Number 59
March 2025
Sammy Miller Museum on Tour
After a considerable logistical effort on the part of the organisers and the Sammy Miller Museum, some of the rarest and most exotic bikes from Sammy’s collection made their debut at the 2025 Devitt Insurance with MCN London Motorcycle Show at the Excel exhibition centre in London recently. This gave visitors the opportunity to get up close to some of the most unique and historically relevant motorcycles in the world.
For the first time ever at the London Show, the Excel hosted a fine fifteen-strong selection of Sammy Miller’s rare and exotic machines, usually only found in his dedicated museum in the New Forest. Here is the full list of Sammy's classics that were on display:
• Moto Guzzi V8
• Norton Kneeler
• Münch Mammoth
• AJS Porcupine
• MZ 125 GP racer
• DKW 250
• NSU Sportmax
• BSA MC1
• Ariel HT5
• BMW RS54 Rennsport
• Honda 305
• Bultaco 244
• AJS V4
• Mondial SM
• Gilera GP 4 Cylinder
Front cover photo: John Chubb aboard the 1911 350 cc Wooler on the Pioneer Run. Like most of John Wooler’s subsequent designs the engine is unconventional, a single cylinder two-stroke with a double-ended piston coupled to external connecting rods by an extended gudgeon pin. An external pipe transferred the compressed mixture from rear to front chamber, where it was fired by a magneto on the crankcase. Drive is by belt via a variable pulley to the rear wheel. It has front and rear plunger springs and a patented 'anti-vibratory' frame. This was unusual in an age of girder and rigid forks. The model was briefly marketed as the Wilkinson-Wooler before World War 1 intervened. Photo credit: Simon Webb
Velocette’s watercooled LE model has been Dennis Frost’s lifetime passion
I have been riding LEs since I was a teenager indeed I still have the 1957 ruby red and grey two tone model that cost me £12.10s in the late 1960s. Velocette’s range of lightweight twins was their ambitious foray into what the Hall Green, Birmingham, firm hoped would be a post-WWII boom market for ‘everyman’ (and every woman) motorcycles. There was a boom, but not for clever and expensive small capacity machines. Although Velocette was not really a builder of mass production machines, nevertheless the LE was their most popular model – best remembered for its use by many police forces, both in the UK and overseas.
A twin-cylinder water-cooled engine, shaft drive and a pressed-steel frame were the unexpected features of a utilitarian motorcycle which cost almost £100 when launched in 1948. BSA’s Bantam – a real basic machine for the masses and introduced the same year – cost £40 less.
This fascination stemmed from my geography teacher letting me have a ride on his LE. Being from a cycling family, the little Velocette offered me the chance to travel far further on two wheels in comfort and almost silence. As I met other LE riders who had been attracted to the Velocette in its early years, many of them were cyclists and just like me enjoyed the prospect of the longer journeys that a sophisticated powered two wheeler could offer. I got to know the Picketts – Fred and Doris – who had ridden their LE to Rome in the late 1940s. They were cyclists too and had managed a trip to Paris before the LE came along.
Velocette closed their doors in 1971, but before that I had ridden my LE to their south Birmingham factory and was friends with their last service manager, Bill Sewell. In the following years I got to know members of the controlling Goodman family, including George and Ethel Denley (née Goodman) who were in their late eighties by the time I arrived at their doorstep – LE mounted of course – on a grey December day in 1981. George had written to me: “We cannot entertain you as we would wish, but we can provide coffee at 11am or tea at 3pm.” I opted for tea at three. Bertram Goodman, Velocette’s last managing director, was also a friend and I now have his KTT racer in my collection.
The early 1970s was a time, with the UK motorcycle industry in decline, when utilitarian machines could be picked up for very little money. A visit to a local hardware shop one day resulted in the purchase of some batteries and the gift of a basement-stored Velocette LE. So, within a couple of years I had a collection. Although I have ridden many other motorcycles – especially when I worked at The Classic MotorCycle magazine – friends tell me I have got stuck at the Velocette stage.
During COVID lockdown I rebuilt a rather nice LE that I had spotted on eBay. I am nervous about bidding for complete machines offered on this popular internet site, they often look pretty care worn or far from original. However, from the published photographs I could tell this LE with its optional-extra grey and blue colour scheme was particularly authentic and unrestored. That’s how it turned out, with just over 6,000 miles showing on the odometer. The seller let me take his LE for a ride. Everything worked. There was a healthy charge from the generator and the gear change was one of the slickest I’ve experienced, suggesting this was indeed a very low mileage machine. I had to buy it – you know that feeling – and a careful inspection at
home confirmed that very little had been changed since this LE left the factory in 1958. It took four month’s work to take it apart and check that the resulting rebuild was going to produce a reliable machine. A motorcycle of this age, however low mileage, is going to have oil seals rendered solid by inactivity along with bearings, once coated in freeflowing lubricant now turned to treacle.
