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2013 BMW 798cc F800GTRegistration no. RJ63 CKGFrame no. WB10B0304EZ050079Engine no. 802EA*08828943*The BMW F-Series began in 1994 with single cylinder 650cc models. Originally built for BMW by Aprilia, with a Rotax engine, they were equipped with four valves per cylinder, and were an entry-level model for the marque. From 2008, the engines were replaced by twin cylinder ones, liquid cooled, and made by BMW themselves, in a number of different models with varying power outputs and configurations. Whilst the 800s were popular as a GS model, in 2013 the F800GT touring model was introduced, and riders found them to be an excellent general road/touring model. RJ63 CKG was purchased by the owner with 19 miles on the odomater in March 2014, having been registered on 2nd December 2013, possibly by the dealer, so the owner appears as the second keeper. It has been little used by the vendor, and thus far, covered only 346 miles in total from brand new at the time of consignment. Despite the low mileage, the BMW has been twice serviced by BMW main dealers, fitted with an Akrapovic silencer, and has had four MoTs in the course of the present ownership. The F800GT has been kept in very good conditions, remains in pristine order, and is effectively a new motorcycle in all but name. However, whilst it starts and rides, having been standing since the last Mot, it will require the lightest of re-commissioning and safety checks. Documentation comprises a current V5C, an old V5C, some of the expired MoT certificates, the aforementioned service invoices, the original bill of sale, the original book pack with rider's manual, warranty and service booklet. The bike is presently on SORN.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

1913 Wilkinson 830cc TMC FourRegistration no. F 8364Frame no. 108 & 513Engine no. 161•One of only a tiny handful of survivors•Known ownership history•Present ownership since 1985•An older restoration•Pioneer Run, Banbury Run and Oude Klepper Glorie participant•Massive history fileThere was a time when Wilkinson, as well as being 'the name on the world's finest blade', could also be found on one of the world's finest motorcycles. Manufactured in Acton, West London, the Percy Tacchi-designed 'Touring Auto Cycle' (TAC) was launched by the razorblades-and-weapons firm in 1909. Wilkinson's machine was powered by a 679cc inline four-cylinder engine and had shaft drive. The air-cooled inlet-over-exhaust engine was linked by a short shaft to a three-sped gearbox of the Panhard sliding-gear type, and the long-wheelbase TAC was also notable for having leaf-sprung suspension front and rear, drum brakes on both wheels, and a luxuriously upholstered bucket seat. The company's stated aim was 'to make the adoption of car lines the starting point and not an afterthought'. In keeping with this philosophy, a steering wheel was used on some early machines but the idea was swiftly abandoned. In 1912 the TAC was superseded by the improved TMC (Touring Motor Cycle). The new four's power unit was an 830cc water-cooled sidevalve; the gearbox remained a three-speeder but the final drive was now by bevel gears rather than the earlier 'underslung worm' arrangement. Girder-type Saxon front forks replaced the leaf-sprung design, and braking was now confined to the rear wheel only by means of an internal expanding footbrake and an external contracting band brake (see below). The factory's performance figures for the TMC claimed a top speed when solo of 65mph and 50mph when attached to a sidecar, impressive figures for the Edwardian era. Factory correspondence on file from Wilkinson's then Design Manager Mr John Arlett states that the total number of Wilkinson motorcycles made when production ceased at the beginning of 1914 would not have exceeded 125 to 150. This would cover all models (prototypes, v-twins, air-cooled fours and water-cooled fours). At time of writing (1985) it states that only four TMCs were known to have survived (one in the National Motor Museum, Beaulieu) plus a further two of the earlier TAC model. This Wilkinson TMC four was first registered in Essex on 17th March 1914 by a Mr Roland Beckett of Sleafield, Essex (later of Great Baddow, Essex). A wealthy South African studying electrical engineering, Roland Beckett served as a dispatch rider with the Royal Signals during WWI and returned to South Africa on 12th December 1919. Copies of Mr Beckett's military service record are on file together with local census details. It is not known how the machine was used during his ownership.In the early 1920s the Wilkinson was bought by Mr Derek Ince of Chiswick, West London. It is believed he bought it dismantled and only got around to starting the rebuild in the 1960s. Some progress was made over the following years and the machine was loosely assembled when he died in 1983, by which time he had moved to Sundridge, Kent. The following year current owner Richard Mummery bought the Wilkinson from Mr Alan Keeler of Sundridge, who was handling the late Mr Ince's affairs. Although the machine was a rolling chassis it was found to require stripping and rebuilding again. The rebuild was carried out by Richard and his friends over the next couple of years (details on file). Many new parts had to be made and fitted, but always the aim was to keep to the original specification as closely as possible. Much help in this regard was received from the aforementioned Wilkinson Sword's John Arlett, a fellow motorcyclist who who became a good friend. John Arlett was a mine of information for he was also Wilkinson's Historian and organised a quarterly magazine, The Swordsman, full of information relating to their swords. He also organised the Wilkinson rally at the National Motorcycle Museum where all known Wilkinsons were on show. When he died Wilkinson lost their best ambassador. The restoration was completed in 1986 and the TMC had its first outing in the Sunbeam MCC's Pioneer Run that year. As a result of his experiences with the Wilkinson, Richard became, for a while, the VMCC's marque specialist (he no longer is). Over the last almost 40 years the Wilkinson has taken part in numerous events both in the UK and on the Continent, including the Pioneer and Banbury Runs at home and the Oude Klepper Glorie in Belgium. It has failed to finish an event on only three occasions, respectively: when the magneto was flooded by heavy rain; the oil tank burst; and the rear brake jammed on. There have been other problems but all have been overcome. Richard advises us that the machine is very long and heavy and requires a fit person to ride and manoeuvre it. Care should also be taken with regard to the lubrication procedure. The oil pump does not circulate the oil. When the tap on the oil tank is closed it pressurises the oil tank and lifts oil into the sight glass where two pipes take it to the crankcase. Now it lifts oil faster than the feed pipes can deliver, so care must be taken to see the sight glass does not overflow, thus making a mess. Provided the oil in the crankcase is up to the correct level the pump only needs to be used about every ten miles, otherwise the exhaust becomes smoky. The external contracting band brake should only be used for parking; if used on the move it fades.The Wilkinson was last used on the road in the 2019 Pioneer Run and has since been statically exhibited at several motorcycle shows. The machine was fully serviced and last taxed for the road in 2020 and has been kept in dehumidified storage alongside Richard's other Veteran and Vintage motorcycles. But for the Covid outbreak Richard would have continued riding, but age has now caught up with him.Accompanying the machine is a massive file of history containing copies of in-period advertisements; Derek Ince's driving licence; factory and other correspondence; factory brochures; copies of press cuttings and magazine articles; factory promotional material; copy original registration particulars; action and restoration photographs; V5C document, Pioneer Certificate, etc etc (perusal recommended). Also offered with the lot is a spare engine, fuel tank and a framed Pioneer Run completion badge from 1987 – 2019 (30 consecutive runs). With so few made and only a tiny handful surviving, this magnificent Wilkinson Four represents what is almost certainly a once-in-a-lifetime opportunity for collectors. 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 estate1940 OEC 350/500cc Commodore (see text)Registration no. CKG 53Frame no. 2000Engine no. 47/G3L 4646Best remembered for its curious 'duplex' form of steering gear and Claude Temple's record-breaking exploits on the mighty OEC-Temple-Anzani, the Osborn Engineering Company commenced motorcycle manufacture in 1914. The Gosport-based firm began by making motorcycles under contract to engine manufacturer Blackburne before marketing machines under its own name from 1920. OEC also made its own engines under the 'Atlanta' name but mainly relied on proprietary power units from JAP. As well as the patented duplex steering, introduced in 1927, the firm offered rear springing from 1929. An option at first, this looked like a 'plunger' arrangement but in fact used a pivoted fork. The company's top-of-the-range sports model, this rare OEC Commodore was first registered on 8th July 1940 a '500', but has since been fitted with a replacement Matchless G3L 350cc engine dating from 1947. However, it has not proved possible to determine the actual engine capacity with any certainty. Accompanying documentation consists of an old-type V5C and a continuation buff logbook from 1959 issued by the West Riding of Yorkshire County Council and listing the following owners:Fred Sunderland, Knottingley (1959)Edwin Ward, Pontefract (1959)Alan Senior, Dewsbury (1960)George Nixon, Wakefield (unknown)The vendor's late brother (1978)Apparently not used for some time, the machine will require re-commissioning or more extensive restoration before further use and thus is sold strictly as viewed (the engine turns over). Offered with a V5C. 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

1934 New Imperial 350cc Grand Prix ModelRegistration no. AXW 510Frame no. 93/22617/TTEngine no. 34/31967/60•Single family ownership since at least 1940•Last taxed/used on the road in 1957•Last run a couple of months prior to consignment•Offered for sale on the open market for the first time in over 80 yearsAfter an abortive attempt in 1901, New Imperial commenced series production of motorcycles in 1910. By 1913 the fledgling firm was contesting the Isle of Man TT races, entering a trio of 500s in the Senior event, none of which finished. This disappointment and the intervention of WWI delayed New Imperial's next appearance until 1921, but what an historic return it would be. At that time there was no separate Lightweight TT race (the 250s would not have their own separate Lightweight TT race until 1922); instead a trophy was awarded for 250cc machines entered in the Junior (350cc) event, the first such award having been made in 1920 when Levis secured a resounding victory, taking the first three places. New Imperial entered five JAP-engined 250s in the 1921 Junior and although four retired, Douglas Prentice's went on to win the class at an average speed of 44.82mph, Bert Kershaw's having set the fastest lap.New recruit Bert Le Vack came close to victory in the Junior event the following year and finished second in the Lightweight race in 1923, and then the Twemlow brothers' 1924 Junior/Lightweight TT double - Ken winning the former, Eddie the latter - plus Eddie's repeated Lightweight victory in 1925, confirmed New Imperial as one of the dominant forces in 250 racing in the Vintage years. New Imperial had switched from JAP to engines of its own manufacture by the decade's end, and although the 1930s brought fewer success in the Isle of Man TT, Bob Foster's 1936 Lightweight TT win was notable as the last achieved by a British-made '250' until Eddie Laycock's 1987 Junior TT victory riding an EMC.This New Imperial Grand Prix '350' is well known to The New Imperial Owner's Association. The records show engine '31967' to be that of a 350cc Grand Prix, a batch of nine of which was completed on 27th February 1934 (the factory records only show engine numbers). The frame number is much earlier, but that is as would be expected; it is probably an original pairing of frame and engine. The frame would have been an unused example because in September 1933, in a fit of enthusiasm, New Imperial made a large number of GP frames. They all had the suffix 'TT' rather than '50' or '60'. These frames were then used well into 1934. There is no record of the original buyer.This New Imperial Grand Prix model has been owned by the vendor's late father - a Medway farmer., motorcycle enthusiast and collector - since at least 1940. It was the last machine he bought before the war and was purchased when he was aged 21 for £25 from Frank Mires Motorcycles in Chatham, Kent. It was first registered on 23rd March 1934 in London. The New Imp was used for light competition and was last taxed/used on the road in 1957, at which point it was stored in the barn on the family farm and only brought out for special occasions. At some point after being 'retired' it was lightly restored, carefully maintaining the patina. Unfortunately, the machine was stolen in 1992: an article in a local newspaper of the time describes the New Imperial as being of great sentimental value (see file). With the help of The New Imperial Owner's Association it was successfully recovered in 2019 and returned to the family in the same condition, bar a replacement saddle.The machine is offered with a continuation buff logbook from 1945 and old/current V5/V5C documents. Also contained in the history file are images of the vendor's father with his beloved New Imperial in the 1990s, as well as some at the family home taken shortly after he purchased the machine (fitted with a Brooklands Can in one image and in another with a high-level exhaust). The machine is offered in need of recommissioning and/or restoration to a greater or lesser extent and thus is sold strictly as viewed. Last run a couple of months prior to consignment, it is offered for sale on the open market for the first time in over 84 years and represents a wonderful opportunity to acquire a highly sought-after 'Grand Prix' New Imperial.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

