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TRIUMPH T150T TRIDENT 750 1969 BEAUTIFUL MATCHING NUMBER EXAMPLE OF THIS VERY COLLECTIBLE MOTORCYCLE. VIN T150T.DC03120 $18,950.00
HONDA 305 SUPER HAWK 1965, REALLY ORIGINAL EXAMPLE OF THIS FABULOUS MODEL, HARD TO FIND LIKE THIS. VIN CB771009082 $5950.00
HONDA CL350 1971 SUPER EXAMPLE OF THIS VERY POPULAR CLASSIC, FINISHED IN GOLD AND LOOKING FABULOUS. VIN CL3504010143 $5950.00
HONDA CL350 1970 SUPERB EARLY EXAMPLE OF THIS VERY POPULAR CLASSIC, FINISHED IN ORANGE VIN CL350-2023675 $5950.00
YAMAHA R5 350 1971 RUNNING BIKE FOR RESTORATION, NICE ESAY PROJECT VIN R5-024219 $3500.00
YAMAHA R5 350 1972 FOR RESTORATION. MOTOR KICKS OVER VIN R5-124968 $2750.00
KAWASAKI KZ650 1977. VERY CLEAN TIDY EXAMPLE OF THIS VERY POPULAR MOTORCYCLE. KZ650C-013473 $5950.00
SUZUKI T500 1974 VERY CLEAN EXAMPLE OF THE TITAN. HARD TO FIND LIKE THIS. VIN T500-80437 $6950.00
SUZUKI TS250 1974. NICE ORIGINAL EXAMPLE OF THIS POPULAR CLASSIC TRAIL BIKE. VIN TS2503-70688 $3750.00
YAMAHA 360MX 1975 TIDY COMPLETE ORIGINAL EXAMPLE, FIRST WE HAVE HAD IN AGES. VIN 365-026521 $3950.00
YAMAHA DT400 1975 VERY ORIGINAL EXAMPLE. VIN 501-208433 $4950.00
YAMAHA RZ350 1984 IMMACULATE RARE MOTORCYCLE. FIRST WE HAVE EVER HAD, BE QUICK FOR THIS FABULOUS MACHINE. VIN JYA48H008EA001984 $12,950.00
YAMAHA TX750 TWIN 1972 CLEAN LOW MILEAGE MOTORCYCLE, GETTING VERY COLLECTIBLE. VIN 341-010302 $4950.00
YAMAHA Y23 250 1967. ORIGINAL LOW MILEAGE MOTORCYCLE FOR EASY TIDY UP. VIN Y23-25659 $3950.00
TRIUMPH TR6 TIGER 650 1971. MATCHING NUMBERS, SWEET RUNNING BIKE WITH NEW EXHAUSTS. VIN TR6R.JG33254 $8950.00
HONDA XL250 1974 TIDY RUNNING BIKE VIN XL250-2000560 $2950.00
MATCHLESS G80CS 500 ALL ALLOY COMPY, BEAUTIFUL EXAMPLE WITH ROAD LIGHTING KIT. GETTING VERY HARD TO FIND, ESPECIALLY AS NICE AS THIS. VIN C9062 $14,950.00
MATCHLESS G80CS 500 ALL ALLOY COMPY, BEAUTIFUL EXAMPLE WITH ROAD LIGHTING KIT. FITTED WITH DISC BRAKE CONVERSION ON ORIGINAL FORKS. VIN C10502 $12,950.00
NORTON ATLAS 750 1965, ORIGINAL BIKE, USE AS IS AS AN OILY RAG OR RESTORE AND ADD VALUE. VIN 20-108249 $9950.00
NORTON 750 COMMANDO 1970 FOR TIDY UP OR RESTORATION VIN 134991 $6950.00
NORTON 850 COMMANDO 1974 EASY TIDY UP OR RESTORE VIN 312633 $9950.00
NORTON 600 DOMINATOR CAFE RACER, EASY TIDY UP RESTORER VIN 87905 $8950.00
NORTON 850 COMMANDO MK3 1975 EASY TIDY UP OR RESTORER, HARD TO FIND CHEAP ELECTRIC START MODELS. VIN 326371 $11,950.00
NORTON 850 COMMANDO MK3 1975 EASY TIDY UP OR RESTORER, HARD TO FIND CHEAP ELECTRIC START MODELS. VIN 325659 $11,950.00
NORTON 850 COMMANDO MK3 1975 EASY TIDY UP OR RESTORER, HARD TO FIND CHEAP ELECTRIC START MODELS. VIN 326877 $13,950.00
ROYAL ENFIELD 750 INTERCEPTOR MK1A 1967. NICE EXAMPLE OF THIS VERY SOUGHT AFTER MODEL. VIN 693 $14,950.00
ROYAL ENFIELD 750 INTERCEPTOR MK2 1969. THE LAST OF THE INTERCEPTORS AND THE BEST. THIS EXAMPLE IS IN VERY NICE CONDITION. VIN 1140 $21,950.00
ROYAL ENFIELD 750 INTERCEPTOR MK2 1970. THE LAST OF THE INTERCEPTORS AND THE BEST. THIS EXAMPLE IS IN VERY NICE CONDITION. VIN F1496 $22,950.00
TRIUMPH TIGER 110 650 1956. THIS IS AN ORIGINAL MATCHING NUMBER EXAMPLE THAT COULD BE USED AS IS OR RESTORED. VIN 71531 $11,950.0
contents • Issue No.84
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COVER STORY 58 Honda CB350 Middleweight Champion FEATURES 22 Eric McPherson Grand Prix pioneer 30 Bimota Tesi Front and centre 36 Yamaha SRX600 Big Single stunner 44 Gilera 500 1938 For gentlemen 50 Ross Allison Sidecar surprise 52 Tracks in Time Lake Perkolilli 66 Jawa Museums 80 CMS On top of the world RACE & RALLY ROUNDUP 84 Southern Classic 86 WA Champs 88 Mt Tarrengower 89 Collingrove Hillclimb 90 Tiddlers Rally 92 Italian Festival 95 Jampot Rally 96 Velocette Rally 99 Classics at Hart 100 Ragged Fringe Rally 101 Vincent Rally REGULARS 9 Old Hat Editorial 10 14 16 70
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Blow Your Own Letters Classic Cob From the shed Buzz Box Old Bike news Suitable Partners Yamaha FJR1300 across Europe
74 102 104 108 112 114
Out & About Here, there & everywhere Good Gear Worth buying Eyes Right Reviews Marketplace & Clubs Directory What’s on Edgar Jessop plus next issue preview
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Deck the halls with boots and helmets NUMBER 84
EDITOR Jim Scaysbrook Email: scaysbrook34@bigpond.com Tel: (02) 9672 6899 (bh) Mbl: 0411 443444 PO Box 95, Kellyville NSW 2155 CONTRIBUTORS Gaven Dall’Osto, Bryan Fowler, Peter Laverty, Des Lewis, Peter Smith, Nick Varta, Ken Young. PHOTOGRAPHERS Michael Andrews, Bryan Fowler, Des Lewis, Robin Lewis, Graham Longley, Colin Rosewarne, Sue Scaysbrook, Keith Ward. ART DIRECTOR Mat Clancy Emsee Publishing Design ADVERTISING MANAGER Sue Scaysbrook Email: suescaysbrook@bigpond.com Ph: 02 9672 6899 Mb: 0418 174 558 CIRCULATION DIRECTOR Carole Jones MANAGING DIRECTOR Hamish Bayliss SUBSCRIPTIONS www.mymagazines.com.au Toll free: 1300 361 146 or +61 2 9901 6111 Post to: Locked Bag 3355, St Leonards NSW 1590 CHEVRON PUBLISHING GROUP a division of nextmedia Pty Ltd. Level 8, 205 Pacific Hwy, St Leonards, NSW 2065 Locked Bag 5555, St Leonards, NSW 1590 Ph: (02) 9901 6100 Fax: (02) 9901 6116 EXECUTIVE CHAIRMAN David Gardiner COMPANY SECRETARY Bruce Duncan OLD BIKE AUSTRALASIA is published by nextmedia Pty Ltd ACN: 128 805 970, Level 8, 205 Pacific Hwy, St Leonards NSW 2065 © 2019. All rights reserved. No part of this magazine may be reproduced, in whole or in part, without the prior permission of the publisher. Printed by Bluestar WEB Sydney, distributed in Australia and New Zealand by Ovato Distribution Services. ISSN 1833-3249. The publisher will not accept responsibility or any liability for the correctness of information or opinions expressed in the publication. All material submitted is at the owner’s risk and, while every care will be taken nextmedia does not accept liability for loss or damage. DISCLAIMER The views expressed in this publication by correspondents or in the form of letters are those of the individuals and do not necessarily reflect the views of the publishers or editorial staff. PRIVACY POLICY We value the integrity of your personal information. If you provide personal information through your participation in any competitions, surveys or offers featured in this issue of Old Bike Australasia, this will be used to provide the products or services that you have requested and to improve the content of our magazines. Your details may be provided to third parties who assist us in this purpose. In the event of organisations providing prizes or offers to our readers, we may pass your details on to them. From time to time, we may use the information you provide us to inform you of other products, services and events our company has to offer. We may also give your information to other organisations which may use it to inform you about their products, services and events, unless you tell us not to do so. You are welcome to access the information that we hold about you by getting in touch with our privacy officer, who can be contacted at nextmedia, Locked Bag 5555, St Leonards, NSW 1590.
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With this issue, another year comes to a close – a year filled with the things that keep us all sane, like seven more issues of OBA, in a world that’s gone slightly crazy. I have to send out a big thank you to our loyal advertisers, national and international, without whose support OBA simply could not exist. In these times of endless web content, producing a glossy magazine is seen by many as an anachronism, but we know this is the form that our readers embrace dearly. Of course, our web site, which was created and is administered by our genius designer Mat Clancy, continues to go great guns and will expand as resources, human and otherwise, become available. Thanks also to those who send us photographs, stories, letters and leads. We try to answer each one promptly. From time to time, it’s good to reflect on where we’ve come from and for OBA it began as a two issue magazine (which lasted only one year) to a much loved magazine of seven issues per year – now in it’s 15th year of publication. Our readership embraced the magazine from the start and so many have never missed an issue. It’s this loyalty that has made the magazine such a success and it is now read all over the world through our subscription list. For Mr and Mrs Editor (Mrs Editor also wearing the multiple hats of Advertising Manager, proof reader, photographer, and profferer of helpful advice when the editor becomes brainblocked and starts throwing around furniture), it was a year of non-stop activity that included some of our favourite rallies, a riding holiday in northern Europe on a Yamaha FJR1300 (another favourite), and the joy and considerable relief of having our son Rennie finally win the famous Pikes Peak Hill Climb and set a new course record. There were of course lows, with the passing of some revered motorcycling personalities, some known personally to us, and others not. Regardless of standing or status, we believe that the members of our community share a love of motorcycles and motorcycling, so wherever possible, we try to recognise their passing and salute their contribution to this wonderful world of motorcycling. But time moves on, and we look forward to 2020 with undiminished enthusiasm as we begin our fifteenth year of publication. Our aim is to squeeze in as many rallies as possible and just recently I was pleased to be invited to participate in the Tassie Tour in March, with a lovely Vincent provided for transport. I can’t wait for that one, and thank you to all concerned.
JIM SCAYSBROOK Editor
oldbikemag oldbikeaustralasia oldbikemag.com.au
OUR COVER Steve Ashkenazi’s beautifully restored Honda CB350 in an iconic setting. See feature story on P58.
L E T T E R S
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LEFT Walter and Kitty Overton. ABOVE Edward Ernest Mobbs in 1925.
Fourth generation motorcyclist All these years I have been tinkering with old bikes and I thought I was the black sheep in the family with a passion for bikes that no one else in my family had ever taken up before me. And every time I read a story in Old Bike that started with “my grandfather rode a …” I would think “wish I had family bike heritage that would give me a project”. Then last month dad came back from the UK with a bunch of photos after cleaning out recently deceased Great Auntie Betty’s place. First one he drops on me is this amazing photo of my great grandfather Edward Ernest Mobbs on his
Write a winner! Each issue, we’re giving away a pair of tough, stylish Draggin’ Jeans, valued at $249, for the Best Letter contribution. Don’t forget to include your name and address in case you’re selected. And why not have a look at the latest fashion range from the Draggin’ Jeans website at www.dragginjeans.net
motorcycle outfit in 1925. Edward served in the Royal Navy for many years and saw action in WW1, before leaving the navy between the wars and getting that bike. Suddenly I had a cool great grandad posing on what I am guessing is a BSA with a very shiny side car – I have heritage! Next photo dad drops is of his mum and dad, Walter and Kitty Overton on bikes, some time in the ‘30s we think. Now the story goes they did not own these bikes as they could not afford to, but they did ride sometimes. I have no idea what these bikes are but, hey – if it’s more heritage for me, I’ll claim it. So I say to dad “that’s two generations on bikes – pity it skipped you”. He then floors me by saying “well – I did own a BSA Bantam D7 for a few years but sold it for 50 pounds to get a deposit for our first home, wish I had kept it now”. So take a deep breath Clifford, you are in fact the fourth generation motorcycle rider in your family, and it looks like the three generations ahead of you were into Beezas. What I would love to know from the readers is, what is the model of BSA that Edward Ernest is posing on – fag in mouth? And where do I find one to restore in his honour so that one day I can share a story in Old Bike magazine about “this is the model bike my great grandfather rode…”. Cliff Overton (Great Grandson of Edward Ernest Mobbs) Em: madunclecliff@hotmail.com Mb: 0405 588 893
V for Vincent I am an avid reader of OBA, also a lifetime BSA owner and I enjoy your magazine immensely, but have to correct some things in OBA 82 BSA Victor story. Jeff Smith’s middle name is Vincent. ‘Victor’
was chosen as the model was victorious; ie. Victor. Also the details re the 250 growing to 350 was not correct as the 350 existed already, and several other things in the article are inaccurate. But I have seen these mistakes written before in other magazines and American reviews. I also enjoy Edgar Jessop. Also, I have some photos of Ginger Molloy and Graham Smith at Hume Weir, possibly 1970, where Ginger rode Bert Flood’s Bultaco and Graham the Yamaha. The press of the day has it the other way around. I was good friends with Graham and Bert, also a member of Sandringham M.C. who ran the event. David Francis Via Email
Deja Vu I thought I was seeing one of my old bikes in Out ‘n’ About in issue 83 of OBA; a rarity in Australia, an Italian Police Ducati TL600, but it was another bike. The TL600 that I had came with a story, being one of two imported by Frasers for evaluation by the NSW Police. Apparently they were not successful. It had spent time as a display bike before being fitted with a dual seat and a DJP sidecar and taken to shows. I bought it from an accountant who had not ridden it much and was probably put off by the questionable handling. It had very few kilometres on it when I bought it and it was only a few short rides that convinced me that it would be a wise move to take the sidecar off and use the bike solo. I already had a 1950 Triumph with a little Westcar sidecar and knew how a sidecar should handle. I rode the Ducati for a couple of years, it was a delight to ride. The TL model was very underrated because it didn’t have the sporty look of the other Pantahs. I sold it after falling in love
OLD BIKE AUSTRALASIA : 11
LETTERS TO THE EDITOR
For more information contact: sales@raritee.com
Sightings of the Quadrocycle were rare by the mid70s but powered by four members of the local rugby team it was rumoured to have out paced a restricted Yamaha FSIE moped on more than one occasion! Henry Elliott Hallett Cove, SA Alan Harper’s Ducati TL600 and friends.
with another Italian mistress; a Moto Guzzi Le Mans 111. Several years later I sold the sidecar to Ron Hurdis of HRD sidecars who had obtained the rights to manufacture DJP sidecars and wanted one as a display unit and was well pleased with my pristine example. Attached is a photo of my Police model in the mid 1980s at a CEMCC bike display. Alan Harper Via email
It was Debbo Great mag. The story on the 350 Moto Guzzi (OBA 82) was great – one of my favourites. The Out ’n About pictures from Gary Reid about the Oran Park night races took me back a bit as the bottom picture is Debbo (Eric Debenham) on my Yamaha YDS3 road bike. It had a Paul Dunstall front guard, rear guard and seat, clip-ons and Brian Crane fairing with a hole in the front for the headlight. The engine was standard as it was my road bike at the time, but it went a bit better because of less weight with the fibreglass. I was giving Debbo a hand to sort his racing Norvin out so I said if he wanted a ride we could enter the Yamaha in the Improved Touring class. We did not win but we did not come last. I think that is me looking on just over his back on pit wall. I considered it a privilege he had a race on the bike (he had two on it) as he did not race many Japanese bikes because he did not like left hand gear change. After the meeting he said to me, “Why don’t you have a go you are keen enough but I did not have any leathers so he lent me Bob Brown’s leathers he kept (another great rider who lived in the next street from Debbo) so that’s how he got me started in racing with the Yamaha. I’m sad to say the Yamaha was destroyed in a road crash when the bloke I sold it
to threw it down the road about week later, but by then I was racing a Honda CB72 for Bob Harrison. I bought the bike off him when he went back to WA and I still have it. Tony Gill Qld
The Quadrocycle I’m always amused by Edgar Jessop’s exploits but I had an even bigger belly laugh than usual when reading about the Quadrocycle (OBA 83). I lived in Nether Wallop, Hampshire from 1969 to 1978, I can’t recall Lily Whoop but I’m sure she was around!
