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Timed
Auction address
Bonhams Unit 4 Lakeview, Bond Avenue Bletchley
Milton Keynes, United Kingdom
MK1 1FE
United Kingdom
Motorcycles Online - The January Sale
Auction dates
Starts:
17 Jan 2025 12:00 GMT
Ends from:
27 Jan 2025 12:00 GMT
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1980 Laverda 981cc Jota
Registration no. RDS 890W
Frame no. LAV.1000*7102*
Engine no. 1000*7102* (see text)
•Present ownership since 2021
•Four former keepers
•Apparently well maintained
•Extensive history file of bills, MoTs, etc
•Requires recommissioning
Blessed with one of the most evocative names in motorcycling history, the Jota was the bike that really put Laverda on the map. Its direct progenitor was the tuned version of the Italian firm's 3C triple - the 3C(E) - developed for production racing by the UK importer, Slater Brothers. The production Jota was both more highly tuned and quicker, its 140mph maximum making it the world's fastest road-going production motorcycle at the time of its launch for 1976. It was also pretty handy on the racetrack, winning the UK's Avon championship in 1976 and 1978 in the hands of Pete Davies. Few major changes were made to the Jota prior to 1982 when a heavily revised version was introduced, complete with a 120-degree crankshaft that made for a more even firing order than the original's 180-degree 'flat' crank. Today, the Jota is one of the most collectible of Italian classics, particularly the first '180' version.
This beautifully presented Laverda Jota was acquired by the private vendor from The Bike Specialists in Sheffield in 2021 (cost £19,000); at that time the odometer reading was 23,548 miles and is now 23,566 miles, indicating only 18 miles covered since its purchase. Since acquisition the machine has been stored in our private vendor's climate-controlled garage, with the last MoT expiring in July 2022. Having an extensive collection of vehicles to maintain and enjoy, the vendor feels the Jota is not getting the attention it deserves and is ready for it to find a new owner. The substantial history file contains the following:
•V5C registration document stating four former keepers
•Old (1982) V5
•2012, 2013 and 2014 expired tax discs
•An undated note regarding 'components fitted in 1997 and 1999': tyres and inner tubes; throttle and clutch cables; cam chain; battery; brake pads (1997). Cylinder head valves; inlet valve stem seals; valve seats; valve springs; both master cylinder pistons and seals; brake hoses; stainless calliper components; exhaust sealing rings; flange nuts; various stainless steel fastenings (1999)
•HPI report
•Gov.uk MoT history printout
•Expired MoT certificates dated July 2021 (23,549 miles); August 2019 (23,521 miles); June 2017 (23,500 miles); February 2015 (23,438 miles); August 2014 (23,412 miles); July 2013 (23,342 miles); March 2012 (23,322 miles); November 2010 (23,309 miles); January 1986 (16,869 miles)
•Made in Italy Motorcycle Ltd invoice dated April 2019 for £4,119 for extensive works: full service including valve clearances; removed, stripped and cleaned carburettors; replaced incorrectly fitted jets; adjusted choke and throttle cables; replaced centre cylinder HT lead; fitted new battery and tested electrical functions; found clock illumination and warning lights not working; rectified wiring faults; run up and set carburettors; found fuel tank previously sealed with non-ethanol proof sealer and dissolving in tank badly corroded and perforated; stripped tank and sent for specialist repair (£1,150); refitted fuel tank; run up and carried out 25-mile road test; Morris 20/50 oil; cam cover gasket; triple NGK B8ES; brake fluid Dot 4; various Laverda shims; Brembo rear bellows; Dell'Orto PHF seal kit; main jet; PHF float needle; pilot jet; float bowl nut; battery 530.; tank rubber strap; sprocket lock tab (pair).
•The Cylinder Head Shop invoice dated February 1999 for lead-free valve seats and replacement valves and certificate of lead-free conformity
•2012 Motori Di Marino invoice for dismantling and cleaning carburettors, cleaning plugs, fitting new cam chain tensioner and MoT
•2013 Motori Di Marino invoice for a new battery; drain carburettors; new plugs; check coils; clean and rebalance carburettors; fit correct needle valve; road test
•2015 Motori Di Marino invoice check for oil leak and MoT
•1999 Universal Tyres invoice for 18' Bridgestone tyres
•July 2021 The Bike Specialists Order Form
•2021 DVLA correspondence regarding its Historic Class tax.
•July 2021 The Bike Specialists PDI sheet
•2021 The Bike Specialists brochure extract
It should be noted that the engine appears to be a replacement unit: the engine number boss clearly restamped with the original engine number. Accordingly, prospective purchasers must satisfy themselves with regard to correctness and authenticity of this motorcycle's component parts prior to bidding. The machine currently has a flat battery and will require recommissioning to a greater or lesser extent before returning to the road. Offered with two keys (ignition and fuel tank).
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.
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2001 Honda 999cc SP-1
Registration no. Y974 FHG
Frame no. JH2SC45A1YM004420
Engine no. SC45E-2006644
Faced with Ducati v-twin-mounted Carl Fogarty's domination of the World Superbike Championship, Honda responded with a v-twin of its own - the VTR1000 - which would form the basis of a new WSBK contender - the SP-1, also known as the RC51. Like the all-conquering Ducatis, the SP-1's engine was a 1,000cc 90-degree v-twin, but unlike the Ducati, which used a tubular steel trellis frame, the Honda employed the industry-standard aluminium beam type, complemented by suspension components of the very highest quality. In the capable hands of 'Texas Tornado', Colin Edwards, the SP-1 achieved its goal first time out, winning the World Superbike crown in 2000 to bring Honda its first Championship victory since 1997.
As well as the WSBK Championship's short circuits, the SP-1 proved capable of mastering true road courses in the hands of Isle of Man TT maestro, Joey Dunlop. Fitted with a WSBK-specification engine and swinging arm, the SP-1 gave Joey his 24th TT win (in the 2000 F1 race) a victory in difficult road and weather conditions that the modest Irishman later declared, 'was probably one of my best wins'. There would be two further TT victories that week, bringing Joey's total to a seemingly unassailable 26, before he was tragically killed at a relatively insignificant meeting in Tallin, Estonia a few weeks later. Although the SP-1 was produced for only two years before being superseded by the SP-2, its importance to Honda cannot be overstated.
Currently displaying a total of 21,743 miles on the odometer, this SP-1 was delivered new by Hunts Motorcycle, Burnage, Manchester and has belonged to the current vendor for the last 10 years. The Honda has covered little mileage since then, its use being confined to fine summer days, and has been kept stored inside a 'bubble' throughout the winter. Last run in October 2024, the machine comes with a quantity of expired MoTs; its original Owner's Handbook; original Warranty And Service Booklet; a current V5C Registration Certificate; and MoT to 23rd May 2025.
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.
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1990 Suzuki GSX-R 750 Slingshot
Registration no. G805 OEO
Frame no. GR7AA-102138
Engine no. R716-105404
Suzuki rewrote the 750-class rulebook when it launched the GSX-R750 back in 1985. The Gixxer's development had been heavily influenced by lessons learned from the works TT F1 and Endurance racers; lighter than a 600 and as powerful as a 1000, it made all other super-sports 750s seem flabby and slow.
Like its predecessor, this new-for-1988 second generation GSX-R benefited from experience gained in racing, featuring a much stiffer frame and swinging arm; larger-diameter forks; larger front brakes; 4-pot brake callipers; 17' wheels; and a more aerodynamically efficient fairing. The engine had a shorter stoke; bigger valves; larger oil radiator; 4-into-2 exhaust system; and 36mm flat-slide 'Slingshot' carburettors that gave the model its nickname.
One of the modern era's few instant classics, the GSX-R750 has been a huge commercial success for Suzuki and enjoys cult status today. Now more than 30 years old, many early GSX-Rs have suffered at the hands of successive owners, a state of affairs that has resulted in well preserved examples becoming increasingly sought after by collectors.
This Slingshot was last run in 2022. Since then, it has been dry stored. Following a period of inactivity, re-commissioning at the very least, or possibly more extensive restoration is required before returning to the road and thus is sold strictly as viewed. Offered with a V5C document. Once up and running, these future classics can provide an excellent and entertaining ownership experience.
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.
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1979 Honda CBX1000
Registration no. not registered
Frame no. CB1-2021733
Engine no. CB1E-2024006
Just as it had in the preceding decade with the four-cylinder CB750, Honda stunned the world again in the 1970s, introducing the Gold Wing super-tourer and the outrageous six-cylinder CBX1000. Launched in 1978, the latter was not the first six of the modern era, Benelli's 750 Sei having beaten it by a couple of years, but it was by far the biggest and fastest. Launched in 'naked', twin-shock form, the CBX was revamped for 1981, gaining Pro-Link mono-shock rear suspension, a half fairing and ventilated front disc brakes. Weighing around 550lbs and with 105bhp on tap, the CBX was good for over 130mph and scorched through the standing quarter-mile in around 12 seconds. For most owners though, it was not the CBX's performance so much as its on-road presence that mattered. Even today, few bikes can match it for charisma, visual appeal and, above all, sound.
This CBX is believed to have been imported from South Africa although the Honda Owners Club has verified its date, there is no original South African V5 or NOVA documentation available. Purchased in the UK a few years ago by the current vendor, it has been stored since and will require recommissioning before it can return to the road. Given its period of inactivity, a thorough inspection and servicing are recommended to ensure it is roadworthy and fully functional. Offered with the aforementioned dating certificate.
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.
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1988 Ducati 750 Sport
Registration no. E624 EDV
Frame no. ZDM750S*751715*
Engine no. ZDM750LS*751527*
The arrival of Ducati's all-new, eight-valve, water-cooled v-twin in the late 1980s led to a comprehensive restructuring of the range, the appearance of this range-topping World Superbike contender creating a niche for some cheaper sports roadsters. One of the first of these was the 750 Sport, introduced in 1988. The newcomer used a development of Ducati's long running 'belt drive' v-twin motor that had first appeared in 1978 in the Pantah 500. The 750 Sport's was taken from the 750 Paso. Air-cooled and two-valves-per-cylinder, the 72bhp 750 Sport was simpler, easier to maintain and, of course, less costly than the 851 Superbike. In style though, it gave nothing away to its more exotic cousin, having a distinctive 'trellis' frame like the F1 and 851 - now an established Ducati trademark. Handling was, needless to say, exemplary and while ultimate performance was down on that of the Superbike, with a top speed of 130mph the 750 Sport was more than enough for the majority of riders in everyday conditions.
This 750 Sport has been owned by the current vendor for over 3 years and has covered very few miles in their ownership as its formed part of their collection, sadly the vendor knows little about its previous history and it will need careful recommissioning before returning to the road (last MoT'd in March 2022), offered with a V5C.
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.
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1998 Ducati 900SS
Registration no. R45 JTM
Frame no. ZDM906SC200025994
Engine no. ZDM904A2C*042633*
In Cagiva ownership from 1985, Ducati continued to offer developments of the Fabio Taglioni-designed Pantah while developing an entirely new family of water-cooled models that would debut towards the decade's end in the form of the legendary 851 Superbike. At the same time, the Paso tourer's Weber carburetted 904cc air-cooled engine was put in the 750 Sport chassis to create the 900 Super Sport, its name recalling a famous model from the Bologna firm's not too distant past. An interim model produced for little more than a year pending the arrival of an extensively revised model of same name, the 1990 900SS is one of the rarest of the Ducati v-twin family.
