades include an electric starter; rear-set footrest conversion kit; 12V electrics; LED lighting; a roll-on centre stand; and Pazon electronic ignition with warning lamp. Last run in September 2024, the machine comes with all the special tools required and all the original parts including a competition magneto. Accompanying documentation includes the original and continuation old-style logbooks 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.REQUEST A TRANSPORT QUOTEPlease click the link to request a transport quote from our recommended transport company, Moving Motorcycles.To request a UK or European shipping quote - Moving MotorcyclesTo request an International shipping quote - ShippioThis Lot will be auctioned on Sunday 13 October starting at 11am GMT.For further information on this lot please visit Bonhams.com

c.1934 Zündapp 797cc K800Registration no. not registeredFrame no. 20113 (overpainted)Engine no. 140754 (and engine/gearbox mating number)•Rare, top-of-the-range luxury tourer•An older restoration•Requires recommissioningFounded at the height of WWI to manufacture armaments, Zündapp found a new role post-war as a producer of motorcycles under the direction of new owner, Dr Fritz Neumeyer, building its first machine, a Levis-powered two-stroke, in 1921. The firm began making its own engines in 1924, selling more than 10,000 machines that year, and at the Berlin Motor Show in 1933 introduced the first of the horizontally opposed, four-stroke twins that it is best remembered for. These formed part of an extensive and diverse range of models, all but the smallest two-stroke being designated by the letter 'K' (for kardan, meaning 'shaft'). Among the models premiered were the K400 (398cc) and K500 (496cc) sidevalve twins, both of which employed designer Richard Küchen's unconventional all-chain four-speed 'gearbox' and, as the designation suggests, shaft final drive. Introduced at the same time was another Küchen design: a horizontally opposed four made in 598cc (K600) and 797cc (K800) capacities. Common to all the larger models and eminently suited to withstanding the stresses and strains imposed by travel on unmade roads, the robust frame and girder forks were made of pressed steel, an advanced feature at the time. The new Zündapp range was an enormous success and in September 1933 the firm produced its 100,000th machine, quite an achievement after little more than a decade as a motorcycle manufacturer. The larger Zündapps saw service in substantial numbers with the German Army during WW2, military versions being identified by a 'W' (Wehrmacht) model suffix.An older restoration, since deteriorated, this example of Zündapp's rare Art Deco masterpiece has clearly not been used for a considerable period; accordingly, the machine will require careful recommissioning or potentially restoration prior to further use and thus is sold strictly as viewed. Prospective purchasers must satisfy themselves as to the condition, completeness, authenticity and compatibility of this Lot's component parts prior to bidding. The odometer reading of 4 kilometres is presumed the distance covered since restoration, while the shaft drive is additionally numbered '29404' and '6/38'. The machine is offered with a 2016 Motorrad Classic article by Alan Cathcart and a photocopied technical article.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.REQUEST A TRANSPORT QUOTEPlease click the link to request a transport quote from our recommended transport company, Moving Motorcycles.To request a UK or European shipping quote - Moving MotorcyclesTo request an International shipping quote - ShippioThis Lot will be auctioned on Sunday 13 October starting at 11am GMT.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 If 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 £350 + VAT to do so will be added to the Buyer's invoice.For further information on this lot please visit Bonhams.com

An autojumblers lotincluding a quantity of speedometers and tachometers; a BSA gearbox; assorted side stands; a leather fronted toolbox; rear lights (one boxed); Vincent brake plates and drum; assorted oil pumps (possibly Norton); a believed Italian hub and brake plate; and sundry parts, condition and completeness unknown, close inspection advised. (Qty)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.REQUEST A TRANSPORT QUOTEPlease click the link to request a transport quote from our recommended transport company, Moving Motorcycles.To request a UK or European shipping quote - Moving MotorcyclesTo request an International shipping quote - ShippioThis Lot will be auctioned on Saturday 12 October starting at 11am GMT.This lot is subject to the following lot symbols: ◊◊◊◊ £60 + VAT uplift and storage at £12 + VAT per lot per dayFor further information on this lot please visit Bonhams.com

An early Pioneer period Sturmey-Archer gearbox poster,'For cycles and motor cycles - Make Cycling Easy' with Touring Club de France insignia and image of hub, mounted on a wooden back with foxing to the corners, 55cm x 39cm, close inspection advised. A rare survivor. 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.REQUEST A TRANSPORT QUOTEPlease click the link to request a transport quote from our recommended transport company, Moving Motorcycles.To request a UK or European shipping quote - Moving MotorcyclesTo request an International shipping quote - ShippioThis Lot will be auctioned on Saturday 12 October starting at 11am GMT.For further information on this lot please visit Bonhams.com

A quantity of mainly Vincent componentsincluding flywheels/conrod, battery carrier, clutch components believed suitable for Grey Flash, together with other Vincent castings, damper parts, battery carriers, magneto cover, chopped twin gearbox castings, and sundry parts, condition and completeness unknown, close inspection advised. (Qty)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.REQUEST A TRANSPORT QUOTEPlease click the link to request a transport quote from our recommended transport company, Moving Motorcycles.To request a UK or European shipping quote - Moving MotorcyclesTo request an International shipping quote - ShippioThis Lot will be auctioned on Saturday 12 October starting at 11am GMT.For further information on this lot please visit Bonhams.com

A quantity of mainly Burman gearbox componentssome pre-war type, together with clutch components, and an Albion four-speed gearbox, condition and completeness unknown, close inspection advised. (Qty)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.REQUEST A TRANSPORT QUOTEPlease click the link to request a transport quote from our recommended transport company, Moving Motorcycles.To request a UK or European shipping quote - Moving MotorcyclesTo request an International shipping quote - ShippioThis Lot will be auctioned on Saturday 12 October starting at 11am GMT.This lot is subject to the following lot symbols: ◊◊◊◊ £60 + VAT uplift and storage at £12 + VAT per lot per dayFor further information on this lot please visit Bonhams.com

Registration No: GX 2487 Chassis No: OH10116 MOT: ExemptA genuine Cozette 'blown' 'low chassis' model supplied new as a fabric-bodied TourerComprehensively restored by well-respected marque aficionado Peter WhenmanAccompanied by a large history file supplied in two full suitcases!Recently subject to magneto, dynamo and starter motor overhauls by Overton EngineeringHaving established its reputation by winning the Moscow - St Petersburg Reliability Trial of 1910 with a 30hp Six, Lagonda concentrated mainly on the production of light cars before reverting to sporting and luxury models in the mid-1920s with the introduction of the 14/60. The latter abandoned the firm's traditional in-unit gearbox in favour of a midships-mounted transmission, but of greater technical interest was the engine. Designed by Arthur Davidson, the 2-Litre Four featured twin camshafts, mounted high in the block, operating inclined valves in hemispherical combustion chambers. Power output of this advanced design was a highly respectable 60bhp. For the 1929 season, a 'low chassis' Speed Model was introduced, featuring revisions to the frame's front end and a higher-compression engine fitted with twin carburettors.The Speed model had resulted from the factory's Le Mans effort of 1928, when the 2-Litre driven by Andre D'Erlanger and Douglas Hawkes had finished 11th overall in the 24-Hour endurance classic. A classic example of racing improving the breed, the 'low chassis' 2-Litre possessed markedly superior handling characteristics courtesy of its lower centre of gravity. In 1930 a supercharged version was introduced, with the 'blower' mounted vertically in front of the engine, which was fitted with a stronger crankshaft, while a 3-Litre rear axle beefed up the transmission. A Powerplus supercharger was specified at first, but most 'blown' 2-Litres came with a Cozette. Thus equipped, a 'low chassis' 2-Litre was capable of up to 90mph.Supplied new to the South East London area on the 18th May 1932, 'GX 2487' was originally specified as a Speed Model with Cozette Supercharger and bodied as a four seat, fabric constructed tourer. Little is known of its early history up to 1953, when a record of ownership started being kept and all owners are traceable from this period until the present day. The rare Lagonda is known to have been exported to Singapore during the 1970s by a member of The Malaysia and Singapore Vintage Car Register with whom it was found in a neglected state (and missing the all important Cozette supercharger) in his possession by the most recent previous owner. After much persuasion, 'GX 2487' was finally bought in 1985 and was to be repatriated to the UK four years later. Once back home in 'Blighty', the Lagonda was entrusted to the late Peter Whenman, the pre-eminent restorer of Vintage Lagondas, for a comprehensive restoration which would be completed in 1994.During the restoration, OH10116 was disassembled to the bare chassis and the body was overhauled with a new ash frame to the original specification and re-covered with new fabric. New cycle wings and a new bonnet were fabricated using traditional methods in aluminium and the interior was entirely reupholstered to original specification in high quality Dark Green hide. Mechanically, the 2-Litre power unit and four-speed gearbox were also given similar treatment, with a new cylinder head supplied by Peter Jones of Wessex Workshops. The all-important supercharger was also reinstated in the form of a replica Cozette unit. A new Black ‘double-duck’ hood and tonneau cover were also supplied and fitted to the original frame with a new set of side screens made especially. Finally, the original Lagonda radiator was treated to a re-core and entirely new 21” wheels were commissioned.After completion, the Lagonda was collected from Hartley Witney and was pressed straight into service, being driven all the way to its new, loving home in the North East of England. Thereafter, ‘GX 2487’ saw its first outing attending the Le Mans 24 Hour race in France in 1995, in the company of other members of the Lagonda Owners Club who were celebrating the 60th anniversary of Lagonda’s Le Mans victory in 1935. The improvements didn’t halt after the restoration, however, and new brake drums from Wessex Workshops were fitted in 1996 (with the original finned brake drums, which were standard on supercharged cars, accompanying the car to sale). Recent works to this 'blown' Vintage Tourer have included a service, magneto overhaul, starter motor overhaul and sump gasket change by Overton engineering in Shoeburyness, Essex, to correct some minor running issues and an oil leak, which were commissioned by the vendor earlier in 2024.'GX 2487' is accompanied by one of the largest history files we have come across (two whole suitcases!) that comprises two voluminous ring binders attesting to the history and restoration work, with a hand-written “costing” document equating to some £70,184 of spend between 1990 and 1994. The files document back to 1954 and also hold correspondence with then Technical Advisor to the Lagonda Club, Ivan Forshaw. The car is today rated by the vendor as ‘excellent’ regarding both its mechanical and cosmetic condition. Now to be offered to the market by the vendor due to needing funds for a business venture, 'GX 2487' could be one of the finest examples of a Speed Model Lagonda in existence today.PLEASE NOTE: After investigation we have established that 'GX 2487' is not fitted with the original engine block, the replacement unit which has been fitted to the car since its restoration is numbered SL 926. For more information, please contact: Lucas Gomersall lucas.gomersall@handh.co.uk 07484 082430