I am pleased to report that I was able to re-use almost every original part. The plating on the original Terry water hose clips had suffered, but I was able to search through my stock and turn up a set of good second-hand replacements which didn’t look too shiny. Some chafed wiring around the steering head needed attention and I fitted new laminated Plexeal head gaskets to replace the originals – complemented by old stock KLG suppressor caps and spark plugs.
The shakedown ride was almost trouble free, but did include a roadside stop to clean the carburettor. A dirty petrol tank is always a risk with a long out of use machine. I had removed the tank and given it a thorough clean, but some dirt had obviously remained, getting past a precautionary in-line filter.
This is probably the best original and unrestored LE I have found since shelling out for that first LE when I was a teenager. Youthful inexperience saw me take that 1957 two-colour grey and ruby red model apart for a full restoration. Today I would probably have saved all that slightly faded paint and plating, rather than opting for the attraction of a shiny refinish and sparkling chrome.
(Ed: More than 32,000 examples of the LE were made in a 23 year production span starting in 1948. The designation LE stood for "little engine". Used by over fifty British police forces, the police riders became known as "Noddies" because they were allowed to nod to senior officers rather than take a hand off the ‘bars to salute, hence the LE was nicknamed the “Noddy Bike". Production ended in 1971 when the company went into voluntary liquidation.)
Dennis enjoys a first ride on his rebuilt, low mileage, original LE – bought on eBay. Photo credit – Rick Parkington
Brooklands 2025 Veteran & Vintage Motorcycle Day
Building on the success of last year’s Sunbeam 100 Celebration the Brooklands Motorcycle Team are staging a similar event for pre-1940 motorcycles on Sunday 6th April.
The aim of this event, held in conjunction with the Sunbeam Motor Cycle Club, is to showcase the very earliest Cycles, Motorcycles and Cyclecars, telling the story of their evolution to the vehicles of the 1930’s.
Individual Events:
· Test Hill Challenge (Enter on the day)
· 1920s-30s Gymkhana (Enter on the day)
· Riding Demonstrations (Enter on the day)
· Static Displays & Demonstrations
· Talks (First come first served)
Speakers: Ian Dabney - Early Carburettors Dr Roger Bird -The Birth of Brooklands Martin Gegg -The birth of the Motorcycle Dispatch Rider Paul Gander- Evolution of Off-Road Competitions and Pioneers of Tomorrow.
Some of the speakers will gather for a discussion about what we can learn from the innovation of the past and whether there is a place for two and three-wheeled personal transport in the future.
Clearly all BMCT members can enter for half-price on the day, but those wishing to enter their pre-1940 machines should write to: eventsadmin@brooklandsmuseum.com with details of their machine.
Dover Transport Museum’s 2025 raffle bike
Win this 1991 250 cc Honda Nighthawk in this annual raffle, which will be drawn at the Museum’s Classic Motorcycle Show to be held on Sunday, September 21st 2025. A cash amount of £1000 can be taken by the winner as an alternative prize. Tickets cost just £1 each, or £5 for a book, and are available from Dover Transport Museum on any day it is open, or from their stand at any one of these events they’re attending:
April 5th
May 10th
June 7th-8th
Heritage Transport Show, Detling
Northbourne Military Show
Folkestone & Ashford Military Show, Sellindge
June 28th Deal and Walmer Car Show, The Strand, Walmer
August 3rd
August 9th-10th
International West Kent Run, The Friars, Aylesford Priory.
Heritage Motorcycle Sprint, Betteshanger
August 25th Old Timers Rally on The Leas, Folkestone
“Speed Monarch”
The short life of Eric Fernihough and the world’s motorcycle speed record
Author: Terry Wright
Foreword: Doug Nye
Limited first edition of 500 numbered books.
Loose Fillings Publishing
Contact: sales@loosefillings.com www.loosefillings.com
Hardback, 210 x 260mm (portrait); 528 pages with over 400 photographs and illustrations.
ISBN 978-0-64593-2-706
£85 UK; $107 USD; $150 CAD; $165 AUD.
