NEWSLETTER OF THE BRITISH MOTORCYCLE CHARITABLE TRUST
50th edition December 2021
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IMPORTANT ANNOUNCEMENT We regret to have to inform our members that, by mutual consent, the BMCT and the British Motor Museum at Gaydon have terminated their affiliation agreement following a change in the Museum’s policy, and that with effect from Sunday 2nd January 2022 BMCT members will no longer be able to enjoy free entry to the collection. Our association with the Museum, formerly the Heritage Motor Centre, goes back some twenty years. In that time we have been unable to find ways to raise the profile of motorcycles within the Museum, which made it difficult to promote our cause there. We apologise if this decision causes any inconvenience to our associate members. So if you were planning a trip to Gaydon in the near future, it’s a good idea to get there before they close for their Christmas and New Year break. Your membership card will be accepted there until 23rd December.
THE ONE AND ONLY WATER-COOLED CLASSIC
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he BMCT’s latest acquisition is this unique Norton Rotary. The story of how the bike came to be built is told here in the words of Richard Negus, who had a long career at Norton Motors in Shenstone as Development Engineer and ultimately Managing Director. Richard is widely acknowledged as THE expert in rotary Nortons.
who very quickly produced a new tank. The mock-up was completed and delivered to the NEC with all the other Show bikes. “Results from the 1990 Show for this machine were disappointing. A few positive comments about comfort/riding position, several adverse remarks about the appearance of the water-cooled engine unit, but no one sufficiently interested to request a test drive. The machine was put into a corner of the factory, covered with a dust sheet and forgotten. “With the benefit of hindsight, my own opinion for the lack of response is that identifying it with the air-cooled Classic was a mistake as, technically, it was a very different motorcycle; more compliant suspension, more comfortable riding position, and greater range. To reinforce that view, it should have been a different colour, Candy Red for example, to contrast with satin black of the engine and radiator.
“And then out of the blue months later, a gentleman on the phone wished to buy “one of those water-cooled Classics”. Consternation all round as we reviewed what was necessary to convert the show mockup into a fully-functioning motorcycle. Most of the work centred around the radiator, radiator surround, and the header tank. The The unique Norton P53C which will be used on the road to radiator itself needed a pressure cap, the surround was replaced with a attend classic motorcycle events and promote the work of more substantial item, and an overflow tank fabricated in aluminium. the BMCT to a wider audience. A new wiring loom was made to include matching connectors for the Yamaha switchgear and instrument console. The bike was given the “The original Norton Classic had all the mechanical components of its model designation P53C. predecessor, the police-specified Interpol 2, but dressed as a conventional motorcycle. As the first new, factory-made motorcycle “The potential buyer was invited to the factory to view the bike and offered for sale to the general public since 1976, and the first rotary- was made aware that this was a unique machine, the actual show bike, engined machine ever made by the Company, Norton anticipated very and unlikely to be replicated as a production series. After a walkgood sales of the model. It was unveiled at the 1987 NEC Show and round and listening to it running, Potential Buyer became Actual Norton were not disappointed as deposits on sixty of the batch were Buyer, much to the relief of Norton staff, and took delivery of his taken there. The remainder of the one hundred batch were sold over machine in August 1991.” the following few weeks. The last few bikes of the batch were completed in September 1988. “For a subsequent Show, Norton reasoned that an up-dated version of the Classic should be presented, to run alongside the Commander touring bike now in regular production at five machines per week. The two models should have the same mechanical components, be assembled on the same production line, and only differ at the end of the line when the model-specific components were added. A new Commander rolling chassis was taken from store and delivered to Norton’s Development Shop for Classic styling components to be trial -fitted. The Commander is fitted with dual 14 Ah batteries to support the police machine’s additional electrical loads. For this motorcycle, the second battery could be discarded, thus providing space for the electrical components which are normally hidden underneath the Commander’s bodywork. The general opinion of the mock-up within the factory was that it looked very attractive, but needed a much larger fuel tank to off-set the bulk of the radiator and water-cooled engine unit. The machine was delivered to Specialised Products at Bourne
For comparison, here’s an air-cooled Classic (P43)
Front page. Noted motorcycle journalist Alan Cathcart rides the BMCT’s 1955 Wooler Flat Four for an in-depth ten-page feature in the October 2021 issue of The Classic MotorCycle magazine. Photo: Kel Edge
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SCOOTERS IN THE ISLE OF MAN
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he BMCT’s superb collection of British Motor Scooters can now be seen in a brand-new exhibition at the Isle of Man Motor Museum. Situated on the former RAF Jurby in the sunny north of the Island, the privately funded Museum is purposedesigned and houses over 400 vehicles in all states of life, from immaculate original one-owner cars and concours-standard restored motorcycles to well-used daily drivers and complete barn-finds. The core of the Museum’s collection is the Cunningham Collection. Assembled by father and son team Denis and Darren Cunningham over the past 30 years, this unique gathering of both historically significant vehicles and cars with very personal family stories led them to establish the Museum in order to share their passion. Our grateful thanks to long-standing BMCT member Richard Duffin for the photos, taken during a recent visit.