This 900SS is in touring trim featuring high rise top yoke blocks with a straight handlebar and dual seat. Fitted with an MPH odometer displaying 12,628 (at the time of cataloguing/photography) believed genuine miles, this 900SS will require re-commissioning to a greater or lesser extent following a period of inactivity and thus is sold strictly as viewed. Accompanying documentation consists of a current/old V5C Registration Certificate, expired MoT certificates, 1999 Southern Cross invoice (for a clutch kit/cambelts), Haynes service and repair manual, Spyball Patriot alarm booklet, Ducati owners manual and an expired tax disc. It should be noted that the frame number recorded in the V5C is '025994'. The full frame number is 'ZDM906SC200025994' and that no engine number is recorded in the V5C.
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.
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1981 Ducati 900SS
Registration no. MKU 197W
Frame no. DM860SS*090768*
Engine no. 092005 DM860
• Classic 'bevel-drive' Ducati
• Improved 'square case' model
Ducati's second-generation v-twin engine - the 900cc 'square case' (actual capacity 864cc) - debuted in the 860GT of 1974 and the following year was used to power the new 900SS superbike. The latter was styled like the original 750SS that had been developed from Paul Smart's 1972 Imola winner. (The 750SS continued in this new 'square case' guise, though almost all of these smaller, second-generation models were destined for the Italian market). More than just a simple over-bore, the 'square case' engine incorporated a new camshaft drive arrangement, improved oil pump, cartridge-type oil filter and electronic ignition. In addition, the gearchange was moved to the left-hand side and the frame altered to provide chain adjustment at the swinging arm pivot. As had been the case with the original 750SS, desmodromic valve gear distinguished the new sports roadster from its tourer counterpart. 'Like the tamer valve spring version of the engine in the 900GTS it is uncannily smooth, while possessing a much more dramatically punchy power output than the soft touring motor,' reported Bike magazine in October 1977. Breathing through gaping 40mm Dell'Orto carburettors, the 900SS engine produced 70bhp at 7,500rpm, an output good enough for a top speed of 135mph. The 900SS's competition heritage was obvious on the road: 'While other flash Italian bikes are basically roadsters dressed up and pretending to be racers, this is the real thing,' declared Bike.
Engine design improvements pioneered on the Darmah model were incorporated for 1978 together with a left-side gearchange, while Speedline alloy wheels were adopted part way through the year. For 1981 the 900SS underwent more extensive updating, gaining improved cylinder heads, Bosch ignition and - later on - a revised gearbox. Production ceased during 1982 after a little over 6,000 had been produced and today this classic Ducati bevel-drive twin is highly sought after.
Purchased by the current vendor in 2021 from Germany, it was imported and registered here in the UK and a few remedial jobs have been carried out since its acquisition such as fitting spoked wheels purchased from Back to Classics (the original mag wheels are offered with the lot), adjustment to the battery housing where it now sits below the front of the fuel tank and comes with an unpainted side panel and decals. Currently displaying 17,177 kilometres on the speedometer, it was run very recently by the current vendor (please see the start up video) and it will need the usual safety checks before returning to the road. Offered with a V5C, invoices, dating certificate and import documentation.
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.
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Property of a deceased's estate
1978 CCM TR350 Trials
Registration no. XMO 95T (see text)
Frame no. 78TR11
Engine no. none
Clews Competition Motorcycles (CCM) came into being in 1972 when its proprietor Alan Clews purchased the stock of BSA's defunct competitions department. Clews had already gained plenty of experience in developing his own BSA-based scramblers and the acquisition gave him the opportunity to offer complete machines for sale. He finally abandoned the BSA-based design in the early 1980s, merging his company with Armstrong and switching to Rotax powerplants.
This CCM belonged to the current vendor's late father and is believed to be number '11' (as per the frame number) of the 105 TR350s produced.
Restored in 2015, this CCM is fitted with a freshly built engine (the original engine being stolen) believed to be constructed using BSA B44 and/or B50 components; that said, we are uncertain of the exact engine capacity. Since restoration the CCM has not been used; we are advised that it was run once, showing good oil flow, but requires the carburation to be set up. The machine is offered partially restored and in need of completion (the tank and seat are only loosely fitted). Accordingly, prospective purchasers should satisfy themselves with regard to this motorcycle's originality, completeness, engine composition and mechanical condition prior to bidding.
'XMO 95T' is recorded in the HPI and DVLA databases but there are no documents offered with this Lot. Prospective bidders must satisfy themselves to the validity/status of the VRN and the successful purchaser is responsible for applying for a registration certificate. Accompanying spares including a cylinder barrel; mudguard; engine bash plate; two pairs of original Marzocchi shock absorbers; and sundry other parts.
Offered without 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.
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1977 Bultaco 325cc Sherpa 159 Trials Motorcycle
Registration no. DAB 531S
Frame no. JB-15902124
Engine no. JM-15902124
The Bultaco Sherpa 159, released in the late 1970s, is a legendary trials motorcycle that played a pivotal role in shaping the sport. Renowned for its lightweight design, precision handling, and rugged performance, the Sherpa 159 is a favorite among enthusiasts and collectors alike. Its lightweight steel frame and slim profile enable riders to navigate technical sections and challenging terrains with remarkable ease. The suspension system, featuring telescopic front forks and dual rear shocks, provides excellent damping and control, ensuring optimal traction in diverse conditions. The Sherpa 159 also features a high ground clearance and wide handlebars, offering improved manoeuvrability and stability. Bultaco's innovative engineering, such as the easy-access air filter and user-friendly maintenance design, set new standards for trials bikes of its era. Not only did the Sherpa 159 excel in competition, but it also earned a reputation for reliability and versatility, making it a popular choice for both professional riders and weekend enthusiasts. Decades later, the Sherpa 159 remains an icon, symbolizing Bultaco's commitment to performance and innovation in trials motorcycling.
This lovely example of the iconic Sherpa trials motorcycle was purchased by the current vendor two years ago, it only being put up for sale due to advancing age and knee issues. Prior to their ownership, the machine was subject to a total ground up restoration (see restoration images on file) and is presented in restored condition but will need the usual safety checks and recommissioning before returning to the road. Offered with a V5C, aforementioned restoration images and workshop service manual.
Key not required
Footnotes:
All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.
REQUEST A TRANSPORT QUOTE
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1979 Suzuki SP370
Registration no. CDO 756V
Frame no. SP370-107609
Engine no. SP370-107618
The Suzuki SP370, introduced in the late 1970s, was a pioneering dual-sport motorcycle designed for versatility and reliability. Powered by a 371cc air-cooled, single-cylinder, four-stroke engine, it delivered approximately 27 horsepower, making it capable on both trails and highways. Its robust engine, paired with a 5-speed gearbox, offered smooth power delivery, while a simple kick-start system kept the design lightweight and functional. Built with an emphasis on rugged performance, the SP370 featured a high ground clearance, long-travel suspension, and dual-purpose tires, enabling it to handle challenging off-road terrain with ease. On-road, its lightweight frame and compact design provided excellent manoeuvrability and comfort for everyday riding. Stylistically, the SP370 had a minimalist and utilitarian aesthetic, appealing to adventure seekers. Though short-lived in production, its reputation for reliability and ease of maintenance has made it a sought-after classic among vintage motorcycle enthusiasts.
Offered after more than 30 years of single-family ownership, this SP370 has been dry-stored in a heated garage for the past 20 years as part of a larger collection. With the family now deciding to downsize, this is an excellent opportunity to acquire a well-preserved example. The odometer currently shows 11,530 miles, believed to be from new. .
The machine will need careful recommissioning before returning to the road, offering a chance to own a well-presented SP370. Documentation consists of a run of MOT's from 1987 until 2001 when it was dry stored, V5C, invoices and a service manual.
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 QUOTE
Please click the link to request a transport quote from our recommended transport company, Moving Motorcycles.
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Lot to be sold without reserve.
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For further information about this lot please visit the lot listing
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1975 Suzuki TS185
Registration no. KND 216N
Frame no. TS185-129298
Engine no. TS185-127972
Like all the Japanese manufacturers, Suzuki recognised the importance of the North American 'off-road' market and began offering appropriate models in the mid-1960s, commencing with modified roadsters before developing more specialised models. Suzuki first used the 'TS' designation of an off-road model in 1970, this being the TS90. Soon there were TS models in a wide range of capacities, the TS185 being a new introduction for 1971. The newcomer was modelled on the existing TS250, to which it bore a strong resemblance, the only obvious differences being a smaller fuel tank and rear tyre. The 185cc single-cylinder two-stroke engine developed 17.5bhp and came with five gears in the 'box, making the 217lb TS185 a lively performer. The TS185 would prove to be extremely popular model, remaining on the Suzuki range for the next seven years before bowing out at the end of 1977.
A lovely example of the marque, this TS185 was purchased by the current vendor in 2014 and has formed part of his collection since. Used sparingly since purchase along the Cornish lanes, it will require the usual safety checks and recommissioning before use. Offered with a V5C and expired MoT.
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 QUOTE
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1979 Yamaha DT125
Registration no. GYC 401T
Frame no. *1G0-113269*
Engine no. *1G0-113269*
The Yamaha DT125 is a legendary dual-sport motorcycle that has been a favorite among riders since its debut in the 1970s. Combining off-road capability with on-road practicality, the DT125 quickly earned a reputation as a versatile and reliable two-wheeler. Its 125cc, single-cylinder, two-stroke engine delivered strong performance, striking a balance between power and efficiency. This made it accessible to beginners while still offering enough excitement for seasoned riders. The DT125 featured Yamaha's Autolube system, which automatically mixed oil and fuel, reducing maintenance complexity. Its lightweight chassis, long-travel suspension, and knobby tires made it adept at handling diverse terrains, from city streets to rugged trails. Equipped with a six-speed gearbox, the bike provided smooth power delivery and flexibility for various riding conditions. The design of the DT125 was robust yet straightforward, emphasizing function over flair. With a high-mounted exhaust pipe, ample ground clearance, and a durable frame, it was engineered to withstand rough use. Over the decades, the DT125 underwent several upgrades, including improved suspension and disc brakes, enhancing its reliability and performance. Today, the Yamaha DT125 is celebrated as an iconic trail bike that inspired generations of riders to explore both paved roads and untamed trails, embodying the spirit of adventure.
Displaying 17,141 miles on the speedometer, this iconic DT has had 6 previous owners and has been stored for some time so will need recommissioning before returning to the road, the engine turns over. Sadly nothing is known of its previous history. Offered with a V5C.
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 QUOTE
Please click the link to request a transport quote from our recommended transport company, Moving Motorcycles.
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An 'MV Agusta' Type Childs Motorcycle and Sidecar
Frame no. None visible
Engine no. *2336*
This mini-MV Replica embodies all the characteristics of a full-sized machine, featuring a 4-into-1 Magni-style exhaust, a Motori Minarelli engine (believed to be a 50cc two-stroke), 8-inch wheels, Diatech brake levers, and a Tommaselli throttle, all complemented by the added benefit of a detachable sidecar. This mini-motorcycle is a replica of the MV 500cc Grand Prix, which was ridden to victory by works riders Giacomo Agostini (with 122 Grand Prix wins and 15 World Championship titles to his name) and the late, great seven-time World Champion Phil Read. Little is known about the machine on offer, which will require careful recommissioning and potentially more extensive restoration before use. Therefore, it is sold strictly as seen. Given that original MV Agusta Racing motorcycles now command prices in the hundreds of thousands of pounds, this presents a rare opportunity to acquire an intriguing replica of an iconic machine at a fraction of the price and size.
Key not required
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1954 Moto Guzzi 64cc Cardellino
Registration no. 196 UYW
Frame no. CCT93
Engine no. *BNF44*
Two-strokes did not feature in the Moto Guzzi range until after WW2, when the extraordinarily successful Motoleggera 65 put a whole generation of Italians on two wheels. A larger version of this air-cooled rotary-valve single - the 98cc Zigolo - first appeared at the Milan Show in 1953 alongside the Cardellino (goldfinch), which was a development of the original Motoleggera, retaining the 64cc engine of its predecessor while benefiting from a new, stronger frame. Early in 1956 the Cardellino was updated with a telescopic fork and full-width alloy hubs and later that same year a 73cc version was announced. Further developed and enlarged (to 83cc) the Cardellino remained in production until 1965. Like most Italian lightweights, the Cardellino was light-years in advance of its British contemporaries, being reliable, comfortable, and endowed with excellent roadholding and handling despite rather crude suspension.