When Eric Fernihough lost control of his Brough Superior, at over 170mph in 1938, he was the last British rider to have been the “world’s fastest” on two wheels.
Born in 1905, one of nine orphans, his mother died in childbirth when he was aged three. His younger siblings were put in a children’s home, but Eric was fortunate to be adopted by a wealthy childless widow – and still retaining his surname. Settling in Bournemouth, Eric was privately educated at Clayesmore School in Dorset, before going up to Magdelene College, Cambridge to study engineering. He became a noted engine tuner, a European motorcycle racing champion, as well as a multiple Brooklands race winner on works-supported self-tuned Excelsior-JAP machines – he lapped Brooklands at over 80 mph on a 175cc Excelsior.
Eventually, “Ferni” married and bought a garage beside the Brooklands circuit where he serviced cars and motorcycles and offered tuning and testing services. There, he started work on his first recordbreaking 1,000cc JAP-engined Brough Superior with bronze twin-plug Speedway cylinder heads and two twin-spark magnetos on which he set a Brooklands Outer Circuit lap record at 123.58 mph in 1935.
Eric Fernihough set out in 1937 to challenge the German speed record monopoly of BMW’s Ernst Henne and Italian Piero Taruffi on his four-cylinder Gilera by taking his now supercharged and partlyenclosed Brough Superior to the closed road of Gyón in Hungary where he set the world’s absolute motorcycle record speed of 169.79 mph. Piero Taruffi only just topped that later in the year with 170.37 mph before Henne took the title again at 173.68 mph. Back in Hungary, Fernihough was aiming for over 175 mph when he was killed.
Drawing on Fernihough’s personal papers and photographs at the Brooklands Museum, the Mutschler collection in Germany, Ernst Henne’s private albums at the BMW archives and many other sources, this new book has hundreds of never-before-published photographs and drawings. It is also the first history of the world’s absolute motorcycle speed record and the first biography of this great motorcycle rider – one that could easily have been lost in the mists of time.
It is very difficult to do full justice to this superb tome that also includes Fernihough’s JAP tuning secrets from his private notebooks. Author Terry Wright is to be congratulated on what must have been a monumental research project. Excellent.
Book reviewed by Jonathan Hill
Italy and the Ulster
Author: David Crawford
Contact: lario@btinternet.com
Softback A4, 118 pages
ISBN 978-0-9570341-1-2
£20 + p&p
The author David Crawford previously wrote what must be considered the definitive story of the great Stanley Woods who won the Ulster Grand Prix seven times. A personal friend of Stanley, he travelled with him to Italy on many occasion, as well as with his wife Joan and being a fan of Italian machines, (he bought his MV Monza new in 1978 which he still has!) he managed to spend time with some of the great Italian riders and engineers as well as those like John Surtees who rode the bikes at the highest levels.
A lifetime spent with an interest in Italian machines has led to a collection of memorabilia second to none as well as access to images and items never seen before loaned to him for this his latest book. In 118 pages it starts in 1935 with brief history, before covering the Italian connection to the Ulster Grand Prix from 1939 until 1970.
Throughout the book uses period images, copies of letters and certificates from the factories, the FIM and gives brief race reports and machine information. Add in some original artwork, the odd poem and pictures of trophies and you have the amazing story of the Italian connection to the Ulster GP.
It is a self- published A4 sized soft-bound book which, despite its lack of hard cover, still deserves being described as a coffee table book.
The quality of the pages and images along with the excellent presentation, layout and ease of reading make it a superb publication that deserves space on any race or Italian bike fans bookshelf or coffee table!
At a very modest £20.00 cover price plus P&P it is a must-have especially as all the profits are going to a local NI Hospice! For a copy email the author at lario@btinternet.com
Book reviewed by Ian Kerr MBE
In search of Aunt Gladys’s motorcycle
Here’s an update from Steve Rose as he tries to identify the motorcycle in the picture below.
Do you remember (Great, Great) Aunt Gladys (“What is this unknown bike?” BMCT News number 51, May 2022)?
Having tentatively identified the bike as a New Henley I've still continued to search out for more information and every now and then on the internet like the coming and going of the tides all of a sudden something is uncovered that is entirely new to me.
One thing I have found which has proved a great resource is www.rockersbikeads.co.uk. This guy is scanning bike adverts from the early bike mags, namely the “Green 'Un” and the “Blue 'Un” of which he must have a considerable collection. Once scanned he is cataloguing them and putting them online. Through these ads and other sources I have developed a very reliable 'timeline' of the Henley/ New Henley story.