Formerly the property of Arthur Lampkin1956 BSA 350cc Trials MotorcycleRegistration no. NUJ 68Frame no. CB34.186 (186 is a restamp - see text)Engine no. BB32A 323 (see text)•Pictured in Don Morley's book Classic Motor Cycles – BSA•Owned by Arthur Lampkin for approximately 20 years•Present ownership since 1992•Requires recommissioning'A former 500cc motocross Grand Prix winner, gold medallist in the International Six Days Trial, no mean grass track racer, and a brilliant trials rider, Arthur rode into history when he won the 1963 Scottish Six Days.' - On Two Wheels. Arthur Lampkin and 'NUJ 68' are pictured in Don Morley's book Classic Motor Cycles – BSA with the following caption: 'Despite being catalogued, very few of 1954's superb duplex-framed, alloy BB-engined comp' jobs actually reached the public, although BSA's works riders won almost everything going on them.''NUJ 68' was first registered on 6th April 1956. The earliest registration document on file is a (photocopied) old-style continuation logbook listing one Frank Smith of Yorkshire as owner in 1973. The logbook records the frame number as 'CB 34 186' and the engine number as 'DB 34 GS 927'. Confusingly, the clerk that filled out the logbook wrote the number '4' making it look like an 'X' in both instances, and this error has been maintained on subsequent registration documents. It also should be noted that the '186' part of the frame number appears to be a restamp, and that the engine currently fitted is number 'BB32A 323', contrary to what is recorded on the HPI and V5C documents. As recorded on the various registration documents, the original (CB34) engine was of 500cc whereas the BB32 type currently fitted is a '350'. The HPI also states that the vehicle is black and was previously red. It is not known precisely when Arthur Lampkin purchased the BSA, but it must have been at some time between 1973 and 1983. In a letter on file Arthur states that he owned 'NUJ 68' until December 1990. Our vendor acquired the BSA on 25th March 1992. Recommissioning will be required before further use and thus the machine is sold strictly as viewed. Prospective purchasers must satisfy themselves with regard to this motorcycle's originality, authenticity and correctness prior to bidding.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

Formerly the property of the late Bud Ekins1913 Flying Merkel 995cc Twin Seventy-one 471Registration no. BS 9860Engine no. 2X9397•Pioneering American marque•Extremely rare survivor•Highly original•Purchased by Vic Norman from Bud Ekins in 1998•Many-time Pioneer Run participant•Substantial history fileJoseph Merkel founded the Merkel Motor Company in Milwaukee, Wisconsin in 1902, its first product being a bicycle powered by a 'clip on' engine attached to the front down tube. In 1908 Merkel merged with the Light Manufacturing and Foundry Company of Pottstown, Pennsylvania, which had been making motorcycles since 1901. Merkel production shifted to Pottstown and the range - marketed as 'Merkel-Light' - expanded to include chain-driven types and large v-twins. The latter were among the most advanced designs of their day, some of which featured front and rear suspension. Motive power was provided by a 996cc 45-degree v-twin with inlet-over-exhaust valve gear. In 1911 the Miami Cycle and Manufacturing Company of Middletown, Ohio purchased Merkel-Light and transferred production to Middletown.Merkel made much of its use of ball bearings: 'The celebrated Merkel Ball-Bearing Motor is our sure foundation; a motor which has never been equalled in its simplicity and durability; a motor which will develop more actual horsepower under accurate test than any other motor of its size in the world.' Given the Flying Merkel's racing record, this seemingly extravagant claim may not have been too far from the truth; indeed, in its day the Flying Merkel was said to be fastest production motorcycle in the world.The 1908 move to Pottstown had signalled a serious commitment to racing and the hiring of factory supported riders, while the slogan 'The Flying Merkel' began to appear in the company's advertising. And fly they did, winning countless races over the next few seasons before new owners Miami Cycle and Manufacturing Company pulled the plug on the factory's racing programme in 1911.Limited support continued for employees that wanted to go racing, and the 1915 catalogue contained a list of 1914-season race wins extending to a page-and-a-half. When Miami ceased production of Merkel motorcycles in 1915, Joseph Merkel designed and patented the 'Merkel Motor Wheel'.This incredible time-warp 1913 Flying Merkel 996cc Twin Seventy-one 471 was acquired by Vic Norman in 1998 from none other than Bud Ekins (receipts on file). Vic's work routinely took him to California for the air show season, and he and his dear friend Alain De Cadenet would often ride over to Bud Ekins' place. A consummate off-road racer, bike restorer, motorcycle dealer, occasional stunt rider, and all-American hero, Ekins was a close friend of actor Steve McQueen and performed the famous motorcycle jump (as McQueen's stunt double) in the movie The Great Escape. (Although the movie was set in WW2, Bud's bike was in fact a post-war Triumph dating from 1962).The Great Escape was being shot in Germany in 1962 and Ekins thought it would be a good idea to combine his film work with participation in that year's ISDT, held at Garmisch Partenkirchen. Triumph agreed to supply a suitable factory-prepared machine, which was flown to Germany and first registered there. After the event, in which Bud not only gained a Gold Medal but also won the Unlimited Capacity Class, the Triumph was flown back to his home in California and registered there as 'CAL 142080'.In his autobiography, Norman Conquest, Vic recalls: 'I fell in love with his (Ekins') 1913 Flying Merkel, still in its 100-year-old original paint. It was only after my many visits over a three-year period, chatting and talking to Bud, that he finally agreed to sell me the Merkel. Plus, I think he rather liked the fact that I was an air show pilot flying 1940s Boeing Stearman aircraft with wing-walkers.' No doubt the Flying Merkels' 'world's fastest' reputation was one of the many reasons Vic Norman was drawn to this particular machine; that and his passion for all things automotive and aeronautical, including a special penchant for Americana and heroes of the bygone era.Bud told Vic that the Merkel had been bought new by a wealthy man living in New Mexico and that he used it daily on the road until 1923 when it ended up in his emerald mine, with its back wheel taken off, being used to power the electric lights. Bud bought the bike and found the back wheel. According to the 1923 State of Mexico Owner's Certificate on file, it was registered to a Walter McBaren, and later transferred to a Ronald Bonner of Sunland California in 1958.Bud owned several Merkels throughout his life and Tiger Joe Michiels (author of the Tiger Joe Michiels website and member of the so-called 'Hollywood Gang' of classic vehicle enthusiasts) has kindly supplied a 1975 photograph of Bud on another of his Merkel's, as well as an image of the assembled gang.According to Vic: 'We rebuilt the engine and it's still in its original paint and goes like a rocket every year during the London to Brighton Pioneer Run. Merkel's advertising slogan was 'The Next Thing To Flying', and in 1913 it really was. Maybe that's what hooked me.''It's a bloody quick bike,' says Vic, and it does not have much in the way of brakes, hence Vic and his team upgraded the rear brake internals. To this day, the machine bears an old scar/badge of honour: a patch repair to the crankcase, probably done early in the engine's life, which specialist Fred Smith left intact when overhauling the engine for Vic. Vic and Fred also took the decision to change the wheels and tyres for a re-spoked set with black Coker tyres. The old white Coker tyres and wheels are offered with the machine (see image).Vic's Flying Merkel has featured in various articles, including a vivid 'riding impressions' piece by Richard Heseltine for MOTOGEO (copy on file), and has been campaigned by Vic on countless Pioneer Runs since acquisition (see file for images). 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 machine will require careful recommissioning before returning to the road. The Merkel is dated 1913 by the Sunbeam Motor Cycle Club and was added to their Pioneer Register in 2006 (Pioneer Register Number 1734). It should be noted, that despite the V5C Registration Certificate listing a frame number, the frame is not numbered, as is correct for Flying Merkels of the period.This wonderful machine is offered with a substantial history file containing, among other documents, various 'rare-as-hen's-teeth' Flying Merkel brochures (for 1914 and 1916) and the all-important Sunbeam MCC Pioneer Certificate.Footnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.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

1976 Cheetah Kawasaki KT250 Trials ProjectRegistration no. AKM 271TFrame no. unable to locateEngine no. KT2E-006789Formerly with Greeves, Don Smith certainly had the CV to justify his appointment by Kawasaki, having won the European Trials Championship on three occasions (1964, 1967, and 1969). Don built a prototype using a Kawasaki 450cc moto-cross engine, which led in 1975 to the launch of the production KT250, undeniably one of the best-looking trials bikes ever to come out of Japan. But even the best can be improved upon, and this particular Kawasaki KT250 has a Bob Gollner 'Cheetah' frame. The late Bob Gollner was a well respected trials and moto-cross competitor who ran a motorcycle dealership in Denmead, Hampshire. Gollner developed and sold his own trials motorcycles under the Cheetah brand name, using frames of his own design and a variety of engines, including Villiers, Triumph Tiger Cub and Husqvarna, before moving on to the BSA Bantam and then Japanese types. One of an estimated 100-or-so made, this Cheetah-framed Kawasaki KT250 has belonged to the vendor since the 1980s. The vendor was hoping to restore the machine, but life and the passage of time has prevented this. Accordingly, the machine is offered for restoration and sold strictly as viewed (the engine turns over and the 2,195 miles odometer reading is believed genuine). Accompanying documentation consists of the 1980 purchase receipt, sundry bills, and an old-style V5.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

1947 Ariel 998cc Model 4G Square Four Registration no. TXS 136Frame no. XP1676Engine no. DK265Designed by Edward Turner, creator of the legendary Triumph Speed Twin, the first Ariel Square Four was shown at the Olympia Motorcycle Show in 1930. Unique at the time of its introduction, the 'Squariel', as it was swiftly dubbed, featured a single block of four cylinders and twin geared-together crankshafts with pistons phased at 180 degrees. Although launched as a '500', the Squariel was soon enlarged to 601cc with an eye on the important sidecar market, this bigger version being made available for the 1932 model year. In 1937 a total redesign saw it re-emerge as the Model 4G, with 995cc overhead-valve engine, making the Squariel an even more enticing prospect for sidecarists. Anstey-link plunger rear suspension became an option in 1939 but would not be offered again until 1946 when a telescopic front fork replaced the previous girder type.This Square Four was restored in 2022, while the engine was rebored and fitted with new pistons in 2023. Used sparingly and kept dry stored in the garage, the machine was last started in June 2024. The vendor is selling because he has another Square Four and is downsizing his collection. Offered with a current V5C and a quantity of tax discs from the 1950s and 1960s. It should be noted the V5C records the engine number as 'DX872', actual number is 'DK265'.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

Formerly the property of Arthur Lampkin1951 Triumph TR5 499cc TrophyRegistration no. NYB 812Frame no. 13353 NA Engine no. TR5 13353 NA'A former 500cc motocross Grand Prix winner, gold medallist in the International Six Days Trial, no mean grass track racer, and a brilliant trials rider, Arthur rode into history when he won the 1963 Scottish Six Days.' - On Two Wheels. This Triumph Trophy was purchased by Arthur Lampkin at some point between the early 1970s and 1983, and was owned by him until late in 1990 (see letter on file). Our vendor acquired the machine on 1st October 1990. From the time of its introduction in 1948 the Triumph Trophy established itself as a true all-rounder: a machine that could be ridden to work during the week and then, with extraneous components removed, competed on at weekends in its owner's chosen branch of motorcycle sport. Although catalogued primarily as a trials machine, its true forte was scrambles and the ISDT, events in which the power of the tunable Triumph twin worked to its advantage and its weight was less of a handicap. An older restoration, the Triumph currently displays a total of 5,982 miles on the odometer and will require recommissioning before further use. Accompanying documentation consists of an old-style continuation logbook from the 1970s; some expired MoTs; old/current V5/V5C documents; and an HPI check sheet. It should be noted that HPI states that the vehicle is blue and was previously black/silver, while both the HPI and V5Cs list the frame and engine number as 'TR5 13353MA'.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.Saleroom notices:We are advised by the vendor that this machine participated in the 2015 Irish National Vintage Motor Cycle Rally and ran beautifully throughout that event.For further information on this lot please visit Bonhams.com

The Robin Spring Collectionc.1989 Yamaha TZ250W Racing Motorcycle Frame no. 3LC-000251 Engine no. unstampedFollowing its successful adoption for the 1972 works twins, water cooling first appeared on Yamaha's over-the-counter racers with the introduction of the TZ range in 1973. Over the succeeding decade the TZ engine was updated with reed-valve induction, exhaust power valves, separate cylinders and a backwards-rotating crankshaft, but the layout always remained that of a parallel twin. On the chassis side, discs replaced the original drum brakes, a 'lowboy' frame was introduced and an aluminium-alloy swinging arm adopted. One of the most significant developments was the adoption of crankcase-reed induction in 1985, which was immediately followed by a totally new 'Deltabox' aluminium alloy chassis; then in 1988 the cylinders were reversed on the TZ250U and a side-loading cassette gearbox introduced. The TZ250W of 1989 represented a further, though relatively minor, revision of this new design.Finished in the evocative Marlboro livery, this Yamaha TZ250W 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

2004 Honda XR400Registration no. EU04 CZHFrame no. JH2NE03A23M440625Engine no. to be advisedThe 2004 Honda XR400 is a versatile and dependable off-road motorcycle, celebrated for its rugged performance and durability. Powered by a 397cc air-cooled, four-stroke engine, it offers a perfect blend of power and manageability, making it ideal for both experienced riders and enthusiasts new to off-road adventures. The XR400 features a sturdy steel frame and long-travel suspension with a front telescopic fork and rear Pro-Link shock, designed to handle challenging terrains with ease. Its simple, reliable engine design is known for low maintenance and longevity. The bike's ergonomic design ensures a comfortable riding position, and its robust construction can withstand the demands of rough trails. Additionally, the XR400 comes with reliable disc brakes for effective stopping power. Whether tackling technical trails or enjoying weekend rides, the 2004 Honda XR400 remains a trusted choice for off-road enthusiasts.This XR was purchased by the vendor in 2012 and has been used sparingly in their ownership since, run and used recently, it is showing 12,172miles on the speedometer. Little is known of its previous history (the vendor being the 7th owner) and is offered with a V5C.Offered with keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.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