Purchased by the current vendor at the 2016 Autumn Stafford Sale (Lot 252), they are believed to be the 4th owner of this charming Moto Guzzi and since purchasing it from the auction, they have had it registered in the UK and used occasionally for summer days. Offered with a V5C.
Key not required
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15
A Gentleman's Bicycle with c.1948 Ducati 48cc Cucciolo attachment
Registration no. unregistered
Frame no. none visible
Engine no. 258525
Designed for bicycle attachment, the Cucciolo ('little pup') was the Bologna-based Ducati factory's first product and was sold widely outside Italy including the UK where it was imported by Britax, which later offered complete machines. Unusual in being a four-stroke at a time when most such utility units were two-strokes, the overhead-valve Cucciolo was of unitary construction incorporating a two-speed transmission, and was described by Motor Cycling magazine as 'beautifully engineered'.
Previously owned for several decades by the late father of the private vendor, little is known about this Cucciolo. It is affixed to a gentleman's bicycle of unknown origin, which is equipped with Bluemels Popular mudguards, a Brooks saddle, and a Miller headlamp. It should be noted that the vehicle registration number displayed, '27 CMV,' is currently assigned to another motor vehicle. As such, the machine is offered unregistered and without accompanying documentation. The date of its last operation is unknown, and it is therefore offered strictly as seen, its mechanical condition unknown; however, the engine does turn over.
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1976 Honda ST-70
Registration no. NKR766P
Frame no. ST70-151077
Engine no. ST70E-151557
With the launch of the CZ100 in 1963 Honda created the class of machine known as 'Monkey Bikes', so called because of their diminutive stature. The power unit was the C100 step-thru's reliable four-stroke single, and an ultra-short wheelbase, small wheels and a vestigial fuel tank were all features of a machine which, in the case of the folding handlebar version, could be fitted into the boot of car. A 72cc version, the ST70 Dax, with slightly larger and more practical frame was introduced in 1969. According to Honda expert Roger Etcell, the Dax name was used because of the bike's resemblance to a dachshund dog. Like all the early Monkey family, the STs are highly sought after today.
Currently displaying 25,834 miles on the speedometer, this little ST70 is ripe for restoration or recommissioning before returning back to the road. Not much is known about its previous history and has been stored for quite some time and is sold strictly as viewed, the engine turns over. Offered with a V5C.
Offered with key
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1967 Honda 305cc CB77
Registration no. KSC 231E
Frame no. CB77-1028157
Engine no. CB77E-1028183
Honda's first model to make an impact in the middleweight class, the CB77 arrived in 1963 and was essentially an over-bored CB72 250, closely resembling its progenitor. Introduced in 1960, the twin-cylinder CB72 had retained the basic layout of the preceding C70 and C71 but with wet sump lubrication and gearbox-mounted clutch. In addition, the sporting CB changed to a 180-degree crankshaft and twin carburettors, and used a tubular spine frame instead of the pressed-steel chassis of the tourers.
With an overhead-camshaft engine, electric starter, rev counter and twin-leading-shoe front brake, the CB twins boasted a specification unmatched by any of their rivals. They were no slouches either: producing 28.5bhp at 9,000rpm and weighing just 350lbs, the CB77 possessed an excellent power-to-weight ratio, endowing it with a level of performance equal to that of most British 500s. The model is now one of the most sought after of early Japanese classics.
This CB77 was previously registered overseas and was first registered in the UK in 2016. The Honda was owned and restored by David Sarginson, who used it regularly until his death in 2023. A photograph on file dates from circa 2022 when Dave won the 'Best Japanese Bike' award at a small local show. When David Sarginson died in 2023 he left the Honda to our vendor. Its new owner tells us that he has had the machine running, although the electric starter was not working properly (there is also a kick-starter fitted). Offered with a V5C document and one key.
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1968 Honda CB450 'Black Bomber'
Registration no. WGU 564FF
Frame no. CB450-1020768
Engine no. CB450E-1018562
The Japanese motorcycle industry first made an impact outside its homeland with small-capacity commuter bikes and lightweights, and for many years the view prevailed in North America and Europe that they were incapable of building effective large-capacity machines. The arrival of the Honda CB450 in 1965 should have dispelled any lingering doubts about Japan's intention to compete in all sectors of the market. Known affectionately as the 'Black Bomber' after its black finish, the CB450 was Honda's largest model when launched and capitalised on experience gained with a succession of smaller-capacity twins. Nevertheless, the CB450 departed from Honda's usual practice in a number of ways, in particular its use of twin overhead camshafts, torsion-bar valve springs and constant-velocity carburettors. The tubular frame - replacing Honda's traditional fabricated spine type - was another departure from the norm. With a top speed of over 100mph and a standing quarter-mile time in the 14-second bracket, the refined CB450 sounded the death knell, not just for the traditional British '500' but for the entire UK motorcycle industry which, ever complacent, found itself at an ever increasing disadvantage in the all-important United States marketplace.
This CB450 was previously registered overseas, and was first registered in the UK in 2015. The Honda was owned and restored by David Sarginson, who used it regularly (the exact nature of the work done is not known). A photograph on file depicts Dave Sarginson and the CB450 at a classic bike charity run circa 2022. When David Sarginson died in 2023 he left the Honda to our vendor. Its new owner tells us that he has ridden the machine 'around the block' and that it went well, although the electric starter was not working properly (there is also a kick-starter fitted). Offered with a V5C document and one key.
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Saleroom notices:
The vehicle registration number is WGU 564F.
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1979 Honda CBX1000
Registration no. CVR 22T
Frame no. CB1-2013936
Engine no. CB1E-2015190
•Present ownership since 2019
•Engine rebuilt in 2017
•Numerous bills and receipts available
'The CBX was quite simply a marvellous revelation which has genuinely elevated the status of motorcycling. Few people will be able to afford to run one, but then the best is never cheap. Above all, such a motorcycle should not be condemned because it's an excess.' - Bike magazine, December 1978.
Just as it had in the preceding decade with the four-cylinder CB750, Honda stunned the world again in the 1970s, introducing the Gold Wing super-tourer and the outrageous six-cylinder CBX1000. Launched in 1978, the latter was not the first six of the modern era, Benelli's 750 Sei having beaten it by a couple of years, but it was by far the biggest and fastest. Launched in 'naked', twin-shock form, the CBX was revamped for 1981, gaining Pro-Link mono-shock rear suspension, a half fairing and ventilated front disc brakes. Weighing around 550lbs and with 105bhp on tap, the CBX was good for over 130mph and scorched through the standing quarter-mile in around 12 seconds.
First registered on 22nd April 1979, this CBX has belonged to the current vendor since 1st October 2019. The machine comes with bills and receipts dating back 20 years, including one for a £3,800 engine rebuild in 2017 at circa 34,000 miles (the current odometer reading is 35,273 miles) and a clutch rebuild in 2018. Just recently the carburettors were cleaned and rebuilt. Last run in March 2024, the Honda is offered with a V5C Registration Certificate and HPI check sheet, the latter recording a change of colour from black to red in 1988.
Offered with key
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1978 Yamaha 1,101cc XS1100
Registration no. WHV 123S
Frame no. *2H9-004760*
Engine no. *2H9-004760*
The Yamaha XS1100, introduced in 1978, is a classic motorcycle that marked a significant step forward in the evolution of Japanese superbikes. Powered by a 1,101cc air-cooled inline-four engine, it was one of the first to offer such a large displacement, delivering impressive performance for its time. The XS1100 featured a robust frame, a reliable engine with a four-valve head per cylinder, and an advanced suspension system, including a rear monoshock setup that was cutting-edge for the era. With its combination of power, handling, and comfort, the XS1100 quickly gained a reputation as a capable long-distance tourer and a thrilling sportbike. Its design, though somewhat dated by modern standards, remains a testament to Yamaha's innovation and engineering prowess. Today, the XS1100 is cherished by enthusiasts for its historical significance and enduring appeal in the world of classic motorcycles.
Purchased by the current vendor in 2021, this Yamaha XS1100 displays 62,739 miles on the speedometer and we're advised by the vendor that it was run recently however, they noted it does clunk when engaging first gear after stopping and is therefore sold strictly as viewed. Documentation offered with the machine includes a V5C.
Offered with key
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1986 Kawasaki GPZ1000RX
Registration no. C972 YFA
Frame no. JKAZXCA13GA005753 (see text)
Engine no. ZXT00AE012724 (see text)
Kawasaki followed up its trend-setting GPz900R Ninja superbike of 1984 with the GPZ1000RX, also known as the ZX1000A. Introduced in the autumn of 1985, Kawasaki's new flagship sports bike boasted an engine stretched to a full one litre together with a new wrap-around steel perimeter frame complete with aluminium swinging arm and Unit-Trak rear suspension. The latter had been carried over in modified form from the GPz900R, as was the air-damped front fork and anti-dive brakes. Rubber mounted in the chassis rather than a stressed member as it had been in the '900', the heavily revised engine now produced 125bhp, an increase of 13 horsepower over the smaller GPz. Sixteen-inch wheels were fitted at both ends, the rear shod with a massive (for the time) 150/80 section tyre. Wrapped around the new frame was a larger, more smoothly contoured fairing with integrated indicators, bungee hooks and passenger grab rail, its superior aerodynamics, and those extra horses, enabling the GPZ1000RX comfortably to exceed its predecessor's top speed of around 150mph despite a slight gain in weight. But while the iconic GPz900R would live on in the Kawasaki range until 1997, the GPZ1000RX lasted only a couple of years before being superseded by the ZX10. Today it is one of the rarest of the big Kawasakis.
The fastest production bike of 1986, this first-generation A1 model was registered/used overseas (probably in the USA as the speedometer is in miles) before being registered in the UK on 2nd September 2003. Its second owner in the UK, our vendor acquired the machine on 25th April 2004 but due to changes in his circumstances has not used it since the last tax disc expired on 30th November 2006. Its mechanical condition is not known (the battery is flat) and thus the machine is sold as seen. An appreciating classic worthy of recommissioning and/or restoration, it comes with two keys (ignition and tank) and a selection of useful spares including two silencers, a fuel tank and a cockpit cowling. It should be noted that the V5C lists the engine number as 'JKAZXCA13GA005753', which is actually the frame number. Prospective purchasers must satisfy themselves that the actual frame and engine numbers match.
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1975 Suzuki B120
Registration no. JTA 156N
Frame no. B100-164652
Engine no. B100-167738
The Suzuki B120, also known as the 'Suzuki Super', is a classic two-stroke motorcycle first introduced in the 1960s. Targeted at both beginners and experienced riders, it became renowned for its durability, simplicity, and efficiency. Equipped with a 118cc single-cylinder engine, the B120 was capable of producing around 8 horsepower, providing a smooth yet modest riding experience suitable for urban commuting and light touring. One of the standout features of the B120 was its dual-transmission system, offering a low and high gear range, which added versatility for different riding conditions. Its two-stroke engine was air-cooled, and paired with Suzuki's CCI (Cylinder Crankcase Injection) lubrication system, it minimized maintenance concerns—a significant advantage for budget-conscious riders. With a lightweight frame, the B120 offered excellent maneuverability and ease of handling, making it a popular choice in markets worldwide, particularly in Asia and Europe. Its design was modest yet functional, with a focus on practicality over luxury. The motorcycle also had a reputation for fuel efficiency, adding to its appeal during times when affordability was paramount. Today, the Suzuki B120 holds a nostalgic charm for enthusiasts and collectors, representing an era of simple, reliable motorcycling. Its legacy is one of timeless practicality and robust engineering.