Clarke Bros. started Henley Engineering Co., in 1920, manufacturing Sidecars at the Stewart Works, Spring Hill, Birmingham. By 1923/24 they had fully transitioned to building complete bikes and were now at Doe Street, Birmingham. (Doe St. and surroundings no longer exist as they were built over for the development of Aston University).
Up to 1926 they had been using Blackburne engines but with a name change to 'New Henley' they switched to JAP engines in 1926/27. I still believe the original owners, the Clarke Bros. were still the owners but that isn't entirely clear yet.
However, by 1928 New Henley had moved to Warstone Lane, Birmingham and as I had previously found, it is what is now known as the 'Jewellery Quarter’. It is possible that by then they were under the new ownership of Johnny (Jack) Crump and Arthur Greenwood, a competitive motorcycle racer. Towards the end of 1929, the brand was definitely under their ownership and they had taken the business to Oldham, occupying the (sewing machine) works of the then defunct Bradbury marque. Business continued to 1930/31 when the company ceased trading.
One of these ads showed that New Henley featured in the 1929 TT Races, with the three factory entries failing to finish, including Greenwood himself. However from the official IoM TT website we learn that another competitor riding a New Henley came 2nd in the Junior race, the rider being one Dennis Z. de Ferranti, with an average race speed of 63.1mph!
I also found on the internet an original sales catalogue for New Henley, a 1928 Motorcycle Show Advance List edition, very like a photocopy I had previously obtained from the VMCC but this one an original and of a slightly later date; an assumption based on the fact that all the prices had gone up by one whole £. Oh, how times have changed! It was part of a sale by a commercial auction house called Mullocks. I found it just after the given auction had happened but the item was unsold and then re-listed some months later. Again I missed
that event but saw that it had again not sold so I cheekily contacted the auctioneers and asked them if the vendor would accept a direct offer at the guide price, which was later accepted - £60, not cheap but a very tangible and absolute connection to the marque.
The content once again underpinned the VMCC's identification but the picture details are of the age and are quite low quality and yet again none of the tank badges could be sufficiently discerned, although they did resemble the same 'jumble' that can vaguely be made out on the Gladys photo when zoomed in.
From another search I did refrain from buying a near complete engine that was being sold online from a collection in Sweden; that went for over £1,000!
I also found by chance a copy of a Roy Bacon book, 'Encyclopaedia of 1930s Motorcycles' in a second-hand bookshop in Tewkesbury, and to me for £10 it was a steal as it actually had an entry for New Henley! This was the first time I had seen the marque in print complete with a very brief history and a small basic picture.
Since then I have unearthed my copy of Erwin Tragatsch's brilliant Encyclopaedia of Motorcycles that I've had since my early teens and it too actually lists 'New Henley', albeit very briefly, and it has a similar and very small picture to the Roy Bacon book.
The Bacon book, just like the sales catalogue, shows a really good resemblance with the twin-port engine, and guess what, the same obscured 'fuzzy' tank badge. All the evidence was there to confirm the given identification of Gladys’s bike but it still niggled me that without absolute recognition of the tank badge there was always an element of doubt and like I said before, all I wanted was to see what this marque’s badge actually looked like!
Anyway back earlier in the year I eventually visited the Henley-inArden Heritage Centre hoping to find some actual connection, if any to the supposed 'Clarke' family.
I spoke to a lady working there on the given day, she took great interest and made notes of what info I had already, so she could then refer it to their main 'researcher'.
A couple of weeks later I got an email from him but sadly a lot of what I had already said seemed to have been lost in translation and what I got in return was a collection of internet information regarding the Henley marque that I had already seen many times for myself and nothing new either, a bit annoying really, and what's more absolutely no attempt to relate anything to Henley-in-Arden itself.
So I then went back to him by mail with the full story of what I had learned so far, clarifying that I doubted there wasn't any more he could add, but highlighting my interest in making the connection between Henley in Arden and the Clarke family. To add to this I had some info that I had newly chanced upon connecting a family of Clarkes to the town.
This family was the Rosier-Clarkes that did have a connection for some time with Henley-in-Arden at what was in an appropriate time frame.
They were something of an itinerant family that had journeyed through the Midlands in the late Victorian times and into the early Edwardian age. I suspect part of the farming' community so probably not moneyed and unlikely able to finance the building of motorcycles, but during their time in Henley there were two births adding to the total in all of 6 siblings.
There was a daughter born in 1893 and a son, William, in 1894, who significantly would have been 26 years old in 1920.