Registration No: AJ02 ZKD Chassis No: WP0ZZZ99ZZ56444587 MOT: July 2025Desirable 'Gen 2' 3.6 litre exampleOnly four former keepers from newFull service history from new documented in extensive history file with full original book packRecently subject to much recent expenditure for a full borescope check and IMS Bearing change, plus a new steering rack, discs and pads, rear shocks and OEM exhaustsSpecified in the incredibly rare Porsche Exclusive colours of Cobalt Blue over a Light Blue InteriorAsked to nominate his favourite generation of Porsche 911 during its 50th Anniversary celebrations in 2013, racing driver and journalist Tiff Needell chose the 996 commenting: "This was the model that brought the 911 into the modern world. We finally got rid of the VW pedals and had a chassis that handled in a much more progressive and controllable manner. Not a convert before, completely converted after!" Traditionalists may have decried the 996's water-cooled engine and shared Boxster componentry, however, the newcomer's use of a brand-new platform (the 911's first since 1963) meant that it was notably lighter, stiffer, and more aerodynamic than its 993 predecessor. Equipped with four-valve cylinder heads, the 996's 3.4-litre engine developed 296bhp and 258lbft (outputs comparable to those of the 993 Carrera RS's 3.8-litre unit). Allied to either a six-speed manual or five-speed Tiptronic transmission, the free-revving flat-six enabled the 2+2-seater to sprint to 60mph in 5 seconds and onto 174mph. More ergonomically laid out and spacious than that of any previous 911, the 996's cabin also boasted a far better HVAC system. Model year 2002 saw a major upgrade to Carrera 2 and 4 with a 'facelift' to include the Turbo's 'teardrop' headlamps, glovebox, sports steering wheel, and the larger 320bhp 3.6-litre engine (featuring Variocam Plus variable valve timing and opening technology).First registered on the 11th July 2002, ‘AJ02 ZKD’ was specified through the Porsche Exclusive programme in the rare colour scheme of Cobalt Blue over a Light Blue extended leather interior and was specified with such luxuries as heated ‘memory’ adjusting front seats, Tiptronic gearbox, Sat-Nav, air-conditioning and dark burr maple trim. Externally, the car came with a body-coloured matching hardtop and rides upon 18” Porsche Sport Classic alloy wheels.Purchased by the vendor in 2014, there are four previous keepers recorded, with the previous owner having been the custodian since 2009. The history file records seven Porsche main dealer services and five Porsche specialist services, with the latest recorded in August 2021 at 118,222 miles. Furthermore, the car has been subject to much further work as recorded by several invoices within the history folder, including an IMS and RMS bearing change plus more recent works for new rear shock absorbers, reconditioned steering rack, new brake discs and pads, an oil service in 2023 and a new stainless-steel exhaust. The vendor now rates the 911 mechanically as in ‘very good to excellent’ fettle. The bodywork has also been equally well cherished, and the vendor also rates this as ‘very good for the age of the car’ and ‘feels all round to have covered far less than its currently indicated 124,000 miles’.A genuinely delightful soft-top Porsche, ‘AJ02 ZKD’ is offered to market as the vendor has in his own words ‘simply not been using the car to its full potential’. Representing excellent value compared with some of its newer 911 siblings and given its specification is arguably far more interesting. For more information, please contact: Lucas Gomersall lucas.gomersall@handh.co.uk 07484 082430

Registration No: JNP 570 Chassis No: GS2501760 MOT: ExemptA clean example that was subject to a comprehensive overhaul in the late 80s / early 90sFloor gearchange exampleSporting a delightful original 'special order' interiorSubject to recent cylinder head overhaul and attention to the bodyworkIntroduced in 1947, the A40 was Austin's first 'clean sheet' post-WW2 family saloon design. Based on a sturdy chassis frame equipped with independent front suspension, a 'live' rear axle and four-wheel drum brakes, the newcomer was powered by a 1200cc OHV four-cylinder engine allied to a four-speed manual transmission. With 40bhp on tap, it was reputedly capable of over 70mph. Once production was in full swing and the principal Devon (four-door) and Dorset (two-door) saloon models firmly established, other variants joined the A40 line-up including a Jensen-designed sports four-seater, 10cwt Pickup, 10cwt Van and Estate car (or 'Countryman' as it was known).First registered on 29th July 1950, ‘JNP 570’ is a rare example of an Austin A40 Devon, that was supplied from new in the attractive colour scheme of Black over a special order Grey interior with a rare Smiths clock rear-view mirror and a floor-change gearbox. Little is known of the early history of the Austin, however, it has been evidently very well looked after and has retained much of its original interior, even following a comprehensive body restoration during the late 1980s / early 1990s.Purchased by the vendor in 2015, ‘JNP 570’ has been cherished as part of a small private collection and has been maintained impeccably throughout his period of ownership. Recent works include a cylinder head overhaul during which hardened valve seats were fitted so that the car could comfortably be run on unleaded petrol. The front of the body has received much attention to the metalwork and paint. Now offered at No Reserve at our Duxford auction, the Austin is described as being in ‘very good’ order all round and will instantly transport any prospective owner back to an age when these now rare cars were de rigueur on the streets of Britain.PLEASE NOTE: A previous owner has been in contact and described that this A40 Devon is a very well known car with an extensive history file. We are indebted to previous owner, Mr David Whyley for his description: The car was first registered on 29th July 1950 to Victor Morral of the Motor House Broadway Road Evesham and in the early 1980’s, the car was then taken in payment for a job by a worker at a house in the Evesham area. It would later be offered for Auction at a Wolverhampton car auction and then Trevor Bradley acquired it on the 20th March 1981 when it was re-commissioned for the road. David and Anne Whyley bought it from him on 30/05/8 when it had covered just 49,000 miles. David and Anne would be custodians of the A40 for thirty years during which time it would be featured in many magazine articles and documentaries including "The Car is the Star". David also overhauled the engine at 89,000 miles and replaced all of the chromework with new old stock fittings. David is a highly regarded Austin historian and described 'JNP 570' as "one of the best preserved examples left in existence today." For more information, please contact: Lucas Gomersall lucas.gomersall@handh.co.uk 07484 082430

Registration No: OWT 220W Chassis No: GAN6225375G MOT: ExemptUnderstood to be 1 of the last 500 home-market cars made which were all finished in BlackFitted with chrome wire wheelsOffered history file and current V5C documentRecent service including oil, filter, points, plugs, condenser, distributing cap and fluidsThe need to comply with forthcoming US safety legislation saw MG revise the design of its Midget sportscar for the final time in 1974. Entering showrooms that October, the resultant MkIV version (as it was unofficially known) was immediately recognisable courtesy of its impact-absorbing 'rubber bumpers'. Far better integrated than the similar contrivances found on other American market cars (think Mercedes-Benz W107 SL), the weight penalty they incurred was more than offset by the adoption of a new 1500cc engine. Sourced from the Triumph Spitfire together with an all-synchromesh gearbox, it gave the Midget a notable boost in performance. Capable of over 100mph and known for its tidy handling, the MkIV was well received by the press and public alike.Understood to be one of the last 500 home-market made, which were all finished in Black, 'OWT 220W' is matched to a Black interior with Red piped seats and a walnut dashboard. The subject of a recent service which included oil, filter, points, plugs, condenser, distributing cap and fluids, the lMG is fitted with wire wheels and comes with a full tonneau and hood cover. Offered with a history file and current V5C document, the MG is said to drive 'amazingly well'. For more information, please contact: James McWilliam james.mcwilliam@handh.co.uk 07943 584760

Registration No: URK 397 Chassis No: BN1223802 MOT: ExemptUnderstood to have been despatched directly to Donald Healey Garages in 1955 before receiving a full conversion to M-specificationBelieved to have been raced in the US and at the Nassau Speed week before being repatriated to the UK as early as 1958Retaining its original M-specification engine plus a BN2 four-speed gearbox with overdriveMille Miglia eligibleDonald Healey's eponymous company built a prototype two-seater sports car for display at the 1952 London Motor Show. It was based on Austin A90 Atlantic mechanicals and sported a notably sleek body designed by Gerry Coker and built by Tickford. It was dubbed the 'Healey Hundred' (a moniker chosen to reflect the car's ability to reach the magic 100mph), and, subject to a suitably encouraging response, Healey planned to build production versions in-house at his factory in Warwick. As things transpired, not only did the Ice Blue prototype more than impress the public, but it also excited Austin's Managing Director, Leonard Lord, so much that he struck a deal to build the car in volume at Longbridge. The newcomer was renamed the Austin-Healey 100/4. The rest, as they say, is history.The 100/4's chassis was a departure from the company's previous backbone designs and comprised a pair of three-inch square box-section side members running the length of the car, some 17 inches apart. These were braced by parallel and cruciform cross-members to which the steel floor pressings were attached. After the first 25 cars had been constructed at Healey's own premises in Warwick, the production of the mainstream bodyshells was turned over to Jensen. Once complete, the shells were transported to Longbridge, where the Healeys were assembled alongside the A90.As part of his tireless publicity campaign to promote the newly introduced Austin-Healey 100/4 BN1, Donald Healey entered a team of four pre-production cars for the 1953 Le Mans 24-hour race. Running with standard windscreens, interiors and even bumpers, two of this mildly tweaked quartet survived to finish 12th and 14th overall (an amazing result for such comparatively inexpensive cars in near showroom condition). Eager to capitalise on this success (and also to comply with the event's homologation requirements) Healey persuaded BMC to list a 'Le Mans kit' (twin 1.75 inch SU carburettors, high-lift camshaft, revised distributor advance curve and stronger valve springs etc) in its parts catalogue for 1954. Known officially as part P-280, it was available to fit on new or old models alike, and by dealers or private individuals. A handful of BN1 100s were to be delivered from Longbridge directly to the Donald Healey Motor Co. to be fitted with the 'Le Mans Modification Kit' when new; but upon launch of the BN2 it was to be adopted by BMC themselves for the 100M version and subsequently introduced at the 1955 London Motor Show. The upgrade has remained a popular modification package ever since and continues to be reproduced today.According to the accompanying Heritage Certificate, chassis BN1/223802 was built on 8th February 1955 in right-hand drive configuration for the Australian market. It is said to have all the hallmarks of a car that was uprated to ‘Le Mans’ specification at Donald Healey’s Warwick factory rather than being modified (either in period or more modern times) by a dealer or private individual. The requisite ‘telltales’ apparently being: a bend in the shroud bracket to clear the cool air box, aluminium louvred bonnet (crafted by Jensen cars) and hand etched numbering to the uprated SU carburettors etc. Seemingly shipped to the Bahamas when new (rather than Sydney), the 100 is further understood to have participated in that year’s Nassau Speed Week. Sadly, there are no reliable records to confirm its participation. The Big Healey is understood to have had a damaged rear end and have been repainted British Racing Green over Yellow when it was found by Dr Pryor whilst holidaying in the Bahamas during 1957. The vendor believes there is a chance that BN1/223802 was diverted to Nassau at the behest of Sir Sydney and Lady Greta Oakes who were prominent members of the Caribbean racing scene at the time and friends with Donald Healey.Repatriated by Dr Pryor in 1958 and issued with the Croydon registration number ‘URK 397’, he took the two-seater off the road following an accident in which his daughter was injured but retained possession until 1971. First owned by the vendor from 1980-1985 during which time he had it restored and repainted in its original Ice Blue over Old English White colours, the 100 later passed to Tony Elshof who previously served as the Austin-Healey Club’s Competitions Secretary and amassed a collection of significant examples of the marque. Changing hands several times thereafter, including a sojourn in France, ‘URK 397’ was reacquired by the seller during 2018. Entrusted to Rose’s Garage and Bushell’s Vehicle Restorations for servicing and maintenance since then, the Big Healey is deemed to be in ‘very good overall’ mechanical condition. Running and driving well during our recent photography session, the improved BN2 four-speed manual gearbox and gearlever-operated overdrive were both a boon. Although no longer concours, the two-seater remains presentable. Potentially eligible for such prestigious events as the Mille Miglia Storica, ‘URK 397’ is offered for sale with extensive history file, spare wheel, hood, tonneau cover and spare parts (the original, very rare distributor vacuum unit and the original cylinder head). It will also be accompanied by the V5C Registration Document.i For more information, please contact: Lucas Gomersall lucas.gomersall@handh.co.uk 07484 082430