Currently displaying 27,974 miles on the speedometer, this charming little B120 was used by the late owner and his wife as a commuter around their seaside town, ideal for whizzing about the lanes. Not used for some time, it will require careful recommissioning or restoration to a greater or lesser extent before returning to the road. Offered with a V5C.
Offered with key
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1962 Honda 125cc C92 Benly
Registration no. OFO 819
Frame no. 2501316
Engine no. C92E-2501377
Honda's first 125cc twins - the C90 tourer and CB90 sports - appeared in 1958 and were swiftly superseded by the C92 and CB92 respectively. Their arrival caused a sensation; not only did they have two cylinders in a class hitherto populated exclusively by singles, but the little gem of an overhead-camshaft engine revved to 10,000rpm and produced 11.5bhp in the C92, putting it on a par with some British 250s. Not only that, but the Benly also came with flashing indicators and an electric starter. Today these Honda twins are among the most collectible of early Japanese classics.
Part of a recent barn-find discovery, this C92 Benly was first registered on 20th November 1962 and previously registered '651 PRL'. That registration was removed on 7th September 1995 and the Honda has not been taxed since then. Our private vendor acquired the machine on 10th January 2004. Currently displaying a total of 7,416 miles on the odometer, this motorcycle has clearly not been used for a considerable time and its mechanical condition is not known (the engine turns over). Offered for recommissioning and/or restoration and sold strictly as viewed, it comes with a V5C Registration Certificate and copy workshop manual.
Offered with key
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24
From the estate of the late Geoffrey St John
1948 Brockhouse 98cc Corgi
Registration no. EDR 181
Frame no. 7979
Engine no. MK2 W16792
Effectively a lightweight scooter, the Brockhouse Corgi was derived from the military Excelsior Welbike which had been developed during WWII for parachute drops by the Special Operations Executive at Welwyn. The Corgi retained design features such as folding handlebars and a telescopic saddle, but there were inevitably changes to make it better suited to its new civilian role. Powered by the 98cc Excelsior Spryt engine, it was announced in 1946, but this was the immediate post-war period when a high proportion of Britain's industrial production was exported, and it wasn't until 1948 that it could be bought in the UK. Marketed in the USA as the Indian Papoose, and offered in as many as 48 different countries, production continued until 1954, with a surprisingly high total of over 27,000 being manufactured. Little is known about the early history of this example, but it was first registered in August 1948, acquired by Geoffrey St. John at some time prior to 1978, and was, until very recently, displayed on a shelf in his garage. The engine turns over freely, and much of the paintwork appears to be original. It is accompanied by a V5C and a rare Corgi owner's manual, albeit relating to the later mark IV version. Recommissioning or restoration will obviously be required following a long period of storage. Prospective bidders should satisfy themselves as to the motorcycle's completeness and mechanical condition prior to bidding. Sold strictly as viewed. Key not required.
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25
From the estate of the late Geoffrey St John
1946 BSA 249cc C11
Registration no. DSV 700
Frame no. XC10T1893
Engine no. ZC11.14738.
BSA's 250cc ohv C11 was introduced in 1939, a year after its sister machine, the C10 side-valve. After the war, during 1946 it acquired telescopic forks, remaining in production until replaced by the C11G in 1954. It was a clear step up from the company's entry level Bantam: as a contemporary road test observed 'although a lightweight, the C11 BSA is a man-sized model'. We are advised that Geoffrey St. John's very first motorcycle was a C11, and that no doubt was the reason that he bought this smart machine in 2004. Featuring the model's then new telescopic forks, this appears to be an older restoration. It is accompanied by a V5C and an original BSA instruction manual. Recommissioning will be required following a period of storage. Prospective bidders should satisfy themselves as to the motorcycle's completeness and mechanical condition prior to bidding. Sold strictly as viewed. Supplied with a key.
Offered with key
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26
The Ivan Kessell Collection
c.1919 Gnome-Rhone 125cc
Registration no. not registered
Frame no. unable to locate
Engine no. unable to locate
One 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 required
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1934 Magnat-Debon 175cc L.M.U.
Registration no. XVV 240
Frame no. 186257
Engine no. 39758
Business partners Joseph Magnat and Louis Debon first came together in the 1890s, setting up a bicycle factory in their hometown of Grenoble. Using a De Dion Bouton engine, the firm built its first motorcycle in 1902. Magnat-Debon prospered in the years leading up to WWI, becoming synonymous with quality and prestige. However, both founders died in 1918 and in the early 1920s Magnat-Debon was sold to entrepreneur Alfred Turpillot, who merged the company with Terrot, another of his recent acquisitions.
This Magnat-Debon two-stroke lightweight comes with some interesting souvenirs from its WWII experiences in the form of a copy of its travel pass, issued by the authorities in Orléans on 31st August 1944, and a 'decommissioning' bullet hole in the fuel tank. The machine also comes with dating and inspection paperwork from the Old Bike Register which describes it as '100% correct and has not been modified at all and has a delightful patina for the age'. According to the vendor: 'The traces of white paint beneath the top coat of black denotes that it was at one point in use by the German military [during the second world war]' No work has been beyond the previous owner stripping the tank and the vendor getting the machine running in 2017, which included having the magneto rewound and fully refurbished (invoice available). Work still required to make the bike rideable is a matter of making up cables to suit the original reversed control levers. The machine last ran in 2022. Offered with a V5C Registration Certificate.
Key not required
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28
1949/1951 Vincent-HRD 998cc Comet/White Shadow
Registration no. VMT 716
Frame no. RC/1/8218 (Rear frame no. RC6464B)
Engine no. F10AB/1A/3240 (Crankcase mating no. DD9 / DD9)
•Genuine Series-C White Shadow engine
•Considerable expenditure on refurbishment since acquisition
•Centre stand and Alton 12V generator
'Well into the 1960s and even today, when it is wrapped in a mystique carefully cultivated by thousands of fanatically enthusiastic owners, the big Vincent retained that commanding air about it when you met one on the road, and many a rider of avowedly super-sporting machinery would be humiliated by having some much older Black Shadow come past at the canter...' - L J K Setright.
Ever 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.
The appeal of the Vincent, and the 120mph-plus Black Shadow in particular, lay in its ability to outperform just about every other vehicle on the road, and in the early post-war years there was nothing to compare with it. This was a time when the average family saloon was barely capable of reaching 70mph, and not until the advent of Jaguar's XK120 was there a production sports car that could live with the thundering v-twins from Stevenage.
As Vincent enthusiasts will know, not every Shadow-specification machine left the factory with the distinctive black-finished engine, those few that did not being known as 'White Shadows' and identified by '1A' in the engine number (Rapides are '1', Black Shadows are '1B'). Only a relative handful of these White Shadows is known to exist today, a total of around 16 being listed with the Vincent Owners' Club.
The VOC has kindly confirmed that engine 'F10AB/1A/3240' is originally from a Series-C White Shadow despatched from the factory to the Greens dealership in Newton Abbot on 16th December 1949, while upper frame 'RC/1/8218' is originally from a Series-C Comet despatched to the Millars dealership in Mitcham on 12th March 1951. Rear frame 'RC6464B' is originally from a Series-C Black Shadow despatched to the Humphreys dealership in London on 3rd August 1950. It is believed that the registration 'VMT 716' was originally associated with this rear frame ('VMT' is a London/Middlesex registration) but there is no definite proof.
Owned by our vendor since August 2022, 'VMT 716' is an older (pre-1980) restoration that has benefited from considerable further refurbishment and expenditure over the course of the last two years, as evidenced by numerous invoices on file. It also benefits from new wheels built by 'Willis Wheels' of Essex and new stainless-steel exhaust from 'Armour Motor Products' of Bournemouth (receipts on file). Last run in October 2024, the machine offers the considerable added benefits of a centre stand and an Alton 12V generator (receipts on file).
In addition to the aforementioned correspondence the history file contains the following, current V5C Registration Certificate; VOC dating certificate; copies of original factory paperwork; VMCC dating certificate (1997); expired MoT (2014); expired tax discs; old purchase receipts; and numerous registration-related correspondence between previous owners and the DVLA.
Key not required
Footnotes:
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1955 Vincent 998cc Series-D Rapide
Registration no. LDP 432
Frame no. RD12702 (Rear frame no. RD12702)
Engine no. F10AB/2/10802 (Crankcase mating no. G90V / G90V)
The Vincent v-twin had been synonymous with design innovation, engineering excellence, and superlative high performance since the Series A's arrival in 1937. So in September 1955 when it was revealed that production of the Stevenage-built machines would cease, the news stunned the motorcycling world. It had been decided that the firm's future lay in more profitable lines of manufacture, and just 100 more of the fabulous v-twins would be completed. By the time its demise was announced, Vincent's final twin - the Series D - had been in production for just six months.
It had been Philip Vincent's belief that provision of ample weather protection combined with enclosure of engine and gearbox, would make the Series D the ultimate 'gentleman's motorcycle' and to reflect this change of emphasis the enclosed Rapide and Black Shadow were known as Black Knight and Black Prince respectively. In actuality, delayed delivery of the glassfibre panels - plus continuing demand for traditionally styled models - resulted in over half the production leaving the Stevenage factory in un-enclosed form.
Other Series-D innovations included a new frame and rear suspension - a steel tube replaced the original fabricated upper member/oil tank while the paired spring boxes gave way to a single hydraulic coil-spring/damper unit offering a generous 7' of suspension travel. In place of the integral oil reservoir there was a separate tank beneath the seat. The user-friendly hand-operated centre stand was a welcome addition and there were many improvements to the peerless v-twin engine including coil ignition for easier starting and Amal Monobloc carburettors. Sadly though, the Shadow's magnificent 5'-diameter Smiths speedometer had been replaced by a standard 3' unit.
Notwithstanding the fact that, as far as Philip Vincent was concerned, the Series D was his finest design, the motorcycle-buying public greeted the innovative new models with suspicion, as is so often the case. Its creator's vision of the Series D as a two-wheeled Grand Routier just did not conform to the public's perception of the Vincent as the ultimate sports-bike. The firm lost money on every machine made and when production ceased in December 1955 only 460 Series D v-twins had been built.
According to VOC records, 'F10AB/2/10802' and 'RD12702' are the numbers from a Series-D Rapide manufactured in 1955. As far as is known, 'LDP 432' is the original registration issued by Reading Council sometime between June 1955 and February 1956, as that was when the 'LDP' series of registrations was issued.
An older restoration, this Series-D Rapide was acquired by our vendor in 2022 and has been dry stored in the garage when not in use. Notable features include an electric starter; Amal Concentric carburettors; a large 4LS front brake; modern horn; flashing indicators; and modern switch gear. The odometer reading was 31,954 miles at time of cataloguing/photography and the machine last ran in November 2024. Accompanying documents include a current V5C Registration Certificate and DVLA tax reminder.
Offered with key
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1952 Vincent 499cc Series-C Comet
Registration no. MXY 270
Frame no. RC/1/11124/C (Rear frame no. RC/1/11124/C)
Engine no. F5AB/2A/9224 (Crankcase mating no. 26JJ / 26JJ)
•Long-term restoration 2008 – 2020
•Centre stand and Alton 12V generator
•Substantial history file
The Vincent-HRD marque originated in 1928 when Philip C Vincent acquired the name, jigs, tools and patterns of the recently liquidated HRD Company. ('HRD' stood for Howard Raymond Davies, the Isle of Man TT winner who had founded the firm in 1924). Vincent moved production from Wolverhampton to Stevenage and set about putting his motorcycle design ideas into practice, commencing with an innovative sprung frame that would remain a feature of Vincent motorcycles until production ceased in 1955.