RON LANGSTON’S ARIELS - A CORRECTION Dear Andy, Many thanks for accepting my application to join the BMCT. I applied to join on the recommendation of Mike Jackson (Old MJ). Your August 2021 BMCT news has some personal interest for me. On the August cover is Ron Langston on a Works Ariel but it's not his Ariel HT5 1958 ISDT machine, as on page 2. Ron's ISDT gold winning machine is XOB440 as on page 3 Number 245.The machine on the August 2021 front cover is Ron Langston's old 1958 Ariel HS3, The only HS3 built. I bought Ron's Ariel HT5 XOB440 in 2019 via Bonhams but sold it later that year to a collector of ISDT machines. It was sold again via Bonhams in December 2020, and bought by Sammy Miller. Ron's Ariel HS3 as on your August cover, I bought this machine again via Bonhams in 2017. I was at Sammy Miller’s museum extension opening, and took the Ariel HS3 for Ron to ride, and also another one of Ron's bikes, an Ariel HT5 GOV130. Trust the above information is of interest to you. Regards Paul Stephenson
(L to R) Ron Langston, Sammy Miller and Gordon Blakeway
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DEREK RICKMAN (1933 – 2021)
Mike Jackson entered the motorcycle industry in 1964 as Greeves’ sales representative, moving to Norton Villiers in 1969. In 1979 he moved to the USA as Norton’s general manager, returning two years later as sales director for Norton Villiers Europe, continuing in this role at Norton Villiers Triumph (NVT) until 1977, at which point he co-founded Andover Norton Ltd, an NVT subsidiary focussing on spare parts supply. Since 2007 Mike has been a motorcycle consultant with Bonhams, the auction house, and since 2008 a member of the BMCT trustee board. Few people knew Derek Rickman better than Mike, and here’s his appreciation of Derek, based on the eulogy he gave at his funeral.
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erek’s loss in July (at 88 years of age) creates an unfillable void in the UK’S off-road and manufacturing communities; it is also a poignant reminder of the huge long-term contribution made by Hampshire’s famous racing brothers. Their father, Ernie, was a top pre-war speedway rider. He established a garage in New Milton, but tragically died unexpectedly while Derek & Don were at boarding school. Derek always credited his father for the Rickman philosophy of “It must be right, or not at all” given that everything they produced was a byword for quality. One can but imagine the problems then facing Mrs Rickman, who, together with daughter Daphne, suddenly found themselves in the motor trade. However, the resourceful Mrs Rickman - who lived to 99 persevered, and with four gallons of petrol then selling for less than a pound, kept the garage going while Derek was apprenticed at Thorneycroft (and Don at Westover, in Bournemouth), and continued so to do during their respective spells in National Service. Derek, luckily, got a compassionate posting close by New Milton. Don, meanwhile, was invalided out, due to a scrambles injury. They had already begun competing in trials and scrambles at 16, on cumbersome plunger-sprung Gold Stars, which attracted the attention of Harold Wakefield; a retired banker and scratch golfer from Cumberland, who’d retired to Ferndown…to play the odd round with Peter Allis, no less! Mr Wakefield master-minded a fund that was dedicated to furthering young motorsport talent. His support swiftly speeded the brothers’ arrival into the country’s top echelon of scramblers. At this time (mid-1950s) Britain’s major motorcycle manufacturers chose to ignore the brothers’ outstanding ability despite, as privateers, they were soon in the MX des Nations Team and constantly beating the majority of factory riders in trade-sponsored events. Eventually in 1955 Royal Enfield provided them with a brace of complimentary Bullet scramblers. Quick in a straight line, yes, but with the frailest of forks and frames. A few wins, but so frequent were the DNFs that for the following year they sensibly reverted to a Derek in action on his Wakefield BSA pair of Wakefield BSAs.