With Kawasaki’s recent acquisition of Bimota, it appears that manufacturing rights to the Quadrocycle may be the target next in their sights. A Raritee t-shirt is on its way to you. - Ed
Iron men Regarding the mention of Charlie May in OBA 79, during the Australian Scramble Championships held at Royal Park Adelaide on Saturday 22nd August 1959, Charlie and his passenger Lindsay Leishman won the Senior Sidecar Championship on a H.R.D. The event was run over four heats (events 19, 20, 21, 22) and a final (event 29). Charlie also competed in and won heat 1 in the 125 class riding a BSA Bantam, event 8 in the 350 solo riding a 350 Velocette coming in third place. He then rode the 350 Velo in event 15 (heat 2) Unlimited solo taking out third place. In total he would have competed
LEFT Lindsay Leishman (left) and Charlie May with their
sashes after the Australian Sidecar Championship in 1959. ABOVE Ron Shand on his 197 Greeves.
12 : OLD BIKE AUSTRALASIA
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Best Letter
Uncle Frank Really nice to see the story on Alec Corner and Frank Sinclair in OBA 83. Frank Sinclair was my uncle, and although I was a little too young to remember all his exploits, I still have some very interesting memories of him, especially with Alec Corner racing Frank’s HRD/Vincent. The most memorable recollection of him was when I was about 14, and was invited by Frank to go to Hume Weir races with him. When I arrived at his flat in Toorak, there also was George Lynn, who was the originator of the “Green Horror” (now AMCN) and who was legally blind, and Phil Irving who was great mates with Frank, as per the story. To say I was a little awestruck would be an understatement, even as young as I was, I knew they were “very important” people in the motorcycle industry with very rich histories. We travelled to the Weir in Frank’s Humber Super Snipe, and our trip was somewhat “interesting”, as Frank only knew 2 speeds – fast and stop! Frank’s road driving skills were akin to his sidecar exploits, so let’s just say it was very lucky that George Lynn’s eyesight was what it was, and Phil Irving was too busy chain smoking
in 8 races, plus practice sessions. Lindsay also competed in solo events riding a 248 Velo, so between them competed in every class for the day. Although this was 60 years ago some details may have slipped my mind, others are as if it was yesterday. I still have the programme and was able to keep some of the results, but missing some due to riding in the 250, 350 and Unlimited on my Greeves. Sunday saw us heading to Lobethal where Charlie rode the 197 Greeves (our spare) winning his heat and finishing third in the final. He competed in four solo classes plus sidecars, plus a handicap for both solo and sidecar giving him 9 races for the day, and Lindsay 8 – a very notable effort for both having contested this many races over two days running. Ron Shand Lindenow, Vic.
Forget qualifying, let’s race! Having had the opportunity of racing during the ‘sixties and ‘seventies and then taking up Classic Racing in 2013 I have noticed some rather stark differences from then to now. Let me share them with you. For instance, what on earth is all this qualifying stuff all about? Really? Back in the day our entry forms had provision to list your last five placings. The race committee would then sit down
Frank Sinclair (left) with Rex Tingate at Ballarat on New Year’s Day 1948.
to notice anything untoward. My eyes were definitely wide open for much of the 4-hour drive (drive? Race?)! Frank in his later years also worked in spare parts at Kawasaki Australia’s Toorak office, in Carters Avenue, and was a huge movie fan, especially bike films (Castrol TT etc) providing endless motorbike movie reels to the public with the proceeds always going to charities. Another aside to this is Frank’s daughter who was married
and draw up the grids for all the weekend’s events after entries closed. Gee, imagine that? How do I know? I was a member of the Sandringham club then and was, for a time, the sports secretary. In those days we had larger fields than today, that’s for sure. Often there would be heats for the B and C grade events. Remember, we had A, B and C grades then. You could also compete in your class and the class above. Saturday was practice only and sometimes heat races. Sunday was pay day. None of these fifty-six races spread over three days. Now there is this qualifying stuff with a flurry for the race committee to draw up grids at the circuit, on the day. At some of the Sydney meetings this goes on after every event. Say what? A whole heap of unnecessary work. Even the A grade fields in the ‘seventies would normally have about a dozen TZ750 Yamahas, half a dozen RG500 Suzukis and three Team Kawasaki Australia bikes. Remove Gregg Hansford and Ron Toombs and you could throw a blanket over the rest of us and no one stood out as a guaranteed winner. We almost never went through this qualifying nonsense. It’s what I call a no pay race, held just for a spot on the grid. What utter garbage. For goodness sake, don’t the organisers know who’s who in the zoo? And as for progressive grids, don’t get me started. NSW has a penchant for this and I see it as not just unfair, but a quick way to ruin a weekend’s racing results. See, I don’t just do this just because I like the camaraderie and friendships, I like to do as well as I can. Clocking up unnecessary miles
to Len Barnard (brother of Bob Barnard ) both who were elite musicians in the Australian Jazz scene. Galapagos Duck being the main “famous” band of these two very talented musos. Frank was a very interesting and knowledgeable man and it is so good to finally see a story on him in OBA. David Bancell Via email
on expensive racing bikes just doesn’t make sense. In most cases qualifying also wastes at least half a day. So, what would I like to see? A return to grids being set according to your last five starts. People not being slugs on warm-up laps might be nice too. Maybe for a state or national title qualifying might be appropriate, otherwise, forget it. Otherwise the standard of racing – and on the whole – the organisation, is as good as ever. Bob Rosenthal Team Matchless Vermont South, Vic.
LETTERS ADDRESS
Blow your own! If you’ve got something to say, why not write to Old Bike Australasia and get it out to those that might be interested. Send your letters to... Blow Your Own Old Bike Australasia PO Box 95, Kellyville NSW 2155 Ph: 02 9672 6899 E-mail: scaysbrook34@bigpond.com Letters to Old Bike Australasia must carry the senders name, address and/or an email contact. By submitting your letter for publication you agree that it may be edited for legal, space or other reasons. The letters printed here do not necessarily reflect the views or opinions of the editor or staff of this magazine. Letters may be shortened or abridged to fit the space available.
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Another trader signs off Mark Austin operating as Pacific HD Trading Co. has called it a day. He explained that he was an architect and thus had an eye for objects that he saw. In his younger days he was courting his wife when her father told him about some motorcycles in the back yard. These were 1942 WLA model Harley-Davidsons, which he had never heard of. The lines of those machines appealed to him and since then he has been a lover of that brand as other makes do nothing for him. This led to him initially trading in Sydney commencing in 1975, then later moving to Mt Wilson in 1979 and then his final move to the NSW Central Coast in 2005. Over the years he has had trips to USA where he has purchased 3 shops as well as having assistance from buyers acting on his behalf over there. However in recent years he has, like so many others, focused just on sales by computer contact. An auction was conducted at Woy Woy on the 9 and 10th November. He also used the services of Mans Shed Auctions, the proprietor being Keith Levy, the son of the legendary Lionel and nephew of the late Bob Levy. Keith also conducted the auction back in May of the Redfern Motor Parts auction at Corrimal on behalf of the proprietor of that business, Tony Blain. However this auction was for just on 900 parts which in the main were for later models than those at the previous auction. Keith informs that there were some 250 people from 10 different countries registered to bid on line, 12 for phone bidding and about 20 present over the two days.
Home-brewed OHV conversion for Harley engine used in a motor boat.
Although I am not an enthusiast of the American machines I attended to get a view as to how sales would perform. Most parts pulled a reasonable amount, however several I thought were better than average. There was a frantic battle between a telephone and computer registered bidder for an Operators Manual for Harley-Davidson machines from 1911 to 1930 which was sold for $1175 plus premium. 18 Linkert carburettor bodies sold for $5,250 and a 1930 VL model engine converted to a boat engine sold for $3,800. There were two complete machines; 1929 JD and a 1947 Knuckle Head fitted with a 1300cc stroker kit, only the later sold for $56,000 plus premium. The boat motor was from the years when compromising and clever engineering was
undertaken to fully utilise what was available. It was built in the early 1930s by a Mr J. Roset in Sydney using a 1930 1200cc side valve bottom end. He built a water cooled OHV top end using Buick car rocker gear and pushrods. The heads had been dual plugged and ran both coil and/or magneto ignition. The motor and drivetrain all powered an 18 foot clinker hull boat on Sydney harbour. The motor had been rebuilt and restored by Pacific H.D. Trading Co. With this auction and the parts now gone Mark has called it a day and will now concentrate on a boat and classic car to pass the time of day.
Al Craig – The Story Well known Newcastle motorcycle identity Alan Craig has had his life story set out in a 42 page booklet compiled by Al Hogan. Alan’s life span is set out from his childhood through to business retirement. It incorporates his activities of Short Circuit and Road Racing with BSA and 250 Suzuki machines, sponsoring Speedway meetings and backing and providing support for up and coming riders. His business was at one stage a Suzuki dealer operating from premises at Boolaroo. Al is an active member of the Newcastle Classic Motorcycle Club since 1990 and one who I usually encounter at the Maitland Swap Meet that his club organises. This booklet is available for $10 plus $2 postage by contacting Alan 0412 801 017.
Goulburn Motorcycle Swap Meet Classic Riders Club of Goulburn are again conducting their annual motorcycle swap meet on Sunday the 19th January at the Goulburn Showground. Sellers are admitted from 12 noon Saturday and buyers from 6.00am Sunday. Strictly motorcycles and parts only, no trash and treasure. For further information contact Dale 0422 367 011. See you next issue, Pete You can get in touch with Pete at... Mark Austin with his Harleys prior to the recent auction.
cob.smith@bigpond.com or call (02) 6553 9442 after 7.00pm
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• FESTIVAL OF SPEED • INTERNATIONAL CHALLENGE • PUKEKOHE •
ABOVE Isle of Man Classic TT winner David Johnson will be out to impress for the Australian team. RIGHT Vastly experienced Melissa Paris joins Team USA for 2020.
International Challenge teams announced Festival of Speed takes shape The Post Classic Racing Association of NSW will be promoting the 2020 Festival of Speed, to be held at Sydney Motorsport Park on 20-22 March 2020 – the 14th annual Festival of Speed run by the PCRA. The 2020 FoS will celebrate our Homegrown Heroes – the riders who raced at world class level in the 20th Century. The guest riders include Malcolm Campbell, Robbie Phillis, Jeff Sayle and Murray Sayle. These guests will compete in the Homegrown Relay Challenge, where they ride identical Period 6 bikes – 1990 Honda CBR250RRs. They will team up and swap riding with the bike’s owner mid-way through each heat. There will be racing for Period 3 (up to 1962) to Period 6 (up to 1990) solos and sidecars, as well as the lovable Buckets, and Pre-Modern machines (up to 1997). There will be the usual combination of races as well as the Feature Races on Sunday afternoon, which will include the Unlimited Top 45 Challenge, Two Stroke Challenge, Period 3 500cc Barry Sheene Classic, European Challenge, Bucket and Sidecar Handicaps. As well as the exciting racing, spectators will be able to meet and greet the Homegrown Heroes, check out the historic racing bike displays, trade stands and motorcycle clubs stands. Even the parking lot is worth a look! Open pits allow spectators to come and look at the race bikes up close and talk with the competitors. The event is under new management. Bookings for trade stands and club stands are now open. For further information and sponsorship enquiries, contact Ken Lindsay by email president@pcra.com.au
With the prospect of an even stronger attack coming from the USA side, the Australian team for the 2020 International Challenge at Phillip Island on the Australia Day weekend in January looks formidable indeed. Isle of Man TT hero Dave Johnson returns, along with former World Endurance Champion Steve Martin, Jed Metcher, Shawn Giles and Aaron Morris, while also on the grid will be Alex Phillis, Beau Beaton, Cam Donald, Scott Webster, Craig Ditchburn, and John Allen – the latter two on Yamaha TZ750s. America’s 12-rider squad for the International Challenge teams’ event not only boasts three riders who finished in the top six of the individual standings in 2019 – Josh Hayes, Larry Pegram and Michael Gilbert – but has added seven-time Canadian superbike champion Jordan Szoke and former AMA front-runner Taylor Knapp to its ever-strengthening roster. Team America also boasts the first woman to take part in the International Challenge – Melissa Paris, who made her professional debut in 2009 and
has World Supersport, World Endurance, AMA and Spanish CEV experience on her vast CV. Melissa is the wife of Josh Hayes and said on her inclusion in the US squad “After hearing what a great time Josh had last January I’m so pumped to go this year!” The final race victory of 2019 catapulted Hayes to third in the individual standings on a countback ahead of Aussie Shawn Giles, while Pegram and Gilbert were fifth and sixth. Dave Crussell will once again captain the American squad, and also on his roster are Jorge Gurero, Joe Pethoud, Brian Filo, Bruce Lind and Robert Ruwoldt. The bike of choice for the majority of the team will again be the Yamaha based CMR FJ 1250, while the Americans also have three potent Yamaha TZ750 at their disposal. Meanwhile, the United Kingdom returns to the Interactional Challenge arena in 2020 with a newlook team, the full details of which have yet to be announced. Tickets for the 2020 International Challenge are now available at www.islandclassic.com.au
Pukekohe ready to fire February 1st and 2nd is the time to be in Auckland, New Zealand for the 41st running of the Pukekohe Classic Festival. This year’s event is going to be a true festival of classic motorcycle racing, set in the park-like grounds of the Pukekohe Park Raceway. Overnight camping, food trucks and Saturday night entertainment promises a full weekend of great racing and entertainment. Over the past 12 months, Pukekohe Park Raceway has invested heavily in improving track facilities, including resealing a significant portion of the track. This promises more exciting and safer racing across all 10 classes covering machines from Vintage to Pre 89. Other entertainment includes lunchtime
The pit displays at Pukekohe represent a free classic bike show.
displays from expert stunt bike teams, flyovers from WW2 aircraft, and of course the people, the motorcycles and the friendliness that makes the Pukekohe Festival such a special event. From Chris Hyland
OLD BIKE AUSTRALASIA : 17
• KAWASAKI BIMOTA • BURT MUNRO • MAC PARK HISTORICS •
BUZZ BOX
Kawasaki and Bimota get hitched The tragic tale of Bimota, one of the most innovative motorcycle companies in history, has taken a new and positive turn with the announcement that an investment arm of Kawasaki Heavy Industries has concluded a deal to purchase 49.9% of the brand from Swiss owners Marco Chiancianesi and Daniele Longoni. The Swiss investors acquired Bimota in 2013, but the famous Rimini factory closed in 2017 and the remaining parts stock was shipped to Switzerland. Since then the rumour mill has been running hot, with various suitors, including Yamaha (with whom Bimota had a long and successful partnership), and former 500cc World Champion Virginio Ferrari being named as interested buyers. Journalist Jensen Beeler broke the news following the recent EICMA show in Milan. “It was Italian Motorcycle Investment S.p.A. (IMI) that actually bought a 49.9% stake in Bimota S.A., with IMI being an investment arm created by Kawasaki Motors Europe, which in turn is a wholly owned subsidiary of Kawasaki Heavy Industries. Bimota (soon to be called Bimota S.p.A.) has been revived from the dead, with Swiss owners Marco Chiancianesi and Daniele Longoni
Big things in Invercargill The Southland region of New Zealand is the place to be in 2020, with the ever-popular Burt Munro Challenge from 5-9 February, plus a major new exhibition of Classic Motorcycle Mecca honouring George Begg, a hero to motorcycle and motor racing fans in this region. Begg was a self-made successful businessman who used his influence to indulge in the things he loved; motorcycles, racing cars, travelling and writing, as well as a 40-year philanthropic career that benefited the less fortunate. As a rider, he competed in the Isle of Man on a 7R AJS before returning home to begin his engineering business. He went on to build 18 racing cars that took on, and beat, the best marques in the world in various formulae.
Strike up the band! The titles are coming back to Mac Park!
Titles head to Mac Park Is Bimota back? Will we again see luscious machines like this DB5R, exhibited at the 2008 Melbourne Motorcycle Show, with Kawasaki power?
still on board and in a controlling interest. For at least right now, it would seem that Bimota’s two-wheeled pursuits will be powered by Kawasaki power plants, and Bimota is set to remain at its facility in Rimini. The first incarnation from this news will be the Bimota Tesi H2, which as the name suggests, uses the famous Tesi chassis with the 998cc supercharged engine (as well as the exhaust system and electronics) from the Kawasaki H2. The next machine from the Italians will be the Bimota KB4, which will be a full-fairing sport bike, with the 1,043cc four-cylinder engine from the Kawasaki Z1000 at its core. All told, Bimota aims to produce 200 bikes next year, which is an ambitious plan from the boutique brand.”