Unlike in pre-war days, when the first (Series-A) Vincent-HRD v-twin had been created by - in effect - combining two of the existing singles, post-WW2 Vincent's approach was reversed, with the Series-B twin appearing first, in 1946, and the single-cylinder version in 1948. The latter was offered in two forms initially: the Series-B Meteor tourer and Series-C Comet sports roadster. Apart from its Burman gearbox and 'missing' cylinder, the Comet followed Series-C twin lines, featuring the newly introduced Girdraulic front fork and hydraulic dampers at front and rear, while the Meteor retained the old Brampton girders. The Meteor was soon dropped but the Comet continued in production until 1954, offering the same degree of refinement as its bigger brother, albeit with reduced performance. Even so, the Comet combined a 90mph potential with excellent fuel economy, and was the ideal touring mount for the discerning rider who placed civility of manners and quality of construction above outright performance. An expensive machine to produce, the Comet did not sell as well as its maker had hoped and was dropped when the Series-D range was introduced.
The Vincent Owners' Club has kindly confirmed that 'F5AB/2A/9224' and 'RC/1/11124' is a standard Series-C Comet despatched to the Conway's dealership in London on 22nd May 1952. Owned by our vendor since June 2021, 'MXY 270' benefits from long-term restoration (2008 – 2020). A centre stand and an Alton 12V generator are sensible upgrades. Last run in October 2024, the machine comes with a most substantial history file consisting of an old/current V5/V5C documents; old-style logbook (issued 1972); VOC dating certificates; copies of original factory paperwork; numerous expired tax discs and MoT certificates; old purchase receipts; and a substantial quantity of bills dating back to the 1980s/1990s together with more recent invoices.
Key not required
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1939 Brough Superior 982cc SS80 Special
Registration no. FJJ 398
Frame no. M8/2086
Engine no. BS/X 4643 (see text)
•Matching frame, engine and gearbox
•Restored condition
Brough had entered the 1930s with an entirely JAP-powered range, and then, after a brief absence, the SS80 re-appeared in 1935 as the SS80 Special, this time with an engine built by Associated Motor Cycles. Similar to that of the Matchless Model X, the 982cc sidevalve v-twin incorporated Brough's preferred 'knife-and-fork' big-end bearing arrangement instead of the side-by-side connecting rods of the Matchless. The SS80 continued to use the AMC engine until production ceased in 1939. 'FJJ 398' is one of 460 Matchless-engined SS80s built, of which some 300-or-so survive.
This Brough Superior SS80 was despatched on 22nd December 1938 to Godfreys Ltd, Croydon in standard specification with a rigid frame. A 20T engine sprocket was specified, indicating that the machine was intended for sidecar use (the solo equivalent was 23T). It should be noted that this SS80's engine was stamped '4643' in error by AMC; it should have been stamped '4743' and as a result there are two engines in existence numbered '4643' (see explanatory letter from the Brough Club's Mike Leatherdale on file).
The Brough combination's early history is not known prior to its purchase by Mr Bob Thomas in 1947. The existing sidecar was replaced with a Blacknell chassis, to which Mr Thomas fitted his own home-built sidecar. A skilled sheet-metal worker in the aircraft industry, he went on to build a caravan to be towed by the Brough combination (see photocopied article from The Classic Motorcycle on file and biography written by his sons). In 2024 'FJJ 398' featured in the Brough Club calendar in a period shot of the combination towing the caravan. When the Brough was part-exchanged with Comerfords of Thames Ditton in 1958 the sidecar was still attached.
The SS80's history for the next three years is not known, but the accompanying old-style continuation logbook (issued in February 1961) lists the owner as Ronald Hough of Surbiton, Surrey, who was followed later that same year by John Soole of Barnes, SW3. 'FJJ 398' was still being taxed as a sidecar combination at this time. Our vendor purchased the Brough in 2015 from John Soole in a partly dismantled state and with some parts restored; restoration work was completed by a fellow member of the Brough Club. The machine last ran within the last six months and the engine has been turned over regularly.
The accompanying history file is substantial, containing further correspondence, photographs, sundry bills, Brough Superior Club newsletters, service information, spares list, current V5C document, and a workshop manual.
Key not required
Footnotes:
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1930 AJS 996cc R2 V-Twin
Registration no. UY 7068
Frame no. R50642
Engine no. R2/50642
Formerly suppliers of proprietary engines, the Stevens brothers of Wolverhampton diversified into manufacturing complete motorcycles, setting up A J Stevens & Co in 1909. The brothers' first machine was a 292cc (2½hp) single equipped with either direct belt drive (Model A) or a two-speed countershaft gearbox with all-chain drive (Model B), this latter combination being advanced in its day, especially for a lightweight. A 5hp v-twin - the Model D - joined the range in 1912. Intended for sidecar work, the Model D was powered by a 631cc sidevalve engine and came with a 'beefed-up' version of the two-speed gearbox. The Model D's engine was enlarged to 696cc (6hp) for 1913, while a three-speed gearbox and internal expanding rear brake were additional improvements. A new, smaller 'Double-Purpose' v-twin - the 550cc Model A - arrived in November 1914, at which time the Model D was redesigned along 'A' lines and further enlarged to 748cc. Endowed with an effortlessly flexible motor and built to A J Stevens' traditionally high standards, the v-twin 'A-J' was one of the most effective and popular sidecar tugs of its day. The model remained a fixture of the range into the early 1930s, latterly with a 996cc engine.
Manufactured in 1930, this R2 v-twin has the 996cc engine first introduced for the 1929 season. The owner acquired the AJS in 2000 and, together with his father and daughter, used it regularly as a motorcycle combination in the VMCC's Banbury Run (the machine is pre-1931 and thus eligible for this highly popular event). Offered as a separate lot (Lot 148), a period-correct AJS sidecar is included in this sale.
An older restoration presented in wonderful 'barn-find' condition, the AJS was last taxed in 2003 and currently displays a total of 3,054 miles on the odometer. The engine turns over and the private vendor has had the engine running recently (video available). Offered for sympathetic recommissioning and/or restoration, this delightful Vintage-era v-twin is offered with old/current V5C documents and an HPI printout, which records the machine as having previously been registered overseas and not registered/re-registered in the UK until 1983.
Key not required
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1935 Harley-Davidson 74ci VD
Registration no. not registered
Frame no. 35VD2631 (see text)
Engine no. 35VD2631
Rivals Indian had long ago demonstrated the efficacy and performance potential of the sidevalve engine, and in 1929 Harley-Davidson at last adopted this technology on a twin-cylinder model, having had a 'flat head' single in the line-up since 1925. This new engine was cheaper to produce, enabling Harley to price the new 45ci (750cc) Model D at $290, and its relative affordability would prove to be an important factor during the Depression years of the early 1930s.
For the 1930 model year, Harley-Davidson extended its sidevalve technology to larger models. Harley's 1930 brochure described the new 74ci machine as 'standing head and shoulders above all comers, with such startling new features as a 20% more powerful motor with Ricardo removable heads, interchangeable wheels, bigger tires (sic), drop centre rims, lower riding position, greater road clearance, automatic increase of generator output, drop forged forks, 100% stronger frame, theft proof lock, dual front drive chain, improved clutch, and many other features making the 1930 Big Twin the greatest motorcycle value ever offered'.
Its manufacturer's hyperbole notwithstanding, the sidevalve Model V was far from an instant success. More massively built and heavier than its predecessor, the V was no faster and lacked top-end power to such an extent that the first examples were recalled for an extensive engine redesign. A larger crankcase accommodating heavier flywheels did the trick and, its problems solved, the 74ci 'flat head' v-twin went on to win the hearts of Harley-Davidson enthusiasts everywhere. The high-compression VL version produced slightly more power than the Model V and both were available with either coil or magneto ignition.
In 1934 the Model VD, as it had become, benefited from improvements introduced across the twins range, which included a strengthened frame and forks, new oil pump, High-Flo upswept exhaust system, curvaceous new mudguards and a large Airflow tail light, while the '35 motors incorporated improved cylinders and pistons. Revised with the frame, tank and wheels of the 61ci overhead-valve 'Knucklehead' (plus dry-sump lubrication), the Model V became the Model U in 1937. Production recommenced after WW2, the old sidevalve '74' finally disappearing from the range at the end of 1948.
Part of a recent barn-find discovery, this Model VD appears to be an older restoration, since patinated and presented in 'oily rag' condition. The machine was purchased from noted collector and Harley-Davidson specialist Steve Slocombe in 1999. The owner recently succeeded in getting the engine running (video available), but the overall mechanical condition of the machine remains unknown. Offered for recommissioning or restoration, the Harley is sold strictly as viewed. (It should be noted the machine displays matching frame numbers on either side, at least one of these numbers believed to be a later addition.)
Accompanying paperwork includes the 1999 purchase receipt; 2001 VL Heaven receipt for rebuilding the M31 carburettor; 2015 VL Heaven receipt for control wire and plunger washer assembly; 2019 Antique Motorcycle Club of America dating certificate; photocopy Harley-Davidson Rider's Handbook; and a copy of Steve Slocombe's Harley-Davidson 1930-36 Big Twins: Buying, restoring and riding a VL. An enticing opportunity for enthusiasts of pre-war Harleys.
Key not required
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2017 Harley-Davidson XL833N Iron
Registration no. DF17 VUU
Frame no. *5HD4LE2C1HC436175*
Engine no. *LE2H436175*
Harley-Davidson's Sportster range has been offering affordable performance for the Milwaukee brand's legions of fans since its introduction way back in 1957. Over the last seven decades there have been numerous technological advances and countess variations on the theme, one of the more recent iterations being the 'Iron'. First introduced in 2009, the Iron was priced at just £7,145 in the UK, making it the cheapest Harley on offer at that time. The major cost saving was the all-black finish, there being an almost total absence of chrome; but far from that detracting from its appearance, if anything this pared-down monochrome look gave the Iron a distinctive character all its own. 'The black powder-coated 883cc Evolution powertrain (sic) with black covers takes the Iron 883 deep into the heart of darkness,' declared its maker somewhat bafflingly.
Harley's familiar 883cc v-twin Sportster engine produced 51bhp ('plenty of power for the city scene') and 70Nm (51.6lb/ft) of torque, which reached the ground via a five-speed gearbox and belt final drive. All-up weight was around 255kg (561lb). New front and rear suspension by Showa was the most important change when the Iron was updated in 2015, resulting in a marked improvement in the handling department. At the same time, (unbranded) Brembo callipers were adopted, while ABS was standardised from 2017 onwards.Instrumentation is fairly basic (there's no fuel gauge) but the Iron does afford the convenience of keyless ignition.
This low-mileage Iron was acquired by our vendor on 28th February 2024 in a part-exchange deal. He has done nothing apart from replacing the battery during his short ownership. Displaying a total of 5,965 miles on the odometer at time of cataloguing/photography, the Harley was last run in November 2024 and is MoT'd until 21st February 2025. Sold because the vendor is downsizing his collection, the machine is offered with a current V5C Registration Certificate.
Offered with key
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1973 Harley-Davidson Aermacchi 350cc SS
Registration no. PLU 224L
Frame no. *6A12915H3*
Engine no. *6A12915H3*
In 1960, an unlikely alliance between Aermacchi and Harley-Davidson resulted in the former's lightweight motorcycles being sold in the USA alongside H-D's traditional big V-twins. Marketed as Harley-Davidsons in the USA and as Aermacchi Harley-Davidsons elsewhere, the first models offered were re-badged versions of Aermacchi's 250 and 350cc four-stroke horizontal singles. The latter remained in the Harley range until the end of the 1974 model year, falling sales forcing their discontinuation. Aermacchi's two-strokes also formed part of the line-up between 1973 and 1978, at which point H-D's new owners - AMF - sold off their share of the Italian concern to Cagiva.