Registration No: DAK 760 Chassis No: 74554 MOT: Exempt1 of just 19 examples manufactured, with c.12 reputed to have survivedComprehensively restored by the TT Workshop in approximately 2005Part of BMW UK's historic fleet from 2015-2022 and displayed at various events with BMWRecommissioned by BMW in 2022Cosmetically detailed while in the vendor's ownership and now presenting excellentlyThe reputation of BMW as a manufacturer of sporting motorcars initially started with the annual ‘Eifel Race’ event, held at the Nürburgring. On the 14th of June 1936, Ernst Henne beat a field that included 1½-litre single-seat racing cars driving the prototype of what would become one of the most iconic sports cars of all time – the legendary ‘328’. The 328 would go on to dominate the 2-litre race class and achieved outright victory in the 1940 Mille Miglia. The fact that the initial victory of 1936 had been achieved only eight years after BMW’s establishment as an automobile manufacturer made it all the more remarkable. To capitalise on the racing success, the company launched a new range of models that would become the foundation of its reputation as a manufacturer of highest quality cars with power and style. The 328 flagship of the range incorporated a lightweight tubular chassis and a powerful straight-six engine with overhead valves and triple carburettors.Alongside the 328, BMW offered the 327, a delightful four-seater sports tourer based on a shortened, boxed, ladder-type chassis with semi-elliptic rear springs, a Hurth 4-speed gearbox and hydraulic brakes all round. Offered as a two-door Coupe or Cabriolet, there was also two engine options, the more powerful of which (the 327/80) utilised the lusty 80bhp unit from the 328. This engine was the masterpiece of designer Rudolf Schleicher and although only displacing 1,971cc, it utilised hemispherical combustion chambers, inclined valves and twin downdraught inlet ports generating a very credible 80bhp in standard tune. The styling was again the work of Peter Schimanowski and lent itself to the two-tone paintwork that adorned many examples of the breed.Rewinding the clock somewhat to January 1st 1929, a former GN apprentice became managing director of AFN Ltd., H.J. ‘Aldy’ Aldington, was also a keen competitor. Dubbed the ‘High Priest of the Chain Gang’ by none other than Bill Boddy, his team finished second overall on the 1933 Alpine Trial. Determined to go one better the following year, he was dismayed to find that his Chain Gang Nashes were no match for BMW’s new 315 Two-Seater Sports. Thanks to financial input from A.F.P. Fane, AFN Ltd became the sole concessionaire for BMW in the UK during November 1934 with the resultant right-hand drive cars being offered as Frazer-Nash BMWs. This arrangement continued until the outbreak of war in 1939 when, unsurprisingly, it was rapidly terminated. Only 19 examples of the Frazer Nash-BMW 327/80s were imported and, it's believed, just 12 survive.Imported by AFN Ltd into Isleworth in early 1939 for supply to its first owner and road registered ‘DAK 760’, the 327/80 is finished attractively in Midnight Blue over Cream with Blue pinstripes. Possessing a real presence and displaying none of the stately Teutonic pomp normally associated with pre-war German cabriolets, but echoes the elegant lines of thirties' Alfas with styling cues that suggest the work of those ‘swoopy’ Blue and Cream creations beloved of the French coachbuilders. The story is continued throughout the interior with lavish Navy Blue leather, with a beautiful dashboard fitted with Cream-faced Art Deco-style instruments and clocks surrounded by an array of Bakelite switches and knobs. The folding Blue soft-top appears in excellent condition and the jack etc. are neatly stashed in the engine bay.Lavished with a full restoration in approximately 2005 by well-renowned marque specialists, TT Workshop, which included a full engine overhaul and gearbox renewal to the cost of some £17,000 before thereafter joining BMW UK's Historic Fleet in 2015. Remaining there for several years, the 327/80 was featured at various events and displays before the decision to rationalise the Historic Fleet was taken in 2022. Provided with a full recommissioning by BMW, the Frazer-Nash was then acquired by the vendor into his private collection, which does contain other significant BMWs. Used for events and shows during the vendor's ownership, the brakes were also overhauled by Norfolk Classics shortly after purchase, and now reputedly runs well. Cosmetically detailed by the vendor and then simply used and enjoyed, the Frazer-Nash now comes to market ready for the next custodian.Having covered minimal mileage since the TT Workshop restoration (a believed 900 miles), this exceptionally rare, examples of the 327/80 rarely come to market making this an opportunity not to be missed for Frazer-Nash or BMW enthusiasts. For more information, please contact: Paul Cheetham paul.cheetham@handh.co.uk 07538 667452

Registration No: TDJ 770L Chassis No: BBAFNP19116 MOT: Exempt1300 XL model presented in the attractive combination of ‘Sunset’ with contrasting Biscuit vinyl interiorJust 32,457 Miles on the odometer with 4 former keepersOffered with a comprehensive history fileFord’s phenomenally successful Escort made its debut at the 1968 Brussels Motorshow. It was a direct replacement for the long running Anglia range and, while much of the mechanicals were carried over, the styling was far more contemporary. Power came from a choice of 1100 or 1300cc versions of the Crossflow ‘Kent’ engine, which drove through a slick four-speed manual gearbox or three-speed automatic unit and on to the rear wheels. Suspension was by MacPherson struts at the front and live axle mounted on leaf springs at the rear, while the Escort was the first Ford to feature rack and pinion steering. The XL trim variant included the GT-Style six dial instrument binnacle, two speed wipers and heater/demister, ashtrays and simulated wood fascia to the dashboard and door cappings. On the exterior, stainless-steel finish sill plates, wheel trims and more.This particular Escort, presented in ‘Sunset’ with contrasting Biscuit vinyl interior was first registered on 01 May 1973 and delivered to Liverpool. ‘TDJ 770L’ would have just 2 keepers until it was purchased by its third owner, an R J Gourley, also living in Liverpool in August 1975 at just two years old. The car would remain with Gourley for the majority of its life, for some 42 years between 1975 and 2017. During his ownership, the car covered 14,374 miles and was dry-stored in his single garage and used sparingly. Following his ownership, the car was passed to a family friend, before being sold to the previous owner, and the current owner in June 2019. Amazingly, ‘TDJ 770L’ is believed to be in remarkably original condition, with its original paint still showing touch-ins from Gourley accidentally scraping the car on either side of the rear arches when pushing the car in and out of his small garage; adding to its charm. The condition of the interior and notably the boot further corroborate the story that this car spent most of its life garaged, and cherished.Included with the vehicle is a charming history file. Included within are various documents such as an AA Road test report dated November 1972, Escort comparison guide, Lubrication and Maintenance Chart Service Schedule and more. Also included within are numerous Tax discs, laid out nicely, a significant collection of MOT certificates from 1983, showing a clear progression in the car’s mileage over that period. An original ‘The Ford Escorts’ brochure, a Ford Warranty Facts booklet, Esso Recommended Lubricants booklet, Its original Owner’s handbook and Ford Sure booklet are also included, along with a handful of invoices, further literature and the current V5C document which displays 4 former keepers.In current ownership, ‘TDJ 770L’ has been enjoyed for numerous car shows and events, and now presents a fantastic opportunity for its next owner to cherish. For more information, please contact: Andreas Hicks andreas.hicks@handh.co.uk 07929 363573

Registration No: B10 AXA Chassis No: WAPBA33L09FE45044 MOT: July 2025Build Number 44 of a reputed 112 B10 3.3 Saloon models worldwideRare and highly desirable manual gearbox exampleCurrent ownership for eleven years and just five former keepersSupplied with a history file including documented service historyThe Alpina B10 3.2, 3.3, V8 and V8S petrol-engined models were built in saloon and estate body styles based on the E39 from January 1997 to May 2004. The BMW Alpina B10 3.3 produced 276bhp @ 6,200bhp and 335Nm (247 lb ft) of torque @ 4,500rpm. Alpina only made 112 of the B10 3.3 saloon models worldwide, from a total E39 B10 production run of 472, split across six-cylinder and V8s, saloon and touring models. Alpina really threw everything at this model! Unlike the earlier 3.2 version (which used a 528i engine as a base), the 3.3 Alpina took the legendary S52B32 engine from the US-spec E36 M3 and then increased the stroke to up the capacity to 3.3 litres. It was then fitted with lightweight MAHLE pistons with a ported and polished cylinder head, with a new crankshaft with torsional vibration dampers and revised ECU software.Build number 44 of the 112 B10s produced, was manufactured in 1999 and was supplied new to the United Kingdom being first registered on the 1st March that year. Finished in Anthracite Grey paintwork with Montana Grey leather interior upholstery, the Alpina was specified with the rare and highly desirable manual gearbox, as well as electric rear windscreen blind and rear window privacy blinds, 19’ staggered alloys, Angel Eye, and LED lights, as well as having a tracking system. In current ownership since 2013, the Alpina has covered some 18,000 miles in this time and has just five former keepers. Offered with apt ‘B10’ registration number included, its original unused tool kit, glove box torch, medical kit, Schnitzer heated wing mirrors and a stainless steel exhaust, the B10 is rated by the vendor as ‘very good’ in regards to bodywork, paintwork, engine, gearbox, and electrical equipment, and as having ‘excellent’ interior trim. Offered with a history file that includes the original book pack including the stamped service book, as well as historic invoices and MOTs, a no advisory MOT until July next year, and a current V5C document. For more information, please contact: Paul Cheetham paul.cheetham@handh.co.uk 07538 667452