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It was during their Enfield period that a crucial seed was sown…the idea to assemble the best components into a bike of their own construction. At a historic day in March 1959 at Bulbarrow, Dorset – a traditional season-opener event – the boys unveiled a very special machine, which they’d constructed during the winter in great secrecy. It was a fairytale beginning, for Derek won every race. Un-named, until later that evening at Mr Wakefield’s house, this first ever Métisse (French for “mongrel” - Ed.) used a Triumph Tiger 100 engine in a BSA Gold Star frame, together with Norton forks and BSA hubs. A forensic expert, if looking for fingerprints, would’ve found those of Syd Lawton, Eddie Burroughs, Peter Pykett, and ‘Tiny’ Camfield. An auspicious debut was further enhanced a fortnight later when Don, on his first Métisse, won Good Friday’s prestigious Hants Grand National. Their garage had by now been superseded with a conventional motorcycle dealership in New Milton, in which their race bikes were also prepared. Their Métisse prototypes were continuously improved throughout 1959, primarily on the cycle parts side; ever lighter, ever stronger, and ultimately more handsome with the addition of a beautifully styled rear mudguard, seat, and air filter assembly constructed in glass fibre. Various friendly rivals started asking Derek, “Can you make one for me?” Being of a positive rather than a negative disposition, Derek thought it through. After discussion with Don the response was that they probably could, and they definitely should! The rest is history. The Mk III Métisse frame kits they began producing commercially (and which accepted either a Triumph twin or a Matchless G80 engine) were based on the third evolution of the bike that began at Bulbarrow. These life-changing activities are fully chronicled in Dave Gittins’ magnificent Rickman book but, effectively, this period saw the brothers change from Rider Agents into Manufacturers, moving shortly into their first factory at nearby Gore Road. Some seven years later, at their second factory in Stem Lane, the workforce had grown to 130 personnel. (AUTHOR’S NOTE: During my Sales Rep days, I would dutifully report Rickman progress to the boss at Greeves. His invariable response: “How long before their town is re-named New Métisse? MJ) We must not overlook the evolution of the Petite Métisse around 1960. With its 250 Bultaco engine this little beauty – affectionally known as the Yellow Peril – was an instant success, prompting them to take on the UK importership for the respected Spanish brand. It was a link that saw them joined by a brilliant trials rider, also a skilled development engineer, who was already involved with the development of a Bultaco trials bike. Nobody knew back then that his burning ambition was to be a Museum Curator…Sammy Miller of course! In fact, on 1st August this year, the Sammy Miller Museum hosted the 2nd annual Métisse Reunion Day, a most successful gathering, and a timely tribute to Derek himself. Meanwhile, back in factory mode - even before production had officially commenced - it was widely acknowledged that the Mk III chassis was a 100% fit-for-purpose product. Thinking ahead, and supported by Don on the tech side, Derek decided to visit the management at Triumph and Matchless. The plan he put to their directors was for either factory to produce the Mk III cycle parts in house, in volume, prior to slotting in their own engines, thus creating and harnessing an instant entrée into the USA’s booming off-road market. It made good sense. The brothers, meanwhile, without the pressure of production, could then continue with development. While staying overnight with Brian Martin (BSA Competitions Manager) the night before their Triumph visit, he (Brian) gloomily predicted that, if BSA were approached with such a concept, they would almost certainly decline, quoting the NIH factor = Not Invented Here. In the event both Triumph & Matchless did indeed decline, confirming a complete lack of vision…far worse than NOT going to SpecSavers. This incident is arguably best described as a Blatant British example of Foresight Failure! Mid 1960s…Steve McQueen was filming in England; he had a free weekend and wanted to spend time in New Milton talking up his next Métisse order. The boys went to fetch him from Peter Sellers’ apartment in London. En route to Hampshire they stopped for a bite at a pub near Basingstoke. Midway through the meal a couple of blokes approached the hungry trio and enquired, “Aren’t you the Rickman brothers? We’ve seen you race many times at Beenham Park.” Remarkably they DIDN’T recognise McQueen, who was delighted with his new-found anonymity!