According to the receipts on file, this 350SS appears to have been fully serviced in 1991 followed by a fresh MoT and only covered some 33 miles before being put into long term storage where it has been ever since. Displaying 46,127 miles to the odometer (at the time of cataloguing/photography), this seemingly unmolested 350SS will require re-commissioning to a greater or lesser extent following a period of inactivity and thus is sold strictly as viewed. Accompanying documentation consist of current/old V5C/V5 Registration Certificate, expired MoT certificate, various bills/invoices, owners manual and marque related literature. Once up and running, these interesting horizontal singles can provide an excellent, reliable and entertaining ownership experience. Italian spirit for not much money! It should be noted that the frame number recorded in the V5C is '12915'. The full frame number is '*6A12915H3*'.
Offered with key
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1980 Harley-Davidson 998cc XL Sportster
Registration no. OPP 613V
Frame no. 3A-27041-JO
Engine no. *3A10028H9* (see text)
Although retaining all the traditional characteristics that made them unique, the Harley-Davidsons of the 1970s began to incorporate some of the technological developments that had become the accepted norm on European and Japanese machines. Disc brakes and electronic ignition were commonplace on Harleys by the decade's end, by which time the convenience of electric starting had been extended to the Sportster model. The latter benefited from a capacity increase (to 998cc) for 1972, and in 1978 gained the superior twin-down-tube cradle frame of the short-lived XLCR Café Racer.
Part of a recent barn-find discovery, this XL Sportster was acquired by the private vendor in March 1999 and currently displays a total of 23,493 miles on the odometer. The machine is fitted with chopper-style 'ape-hanger' handlebars and a 'King & Queen' seat, and it should be noted that it has a replacement XL engine dating from 1979. The owner has recently had the engine running with the assistance of a slave battery (video available); however, the machine's wider mechanical condition is not known and thus it is sold strictly as viewed. Offered for sympathetic recommissioning and/or restoration, it comes with a V5C Registration Certificate (still listing the old/previous engine number).
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Lot to be sold without reserve.
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1974 Norton 829cc John Player Commando
Registration no. CCA 214M
Frame no. 318048
Engine no. 318048
The Commando's vibration-beating Isolastic frame enabled Norton Villiers successfully to prolong the life of their ageing parallel twin. Launched in 1967, the Commando was an instant hit with the motorcycling public, being voted 'Machine of the Year' for five consecutive years. It might have been a little down in top speed compared to rivals such as BSA-Triumph's 750 triples and Honda's 750 four, but the Commando more than made up for this minor deficiency with superior mid-range torque and steadier handling. Reflecting the Norton racing team's sponsorship by the John Player tobacco company, a new Commando model – the 'John Player Norton' or 'JPN' for short – was announced for the 1974 season. Boasting a streamlined half-fairing and matching tank/seat unit in John Player livery, the café racer-styled JPN came with a choice of engines: the standard 829cc motor or a short-stroke 749cc unit intended for production racing. A top-of-the-range, limited edition model produced for only a couple of seasons (1,000 were envisaged but only around 200 made), it is now one of the most sought-after members of the Commando family.
Purchased by the current vendor from Bonhams Winter December Sale in 2020 (Lot 213), it was offered directly from the National Motorcycle Museum who had subsequently purchased it in November 2003, this original JPN Commando is offered with a Certificate of Manufacture; an expired MoT (2004); and a V5C document. Since acquisition by the vendor, they've started the Norton and dry stored it since 2020 however it will need the usual safety checks and recommissioning before returning to the road. It should be noted that the original manufactures plaque records the frame number as 318048 and a supply date of 10/74. However, there are two factory frame number stamped into the steering head 000128 as recorded to the V5C and 850 F109246.
Offered with key
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Saleroom notices:
There is no Certificate of Manufacture or expired MoT with this Lot.
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For further information about this lot please visit the lot listing Saleroom Notice: There is no Certificate of Manufacture or expired MoT with this Lot.
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38
One owner from new
1972 Norton 750cc Commando Fastback
Registration no. TRV 886K
Frame no. 150465
Engine no. none (see text)
The Commando's vibration-beating Isolastic frame enabled Norton Villiers to prolong the life of their ageing parallel twin. Launched in 1967, the Commando used the preceding Atlas model's 750cc engine and AMC gearbox, and was an instant hit with the motorcycling public, being voted MCN's 'Machine of the Year' for five consecutive years. It might have been a little down on top speed compared to rivals such as BSA-Triumph's 750cc triples and Honda's CB750 four, but the Commando more than made up for this minor deficiency with superior mid-range torque and steadier handling. The sole model available became the 'Fastback', so called because of its streamlined seat cowl, when the range was extended by the addition of a conventionally styled, 'S' version in 1969.
The Norton Commando Fastback was purchased new from E W Burnett's, an official Norton Dealer in Southsea, by the present owner in early January 1972. The present odometer reading is 70,584 miles, and throughout its life as a touring motorcycle the Norton has been serviced, maintained and improved regardless of cost. At some point in the 1970s it was found necessary to replace the cylinder head with a new item, upon which the exhaust port threads were 'heli-coiled'. More recently, in 2021/2022, Mono Motorcycles carried out a full engine rebuild (detailed invoices on file)
'TRV 886K' is presented in close to original factory specification with the exception of Hagon shock absorbers and an Alton electric starter, fitted in recent years. The owner reports that the starter was not functioning correctly when the machine was last ridden in the spring of 2024. The machine is accompanied by its original (albeit worn-out) seat.
The file contains Alton starter documents; old/current V5/V5C documents; a quantity of expired MoTs; and invoices for works undertaken and parts supplied by Andover Norton, Norman White, RGM Norton, Mono Motorcycles, etc. The machine also comes with an original workshop manual and parts list; a copy of Norton Commando Restoration Manual by Norman White; and a printout of Mono Motorcycles' The 1972 Norton Commando 750 Story One Man's Love Affair with this Iconic British Brand, which tells the story of 'TRV 886K'. The machine is fitted with new unnumbered Superblend-bearing crankcases.
Offered with key
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Saleroom notices:
The original seat is not offered with this Lot.
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1963 Triumph 649cc Trophy TR6SS
Registration no. 981 GLU
Frame no. DU4448
Engine no. TR6SS DU4448
With the name deriving from the Triumph factory successes in 1948, the Triumph Trophy model was introduced for the 1949 season. It was oriented toward competition, but capable of being a decent all-rounder that could also be used for daily road duties. Initially with a 500cc pre-unit engine fitted with a generator-based alloy top end, it was modified to the close-finned alloy head and barrel in 1951. A 650 version was added to the range in 1956, and both TR5 and TR6 maintained the tradition of all-rounder with a competitive slant. In 1963 the range of larger Triumphs was changed and improved with the introduction of a new frame, unit-construction engine, and alternator powered electrics. Whilst most of the machine was new, a few parts of the pre-unit remained, such as the forks. One of the unit engine's plus points was the adoption of the 9-stud cylinder head and barrel.
Dating from the first year of unit Trophy production, this TR6SS is a rare UK-registered example, as the majority of this model were absorbed by the important USA market. Finished in Regal Purple and silver, the flamboyant livery was sometimes referred to as 'Barbie-doll purple'. Displaying the original London registration 981 GLU, this Trophy has had only two previous owners from new, and the displayed mileage of 56,748 is thought to be original. The first owner gave the machine to a relative in 1979 (letter on file), who, after some time, undertook a home restoration lasting around 20 years. On completion it was MoT'd and taxed, and used sparingly at the time. It was purchased from the second owner when he decided to emigrate, and has been kept as part of a collection, being unused for some time. In preparation for sale, the owner had it recommissioned in 2024, with the carb ultrasonically cleaned, oils changed, the battery replaced, and the bike started. Last running in November 2024, other than basic safety checks and fresh petrol, the only work known to be needed, prior to use by a new owner, is to free off the clutch. Documentation consists of a current V5C, an old MoT, the aforementioned transfer of ownership letter, and an old photograph of the machine in years gone by.
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1964 Triton 650cc Café Racer
Registration no. 5958 EH
Frame no. unable to locate
Engine no. T110 71280
A happy marriage of Triumph power and Norton roadholding, courtesy of the latter's peerless Featherbed frame, the Triton is rightly regarded by enthusiasts as the quintessential British sports special. This hybrid first emerged in the 1950s and continues to be built by professionals and amateurs alike, enjoying marque status today. One of the first specials-builders to put the Triton into what might be termed 'limited production' was Dave Degens, proprietor of Dresda Autos. Riding one of his own Dresda Tritons, Degens won the prestigious Barcelona 24-Hour Endurance Race in 1965, defeating many works-entered bikes in the process, and went on to develop his own Featherbed-derived frame to take power units other than the original Triumph.
This 'old school' Triton was purchased by our vendor from an online auction site in 2010, at which time it was described as having a 'slimline frame, Triumph T110 big bearing crankcases, engine totally rebuilt, high compression pistons, E3134 cams, with quick radius followers... Borrani wheels with stainless spokes, new carburettor, ignition by a set of double points, and a Lyta petrol tank, all in excellent condition'.
Since acquisition, it has been kept on display in his living room and used only occasionally. In November 2011 a professional motorcycle engineer gave the machine a thorough check-over and carried out numerous remedial works to include fitting a new wiring loom and electronic voltage regulator/rectifier; replacing both ignition coils; halogen headlamp conversion; fitting 'Ace' handlebars; and installing Gold Star-type silencers (see detailed bill for £542.41 on file). The machine has been kept in running order and last ran 18 months ago. Accompanying paperwork includes sundry invoices; some expired MoTs; a selection of photographs; a Unity Special Equipe spares catalogue; and a V5C Registration Document.
Key not required
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1978 Triumph 744cc Bonneville T140V
Registration no. CGH 612S
Frame no. T140V AX04062
Engine no. T140V AX04062
Introduced in 1973, the T140V had its bore increased to 76mm, compared to the 650 Bonnie, necessitating a new head and barrel, new crankcases, and incorporating a 5-speed gearbox. The cycle parts were similar to its 650 predecessor, which had changed to the oil-in-frame type in 1971. The previous owner of CGH 612S had used it for tours to Scotland, but in the present ownership it has had little use. It is a 'matching numbers' example from 1978, and, as such, is one of the last T140V machines produced before the machine specification was changed to accommodate USA emission requirements, and the designation was altered during 1978 to T140E.
Manufactured in January 1978, CGH 612S was registered on 1st June 1978, and comes with its original bill of sale from Elite Motors in Tooting. Present recorded mileage is 20,331, although reference to a quantity of old MoT certificates on file suggests that the speedometer was undoubtedly replaced around 1992/93 when it had a little over 6,000 miles on the old speedo. When the vendor wheeled the machine out last month, to ready it for the sale, he found that the battery still had charge, the machine fired up at the third kick, and it was ridden for a short distance on private land. He suggests that, treated to some fresh fuel and basic safety checks, the bike should be ready to use again by a new owner. Documentation comprises an old V5C, the aforementioned quantity of expired MoT certificates and Bill of Sale, an owners handbook, and sundry papers.
Offered with key
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1969 Triumph 750cc T150 Trident
Registration no. ANK 318G
Frame no. BC01662 T150T
Engine no. BC01662 T150T
Launched in the UK in 1969, the BSA-Triumph 750cc triples were based on the existing Triumph 500cc twin-cylinder engine, being in essence a 'Tiger-and-a-half'. Differences between the Triumph Trident and BSA Rocket 3 were more than just cosmetic: the two models used different frames and in BSA guise the motor featured an inclined cylinder block. Only the Trident survived the group's collapse in 1972, continuing as the five-speed T150V and later the T160 (using the inclined engine).