Registration No: T.B.A Chassis No: 130308 MOT: ExemptFormerly part of the Aalholm Automobil Museum, DenmarkEuropean spec 356 displaying c.48,240kmRefurbished, retaining some original patinaSupplied with an extensive history and many original partsA fantastic, regularly driven iconic Porsche that could be taken to the next levelThe Porsche 356 was Porsche's first production automobile when it appeared in 1948, from their Gmund, Austria facility. The model designation crossed-over the introduction of the 911 (1964), with production of the 356 ending in 1965, North America still sending orders to Zuffenhausen, Germany, through 1965. The last revision was the 356 C and more powerful stablemate 356 SC, were both introduced for the 1964 model year. The ‘C’ possessed a version of Porsche’s 1600cc air-cooled flat-four boxer with a 4-speed transmission and with disc brakes all round. A lightweight and nimble-handling, rear-engine, rear-wheel drive, two-door, available both in hardtop Coupé and open configurations, its engineering innovations continued throughout production, contributing to its motorsport success and popularity.Acquired in 2012, this former resident of the Aalholm Automobil Museum, Denmark, is a European market left-hand drive example. It was brought to the UK in 2002 and has had just two previous UK owners recorded, the current since 2011. Condition-wise, there’s a mix of original patina on top, however, underneath it's been refurbished. In ownership, the 356 C has been the subject of an engine, gearbox (new clutch, flywheel and mounts) and suspension overhaul (new bushes and bearings etc.) and refreshed brake calipers. The engine has seen the addition of Prill 1720 pistons & cylinders, new valves and guides and a Prill fast-road camshaft etc. Furthermore, the Zenith carburettors have been overhauled and the generator refurbished, noticeably producing more voltage.To the benefit of improved performance, heat exchangers and related heater components were removed and the Karmann Konnection Sebring exhaust fitted, all removing significant weight, the vendor not requiring any heater in the summer months he has driven the car. Inside, the seats have been reupholstered, with new internals, powder-coated frames etc and enhanced with Pepita inserts, more 'grippy' seats which were introduced from December 1963. The original steering wheel & gear knob are in a box of removed parts. The vendor comments, ‘it drives well - notably since the suspension and engine were done'. Kept in a heated and dehumidified garage, it has seen use as a, as the vendor puts it, as a ‘great dry-day daily driver’. It’s now time for another custodian and our vendor admits he will miss it. The 356 C is offered with a history file, a number of removed parts and an up-to-date V5C Registration Document will accompany the sale. The aforementioned removed parts will need to be collected from Poole, Dorset after the sale. The cherished plate ‘DCJ 1A is not sold with the car and we believe the Porsche will be put back on its previous plate, ‘DUJ 204B’. For more information, please contact: Baljit Atwal baljit.atwal@handh.co.uk 07943 584762

Registration No: GPH 902K Chassis No: GHN5252086G MOT: ExemptExtensive restoration works completed by Maidstone Sports Cars in 2007Benefits from an unleaded Ivor Seale engine and fitted with overdrive from newSupplied new by Wadham Stringer Limited of GuildfordAccompanied by a large history file dating back to the 1990s which includes a BMIHT CertificateReady to be used and enjoyed!Introduced in 1962, the MGB Roadster enjoyed an eighteen-year production run. With nicely balanced handling and a good turn of speed, it merited the old MG marketing slogan 'Safety Fast'. Based around a monocoque chassis featuring independent coil-sprung front suspension and a leaf-sprung 'live' rear axle, its 1798cc 'B' series four-cylinder engine was allied to a four-speed manual transmission. Capable of over 100mph, the provision of front disc brakes and rack-and-pinion steering greatly aided control.Despatched new on the 30th June 1971, ‘GPH 902K’ was supplied via Wadham Stringer Limited of Guildford. Specified from new with overdrive, a heater, a tonneau cover, and seatbelts, the MG was provided extensive restoration works by Maidstone Sports Cars in 2007. The work comprised of fitting an unleaded Ivor Seale balanced engine with a new water pump and oil cooler; an overhauled gearbox and overdrive unit; repainting; new chrome wire wheels; renewed front wheel hubs and new rear hubs; electronic ignition; and further enhancements, with the invoices on file from Maidstone Sports Cars (for 2007) surpassing £7,500 alone.The improvements have not stopped there however, with ‘GPH 902K’ benefitting from a new mohair hood in 2015 (supplied by MGOC Spares), further repainting by Sussex Coachworks also in 2015 (images on file), new door cards and fittings in 2017 and overhauled rear wheel hubs in 2019. Having now covered some 14,000 miles since the restoration works in 2007, the Roadster boasts a large history file containing BMIHT Heritage Certificate, a vast collection of invoices back to the 1990s, numerous past MOTs, images of the recent paintwork and the V5C. Benefitting from a recent full service, fluid change and a new hood cover, the vendor informs that the B drives ‘very well’ and is ready to be used and enjoyed by a new owner! For more information, please contact: Paul Cheetham paul.cheetham@handh.co.uk 07538 667452

Registration No: BXO 32 Chassis No: 6027484 MOT: ExemptSubject to a full restoration in the 1980s and kept in fine running order sinceOwned by the vendor since 2013, with over £20,000 of expenditure in that period with receipts to showMatching original chassis and engine numbersExtensively uprated for competition work, with some 57hp on tap, as shown by the dynograph print out on file Spiritual successor to the ‘Brooklands’ competition model which had achieved such success around its namesake not to mention on the Tourist Trophy, Irish Grand Prix and Le Mans 24-hours etc, the Riley 9hp ‘Imp’ debuted in prototype guise at the October 1933 Olympia Motor Show. Fast enough to accrue silverware but tractable enough for road use, the newcomer was also among the prettiest automotive designs of the 1930s. Notably compact, its 7ft 6in wheelbase chassis featured all-round leaf-sprung suspension, four-wheel drum brakes and an underslung rear axle. Fed by twin carburettors and utilising an (optional) Scintilla magneto, the two-seater’s free-revving 1.1 litre engine developed some 42bhp and was allied to four-speed transmission. Tipping the scales at just 17cwt, the Imp was reputedly capable of 80mph (a speed few class rivals could match). Total production figures are unknown but have been estimated at 120–150 cars of which some 80 are known to have survived. According to its accompanying buff logbook, chassis 6027484 was first issued with the London number plate 'BXO 32' on 20th May 1935. Surviving World War Two, the Riley belonged to K.F. Rouse Esq of Birmingham for almost thirty years (1948-1977) before being bought by noted collector Graham Galliers. Finished in White with Cream upholstery at the time, the Imp then passed to Tony Smith of Cheshire who had specialist Bill Morris overhaul and uprate the ENV four-speed pre-selector gearbox (needle roller bearings supplanting the original bronze bushes) as well as attending to the oil pump and brakes etc. Taking possession in 2006, the two-seater’s previous keeper entrusted it to marque specialist Blue Diamond Services for a full service and thorough going over. The same company were tasked with repainting the Riley in its original Maroon hue and overhauling its factory-fitted engine. The latter having its white metal bearings renewed, Omega pistons fitted, power-sapping, lag tappets removed and crankshaft balanced etc. The SU carburettors were refurbished and the copper piping renewed / replaced as necessary. A dyno report on file shows an increased power output of 57bhp (some thirty-five percent up on standard). Entering the current ownership via Bonhams’ 2013 Goodwood Revival auction for £74,300, the Riley is said to have since benefited from a further £20,000-plus worth of expenditure. A former yacht skipper and horologist with a consequently fine eye for detail, the vendor has had the rear axle ratio raised from 5.25 to 4.55 which he feels has ‘transformed the car’ by making first gear a usable ratio and increasing the cruising speed. A Riley Register member, the seller considers the Imp to be in ‘very good’ mechanical condition such that he is ‘not afraid to use it for any occasion’. Deemed to be ‘very good’ cosmetically aside from the odd blemish, ‘BXO 32’ is potentially eligible for a variety of Vintage Sports Car Club events. Pretty and rare in equal measure, this delectable Imp is offered for sale with V5C Registration Document, numerous bills / invoices and history file. For more information, please contact: Lucas Gomersall lucas.gomersall@handh.co.uk 07484 082430

Registration No: FM51 VXG Chassis No: WF0CXXGAEC1D44924 MOT: April 2025In current family ownership since 20021 of just 1,000 manufactured in Moondust SilverJust c.29,500 miles from newOffered with owner's wallet, handbook and service bookThe Ford Puma programme was initiated in 1993 when Ford discussed the possibility of developing a 2+2 Coupe based on the Mk4 Fiesta chassis. The Lynx concept car, was unveiled at the Geneva Motor Show in 1996, with the production car being launched at the 1997 show. All Pumas were front-engined, front-wheel-drive, three-door Coupés with four seats. They came with 15-inch alloy wheels as standard, with front disc and rear drum brakes. With new engines (co-developed with Yamaha), a new body, stiffer suspension, wider track and a close-ratio gearbox, among other changes, the Thunder models were among the final 2000 Pumas produced. Moondust Silver was only available on the Thunder.In current family ownership since 2002, this example is one of just 1,000 manufactured in Moondust Silver complemented by the standard Midnight Black leather interior of the Thunder special editions. Acquired as an ex-demonstrator in September 2002, with an odometer reading just 4,730 miles upon purchase, this Puma Thunder was driven until 2010 before going into dry storage following the owner’s passing. The Puma Thunder subsequently passed into the husband’s ownership, explaining the 2 former keepers on the V5C. Believed to be 1 of 537 currently registered with the DVLA, this example is now displaying a mere c.29,500 miles from new and is being offered with the owner’s wallet, the handbook and service book. For more information, please contact: Luke Hipkiss luke.hipkiss@handh.co.uk 07886398226