George Begg at Bradden Bridge in the 1955 Junior TT.
Transport World owners Jocelyn and Scott O’Donnell are key drivers of plans to bring Begg’s story to the public. Scott O’Donnell is a huge fan of racing vehicles: at Bill Richardson Transport World, the area dubbed ‘Pit Lane’ has a revolving display of them, many of which are owned by O’Donnell himself – including one of Begg’s vehicles. Now, the idea to celebrate one of the greats in Kiwi motorsport history is turning into a reality. “We think there are three great automotive personalities who have carved their names into Southland’s history books – Bill Richardson, Burt Munro and George Begg,” Scott O’Donnell says. “The Begg exhibit will pay homage to a story of Kiwi ingenuity taking on the world, and coming out on top.”
MacNamara Park, Mount Gambier, is the venue for the 2020 Australian Historic Road Racing Championships on 19-22 November. The venue last hosted the national titles in 2006. Motorcycling South Australia’s President Brenton Matters commented on the announcement, “Motorcycling SA is thrilled that our State will be hosting the 2020 Australian Historic Road Racing Championship. We know that Mac Park is the perfect setting for the Championships and will provide great racing for both riders and spectators, the design and character of the track are perfectly suited for historic racing. I would like to congratulate the Mount Gambier MCC and all the volunteers for the enormous amount of work they have done to upgrade and improve the track and I look forward to being trackside to see all the action in November next year”. The completely resurfaced 2.4 km MacNamara Park circuit is a mix of technically demanding corners over undulating terrain, with 12 corners ranging from the sharp hairpin at turn one to the fast and sweeping turns seven and eight. Due to its serpentine nature it is ideally suited to all classes of classic bikes. The track is now 10m wide with a 12m wide start/finish straight, with the majority of runoff areas also enlarged to bring the track up to current standards. With new and improved viewing areas offering sweeping views of the track, full catering facilities, large clubrooms including a new disability access toilet, extensive covered pits and a park-like setting, it’s a fantastic venue for motorcycle racing. Club President, Alex Trnovsky, said this week “The Mount Gambier Motorcycle Club is incredibly proud and excited to be hosting the 2020 Australian National Historic Championships. This is an incredible opportunity for the club to showcase ‘Mac Park’ to a national audience, and a chance for riders from all over the country to sample the huge number of improvements and upgrades that have taken place. The committee, club members and local community will be striving to make it an event, not just a race meeting, and welcome anyone with an interest in historic racing to come to Mac Park in November 2020.”
• DONNINGTON HARLEY • TAS MUSEUM • NZ SHOW • BATHURST CIRCUIT •
Rare Harley up for auction Back in 1935, Mortlock Brothers, the Perth HarleyDavidson dealers delivered a new 1934 Model R to Mr. Wishart, who put very few miles on it before it was housed on his brother’s farm, where it was given occasional outings around the property. Later, Mr Wishart’s sons, who both lived in Melbourne, took over the riding duties before it was packed up and sent to Victoria around 50 years ago.
Apart from a period of 13 years when Geoff Wishart took it to Sydney where he was working, it has been there ever since. “Before dad died 8 years ago, he and I started to restore it,” says Geoff Wishart. “It is completely original except for the exhaust pipe and muffler. The motor was never touched, and John Gee from Antique Motorcycles did the electrics for us.” Now, after 85 years in the same family ownership,
Tasmanian museum relocates
NZ Show dates announced
The National Automobile Museum of Tasmania, home to an impressive collection of motorcycles, cars and memorabilia, has finally completed a long-awaited move to new premises in Lindsay Street, in the Launceston suburb of Invermay. The new museum officially opened to the public on September 30. NAMT manager Phil Costello said the new site will greatly enhance the experience. “It’s much more user-friendly, no defining paths... one level has made it so much easier to get things in and out and the fact that we can bring the cars and bikes in and just push them into place has been a great bonus.” The new museum now accommodates a new range of cars and motorcycles from across Australia. “One of the pleasing things about this museum is that at the moment we’ve got vehicles from Queensland, Victoria, South Australia and New South Wales,” Mr Costello said. “That’s probably the first time we’ve ever had vehicles from so many different states.” “There are a lot of new vehicles here that have never been with us before. That was always the intention: to build a museum that was fresh and that wasn’t just the old museum in a new building.” Mr Costello said it was great to be a part of the emerging Invermay precinct, which includes the Silo Hotel and Riverbend Park. The National Automobile Museum is at 84 Lindsay Street, Invermay, Tasmania 7248 and is open from 9am to 5pm every day except Wednesday.
Original paperwork accompanies the Model R.
the Harley will be up for auction in April 2020 by Donington Auctions in Melbourne. Donington’s Robbie Richards says it is rare to see a machine such as this. “The Harley is in excellent condition and is presented virtually as it was delivered in 1935, complete with the original sales receipt dated 23rd November 1935. It also comes with the original handbook.” For details see www.doningtonauctions.com.au
The weekend of 7-8 November 2020 has been confirmed for the annual New Zealand Motorcycle Show, which will return to the ASB Showgrounds, Greenlane in Auckland. As well as showcasing the latest on two wheels, the show draws many exhibits from classic clubs, organisations and individuals, which are always a highlight. The 2019 Ride Forever Motorcycle Show featured more than 500 bikes, bike clubs and an array of specialist vendors in the restoration, accessory, and automotive care areas inside the halls, and the upcoming event is promising to be even bigger. The show will stage the Classic Bike of the Year awards with categories from Vintage to Post Classic across British, American, Continental and Japanese marques. If you don’t want to put your bike in the show, then the Paw Justice Ride & Shine could be for you! Every year thousands of bikes lining up the alleyway outside the halls, once again, this is free to park your bike here, just pay the spectator entry fee to get yourself in. A brand-new Swap meet hall will feature unfinished projects and parts up for grabs. This non-for-profit charity fundraising event is put on by Papakura Rotary Club, with help from Premier Events. With all profits going back to the community you can have a blast while supporting some very good community initiatives. The show is open from 9am to 5pm both days.
Bathurst circuit progress The painfully slow process of the construction of the much-mooted second circuit at Mount Panorama, Bathurst, has passed one further stage, with the Bathurst Regional Council completing the initial planning. Now begins the environmental approvals process. “Both state and federal governments have been very supportive of the project. The federal government has contributed $12.5 million and the state government has contributed $15 million,” said Bathurst mayor Graeme Hanger. Motorcycling Australia has been assisting with the new circuit’s design and chief executive Peter Doyle is confident that it will be in contention for major events.
“From an international level, the plan is to attract a number of bike and car events, it’s just a matter of when they come up,” Mr Doyle said. With the application lodged with the Federal Department of Environment, the Bathurst Regional Council said it had high hopes for the circuit, noting that the existing circuit at Mount Panorama uses public roads and can only be used for a limited number of days each year. “Several major international and national race events are proposed to be held each year and these would underpin the day-to-day operations associated with state and club level racing and tourism. The full course is envisaged for high-profile international events such as a round of the World Superbike Championship.”
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Under the Chequered Flag Peter Molloy; engine wizard.
Vic working on his KSS Velocette around 1955.
Vic Nicholson Peter Molloy There would be few people who have left such an indelible mark on Australian motor sport than PETER MOLLOY, who died from a brain tumour on 9th October. A no-nonsense bloke, Molloy not only built some of the fastest engines, but mentored the careers of many top drivers, including Neil Allen, Warwick Brown, and Colin Bond. He was also keenly involved in motorcycle sport, building the Honda CB900-based Mentor Motorcycles Superbike that took Wayne Gardner to an historic victory at Sandown Park in December 1980 – the first four-stroke win in an ARRC round. Molloy remained connected to the Mentor squad through several Castrol Six Hour Races, including the 1980 winning Gardner/Johnson CB1100R, and the controversial 1982 Gardner/Wayne Clarke victory. When Gardner switched to V8 Supercars with a Coca Cola-backed team, Molloy went along too as workshop manager. In more recent times, Molloy assisted Andre Deubel’s efforts at Lake Gairdner when he set new records on his V7 Moto Guzzi. To mark his five decades of service to motor sport, Molloy was presented with the 2019 Phil Irving Award by CAMS. Peter was farewelled at a packed service at Greenway Chapel on the NSW Central Coast on 17th October.
A long time identity in Velocette circles, VIC NICOLSON passed away in October, 2019, aged 87. A jeweller by profession, Vic had always been a keen cyclist and motorcyclist, as had his father, and his wife, who both rode LE Velocettes. When the Mount Panorama circuit opened in 1938, 16-year-old Vic cycled from his home in Hornsby to Bathurst in order to complete a lap of the new circuit. He went on to race there in 1954 and 1955 on a KSS Velocette. In the second running of the Mount Druitt 24 Hour Race for Stock Motorcycles, in 1955, Vic shared a 350cc BSA with Don Flint and Ian Richards, finishing 4th in the 350 class on 473 laps. After moving from Sydney to the NSW Southern Highlands, Vic restored a 1926 Vauxhall 30-98 that he had found in very poor condition in Townsville, Queensland. His son Warwick drove the grand old car in the 2013 movie The Great Gatsby. From Andrew Duncan
Eric Harrison ERIC HARRISON died on 11th August 2019 (born 20th November in 1926). He rode sidecar through New South Wales, Queensland, Victoria and South Australia. A member initially of the Southern Districts Motor Cycle Club, and then the Willoughby MCC, his swingers included Ray Ward, Eric Smith and Allan Hepworth. The pinnacle of his many racing achievements came in 1965, First in the Bathurst SESQUI Centennary TT on Easter Saturday, April 17th (swinger Allan Hepworth). The record books of the National Motor Racing Eric Harrison competing at the Amaroo Park Short Circuit. Museum record this win by four seconds, the “Highlight of the weekend”. Eric and his wife Shirley are survived by eight children – grandchildren and greats too numerous to count. The arrival of the Old Bike magazine was a joy in his last years as his short term memory was kaput, but long term memory warmed by the names and bike tracks and bikes he encountered in this magazine. From Tricia Reust
OLD BIKE AUSTRALASIA : 21
BUZZ BOX
Trevor Pound at Darley in June 1962. Photo: Keith Ward
A fine portrait of Trevor Pound by Charles Rice.
Trevor Pound Melbourne-born TREVOR POUND, star of the ‘fifties and early ‘sixties, passed away in South Australia on 6th November, just short of his 89th birthday on November 22. Trevor completed a Fellowship Diploma in engineering at RMIT, which coincidentally was just a couple of blocks away from Melbourne’s motorcycle hub, Elizabeth Street. By 1947 Trevor had his first motorcycle and joined Preston club, and after graduating from RMIT joined the Aeronautical Research Laboratory at Fishermans Bend, which was also the site for much motor sport in those days. A 1948 Ariel was duly purchased and used for his first race meeting, at Victoria Park Ballarat. The Ariel was deemed unsuitable for racing and was quickly replaced with an alloy-engined 350 BSA. In 1952 he headed for Bathurst, with the front axle of the BSA hitched to the rear of a sidecar on the Ariel, with 16-year-old brother Bill on the pillion and the sidecar itself crammed with tools and equipment. Both Bill and Trevor became Bathurst regulars and after winning the Junior TT in 1959 Trevor set his sights on his next goal, to race in Europe and the Isle of Man, which he did in 1960. He was back home again by 1962 and continued racing motorcycles until 1966, after which he had a clean break from motor sport until taking up car racing with a Formula Vee in 1991, later moving to Historic Car racing with an Elfin Mono. He was still racing while well into his 80s, but battled prostate cancer for the last 20 years of his life.
Ken Kavanagh at Silverstone in late 1953, with his new uniform.
Ken Kavanagh KEN KAVANAGH, the first Australian to win a World Championship Motorcycle Grand Prix and the first to win an Isle of Man TT, has died in Italy, aged 96. Kavanagh left his native Melbourne in 1951 to try his hand in Europe and by the season’s end had scored four podium positions in GPs – performances that saw him quickly signed up by the illustrious Norton works team. He raced for the British factory team in 1952 and 1953 before defecting to Moto Guzzi and moving home to Bergamo, where he lived ever since. In 1956 he scored his, and Australia’s, first Isle of Man TT victory in the 350cc race. Ken went on to race the legendary Moto Guzzi 500cc V8, before sensationally quitting the team to join rival Italian team MV Agusta. The relationship with MV was bitter from the start and forced him out of motorcycle racing and into a Formula 1 Maserati. After a major crash at Goodwood which destroyed the car, Kavanagh returned to bikes, riding for Ducati – a partnership that saw him return to Australia in the 1959/1960 summer season. The deaths of several close friends, including Australian Bob Brown, prompted him to call it a day at the close of the 1960 season. He made a complete break from racing, opening a dry cleaning business in Bergamo and raising his three children. He recently went into a care facility near Bergamo, where he passed away just before midnight, local time, on Tuesday 26th November. A future issue of Old Bike Australasia will carry a full story on the remarkable life and times of Thomas Kenrick Kavanagh.
Grand Prix
pioneer Story Jim Scaysbrook Photos Byron Gunther, OBA archives
Since the advent of the World Championships in 1949, getting aboard a works machine has always been the quickest path to success. At the age of 38, Eric McPherson became the first Australian to gain a post-war works ride when he saddled up for AJS and went on to equal-third place in the inaugural 350cc title.
OLD BIKE AUSTRALASIA : 23
ERIC McPHERSON
ABOVE Competing at the Blacktown Miniature TT on his BSA in 1940. RIGHT Cresting the summit
at a hill climb at Bulli near Wollongong in 1939.
Eric’s foray into the big time had started a year earlier, when he was selected to represent his country at the Isle of Man TT. His effort ended 500 yards short of the third lap of official practice, when he hit oil exiting Governor’s Bridge and crashed heavily, putting himself out of the races. But more of that later. One of seven children, Eric William Charles McPherson was born, raised and educated in the inner-Sydney suburb of Glebe. From early youth, he was known to all as ‘The Mouse’, or ‘Mousey’, due not only to his chronic dread of mice but also his own sharp features. In later life, his racing helmet was usually adorned with a Mickey Mouse emblem, while the sobriquet could also have aptly described his quiet nature.
OPPOSITE PAGE Eric in front of the Sydney Conservatorium of Music circa 1938; part of the winning BSA team in the Daily Telegraph Three Day Trial. INSET After a practice session for the 1949 TT. BELOW Boring down towards Hillberry in the 1949 Senior TT.
Leaving school at 14, he became a trainee clerk with the Department of Main Roads, but his heart was never in the job. Within weeks, he had taken an apprenticeship with a nearby motorcycle dealership, riding to work on a 2-speed belt-drive lightweight bought from his father for £12/10/-. Eric was totally consumed by racing and joined Glebe-Balmain MCC, and he had his first taste of it in 1926 at age 15 when he rode at Pratten Park speedway at Ashfield, only a few miles from his home. Further speedway outings came at the Sydney Royale and the mile-long Penrith Speedway. From that inauspicious start he progressed to rides on the big oiled-dirt surface tracks, called Miniature TT, which abounded in and around Sydney, as well as the few tar-surface events on the calendar. By 1942 he was working for the biggest motorcycle firm in the country, Bennett & Wood, who were the BSA agents. Working alongside him was another young man with a passion for racing – Harry Hinton. The pair became lifelong friends and soon teamed up on BSAs supplied by the company. Eric rode in everything that was going; scrambles, trials, hill climbs, gymkhanas – usually on the same 250cc Empire Star BSA. In 1937 Eric married his greatest fan, Ruby; a woman of incredible charm and character who became almost as identifiable with the sport as he did.
24 : OLD BIKE AUSTRALASIA
ERIC McPHERSON
ABOVE LEFT Eric being congratulated by Bathurst course
Marking time
announcer Bill Jeffers after winning the Senior TT in 1947.
Like many a sportsman of the time, Eric’s career was suddenly interrupted by the outbreak of World War II. He was rejected for military service due to knee injuries sustained, naturally, in motorcycle accidents, and served the war years repairing Army bikes. Just months after the war finished, Eric was back in the saddle intent on competing in every event possible. His big break came in 1947 at the annual Easter races at Mount Panorama. Eric had been entered in the Senior NSW Grand Prix on his BSA, but stepped onto Harry Hinton’s 350 Manx Norton at the last minute. Hinton had already won the Junior GP on the same machine earlier in the day and had a 500 waiting for the Senior, and Eric wasted no time in accepting the offer. Ironically, Hinton’s magneto failed early in the race, while McPherson, revelling in the handling and speed of the Norton, was making spectacular progress through the field. By half distance he held a secure second place behind Jack Forrest, and inherited the lead when Forrest suffered engine failure. The win, in Australia’s most important event, elevated him into the star league. After the war, the Auto Cycle Council of Australia introduced a levy on all race meetings in order to build a fund to send an official Australian team to the Isle of Man TT. By 1948 the fund was sufficiently liquid to put the plan into action, and each state controlling body was asked to nominate one or two
ABOVE RIGHT On his way to victory in the 1947 Bathurst
Senior TT, on the 350 Norton loaned to him by Harry Hinton.
riders for consideration. It eventually came down to three: Victorian Frank Mussett (who had raced in the TT in 1938), Harry Hinton and McPherson. Mussett declined the nomination to concentrate on his Velocette distributorship, and Hinton was unable to secure machinery from Nortons. That left Eric, and with the help of NSW AJS and Velocette agents P&R Williams (co-owner Stuart Williams was also a pre-war TT rider), a 7R AJS and a KTT Velocette were made available for him in England. The ACCA grant paid for his boat passage and a modest living allowance.