Although ultimately upstaged in the showroom by Japanese rivals, the Triumph and BSA 750 triples did more than enough on the racetrack to ensure their place in motorcycling history. The works triples won at Daytona, the Bol d'Or, and Ontario in 1971, while as a production racer they were equally dominant as the number of important race victories achieved (most notably by the works Triumph 'Slippery Sam') is eloquent testimony. Today the BSA-Triumph triples enjoy an enthusiastic following worldwide and are supported by a first rate owners' club - the T&R3OC - and numerous recognised specialists.
This T150 Trident was previously registered/used overseas and first registered in the UK in 1981. Our vendor has owned the Triumph since December 1990. The machine comes with numerous invoices for maintenance and parts, the most recent (for £1,845.95) being issued by marque specialists P&M in March 2024 for various servicing works including replacing the primary drive chain and sprockets. Additional paperwork includes a substantial quantity of expired MoTs, a photocopy V5 and current V5C registration documents.
Offered with key
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1972 BSA 650cc A65 Lightning
Registration no. Unregistered
Frame no. CG03488
Engine no. A65L CGO3488
For 1965, BSA's original A65 Star single-carburettor touring twin was replaced by the A65 Thunderbolt, which joined the twin-carburettor Lightning, both models continuing after the range was given a major makeover for the 1971 season. In this, its final incarnation, BSA's 650 gained a new oil-bearing frame, conical hubs, and Ceriani-style front forks with exposed stanchions. The lusty, parallel-twin performance remained unimpaired, Bike magazine recording figures of 14.09 seconds for the standing quarter-mile and a top speed of around 105mph when comparing the Lightning with an almost-identically-performing Yamaha XS2 back in 1972. Perhaps surprisingly, the BSA's handling, ride, and comfort were deemed superior to those of its Japanese opposite number.
Part of a recent barn-find discovery, this BSA Lightning displays a total of 3,396 kilometres on the odometer and was acquired unregistered in the late 1990's. The private vendor advises us that the engine was rebuilt approximately 15 years ago but not reinstalled until circa 2020 during the Lockdown. Clearly unused for a considerable time, the machine appears original and unrestored but its mechanical condition is not known (the vendor has attempted to start the engine but without success). Ideal for restoration, it comes with a Classic Services Dating Letter (1997); an undated RJM Classic Motorcycles invoice for the aforementioned engine rebuild (perusal recommended); and a Haynes BSA Owners Workshop Manual. There is no registration document with this Lot.
Offered with key
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1960 BSA 646cc A10 Golden Flash
Registration no. 306 PPD
Frame no. GA7.7852
Engine no. DA10 11553
A new '650' twin joined BSA's 500cc A7 model in 1949. The existing parallel twin architecture was retained for the new A10, with 360-degree crankshaft and single camshaft at the rear of the cylinder block, as was the four-speed gearbox bolted directly to the crankcase in a form of semi-unitary construction. Like the A7, the A10 was available initially with either a rigid frame or plunger rear suspension. Named 'Golden Flash', the new 650 was strikingly finished in pale beige metallic. Ever since the model's introduction enthusiasts have commonly referred to the touring A10 as the 'Golden Flash', even when it was finished in alternative colour schemes, as seen here.
This charming Golden Flash currently displays 69,292 miles on the speedometer and was won recently by the current vendor in an online competition, they were hoping to use it over the summer and enjoy it but sadly life has got in the way and it is being offered for sale. Since taking delivery of the motorcycle, the current vendor has taken the BSA for a couple of short rides and had it ticking over. Documentation consists of a V5C, continuation log book, BSA Owners Club dating certificate and invoices.
Key not required
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1947 Royal Enfield 346cc Model G
Registration no. 920 YUC
Frame no. G15627
Engine no. 7288 (see text)
Royal Enfield's range for 1946 comprised three related models: G, J and C/CO. The G and J were of 350cc and 500cc respectively and used the same overhead-valve engine but of different bore sizes, while the CO used the G motor and the C likewise but with side, rather than overhead, valves. Models G and J had a new telescopic front fork whereas the C/CO retained the pre-war girders. This Royal Enfield Model G has been ridden on VMCC Oxford Club Runs and recently displayed at the British Motorcycle Riders Oxford club stand at the Banbury Run and at the April 2024 Stafford MotorCycle Show. The vendor advises us the engine has been serviced with a new oil filter and Morris 40 grade motor oil and the tappets have been adjusted. The machine was last ridden on the road in September 2024. Accompanying documentation consists of a current V5C Registration Certificate, DVLA Tax reminder correspondence, a Surrey Cycles receipt and machine details display card for when the machine was on display at The International Classic MotorCycle Show in April 2024. It should be noted that the engine number recorded in the V5C is 'G7243'. Actual engine number is '7288'.
Key not required
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1963 Triumph 199cc T120 Tiger Cub
Registration no. 991 LPX
Frame no. T20 90944
Engine no. T20 74917 (see text)
'Britain's lowest-priced '200', the Triumph T20 Tiger Cub, impresses even a seasoned tester with its outstandingly good all-round performance and value. This four-stroke lightweight is game for a genuine 64-65mph; it will cruise energetically all day in the mid-fifties; and it will return fuel consumption figures little short of remarkable, whatever the throttle openings used.' - Motor Cycling.
With the introduction of the 149cc Terrier in 1952, Triumph re-entered the market for lightweight commuter machines. A simple, compact, unitary construction four-stroke with four-speed gearbox, the Terrier was joined in 1954 by an enlarged version - the 200cc Tiger Cub - that offered 60mph-plus performance and 100mpg. An immense success, particularly with younger riders, the Cub underwent continual development for the next 16 years, finally ending up with BSA Bantam cycle parts (as the Bantam Cub) before being dropped in 1970. The model remains a favourite with today's collectors, many of whom would have commenced their riding career on a Cub, and is well served by an extensive network of parts suppliers and other specialists.
Our vendor purchased this Tiger Cub in pieces in 1992 and built it up. Cub and Terrier specialists CJS Engineering carried out much of the mechanical refurbishment. The latter included an engine/gearbox rebuild, fitting a Morgo high-volume oil pump, conversion to 12V electrics and electronic ignition, and much more besides, all of the foregoing works being completed in December 2021. CJS's detailed bill is on file and the machine also comes with its original logbook (noting a change of engine to the current '74917' in 1970); some other bills and correspondence; a Triumph Owners MCC dating letter; a few expired MoTs; and a V5C Registration Document.
Key not required
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c.1957 Velocette 349cc Viper
Registration no. unregistered (see text)
Frame no. RS10291
Engine no. VR2432 (see text)
'One's outstanding impression is of the exceptional flexibility and smoothness of the engine – it seems almost incredible that so much docile punch should be the product of no more than one cylinder and an 8.5:1 compression ratio,' enthused Motor Cycling about its test Viper, summarising characteristics that will be familiar to anyone who has ever ridden one of Hall Green's delightful high-camshaft singles.
The high-performance 500cc Venom and its 350cc sibling, the Viper, were launched in 1956. The MSS frame and forks were retained for the newcomers while full-width alloy hubs were adopted to boost braking power and smart chromed mudguards fitted to enhance the models' sporting image.
Ideal for Historic sprints and hill climbs, this Velocette Viper special consists of a frame dating from late 1957 and an engine built in 1959. It should be noted that the registration number 'WSM 635' which appears on the machine is not recorded in either the DVLA or HPI records, nor are there any documents present relating to said registration. Please also note that the machine was accompanied by documents for the registration number 'RTY 105', which matches the engine number 'VR2432' but lists a different frame number; hence this motorcycle is offered unregistered and without documentation. Its degree of completeness and mechanical condition are not known and thus the machine is offered for restoration sold strictly as viewed.
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48
Offered from a deceased's estate
1954 Panther 250cc Model 65 Project
Registration no. HJG 917
Frame no. F8233
Engine no. 54JS413B
Panther first used vertical power units in 1948 for its 250cc and 350cc trials models, which unlike the firm's traditional, large-capacity roadsters eschewed the stressed-member, sloping-engine layout in favour of a conventional tubular frame, an arrangement adopted by the equivalent roadsters in 1949. The overhead-valve engine contained its dry-sump oil tank within the crankcase in Panther's traditional fashion and was unusual in employing plain bush main bearings. A Dowty Oleomatic front fork was fitted and the Models 65 (250) and 75 (350) retained a rigid frame. For 1953 there was a new swinging-arm frame and a conventional telescopic fork, and in this form the smaller Panthers lasted until the early 1960s, the company's representation in the lightweight category being exclusively Villiers-powered thereafter.
First registered on 24th March 1954, this Model 65 Panther was purchased by its late owner from a Mr Chapman of Maidstone in 1977. Incomplete, the machine is offered for restoration and sold strictly as viewed (the engine turns over). Accompanying paperwork consists of an old-style continuation logbook (issued 1977) and an old-style V5 registration document. It should be noted that the latter incorrectly records the engine number as '5455413B'.
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c.1969 Kreidler 50cc Racing Motorcycle
Registration no. not registered
Frame no. unable to locate
Engine no. B15-5H
The 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.
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 Dorflinger 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 air-cooled 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 required
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c.1973 Kreidler 50cc Racing Motorcycle
Registration no. not registered
Frame no. unable to locate
Engine no. 1066841
•Water-cooled example
•No history known
•Requires recommissioning
The 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 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 required
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c.1971 Guazzoni 50cc Racing Motorcycle
Registration no. not registered
Frame no. BNA120146X
Engine no. unable to locate
The Guazzoni factory was founded in Milan, Italy in 1935 by Aldo Guazzoni (1908-1978). At first the company built motorcycles fitted with proprietary engines before turning to the manufacture of three-wheelers. After the war Guazzoni became the Milan concessionaire for Motori Morini and in 1950 returned to the manufacture of motorcycles, making a 150cc two-stroke model for FBM of Bologna. Like many other small Italian concerns, Guazzoni would concentrate its efforts on the ultra-lightweight market, and throughout the 1960s and into the 1970s produced a succession of stylish sports roadsters such as the Cadetti and Matta. Many of them used disc-valve two-stroke engines with reversed cylinders (exhaust at the rear), a feature that became something of a company hallmark. Guazzoni closed in 1976.
The Guazzoni production racer offered here has the company's typical disc-valve engine with rear-facing exhaust. Unfortunately, nothing 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). There are no documents with this Lot, which is sold strictly as viewed.
Key not required
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DMS 'Drixton' Honda 500T RR Racing Motorcycle
Registration no. not registered
Frame no. DMDR-003
Engine no. CB450E-5005717
Perhaps surprisingly, given the ubiquity of the Drixton-Honda replica in modern-day Classic racing, only a tiny handful was built in period by Swiss racer turned frame-maker Othmar 'Marly' Drixl, the first being commissioned by Australian racer Terry Dennehy to accommodate the CB450 'Black Bomber' motor. In recent years replicas of the Drixton-Honda, particularly in CB350 K4 form, have become one of the mainstays of historic motorcycle racing worldwide.
Frame number '003' is the former Davies Motorsport (DMS) works bike campaigned by them at numerous CRMC meetings with Richard Parker as rider. Very competitive at the time, this machine won lots of 500cc Group 2 races and set many new lap records at different circuits such as Mallory Park, Brands Hatch, Snetterton, Donington Park, Cadwell Park, etc, etc.