Registration No: WC 1264 Chassis No: 151112 MOT: ExemptRecently fitted with a handbrake, ratchet quadrant and starter motorConverted in-period to a Pickup by a Dordogne butcher during WWIIOffered with some original documentation, various manuals and the current V5C documentAn evolution of its B2 and B10 predecessors, the B12 was introduced in October 1925. Available with a diverse choice of all-steel bodywork (made to Budd patents), its uprated, quarter-elliptic leaf-sprung chassis featured worm and roller steering, rear shock absorbers and four-wheel drum brakes. Powered by a willing 1452cc four-cylinder side-valve engine mated to a three-speed manual gearbox, the B12 was quick to establish a reputation for durability and economy. In production for less than two years, surviving examples are an understandably scarce sight today.This Citroen B12 was built in 1925 (verified by Stellantis-Citroen UK) as a Saloon. Purchased as a non-runner in 2021, some missing parts have since been sourced in France and the now engine starts and runs via the starter motor or starting handle. The vendors purchased the B12 due to an interest in WWII history, of which there is plenty. It was converted to a Pickup (Plateau) by a butcher in the Dordogne during WWII, to enable him to obtain fuel from the Nazi occupiers who issued coupons to owners of commercial vehicles. When Germany finally retreated and liberation came, vehicles were painted with Free French Independence (FFI) insignia to participate in victory celebrations. The butcher then sold it to a local vineyard owner. An Englishman spotted the Pickup in a field in the late 1980s and purchased it, subsequently featuring in a number of magazines.Since 2021 the Pickup has benefitted from much expenditure, including replacement of the flat bed, the fuel lines, battery and cradle and the 6v windscreen wiper motor; refurbishment of the steering wheel, wiring loom, matching door cards and fabricating period registration plates. The Citroen was granted an age-related number in January 2024. Some original documentation and various manuals are included along with the V5C. For more information, please contact: James McWilliam james.mcwilliam@handh.co.uk 07943 584760

Registration No: LHO 401 Chassis No: 401/1202 MOT: ExemptOne of just 618 Bristol 401s built and with the distinctive original Bristol registered plate "LHO 401"Previously in the ownership of Derek Cunningham, a flamboyant Hollywood writer, director and actorMatching chassis and engine numbers and a fantastic opportunity to own a BristolOffered from a deceased estate and just requiring its final finishing / debugging"This, indeed, is the car for the connoisseur. It can only be modesty on the part of the Bristol publicity boys which has prevented them from quoting as the 401's slogan 'The Best Car in Britain'" (Motor Sport magazine, January 1953).Introduced in Autumn 1949, the 401 was characterised by its super-smooth, aerodynamic bodywork. Honed in the Bristol Aeroplane Company's wind tunnel and built using Milanese coachbuilder Touring's ‘Superleggera’ technique, it boasted a commendably lithe kerb weight (c.2,700lbs). Equipped with transverse-leaf independent front suspension and hydraulic drum brakes, the newcomer proved a notably fine handler taking Touring Class wins on both the Cannes and Tulip Rallies during 1951. Powered by a 1971cc OHV straight-six engine allied to four-speed manual transmission, the elegant sports saloon promised nigh-on 100mph performance. Only in production for four years (by which time a mere 618 are thought to have been made), the model's exclusive £3,212 13s 4d price tag was a reflection of the aircraft quality materials used in its construction.First registered in Hampshire on the 14th May 1953 and previously featured in the December 1956 issue of Motor Sport magazine with its original and apt Bristol area mark 'LHO 401', this Bristol 401 has resided in and benefitted from its current ownership since 2019. When purchased by the vendor, 'LHO' was in a stripped-down state. The clincher for the vendor buying this particular car in a stripped-down condition - not normally recommended, was he identified from the logbook it was registered close to his birthday. A touch of serendipity in his mind. Stripped-down for previous restoration work in 1979, 'LHO 401' had occupied a space at TT Workshops Ltd for some 15 years, where work was carried out as-and-when. Decades now having passed 85% complete and unfinished, work was to begin in earnest to finally bring 'LHO' back to its former glory.All checked out as 'very good'. In particular, the chassis presented in excellent condition with no visible corrosion or signs of damage. Stripped once more, 'LHO' was presented to Superspray Ltd where it was taken to bare metal (images on file). 'LHO's' original colour had been identified as a Blue/Green hue ('Blue' on the buff logbook), however, it was decided that British Racing Green would be used. Meanwhile, the engine, was overhauled by Rob Walker Engines, Oxfordshire. A set of Cosworth pistons and rings, developed for better combustion in race engines were obtained from Roderick MacPherson, a Bristol Engine specialist, along with a 'fast road' profiled camshaft. The gearbox was taken to another Bristol specialist to be checked over and have an overdrive unit fitted.Previously in the ownership of a Derek Cunningham, a flamboyant writer, director and actor linked to satirical sketch comedy and work in Hollywood, 'LHO 401' is accompanied to the sale by its original logbook, instruction manual, a dossier of correspondence, invoices from the 1970s and 1980s, a copy of Motor Sport magazine featuring 'LHO' and other fascinating history. PLEASE NOTE: The restoration of this lot is essentially complete. The ‘finishing’ it requires is a matter of running-in, de-bugging and minor fettling. For example, the fuel filler flap could do with adjustment likewise the operation of the windscreen wiper motor. For more information, please contact: Baljit Atwal baljit.atwal@handh.co.uk 07943 584762

Registration No: AWS 382 Chassis No: 47K3177 MOT: ExemptBelieved to be the most original example of the nine 15/6 Kestrels believed left in existenceFastidiously maintained throughout the current ownershipOffered with extensive history file including two buff log booksUsed regularly by the current owner who is a member within the Riley RegisterRecently featured in The Automobile magazineAmong the prettiest saloons fielded by any manufacturer pre-WW2, Riley’s Six-Light Kestrel was an Art Deco masterpiece. Powered by a ‘twin cam’ 1726cc straight-six engine (based on Percy Riley’s famous 9, modified by Hugh Rose and associated with ERA) mated to an Armstrong-Siddeley built four speed Wilson preselector gearbox, the 15/6 Kestrel was reputedly capable of 80mph and was the last six cylinder Riley. Only nine 15/6 Kestrels are thought to have survived due to the ravages of time and special builders.First registered on the 21st May 1937 as ‘AWS 382’, this rare 15/6 Kestrel is believed to have been supplied new to Mr H W Haldane of Edinburgh, Scotland. It is believed that he would keep ‘AWS 382’ until 1947, and the second buff continuation logbook records that it was purchased by Stephen Wallis of Palmerston Place Lane. In 1955, W.A Angell acquired the 15/6 from Edinburgh Motor Engineering Co Ltd and he would own the car for the next 59 years, covering only minimal mileage in that period.Fast forward to 2014, the Kestrel was discovered and purchased by Riley Register member Duncan Whyte who immediately recognised that this car was significantly well-preserved and conducted a full mechanical overhaul with a view to preserve as much originality as possible. The engine was overhauled by marque specialist Ian MacFarlane which included new white metal bearings and the fitment of ‘Sprite’ specification camshafts from Kent Cams. When back on the road, ‘AWS 382’ became wildly recognised as 'the most original Kestrel left in existence' and has won awards at events for this attribute.The vendor, who is a senior member of Riley Register also, purchased the rare Saloon in 2020 and during his ownership, he has become well known for using it extensively for many Riley events. In 2021, esteemed motoring magazine The Automobile compiled an article about the car, in which it was positively described. Within his ownership, the vendor has replaced most of the ignition system to aid good-running, and describes the car as being in ‘very good to excellent’ mechanical fettle. He has advised the only thing he personally feels necessary to do would be to replace the original wiring loom. Confidently described as a ‘true connoisseur’s Riley’, the original leatherwork remains very much intact, along with the original rear window blind and stringing.Now offered to market, as the vendor has other Rileys that require a substantial amount of his time, this is an excellent opportunity for any collector to own a true time-warp that simply could not be replicated. For more information, please contact: Lucas Gomersall lucas.gomersall@handh.co.uk 07484 082430

Registration No: BF 8528 Chassis No: 60316 MOT: Exempt1 of only 1,000 Mk1s manufactured and 1 of just a handful thought to surviveBoasting its original two-seater Tourer with Dickey coachwork by United Motor Body Ltd. in AustraliaSubject to a comprehensive restoration during the 1980sUpgraded sensibly with a more modern radiator and discrete coil conversionIt is no exaggeration to say that the appearance of the 1100cc 9hp Riley at the Olympia Show in October 1926 revolutionised concepts of light car design - its lower build, outstanding handling, and good brakes, the products of careful detail design, were matched by the strong, light and advanced engine, which developed remarkable power for its modest size and began a chain of development that continued until well after WWII and also spawned the E.R.A. racing voiturettes, the most successful British racing cars of their time. Breathing efficiently through hemispherical combustion chambers and 45-degree overhead valves opened by short pushrods from twin high-set camshafts, the unit simply wanted to rev and permitted a lowish rear axle ratio that in turn gave good acceleration. The 4-speed gearbox was a joy to use. Apart from a handful of obscure, low-volume specialised sports cars, no other light car produced in similar quantities offered anything comparable.A very early Mk1 Nine, of which just a handful are thought to survive, chassis number ‘60316’ was ordered on the 27th of September 1927 and thereafter was delivered to shipping agent Tozer, Kemsley, and Millbourne on the 15th of November that year. Bodied in two-seater Tourer coachwork with Dickey seat by United Motor Body Ltd. of Australia, the Nine was known to have been in the possession of Noel Wyatt (a (late) well-known Riley club member) in 1949/1950, before being sold on by him in 1955 when a self-proclaimed ‘impoverished university student’. When Mr. Wyatt was invited to see a collection of Rileys in Australia in the 1970s, he was amazed to be shown a large collection which happened to contain the remains of ‘60316’, encompassing just the chassis and bodywork. After ten years of attempting to persuade the collection owner to sell the Riley back to him, he was successful in purchasing it in 1983.Lavished a full restoration including a new ash frame, coachwork restored, and a correct type axle, engine, and gearbox sourced, the restoration was completed in 1993. Finished in Maroon paintwork with Black wings and a Black hood, the Riley has a complementary Maroon leather interior. Repatriated in 2018 and registered ‘BF 8528’, shortly afterwards the Riley achieved 2nd place in the Vintage Open class at the Riley Register Rally 2018. Acquired by the vendor five years ago, since then used for an annual long weekend camping trip, lengthy classic car runs, and local trips, the Riley has been improved during his ownership with five new tyres in 2022 and full re-wiring at the end of last year.Featuring in ‘Australian Coach Built Cars’ by David Trunfull, a disc of restoration images, a collection of invoices, images while in Australia, information on Australian bodied Rileys, and a V5C document also accompany. The Riley has been sensibly upgraded with a modern radiator in the original radiator core, a coil conversion but with the magneto in-situ for appearances, and discrete indicators. With around 1,000 Mk1 Nines manufactured and just a handful thought to survive, this highly rare Nine which pleasingly sports its original coachwork started readily and ran well during the recent photography session. For more information, please contact: Paul Cheetham paul.cheetham@handh.co.uk 07538 667452