Formerly the property of Arthur Lampkin1957 BSA 500cc Gold Star Trials Motorcycle Combination ProjectRegistration no. UOL 849Frame no. CB32 106Engine no. BB34 GS 385 (see text)•Sidecar originally built for George Buck to use in the Monaco International Rally•Acquired from the famous trials, scrambles and ISDT champion, Arthur LampkinThis BSA outfit features a unique Watsonian competition sidecar originally built for George Buck to use in the Monaco International Rally in 1952 or 1953. These facts are confirmed in a 1976 letter on file from Watsonian to previous owner Mick Bradbrook, who was seeking a source of fittings for attaching the 'chair' to a BSA Gold Star. According to the old-style continuation logbook on file, Mr Bradbrook had acquired the BSA in 1976. The current vendor acquired the combination in 1992 from the famous trials, scrambles and ISDT champion, Arthur Lampkin. The outfit has been built in 'ISDT' specification for participation in off-road and long-distance trials. It is presented in rolling chassis form and comes with a quantity of detached parts, including the incomplete engine. The frame appears correct and factory records indicate that it formed part of a BB34 Gold Star sent to Balfour Williams on 26th November 1953 (as a 1954 model) despite the 1957 date of registration to the continuation logbook. The engine number 'BB34GS.385' is not recorded as having left the factory (entry blank). The top end of the motor is from a later type, while the crankcases are closer in date to the frame. Additional paperwork includes sidecar instructions; a press cutting; expired MoT (2003); old/current V5/V5C documents; and a letter from Arthur Lampkin confirming ownership. Prospective purchasers must satisfy themselves with regard to this motorcycle's completeness, originality, correctness or otherwise prior to bidding. 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 Saturday 12 October starting at 2pm GMT.For further information on this lot please visit Bonhams.com

1978 Van Veen Kreidler 50cc Racing MotorcycleRegistration no. not registeredFrame no. 10138Engine no. to be advised•Water-cooled example•No history known•Requires recommissioningThe German Kreidler concern was at the forefront of 50cc road racing from the moment the class was elevated to World Championship status in 1962. The factory's early efforts used engines based on that of the successful Florett roadster and despite this apparent handicap only narrowly missed out on providing Hans-Georg Anscheidt with the World Championship in 1962 and '63. After the Japanese factories' withdrawal from Grand Prix racing, the Kreidler racing effort was taken up by the Dutch importer Van Veen, and the marque became the dominant force in the 'tiddler' class in the 1970s, winning the world title five times.Derbi's Ángel Nieto grabbed the title back the following year after a closely fought season, but there would be no stopping the Van Veen Kreidlers from then on, de Vries, Henk Van Kessel and Nieto taking successive world titles for the team. The following three years were a Bultaco benefit and then in 1979 Eugenio Lazzarini wrested the World Championship back for Van Veen Kreidler. Despite its racetrack successes the company was faring less well commercially, and in the summer of 1982 Kreidler went into receivership. Even after its demise the marque still figured in the top flight of international 50cc racing, Stefan Dörflinger securing the first of his World Championships at the end of the '82 season aboard the Van Veen-tuned Krauser/Kreidler and retaining the title in 1983. Unfortunately, nothing is known of this water-cooled Van Veen Kreidler'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). 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

1973 Honda CB350FRegistration no. WWE 410LFrame no. CB350F-1021285Engine no. CB350FE-1034993Honda followed its sensational CB750 of 1968 with a range of smaller fours, the first of which - the CB500F - appeared in 1971. The half-litre newcomer was just as well specified as its larger brother, boasting an overhead-cam engine, five-speed gearbox, electric starter and disc front brake. A 347cc version appeared the following year catering for riders who valued the refinement of a four yet wanted the lower running and insurance costs of a '350'. Apart from a reduced cylinder bore and detail changes to tyre sizes, gearing, silencers and the rear brake, the CB350F was almost identical to the '500'. At the time, the CB350F was the smallest capacity multi-cylinder motorcycle ever to enter volume production. Produced into 1974, the model was sold in Europe but never officially imported into the UK where the CB350 twin was the factory's preferred offering. The twin was lighter and cheaper to produce but for many customers lacked the smoothness of its four-cylinder stablemate. The CB350F offered here was first registered in the UK on 1st August 2021 and has had one former keeper in this country. The machine has been restored and is very nicely presented; however, it has not been started by the vendor and will require recommissioning before further use (the engine turns over). The machine is offered with a V5C document and is sold strictly as viewed.Offered with keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.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.1930 AJS 495cc R10 Racing MotorcycleRegistration no. not registeredFrame no. 89641Engine no. 89641 R10In 1927 AJS's works racers appeared with a new overhead-camshaft engine, superseding the previous overhead-valve 'Big Port' models. The camshaft was chain driven, its distinctive cast alloy case extending forwards to the front-mounted magneto. A catalogued model from 1928, the 'cammy' AJS was built in 350 and 500cc capacities initially, dry-sump lubrication being an unusual feature of the engines, which were carried in open diamond-type frames. Along with the rest of the range the camshaft models received saddle tanks with purple side panels for 1929. A 250cc version followed, Jimmy Guthrie winning the Lightweight TT on one in 1930. Work by newly recruited former Norton tuners Nigel Spring and Bert Denly resulted in the production overhead-cam models adopting long-stroke dimensions for 1930, the R10 changing to 79x101mm from the preceding M10's 84x90mm. Production ceased with the Matchless take-over in 1931.This example of the rare AJS R10 overhead-cam 500 was acquired by the late owner (the vendor's father-in-law) some 30 years ago as a restoration project. A considerable amount of work has been done over the years but the owner passed away before the rebuild could be finished. A few parts are missing but the exhaust tailpipe is present. Sold strictly as viewed, the machine comes with a quantity of technical literature (settings, tolerances, etc).Key not requiredFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.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

1963 Royal Enfield 248cc Crusader TrialsRegistration no. 116 UFKFrame no. 20174Engine no. 10078Royal Enfield's Bullet had proved an outstanding trials motorcycle, but by the early 1960s the days of such 'heavyweights' were numbered. Lightweights were now seen as the way forward, and so the Redditch factory turned to the only suitable machine in its range: the 250 Crusader. A works Crusader prototype first competed in the late 1950s with mixed results, and it was not until 1960 that Irish ace Benny Crawford brought the marque its first major success, winning the Irish national championship, a feat he repeated the following year. The Crawford-developed production version debuted at the Motor Cycle Show in the autumn of 1961, the works riders for the 1962 season being Enfield stalwarts John Brittain and Peter Fletcher. This original Crusader Trials was purchased new by one Eric John Vine from Eric Williams Ltd of Worcester. The original purchase invoice is on file recording that the bike was 'fitted with lights'. An older restoration, the Crusader appears untaxed since February 1989 and there is no DVLA MoT history. The current odometer reading is 12,075 miles. Documents on file suggest that '116 UFK' passed from Eric Vine to a Mrs Carole Vale in April 2012, and then (via an auction) to the current family ownership in November 2012. Additional documentation includes a photocopied V5C and an original instruction manual.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

1976 Suzuki 738cc GT750ARegistration no. NVU 7PFrame no. GT750-69261Engine no. GT750-76113By 1971, most motorcycle manufacturers who weren't producing a 'superbike' were well on the way to doing so, playing catch-up with Honda after the release of the CB750. Suzuki were no different to the others, and had been working on a range of triples which included a big bike flagship, the GT750. Announced in 1971, and entering the market in 1972, the GT750 fitted the bill in terms of exotic elements with multi cylinders, liquid cooling, and a five-speed gearbox. Early models had a four leading shoe front brake and were capable of effortless cruising at (for the time) relatively high speeds. Following criticism of the brakes, the GT was fitted with twin front discs the following year. The model offered is a GT750A from 1976. Purchased in August 2014 by the present owner, NVU 7P had been restored by a previous owner over a long period, and there are some receipts on file for parts, and work done. The exhaust system is an original re-chromed, and the gear indicator display works correctly. Since 2014, the present owner has covered 2,523 miles, including a trip to Brighton from the North of England without any problems. He advises us that the Suzuki runs and rides very well, and he has just fitted a new battery, but he now requires extra space in his garage. Documentation comprises a current V5C, some expired MoT certificates, and the aforementioned receipts, together with a workshop manual. Offered with keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.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.1971 Tecnomoto 50cc Racing MotorcycleRegistration no. not registeredFrame no. unable to locateEngine no. unable to locateTecnomoto was founded in Vignola (Modena), Italy in 1968 by brothers Vittoriano and Giancarlo Pellegrini. Tecnomoto initially specialised in building lightweight motorcycles intended for children and younger riders. They were brought into the UK by John Rudge Imports of Overseal, Staffordshire, the sole UK concessionaires, which described them as 'The machines with flair, imagination, quality and colour'. The marque would turn out to be short-lived, with production said to have ceased either in 1975 or 1979, depending on the source. It seems unlikely that such a small concern would have had the inclination and resources to fund the manufacture of pure racing models, let alone sustain a programme of factory-sponsored competition, which suggests that this Tecnomoto racer was a private venture. The machine seems to be based on Tecnomoto's S50 sports model, a water-cooled version of which (as seen here) was offered alongside the regular air-cooled machine. Unfortunately, nothing is known of this motorcycle'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). 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

1995 Triumph 885cc ThunderbirdRegistration no. M360 KBCFrame no. SMTTC339JMS026020Engine no. J026292 (see text)John Bloor's resurrection of Triumph and its transformation into a thriving global brand is one of the more unlikely manufacturing success stories of modern times. Unveiled at the Cologne Show in the autumn of 1990, the range consisted of three- and four-cylinder models named after iconic Triumphs of the past: Daytona, Trophy, and Trident. In 1994 the range was expanded by the addition of another model reviving a famous name from the company's past: the Thunderbird, the classic 'retro' styling of which was big hit in the USA. Several Thunderbird variants were produced, Triumph Sport, Legend, and Adventurer. This Thunderbird's accompanying HPI check sheet records six former keepers, the last change of ownership occurring on 10th June 2020. It should be noted that this motorcycle was previously registered 'BPB 1' and is now back on its original registration. It should also be noted that the HPI and V5C omit the 'J' prefix from the engine number. DVLA records show that the last MoT expired in October 2023. The current odometer reading is 21,68 miles and is should be noted that the battery is flat. One key 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 Saturday 12 October starting at 2pm GMT.For further information on this lot please visit Bonhams.com

Property of a deceased's estate1951 Vincent 998cc Series-C Black ShadowRegistration no. MUV 762Frame no. RC9755B/C (Rear frame no. RC9755B)Engine no. F10AB/1B/7855 (Crankcase mating no. VV73)•Matching numbers•Present ownership since 1996•Its late owner's pride and joy•Requires recommissioningEver since the Series A's arrival in 1937, the Vincent v-twin has been synonymous with design innovation, engineering excellence, and superlative high performance. From Rollie Free's capture of the 'world's fastest production motorcycle' record in 1948 on a tuned Series-B Black Shadow to the final fully enclosed Black Knight and Black Prince, Philip Vincent's stress on appearance and performance is legendary. His machines bristled with innovative features, offering adjustment of brake pedal, footrests, seat height and gear-change lever. The finish was to a very high standard commensurate with the cost of the machine, which was virtually double that of any of its contemporaries.But above all else it was the v-twin's stupendous performance that captivated motorcyclists, whether they could afford one or not. The appeal of the Vincent, and the Black Shadow in particular, lay in its ability to out-perform just about every other vehicle on the road, and in the early post-war years there was nothing to compare with it. Not until the advent of Jaguar's XK120 was there a production sports car that could live with the thundering v-twins from Stevenage. With a top speed approaching 120mph, and bettering it in the Black Shadow's case, the Vincent v-twin was quite simply the fastest road vehicle of its day. The Black Shadow was indeed a legend in its own lifetime, and in the 60-plus years since production ceased, the esteem in which this iconic motorcycle is held has only increased, fuelling the demand among discerning collectors for fine examples of the marque, such as that offered here.VOC records show that 'F10AB/1B/7855' and 'RC9755B/C' is a Series-C Black Shadow manufactured in November 1951 and delivered to Conway Motors in London. Purchased by the late owner in 1996, the Shadow was his pride and joy; not used recently, the machine should only require some light recommissioning before returning to the road. Accompanying documentation consists of two old MoTs (most recent expired 2013); an old-style continuation logbook (1959); and a current V5C.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 Andy Chapman Collection1970 Moto Guzzi 757cc V7 SpecialRegistration no. VRL 747HFrame no. VM59BSEngine no. 16125Moto Guzzi's venerable 90-degree v-twin originated in the early post-war years, and its descendants are still around today powering the company's latest generation of motorcycles. Guzzi's transverse v-twin had been conceived to power a lightweight three-wheeler intended for the Italian army, and only later was it reassessed for possible motorcycle use. The first motorcycle to make use of this remarkable engine, the 703cc V7, appeared at the International Milan Show in December 1965. The work of Ing. Giulio Carcano, the man who had masterminded Guzzi's spectacular V8-engined Grand Prix racer, the V7 was the biggest and fastest roadster ever to come out of the Mandello del Lario factory. Its military origins had dictated that the engine should be both simple and easily maintained; indeed, accessibility was outstanding while the shaft-drive transmission, another military requirement, provided virtually maintenance-free running. The Guzzi v-twin would undergo a seemingly never-ending series of enlargements, the first of which, to 757cc, occurred in 1969 on the Special/Ambassador models. Currently showing a total of 29,815 kilometres (approximately 18,500 miles) on the odometer (at the time of cataloguing/photography), this V7 Special was acquired by the vendor 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. Offered with a V5C.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