Heading for heartache For a 37 year-old who had never travelled further than Melbourne before, the experience of sailing 13,000 miles to mix it with the big boys was the stuff dreams are made of. Determined to spend as much time as possible on the island before racing started, Eric booked his passage to leave Sydney in early March. But delays in issuing his passport and receiving the necessary inoculations meant he missed the boat and finally sailed out on April 3rd. Several weeks on the island before the start of official practice made him anxious to get aboard the new 7R, but team manager Jock West told him to do
Eric at Blacktown Easter 1947. The meeting was hastily convened after the postponement of the traditional Bathurst meeting.
RIGHT Eric with trophies
after the meeting at Scarborough, UK in 1948.
ABOVE Eric with Harry Hinton (left)
and George Morrison at the 1950 TT. BELOW Ruby McPherson presenting a cheque from the ACU of NSW as nomination fee for Eric McPherson in the Daily Telegraph King of Sport Competitor in 1948. Eric McPherson finished second behind Don Bradman.
OLD BIKE AUSTRALASIA : 25
ERIC McPHERSON
TOP The plaque erected to Eric McPherson’s
memory by Canterbury Council. ABOVE Whistling past Kates Cottage on the works 7R AJS in the 1950 Junior TT. LEFT Official photo behind the grandstand at the 1950 TT.
the first official lap in ‘no less than 40 minutes’. Eric duly obeyed, then cut his second lap at 32 minutes and was looking for a sub-30 minute tour on the third time round. Then, exiting Governor’s Bridge, his front wheel struck the oil patch, dumping him unceremoniously on his backside and into the gutter with a sickening thud. The AJS was virtually unmarked, and although he walked dejectedly to the pits, he soon began to experience severe spinal pain and was admitted to Nobles Hospital. His
injuries, which included a hairline fracture of the pelvis and severe bruising to his lower back were severe enough to keep him out of the races, and this hurt even more. Still, Eric’s easygoing and polite nature endeared him to officials and the star riders, and he made valuable contacts. With his injuries almost healed, he was able to gain a start at Oliver’s Mount, Scarborough on the English east coast, six weeks after the TT, where he rode the KTT. A heat win in the 350cc event and third place in the final impressed many and gave him a fine silver trophy to bring home. In fact, the trophy was a perpetual one, so several of the riders chipped in and presented Eric with a replica. The British motorcycling press commented not just on Eric’s speed, but his ‘unusual upright riding style”. Eric’s explanation was that his backside was still so sore that he could hardly sit down. When his return sailing to Sydney was delayed, it enabled Eric to start in the Ulster Grand Prix. Run in atrocious conditions which local star Stanley Woods described as the worst he had ever encountered, Eric was up to fourth place in the Junior and dicing with Bill Doran’s works AJS when a gust of wind caught him out at the fast right hander at Ballyhill and he crashed heavily. With a black eye and his facial injuries covered in sticking plaster and bandages, a stiff and sore McPherson boarded
the boat for home, much wiser for the experience. His slightly battered 7R came with him, where its owners P&R Williams had a buyer anxiously waiting – the young up-and-comer Jack Ahearn. His progress overseas had been well reported in the Australian press – almost unheard of for a motorcyclist – and shortly after his return Eric was nominated for the annual ‘Kings of Sport’ competition by the Daily Telegraph newspaper. The results were determined by readers’ votes, and Eric did his sport proud to come home second to the cricketing legend Don Bradman.
In at the deep end In 1949, Hinton and McPherson were again nominated by the ACCA for the TT, and this time both were able to accept. In addition, Victorian rider George Morrison went along as a privateer. It was all a far cry from the superstars of today. Hinton and Morrison purchased an ex-War Department two-ton van for £75 and loaded it with four Nortons and spare parts, while Eric and his wife Ruby travelled in convoy on an AJS outfit (loaned by Sales Manager Jock West) with the new 7R AJS in the box sidecar. The Australian contingent arrived early in the Isle of Man and managed to complete around 20 sighting laps before official practice began. This time there were no dramas for Eric (nor for Hinton and
26 : OLD BIKE AUSTRALASIA
ERIC McPHERSON
Morrison) and he lined up number 86 for the Junior TT. His starting companion, Ben Drinkwater at number 87, would not survive the race. While Velocette works rider Freddie Frith ran away with the race, Eric’s pit signals told him that he was circulating in Silver Replica time. Holding station, he went on to finish the race in 11th position at an average of 79.5 mph. After post-race scrutineering, Eric rode his AJS down the hill into the AJS garage in Douglas, where the barrel and piston were changed to boost the capacity to 358cc – the Senior limit was a minimum 351cc. After snatching a few hours sleep, Eric and Ruby presented themselves for the prizegiving ceremony where he proudly received his replica along with Hinton (15th) and Morrison (27th). Two days later Eric lined up for the Senior, finishing a very creditable 14th for another Silver Replica. The only other ‘350’ in the results was Reg Armstrong in 7th. The Antipodean team took in the Dutch and Belgian classics as the next leg of their brief tour, and every start added to McPherson’s reputation as a fast and consistent rider. At Assen, the team was joined by patron Stuart Williams, who purchased a new MG in England and towed Eric’s AJS to the event. The Junior TT was a milestone, as it marked the first World Championship points scored by an Australian. As Frith and Bob Foster fought out one
Eric (86) and Ben Drinkwater pushing off for the 1949 Junior TT.
of the all-time classics at the head of the field, Eric made steady progress from 10th place, entering the last lap in 6th position. This became fourth when the unfortunate Eric Briggs ran out of petrol on the final circuit. Behind him were the works machines of Frend, Bell and Armstrong. Two weeks later the scene shifted to the Ardennes and the Belgian Grand Prix. In front of 120,000 spectators, Eric again took on the works jobs in the Junior race. After one lap he held 11th place and improved steadily as he tailed Les Graham and Reg Armstrong through the field. When Graham retired, McPherson and Armstrong staged a
slipstreaming duel that continued lap after lap, with Eric judging his run to perfection to snatch 5th place by half a bike’s length.
The call up On the strength of his performances, Eric received a call up from the AJS factory to ride in their official team in the Junior (350cc) Ulster Grand Prix on August 21st. It was the first time an Australian rode in a post-war factory team. In 1932, Stuart Williams was selected by New Imperial to ride in their works team, but broke his neck in an Australian event and was unable to take up the position.
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Eric McPherson on the works 7R AJS at the 1950 Ulster Grand Prix.
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28 : OLD BIKE AUSTRALASIA
ERIC McPHERSON and he retired on lap five. As in 1949, Eric’s Junior engine was fitted with a 358cc barrel for the Senior, where he finished 14th. The Dutch brought more glory, with Eric taking over the injured Morrison’s Norton to finish 5th in the 500 TT – a race where Hinton scored Australia’s first-ever ‘podium’ finish with a fighting third place behind the works Gileras. In the Junior, the works 7R faltered in the final stages and Eric limped home 15th. The Belgian brought only 8th place in the Junior but in the Ulster, Eric repeated his 1949 result with an excellent fourth in the Junior GP. Back home once more, Eric was at the crossroads. With his 40th birthday approaching, he was unsure of his future. It rested on the all-important nomination
Chasing AJS team mate Ted Frend at Laaghalen in the 1950 Dutch TT.
The 218-mile Ulster Junior GP would take around 2 1/2 hours to complete, but while the Velocettes needed a refuelling stop, the works AJSs, with their specially enlarged tanks, could go through non-stop. Despite their stops however, Velocette riders Frith and Charlie Salt took out the first two positions, with Armstrong’s AJS third and McPherson a careerbest fourth – 82 seconds behind the winner. The result gave Eric 4 more points for a total of 17 and equal third position (with Bob Foster) in the 1949 350cc World Championship. An early-season accident to Bill Doran left a gap in the 1950 works AJS team, and once again McPherson was the one chosen to fill the position. After again being selected as an official Australian TT representative, Eric stepped into the AJS squad alongside Les Graham and Ted Frend. Both Hinton and Morrison found places in the second Norton works team at the Isle of Man. Eric’s works 7R was fitted with the experimental tail fairing used only at the TT. An opening lap at over 80 mph put Eric into the top ten, but his clutch was on the way out. By lap two the clutch had failed altogether but he still held 12th position. His refuelling stop after lap three was harrowing, a long push required to get the clutchless AJS fired up again, but despite posting a lap at 83.25 mph, the transmission cried enough BELOW In 1951 pre-race scrutinnering for the Bathurst meeting was held at Bathurst Showground. It was to be Eric’s final ride at Mount Panorama.
Eric’s 7R gets away from him during practice at Bathurst 1951. After his retirement from racing, Eric was a familiar figure at meetings, with his home-made ‘Starting Gate’.
for TT representation from the ACCA, which carried £100 in expenses, but there were plenty of candidates for the positions. Hinton’s spot was assured, but youngsters like Ken Kavanagh and Maurie Quincey had strong claims to the remaining berth. In the end, fate stepped in to settle the issue. Competing at the 1951 Easter Grand Prix meeting at Mount Panorama, Eric stepped off his 7R at high speed when he hit a bump at ‘The Hollow’ between Reid Park and McPhillamy Park. He was thrown heavily but although he and the AJS were badly knocked about, he bravely fronted up for the Junior 350cc GP on Easter Saturday. Riding at a subdued pace, he finished 17th. It was time to hang up the helmet. Although his racing days were over, Eric slipped straight into an administrative role in the sport. Back in 1941, he and Hinton had formed the Motor Cycle Racing Club of NSW which went on to become a formidable promoter of not just race meetings, but new talent. Eric continued as president of the club, and acted as starter and judge for the annual Bathurst meetings for the next 24 years. Barely a weekend went by where he was not engaged in some official capacity in a race meeting somewhere. Eric McPherson died in a Sydney retirement home in July 1997, aged 86. With him went one of the few remaining links to the trailblazing days that laid the foundations for Australian assaults on the World Championship stage.
30 : OLD BIKE AUSTRALASIA
Going
BIMOTA TESI 1D
forkless
Standardisation is a concept that sits uneasily with those of the fertile and inquiring mind. It was the attraction of Ducati’s V-twin in a sea of UJM (Universal Japanese Motorcycle) four cylinder machines that made the Italian machine so attractive to people who wanted something a little different. But even there, the standardisation of the modern motorcycle chassis – swinging arm rear suspension, telescopic, hydraulic front fork – was common virtually across the range.
OLD BIKE AUSTRALASIA : 31
BIMOTA TESI 1D
For ages, the telescopic fork had been viewed with distaste by engineers, citing numerous in-built shortcomings. The ‘tele’s’ predecessor, the girder fork in all its incarnations – pressed steel, tubular steel, friction damped, hydraulic damped et al – certainly had shortcomings as well, but they were relatively inexpensive to produce, quite strong, and easily repaired or refurbished. The ‘tele’ on the other hand, required precision machining or grinding of the fork tubes, matched to precision casting and/or machining for the sliders, and suffered the problem of stick-slip friction (or ‘stiction’) under heavy braking or side loads (especially when used on sidecar outfits). There were other issues concerned with geometric forces during the actual steering process that also rendered the concept less than 100% satisfactory. But there was no denying that the telescopic fork, especially the Norton Roadholder (itself modelled on the BMW design) was pretty good – so good in fact it changed little, and had few challengers, for several decades. Those challengers eventually came mainly from Italy – Ceriani, Marzocchi, Focelli – and excellent they were too, albeit refinements on a well established theme. But one small Italian company, based at Rimini on the Adriatic coast and away from the major centre of Milan, was utterly convinced of the benefits of what had long been termed ‘hub steering’ or ‘hub-centre steering’.
ABOVE The business end. Front wheel pivots around a kingpin in the centre of the trunnion shaft.
Story Nick Varta Photos Independent Observations.
32 : OLD BIKE AUSTRALASIA
BIMOTA TESI 1D
Once again, the concept was far from new – look at such ancient creations as the 1911 Militaire 1300cc four-cylinder, complete with hub steering, or the adventurous Ner-a-car, and the numerous creations of Jack Difazio who made his first hub-steerer in 1956 using bits from a Reliant 3-wheeler, a Ford Prefect brake drum and various rods and sods collected from wherever they were available. However Bimota saw all these attempts as somewhat crude and unsuitable for series production. By 1990, after a series of prototypes dating back to 1983, they were ready to take the plunge, and it was a big plunge, to put their concept of a ‘forkless’ motorcycle into production.
ABOVE The hub steering Militaire owned by vintage stalwart Paddy Ryan.
A 1924 Ner-a-car. Photo: Gaven Dall’Osto
Please form an orderly queue The Bimota Tesi 1D (‘tesi’ approximately equating to ‘thesis’ in English) was conceived from the outset to be an exotic, eccentric and expensive motorcycle aimed at a discerning (and small) market. At around US$40,000 the market was certainly going to be small, but it equally certainly existed. Tesi was essentially a collection of the finest Italian
Tesi 1D unclothed.
components and engineering, centred around an 851cc, fuel-injected Ducati v-twin engine. The chassis no longer required a conventional steering head, although from the rider’s point of view, a top crown was there to support the handlebars, which were mounted on a pair of stubby tubes, clip-on style, below the top crown. The actual steering was
Diagram of the front wheel steering.
achieved via a series of rods and linkages that ran down through the vee of the engine, out through the milled-from-solid right side chassis plate and along the right side of the swinging arm supporting the front wheel. The wheel itself held a large diameter, ultra thin ball bearing, supporting a trunnion shaft, upon which the wheel rotated. In the centre of the trunnion shaft sat a kingpin, which allowed the shaft to be rotated via the external rods for steering. The shaft and kingpin could also be rotated slightly to adjust the rake and trail of the front suspension via screw adjusters on the ends of the torque rods. Many road tests commented on, rather than criticised, the heavy steering, which was not surprising considering any movement of the steering put four spherical bearings and six roller-type bearings into play. The front brake disc was bolted to the wheel in conventional manner. With the need for the front wheel to move within the swinging arm, the rear
OLD BIKE AUSTRALASIA : 33
BIMOTA TESI 1D
The famous Bimota symbol. Name comes from the first two letters of each of the founder’s names; Valerio Bianchi, Giuseppe Morri, Massimo Tamburini. Stainless exhaust pipes finish in alloy mufflers on each side.
of this had to be wider than the front. Like all Ducati vee twins, the engine was positioned as far forward as possible without contacting the front tyre, and held in place by the very handsome alloy plates on each side. These plates provided the attachment points for the front and rear suspension. At the front, a single fully adjustable Marzocchi gas shock took care of things, mounted horizontally above the left side alloy frame plate. At the rear, the single Marzocchi gas shock sat vertically, operated via a lever from the swinging arm. The fuel tank, moulded in plastic, sat above a trellis structure, with an extension of the tube structure behind this to support the seat and provide the top mount for the rear shock absorber. Another plastic moulding, the airbox, sat inside the forward tubular section, connecting the injector trumpets. The exhaust system was also unconventional, with twin pipes exiting each cylinder head, then diverging so that one from the front cylinder and one from the rear went to a single muffler on each side. Trend-setting for the day, an LCD instrument panel contained a digital speedometer, odometer and trip meter, tachometer, with readouts for water/coolant temperature, fuel level, and lights to indicate oil pressure, indicators, neutral, low fuel, and high beam. The whole machine was clothed in swooping bodywork consisting of a nose panel, and a combined tank shroud, seat/tail and side covers. The front wheel was shrouded in a sporting colourmatched mudguard, while the rear tyre received a GP-style ‘hugger’ in black plastic. One of the few non-Italian parts was the large capacity, curved radiator which came from KTM. It’s fair to say that the Tesi’s handling and braking characteristics left many testers somewhat nonplussed. Because there was non (or little) of the telescopic fork’s inherent diving under brakes, the front suspension travel was only 80mm, or about half normal. Squeezing the front brake during cornering produced virtually no movement, which meant the rider could adopt a more neutral position on the bike. Although producing a more precise ride, ‘harsh’ was the word most often used to describe the suspension, which over rough roads could be somewhat uncom-
Three-piece bodywork conceals the radical substructure.
fortable. Without the pitching in the front end, harder and more stable braking could be achieved, but all of this was foreign to many, and took quite a bit of getting used to. Not to say this was a bad thing, just different, so the ‘forkless’ look, and the riding experience, matched each other perfectly.