Registration No: AXW 2 Chassis No: B86AH MOT: ExemptOn offer at No Reserve from a deceased estateOrdered at the 1933 Earls Court Motor Show and delivered to Dr I.W Magill in May 1934One of 36 bodied with James Young Drophead Coupé CoachworkIn the ownership of only two owners from new, with the current family of the deceased estate having custodianship since 1974Offered with one of the most extensive history files we have had the pleasure of handling, complete with three box files of history, including invoices for restoration in the 1970s and 1990s, buff logbook, correspondence with the original owner and chassis cardsAt the dawn of the 1930s with the reverberations of 'Black Friday' (29/10/1929) being felt worldwide, competition between carmakers grew increasingly desperate. Thus, while WO Bentley sought to refine his 8 litre into the ultimate luxury carriage, Rolls-Royce responded by dabbling with a sports car concept. Their concerns as to the branding of 'Peregrine' (as the project was labelled internally) were alleviated by Bentley's collapse in 1931. Outflanking rivals D. Napier & Son, they acquired Bentley wholesale (including WO's services) for £125,257. With a department brief that "the new car must be as unlike the Rolls-Royce models as possible" Derby engineers set about preparing 'Peregrine' for flight. Built on a 'double-dropped' chassis carrying all round semi-elliptic leaf sprung suspension and assisted drum brakes, the new car used a tuned version of the Rolls-Royce 20/25's 3669cc OHV straight-six. Boasting twin SU carburettors, a wilder camshaft, strengthened con-rods and a higher compression ratio, this revamped unit developed around 120bhp (a fifty percent improvement) without compromising on refinement. Equipped with the 20/25's four-speed manual gearbox, high-geared worm and nut steering and hydraulic dampers, the resultant 'Silent Sportscar' - as the Bentley 3.5 litre soon became known - was unveiled to great acclaim at the August 1933 Ascot Races.Ordered at the Earls Court Motor Show in 1933 through Pass and Joyce Ltd, chassis B86AH was the second of 36 Derby Bentleys to be bodied by James Young in Drophead Coupé form. The chassis card records on file suggests that the chassis was despatched to James Young on the 6th April 1934, and the completed car would be first registered as ‘AXW 2’ on the 17th May 1934 to Dr Ivan Magill initially of 11 Wimpole Street. Magill was an Irish-born anaesthetist who would become recognised as one of the founding fathers of anaesthesia and would also become known for inventing the Magill forceps which are still regularly used in surgery today – he would be knighted Sir Ivan Magill by Queen Elizabeth II in 1960.The buff logbook on file suggests that Magill kept the car for over thirty years, with his latest vehicle excise duty entry in 1967. A handwritten letter dated 1971 from Dr Magill to the late second owner, Brigadier Blackburn, advises that he had covered some 180,000 miles in his ownership and had originally paid £1650 for the completed car when new. Later, when the Bentley became mechanically tired, he sold it for just £150, after attempting to revive the engine which was notably thirsty on oil at this point. It appears that the car would be sat unloved from the end of Magill’s ownership until the late Brigadier Blackburn purchased it in 1971 and was in quite a state when it was taken on. It was decided at this point that a full restoration would be undertaken and the Bentley would be entrusted to family member Nick Harley in Winkleigh to perform it. Just three years later, ‘AXW 2’ emerged transformed.Brigadier Blackburn was to use the car extensively for the rest of his life, and his daughter and the vendor for the sale recalls that he took his family and the car to Germany and Singapore for his many postings as a military officer. The car would constantly be maintained by various specialists, and there is an utterly exhaustive stack of invoices from various specialists for works including body repairs, trimming repairs internally and externally and of course mechanical maintenance. It is noted that the Bentley would also be MOT’d every year, proving that the Brigadier kept the car constantly ready for action. The latest invoices on file are from specialists Richard Parsons and A&D Engineering in 2019 for works to the clutch and transmission and for an overhaul of the engine in 2008.Tragically, Brigadier Blackburn passed away in 2023 after a long-term health condition and his daughter (and regular car and boat adventure partner) inherited the Drophead Bentley from his estate. The vendor has tried as best as possible to keep the Bentley running and has prepared the car for sale by getting it running after a blocked fuel line to the solid-state fuel pump caused non-starting. Upon H&H’s inspection, we noted that the Bentley is in overall solid condition and when recently driven for the photoshoot it fired into life with relative ease, but we do advise a full mechanical check over due to the car having been sat briefly. Thanks to the obvious love that the late long-term owner had for B86AH, it has developed a delightful patina that can only be accumulated through using the car – and the history file indicating various days out to Bentley Drivers’ Club events at home and abroad attests to its condition. Prospective owners may wish to improve the car’s cosmetic appearance if they have the taste for concours displays, however, they may also be perfectly happy with its very usable ‘driver’ condition. Now, excitingly offered to the market for the first time in over fifty years, ‘AXW 2’ is to be sold without reserve. For more information, please contact: Lucas Gomersall lucas.gomersall@handh.co.uk 07484 082430

Registration No: UW 2726 Chassis No: GX026 MOT: ExemptMatching chassis and engine numbersDisplayed at the 1929 Olympia Motor Show and then supplied new to Alfred Sainsbury of the famous grocery chainRecently retrimmed interior, new hood and tonneau cover by David Beswick coach trimmingBought by the previous owner in 1994 as a restored rolling chassis with the coachwork includedRe-bodied as a four-seater Tourer reputedly using a Tony Robinson bodyRestoration completed in 1997 and then used on many continental tours soon after A logical progression from Rolls-Royce's first ‘owner driver' model the 20hp, the 20/25hp was introduced in 1929. Near identical to its forebear, at least to begin with, the newcomer enjoyed a greater turn of speed thanks to an enlarged 3669cc OHV straight-six engine. Fed by a single Rolls-Royce carburettor and carrying both magneto and coil ignition, the super-smooth powerplant was mounted in unit with a four-speed manual gearbox (the latter operated via a traditional right-hand change). Capable of supporting a wide variety of coachwork, the 20/25hp's substantial ladder frame chassis was equipped with all-round semi-elliptic leaf-sprung suspension, four-wheel drum brakes and a mechanical servo. Progressively developed, the Rolls-Royce 20/25hp remained in production until 1936 by which time some 3,827 are thought to have been sold.Chassis ‘GXO26’ was displayed at the 1929 Olympia Motor Show and was just the 15th example of the 20/25 sold to the public. Supplied new to Mr. Alfred Sainsbury of Queen Anne’s Mansions, W.1, London, an important member of the famous grocery chain (and was made a director of Sainsbury's when the company became a PLC), it began life as a H.J. Mulliner-bodied Weymann Saloon, the original coachwork had long since fallen into disrepair by the time the previous owner acquired the Rolls-Royce in 1994. In fact, at that time the 20/25 existed as a well restored rolling chassis with a handsome, but yet to be fitted, four-seater Tourer body which is thought to have been crafted by the esteemed coachbuilder Tony Robinson. The restoration project was completed by 1997, with the former keeper subsequently enjoying ‘UW 2726’ on a number of Continental Tours.As part of the restoration works, the interior was re-upholstered and a new hood and tonneau cover made by David Beswick Coach Trimming costing some £7,000 in trimming alone. Boasting a dynamo starter and full flow oil filter, the Rolls-Royce is said to possess ‘very good oil pressure’, not to mention ‘a fully functional central chassis lubrication system’. Having had its brakes relined c.5,000 miles ago, the 20/25 was offered through H&H after twenty-seven years of ownership and sold into the current late ownership for £92,250 in 2021. Thereafter, used and enjoyed by the late vendor alongside his other classic cars, the 20/25 is accompanied by copies of the RREC chassis card records, a collection of invoices and previous MOT certificates, and a current V5C Registration Document. A very pretty Tourer bodied 20/25, and boasting matching numbers chassis and engine number, the example offered here takes some beating. For more information, please contact: Paul Cheetham paul.cheetham@handh.co.uk 07538 667452

Registration No: GMA 960N Chassis No: LD330820 MOT: ExemptFitted with a manual gearbox with overdriveCurrent ownership since 2010 and c.60.000 credible miles recordedOffered with a collection of photographs from the previous bodywork restoration and re-paintJust subject to fresh engine and gearbox oil, new gaskets and hoses plus a new SU fuel pump and moreIntroduced in June 1970, the Triumph Stag was conceived as a luxury convertible sportscar to rival the likes of the R107-series Mercedes-Benz SL. As such, it came equipped with electric windows, power-assisted rack and pinion steering, and servo-backed disc / drum brakes as standard. Based around a two-door monocoque bodyshell, the newcomer featured all-round independent suspension (McPherson strut front / semi-trailing arm rear) and a well laid-out 2+2 cabin. With some 145bhp and 167lbft of torque on tap from its bespoke 2997cc SOHC V8 engine, the model was reputedly capable of 120mph.Finished in Red complemented to a Black vinyl interior, 'GMA 960N' is a desirable manual transmission example fitted with overdrive. Just before the Stag's current ownership, it was subject to an extensive restoration in 2010. A detailed photographic record is included in the sale evidencing the bodywork being restored and repainted, with the engine, gearbox, suspension, and braking system also being overhauled. Displaying a credible c.60,000, 'GMA 960N' has recently been subject to some light recommissioning due to a period of storage, with Price & Joy Classics being entrusted to carry out the work. This work included fresh engine and gearbox oil, new gaskets and hoses plus a new SU fuel pump and more, with the cost coming to £4,282.45. Offered with a large collection of the aforementioned restoration photographs, a collection of invoices and the current V5C Registration Document. For more information, please contact: James McWilliam james.mcwilliam@handh.co.uk 07943 584760