The Andy Chapman Collection1981 Benelli 654Registration no. MWV 142WFrame no. ED*10028* (from V5C)Engine no. ED*010096* (see text)Registration no. MWV 142VFrame no. ED*10028* (from V5C)Engine no. ED*010096* (see text)Revitalised after its takeover in 1971 by Argentine industrialist Alejandro de Tomaso, Benelli launched a range of new six- and four-cylinder sports bikes. First of these Honda-inspired machines was the 500 Quattro of 1974, which despite its oriental-looking power unit was thoroughly Italian in all other respects, boasting a rigid cradle frame, powerful Grimeca drum brakes and alloy wheel rims. Extending the family, the 654 debuted at the 1979 Milan Show and entered production at the beginning of 1980. The single-overhead-camshaft four-cylinder engine was derived from that of the six-cylinder 900 Sei, using the same bore/stroke dimensions for a capacity of 603.94cc. Build quality and reliability were improved compared with previous models, and the undeniably handsome 654 enjoyed a top speed of around 115mph. Production continued until 1986. An Italian motorcycle rarely seen in the UK, this Benelli 654 was acquired by the vendor in 2018 and currently displays a total of 30,679 miles on the odometer (at the time of cataloguing/photography). The HPI report records the machine as a 'Category N Insurance Loss. No Structural Damage and Repairable – Insurer Decided Not to Repair' (dated 12th July 2021).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. Accompanying paperwork consists of sundry invoices, some expired MoTs and a V5C document. It should be noted that the V5C records the engine number as 'ED10096'.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

c.1915 Scott 3¾hp 532cc Two-speed Motorcycle CombinationRegistration no. CO 2713Frame no. 823 (see text)Engine no. 4129•Present family ownership since the mid-1960s•An older restoration•Kept on static display•Requires sympathetic recommissioning/restorationBradford-born inventor Alfred Angas Scott's experiments with two-stroke motorcycle engines began in the closing years of the 19th Century, leading to the grant of a patent in 1904. The first complete Scott prototype motorcycle followed in 1908, its water-cooled, twin-cylinder engine, two-speed foot-change gear, and all-chain drive marking it out as an exceptionally advanced design for the day. Refinements to the Scott continued to appear on a yearly basis, 1912 models boasting an improved two-speed gear and an engine increased in capacity to 532cc, up from 486cc. For 1913 the aluminium-alloy water-cooled cylinder head was deleted, the water jackets being sealed by circular plates, while the 1914 model featured a drip-feed lubricator in place of the previously used pump that had proved difficult to regulate. Stronger forks able to withstand the stress imposed by a sidecar were fitted, together with a centre stand. According to factory records held by the VMCC, engine '4129' and frame '823' were originally paired at the Scott factory and despatched on 30th January 1920 to A E Snell, Plymouth as a motorcycle combination ('CO' is a Plymouth registration). However, the logbook records frame '640'. Further correspondence from the VMCC states that frame '640' dates from late 1914 and was part of a military machine despatched on 11th December 1914 to Vickers Ltd, Erith complete with a gun chassis and a special list of spares (the gun chassis is possibly the one fitted to this machine).The Scott comes with a buff continuation logbook dating from 1925 listing three owners in Plymouth, Devon, followed by three owners in Penzance, Cornwall, the last of whom – a Mr William Prowse - is recorded as owner in 1933 (the last tax stamp is 1930). The next entry relates to the current family ownership, which dates back to the mid-1960s. The buff logbook states that the Scott was first registered 'CO 2713' in April 1924; however, there is a hand annotation (stamped and dated 1966 by the Plymouth records office) stating that it is in fact a 1921 registration. Since purchase the Scott has been kept on static display as part of an important private collection and will require recommissioning and/or sympathetic restoration before further use. The machine comes with an old-style V5 and the aforementioned buff logbook.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 Ivan Kessell Collection1921 Sun Villiers 293cc LightweightRegistration no. BP 5702Frame no. 156Engine no. 402Birmingham-based Sun started life in 1885 as a maker of incandescent lamps, adding cycle components to its portfolio in the 1890s. manufacturer and built its first motorcycle in 1911. The newcomer was powered by a Precision engine, and the firm would use power units from various outside suppliers until it ceased motorcycle production at the end of 1932. During WWI Sun had formed the VTS company to take over manufacture of the 'Valveless Two-stroke' concern, rebranding these engines as 'Vitesse' (there was also, briefly, a 'Vitesse' motorcycle). After WW2 Sun recommenced motorcycle production with an autocycle, and concentrated thereafter on Villiers-powered lightweights. This rare Vintage-era Sun is powered by a 293cc Vitesse two-stroke engine and has a Sturmey Archer gearbox. An older restoration, the Sun 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 continuation logbook listing Ivan Kessell as owner from May 1978.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.1949/1953 BSA 350cc B32 Competition ModelRegistration no. not registeredFrame no. ZB31S 2856Engine no. BB32.1048. (see text)BSA's rugged, workaday B31 was manufactured from 1945 to the end of 1959, its overhead-valve engine providing the basis for the renowned Gold Star sports roadster. At the time of its introduction, the B31 was BSA's sole all-new model, joining the lightweight 'C' and heavyweight 'M' ranges carried over from pre-war days, and was produced initially with rigid frame and telescopic front fork. In January 1946 it was joined by a Competition variant, the B32, which boasted a high-level exhaust system, 21' front wheel, additional chromium plating, a crankcase shield and lowered gearing. An alloy cylinder barrel and head, broadly similar to those used on the contemporary Gold Star but retaining a separate pushrod tunnel, became available as B32 options from 1949 onwards, as did plunger rear suspension in common with the rest of the 'B' singles range. This motorcycle appears to consist of a 1953 B32 engine in a 1949 frame which one would expect to have plunger rear suspension (as denoted by the 'S' in the frame number). Notable features include a Lucas competition magneto. Amal GP carburettor, vented front brake, and various scrutineering stickers. Used on the Thunder Sprint event circa 2007, the machine is offered for recommissioning and is sold strictly as viewed (the engine turns). It should be noted, the '2' to the engine number prefix appears to be over-stamped but may be a factory error.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

Property of Daniel Craig; proceeds to benefit the RNLI in their 200th year; generously donated by Triumph UK2020 Triumph Tiger 900 Bond EditionRegistration no. KY74 FYXFrame no. SMTTRE67D8PAY3421Engine no. AN5712•Number '001' of only 250 Tiger 900 Bond Edition models made•Offered directly from Daniel Craig and registered in his name•Signed by Daniel Craig•Offered with Certificate of Authenticity signed by both Daniel Craig and Triumph Motorcycles' CEO, Nick Bloor•Also included is a riding experience at the Triumph Adventure Experience in Wales, UK with Bond stunt co-ordinator Lee Morrison and '007' stunt double Paul EdmondsonStrictly limited to only 250 motorcycles, the Tiger 900 Bond Edition celebrates the iconic British partnership of James Bond and Triumph, the premium British motorcycle brand founded in 1902. The Tiger 900 Bond Edition is inspired by the incredible, category-dominating Tiger 900 Rally Pro, which features in amazing stunt sequences in the 2021 James Bond film, No Time to Die, starring Daniel Craig as '007'. To date Daniel has starred in five 'Bond' movies, commencing with Casino Royale in 2006 and most recently in No Time to Die (2021). Daniel says No Time to Die will be his last film as James Bond. The Scrambler 1200 Bond Edition is an ultra-rare and exclusive model featuring a unique '007' design scheme and limited to a production of just 250 models worldwide. This special Bond Edition motorcycle was inspired by the amazing custom Scrambler 1200 action machines featured in No Time to Die and has all of the top-specification Triumph Scrambler 1200 XE's exceptional performance and capability, together with the following premium high-value enhancements:Only 250 Tiger 900 Bond Editions were made available worldwide, making it a truly desirable limited edition, and all have been sold. Each of these stunning motorcycles comes with a signed Certificate of Authenticity and an individually numbered premium billet-machined handlebar clamp. The Tiger 900 Bond Edition is finished in a distinctive Matt Sapphire Black colour scheme, which complements the unique '007' Bond Edition graphics and enhances the bike's stand-out look and premium style. Tiger 900 Bond Edition seat branding, together with premium stitching on the heated rider and pillion seats adds another exclusive touch to this truly desirable motorcycle. The Tiger 900 Bond Edition features premium 'blacked out' detailing throughout. The frame, headlight finishers, side panels, sump guard, pillion footrest hangers, auxiliary lamp shrouds and engine guards all have a premium black finish. To further emphasise the Tiger 900 Bond Edition theme, the motorcycle features an exciting bespoke '007' startup screen animation. A pair of Michelin Anakee Wild handbook-approved off-road tyres are included with each Tiger 900 Bond Edition, in addition to the factory-fitted Bridgestone Battlax tyres. The Tiger 900 Bond Edition is fitted with an Arrow silencer which further enhances the unique T-plane triple engine sound. This premium silencer features a lightweight brushed stainless steel body, with carbon end-cap and strap. Other notable features include the following:•Six riding modes (Road, Rain, Sport, Rider Configurable, Off-Rod and Off Road Pro)•7' full colour TFT instruments with unique 'Bind' startup screen•Integrated GoPro control system, turn-by-turn navigation system built with Google, music and phone operation•Optimised cornering ABS and traction control•Triumph Shift Assist up and down quickshifter•Heated handlebar grips and hand guards as standard•Showa long-travel off-road suspension•Lower engine protection bars, with black finishNumber '001' of the 250 built, this Bond Edition was given to Daniel Craig by Triumph and is offered for sale by him, with all proceeds going to the Royal National Lifeboat Institution, a cause close to Daniel's heart. Please note, no Buyer's Premium will be charged on the hammer price of this lot due to its charitable nature.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

The Ivan Kessell Collection1919 Triumph 4hp Model HRegistration no. AF 2368Frame no. 30763Engine no. 68106The first Triumph motorcycle of 1902 used a Belgian Minerva engine but within a few years the Coventry firm was building its own power units. By the outbreak of WWI the marque's reputation for quality and reliability was well established, leading to substantial orders for 'Trusty Triumphs' for military use. Triumph's 3½hp model had 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 550cc 4hp model in 1914. Equipped with the three-speed Sturmey-Archer gearbox, it was this revised 4hp - the Model H - that did such sterling service in WWI, some 30,000 seeing action with British and Allied forces.Ivan Kessell acquired this Cornish registered Triumph Model H in 1969 and in 1975 rode it on the Land's End to John O'Groats charity run. An older restoration, it 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. Nevertheless, the Triumph presents well and represents a wonderful opportunity to improve on an older restoration. Accompanying paperwork consists of an old-style continuation logbook (issued 1969), copy old V5, and 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