The Resurrection The fate of the Tesi 1D, and other motorcycles in the Bimota range, was effectively sealed when the company filed for bankruptcy in 2000 – a legacy of the ill-fated V Due two stroke and the costs of competing on the World Superbike stage. In 2003, under new ownership, the brand returned, and with it, a heavily revised Tesi, named the 2D, which appeared in 2004. This lasted just over two years, with an asking price of around US$60,000 before the 3D appeared; effectively a completely new take on the original concept. Gone was the bodywork, revealing the skeletal framework in full, as well as the intricacies of the front end and its plethora of rods and levers, although the number of these had been reduced and no longer passed through the frame. Steering lock, heavily criticised in the past, was increased from 17º to 21º – a blessing around town. The front shock was changed in specification,
ABOVE Cockpit view is impressive with familiar switchgear from the period. BELOW LCD dashboard was state-of-the-art in 1991.
34 : OLD BIKE AUSTRALASIA
BIMOTA TESI 1D location and movement, being now of the pullpiston design, moving to the right side of the engine under the crankcase. All this addressed most of the concerns of the 1D: the ride was now more comfortable, the steering lighter and more predictable, and suspension action more flexible. Although the basic look remained, the chassis components were in fact all new, with the rear shock moved from its previous vertical position to an angle of around 45º. Both the front and rear swinging arms were now steel tube trellis design, rather than the previous alloy components. What bodywork that remained was now mainly in raw carbon fibre, although a red and white painted version was also listed. Gone was the futuristic speed display box; replaced by a conventional looking circular instrument with an inlaid LCD display. Power for the 3D came from a 1072cc v-twin engine sourced from the Ducati Multistrada.
Moving right along If things weren’t rocky enough for Bimota, its Australian distributor Stoney Creek Power Sports shut its doors the day after the Sydney Motorcycle Expo in November 2008. The new Tesi 3D had been featured on the company’s stand at the Expo, as
1991 Bimota Tesi 1D
Specifications ENGINE
Ducati 90º v-twin, four valves per cylinder, belt-driven desmodromic valve operation, liquid cooled.
BORE X STROKE
92.0mm x 64.0mm
CAPACITY
851cc
COMP. RATIO
11.0:1
INTAKE
Weber electronic fuel injection, 2 x 50mm throttle bodies.
EXHAUST
4 into 2
IGNITION
CDI
TRANSMISSION
6-speed, dry clutch
PRIMARY DRIVE
Straight cut gears.
CHASSIS
Milled aluminium plate frame with tubular steel subframes. Box section aluminium swinging arms.
SUSPENSION
Front: Hub-centre steering with single gas shock 80mm travel. Rear: Swinging arm with single gas shock.
TYRES
Front: 12/70 x 17 Rear: 180/55 x 17
WHEELBASE
1410mm
BRAKES
Front: Dual discs with 4-piston calipers Rear: Single disc with twin piston caliper.
FUEL CAPACITY
16 litres
WEIGHT (WET)
214kg
PRICE
US$40,000 (1991)
The 2003 Tesi 2D rose from the ashes of the Bimota bankruptcy.
well as the Melbourne Show the previous month. SCPS claimed to have received many enquiries for the new machine, although no pricing had been announced. After a lengthy hiatus period, the Australian distributorship was taken over by Urban Moto Imports, which as late as 2018 still listed two Tesi 3D models, the EVO at AUD$50,890 and the Naked at $55,990. Given that 30 years had passed since the 1D went on sale at US$40,000, those prices would seem to be a bargain. The Tesi 3D remained in very limited production until the curtain finally came down on Bimota in 2017. Since 2013, the company has been owned by Swiss investors Swiss Marco Chiancianesi and Daniele Longoni, and following the closure of the Rimini factory, the remaining inventory of parts was shipped to Switzerland where a handful of Tesi 3Ds were assembled. Bimota Classic Parts Shop, run by Paolo Girotti, has continued to supply a hungry market with parts for most Bimota models, including the three Tesi versions. However in October 2019 came the news, long rumoured, that the Swiss investors had concluded a deal to sell Bimota to Kawasaki. Just where the brand will be relocated is not yet known, but it is conceivable that it could return to Rimini. The news means there could yet be life in the Tesi concept. Tesi 3D on display at the 2008 Melbourne Motorcycle Expo. Note the pull-piston shock absorber below the clutch.
Despite its ignominious existence, the Tesi remains the most significant attempt to produce a hubsteering motorcycle for the public. Yamaha had a similar tilt at the concept with the GTS1000 but gave up after barely two years, so although hailed as the front end of the future, the hub-steering design is unlikely to replace the telescopic fork any time soon!
A local lovely Before his untimely passing in 2013, Sydney-based Steve Thompson was a serious motorcycle collector and restorer, notably of Suzuki GT750s, but he was also taken with the new Tesi 3D, and ordered one in 2011. Sadly, he had little time to enjoy it before his health deteriorated, and the motorcycle was subsequently sold to Rob Beard of Melbourne. “I was looking for an opportunity to add a truly unique bike to my small, unusual collection and was excited to find an amazing example of the Bimota way out in the west of Sydney. The bike was equipped with black wheels when it was delivered which it seems was incorrect. The dealer honoured the original contract and supplied gold wheels in addition to the black. Really quite amazing in this day and age! The attention the bike receives is quite amazing! Registering it at the Vicroads in Heatherton took a lot longer than normal due to the interest it caused with
OLD BIKE AUSTRALASIA : 35
BIMOTA TESI 1D
Radical from any angle.
staff and customers. When riding the bike you limit the number of stops you make and when you do stop you move away from it to avoid a plethora of questions. Due to space limitations, the bike was parked outside my office at work and was the introductory subject with all meetings. There was one observation where it was suggested that it looked like a ‘Transformer taking a dump’! It was at this point that I moved it into the safety of the HR storeroom. While it was residing in the HR Room the business hosted a delegation of senior representatives of SCM Group – an Italian company that is arguably the world’s largest company supplying specialised hi-tech woodworking machinery. Amongst the visitors was Andrea Aureli, the International SCM Group’s CEO.
ABOVE Later versions of the 3D ditched the under-engine shock for a more conventional location. Black Oz Racing wheels were supplied with the bike instead of the gold wheels ordered.
During a discussion on Italian design flair and passion relating to all manner of machinery one of the visitors became aware of the Tesi in the HR room, he called Andrea saying you must see this. Upon seeing the Tesi he stated that he studied the front end technology when completing his engineering degree! In fact, his father, one of the owners of SCM, had bought Bimota for about four years and had never made a dollar from the purchase! As an average rider, I would say from my perspective that it isn’t a life-changing experience when I ride it but is an incredibly enjoyable bike to ride, comfortable, with heaps of power and impeccable handling manners over all types of roads in all weather conditions (yes it gets ridden in the rain!)”
The late Steve Thompson with his Tesi 3D, purchased new in 2011.
36 : OLD BIKE AUSTRALASIA
YAMAHA SRX600
Two takes on a
big single Story Peter Laverty Photos Jim Scaysbrook
By the mid ‘eighties, both Yamaha and Honda offered a big banger cafe racer along the traditional British lines. Although they achieved only modest success on the sales front at the time, today the SRX600 is regarded as a real classic‌
ABOVE Gary Appleyard in rally mode on his Yamaha SRX600. MAIN Glenn Besso’s restored and modified SRX600.
38 : OLD BIKE AUSTRALASIA
YAMAHA SRX600
There’s no doubt that Yamaha’s retro racer SR500, introduced in 1978, was a bold move, and after an initial wave of nostalgia-fuelled buying, sales tapered away rapidly. After all, it was slow, difficult to start, and, in an era of multi-cylinder rocket ships, more than somewhat of an anachronism. Yamaha was chastened, but not completely discouraged with the overall concept; perhaps all that was needed was a re-think. A major re-think. What happened eight years after the SR500’s debut was a motorcycle that owed just one thing to its predecessor – the fact that it was a single cylinder four-stroke. Gone completely was the salute to the British singles of yore. The new machine – dubbed SRX600 – was a whole new slant on the big single. Beginning with the powerplant, here was a 608cc, single overhead cam, four-valve donk that had its origins in the on/off-road XT600E (with 1mm smaller bore to produce 595cc), with more power (although still not of the neck-snapping variety), a gear-driven balance shaft, CDI ignition, two-stage carburettor, and very nice five-speed gearbox with a light, responsive clutch. Basically taken from the XT600 set up, the ‘dual’ carburetion saw one, slide-operated carburettor body directing mixture to one of the inlet valves for low rev running, after which the second, constant velocity carb kicks in, feeding the second inlet valve. Although slightly up-spec from the XT600 engine, the SRX had actually been ‘down tuned’ from the off-road
Teneré, with 1mm smaller inlet and exhaust valves, and a lower-lift camshaft. The result was smooth, progressive power, although not enough of it. This mill was slotted into an all-new frame made from square-section steel tubing, with detachable bottom frame rails to enable the engine/gearbox unit to be dropped out. Considering that by this stage, Yamaha frames were synonymous with their patented, Belgian-designed ‘Cantilever’ rear ends, the choice of twin shocks mounted on a rectangularsection steel swinging arm was curious. Front suspension, on the other hand, came almost directly from the RD400, along with the twin front discs, and single rear disc. Much of the electrical components were also sourced from existing Yamaha models. The large circular 60/55 Watt headlight dominates the front end, and the little black-faced tachometer, jammed in beside the white-faced speedo, looks a bit of an after thought. Although sporting a normal dual seat in catalogued form, other touches nodded to the café racer element; alloy clip-on handlebars, footrests and foot controls set to the rear, a quirky alloy oil tank with cooling fins that carried 2.4 litres of lubricant, and a wonderfully sculptured fuel tank (with flush-fitting cap – handy for a tank bag) that sat above the top frame rails and placed the majority of the fuel load low and in the centre of the bike. To the despair of many, there was still no electric button for starting, but the kick-starting process that
The SRX did have a formidable rival in the Honda GB500, which although 100cc smaller, was a match in performance and also cheaper. And it had an electric starter.
had defeated so many on the SR500 had been refined to the point that it was now dead-easy thanks to the automatic cylinder decompressor. Just move the kickstarter around the arc slowly until you hear a ‘click’, which means the mechanism has set itself, return the kick starter to the top of its travel and follow through in a graceful boot. That should do it. Oh, and from cold, don’t forget the choke. A sign of the times was the massive collector box below the engine, into which the twin exhaust pipes from the cylinder head entered, with a single stubby silencer emitting a disappointing wheeze; nothing like the bark of a Goldie or Thruxton. The overall length of the exhaust system was able to be kept short due to the fact that much of it wound backwards and forwards inside the collector box. It also precluded the fitting of a centre stand. Initial road tests were coy at best regarding the power. ‘Civilized’ is a word that smacks of politeness rather than truth. Torque was nothing to shout about, and the engine was unhappy below 2,000 revs in the upper gears, which meant a downchange below 60 km/h in top gear. Many felt the overall gearing was too tall, which retarded acceleration and mid-range power, and meant that the engine would struggle to hold any more than 5,500rpm in top gear. Although 172 km/h top speed was claimed, none of the tests could coax much more than 160. Handling however, came in for universal praise, as did the suspension and brakes. The SRX did have a formidable rival in the Honda GB500, which although 100cc smaller, was a match in performance and also cheaper. And it had an electric starter. In fact, in America, the SRX sold for the same price as the four-cylinder 650. No contest. As always, the truth lay in the sales figures, and whichever way you looked at it, the SRX bombed in
MOTORCYCLING AUSTRALIA’S BIGGEST NON-RACING EVENT • COME AND JOIN THE FUN • ng
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TOP Instruments hide the vital US market where it was sold for just one behind the Flyscreen, year. For US dealers, memories of the sluggishwhich is a sensible selling SR500 were still raw. Many questioned why addition to deflect air the SRX engine, closely derived as it was from the from the rider’s chest. electric start Teneré, had dispensed with the button, ABOVE Stock silver finish which was a fair question. The British, on the other on Gary’s SRX engine. hand, took quite a shine to the SRX, one magazine even labelling it, “a modern Ariel Red Hunter”. Brickbat or bouquet? In all, production reached just 19,000, the majority of which were sold in 1986, although the model struggled on in some markets until 1991, by which time it had gained 17-inch wheels and more modern tyres front and rear, and single shock rear suspension. In Japan, the 400cc version did a six-year-stint. There was a distant cousin SRX250 as well.
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Yin and yang in SRX600 terms Here we will look at a pair of Sydney-based examples of Yamaha’s big road single; blood brothers but poles apart in execution. The standard-spec model belongs to Garry Appleyard, former president of the active Macquarie Towns Restoration and Preservation Club and a regular on club runs and rallies, while the blue beauty is the work of Glenn Besso, and a damn fine job it is too.
“It was a pig to start!” Garry Appleyard’s 1986 SRX600 is in completely standard specification with the exception of the seat. “The original seat is flat and slopes forward, so I find this pushes you into the tank, which can be a bit painful, especially when you are carrying a passenger,” says Garry. The one that is fitted now I had modified
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NO RACING • JUST RIDING
Gary’s SRX at the Macquarie Towns Show Day.
using another base and it has a humpy tail that you can tuck back into when riding solo, which I now do and for this reason I have taken off the rear footrests. I bought the bike from Max Conley’s shop in Orange about 1989 when it had just 1,460km on it, so it had hardly been used. “It was a pig to start so I took it to John Fretton’s Yamaha shop in Sydney and they changed a few things and it was much better. However one thing I discovered through a family connection at BP was that the engine was completely unsuitable for 98 octane unleaded. They explained that the core spark plug temperature needed to reach 500ºC before it would start, and with a kickstarter this was near impossible. It also ran the risk of detonation and I believe a lot of people make the mistake of using 98, even in modern bikes. Once I switched to 95 it was fine. Once it is warm it will start first or second kick. It is difficult to get it into neutral when it is warm, which is a bit annoying until you get used to snicking it in before stopping. The balance shaft in the engine clatters a bit when cold but is quiet after it warms up. The gearbox is very well made, with the oil delivered
through hollow shafts and holes in the gears, but the overall gearing is a bit tall and you need to hang onto fourth gear up to about 90 km/h before changing into top. There’s plenty of torque but you can’t hold 5th gear under 3,000 rpm – top really is just an overdrive. I have a mate who has a 500 BSA Gold Star and at a rally we decided to see how it compared with the Yamaha. In acceleration, the Yamaha was easily quickest but once I got to about 90 I could hear the BSA coming and it just went past me. The Yamaha sort of runs out of steam in terms of top speed. At one stage I thought of selling it but now all the bugs have been ironed out and I only use it on two or three rallies per year, I’ll hang on to it because overall it is a very pleasant bike to ride.”
Back in blue Glenn Besso did not set out to simply restore his SRX600 to standard trim, quite the opposite in fact. He saw many areas that could be improved, either in functional terms, or simply to his own tastes. Given that he started with a fairly tired old motorcycle, he had a fine pallet on which to express himself.
“My Yamaha SRX600 is a grey import brought in (to Australia) from Japan in 2006,” says Glenn. “It is a 1987 model year made specifically for the Japanese market. It has a Queensland Transport compliance plate with a Vin/Chassis number generated by them as this bike does not have one from the manufacturer. I purchased the bike in 2017 as a non-runner, in very poor condition. The engine needed a full rebuild and the cylinder head had been damaged beyond repair, requiring replacement. A second hand head was sourced from a bike wrecker in the UK and was refurbished with new valves, guides and seals as part of the engine rebuild. The barrel was rebored by Duncan Foster in Blacktown (Sydney) to accept a 2mm larger Wisco high compression piston (giving 633.6 cc). A Competition clutch was installed to deal with the extra torque, only as a precaution though, as the standard clutch is excellent and would probably have coped”. If there is one word that pops up repeatedly in road tests of the original SRX600, it is ‘breathing’, and not in a positive sense. The general opinion was that in order to cope with the emission regulations as they were in the mid ‘eighties, both the induction and Oil cooler is a practical addition.
K&N filter replaces the stock crankcase breather.
The finned oil tank is reminiscent of ‘fifties Italian design.
MISSION ACCOMPLISHED.
Carbon fibre treatment has been extended to the instrument brackets.
C4 PRO Swipe Yellow
Black-finished engine suits the new décor.
C4 PRO Fragment Red
Front guard, seat and tank received special paint technique. Plenty of stopping power.
Rear end looks especially purposeful.
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42 : OLD BIKE AUSTRALASIA
YAMAHA SRX600
Most radical treatment is the headlight, with the stock round item replaced by LEDs.
1986 Yamaha SRX600
Specifications ENGINE
Single cylinder, single OHC, 4 valves. Dry sump.