Registration No: 5256 BH Chassis No: EB2471940 MOT: September 2025Engine previously replaced with a 'standard FWE engine' mated to an MG gearboxOwned by a Lotus enthusiastOffered with restoration invoices, letters, notes and old MOT certificatesUnveiled at the 1957 London Motor Show, the Elite (Type 14) was not only Colin Chapman's first production road car but also the world's first fibreglass monocoque (a contributory factor to its reputed 684kg kerb weight). Perhaps influenced by the FIA's recently introduced 1300cc GT racing class, the newcomer's specification included F2-derived all-round independent suspension and four-wheel disc brakes (inboard at the rear). Powered by a Coventry-Climax SOHC four-cylinder engine mated to a four-speed manual transmission, the basic variant claimed a top speed of over 120mph.The work of Peter Kirwin-Taylor, aerodynamicist Frank Costin and John Frayling, the Coupe's super sleek silhouette is still considered a masterpiece. Unsurprisingly, given its radical design (and Chapman's budget constraints), the first running prototype did not emerge until May 10th, 1958. Driven straight to Silverstone by Ian Walker, it promptly won a production sports car race against 1600cc opposition. As successful abroad as on British circuits, the Elite won its class at Le Mans every year from 1959-1964.Finished in Lotus Red with a Black interior, ‘BH’ is thought to have begun life as a ‘Super 95’ model (the 1973 VE60 recording ‘Super 95’), it's certainly equipped with ‘Super 95’ features including the fuel cap, ashtrays, bonnet duct etc, although it has been fitted with a ‘standard FWE engine’ at some stage. Registered on 1st January 1963, the early history of ‘BH’ is unknown, but the RF60 logbook states Lenham Sports Cars as the recorded keeper in October 1973, before passing to Kevin Sykes of Kent in March 1974. A letter on file indicates restoration during the 1980s, with supportive invoices plus the fitting of the current ‘standard’ specification FWE engine and MG gearbox as it was purchased minus the original engine. According to the vendor, the current FWE engine is thought to have covered the same mileage as the car post-restoration (c.7,411 miles), when it's likely the odometer was zeroed with an engine possibly rebuilt. We are unaware of any evidence for this.‘BH’ appears to have been used very occasionally, with six old MOTs dating between 1973 and 2021, indicating a total mileage not exceeding 4,000 during this period. Evident from the MOT records, ‘BH’ is believed to have only covered some 7,411 miles in 50 years! The current Lotus enthusiast owner of ‘BH’ acquired the car from Paul Matty Sports Cars Ltd as a light project in 2019 following a period of storage and has since carried out restoration works that have included a brake and suspension overhaul, fitting of new SU carburettors, replacement fuel pump and an overhaul of the water pump etc. Prior to the current MOT (Expiry date 10th September 2025), it was last MOT’d in 2021. ‘BH’ has seen little use in the present keeper’s hands, due to health hiccups, but it is in running order and said to have a ‘particularly nice gearbox’. The history file includes the current V5C Registration Document recording 4 former keepers, the 1973 VE60, a quantity of restoration invoices, letters, notes, and old MOTs and a purchase invoice. For more information, please contact: Stewart Parker info@handh.co.uk 07836 346875

Registration No: UIL 430 Chassis No: ZFFEZ59C000164409 MOT: June 2025Stunning right-hand drive F430 Spider F1Finished in Nero Daytona complemented to a Sabbia leather interiorBelieved to be 1 of the last 10 examples made37,471 miles from new, owner's wallet, handbook and service bookFactory options include carbon ceramic discs and carbon interior trimUnderstood to have been previously owned by Tony Iommi from Black SabbathA 'superbly' maintained example, extensive service history and no-expense spared in current ownershipHere's a milestone car. The F430 was the first no-buts Ferrari, the first Maranello product for which no excuses needed to be made. It was regarded by most critics as, if not perfect, as close to theoretical Ferrari road-car perfection as a Ferrari had ever been' (John Simister, EVO magazine, March 12th 2013).Unveiled at the Geneva Salon in March 2005, the F430 Spider was a modest 70kg heavier than its Berlinetta sibling. However, the structural strengthening this weight gain allowed meant that the newcomer was a dynamic match for its fixed roof stablemate under most circumstances (Richard Bremner commenting, in Autocar magazine, that he was only aware of any loss of rigidity perhaps one percent of the time). Styled by Pininfarina under the guidance of Frank Stephenson, the F430 Spider featured a reinforced windscreen and twin steel rollover hoops and could retract its fabric roof under an aluminium 'double bubble' tonneau cover in twenty seconds. The elliptical air intakes which dominated its nose recalled those of the Ferrari 156 'shark nose' F1 car, while its tail treatment echoed that of the marque's revered Enzo hypercar.Derived from that of its F360 predecessor, the two-seater's aluminium chassis boasted improved torsional stiffness and played host to all-round independent suspension, four-wheel vented disc brakes (complete with ABS) and power assisted rack and pinion steering. Displacing 4308cc, its 'quad cam', 32-valve V8 was quoted as developing 483bhp and 343lbft of torque. Allied to either manual or F1-style 'paddle shift' transmission (both six-speed), it enabled the F430 Spider to sprint from 0-60mph in 4.1 seconds and onto over 193mph.Supplied new by Lancaster Ferrari, Sevenoaks, this Spider with the F1 gearbox (paddle shift or auto) is a 2009 model and is understood to be one of the last batch of 10 to be manufactured. Presenting in Nero Daytona with ‘Scuderia Ferrari’ shields, Nero Black soft-top and complementing Porsche ‘Aurum’ coloured wheels and Inlet Manifold. The Nero Daytona bodywork has seen ceramic coating, along with paint protection film, to keep the sumptuous Black hue looking its best. A nice touch is the ‘F430’ relevant number plate accompanying the sale.The Nero Daytona paintwork would certainly have suited the F430’s previous owner, member of the heavy metal band Black Sabbath, Tony Iommi who has often been described as one of the greatest rock guitarists of all time.The 430’s interior wears Sabbia (Sand) Roll-bar upholstery, windscreen surround and roll-over hoops. With complementing Nero (Black) carpets, juxtaposed with a carbon steering wheel and interior inlays, Carbon dashboard inserts, heated leather seats, RadioNav system with Bluetooth connectivity, Navtrak anti-theft system and front and rear parking sensors. The 430 has the benefit of a carbon-ceramic brake system, a £20,000 option when new. The Ferrari Yellow-shield colours are carried over to the brake calipers and the Yellow instrument panel lights.With Ferrari main dealer service history throughout, for the last 3 years the car has been maintained at JCT600 Ferrari Leeds, since 2021, by Danny Dawson who has won Ferrari World’s Best Technician for the last 2 years running, with the last service at 34,736 miles in May 2024. Expenditure has included the purchase of a plenum and importantly new exhaust manifolds in 2021. There are JCT600 print-outs, dated 16th May 2024 and at 34,534 miles, that record the level of wear of both the clutch and the discs, with both results summarised as ‘OK’.Driven on a nine-country European tour quite recently, the Spider is now offered to a new custodian. Possessing a full set of books in its Ferrari leather folder, there is also a collection of invoices that accompany the owner’s wallet with the handbook, fully stamped service book and the V5C Registration Document. Additionally, there are the 2 Ferrari keys and the full tool-kit. For more information, please contact: James McWilliam james.mcwilliam@handh.co.uk 07943 584760

Registration No: PKH 566F Chassis No: 11102422001236 MOT: Exempt1 of just 150 originally supplied in right-hand drive specificationPurchased by marque specialist restorers Heaney Motor Company and lavished with an exhaustive restoration being completed in 2018Under 4,000 miles covered since the completion of the restorationBoasting matching chassis and engine numbersPLEASE NOTE: The vendor informs that the vacuum central locking is not connected on the car.Introduced in mid-1959, the Mercedes-Benz W111 series was a natural progression from the 220 Pontoon. The new models were bigger inside and out and sported a greater abundance of brightwork; not to mention the finned rear wings which spawned the model's 'Fintail' nickname. In addition to the four-door Saloon, the range comprised an elegant two-door Cabriolet and Coupe designed by Paul Bracq. The cars were very well-appointed inside, being adorned with Mercedes textured leather and wood trimmings. The fully independent suspension comprised of wishbones and coil springs at the front and low-pivot swing-axles with radius arms and coil springs at the rear, the ride from which was very statesman-like.Originally the W111 Coupé was launched as the 220SE in late 1960, appointed with a straight-six 2,195cc engine and 160km/h top speed. This was followed in 1965 by the 250SE and then in November 1967, the 250 SE was superseded by the 280SE. It was powered by the new 2,778cc M130 engine, which produced 160hp (119kW) at 5500rpm. Top speed was hardly affected, but acceleration from 0-100km/h (62mph) improved to 10.5 seconds. Inside, the car received a wood veneer option on the dashboard and other minor changes, including door lock buttons and different heater levers. Despite its smaller engine, the 280SE could outperform the early 1950s M189-powered 300 SE, resulting in the more expensive model's retirement. In all, 3,797 examples of the 280SE Coupé were manufactured of which 150 were right-hand drive.Manufactured in July 1968, chassis ‘11102422001236’ was supplied new the Republic of Ireland and is understood to have resided there until 2008 when the Mercedes was entrusted to well-regarded Mercedes-Benz restorers Heaney Motor Company of Derry as a barn find on behalf of a customer. From there, the 280 was stripped to bare metal, the bodywork was fully restored with genuine Mercedes-Benz new old stock panels (that are practically unattainable now) fitted as required, before the Coupe was repainted in Anthrazit Grau Metallic. The interior upholstery was fully retrimmed in Mulberry Red leather with a wool velour mix carpet set and factory specification headlining. The woodwork was veneered and lacquered, with extensive rechroming outside. Unfortunately, the restoration stalled at this point and Coupe was put to the side for numerous years.The mechanical restoration started in 2018 when a new customer requested that Heaney continue their restoration work and chassis ‘001236’ was provided brakes renewal; new springs and shock absorbers installed; the engine and gearbox refreshed; radiator re-cored; full new exhaust system; amongst much further mechanical renovation. Full details of the restoration work are available on request, with Heaney informing us that the Coupe received everything required. Provided with a Northern Ireland MOT certificate in December 2018 with 2,214 miles on the odometer, the 280 SE Coupe was thereafter road tested for 500 miles to iron out. Purchased by a significant collector in 2019, ‘PKH 566F’ has covered just 1,100 further miles to date and is therefore still exceptionally fresh since the completion of the restoration. Supplied with current V5C document, Mercedes-Benz manufacturers confirmation letter, copy of the data card, documented breakdown of the restoration work, and letter from Heaney about the car.A matching chassis and engine numbers example, this 280 SE Coupe has very rare factory features such as electric windows and electric sunroof that were usually exclusively for the 3.5-litre cars. With Heaney estimating that the restoration cost was in the region of £80,000 - £85,000 (without the car's initial purchase price), this 280 SE Coupe has much to recommend it. For more information, please contact: Paul Cheetham paul.cheetham@handh.co.uk 07538 667452