Property of a deceased's estate 1928 Brough Superior '1,134cc' SS100 Alpine Grand Sport Registration no. YV 5550 Frame no. 969 Engine no. JTO/C 2945/T •The most desirable of Vintage-era motorcycles •Present ownership since 1982 •Matching numbers •Little used during the present ownership Legendary superbike of motorcycling's between-the-wars 'Golden Age', Brough Superior – 'The Rolls-Royce of Motorcycles' - was synonymous with high performance, engineering excellence and quality of finish. That such a formidable reputation was forged by a motorcycle constructed almost entirely from bought-in components says much for the publicity skills of George Brough. But if ever a machine was more than the sum of its parts, it was the Brough Superior. W E Brough's machines had been innovative and well engineered, and his son's continued the family tradition but with an added ingredient - style. The very first Brough Superior MkI of 1919 featured a saddle tank - an innovation not adopted by the rest of the British industry until 1928 - and the latter's broad-nosed, wedge-profiled outline would be a hallmark of the Nottingham-built machines from then on. Always the perfectionist, Brough bought only the best available components for his bikes, reasoning that if the product was right, a lofty price tag would be no handicap. And in the 'Roaring Twenties' there were sufficient wealthy connoisseurs around to prove him right. One such was T E Lawrence – 'Lawrence of Arabia' – who owned several Broughs and was critically injured whilst riding an SS100. Introduced in 1922, the JAP-powered SS80 achieved instant fame when a racing version ridden by George became the first sidevalve-engined machine to lap Brooklands at over 100mph. With the new SS80's performance threatening to put the overhead-valve MkI in the shade, it was decided to completely redesign the latter. The result was the legendary SS100. First shown to the public in 1924, the SS100 employed an entirely new overhead-valve 980cc JAP v-twin engine. A frame of duplex cradle type was devised for the newcomer, which soon after its launch became available with the distinctive, Harley-Davidson-influenced, Castle front fork patented by George Brough and Harold 'Oily' Karslake. And just in case prospective customers had any doubts about the SS100's performance, each machine came with a written guarantee that it had been timed at over 100mph for a quarter of a mile - a staggering achievement at a time when very few road vehicles of any sort were capable of reaching three-figure speeds. With this level of performance available in road trim, it was only to be expected that the SS100 would make an impact on the racetrack, particularly the ultra-fast Brooklands oval, and the exploits of Brough Superior riders - among them Le Vack, Temple, Baragwanath, Fernihough and Pope - did much to burnish the marque's image. When Brooklands closed forever at the outbreak of WW2, Noel Pope's Brough Superior held both the sidecar and solo lap records, the latter at an average speed of 124.51mph. Success in an altogether different branch of motorcycle sport resulted in one of Brough's most iconic models: the SS100 'Alpine Grand Sports' or 'AGS'. Introduced in September 1925 for the 1926 season, this new machine took its name from the Austrian Alpine Trial, the 1925 event having been contested by a number of SS100s, one ridden by George Brough himself, resulting in the award of six cups, including one for 'Best Performance'. The introduction of the Alpine Grand Sports coincided with that of a new frame for the SS100, and the AGS came as standard with a lower compression ratio (making it more suitable for touring), a small fly-screen and a pair of tool boxes. Brough entered the 1930s with an entirely JAP-powered range and then in 1936 the SS100 was redesigned with an engine built by Associated Motor Cycles, in which form it continued until production ceased in 1939. Lighter and faster than the subsequent Matchless-engined version, the JAP-powered SS100 has long been regarded as the ultimate incarnation of this famous model. Perhaps every enthusiast's and collector's dream is to find a hidden gem in a barn or garage, and what we have here is perhaps one of the most exciting of them all: a Brough Superior SS100. Hidden away by its secretive owner, this example had not seen the light of day for decades until it was recently disinterred from its resting place (the last tax disc expired in 1978). Once the tyres had been inflated, the Brough gracefully rolled out of the garage, ready for a new owner to enjoy. But what is also amazing about 'YV 5550' is that not only is it a matching-numbers example of one of the most desirable motorcycles ever, but it also has a full and fascinating history. The copy Works Record Card confirms that the SS100 retains its original frame, engine and fuel tank no. 1901 (nb the frame number was initially stamped with the first '9' upside down before being corrected at the factory). Its specification included a Binks twin-float carburettor, Lucas magdyno, Klaxon horn, Pilgrim oil pump, two prop-stands, Terry saddle, and plated mudguards with black centres. The first owner of this exceptional machine was Shell Mex Ltd, the registered keeper being one Malcolm Vincent Ambler, Chief Motor Engineer at Shell Marketing Ltd. Presumably, the machine was his 'company vehicle,' or perhaps it was used for marketing and promotional purposes. This remains unclear; however, in 1931 the Brough was resold to P Platts in Manchester, probably the motorcycle dealer Percy Platts of Oldham, Manchester. The Brough Superior Club also records the Oldham-based daredevil speedway rider, trade unionist and Communist Party member Clem Beckett (1906-1937) as another owner of 'YV 5550' (Platts garage was located on the same stretch of road as Beckett's garage). Beckett gained fame in speedway, winning the Golden Helmet at Owlerton Stadium, and founded the Dirt Track Riders' Association to help protect riders' rights. A committed communist and anti-fascist, Beckett volunteered for the International Brigades in the Spanish Civil War, where he served as a machine gunner. He was killed in the Battle of Jarama in 1937 while covering his comrades' retreat. Another interesting former owner is one Harry Biggs, who is referenced in a 1955 article in The Motor Cycle about 'YV 5550' entitled 'A Brough Day in the Hills.' The then-owner was Harry Muckalt, while the author of the article, and Muckalt's sidecar passenger, was R D Humber (copy article on file). In the very first paragraph, it states 'YV 5550' had been the property of Harold 'Harry' Biggs – qualified engineer, tuner, and Brooklands competitor on various makes - who worked for Duzmo, Alfa Romeo British Sales, JAP, Frazer Nash, Automobile Supertuners, and Marshall Superchargers among others. While with Supertuners he worked on one of Sir Henry Segrave's 2-litre Sunbeams. Biggs had commenced his career in the tuning department of G H Tucker, the Bristol-based Norton specialist, and in a 1942 article in Motor Sport magazine, Biggs recalled that Tucker had received one of the first SS100 Brough Superiors.  For further information on this lot please visit Bonhams.com

c.1968 BMW R50/2Registration no. LEV NC 90 (DE)Frame no. 686848 (see text)Engine no. 646848In the early 1950s, BMW concentrated on refining what were essentially pre-war designs, but by 1955 was ready with a brace of new machines, the R50 and R69. Of 494cc and 594cc respectively, the newcomers inherited the updated flat-twin engine introduced on the R51/3 a few years previously, but deployed this in all-new cycle parts, the most notable departures from preceding practice being an Earles-type leading-link front fork and swinging-arm rear suspension enclosing the driveshaft in the right leg - developments first seen on the works racers. The applied headstock identity plaque shows frame number '646848'. Furthermore, the headstock itself is stamped with two frame numbers: the first illegible (possibly '646848)', and the second (clear stamping) '686848'. According to BMW Archives, the frame number should be '646848', as '686...' is outside the number range. This machine was delivered to the police in Krefeld in 1968 (the green colour is correct for such a police motorcycle). An older restoration (date and details unknown) that still presents well, the BMW 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 (the engine turns over). Accordingly, prospective purchasers must satisfy themselves with regard to the condition, completeness, authenticity and compatibility of this Lot's component parts prior to bidding. There are no documents with this Lot. Offered with key.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 Robin Spring Collectionc.1984 Italjet 49cc Mini-cross Registration no. not registered Frame no. 17*21482*Engine no. 6/9Italjet was founded in 1959 by ex-Italian road-race champion Leopoldo Tartarini, a gifted engineer and designer whose many collaborations with Ducati include styling the Darmah range of v-twins. Over the years Italjet used proprietary engines from numerous suppliers including Minarelli, CZ, MZ, Yamaha, and Triumph. Almost every conceivable type of motorcycle was made, including competition and schoolboy models and a succession of stylish scooters. In the 1990s, Italjet launched the Dragster, Formula and Velocifero scooters, and in 1998 an Italjet Formula was exhibited as part of The Art of the Motorcycle exhibition at the Guggenheim Museum of Modern Art in New York City. One of Italjet's 'schoolboy' models is offered here, adorned with Yamaha's famous tuning forks logo to the fuel tank. Branded as 'Italjet', the Motori Minarelli engine is believed to be of 49cc capacity. There are no documents with this Lot, and no history is known. This eye-catching little bike has not run since restoration by renowned specialist Nigel Everett, and following a period of storage it will require recommissioning before further use. Prospective bidders should satisfy themselves as to the motorcycle's completeness and mechanical condition prior to bidding. Sold strictly as viewed. Key not required.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.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

c.1915 Douglas 4hp Motorcycle CombinationRegistration no. XA 5120Frame no. 3336Engine no. 3265X•Ex-military model•Present ownership since 1964•Long-term restoration completed in 2002•Unused since restoration (requires recommissioning)The Bristol-based Douglas Foundry took up motorcycle production in 1907 with a machine powered by a horizontally-opposed, twin-cylinder engine, and the company would keep faith with this layout until it ceased motorcycle production in 1957. Fore-and-aft installation made for a slim machine with a low centre of gravity, and the design's virtues were soon demonstrated in competition, 2¾hp Douglas machines taking 1st, 2nd and 4th places in the 1912 Junior TT in the Isle of Man. Douglas were quick to realise the advantages of the countershaft gearbox, its three-speed entries gaining the Team Prize in the 1914 Six Days Trial, a conspicuous success that resulted in the firm obtaining a wartime contract for the supply of military machines. In military service the 2¾hp Douglas was used for solo despatch duties while the 4hp model - introduced for 1915 - was used as a motorcycle combination, 4,816 of the latter being supplied to British forces by 1918.An ex-military model, this 4hp combination was purchased by the vendor in 1964. Restoration to civilian specification started in 1972 and continued on and off for the next 30 years! Finished in 2002 and unused since, this wonderful early Douglas with restored Douglas sidecar is presented in good order, although it will require some recommissioning before resuming regular use. The Miller lighting set is particularly worthy of note.The date of first registration recorded in this machine's accompanying old-style logbook is 22nd February 1921, this being shortly after the introduction of the Roads Act of 1920, which required local councils to register all vehicles at the time of licensing and to allocate a separate number to each. (Many vehicles, although in existence for several years in some cases, were only registered for the first time after the Act's passing). This logbook lists two owners, the second being 'McLean Cycle Depot', Hayle, Cornwall. The logbook records occasional licensing in the 1920s and late 1940s. The machine is believed to have stayed in Cornwall until purchased by our Cornish vendor in 1964 when the other old-style logbook was issued. Offered with a file of correspondence and other material.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

Property of a deceased's estate1951 Vincent 998cc Series-C Touring RapideRegistration no. TEV 511Frame no. RC9186/D (Rear frame no. RC9186/D)Engine no. F10AB/1/7286 (Crankcase mating no. SS44)•Rare Touring-specification Rapide•Matching numbers•Present ownership since 1987•Requires recommissioningEver since the Series A's arrival in 1937, the Vincent v-twin has been synonymous with design innovation, engineering excellence and superlative high performance. From Rollie Free's capture of the 'world's fastest production motorcycle' record in 1948 on a tuned 'Series B' Black Shadow to the final fully enclosed 'Series D' Black Knight and Black Prince, Philip Vincent's stress on appearance and performance is legendary. His machines bristled with innovative features including adjustable footrests, brake pedal, seat height and gear-change lever. The finish was to a very high standard commensurate with the cost of the machine, which was virtually double that of any of its contemporaries. But above all else it was the v-twin's stupendous performance that captivated motorcyclists, whether they could afford one or not. With a top speed approaching 120mph, and bettering it in the Black Shadow's case, the Vincent v-twin was the fastest road vehicle of its day.In 1948 the Vincent range began to be up-dated from Series-B to Series-C specification. The most significant changes made concerned the suspension, there being a revised arrangement at the rear incorporating curved lugs for the seat stays and an hydraulic damper between the spring boxes, while at the front the new models boasted Vincent's own 'Girdraulic' fork: a blade-type girder fitted with twin hydraulic dampers. These advances began to find their way onto production models during 1948 but it would be 1950 before all Vincents left the factory in Series-C specification. Touring versions featured higher handlebars, valanced steel mudguards in black, and smaller wheels: 19' front, 18' rear.VOC records show that 'F10AB/1/7286' and 'RC9186/D' is a Series-C Touring Rapide manufactured in July 1951 and delivered to a dealer called Albons in Shenfield, Essex. The Rapide was fitted with sidecar equipment and a Blacknell Sherwood sidecar. Being a touring model it was fitted with 19' front and 18' rear wheels, black painted steel touring mudguards and touring handlebars. 'TEV 511' was purchased by the deceased owner in 1987. The Vincent is recorded on the HPI report as an insurance loss but it was found by the late owner who carried on using it until his passing (see VOC notes concerning its theft and recovery). Not used recently, the machine should require only light recommissioning before returning to the road. Accompanying paperwork consists of the original and continuation old-style logbooks; old/current V5/V5C registration documents; and some expired MoTs.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 Peter Ardron1965 BMW 594cc R69SRegistration no. JPC 896CFrame no. 658763Engine no. 658763This wonderful R69S motorcycle belongs to Peter Ardron, a well-known and highly respected enthusiast within the BMW community. Restoring these older BMWs has always been his passion, and he probably has more experience of working on them than anyone else in the UK. Indeed, he founded and ran for several years an international vintage BMW club.Peter acquired this R69S 22 years ago and restored it with no expense spared purely for his own use. Fully rebuilt circa 6,000 miles ago, it has had everything done that it could possibly need. All worn frame and engine parts were replaced to return it to 'as new' condition. Wheel bearings, swinging-arm bearings, and suspension units were renewed and the final drive rebuilt with new bearings. Dream Machine of Nottingham resprayed the frame, fuel tank and mudguards. The engine was rebuilt by Peter; being rebored and fitted with new pistons, valves, valve guides and springs, while the gearbox was rebuilt by marque specialist Bob Porecha 20,000 miles ago. Other notable features include 12-volt lighting, a sports fuel tank, and a US-specification 'comfort' seat. The machine last ran in August 2024. Offered with old/current V5/V5C documents.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

c.1962 Itom 50cc Racing MotorcycleRegistration no. not registeredFrame no. unable to locateEngine no. unable to locateFounded in Turin in 1948, Industria Torinese Meccanica began manufacturing clip-on power units for bicycles under the 'Itom' brand name before offering its first complete machine in 1950. Itom progressed from producing utilitarian mopeds to making small motorcycles, many of which carried designations such as Sport, Super Sport and Competizione, and thus were guaranteed to appeal to Italy's speed-obsessed youth. Inspired by Ducati Cucciolo importers Britax, 50cc racing began in the UK in 1955 but did not really take hold until the decade's end, when the availability of Itom's quick and relatively inexpensive Competizione made the class viable. Indeed, the two-stroke Itom was the machine to have at the time, for it dominated the class in Britain and provided a number of future stars - most notably Mike Hailwood, Dave Simmonds and Bill Ivy - with their first taste of circuit racing. Dave and his brother Mike Simmonds were highly successful in 50cc racing during the 1960s, with Dave going on to become World Champion in the 125cc class in 1969 for Kawasaki. Unfortunately, nothing is known of this example'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). 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