CAPACITY
608cc
BORE X STROKE
96mm x 84mm
COMP. RATIO
8.5:1
COOLING
air cooled
INDUCTION
27mm Teikei 2KY27PV carburettor
IGNITION
CDI
STARTING
Kick
TRANSMISSION
5 speed
POWER
45hp @ 6,500 rpm
TORQUE
46Nm @ 5,500 rpm
FINAL DRIVE
Chain
SUSPENSION
Front: 36mm telescopic forks. 134mm travel. Rear: 2 x Kayaba shocks with 5-way preload adjustment 100mm travel.
BRAKES
Front: 2 x 267mm discs with opposed-piston calipers. Rear: 1 x 240mm disc with single piston caliper.
WHEELS
3 spoke cast aluminium
TYRES
Front: 100/80 x 18 Rear: 120/80 x 18
WHEELBASE
1380mm
SEAT HEIGHT
770mm
DRY WEIGHT
155kg (176kg wet)
FUEL CAPACITY
15 litres
TOP SPEED
172 km/h
PRICE NEW
$4,899.00 + ORC (Australia 1986)
exhaust efficiencies were severely compromised, but legal. Glenn set about rectifying this. “A 42mm Mikuni carburettor was purchased and a two-into-one manifold from a Yamaha Grizzly was fitted to replace the standard Yamaha dual carby system. Unfortunately the oil tank occupies the real estate required to fit the large single carburettor so the original was re-kitted, painted black and put back into service. The air box was discarded and replaced with a K & N filter on the primary carb and a velocity stack on the secondary. The standard exhaust system has been replaced with dual, unbaffled stainless mufflers; one for each header pipe exiting the twin-exhaust port head.” Handling on the stock SRX600 is generally regarded as excellent, but there is always room for improvement, as Glenn explains. “The forks were rebuilt with new seals but the standard springs retained in favour of using the air caps to adjust the preload. 10 PSI gives a very good feel and feedback for my weight along with the reduction of overall weight of the bike from standard. Around 28kg has been reduced by replacing or removing the following components; headlight, exhaust system, air box, seat assembly and part of the frame support, tail light assembly and rear foot peg hangers. The Japanese model also runs a single disc front end with the lighter 3 spoke wheels which reduces unsprung weight but retains excellent brake feel and power. In fact it is probably over-braked given its very light overall weight.” The quest for lightness extended into the chassis itself. “The frame was de-cluttered of all redundant mounting tabs and brackets, then sand blasted and powder coated in intense blue. The brake calipers and engine brackets are finished the same way. The front guard, fuel tank and seat cover are finished in a matching colour. The fuel tank is two-toned; carbon grey fading into blue from the centre to each side. All the components previously listed including the
wheels, brake stay, instrument brackets, chain guard, engine side cover and triple clamp were coated in a carbon fibre finish by Just Dip It in Glendenning (Sydney) followed by a coat of 2 Pack clear.” A distinguishing and deliberately retro feature of the original SRX600 was the large headlight with its chrome plated shell and polished alloy brackets, but that has been changed as well. “Projector headlights replaced the original single head light and bucket, with a three-in-one LED tail, brake, indicator and number plate light, concealed in the cowling, replaced the rear unit. Tyres are Dunlop Arrowmax on tubeless rims with right angle valves.” The result is a stunning and purposeful looking motorcycle, which, although unique, retains the basic geometry of the original. “Of the sixteen motorcycles I own, this has become one of my favourites to ride due to its excellent road holding and comfortable, effortless charm. I believe this is one of many underrated motorcycles the market overlooked, probably because it does not have an electric start. They did introduce an electric start model later, but maybe single cylinder motorcycles can only be truly appreciated by those who own them.”
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44 : OLD BIKE AUSTRALASIA
1938 GILERA VL 500
A motorcycle for
gentlemen Story Jim Scaysbrook Photos Independent Observations.
Stripped of its supercharging and air cooled post-
Mention Gilera and most people think of the exotic four cylinder racers that began in the 1920s as the GRB Rondine (Swallow) – a double overhead camshaft four cylinder, supercharged design set across the frame, with water cooling, which by the outbreak of WW2 was putting out 80 horsepower and capable of 140 mph.
war, the Rondine, which had become part of the Gilera empire in 1935, swept all before it bringing 500cc World Championships to Umberto Masetti, Geoff Duke and Libero Liberati. But what filled Gilera’s coffers were not such race track exotica, but basic, reliable fare designed to appeal to the everyday rider. Giuseppe Gilera was just 15 years of age when he began work at the Bianchi factory in Milan, and by 22 he had started his eponymous motorcycle
OLD BIKE AUSTRALASIA : 45
1938 GILERA VL 500
company at Marzo near Milan. His first design was in 1909 – essentially a bicycle powered by a 317cc single with mechanically operated overhead valves and final drive by belt. Even prior to WW1, Gilera had produced their own V-twin, and the first of the Saturno (Saturn) singles – a line of overhead valve five hundreds that would continue for decades. The Saturno also marked the beginning of the company’s practice of naming its models after planets. A new factory was built after the war at Arcore,
a stone’s through from the Royal Park that would soon be home to the famous Monza racing circuit, and the first model off the line was a 350cc single with inlet-over-exhaust valve arrangement called the Turismo. Two versions were available, producing 8 and 10 horsepower respectively. The later Gran Sport was even quicker but the models that really kept the accountants happy were the side valves – cheaper to produce and service and capable of long life. These came in models from 247cc (the L and
the LE), and the V Range, all 500s, made from 1935 to the outbreak of WW2. The 500cc side valve engine was stretched to 600cc to power the commercial Moto Carri light truck. The solo ‘V” series was made from 1935 to 1941 as the VT, VTGS, VTE, VLTE and VTGSE, all sharing the same basic specification with a tubular steel frame using the engine as a chassis member. The wet sump design meant no need for an oil tank or oil lines and resulted in a very light and compact
46 : OLD BIKE AUSTRALASIA
1938 GILERA VL 500
Handsome alloy primary chaincase dominates left side.
Gilera’s distinctive and enduring side valve design.
motorcycle. The 498.76cc engine with 84mm x 90mm bore and stroke was fed by a Dell’Orto MC 26 F carb, and produced 12 horsepower at 3,800 rpm. The four-speed hand-change gearbox was bolted to the rear of the engine to form a semi-unit construction. Up front sat what Gilera referred to as ‘parallelogram’ suspension – in reality conventional girder forks with hand-operated knobs operating on friction plates to provide damping. However the rear suspension was quite revolutionary for its time, being what Gilera called ‘boxed spring’ and which received a patent in 1935. This was a triangular shaped tubular steel structure with a central pivot, the movement controlled by friction dampers linked to a tubular steel sleeve compartment housing a long coil spring on each side. This basic design continued on many Gilera models for many years until replaced by a conventional swinging arm with twin dampers in the early ‘fifties.
The VL was undoubtedly a handsome motorcycle, with its chrome plated tank with red and gold panels proudly proclaiming ‘La marca dei primati’ (number one brand). Publicity material of the period stated the VL was “Owned by medical practitioners and wealthy businessmen”. With Gilera’s favoured wet sump design, the centre section of the motorcycle was uncluttered by an oil tank, leaving plenty of space for the exposed battery. Standard equipment included a Marelli electric horn, Bosch magneto with manual advance/retard, a centre stand, an Aquila single saddle, a steering damper and full electric lighting.
A duplex primary chain ran in a substantial cast alloy case, with the clutch (technically described as ‘dry’) actually lubricated by oil mist from an engine breather. The VL ran on 3.25 x 19” tyres front and rear and tipped the scales at a svelte 145kg dry. In addition, the Marte utility wagon was developed from the V model LTE 500, and many were made for the Italian army pre-war as well as for parade duties for Mussolini’s military and ceremonial occasions. The Marte (Mars) was produced from 1937 to 1945 and was made
RIGHT Diagram of the Mare outfit showing the drive to the sidecar wheel.
LEFT Diagram of the ‘boxed spring’ rear suspension. BELOW The Marte fully clothed.
OLD BIKE AUSTRALASIA : 47
1938 GILERA VL 500
LEFT Friction adjuster controls the front fork damping. BELOW Handsome petrol tank featuring the company’s “Number One” motif.
Dell’Orto 26mm carb supplies the mixture. Gilera’s patented ‘boxed spring’ rear suspension.
Hand control for four-speed gearbox.
Gilera gearbox was used across 350 and 500 range.
48 : OLD BIKE AUSTRALASIA
1938 GILERA VL 500
Aquila sprung saddles were fitted to many Italian brands.
1938 Gilera VL 500
Specifications ENGINE
Single cylinder side valve.
CAPACITY
498.7cc
BORE X STROKE
84mm x 90mm
POWER
19hp at 5,000 rpm
LUBRICATION
Wet sump.
IGNITION
Bosch Magneto
CARBURETTOR
Dell’Orto MC26F
GEARBOX
Four-speed hand change.
FRAME
Tubular steel
SUSPENSION
Front: Parallelogram girder Rear: Spring box swinging arm
TYRES
3.50 x 19 front and rear
DRY WEIGHT
140kg
only as a sidecar, supplied to the Royal Army in WW2 and remaining in service with the Italian army. Post war, Gilera assembled 222 civilian models in 1946, plus 158 military version which were converted to civilian specification. The engine produced 14 horsepower at 4,800 rpm – 2 hp more than the LTE from which it was derived – with an alloy cylinder head instead of iron, higher 5.0:1 compression ratio, and instead of the V-series solos’ chain drive, used a Cardan shaft drive. To produce two-wheel drive, a cross shaft transferred power from the rear hub via a set of spur gears ahead of the rear axle with a second set of spur gears at the sidecar wheel transferring drive back again so the two wheels were in line. The sidecar gears included a dog clutch controlled by hand lever on the motorcycle and operated by the passenger. The sidecar wheel was suspended by a trailing arm. Gilera was the only manufacturer in WW2 to offer a sidecar with both solo and sidecar wheels having
their own suspension system, as well as drive to both wheels. After Mussolini declared war on 10th June 1940, the VLTE became the standard military solo model, still closely based on the civilian L/LE models. With the war over and Italy in tatters, the company abandoned the side valve models to concentrate on the overhead valve Saturno which for 1946 was produced in Sport, Turismo and Competition versions. The Saturno retained the traditional 84 x 90mm bore and stroke of the V series models and used the same basic wet sump bottom end design. It is the post-war Saturno that has dropped into the lexicon as the definitive Gilera 500 single, but its beginnings lay in the handsome side valvers that were such a strong suit for the company during the 1930s. Certainly a gentleman’s motorcycle. The featured VL 500 was restored in Adelaide by the late Gianni Minisini and remains as part of the family collection.
RACES ACROOSS CLASSES FROOM PRE-WAR TO NEW ERA
24-26 JANUA U RY
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50 : OLD BIKE AUSTRALASIA
ROSS ALLISON
Tassie tearaways In 1974, a little known sidecar team from Tasmania made headlines by winning at their first attempt at Bathurst, beating the fancied Bayliss team and other big names. The story began in 1969 when the Tasmanian Motor Cycle Club began the process of re-introducing sidecar racing to Symmons Plains with Terry Brooks demonstrating his home-built Norton. Steve Sheldrick took the challenge and in 1970 teamed up with mate Terry Powell and occasionally Alan Cash, on his 650 Triumph with a platform bolted on the side. They were spectacular but after only a year or so decided to take the plunge, especially after a meeting where the club invited a group of Victorian riders over with their then radical looking kneeler chairs. A beautiful little Urquhart was commissioned, and the Triumph motor fitted. To help with the expense Steve talked Duncan Ramsay into tipping in some money and from there it was a constant state of flux for some years. Working on the oilrigs in Bass Straight, Steve found he was away for some meetings and Garry Willis with Barry Lack as passenger had guest rides in the chair for a season. Regular passenger Powell spent his time riding solos so when Steve’s roster allowed him to return Ross Allison volunteered as passenger for a season. Roster clashes again stopped Steve so Ross Allison moved in behind the handlebars and Lack was now available to act as passenger. After a short while a TZ Yamaha became available for Barry Lack with one proviso. No sidecar work! Ross had had a number of years as a topflight solo rider and from the time he started riding the Dunstall Metisse and then converting it to a 500 Suzuki engine he had mate Dave Lambert as his mechanic. Soon Lambert was in the chair, and they
clicked. So much so that very soon after the Suzuki Metisse was sold to Peter Albury and the entire focus was on the sidecar, they quickly started to dominate Tasmanian racing. The next step would be the “North Island” with help from long time mates Allan Osbourne and Mick Dillon. Next was a trip to Phillip Island in December 1973 and Hume Weir with a bus load of club members, and solo riders Barry Lack, Dick Thomas and Mal Campbell joining them for the Hume Weir leg. It was a very exciting day with Ross and Dave winning the Junior sidecar race from their mid-field allocated grid position. The major problem was that after Saturday’s racing they had worn the sidecar tyre down to the canvas on both sides. The only replacement available was off a wheelbarrow and by Sunday night that looked pretty ordinary too. The Australian Road Race Championship (ARRC) usually started with the Symmons Plains round and for 1975 it was time to give it a real go. The Junior class was the focus and the team showed they were up for the challenge finishing second to Steve Bayliss. The next round of the ARRC was Bathurst but a round of the State Championships was at Symmons Plains first. In one race Ross tried a bold move of 3rd to 1st over the hump into the old pit corner but the chair spun and flipped over flinging Dave into the fence, fortunately without serious injury. So the team arrived at Bathurst with the front number plate having the addition, written upside down, of the words “This Side Up”.
As first-timers at Bathurst they were keen to get out and learn the track, but after a handful of laps, they returned to the pits with an agitated Ross wanting to know why Dave “sat up” through the apex of McPhillamy Park. At that time there was no concrete wall around the inside, just a white line and a big drop down the embankment. Ross had been getting quicker and quicker and able to float the chair wheel so was getting tighter and tighter around the fast left hander. Dave’s response was, “Next time we go round there have a look; there is a sign pointing out the entrance gates and it is held up with a steel post and the last time through it was going to smack me in the face”. The race plan was formulated with the team deciding to go with tall gearing for a good top speed down Conrod. In the race this meant that others would be faster up the mountain and they would ride the wheels of the bike across the top and down to Forrests Elbow and catch up, then make passing moves down Conrod. Qualifying didn’t matter as Ross was allocated grid 11 in a field of 29 Junior sidecars. A good push start saw them get to turn one in 6th place and move up to 3rd across the top. Down Conrod they slotted into second behind Steve Bayliss and Graeme McGregor with Stan Bayliss and Jeff Randell pushing them. This continued until lap three when Ross passed ABOVE Leading John Williams at Hume Weir, 1974. LEFT Drifting through Murrays Corner en route to their Bathurst win. RIGHT Ross Allison in the chair for Steve Sheldrick at Symmons Plains in 1972.
Story and photos Ken Young
OLD BIKE AUSTRALASIA : 51
ROSS ALLISON
Steve down Conrod and pulled a slight lead, recording a top speed of 112 mph down Conrod and a lap time of 3m.05. Job done, and regaining the lead in the championship from Steve and Stan. Well, job almost done as protests were lodged against the speed of the old 650 Yamaha twin. The team was told they could have the bike sealed and measured when they got home, but Dave had discovered they had a crack in the frame around the headstock so the engine would have to come out now for the frame to be bronzed. So, they pulled the head off and had it measured in front of the protesters on the spot. Now the job was done. With the frame repaired and engine measured they fronted the Senior sidecar race the next day and from grid 14 raced up to finish 7th. They made enough in prizemoney to be able to take the very low budget team to Adelaide International Raceway to finish 2nd to Steve and drop to second in the championship. Bike owner Duncan Ramsay saved up for a hot cam and landed Ansett Air as a sponsor to get the team to race meetings. Mechanic Ross had converted the bike to methanol for round 4 at Sandown. After qualifying 2nd behind Steve it was a wet race and methanol and damp air don’t mix so it was a poor performance. Next was to be Lakeside but a week before Ross went trail riding with mates and crashed breaking his collarbone. Having to ride the bike back out of the bush before he could get help didn’t help the healing. The final round was Wanneroo and they had a very slim chance if Steve had a shocker. Unfortunately, they couldn’t get close enough to put pressure on him because Stan beat them off the start and ran some “very unusual” lines behind Steve. Ross got past around half race distance but by then Steve was long gone. Ross did speak to Stan after the race about not being able to send him any
ABOVE Ross Allison, March 2019. LEFT Prior to their trip to Sandown in 1974, Ross Allison, Dave Lambert and Barry Lack display the new Ansett sponsorship on the fairing.
Shivering on the grid for the wet race at Sandown.
Christmas cards. It wasn’t all bad as they both commented on how friendly and helpful everyone in Western Australia were and they had finished 2nd in the Australian Road Race Championship at their
first attempt. Ross retired soon after, but Dave was to take over from Geoff Reader in his brother-in-law, Chris Robinson’s chair as they moved from a Honda 810 to end with a full Yamaha TZ 750.