He had two slightly older brothers, Arthur, (b. Staffordshire 1890) and Henry, (b. Oxfordshire 1892). So potentially there were three Clarke brothers, of whom any could easily have been the ones frequently cited as being the founders of the Henley marque.
It would also appear that their mother had initially married a much older man. He died around the turn of the century leaving the young family. In due course mother embarked on a second relationship and it could have been this stepfather that was the benefactor to the boys’ business and maybe got tired of bankrolling it as it failed.
The Heritage Centre did come back to me following this lead but said they could find no connection, maybe they simply weren’t interested. However, they did offer me one suggestion as they had found
(cont.) reference to a “military man” from Henley-on-Thames being the founder of said company!
Now it has to be said that in the National Motorcycle Museum reference is made to one Colonel Gardner as the founder of Henley Engineering on the label of its single example of a Henley machine on display. This is the only time that I have seen this name, whereas all other sources always refer to the Clarke Bros. Respectfully I would hope that the NMM would be working from the most authoritative sources, although, I do accept that most current research and knowledge is just referring to topical info to be found on the internet, the very medium I am relying on. And of course unlike the big marques of the British motorcycle industry I doubt that anyone has ever written anything substantial at all about Henley.
The Heritage centre’s offering however was one ... Major Gardiner! So, now is it Major or Colonel? Is it Gardner or Gardiner? Or is it none at all? I have what I have seen from brief searches on 'Major Gardiner' of Henley-on-Thames fame that there is a strong connection with him to the town and he obviously had high standing but were motorcycles his thing, and if so why not build them in the town instead of the West Midlands? And why is he not mentioned more than the Clarke Bros?
The irony perhaps is that the Heritage Centre’s source of this lead is a listing for the sale of a Henley machine by none other than Bonhams. I have seen this advert, but I have seen other sales listings from them leading with the Clarke story. From these highly respected organisations I would expect much more authoritative information being provided, not contradiction from Bonhams in their Sales guides.
So what may be the final act in this story was a visit to the 2024 Banbury Run at Gaydon. Like the previous year for me attending for the first time, a great day out but all with a mission, or prayer in mind.
I was hoping to see a Henley, or better still a New Henley, in 2023, but sadly that didn’t transpire. However there were a couple of HRDs, present using the twin-port JAP engine, so it was nice to see and at least hear them run.
Better luck this year though. A quick scan of the entry list in the programme showed that yes, there was a New Henley entered and once I was in the collecting area there it was! Obviously I started chatting to the owner. It was a 1926 model, with a JAP engine but of an earlier type.
When talking to the rider I quickly told him the story and especially the objective to find a copy of that badge and blow me down he said he had a set of transfers that he had been given as part of the documentation when he bought his bike, though it was not applicable to his bike as it was a slightly older model that simply had the classic gold lettering of the name.
Then he mentioned the transfers were available from a company, 'Classic Transfers' of Charlfield, Gloucestershire. As we stood there with his smartphone he looked it up to show me and boom! there was this mythical tank badge and now it all made sense!
From a 'zoomed in' view of Gladys' tank, the picture of the New Henley in Roy Bacon’s book, which is also consistent with the basic pictures in the copies of the two sales catalogues that I have, and finally a sample copy of the actual tank badge artwork shown on Classic Transfers website, there is no doubt whatsoever in my mind that the bike is a New Henley.
Anyway for now I will continue to seek out anything more I can 'find or learn' to build up the story and as such will request that if anything comes to light to add to the research then please let me know.
- Steve Rose
Sammy Miller’s Pit Stop café is now open
From Sammy Miller MBE:
After two years of planning and hard work, our new tearooms ‘Sammy’s Pit Stop’ will open on 2nd March under the new management of Mark and Dan Ellson of Poole’s L’Arte Coffee House. Mark, Dan and their lovely staff will be offering fabulous coffee and great food in this brand new bright and airy building on the museum complex.
Our Victorian Courtyard has craft shops and plenty of outdoor exhibits to enjoy, including views of the Isle of Wight. In our woodland setting we have donkeys, alpacas, goats, turkeys, geese, ducks, chickens and sheep.
The Sammy Miller Museum has been accredited with being one of the best motorcycle museums in the world and, with our new tearooms,
we are proud to offer an excellent visitor experience. Now that Sammy’s Pit Stop is up and running, our morning ride-ins will revert to Tuesdays instead of the recent Thursday mornings. L’Arte at Sammy’s Pit Stop will be much better placed to cater for our open days, auto jumbles etc. L’Arte will also be running the Courtyard Shed on event days.