The Robin Spring Collectionc.1980 Honda CB750K Racing Motorcycle Registration no. not registered Frame no. SC01-2004516 Engine no. SC01E-2204859Nine years after introducing the revolutionary four-cylinder CB750 superbike to a stunned world, Honda moved the concept forward in the shape of the CB750K. A totally new design, the CB750K brought Honda's Grand Prix-developed twin-overhead-cam, four-valves-per-cylinder technology to road bikes for the first time. Styling was up-to-the-minute, but there was a welcome return to the four-pipe exhaust system of the 1969 original.Robin Spring tells us that this Honda CB750K racer won its class at Macau in 1983 ridden by Colin Marshall, in a race won overall by Ron Haslam riding a Honda NS500. The one-off swinging arm and exhaust were made by a Lotus engineer, while it is believed that the frame came from a machine previously registered 'PEX 567W'. Restored by renowned specialist Nigel Everett and not run since, the machine will require recommissioning before returning to the track. There are no documents with this Lot. A spare cylinder head with two camshafts and some valves and springs is included in the sale. Potentially great fun at track-days or a relatively affordable entry into CRMC or British Historic Racing series. 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

1966 Rickman Métisse 650cc Triumph T110 Scrambler Registration no. not registeredFrame no. 766Engine no. T110 027662The Rickman brothers - Don and Derek - were already established moto-cross stars when they built the first Métisse in 1959 and within a decade their company would grow to become one of the biggest and best-known independent motorcycle frame-makers. Both commenced their scrambles careers riding BSA Gold Stars, and the brothers' first 'special' consisted of a BSA duplex-loop frame, Triumph T100 engine, BSA gearbox and Norton forks. It was given the French name 'Métisse', which is roughly translatable as 'hybrid'. For the 1960 season two new Métisse MkII machines were constructed along broadly similar lines, before being superseded by the first Rickman-framed model, the Metisse MkIII, for 1961. An enormous success, the MkIII frame was produced in substantial quantities, proving a popular basis for large-capacity roadsters as well scrambles use. Unable to compete with the Japanese factories, the Rickmans gave up frame making in the early 1980s, the rights to their designs passing in 1983/84 to Pat French's firm, MRD Métisse, which continued to cater for the increasing 'classic' market.Delivered new to Westbury Motorcycles in January 1966, this example has a BSA 'STD' gearbox (kickstart missing) and is offered for recommissioning. Sold strictly as viewed, the machine is offered with a State of Colorado Certificate of Title. This machine is offered with a NOVA declaration.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

Property of a deceased's estate2009 Ducati 990cc Desmosedici RR 'Team Version'Registration no. YJ58 XBPFrame no. *ZDMD100AA8B001338*Engine no. ZDM990FW4*001467*• Limited edition Grand Prix replica• Number '1338' of only 1,500 made• Only 2,806 miles from newIt is surely every true enthusiast's dream to own a genuine Grand Prix motorcycle, though in reality one achievable by only a tiny handful of the most wealthy and well connected cognoscenti. Until the arrival of the Ducati Desmosedici RR, that is. OK, it did cost around £40,000, but all you needed to do was re-mortgage the house... It helped if you already owned a Ducati 999R superbike, their owners being given priority by the factory when ordering. It could be argued that, being road legal, the Desmosedici RR was not quite the real deal, but that did not stop the 1,500 machines planned selling like the proverbial 'hot cakes'.At the Misano circuit in 2004, Ducati had astonished the motorcycling world by announcing that it intended to offer for public sale a low-volume, road-legal replica of its MotoGP racer. Two years later, in June 2006, Ducati unveiled the production version at the Mugello Grand Prix weekend. The Desmosedici RR was based on the 2006 Ducati GP6, raced that season by works riders Loris Capirossi, Sete Gibernau and, in a season-concluding one-off, Troy Bayliss, who secured his one and only Grand Prix victory in the last race of the 990cc era at Valencia.Ducati cut remarkably few corners in creating its racer-on-the-road Grand Prix replica, which used basically the same 90-degree V4 engine as the GP6. As delivered, the Desmosedici RR came with a catalytic converter, was Euro 3 compliant, and had a maximum of 188bhp on tap, though when the supplied race pipe was fitted this climbed to 200bhp. Number '1338' of the 1,500 made, as recorded on the top-yoke plaque, this example formerly belonged to the current vendor's late sister, who purchased it new in 2009 from Ducati, Leeds. She used the Desmosedici sparingly over the years on special occasions and it was her pride and joy. She became ill in 2018 (which was the last time she rode it) and unfortunately passed away in 2020.Displaying 2,806 miles on the odometer at the time of cataloguing/photography, the Desmosedici was recently serviced and ridden by Ducati, Alton as part of their post-service testing. It should be noted that there are some minor chips and paint loss in places; accordingly, prospective purchasers should study the images to satisfy themselves with regard to the machine's cosmetic condition. It should be noted that the locks and keys have been replaced as the originals were lost.The machine comes complete with the original manufacturer's authentication certificate/plate (numbered '1338') and all its original books including the owner's manuals, warranty/service book, and various Ducati accessories and apparel brochures. Accompanying documents include a current V5C Registration Certificate and current MoT certificate (expires 07.02.2025). There are two keys present plus the 'code card'.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

c.1942 Zündapp KS750 Military Motorcycle CombinationRegistration no. not registeredFrame no. 602936Engine no. 6606•Built for the German military in WW2•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 in 1933 introduced the first of the four-stroke flat twins that it is best remembered for. The initial 398cc and 498cc sidevalve models were followed in 1939 by the 598cc K600, the latter, like its predecessors, employing designer Richard Küchen's unconventional all-chain four-speed 'gearbox' and shaft final drive. A frame and girder fork made of pressed steel were advanced features. Zündapp's first overhead-valve twin, the KS600, appeared in 1939 and would provide the basis for the military KS750. Developed specifically for service with the Wehrmacht, the KS750 motorcycle combination featured shaft drive to the Steib sidecar's wheel, a reverse gear, hydraulic brakes, and interchangeable wheels. During WW2 the KS750 saw service on every front, its production outstripping that of the similar BMW R75 with some 18,600 built before production was discontinued in 1944. An older restoration, since deteriorated, this example of Zündapp's ubiquitous military KS750 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 (it should be noted that the magneto is missing). Prospective purchasers must satisfy themselves with regard to the condition, completeness, authenticity and compatibility of this Lot's component parts prior to bidding. The odometer reading of 42 kilometres is presumed the distance covered since the machine was last restored. The combination comes complete with panniers and a trailer but there are no accompanying documents. History unknown. A 'must have' for the serious collector of military vehicles and perfect for 1940s 'revival' events.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

Property of a deceased's estate1955 DOT 197cc TDHX TrialsRegistration no. NSU 867 Frame no. H5550441Engine no. 517A 16859 F (see text)That the Manchester marque's initials stand for 'Devoid Of Trouble' is known by almost every motorcycle enthusiast, though curiously the company did not use the slogan until 1923, by which time 'The Dot' had been around for 20 years. In post-war years, Dot concentrated on the production of Villiers-engined lightweights, becoming a major force in the trials and scrambles fields. The Dot was the most successful lightweight scrambler from the late 1940s to the 1960s when Greeves took over, often having the beating of larger-engined and better-funded rivals on numerous occasions. Dot also offered a trials model, although major successes in that discipline would not be achieved until 1958 and the return from National Service of star rider Eric Adcock, who would go on to win over 750 awards for the Mancunian manufacturer. Apparently an older restoration, this Villiers-powered Dot is showing signs of some deterioration and rust. The late owner acquired the Dot in 2007 and used it for local runs as an easily manageable machine for the elderly enthusiast. Careful recommissioning is recommended before further use. Accompanying documentation includes a copy of a previous registration document; an old-style V5C; and a quantity of tax discs from the 1990s. It should be noted that the engine number recorded in the V5C is '367A17048E'. Keys not required.Footnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.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

Ex-Mick Broom1970 Rickman Métisse Weslake 750cc Racing MotorcycleRegistration no. not registeredFrame no. R.731 & 101BEngine no. None visible•Formerly raced by Mick Broom•Powered by Weslake's version of the Triumph twin-cylinder engineThe Rickman brothers - Don and Derek - were already established moto-cross stars when they built the first Métisse machine in 1959, and within a decade their company would grow to become one of the biggest and best-known independent motorcycle frame-makers. An enormous success, their MkIII frame was produced in substantial quantities, proving a popular basis for large-capacity roadsters as well as scrambles use. It was followed by the more compact MkIV, which was intended for the unitary construction Triumph T100 and BSA Victor engines, while there were also a frame for two-stroke singles (the 'Petite Métisse') and a road racing chassis, as seen here. Formerly raced by Mick Broom, perhaps best known for his role as development engineer with the ill-fated Hesketh motorcycle venture, this Rickman Métisse is powered by Weslake's version of the Triumph twin-cylinder engine, complete with the firm's characteristic 8-valve top-end. The current vendor purchased the machine from a UK auction sale in 2017, since when it has been stored within his collection. Reputedly a one-time Cadwell Park lap record holder, the machine is offered without any history and will require recommissioning before returning to the racetrack. It's worth mentioning that frame number '731' is featured in David Gittins' excellent book Derek & Don Rickman, The Metisse Story, where it's described as a 1970 Triumph T100/T110 Road Racer, owned by customer Owen Greenwood.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

1941 Indian 500cc 741BRegistration no. KVS 917Frame no. 74128125Engine no. GDA26668This lovely 'civilianised' Indian 741B was restored around 30 years ago by former 'Wall of Death' rider, the late Ned Kelly (real name Neil Smart) and cherished until he passed away. Trained in Motorcycle Engineering at Merton College, Neil started his 'Wall of Death' career with the Motordrome Co in 1988 before moving on to Graham Cripsey's show in Hull and then to other WoD shows in Germany. Neil purchased the Indian as a 'basket case', restored the machine to pristine condition, and then rode it on the West Kent Run a few times.The vendor purchased the Indian some years ago and recommissioned the machine after it had been off the road for several years. Recent works include stripping and cleaning the clutch; removing and cleaning the carburettor; and fitting new foot boards. The paintwork is in generally good condition with some signs of use and the restoration has stood the test of time well, having acquired a delightful patina. It would be relatively easy return the machine to concours condition should the next owner so wish. Our vendor advises us that the Indian starts, runs, and drives but will need some fine tuning to get it perfect for longer runs (ignition timing and carburettor adjustment). Accompanying documentation consists of DVLA SORN paperwork; some old tax discs; and a current V5C. A BM-S manual is included.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