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(cont.) Between 1955 - 1968 your scribe was at over a hundred scrambles in which the brothers were also competing. Daphne and Mrs Rickman were often on hand, too, providing moral support. It is fair to say the brothers never ever stopped trying, and consistently succeeded, right at the front…except just once! Mid-1960s, at the Eric Fernihough Team Relay Scramble at Beaulieu, a long running ‘derby’ for Southern Centre Clubs. It was frequently won by the XHG Tigers Club, whose membership included both Rickmen, the Sharp brothers, Jerry Scott, and Ivor England. Thankfully, despite XHG Tigers’ almost inevitable domination, there was always a battle royal for second place between the Alton, Portsmouth, Mortimer, Bishops Waltham, Winchester, and Southampton Clubs. Four riders per team, each riding 4 laps before passing the baton. On this occasion - at the point the best clubs’ third rider was on the track - XHG were over half a lap in the lead, and Southampton were lying 2nd. Derek was third man for Tigers, to be followed by Don, and Ray Russell the same for Southampton, who’d be handing over to yours truly. Alas, at the end of his 4th lap the exuberant Derek forgot to pass the baton, riding straight through for a surplus 5th lap. This suddenly meant that XHG’s half lap lead was now a half lap deficit…as and when Derek eventually handed over to Don. Meanwhile, I’d started my four laps, knowing Don was half a lap behind, but catching fast. With the crowd now aware, it was as exciting for them as it was worrying for me. Phew! In the end Southampton did finally win, by about 30 yards. Derek was so apologetic over his error. In an honest confession he said, “…the bike was going beautifully, I was enjoying my ride…I simply forgot!” On retirement from scrambling Derek took up golf. Inherently competitive he ultimately got his Handicap down to a respectable 12. If you asked about his Handicap, he’d smile and say something like, “Forget the Handicap; my main worry is that Sammy Miller might start scrambling!” Derek twice scored a hole-in-one, which, for a motorcyclist, is very similar to winning two TTs on the same day. Space unfortunately dictates that some of Derek’s other achievements must be summarised all too briefly here:
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With a reputation for bending tubes thru 90 degrees (sans ‘crinkles’) the firm were contracted to supply the NHS with a wide selection of chromed heating tubes. Derek & Don, proposed by Jeff Smith, were inducted into the AMA Hall of Fame in 200 - a rare achievement for nonAmericans. Derek won the FIM’s 750 MX Championship in 1966. In 1966 the Rickman firm were the first volume producers of disc brakes for motorcycles. In the 1980s Fowlers of Bristol distributed the Rickman range of quality motorcycle luggage. The Mk III Métisse has continued in limited production, and is currently made in Steve McQueen Replica form by Gerry Lisi.
In conclusion, then, Derek’s was a life well lived, closely and passionately forever involved with motorcycles. For further reading we recommend seeking out either of these fine high quality books by David (Dave) Gittins, well known author and authority on classic trials and scrambling.
Derek successfully raced an Austin Healey 100 in 1954. The Rickman firm won a coveted Queen’s Award for Industry in 1974.