LAKE PERKOLILLI, WESTERN AUSTRALIA
The red dust devil
ABOVE Early days: riders preparing for a start, with the grandstand in the background. BELOW 2019: and away they go!
Lake Perkolilli
WA
Held over four days in September 2019, the Red Dust Revival was a unique event that sought to capture the spirit of our early motor racing pioneers on this lakebed near the fringe of the Great Victoria Desert in Western Australia. Story & photos Des Lewis
OLD BIKE AUSTRALASIA : 53
TRACKS IN TIME LAKE PERKOLILLI
The bike is pitching and moving about over the ruts and small corrugations as you round the sweeping bend and there is nothing but red dust ahead. Coming out of the bend, the corrugations ease and the track becomes smoother. You know how to read the breeze and find the line where the dense haze from the bikes in front has dissipated and is drifting to the outside of the track, so you move to the inside and find yourself riding in a tunnel of clean air, with a clear view of the main straight ahead, and give the old JAP 500 its head. The clay pan is smooth and hard, like bitumen, and the bike is surging forward and pulling more than 70mph. You are closing in on the bikes ahead, but out of the corner of your eye you see a vertical dust cloud, twisting and spiralling upward in the dry heat, and it’s making its way toward the track. You keep the throttle open, hoping to pass ahead of it, but the willy-willy crosses just in front, causing the bike to weave. Suddenly you get “dusted out” and lose visibility, so all you can do is hold your line and maintain speed to ride it out until the air clears, all the while hoping the riders around you do the same in this blinding red haze. This is motorcycle racing on Lake Perkolilli, just as it was almost a century ago, on an ancient claypan that lays claim as the most remote race circuit in the world and one of the earliest in Australia. Held over four days in September 2019, the Red Dust Revival was a unique event that sought to capture the spirit of our early motor racing pioneers on this lakebed near the fringe of the Great Victoria Desert in Western Australia. Lake Perkolilli is more than 600 kilometres east of Perth and adjacent to the once thriving ghost town of Kanowna, 40km north-east of Kalgoorlie. It was first
used for organised motor racing in 1914 and became the centre of the sport in WA. In its heyday, thousands of people would flock to this unlikely location to watch cars, motorcycles and sidecars race and be pushed to the limit. With a perfectly flat and naturally hard surface, it became renowned as an ideal location for setting records, and many feats became folklore during its relatively short history as a race circuit. Its story is fascinating and while it largely became famous for car racing and national and international record attempts, motorcycles were first to race on the lake and were integral to its history. To appreciate Perkolilli’s place in motorsport, one has to step back to the turn of the 20th century. The Eastern Goldfields in WA has a colourful history built around its remote and harsh conditions and the gold rush of the 1890s. It’s a tough environment,
TOP Dick Kirwan, Bert Coombes and Ed Medcalf with Ed’s FN. ABOVE AJS team member Dick Kirkwan. BELOW Rolling start for the 1929 350cc WA Championship.
54 : OLD BIKE AUSTRALASIA
TRACKS IN TIME LAKE PERKOLILLI
ABOVE Jim McMahon about to cross the finish line to win the 1929 350cc State Championship. BELOW The AJS/Velocette team of 1930, (LtoR) Harold Hodgkinson (AJS), Laurie Metcalf (AJS), Jack Clementson (Velocette) and Jim McMahon/Alf Tchen (AJS Outfit).
demanding self-reliance, inventiveness and grit, and those who sought their fortunes in the area at the turn of the twentieth century were a tough breed, prepared to break with convention at a time and place where the environment shaped the people. And so it was with the adoption of motorised transport in the region and early motoring competition.
As the goldfields became the powerhouse of the WA economy, towns sprung up overnight to service the thousands of prospectors who poured in seeking their fortunes and the growth by mining companies. The neighbouring town of Kanowna was gazetted in 1894 and by 1901 had a population of 12,500. At its peak, it boasted 17 hotels, two breweries and a railway line from Kalgoorlie.
As the region’s population grew exponentially and alluvial deposits started to dry up in the early part of the 20th century, mining became more complex, requiring greater infrastructure. With mining activity spread throughout distant and remote locations, the benefits of motor vehicles and the efficiencies they brought were quickly recognised and the motor industry grew rapidly. Motorcycles became popular to assist with communications between outposts and, as the first decade of the 20th century was drawing to a close, they also became popular for personal transport. They were also exciting to ride and fast, so competition was inevitable. Ninety-one-year-old Bill Watson, who is a well-known identity in the vintage motorcycle scene in WA, was raised in the Goldfields. His father managed the Orient Hotel in Kalgoorlie. Bill and his wife Mary were at the Red Dust Revival, camped alongside the track in their van to watch the event. Bill had attended a race meeting at Perkolilli when he was about 10 years old, in the late 1930s. “My father told me that there was a lot of money in the town in those early days. The story went that many young guys would get motorcycles and before long
LEFT Harry “Cannonball” Baker astride his record breaking Brough Superior, flanked by fellow riders (LtoR) Merv Brooking, Joe Griffiths and Ernie Hedges. BELOW Jim McMahon and Alf Tchen winning the 1930 500cc Australian Sidecar Championship on their AJS outfit.
OLD BIKE AUSTRALASIA : 55
TRACKS IN TIME LAKE PERKOLILLI
record attempts, with some notable achievements recorded by bikes and cars. To cater for the increasing interest in motor racing and the crowds that would attend, the Coolgardie Grandstand was even relocated by camel train to the lake. As it gained popularity, it hosted WA’s first Grand Prix race, along with many
novelty car events. Perkolilli’s potential as a serious race circuit was immediately recognised and the first organised race meeting for cars and motorcycles was held on 23rd August 1914. An oval shaped circuit was established that was around 2 miles in circumference, with some variations made over the years, including a longer track as well as a grand prix circuit with chicanes. And if there were any doubts about Perkolilli’s potential as a high-speed circuit, they were dispensed with at this first event. An account from a race programme (circa 1935) states: “Lake Perkolilli, the finest natural motor-racing track in the southern hemisphere, is a speedster’s paradise. Its broad perfectly flat surface of hard earth accommodates an almost circular speedway two miles in circumference, and on this circuit all the fastest speeds recorded in WA and some of the fastest registered in the Commonwealth, have been accomplished. The splendid facilities for record breaking were first given prominence by a splendid ride at 74mph by Mr Clause Cannop as early as 1914”. Perkolilli soon became popular for
RIGHT Dave Sutherland on his 1936 Norton Model 20 500cc racing alongside Gordon Wilson’s 1938 BMW R66 600cc.
Lake Perkolilli Circuit Track to Kalgoorlie via Kanowna (approx. 35km)
N
they’d be racing them around the streets of Kalgoorlie, which created a problem for the local police. So, they got together with the council to discuss the problem and see how they could get the bikes off the streets,” Bill recounted. “Shortly after, the Goldfields Motorcycle Club was formed and that was the start of it. “There were lots of firsts at this place and it was pretty famous. At that time, Ossie Cranston was the one to beat in his flathead Ford V8, which was fairly new and breaking records. Then you had the motorcycles, which were always fast and exciting. And planes would fly in and land in the centre of the circuit. It was all pretty exciting,” he mused. What made Perkolilli special for racing was its rock hard and smooth surface, a natural race circuit, which was ideal for pushing the limits for both motorcycles and cars at a time when race tracks didn’t exist, and roads were little more than rough tracks used by horses and camels. Following the formation of the Goldfields Motorcycle Club early in 1914, a picnic and gymkhana was held on the lake that May, which featured motorcycle racing as well as some
ABOVE The challengers!
56 : OLD BIKE AUSTRALASIA
TRACKS IN TIME LAKE PERKOLILLI Brian Rodwell on his 1924 AJS B5 350cc.
LEFT Raymond “Chic” Dimmack from
Mandurah alongside his M20 BSA. RIGHT Greg Eastwood, who led the organisation of the motorcycle events, returning to the pits on his 1926 AJS 350.
ABOVE John Rooney trying to fire up his 1928 Ariel. BELOW Murray Rudler on his 1926 500cc Norton 18 edges ahead of Steve Turner on his 1936 Velocette MSS 500cc. BELOW RIGHT Murray Guerin
from Perth riding his 600cc 1948 Scott Flying Squirrel hard.
other significant competition events. Many of the riders and drivers became household names and their exploits legendary. One of the colourful characters of the period was Harry “Cannonball” Baker. He was the first to crack 100mph on the lake in 1927, riding a 1000cc Brough Superior. This was hailed as an Australian dirt-track record at the time. While no motorcycle race was won at over 100mph, Ed Metcalf managed to circulate at 99.3 mph on an AJS and several others have been credited with laps of over the ton, including Ron Duke (Chicago Harley), Bill Dunn (Rudge), Ed Metcalf (Denley), Jim McMahon (AJS) and Gil Ford (Douglas). Apart from motorcycle racing, “Cannonball” Baker was also one of the state’s earliest aviators and he’d sometimes fly in to Perkolilli, landing on the lake, to bring in spectators and compete. During a motorcycle event in 1935, four spectators were injured in a motorcycle accident and he flew those injured to
Kalgoorlie for admission to hospital in his de Havilland Dragon bi-plane. While renowned for all forms of motor sport, Perkolilli probably became more famous for many of the speed and endurance records set by cars. One of the most significant was the 24-Hour Australasian endurance record attempt in 1927 with a car known as the Chrysler Silverwings. The car had been brought to Australia by Chrysler, which was a relatively new manufacturer. Perkolilli was seen as the ideal location for an endurance record attempt to promote the make and, with Arthur Colliver and Billy Attwood teaming up, Silverwings succeeded in breaking the record with an average speed of 67mph. This put Perkolilli on the map as a speed track and in the following year, Norman “Wizard” Smith, who was one of Australia’s most successful racing drivers, visited the track with a Studebaker. He broke Silverwings’ record by travelling 84 miles further over the 24 hours. Over the years, there were
many other record attempts, notable achievements and a great deal of rivalry and strong competition. But like the boom and bust of many towns in the region, Perkolilli’s prominence as a race circuit followed a similar fate. By the mid-1930s, “Around the Houses” racing was becoming popular across the state and other tracks were established that were a lot more convenient. The outbreak of World War II sounded Perkolilli’s death knell as a race circuit and it was soon relegated to history, as with Kanowna. Perkolilli was virtually forgotten over the years until Australian motoring historian, Graeme Cocks, stumbled on its significance. “I became interested in “Silverwings” and its endurance record set at this place called Lake Perkolilli. I’d never heard of Perkolilli before and my research kept leading me to the lake. I became fascinated with its story and place in Australian motoring history.” Graeme said.
T.T. ENTERPRISES Specialising in Magneto rebuilding, Smiths Speedo and Tacho drive gearboxes, Smiths drive cables and Velocette Auto Advance gears.
Tim Thearle has been involved with classic bikes for the past 43 years having restored Velocettes and other British makes – now specialising in: TOP LEFT & CENTRE Murray Rudler from
c Smiths speedometer and tachometer drive gearbox repairs and replacement (incl: right angle drives and later rear wheel speedo drive gearboxes)
Boyanup, circulating on his Jap 500; and “impregnated” with red dust after a race. TOP RIGHT Graeme Hage heading to the track on his 1926 Harley-Davidson J 1000cc. ABOVE Working into the night on Murray Guerin’s Scott Flying Squirrel.
He and some others from the Vintage Sports Car Club of WA visited Perkolilli on several occasions and would enjoy time racing their vintage cars on the claypan. They kept it pretty low-key, but interest started to grow, so he and some colleagues decided to organise a commemorative event in 2014; the Centenary of Speed. Ironically, much of the event was rained out. After this, Graeme wasn’t too keen on another event but others volunteered to assist in the organising of the Red Dust Revival. Greg Eastwood was roped in and led the organisation of the motorcycle events. A great deal of effort was made by the organisers to stay true to the spirit of Perkolilli and keep the event as original as possible. The Red Dust Revival was a resounding success, with around 60 prewar cars and 40 motorcycles attending. On the Saturday, it was estimated that up to 10,000 people attended the event,
far exceeding expectations of the organisers and on par with Perkolilli at its prime in the late 1920s. In reflecting on the Revival, Greg Eastwood commented, “The whole event went without any hiccups and I’ve had many involved tell me it’s the best motorcycle event they’ve ever been too. One guy even said it was better than the Isle of Man. But what was really pleasing was how everyone pulled together and helped each other. There wasn’t any ‘agro’ and the camaraderie was great, with everyone having a fantastic time,” he concluded. And with the success of the Revival, there is talk of a follow up event in around three years’ time, which is already generating a lot of interest. That’s something to look forward to!
2019 Red Dust Revival Results GROUP
OUTRIGHT
HANDICAP
ONE
Bowe Wilson (1938 BMW R66)
Michael Rock (1929 AJS M1)
TWO
Brian & Christine Cartwright (1953 Vincent Rapide)
Alan Wells (1912 Victory replica)
THREE
Michael Turner (1938 BSA 500)
Bernie Cormack (1927 AJS H8)
ABOVE Steve Turner on his Velocette MSS returns after some close racing.
c Smiths Speedometer and Tachometer cable replacement c Magneto rebuilding: including high output coil rewinding/ condenser replacement/ remagnetising service.
Give Tim a call ....
0417 892 766
Email: tim.thearle@bigpond.com P.O. Box 865, Alstonville, NSW, 2477
58 : OLD BIKE AUSTRALASIA
COVER STORY
OLD BIKE AUSTRALASIA : 59
HONDA CB350
Middleweight
champ Sometimes being ordinary can be a good thing. In the case of Honda’s CB350, a very good thing.
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COVER STORY
Figures vary, but in the period of the little twin’s existence, from 1968 to 1973, more than 300,000 were sold, and for a while it was the top selling motorcycle of any capacity in the booming USA market. Add to that figure a hefty number of the street scrambler CL350 and you have a success story that today could only be dreamed of. At this stage, Honda were extremely adept at making what the market really wanted; relatively simple, utterly reliable, clean running four stroke singles and twins – from 50cc step throughs to the sophisticated DOHC CB450. The CB350, and its near identical sibling CB250, were the generational leap from the earlier CB72/77 twins, and in outright performance terms, roughly identical. But the CB250/350 was more sophisticated, less sporty, and more appealing to the masses who were discovering motorcycling as a cool means of transport. At the heart of the matter was a parallel twin engine with the cylinders vertical, as opposed to the CB72/77 series which had the cylinder sloping forward. Up top sat the familiar chain-driven single overhead camshaft running two valves per cylinder set at an included angle of 66 degrees, and down below was a 180-degree pressed-up crank. Actual capacity was not 350cc but 325.6cc, achieved by a bore and stroke of 64mm x 50.6mm. Stated horsepower was a relatively modest 36hp – but which was substantially up on the 28.5hp produced by the 305cc CB77. And there was an extra gear in the box over the 72/77 four-speeders, which had somehow been squeezed in to the existing cluster.
Rare bird. A 1968 Japanese model CB250, featuring the vertical engine and CB72 cues such as the tank, sidecovers and headlightmounted speedo.
This made a significant difference to the ‘rideability’ of the new model – removing the yawning gap between first and second gear that had taxed acceleration, and which also made down-changing to first gear quite a chore. A close look at the engine revealed that there were indeed many differences to the 77, some subtle, some major. The camshaft now sat in aluminium caps at either end, not the old ball races, with no centre bearing, and with rocker arms on externally adjustable eccentric spindles, similar to the DOHC CB450. Driven from the centre by an endless chain, the camshaft sprocket had bonded rubber resonance dampers to reduce chain noise, with a slipper tensioner between the cylinders. The dual valve springs were new: progressively wound
A CB350 in the later maroon/black colour scheme, photographed at the 2007 VJMC Rally at Mount Tambourine, Queensland.
CB250 in the original white/turquoise colour scheme on the 2013 Bathurst Easter rally.
to cope with the +10,000 rpm capabilities of the new engine, yet providing modest seat pressure. The inlet ports stepped down from the 32mm carb venturis and progressed around the valve guides in an ‘hourglass’ configuration to accelerate the mixture intake and cylinder filling. Four main bearings supported the crankshaft; ball bearings on the drive side and rollers for the others, with the crankpins running on roller bearings. The left side of the crank drove a 100 watt generator and the starter motor. In keeping with its drive to a new, less sophisticated (in motorcycle terms) market, Honda paid meticulous attention to balance, and hence smoothness. The new 350 scored maximum points in that respect, being virtually vibration-free. Primary transmission had also been redesigned to give more efficient meshing without increasing the gear sizes. This was achieved by using two rows of gears, the teeth of one row staggered in relation to the teeth on the second row. The power is transferred to two rows of teeth on the clutch drum, meaning that the time the gears are in mesh is doubled, and avoiding the power losses associated with a more inherently
62 : OLD BIKE AUSTRALASIA
COVER STORY silent-running helical gear. Speaking of the clutch, this was a hefty affair with eight metal and eight friction plates and a four-spring pressure plate, running in oil, and apparently bullet-proof. Although Honda had used constant-velocity Keihin carbs before, those fitted to the CB350 were of a more refined design, with a new jet system to improve low-speed running, as employed on the CB450. Chassis-wise the CB350 was fairly conventional, with pressed and spot-welded sections rather than tubular steel in most places except the swinging arm and the front down tube and engine cradle – which after all were the most visible parts. A large section welded-up pressed steel backbone anchored the frame, with pressed gussets holding things in place. In most respects, the frame resembled a slimmed down version of the CB450 chassis, with a heavily reinforced steering head and a double cradle loop at the bottom. To further ameliorate vibration, the top engine/frame mounts contained rubber buffers. In fact rubber mounts were in abundance; for the petrol tank mounts, tail light, rear mudguard, handlebars, ignition switch and elsewhere, including the carburettor mounts.