From the estate of the late Dave Benson1927 Walker 980cc BullpupRegistration no. OT 891Frame no. 1100Engine no. KT/N 1432•Unique engineer-built one-off•JAP v-twin engine•Known ownership history•VMCC Sheldon Trophy winner 1979•Present ownership since 1989This unique motorcycle was built by Farnborough-based engineer Victor Sidney George Walker, who commenced its construction circa 1924/1925 and finished it in 1926. The 980cc JAP sidevalve v-twin engine came from a Carden cyclecar and the gearbox from a WWI Sunbeam motorcycle combination. Boasting an exceptionally lengthy wheelbase, the Bullpup is also notable for its very low seat height of only 18 inches. First registered on 21st April 1926, the Bullpup was used regularly up to 1935 when Mrs Walker succeeded in persuading her husband to buy a car. The machine remained in the Walker family's possession until 1963 when the retired Mr Walker sold it to Mr Leslie Sharpe of Farnborough for £25. Mr Walker died in 1974.Mr Sharpe got the Bullpup running and entered it in the 1963 Banbury Run and several long-distance competitions including the 'Cornwall 200', covering some 600 miles in reportedly great comfort. Following a catastrophic gearbox failure, the Bullpup was left to deteriorate, passing through the hands of three more owners before being acquired in 1979 by Mr Trevor Innes, who purchased it from a Mr George Sherratt of Camberwell, Southeast London (receipt on file). At that time the engine was seized and the gearbox missing, while the exhaust pipes and silencer had rusted out and there was very little paint. After many hours' work Mr Innes got the Bullpup ready in time for the 1979 Banbury Run where it won the Sheldon Trophy, awarded to the machine of greatest technical interest. Celebrated motorcycling journalist Bob Currie, at that time editor of The Motor Cycle magazine, mentioned the Walker Bullpup in his report on the '79 Banbury Run: 'Every Banbury Run seems to produce a machine of outstanding originality, and this year the Sheldon Trophy was won by the extraordinary 980cc Walker Bullpup, ridden by Australian Trevor Innes. Built at Farnborough, Hants between 1924 and 1927, the lengthy machine represented one man's ideal. Trevor did have one stop before leaving Banbury to clear an oiled plug, but the big machine ran perfectly thereafter.'Following the Banbury Run Mr Innes covered around 2,000 miles on the Bullpup, participating in numerous rallies in the UK and Ireland, 'up and down the Kerry hills'. In his account of the machine's history (on file) Mr Innes states: 'Here it proved in its element proving able to keep up with a couple of AJS 7Rs down the long winding hills and would climb most in top gear pulling from about 10mph two-up in top. Mr Sharpe had it clocked by his son's Honda at about 82mph.' The Bullpup's 3' of hydraulically damped seat movement proved a boon on these longer rides: 'Another interesting story from Ireland is that at the beginning of the week people tended to scoff at the strange machine, but by the end of 700 miles of rough back roads and solid rear ends and people hardly able to walk at the end of the day's riding, people were coming up and saying 'where did you find it? and how lucky I was...'Despite its unusual appearance, or perhaps because of it, it is probably one of the most comfortable and best handling Vintage machines to be made.'In 1989 Mr Innes sold the Bullpup to the late Dave Benson, former Life Vice President of the British Two-Stroke Club and its Villiers marque specialist (receipt on file). In a letter on file, Dave Benson has this to say about the Bullpup: 'It's thought that Mr Victor Walker made this machine for touring with his wife and that's why it is so long to accommodate the double leather seat. It has a back rest for his passenger, a large rear carrier with pannier attachments for luggage, and I've improved the gearbox and lubrication systems and recently improved the electrical system and fitted electric lights and horn for the streets of London. I've also fitted a small windscreen which has lock hinges for vertical application when riding and horizontal to protect the instruments when raining or parked.'The accompanying history folders contains various pieces of correspondence; sundry photocopied press cuttings; a quantity of MoT certificates from the 1990s; old/current V5/V5C registration documents; and an old-style continuation logbook issued in 1935 listing the aforementioned Victor Walker and Leslie Sharpe as respective owners. The machine was last taxed until 30th June 2008; it is not known when it last ran and careful recommissioning and/or restoration will be required before further use. 'Unique' is an overused term when applied to classic vehicles, but this wonderful Walker Bullpup is the real deal.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. plaque not presentEngine no. RS250RE 9010159 and IGO398Honda 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 Shell Gemini blue and white 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

Formerly the property of Arthur Lampkinc.1957 BSA 649cc Road Rocket Competition Combination Registration no. TBM 789 Frame no. EA7.11252Engine no. CA10R 5224 HHCSidecar no. 92059•Specially converted to 'ISDT' specification•Purchased in December 1990 from Arthur LampkinThis BSA and Watsonian motorcycle combination has been specially converted to 'ISDT' specification for use in off-road and long-distance trials. It is fitted with a 21' front wheel, knobbly tyres, sump plate, aluminium fuel tank, and a solo seat. The sidecar is said to be very special: one of only two built to a unique design by Watsonian for international trials. The outfit was purchased in December 1990 from Arthur Lampkin, the famous trials, scrambles and ISDT champion of the 1950s and 1960s (see letter on file) and was last taxed in August 2011. Additional documentation includes a quantity of old MoTs (most recent expired August 2011), old/current V5/V5C documents, and an HPI check sheet. It should be noted that the HPI and V5C omit the engine number's 'HHC' suffix. It should also be noted that although the registration number 'TBM 789' was issued in Bedfordshire in 1951, the frame dates from approximately 1960/1961 and its number 'EA7.11252' is a non-factory stamping. The engine dates from 1957. Accordingly, prospective purchasers must satisfy themselves with regard to the originality, authenticity and correctness of this motorcycle's constituent parts prior to bidding. 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 Saturday 12 October starting at 2pm GMT.For further information on this lot please visit Bonhams.com

From the estate of the late Dave Benson1931 Francis-Barnett 196cc Falcon Model 31Registration no. Unregistered (see text)Frame no. C26318Engine no. KZS3667Founded 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. To publicise its new models, F-B turned to racer Tommy Meeten, founder of the British Two-Stroke Club. For Meeten's Brooklands campaign a machine was constructed using Villiers' recently announced 172cc Sports engine. Villiers was much more actively involved with the production of sports and racing engines in the between-the-wars years than they would be after WW2, and the Sports was the first of a family of 172cc and 196cc high-performance engines. Riding the special Francis-Barnetts, Meeten set several speed records for the '175' class and won numerous races at Brooklands. Capitalising on his successes, Villiers introduced further evolutions of the Sports engine in the form of the Brooklands and Super Sports TT units. Unfortunately, little is known about this rare Super Sports-engined Francis-Barnett Falcon Model 31. Despite displaying the registration 'KJ 331' (which appears on the HPI database) neither the frame or engine numbers correlate with the VRN, hence it is offered unregistered. The machine is offered with a selection of photographs and some other material.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

c.1955 BSA 350cc B31Registration no. HHE 789 Frame no. CB31 10003 (see text)Engine no. BB31.18620BSA's rugged, workaday B31 was manufactured from 1945 to the end of 1959, its overhead-valve engine providing the basis for the renowned Gold Star sports roadster. At the time of its introduction, the B31 was BSA's sole all-new model, joining the lightweight 'C' and heavyweight 'M' ranges carried over from pre-war days. Produced initially with rigid frame and telescopic front fork, the B31 gained (optional) plunger rear suspension in 1949 and an all-new swinging-arm frame in '54. A good all-round performer by the standards of its time, the B31 could cruise comfortably all day at 60mph while returning 75-plus miles per gallon, virtues that endeared it to private owners and police forces alike. On file is an old-style continuation logbook tracing this machine's ownership history back to 1963 when it belonged to one Peter Anthony Bibby of Sheffield. The B31 also comes with a typewritten account of its early history and subsequent restoration. Tax discs are present expiring August 1964 and July 2015. It should be noted that the accompanying HPI and V5C documents list the frame number as 'CBB110003' and that the 'C' appears over-stamped on the 'B' of the frame number. Accordingly, prospective purchasers should satisfy themselves with regard to the authenticity of this motorcycle prior to bidding. 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 Saturday 12 October starting at 2pm GMT.For further information on this lot please visit Bonhams.com

The Robin Spring Collection1985 Honda NS400RRegistration no. C609 JGF Frame no. NC19-2001740 (see text) Engine no. NC19E2002156Multi-cylinder two-stroke Grand Prix replicas were much in vogue during the mid-1980s, as first Yamaha and then Suzuki sought to exploit their links with the racetrack. Honda too were players in this niche market, but somewhat surprisingly chose to make their GP look-alike a 400 rather than a 500 like those of their rivals. Despite giving away 100cc, the NS400R looked every bit as convincing as Yamaha's RD500LC and Suzuki's RG500 Gamma, and had the advantage of being both lighter and more compact than either. Introduced for 1985, the NS400R boasted a three-cylinder engine like Freddie Spencer's 1982 World Championship-winning NS500 while being notable as Honda's largest two-stroke roadster and its first with an aluminium frame. It was also one of the best-handling roadsters of its day. An instant classic, the NS400R is one of the most sought after of 1980s sports bikes.Robin Spring tells us that this example, currently displaying just 2878 recorded miles, was worked on by renowned specialist Nigel Everett, some years ago, but has not been used since. Following a period of storage recommissioning will be required be required before further use. It should be noted that the frame number on the plaque is 'NC192001061', while the headstock is correctly stamped 'NC19-2001740'. Accordingly, prospective purchasers must satisfy themselves with regard to the correctness of this motorcycle prior to bidding. The vendor has applied to the DVLA for a replacement V5C. Prospective bidders should satisfy themselves as to the motorcycle's completeness and mechanical condition prior to bidding. Sold strictly as viewed.Offered with keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.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:We are in receipt of the aforementioned V5C.For further information on this lot please visit Bonhams.com

1928 Sunbeam 492cc Model 6 'Longstroke'Registration no. RM 5309Frame no. B1849AEngine no. L1147 (see text)The first Sunbeam motorcycle - a 350cc (2¾hp) side-valve single - left the Wolverhampton premises of John Marston, hitherto a manufacturer of finest quality enamelled goods, bicycles and - latterly - cars, in 1912. Overhead-valve engines were introduced in the mid-1920s but early competition successes were achieved with sidevalve-engined machines, most notably the 492cc (3½hp) 'Longstroke', which secured a debut win at the 1921 French Grand Prix ridden by Alec Bennett. In road-going form this remarkable engine remained in production right up until WW2. The Model 6 'Longstroke' had gained drum brakes by the mid-1920s, and in lightweight guise with low handlebars and minimal equipment was known as the 'Speedman's Machine'.First registered on 31st July 1928, this delightfully patinated 'Longstroke' comes with a V5C document and an old-style green continuation logbook listing three owners, the last being the vendor's late brother, who acquired the Sunbeam in 1978. Incomplete, the machine is offered for recommissioning or possibly more extensive restoration and thus is sold strictly as viewed. It should be noted that the engine is a replacement unit.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

1978 Beta RC125 EnduroRegistration no. FFH 926TFrame no. S1MR8*007596*Engine no. S1MR8008784Best known for its hugely successful trials and enduro models, the Italian firm that would become Beta was founded in Via Bellariva in 1904 by Giuseppe Bianchi and began life making high-quality bicycles. The company later moved to Firenze (Florence). It was only after WW2 that the company adopted the 'Beta' name, which was derived from the initials of proprietors Enzo Bianchi and Arrigo Tosi. In 1948 the firm commenced making clip-on motors for attachment to bicycles before producing its first proper motorcycle in 1950. Proprietary engines were used at first before Beta progressed to making its own power units. Long-distance races on public roads were immensely popular in Italy at this time and Beta's products did well in events such as the Milan-Taranto and Moto Giro d'Italia. Beta trials bikes were immensely successful throughout the 1980s and '90s, Jordi Tarrés winning the World Championship for the Italian manufacturer in 1987, 1989, 1990 and 1991, while Dougie Lampkin rode Beta to victory in 1997, 1998 and 1999. First registered in the UK on 16th April 1982, this rare Italian lightweight has been fully restored. Purchased recently by the vendor, it has not been started and will require recommissioning before further use. The machine comes with a V5C document and is sold strictly as viewed (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 Collection1938 Scott 596cc Flying SquirrelRegistration no. EAF 432Frame no. 4512Engine no. DPY4573Alfred Angas Scott's experiments with two-stroke motorcycle engines began in the closing years of the 19th Century. The first complete Scott motorcycle followed in 1908, its twin-cylinder engine, two-speed foot-change gear and all-chain drive marking it out as an exceptionally advanced design. Low weight, ample power and sure-footed handling thanks to a low centre of gravity were Scott virtues right from the outset. Launched in 1925, the Flying Squirrel came in 498cc and 596cc capacities, the latter being the most expensive model in the range. Subsequent models benefited from the racing programme also, gaining the duplex frame and bigger brakes (first seen on the 1926 works bikes) and the magneto-platform Pilgrim oil pump adopted for the 1927 TT machines. In the 1930s the 'Flyer' took on more of a touring role, being further up-dated with detachable cylinder head, Brampton forks and a foot-change gearbox.An older restoration, this Flying Squirrel 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. The Scott is Cornish registered and may well have resided in the county all its life. Accompanying paperwork includes a copy of The Book of The Scott, old/current V5C documents, and an old-style continuation logbook issued in 1957.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