NEW EXHIBIT FOR SAMMY MILLER MUSEUM
BANTAM PRIZE IN MUSEUM RAFFLE
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here’s still time to buy raffle tickets from Dover Transport Museum for your chance to win a 1967 BSA Bantam 175cc D14/4. Alternatively you may take a Cash Prize of £1,000. The prize draw will be made on 24th December 2021, Christmas Eve, at the museum. Tickets are priced at just £5 for a book of five.
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he Sammy Miller Museum are delighted to announce the latest addition to the Sammy Miller Museum Trust collection, Peter Fletcher’s 1961 Works 500cc Royal Enfield. This is a very special bike with a Reynolds 531 tubed frame. Being an ex-works bike it has many special features and was campaigned by Peter with great success. Peter was a very close friend of Sammy’s and they travelled to many events together, including the famous Tatra Trial in Poland. The bike joins the Off Road Section in the newly extended museum alongside icons such as Sammy’s famous GOV132 and Gordon Jackson’s Works Trials AJS.
To buy raffle tickets online go to: https://www.dovertransportmuseum.org.uk/raffle-2021/ If you are paying by cheque and do not have an email address, please add 70p to cover the cost of postage or send a stamped addressed envelope. Cheques should be made payable to “Dover Transport Museum Society” and endorsed “Raffle 2021” on the rear. Please send to Peter Boast, Dover Transport Museum, Willingdon Road, Dover CT16 2JX. For any enquiries email: raffle@dovertransportmuseum.org.uk
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THE GREAT ETHANOL DEBATE
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question that is constantly being asked right now, particularly with the introduction of E10, is “Will Ethanol based fuel will harm my bike?” As a previous industrial chemist and owner of several classic bikes and cars I decided to address this controversial subject and provide answers to many of the questions being asked. Hopefully, this will lead to an explanation on the consequences of using Ethanol based fuel and address what changes need to be made and what don’t. Using Ethanol based fuel basically comes down to a case of damage limitation. Some of the questions being asked right now include: • Will Ethanol based fuel corrode my fuel tank? • Will Ethanol based fuel corrode my carburettor? • Will Ethanol based fuel attack my fuel pipes? • Will Ethanol based fuel attack rubber seals and gaskets? • Does 2 stroke oil mix properly with Ethanol based fuels? • Does Ethanol based fuel increase the risk of engine seizures? • Does Ethanol based fuel give the same performance as non-Ethanol based fuel? • How long can Ethanol based fuels be stored for? • Will a fuel stabiliser work to prevent moisture absorption and increase storage life? • Can Ethanol be removed from fuel? • Are there any non-Ethanol fuels still available? The main problem with Ethanol is that it is hygroscopic which means that it has an affinity to absorb moisture from the air. It is this water that causes the ensuing damage since it will, over time, corrode many of the metal parts it comes into contact with. Needless to say, the actual conditions required for the fuel to absorb significant levels of moisture must be considered. The greater the headspace in the fuel tank, the greater the chance of moisture absorption due to increased surface area of exposed fuel. Remember that fuel tanks are essentially vented to atmosphere, as are gravity fed motorcycle carburettors. Moreover, the higher the relative humidity, the greater the chance of moisture absorption. Excessive fluctuations in air temperature can also cause condensation to form which is quickly absorbed by the Ethanol. The best way to reduce moisture absorption to an absolute minimum is therefore to keep the tank topped up to the brim wherever possible and avoid exposure to severe temperature fluctuations. Keeping the bike under cover helps significantly here. Now onto the damage caused by absorbed moisture in the fuel. The main question is whether the absorbed moisture causes corrosion of metal parts? If the fuel is used before moisture build up becomes significant then corrosion damage is unlikely. However, if the fuel is left for any length of time then excessive moisture build up will start to cause corrosion damage particularly to steel and aluminium parts. Fuel tanks, fuel taps and carburettors are the main problems here and it is not uncommon to witness significant corrosion of carburettor internals when left standing over time containing Ethanol based fuels. Soldered components such as carburettor floats are also