Registration No: NTL 51P Chassis No: TA2224072 MOT: T.B.AVery rare, surviving, UK-supplied Celica notchbackSubject to an extensive restoration back to original specificationFull rotisserie custom paintworkCost in excess of £40,000 to restoreUnveiled at the October 1970 Tokyo Motor Show, the first generation Toyota Celica debuted as a two-door, notchback coupe with distinctive ‘coke bottle’ styling. Utilising the same running gear as its Carina sibling but in a smaller, lighter and sportier package, the newcomer was a strong seller in Japan and served as something of a halo model in North America and Europe. Better built than many of its rivals on the latter two continents, the Toyota was also an early adopter of five-speed manual transmission. Performance was class competitive and running costs admirably low. The Celica proved its worth in competition too both as a rally car and circuit racer. A fan of the first generation Toyota Celica since its launch, the vendor could not resist acquiring ‘NTL 51P’ when it was advertised locally. An aeronautical engineer by profession, he was undeterred by the Coupe’s forlorn appearance. Determined to return it to showroom condition, he undertook much of the work himself over the next four and a half years. Consulting with marque specialists and taking the time to source correct-type replacement parts where necessary, he spent £12,000 on the professional repaint alone. The interior was retrimmed with new leather, carpets and door card inlays. The 1.6 litre engine received new pistons and liners as part of its overhaul, while the five-speed gearbox and differential were treated to new bearings etc. A custom exhaust system was fabricated and the wheels refurbished. Deemed by the seller to ‘look, feel and drive as it would have done in the mid-1970s’, the notchback coupe is only coming to market to make room for a new project. Worthy of close inspection having had more manhours and money lavished on it than most surviving first generation Celicas, ‘NTL 51P’ has covered a mere 100 or so post-completion miles. Offered for sale with V5C Registration Document and sundry paperwork. For more information, please contact: Baljit Atwal baljit.atwal@handh.co.uk 07943 584762

Registration No: BPA 375 Chassis No: GGA 68 MOT: ExemptPark Ward Sedanca de Ville coachwork with division55,917 recorded miles plus long-term family ownership since 1980Collection of invoices, old MOTs and tax discsSupplied new to Lieutenant Colonel S.S.G CohenUnderstood to have had low ownership and subject to a re-wire in 2009Said to be a 'well-maintained' example with matching chassis and engine numberRolls-Royce introduced the 20/25 in 1929 as a successor to the outgoing 20hp model. Although the newcomer was primarily aimed at owner drivers, many examples were nevertheless sold to customers with chauffeurs. The four-speed manual gearbox featured the manufacturer's traditional right-hand change and was equipped with synchromesh on the top two ratios from 1932 onwards. The substantial chassis sported rigid axles front and rear, suspended on semi-elliptic leaf springs. The four-wheeled braking was mechanically servo-assisted. Power came from an enlarged version of the straight-six OHV unit used in the 20hp. Now displacing 3,699cc, it made for swifter acceleration and a higher top speed of up to 75mph. The increased capacity of some 570cc gave useful extra power and allowed coachbuilders of the day to experiment and offer more intricate body styles without impeding performance.As before, the choice of bodywork for each 20/25 was to the taste of each individual customer, and Freestone & Webb, Gurney Nutting, Park Ward, Thrupp & Maberly, Mulliner and Hooper were among the many coachbuilders selected to clothe these fine motorcars. Usefully faster than its 20hp predecessor, the model remained in production until 1936 by which time some 3,827 had been sold, making it the company’s best-selling model between the wars.A notably elegant example with Park Ward Sedanca de Ville coachwork and division, chassis GGA 68 was supplied new to Lieutenant Colonel S.S.G Cohen and has been in long-term family ownership since 1980. Understood to have had low previous ownership the Rolls-Royce displays 55,917 miles and is said to be a 'well-maintained' example that was the subject of a re-wire in 2009. Benefitting from matching chassis and engine number, GGA 68 is offered with buff logbook, collection of invoices, old MOTs plus tax discs and a current V5C document. For more information, please contact: James McWilliam james.mcwilliam@handh.co.uk 07943 584760

Registration No: RLO 378E Chassis No: 1D52760BW MOT: ExemptPurchased by world famous singer, Madonna, for her son Rocco RitchieSubject to much recent work including a full repaint into Opalescent MaroonThe 'rarest' MkX, being a 4.2 Litre example pre-420GSupplied with original green logbook and service plan document issued by the supplying dealer, University Motors LtdInitially developed as Jaguar's replacement for the chassis constructed MkIX and given the in-house codename "Zenith", the Jaguar Mark X (Ten) was the British manufacturer's top-of-the-range saloon car throughout the 1960s. The large and luxurious MkX was primarily aimed at the North American market, with the company hoping that the car would appeal to heads of state, diplomats and film stars. Introduced in the same year as Jaguar's iconic E-Type, the MkX impressed with its technical specification and innovations. Unlike its predecessors, the car featured integrated unitary bodywork, the largest car constructed this way in the UK at the time, as well as independent rear suspension which was completely unheard of on early 1960s British luxury cars. Initally fitted with the same 3.8-litre, triple carburettor XK engine with straight port cylinder head as fitted to the E-Type, it gave Jaguar's flagship a top speed of 120 mph and capable handling at less than half the price of the contemporary Rolls-Royce Silver Cloud. The Mark X introduced a new slightly forward-leaning nose design for Jaguar saloons, with its four headlamps set into rounded front fenders and a vaned grille. This front-end style was used on many of the manufacturer's later cars, forging Jaguar’s look for almost half a century. In 1964, in line with the E-Type, the MkX's power unit would be upgraded with a 4.2 Litre XK unit in place of the 3.8 Litre which could be coupled to either an updated Borg Warner automatic transmission (a Type 8 rather than a DG) or the same full syncromesh gearbox as its Sports Car sister. Only in production for two years, the 4.2 Litre MkX was replaced by the 420G in 1967, and remains the rarest MkX with only 5,137 built.‘RLO 378E’ was first registered by University Motors Ltd of Richmond on 17th May 1967 and then sold to Flaskett Ltd of Kingston-on-Thames on the 22nd December 1967. We then know it was the subject of some restoration work in 1995 and by the late 1990s emerged from dry storage before being acquired by Mr G Birks (Birks MotorWorks) and recommissioned in 2010. The Jaguar would be sold onto another owner before being purchased by Madonna for her son, Rocco Ritchie in 2021.Rocco decided to have the car stripped back to bare metal, welded and repainted in Opalescent Maroon, in addition, the XK engine benefitted from an overhaul which included a rebore and new pistons. The interior was treated to a refresh and fitted with a reversing camera to aid manoeuvring. Works were completed in 2022. Rocco has used the car extensively; regularly appearing with it at several exhibitions that display his artwork. Madonna used the Jaguar for a 2024 photoshoot that appeared on Instagram, captioned 'Mood in LNDN'. Kept at Madonna’s address throughout Rocco’s custodianship, the MkX is being offered to market directly from him. Rocco describes the car as being in overall ‘good condition’ although the engine is ticking slightly and he feels it requires looking into. Used in London, the paintwork has suffered some small dings that may need attention, although Rocco describes it as looking ‘good’ overall. For more information, please contact: Lucas Gomersall lucas.gomersall@handh.co.uk 07484 082430

Registration No: AUB 48E Chassis No: 1E1819 MOT: ExemptAn original UK home market, right-hand drive Series 1 first registered in swinging 60s LondonComprehensively restored during the 1980's by Rawdon Restorations and subsequently a previous concours winner during the 1990sFeatured in a Classic & Sports Car magazine artcle in 1997 in which it was reviewed and driven by John SurteesMeticulously maintained and sensibly upgraded by the long term current owner and rated as an 'excellent' driver's carAmong the last century's great motoring icons, Jaguar's E-type has always inspired loyalty and devotion. Born out of the fabulous D-type racer, the model soon acquired a strong competition heritage of its own. Launched at the 1961 Geneva Salon, the Big Cat proved faster and more glamorous than virtually any production rival. Certainly, few could match its reputed 150mph top speed. At a time when Ferrari's lauded 250SWB and 250GTO made do with 'live' rear axles, the E-type utilised a sophisticated independent rear set-up with inboard disc brakes. While, rack and pinion steering enhanced the monocoque chassis's excellent roadholding and handling; putting it light years ahead of American designs like the Corvette. Revised in 1964, the E-type gained a torquier 4235cc powerplant and four-speed all-synchromesh gearbox of Jaguar's own design.Chassis 1E1819 was manufactured on 2nd May 1967 and despatched to Henlys of London on 19th May. First registered as ‘PLU 608E’, the Roadster’s first owner was a Mr B Kanarek of London W1. It appears the E-Type lived a rather modest life and only nine years after it was supplied new, its then owner, Mr Alan Jones of Shipley, Yorkshire would lay the car up in storage, waiting to find a new life.Forgotten about, until a Chris Denton of Bradford purchased it and sent the Roadster to Rawdon Restoration of Leeds c.1985/6, for whatever reason, Mr Denton sold on the car when the restoration was 95% complete, being purchased by a Mr Timothy Garnett of Ilkley and finally returning to the road in August 1987 with 50,732 miles on the clock. Mr Garnett was fastidious with the E-Type’s ownership and deservedly successful in concours events. Subsequently, The E-Type Centre of Chilcote, chose to purchase it for use as their brochure car, also becoming the cover star for an issue of Classic & Sports Car magazine, with an article that would feature F1 World Champion John Surtees comparing ‘the world’s best drivers’ cars’.The vendor purchased the two-seater from The E-Type Centre in August 1999 with an indicated 56,923 miles. During his 25-year ownership, he has regularly used it for several events including the E-Type 50th anniversary trip to Geneva with Jaguar Heritage plus much more. In 2021, the vendor’s son drove the car to the Goodwood Revival. Fastidious with maintenance, the vendor has kept the car maintained to a very high standard with some subtle upgrades for modern road use. He commented, ‘there are some stone chips around the bonnet nose which is to be expected with a 37-year-old restoration that has been used. …it is still, however, a credit to the people who restored the car in 1986.’ For more information, please contact: Lucas Gomersall lucas.gomersall@handh.co.uk 07484 082430