1936 Olympia Motorcycle Show, Factory display machine 1936 Vincent-HRD 998cc Series-A Rapide Registration no. CJH 378 Frame no. RP383TM (see text) Rear Frame No. DV1229 Engine no. V1001 • 1936 Olympia Motorcycle Show bike • Painstakingly restored and documented • Second ever Rapide made • Oldest surviving complete Rapide • One of only approximately 78 Series-A Rapides HRD gained their initials from Howard Raymond Davies, the founder of the company in 1924, and a motorcycle racer of some repute. One of his claims to fame was winning the Senior TT in 1921 on a 350cc AJS, relegating Freddie Dixon and Bert Le Vack, both riding Indians, to second and third places. Intending to produce high-quality machines, Davies utilised JAP engines initially, and achieved a second Senior TT triumph, on a machine of his own manufacture, in 1924. Financial troubles lay ahead, however, and in 1927 HRD was placed in voluntary liquidation by its founder. It was acquired by young engineer Philip Vincent, with financial backing from his father. After an initial flirtation with Swiss-made MAG engines, Vincent settled on JAP engines, as his predecessor had, and introduced his trademark rear-sprung frame. A Rudge 'Python' engine was offered as an alternative to the JAP but, unimpressed by the standard of 'bought-in' engines, Vincent and fellow engineer Phil Irving designed their own engine for 1934, with their (now traditional) high-camshaft layout; this was christened by the makers as 'Semi-OHC'. Initial models with this engine were the 500cc Meteor and Comet, later variations being the Comet Special and the TT model. Soon after, by the relatively simple expedient of mounting two top ends onto a common crankcase, the A series 998cc twin was evolved in 1936, with the apocryphal tale of the design being conceived as a result of two single-cylinder drawings being overlapped. Production of this model began in 1936 for the 1937 season, and was curtailed when war broke out in 1939. The Rapide was a step-change in performance, using virtually the same cycle parts as the single cylinder model, but with much-increased power output. The maker's sales brochure for 1938 describes the Rapide thus: 'The performance is electric. Power appears almost limitless, yet it is so smooth and controllable that it is a delight to ride, even in thick traffic. There is only one snag we have discovered in owning a 'Rapide.' You never get a scrap with another machine, because no ordinary motor cycle can live with a 'Rapide.' Here at last is a performance equal to the fastest T.T. models, coupled with silence, comfort, and tractability. A true Jekyll and Hyde.' CJH 378 was the Vincent HRD factory's display machine on stand no. 64, when the new model was announced at the 1936 Olympia Motor Cycle Show 2nd to 7th November 1936. Previously trailed in the motorcycle press, the newly-announced Vincent-HRD was a state-of-the-art rocket ship of its day, with undreamed-of performance, and the price of an average house. The first Vincent model to be proudly christened 'Rapide', its name perfectly encompassed its speed and exoticism. As is so often the case, the announcement of the new model was timed to coincide with the major annual motorcycle show, which was then held at Olympia, prior to its move to Earl's Court. Such was the rush to have the bike ready in time for the show, that Vincent were obliged to display this machine without engine internals. Bearing engine number V1001, it took pride of place on the stand and created huge interest over the length of the show. It was effectively the second Rapide to exist, as engine number V1000 had been fitted to a 500 frame for testing and development. That bike is thought to have been broken up, leaving this machine as the oldest remaining complete Rapide. A copy letter on file from Pat MacIver details how he built V1000 in the Experimental Department, whilst George Brown built this machine, V1001, in the Service Department for the Olympia Show (the recipient of the letter casts doubt on this, and thinks it more likely that it was Brown's brother Cliff who built V1001). CJH 378, often known also by its engine number, V1001, was actually sold on the stand at Olympia, by Philip Vincent to its first owner, Pat Goffey, with the proviso that it first had to go to Kings of Oxford, to whom it was promised for promotional purposes. Following the Show, the bike returned to the factory to be completed, and was registered by Vincent on the 10th December 1936, before being sent to Kings in January 1937, going to Pat Goffey a short time later. The bike featured in a number of publicity photos during the period before World War II. Goffey had owned a 1932 model PS prior to buying the Rapide, and he also purchased a Comet, CJH 398 around the same time, suggesting that he was not without funds! Goffey purchased another Rapide, EAR 642, in 1938. During the war he was a member of Sir Malcolm Campbell's 'Bluebirds', using EAR 642 as a rapid transport device for delivery of urgent War Office messages. Possibly when acquiring EAR 642 in 1938, Goffey disposed of CJH, and according to information in the history file, it is believed to have passed to Peter Aitchison, who raced it at Phoenix Park and Donnington Park., although there is no hard evidence of this. Aitchison died racing a Norton in the 1946 Manx Grand Prix. CJH 378 next appears in 1946, when it was purchased by one David Jennings-Bramley, from Slocombes of Neasden for the sum of £130. However, in July 1947, he was posted to West Bengal and the bike was left to languish until his father sold it to the owner of a local garage, one Mr Stevens, for £60, around 1953 (letters in the history file refer). The trail goes cold then until 1955, when a copy of the RF60 on file records that Francis Arthur George Thomas acquired the machine on 16th February 1955. It transferred to Peter Francis Minch of Bexley, Kent, in January 1959, before reaching John Wright Shovelton of Plumstead London SE18 in July 1959. Shovelton used the bike on a regular basis until laying it up in 1967. He moved North to Blackburn in 1968, leaving CJH stored in a garage in the South, before eventually moving it to Blackburn. Although intending to restore the machine, nothing was ever done by him, though he steadfastly refused to dispose of it. After he passed away, the bike was offered to the present owner who knew of the machine, and it changed hands for the last occasion in 1999. Badly in need of attention by this time, the vendor began what turned into an 18-year restoration. He devoted much time to the task, and there followed a painstaking and well-documented restoration. Much information was sought, and many letters in the history file attest to this, in order to make the restoration as accurate as possible, and the task was finally completed in 2017. In the course of restoration, copies of the Works Order Form were obtained which records that V1001 was supplied as 'Special Show Model' with polished crankcases, polished gearbox, TT bars, Duo brakes, Lucas Dyno Mag, Speedwell mudguards, pillion seat, a 120 mph speedometer, and an Eight-day clock. Since manufacture, the Burman gearbox, which was always suspect on the new powerful twins, has been replaced with another earlier one.For further information on this lot please visit Bonhams.com

'Dunstall' Norton 750cc 'Domiracer'Frame no. P7 6850Engine no. 20 116603• Spectacular 1960s racing machine• Dunstall 750cc race engine• Owned by Rob Edwards, Dunstall's workshop foreman, 1968-2011• Letter of authenticityPaul Dunstall's name will be familiar to most motorcycle enthusiasts who were around in the 1960s and 1970s. He had raced from 1957 to 1959, but stopped racing and turned his attention to preparing race bikes for other riders, and producing performance parts and race styled accessories, especially for Nortons, but also for other marques. By 1966 he was building complete machines for both road and track. The 1967 Dunstall Dominator 750 was advertised as 'the fastest road machine ever tested in Britain' and quoted a maximum speed of 131 mph. Customers included Steve McQueen. Meanwhile the racers were campaigned with considerable success including Ray Pickrell's win in the 1968 Production TT.This spectacular Dunstall was purchased by the current vendor at the Bonhams Spring Stafford Sale 2016 (Lot 397) where it has been part of his collection, the previous vendor purchased this machine from Rob Edwards who had joined Paul Dunstall in 1967. In a letter dated 15th November 2011 which is included in the sale, Rob recounts:'I was employed at the end of 1967 by Paul Dunstall of Eltham to build Dunstall Motorcycles, fairly soon I was his Race Mechanic and later he made me workshop foreman. When I started work he had 2 Norton Production Racers which Rex Butcher used to set the Monza 1 hour, 10 kilometer, 100 kilometer records at an average speed of 126.7 mph'.'In 1968 Paul prepared one of these bikes and I prepared the other for the 1968 Production TT which Ray Pickrell won at record speeds'.I obtained one of these, engine no. 20 116603 in 1968, I fitted Dunstall spun cast pistons raised compression ratio to over 11:1, fitted a Dunstall Domiracer cam, built the bike with a Robinson 4LS front brake and had one of the fastest bikes around at that time, which I raced fairly successfully at different periods, with my last competitive race at the end of 1987.In addition to the above letter, this impressive machine is accompanied by a number of photographs from the period it was owned by Rob Edwards including shots of it being raced at Brands Hatch, Cadwell Park, and Donington Park, also a photo taken in the Dunstall workshop. There are a number of photocopies of press articles regarding Dunstall. The previous vendor listed the specification as follows: Norton Roadholder forks, alloy wheels, Robinson 4LS front brake, standard Norton rear brake, Atlas engine with full Dunstall modifications, twin Monobloc carburettors, Lucas K2FC competition magneto, Dunstall high level exhaust system with megaphones, Norton 4 speed close ratio gearbox.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.1990 Royal Enfield Bullet 500Registration no. Unregistered Frame no. 4B5 36011MEngine no. 4 B53601MThis Royal Enfield Bullet 500, displaying 26,252 kilometres to the odometer, is a testament to decades of adventurous journeys. Adorned with travel stickers from India, Australia, and Turkey, it carries the marks of a well-travelled machine. Offered in need of restoration due to a cracked crankcase, it presents an opportunity for a passionate enthusiast to breathe new life into this classic motorcycle. With its robust single-cylinder engine and timeless design, the Bullet has long been celebrated for its durability and charm, making it a good project for an enthusiast rider. Offered unregistered without documents, its history unknown, the machine requires restoration to bring it back to its former glory and is therefore sold strictly as seen, its completeness and mechanical condition unknown. Despite its condition, its travel-worn character adds a unique element to its appeal, making it a perfect candidate for someone looking to revive an interesting piece of motorcycling history. 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 Saturday 12 October starting at 2pm GMT.Saleroom notices:The correct frame number is 4B53601M.For further information on this lot please visit Bonhams.com

1988 Kawasaki 249cc KLR ProjectRegistration no. E941 VWAFrame no. KL250D-019476Engine no. KL250DEO9425 (See text)This 1988 Kawasaki 249cc KLR has 16,380 recorded miles and features Renthal handlebars. The bike has a snapped brake lever, perished fork gaiters, and while the engine turns over, it is currently a non-runner. The KLR comes with a V5C document, acquired by the late owner in October 2011, showing 13 previous keepers. It should be noted, the V5C lists the engine number as 'KL250DE019965,' indicating an engine change from its original. Additional paperwork includes a 2011 purchase receipt describing the bike as a non-runner, an MoT that expired on May 30th, 2013, and two keys. Assorted spare parts are also offered with the motorcycle, making it a suitable project for restoration. Despite its non-running status, this KLR could be a rewarding challenge for a collector or enthusiast seeking to bring it back to life. Offered strictly as viewed. Offered with key.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

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

c.1931 Matchless 1,000cc Model X/3Registration no. not registered (see text)Frame no. 1761Engine no. X3 2775Founded by the Collier family in Plumstead, South London, Matchless built its first motorcycle in 1902, soon gaining worldwide recognition when a JAP-engined model ridden by Charlie Collier won the single-cylinder class of the first ever Isle of Man TT race in 1907. Further wins TT followed in 1909 and 1910, cementing the marque's reputation for sporting prowess. As well as sporting singles, Matchless offered v-twin 'sidecar tugs' from its earliest days and from 1914 concentrated exclusively on this type of machine. Production of these MAG-engined models resumed after The Great War and continued into the 1920s despite the presence of a more modern Matchless-engined rival in the range. Designated 'X/2' on its launch in 1925, the 982cc sidevalve v-twin from Matchless would remain in production until the outbreak of WW2, its engine being supplied to Brough Superior for use in the SS80 from 1935 onwards. While lesser models came and went, the stately Model X remained a fixture of the range, progressively updated, until 1940. This Matchless belonged to the current vendor's late grandfather. Offered for restoration, nothing is known about the history of this machine and its mechanical condition, thus is sold strictly as viewed. There are no documents offered with this lot. It should be noted that the registration 'CN 8962' is not recorded in the DVLA/HPI database; therefore the machine is offered unregistered and prospective bidders should satisfy themselves to the validity of the registration number. A spare petrol tank is included.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.Saleroom notices:Please note, the correct Vehicle Registration Number is 'GN8962', which does appear on the HPI and DVLA databases. There are no documents offered with this lot therefore the successful purchaser is responsible for applying for a replacement V5C.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

1987 Honda XL125RFRegistration no. E937 PWYFrame no. JD045104341Engine no. L125SE5326569The Honda XL125RF is a lightweight dual-sport motorcycle that blends off-road capability with urban practicality, making it an ideal choice for both beginner riders and enthusiasts seeking versatility. Powered by a 124cc four-stroke, air-cooled single-cylinder engine, the XL125RF delivers modest yet reliable performance, perfect for navigating city streets or tackling light trails. With its five-speed transmission and simple carburettor setup, it offers easy handling and a smooth ride. The bike's design reflects Honda's emphasis on durability and simplicity, featuring a robust steel frame, long-travel suspension, and knobby tires that provide decent traction on varied terrains. A comfortable upright seating position, along with lightweight construction, ensures agility and control. Though not a powerhouse, the XL125RF is lauded for its low maintenance requirements, fuel efficiency, and user-friendly nature, making it a beloved model in the small-displacement dual-sport category of the 1980s.With 20,174 miles on the odometer, the private vendor informs us that he restored this charming little Honda around 2017. After the restoration, it was displayed on the wall in his collection and has not been filled with fluids or started since. Following this period of inactivity, the machine will require careful recommissioning before returning to the road. Offered with V5C, some service history, Gov.uk Mot history (expired October 2013) and an HPI report listing 12 previous owners. 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 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