quite vulnerable. Ethanol based fuels should be used within a couple of months at the very most and drained from the tank and carburettors if left any longer than this. In any event, modern fuels do not store very well since the octane rating deteriorates if left for any longer than this. Ethanol based fuels are also more unstable than non-Ethanol fuels. Now onto rubber components. The term rubber is a bit of a misnomer. Seals, gaskets and pipes are made from a wide range of elastomers including Nitrile (Buna N), Neoprene, EPDM, Viton etc. etc. and this is where the problem lies. Whilst some elastomers exhibit very good resistance to Ethanol, many do not. Generally, motorcycle fuel pipes are made from neoprene which is extremely resistant to Ethanol so no problem there. However, many seals and gaskets are made from Nitrile (Buna N) which has very poor resistance to Ethanol. Ethanol can cause these seals and gaskets to swell over time whilst some elastomers can become quite brittle. It’s best to swap out any problematic seals and gaskets in the fuel system (taps, carburettors etc.) for a more resistant material, though this is easier said than done since many manufacturers and OEM’s do not state what material has been used in the manufacture of these items. This is a difficult one and it’s often a case of suck it and see. If Ethanol based fuels appear to be causing problems with seals and gaskets it’s best to replace the affected items then avoid Ethanol based fuels altogether. Unless, of course you can identify and obtain Ethanol resistant seals and gaskets made from more resilient materials which exhibit very good resistance to Ethanol. Most modern engine and fuel systems (post 2000) have already been manufactured incorporating seals and gaskets made from more resilient materials. A popular misconception about Ethanol based fuels is that they can increase the risk of engine seizure. There is no real credible evidence that Ethanol based fuels increase the risk of seizure despite the fact that a 10% Ethanol addition will have a slight (2.6%) leaning effect. Moreover, 2 stroke oils mix with Ethanol based fuels just as well as they do with non-Ethanol fuels. The idea that Ethanol based fuels can contribute to engine seizure is a myth that should be ignored. However, it should be noted that the calorific value (energy content) of Ethanol is less than that of Petrol so we can expect a small difference in performance when using Ethanol based fuels though hardly significant with 10% Ethanol (E10). In some countries like Australia where 85% Ethanol (E85) fuels exist this has become more of an issue but UK fuels currently contain a maximum of 10% Ethanol so not really an issue. Another common question is whether a fuel stabiliser will work to prevent moisture absorption and increase storage life? In a nutshell, No. Fuel stabilisers do not work to prevent moisture absorption and do very little to retain the octane rating of a fuel during long term storage. Stay away from them, you are wasting your money! There are some people out there suggesting that Ethanol can be removed from fuel by mixing water with the fuel to soak up the Ethanol and subsequently draining off the remaining fuel layer. This does actually work but it’s all a bit of a faff and then there’s the issue of disposing of the remaining Ethanol/water mixture safely. It’s better to try and source a non-Ethanol based fuel in the first place such as Esso Synergy Supreme+ Unleaded 97 or Synergy Supreme+ 99. Although the forecourt pumps have E5 labels on them, Esso Synergy Supreme+ 99 is actually Ethanol free (except in Devon, Cornwall, North Wales, North England and Scotland). Also, Super Unleaded will still be available for another 5 years which contains only (up to) 5% Ethanol. The less Ethanol the better. I think we’re getting the picture now. Another option, should an owner wish to keep a bike fuelled up during longer term storage is to consider filling up with an -