Our visitors will still be able to enjoy a traditional full English breakfast with variations of halloumi, avocado, rocket and chilli jam and much more! If you like coffee, L’Arte coffee will certainly satisfy you!
A new feature is our lovely copper water fountain standing proud in the terrace area outside the new café, which is open 7 days a week from 9 am - 4 pm. We look forward to seeing you soon.
THE BRITISH MOTORCYCLE CHARITABLE TRUST
A Charitable Incorporated Organisation
Registered Charity No. 509420
Trustees:
Ian Walden OBE (Chair)
Peter Wellings
John Handley
Mike Jackson
Nick Jeffery
Mike Penn
Dennis Frost
Secretariat:
Holly Cottage
Main Street
Bishampton
Pershore
WR10 2NH
United Kingdom
Secretary & Editor
Andy Bufton
Mob: 07754 880116
Email: editor@bmct.org
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 in England, Wales, Scotland and Isle of Man
Associate Membership is open to all, and allows entry concessions at all 18 of the museums in our affiliation scheme (listed right). Our funding comes from membership subscriptions, bequests, donations, and income from our investments. Please direct any enquiries to the secretary at the Secretariat address on the left.
www.bmct.org
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 Motor Museum, Somerset
Internal Fire Museum of Power, Tanygroes
Isle of Man Motor Museum, Jurby
Jet Age Museum, Gloucester
Manx Museum, Douglas, Isle of Man Museum in the Park, Stroud National Motor Museum, Beaulieu
Royal Engineers Museum, Gillingham, Kent
Sammy Miller Museum, New Milton
Silk Mill Museum of Making, Derby Tank Museum, Bovington, Dorset
The Norton Collection Museum, Bromsgrove
DATES FOR YOUR 2025 DIARY
March 30 South of England Classic Motorcycle Show
Ardingly, West Sussex RH17 6TL www.elkpromotions.co.uk
April 6 Brooklands Veteran & Vintage Motorcycle Day
Brooklands Museum, Weybridge KT13 0SL www.brooklandsmuseum.com/whats-on
April 12-13 Kickback Great Malvern Classic & Custom Bike Show
Three Counties Showground, Malvern WR13 6NW www.kickbackshow.com
April 19-21 Easter Crank Up at Internal Fire Museum
Tan-y-Groes, Ceredigion SA43 2JS www.internalfire.com
April 26-27 The International Classic MotorCycle Show
May 4
Stafford Showground, ST18 0BD www.classicbikeshows.com
Spring Auto Jumble at Sammy Miller Museum
Bashley, New Milton BH25 5SZ www.sammymiller.co.uk
June 8 VMCC 75th Banbury Run
British Motor Museum, Gaydon CV37 0BJ www.vmcc.net
June 14-15 Black Country Living Museum Festival of Vehicles
Discovery Way, Dudley DY1 4AL www.bclm.com/visit/events
June 21 Beaulieu Bikers’ Day
National Motor Museum SO42 7ZN www.beaulieu.co.uk/events/beaulieu-bikers-day
June 22 Prescott Bike Fest
Prescott Speed Hillclimb, Cheltenham GL52 9RD www.prescottbikefestival.co.uk
June 27-29 Tankfest 2025 at the Tank Museum
Bovington, Dorset BH20 6JG www.tankmuseum.org
July 6 Brooklands Motorcycle Day
Brooklands Museum, Weybridge KT13 0SL www.brooklandsmuseum.com/whats-on
July 20 VMCC Founders Day
Stanford Hall, Lutterworth LE17 6DH www.vmcc.net
July 20 Alford Cavalcade at Grampian Transport Museum
August 3
Alford, Aberdeenshire AB33 8AE www.gtm.org.uk/events/cavalcade
Triumph Day at Sammy Miller Museum
Bashley, New Milton BH25 5SZ www.sammymiller.co.uk
August 10 Graham Walker Memorial Run
National Motor Museum SO42 7ZN www.beaulieu.co.uk/events/graham-walker-memorial-run
August 31 British Bike & BMCT Day at Sammy Miller Museum
Bashley, New Milton BH25 5SZ www.sammymiller.co.uk
September 7 The John Haynes Classic
Haynes Motor Museum, Sparkford BA22 7LH www.johnhaynesclassic.co.uk
September 21 Classic Motorcycle Show and Raffle Draw
Dover Transport Museum CT16 2HQ www.dovertransportmuseum.org.uk
Please visit the appropriate organisation’s website for further details of these events.