On 16th August 2011 Davies Motorsport sold the Drixton to an owner at that time resident in Dubai (later Wiltshire), from whom it was purchased by the current vendor in 2016. Since then the machine has been raced at CRMC events and IHRO European events including Spa Francorchamps, Assen and Chimay. It is fitted with extra oil feeds to the cam box (addressing a known issue), while the standard torsion-bar valve springs have been replaced with coil springs. An engine refresh was undertaken recently by D&M Engineering at a cost of £4,000 (bills on file) and we are advised by the vendor that the machine is ready to race next season. The front brake has been set up by specialist Dick Hunt (invoice on file).
Accompanying paperwork includes numerous bills; a invoice recording DMS's sale to the previous owner; and a CRMC registration certificate issued in 2011. The machine comes with various spares to include a fairing, front mudguard, exhaust pipes/silencers, sprockets, shock absorbers, and a front wheel with brake disc.
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53
c.1978 Suzuki TS250 'Vic Camp Clubman Racer' Project
Registration no. unregistered
Frame no. TS2504-20510
Engine no. TS2504 0031 20562
Suzuki's popular TS250 trail bike seems an unlikely basis for an affordable clubman's racer, yet that is what Vic Camp – the former UK Ducati importer – achieved in the 1970s. UK importers Heron Suzuki GB marketed Vic's conversion as the 'Suzuki Grand Prix' and 'Vic Camp Suzuki TS250 Clubman Racer': 'It's closely based on the standard Suzuki TS250 Trailbike deliberately with the minimum of alteration, so that its spares remain inexpensive and easy to get, unlike most other racing motorcycles.
'Vic Camp Suzuki TS250 offers two positive advantages. It is a fraction of the price of any other new 250 racer, and clearly presents a much better bet for the Club rider than a well-used, worn out 250 of another make. One has lapped the Brands Hatch short circuit in the hands of an ordinary rider in just 57 seconds, so you can bet you'll see several around this season.
'The Vic Camp Suzuki TS250 is simple, a modified TS250, one of the famous Suzuki Trailbikes. That they're rugged and perform well is demonstrated by Vic's choice, and in standard form they offer a combination of style, economy and reliability that's hard to beat.' It is estimated that 48 Vic Camp Suzukis were made.
Heron Suzuki's April 1977 advertising in Motor Cycle News showed the Vic Camp Clubman Racer complete with full fairing, large tank, racing seat, wire-spoked wheels, tubular swinging arm, underslung exhaust, and a Suzuki TLS front brake. This contrasts with the machine offered here, which features alloy wheels, a disc front brake, box-section swinging arm, an upswept exhaust, and different tank and seat, pointing to the conclusion that it is a later model.
The Suzuki is offered for restoration, its mechanical condition and completeness being unknown (the engine turns over). There are no documents with this Lot, which is sold strictly as viewed. Key not required (ignition barrel removed).
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2006 Triumph Sprint ST 1050
Registration no. LX55 ETR
Frame no. *SMTTF6915J6247399*
Engine no. 5248438
The Triumph Sprint ST 1050 is a sport-touring motorcycle produced by the British manufacturer Triumph. It combines performance, comfort, and style, designed for both long-distance touring and spirited riding. The Sprint ST 1050 provides a smooth, responsive ride with excellent power delivery across the rev range, making it versatile for both city riding and long touring. Its upright stance makes it comfortable on long trips, while its solid suspension and brakes ensure sharp handling when the road turns twisty.
This Triumph Sprint was acquired by the vendor in 2016. Used sparingly and kept dry stored in the garage on trickle charge. The machine was last run in November 2024 and comes with a current V5C Registration Certificate. It should be noted the V5C records the engine number as '248438', whereas the actual number is '5248438'.
Offered with key
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1937 Velocette 249cc MOV
Registration no. CFD 355
Frame no. MD6305
Engine no. M4022 (see text)
In 1933 Veloce Limited augmented its overhead-camshaft range with an overhead-valve 250 - the MOV - that would spawn an entirely new range of OHV singles. The newcomer's engine was a 'high-camshaft' design with enclosed valves, and the compact and sprightly machine featured a four-speed gearbox equipped with the company's new foot-change mechanism. The following year an overhead-valve 350 built along MOV lines appeared. This was the long-stroke MAC, subsequently bored out to create the 500cc MSS. Post-war, Velo's overhead-valve trio continued much as before, with rigid frames and - initially - Webb girder forks. The MOV was dropped at the end of 1948.
This MOV was purchased by the late owner over 30 years ago, it's believed to have been stored and not used in over 25 years, therefore it is sold strictly as viewed and offered for recommissioning or restoration, the engine does turn over. It should be noted that the RF60 logbook states an engine change to the current engine in 1970. Offered with the aforementioned RF60 logbook, old style V5 and expired MoTs.
Key not required
Footnotes:
All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.
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c.1960 Velocette 499cc Venom
Registration no. not registered
Frame no. RS15190
Engine no. VM4508
Introduced in 1956, the Venom sports roadster was derived from the touring MSS. The latter disappeared from the range in 1948, re-appearing in 1954 with a new swinging-arm frame and telescopic fork. The engine too was up-dated, changing to 'square' bore and stroke dimensions of 86x86mm and gaining an alloy cylinder barrel and 'head. Engine development pursued as part of the scrambles programme bore fruit in 1956 in the shape of the high-performance Venom and its 350cc sibling, the Viper. The MSS frame and forks were retained for the newcomers, but full-width alloy hubs were adopted to boost braking power and smart chromed mudguards fitted to enhance the models' sporting image. Produced until the end of Velocette production in 1971, the Venom represents the final glorious flowering of the traditional British sports single, and today these supremely well engineered thoroughbreds are highly sought after.
This particular Venom was purchased by the current vendor in 2015 from his mother in laws sister, her late husband had owned it and used it as the family transport including fitting a sidecar on the machine (note the 16' Borrani rim still fitted), it was laid up for 14 years before the current vendor purchased it. During 2020 and the Covid lockdown, the present owner decided it was time to recommission the Velo and get it back on the road, spending his time checking things over, he and his brother got it running and since then, it has been started occasionally but not used on the road therefore will need careful recommissioning before returning to the road. Offered without documents.
Key not required
Footnotes:
All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.
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1960 Velocette 499cc Venom
Registration no. 555 RE
Frame no. RS13443
Engine no. VM3590
Introduced in 1956, the Venom sports roadster was derived from the touring MSS. The latter disappeared from the range in 1948, re-appearing in 1954 with a new swinging-arm frame and telescopic fork. The engine too was up-dated, changing to 'square' bore and stroke dimensions of 86x86mm and gaining an alloy cylinder barrel and 'head. Engine development pursued as part of the scrambles programme bore fruit in 1956 in the shape of the high-performance Venom and its 350cc sibling, the Viper. The MSS frame and forks were retained for the newcomers, but full-width alloy hubs were adopted to boost braking power and smart chromed mudguards fitted to enhance the models' sporting image. Produced until the end of Velocette production in 1971, the Venom represents the final glorious flowering of the traditional British sports single, and today these supremely well engineered thoroughbreds are highly sought after.
Acquired by the late owner over 30 years ago, little is known about its earlier or recent history. Having remained unused and not started for over 25 years, it is therefore offered strictly as viewed, for recommissioning or restoration. The engine does turn over. Offered with an old style V5.
Key not required
Footnotes:
All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.
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1969 BSA 740cc Rocket III Project
Registration no. CGX 25H
Frame no. DC02984 A75R
Engine no. DC02984A75R
Essentially a 'Tiger-and-a-half', the Triumph and BSA 750cc Triples were launched in 1969. Differences between the Triumph Trident and BSA Rocket III were more than just cosmetic: the two models used different frames and in BSA guise the motor's cylinder block was slightly inclined forwards. BSA-Triumph had learned a lot about engine development from racing the 500cc twins, and the Triples were the most powerful machines in their class; indeed, the UK's Bike magazine wound their road-test Rocket III up to a top speed of 128mph. Today the Triples enjoy an enthusiastic following worldwide and are supported by numerous recognised specialists and a first rate owners' club – the TR3OC – whose annual 'Beezumph Rally' is highly recommended.
This Rocket III was acquired by the vendor in 2018. It should be noted that the machine was damaged in a flood while in storage. Offered for restoration, prospective purchasers must satisfy themselves with regard to this motorcycle's originality, completeness, authenticity and mechanical condition prior to bidding and thus is sold strictly as viewed. Accompanying paperwork consists of old/current V5C; old V5; Expired MoT certificate (2018) and a 2018 D.R.Classic Motorcycles Ltd purchase receipt. It should be noted the fuel tank is loosely fitted. There are spares offered with this lot including mudguards; side panels; fuel tank trim; badges and others.
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.
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Saleroom notices:
Please note the engine is free/turns over and the gearbox selects gears.
Lot to be sold without reserve.
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1981 Benelli 900 Sei Project
Registration no. NHH 982W
Frame no. BO*10655*
Engine no. BG BO*10673*
Despite a racing heritage second to none, Benelli was in trouble by the late 1960s and fell into the clutches of Argentine industrialist Alejandro De Tomaso in 1971. Under De Tomaso's stewardship the revitalised company was soon grabbing the headlines with a host of new models, none more startling than the 750cc Sei (Six) of 1972, the world's first production six-cylinder motorcycle. The fact that Benelli was able to produce the design so quickly despite lacking previous experience of this type of engine was easily explained: it looked like a Honda CB500 'four' with two extra cylinders, which in effect was just what it was. Even the bore and stroke dimensions were identical to those of the Japanese unit. Production proper began in 1974 but the Benelli was soon overshadowed by Honda's own CBX1000 'six', forcing the Italian company to respond with the 900 Sei in 1980.
This 900 Sei was acquired by the vendor in 2018. It should be noted that the machine was damaged in a flood while in storage. Offered for restoration, prospective purchasers must satisfy themselves with regard to this motorcycle's originality, completeness, authenticity and mechanical condition prior to bidding and thus is sold strictly as viewed. Accompanying paperwork consists of a current V5C Registration Certificate; handwritten receipt and Martin Ashby Motorcycles invoices. It should be noted the fuel tank cover is loosely fitted. There are spares offered with this lot including a mudguard; headlamp fairing and panel badges. 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).
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.
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Saleroom notices:
Please note the engine is free/turns over and the gearbox selects gears.
Lot to be sold without reserve.
For further information on this lot please visit Bonhams.com
For further information about this lot please visit the lot listing Saleroom Notice: Please note the engine is free/turns over and the gearbox selects gears.
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1976 Triumph 740cc T160 Trident Project
Registration no. MLY 439P
Frame no. T160 JK05913
Engine no. T160 JK05913
Of BSA-Triumph's two flagship three-cylinder models, only the Triumph Trident survived the Group's collapse in 1972, continuing as the five-speed T150V and later the heavily revised and restyled T160 (using the deleted BSA Rocket III's inclined engine, suitably altered to appear more Triumph-like). The important production race victories achieved testify eloquently to how good a well-fettled triple can be; indeed, the T160's improved chassis reflected lessons learned from production racing. Other advances included an electric starter, rear disc brake, and left-side gear change. Fewer than 7,500 T160s were made between March 1975 and December 1976 when the Small Heath factory closed, and this last-of-the-line triple can only become increasingly collectible.
This T160 was acquired by the vendor in 2018. It should be noted that the machine was damaged in a flood while in storage. Offered for restoration, prospective purchasers must satisfy themselves with regard to this motorcycle's originality, completeness, authenticity and mechanical condition prior to bidding and thus is sold strictly as viewed. Accompanying paperwork consists of a current V5C Registration Certificate. It should be noted the 'T160' frame and engine prefix is not recorded in the V5C.
Offered without 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.
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Saleroom notices:
Please note the engine is free/turns over and the gearbox selects gears.
Lot to be sold without reserve.
For further information on this lot please visit Bonhams.com
For further information about this lot please visit the lot listing Saleroom Notice: Please note the engine is free/turns over and the gearbox selects gears.
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