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(cont. from p.6) Alkylate fuel which is Ethanol free and is very stable during long term storage. This is available and sold under the brand name Aspen in the UK and whilst it does work well it is very expensive. Indeed, there are definite consequences when using Ethanol based fuel in older engines. In summary I would recommend using non-Ethanol based fuel where available or look out for Super Unleaded which contains only 5% Ethanol. Where it is not available, I would recommend that anyone using Ethanol based fuel keep it in the tank only during the active season when the bike is frequently being started and run to ensure that the fuel does not stay for too long in the bike. All the while, keep a watchful eye on any seals and gaskets within the fuel system and ensure that fuel pipes are made from neoprene. It’s
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easy enough to source neoprene fuel pipe and it’s not expensive. When the time comes to lay the bike up, ensure that all Ethanol based fuels are drained from the tank and carburettors and flush them through with paraffin. It is the lesser of two evils since fuel taps and carburettors are best stored filled with fuel to prevent seals from drying out but not with Ethanol based fuels. If possible, fill the tank with enough Alkylate (Aspen) fuel just to be able to flood the fuel tap and carburettor for Winter storage. Other than that, a light coating of 2 stroke oil mixed with a little paraffin can be used to coat the inside of the fuel tank to prevent corrosion. I hope this information throws some light on the great Ethanol debate and is helpful to some of you. - Chris Robinson
J O N AT H A N H I L L R E V I E W S T W O N E W B O O K S “LE VACK’S LEGACY – J.A.P. OVERHEAD CAMSHAFT ENGINES 19221925” Author: Brian Thorby
“NORTON COMMANDO RESTORATION MANUAL” Author: Norman White Publisher: The Crowood Press Ltd www.crowood.com Tel.: 016725232 Hardback, 224 pages, with 700 colour photos and illustrations. ISBN 978-1-78500-759-0 £40.00 (UK)
Publisher: Banovallum Books, [imprint of Mortons Books Ltd.] www.mortonsbooks.co.uk Hardbound,183 pages, 90 photos and illustrations. ISBN: 978-1-911658-78-8 £50.00 (UK) The largest supplier of proprietary motorcycle engines in the world at the time, J. A. Prestwich & Co. (aka JAP), decided to go racing with something unique in 1922. In a matter of weeks, a small team headed by designer Valentine Page, aided by Herbert (Bert) Le Vack as development engineer and rider, had produced a radical new design – the first British double - overhead - camshaft motorcycle racing engine. Never intended for sale to other manufacturers, this 250/350cc engine was a demonstration of their technical prowess. Not a manufacturer of complete machines, JAP obtained a degree of sponsorship from Coventry Eagle, New Imperial and Zenith in whose frames the engines were used. With this amazingly advanced engine fitted to a New Imperial frame, Le Vack stunned his fellow competitors at the 1922 Isle of Man TT. From then on the engine and its successors proved invincible – breaking numerous national and world speed records over a four-year period. With the closure of the race shop, the brilliant Val Page – one of Britain’s best, but sadly often under-rated designers – went on to Ariel as chief designer and Londoner Bert Le Vack went first to New Hudson as design engineer and record-
breaker before going on to Motosacoche in Switzerland, where, tragically, he was killed in a road accident aged 42. Yet the subsequent world recession and world war consigned these achievements to memory and eventually bestowed upon them an almost mythological status. JAP’s engineering archives were discarded and the small quantity of engines made might well have been lost too had it not been for a series of dedicated enthusiasts. “Le Vack’s Legacy” traces the fortunes of the small number of these JAP racing engines and parts that have changed hands across Europe for nearly a century. Much has been written and illustrated about JAP o.h.v. speedway and V-twin engines, almost nothing about their unconventional DOHC singlecylinder brothers – until now. This authoritative new account finally puts aside the myths and sets the record straight. Author Brian Thorby is to be congratulated on producing this excellent, well-written, wellillustrated book that adds yet another piece to the fascinating jigsaw of motorcycle history. A must for all collectors and enthusiasts alike.
The 750cc Norton Commando was a hurriedly thought-up, designed and built stop-gap machine produced to spearhead the newly formed Norton Villiers (NV) company. The big twin became arguably the most iconic British motorcycle ever produced. The bike was voted Motor Cycle News “Machine of the Year,” a record five times. Nevertheless, it was certainly not perfect and there were many pitfalls along the way. It was produced in around 10 derivatives, all based on the same original concept – all of which are described in this book. With over 700 colour photographs, this book provides step-by-step guides to restoring every component of this classic motorcycle, including: How to find a worthy restoration project; Setting up a workshop with key tools and equipment; Dismantling the motorcycle to restore the frame, engine cradle and swinging arm; Restoring the Isolastic suspension, forks and steering; Tackling the engine, transmission, carburettors, electrics, ignition and instruments; Overhauling wheels and brakes, and replacing tyres; A chapter on the assembly of a restored five-times “Machine of the Year” winner; Essential maintenance and useful upgrades – it is interesting to read that the eagerly awaited, but mediocre, front disc brake could now be turned into a decent stopper by fitting an improved aftermarket master cylinder. A list of spare part sources is also included.
Whilst there are many glossy marque “manuals” published, some of which give the impression of being quick “cutand-paste” compilations by authors who have never even ridden the bike, this excellent and well-written book is in a different league. As well as the concise technical information and advice given, this book also gives a fascinating insight into Norton Villiers and the history of the Commando’s progress by the author who was involved in all aspects of the machine’s development. Norman White joined Norton Villiers Development Department in 1969 and worked on projects such as noise and emissions, component mileage proving, tyre development and performance testing. Later, he prepared the engine components and undertook track testing for the “Yellow Peril” production racers and partnered Rex Butcher to win the prestigious Thruxton 500 mile production race in 1973. He now runs his own business specialising in maintaining, restoring and improving all aspects of Norton Commando motorcycles. Highly recommended, by a former Commando Fastback owner.
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T HE BR I T I S H MOTOR CYCL E C HA RI TABL E TRUS T A Charitable Incorporated Organisation Registered Charity No. 509420 Secretariat: Holly Cottage Main Street Bishampton Pershore WR10 2NH United Kingdom Life President Trevor F. Wellings
The British Motorcycle Charitable Trust (BMCT) was originally formed in 1979 to facilitate the building of the National Motorcycle Museum at Bickenhill, near Solihull in the West Midlands. Since 1995, however, the BMCT has been an entirely separate organisation, a grant-making Charity dedicated to the promotion of British motor cycle engineering heritage through a network of affiliated transport and local interest museums throughout the country.
Our affiliated museums are: Black Country Living Museum, Dudley Brooklands Museum, Weybridge Coventry Transport Museum Dover Transport Museum Gloucester Life Museum Grampian Transport Museum, Aberdeen Haynes International Motor Museum Internal Fire Museum of Power, Tanygroes Isle of Man Motor Museum, Jurby
Trustees: Paul Barnes (Chairman) Ian Walden OBE Peter Wellings John Handley Mike Jackson Nick Jeffery John Kidson Mike Penn Secretary & Editor Andy Bufton Mob: 07754 880116 Email: editor@bmct.org
Associate Membership is open to all, and allows free entry to all the museums in our affiliation scheme. Our funding comes from membership fees, bequests, donations, and income from our investments. Please direct any enquiries to the secretary, at the Secretariat address on the left.
Jet Age Museum, Gloucester Manx Museum, Douglas, Isle of Man Museum in the Park, Stroud National Motor Museum, Beaulieu Sammy Miller Museum, New Milton Silk Mill Museum of Making, Derby Tank Museum, Bovington The Norton Collection Museum, Bromsgrove
www.bmct.org
Preserving the past...for the future PA RT I N G S H O T
Thanks to David Spencer for this super photo of his 1950 BSA Golden Flash
I've had the Flash since 1978, when I was 22. It left the factory on 23rd August 1950, during the first year of production, and went to SJ Fair Motors in Bristol, being sold to a David Perkins of Berkeley, Gloucestershire on the 31st of August. The next change of registered keeper was in 1975 to a then workmate of mine who recommissioned the bike and sold it to me 3 years later. I've been riding it in VMCC events ever since. It has other stablemates but will definitely be the last one to go. - David Spencer, Secretary, VMCC North Birmingham Section BMCT News is published by Matchless Management Services, Holly Cottage, Main Street, Bishampton, Pershore WR10 2NH. Any opinions therein are not necessarily the views of the publisher or of The British Motorcycle Charitable Trust.