Steve’s CB350 in the final stages of restoration in his well-equipped workshop.
Plastic side covers replaced the earlier metal type. Tool box (not lockable) sits underneath.
Exhaust pipes were twin-skinned, with large diameter chrome plated outers enclosing smaller inner pipes. This not only reduced the tendency for discolouration, but the smaller diameter inner pipes increased gas velocity at the lower end of the rev range. The pipes finished in rather pleasant looking reverse cone megaphone that emitted the characteristic Honda crackle from the 180-degree firing order. In terms of suspension, the CB350 broke no new ground, with conventional (one-way damped) Showa units up front and gas-filled twin shocks at the rear – the back end being particularly spongy despite having 3-way preload adjustment, and somewhat below par. Surprisingly, given their dimensions and quality look, the brakes were generally criticised in
road tests as being inadequate; the rear would lock fairly easily while the front would refuse to do so under any circumstances and give a rather lazy approach to retardation. Another point of rancour was the fact that the seat was not lockable, and nor was the tool box, giving felons easy access to the tool kit, which realistically, should have been located under a lockable seat.
Megaphone-style mufflers look the part and sound sweet. ABOVE The new style ‘vertical’ engine that replaced the CB72/77 is distinctively different and tidier. RIGHT Separate instruments instead of the old single unit
mounted in the headlight.
The new CB350 was certainly a breath of fresh air, styling-wise, when it hit dealers’ showrooms in 1968. Gone were the old slab-sided, chrome panel tanks and in came two-tone décor in white with either red or turquoise contrasting panels. Also gone was the traditional system of mounting the speedometer and other instruments within the headlight shell. Speedo and tacho were now separate and mounted on a bracket above the headlight, but the ignition switch still resided under the left hand edge of the fuel tank, instead of between the instruments, where it logically belonged. Front brake and clutch cables routed neatly through a curved bracket attached to the handlebar mounts. Generally sold as the Super Sport, the CB350 went through several styling changes over its five-year production run. The first deliveries in 1968 had rubber knee pads on the tanks, similar to the 72/77, but these were quickly dropped. The first real change came in 1971 when the basically white colour scheme gave way to either candy gold, red or turquoise, with a black swirl on the petrol tank – a style that later appeared on the Wankel-engined DKW. Now that made a change: Europeans imitating Japanese. The 1972 model also dispensed with metal for the side covers in favour of plastic, which was also used for the rear chain guard, air filter box and headlight shell. Towards the end of the production run in 1973, some markets received the CB350 with a single disc front brake. In Australia, the CB250 – virtually identical to its bigger brother in every respect except the bore size and the final-drive ratio – outsold the CB350 by a considerable margin. In 1972, the 250 was only $52 cheaper, but in its largest market, New South Wales, the 350 was slugged with crippling registration fees; the same fee applied to the CB750 for example, while bikes of 250cc and below enjoyed a much lower rate. This was indeed a pity because the 350, despite only having a 4-horsepower increase, offered much more robust performance across the rev range. It may also explain why NSW dealers’ workshops absorbed a surprising amount of the
Front brake looks the goods but performance can be below par. Ventura EVO bag is a practical accessory for rallies.
Steve found a brand new seat in USA.
CB350 pistons, which were 8mm larger than the 250 and, thanks to the substantial thickness of the cylinder sleeves, went straight in after a rebore. When Honda, or market forces, decreed that the CB350’s time was up, its replacement in 1974 was the six-speed CB360, described by one road tester as “about as characterless as a real motorcycle can get.” The extra capacity (actually 356cc) was achieved by taking the bore out to 67mm, while retaining the 50.6mm stroke, which begs the question, why did Honda refuse to take the CB350 from 325cc to a full 350; what would appear to be a relatively simple modification that dealers and customers had clamoured for since its inception. The unloved CB360 was heavier (168kg wet), less powerful (34hp at 9,500 rpm) and slower than the model it replaced, but fortunately for Honda, it had the brilliant CB400/4 in the wings. Unlike USA, the ‘street scrambler’ CL350 never enjoyed a major market share in Australia, for reasons probably dominated by styling. At 33 hp, power was down on the CB350, and weight up, largely due to the massive exhaust system.
However out here, because of the volume sales of the CB250/350, good tidy examples are not that hard to find, and spares are plentiful and reasonably priced. And these days, with Historic registration, those annual registration fees that retarded sales of the CB350 fifty years ago are a thing of the past.
Restoring a CB350 The featured motorcycle here is owned by former motorcycle dealer, race tuner and now restorer Steve Ashkenazi, who has had the bike “laying around in boxes” for around ten years. Steve recalls that he was wandering around the various sites at the Gatton Swap Meet in Queensland when he spotted the bike, which was originally in the gold/black decor. “I had one of these back in the day, a 1969 model, one of the original white models, but a 250 because you couldn’t afford the stupid registration fee they (in NSW) wanted for a 350. I used to thrash it around as a kid, used to double (wife) Wilma to the (Sydney Showground) speedway every Saturday night and rode it to work every day of the week. Anyway, I
64 : OLD BIKE AUSTRALASIA
COVER STORY
A spin around the city or a country rally – the CB350 is equally at home.
1972 Honda CB350
Specifications ENGINE
SOHC parallel twin with two valves per cylinder. Air cooled.
BORE X STROKE
64 x 50.6mm
CAPACITY
325cc
COMP. RATIO
9.5:1
CARBS
2 x Keihin CV 32mm
IGNITION
Coils and battery
STARTING
electric or kick
POWER
36hp at 10,500 rpm
TRANSMISSION
5 speed, chain final drive.
SUSPENSION
Front: Telescopic forks, 117mm travel Rear: Swinging arm, 73mm travel
BRAKES
Front: 180mm 2LS Rear: 160mm SLS
TYRES
Front: 3,00 x 18 Rear: 3.50 x 18
WHEELBASE
1300 mm
DRY WEIGHT
149 kg
FUEL CAPACITY
15.7 litres
TOP SPEED
171 km/h
PRICE (1972)
$806.00
saw this one just sitting there, unmolested, complete, even all the crankcase screws were completely unmarked, I just re-zinced them for the restoration. That’s what attracted me to it; it was just so original, 23,000 miles, although it looked pretty crap. Apart from things like instruments and the mufflers, I’ve reused all the parts. It ran too – ran like a clock and ticked over nicely – the only reason I really pulled the motor down was I thought the cam rollers were fifty years old, the rubber goes hard and can chunk. But the bore was like new, I just honed it, put in a set of rings and the cam tensioner rollers, that was it. I just vapour blasted the cylinders but the motor was like new; one of the easiest bikes I’ve restored.” Visually, the CB350 is stunning, the paintwork done by Sam Muldoon (trading as Colourfuel), formerly from Bathurst and now at Taren Point, Caringbah, not far from Steve in southern Sydney. “I gave him a colour match for the paint, supplied the graphics, he did the frame and all the black bits, and I think the result it excellent.” In the decade he has owned the CB350, it has simply been stored awaiting attention, and Steve has kept an eye out for the few parts that were needed. “I used the original header pipes and got a set of mufflers from David Silver in England; they’re pretty good although the seams look a little bit wide to me, but I don’t think anyone will notice. And I found a set of instruments in the States which
weren’t expensive because of the exchange rate back then, so I just grabbed them and put them away. The only other change from standard is the ignition, which is a Pazon from New Zealand. Again, I have had this for years so I thought I may as well use it rather than the points.” Steve and Wilma are serious rally goers and their bikes are always ridden hard, and despite being only 325cc, the CB350 performs very well. Around the city, the flexible engine and five-speed gearbox are a great combination. The CB350, like several others in the Ashkenazi stable, is fitted with a Ventura Evo rack and bag which is large enough to swallow just about everything you’ll need for a day out. “Since I’ve been riding it,” concludes Steve, “I’ve come to think that as I get a bit older, a lighter weight bike like this could be just about ideal. It’s got enough power, and is a lot easier to manoeuvre than some of my other bikes.”
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BELOW Jawa’s long-serving 350 twin, with their own Velorex sidecar.
Fearsome Ice Racer using the Jawa speedway engine.
Although rarely seen in the west, the 250cc OHC CZ was a successful road racer in its home country.
OLD BIKE AUSTRALASIA : 67
JAWA/CZ MUSEUMS
LEFT The Konopiste Museum is a feast of Eastern-bloc enterprise. RIGHT Futuristic CZ Cezetta 175cc scooters from the late ‘fifties,
and still in production in electric form as the Type 506.
Czech mates
Bryan Fowler takes a visit to a couple of Jawa/CZ motorcycle museums in the Czech Republic. Story and photos Bryan Fowler
Robust OHV model with pressed steel frame and innovative leaf-sprung trailing-link front fork. Jawa has been synonymous with speedway success for over sixty years, and it’s still winning with the ‘laydown;’ design.
68 : OLD BIKE AUSTRALASIA
JAWA/CZ MUSEUMS
Produced for the Czech police, this fully enclosed 350 twin dates from 1960.
In as much as I had been aware of the CZ/Jawa marques while living in the USA as they were at that time (1960s-70s) almost unbeatable in motocross/ trials, and what few I did see on the road were held in high regard for their reliability and durability, it wasn’t until I purchased a 15 year old Velorex sidecar in 1987 that I finally got more “up close and personal” with one of their products. On a side note, that same sidecar, which I used to bring my sons with me on motorcycle rides, is now 47 years old and is currently being used to carry my grandson. And so it was, with that in mind, that on a recent trip to the Czech Republic, I was keen to visit a museum dedicated to these brands and learn more about them. In part, I was also curious as to the reasons why, CZ/Jawa seemed somewhat obscure beyond the Eastern Block countries. After all, the It’s hard to miss this one.
Marttn Miclik, son of the founder of the Rabakov Museum.
Czech Republic had brought the world its only surviving/working astronomical clock, circa 1410, and the first university in Central Europe, circa 1348 (among other things). Clearly then, this was not a country that was backwards in thinking forwards. Having spent six days touring and being gobsmacked by the history and architecture in Prague (the food and beer was excellent too!) we ventured about two hours south east to Konopiste, to visit the “Museum Motocyklu”, home to a collection of CZ/Jawa/ESO/Ogar motorcycles. The museum is housed on the shared grounds of a Castle, former hunting lodge (now excellent restaurant) and is somewhat hidden and certainly unpretentious. Entrance fee paid, we were left on our own to explore the many and varied motorcycles in the collection. Suffice to say, I was astounded at the
extent of the variety of different models produced by CZ/Jawa etc, and left thinking that in terms of global motorcycle production and development, CZ/Jawa may not be big, but they’re small, and they accomplished a hell of a lot. In as much as it was good to be left alone to explore the museum’s contents, it was somewhat disappointing to not have an opportunity to readily speak with a curator/staff member to get further information. Feeling satiated, our hosts guided us north under the guise of heading to their home. Unbeknownst to me, they had other plans. As we drove along incredible cobblestone back roads, through picturesque villages, we came to the tiny village of Rabakov, and here, much to my surprise and delight is the father and son-owned “Muzeum Historickych Motocyklu” (CZ/Jawa/Velorex). On arrival, and via perfect timing, two veteran Jawas and their riders were preparing to drive away… and seconds later a three-wheeler Veloroex micro car drove past! I couldn’t help wondering if I’d hit a time warp and if all of this was for real (it was). Here is a museum both expertly and passionately maintained, housing 170 motorcycles, from Jawa’s first model to their most recent (2019), several Jawa/Velorex micro cars, 2 Jawa snow mobiles (yes they made them too!) and various CZ/Jawa powered agricultural implements. If the exuberance and knowledge of father and son regarding their collection, and the collection itself wasn’t enough… well let’s just say the on-site availability of excellent cold Czech beer was the crème-de-la-crème. In short, it doesn’t get any better than this and the museum is a must do for those readers heading to the Czech Republic. My sincerest thanks to our hosts: Jana, Ludek and Eva for their kindness and generosity in making this possible and to Marttn Miclik and his father for their continued enthusiasm for things motorcycle/Jawa related (and for parting with a pair of Russian-made leather gauntlet motorcycle gloves!).
OLD BIKE AUSTRALASIA : 69
JAWA/CZ MUSEUMS
RIGHT Various styling treatments, but basically the same architecture.
LEFT Jawa snowmobile, complete with Gladstone bag.
ABOVE Military-spec 250 and 350 Jawas. LEFT Our hosts Jana, Ludek and Eva, enjoying a cold Czech beer
while we inspect the treasures inside the Rabakov Museum.
M O T O R C Y C L E S
F O R
T H E
M A T U R E
R I D E R
Yamaha FJR1300 AE
Dutch treat An opportunity to escape from the OBA editorial office is something that cannot be ignored, so when our friends at Yamaha indicated that an FJR1300 – probably my favourite all-round motorcycle – may be available for collection at the company’s European headquarters in Amsterdam, the wheels started turning, literally and figuratively. Story & photos Jim and Sue Scaysbrook
OLD BIKE AUSTRALASIA : 71
YAMAHA FJR1300 AE
Mid-September was the departure date, with a three week window, so that became the target, and once issue 82 was off to the printer, we were off to the airport. The packing for such an expedition is something that Mrs Editor has become extremely proficient at, because there is generally not a cubic centimetre to spare, particularly with the need to pack (but hopefully not need to use) wet weather gear, spare gloves and so on. Apart from the standard panniers of the FJR1300, we relied on a DriRider Navigator tank bag and a Shad 40 litre top box, both of which we brought with us. Yamaha’s base in The Netherlands is a mighty impressive facility; massive by any estimation, and conveniently based right next to the equally massive Schipol International Airport. While I have covered many thousands of kilometres on FJRs, this was different, not for what it had, but what it hadn’t; namely a clutch lever. The AE model sports an electronic clutch (officially known as Yamaha Chip Controlled Shifting or YCC-S), giving the rider the option of changing gear via the conventional foot pedal, or the thumb and forefinger toggle levers on the left handlebar switch. Either way, the change is seamless and barely perceptible – just open the throttle and away you go. A button on the same switch block engages a function that changes down the gears automatically when the speed drops below 30 km/h. Neutral is no longer between first and second gear, but at the bottom of the range below first, and can only be selected when the motorcycle is stationary. The electronic clutch AE is not new, it has been around since 2006, and was last imported into Australia in 2010, but the vast majority of FJR sales are the conventional clutch system, for no other reasons than price, and tradition. It is child’s play to use and makes for a much smoother ride, especially when the machine is heavily loaded, which in this case it surely was. The only time I felt it was a slight disadvantage was at very low speed in traffic, when I prefer to slip the clutch a little. Still, the technique is easily mastered. Meeting up with our travelling companions Bob and Lynne Rosenthal, who had hired a BMW R1200GS, we hit
the trail north out of Netherlands via the Afsluitdijk (dike) across Lake Ijssel which borders the provinces of Flevoland and Friesland in North Holland, and headed for the ferry at Wischhafen, which takes you to Gluckstadt in the German state of Schleswig Holstein. With massive lines of cars and trucks queued on both sides, we were thankful of being on two wheels, which are permitted to go the head of the traffic. Riding on autobahns is fine for shrinking distance, but is stressful on a motorcycle, particularly for overtaking as you can pull into what appears to be a clear fast line, only to see a rapidly-approaching car fill OPPOSITE Schwerin Castle, a modest little pile in the German state of Mecklenburg-Vorpommern, located on an island in Lake Schwerin. ABOVE RIGHT A rare night of luxury and a change from the budget hotels, the former monastery Prinsenhof, in the university city of Groningen in the northern Netherlands. BELOW Hmmm, this must be Holland – sorry, The Netherlands.
your mirrors and jam on the brakes. We opted to get off the big stuff and follow small roads, which meander through incredibly scenic small villages, but which are plagued with the scourge of modern motoring, the speed camera. Speeds change from 30, 50, 60, 70, 80, 100 and 120 km/h, all of which are rigidly enforced. It is utterly essential to have a GPS with current maps and camera alerts or you’ll be soon relying on public transport. Our device is a TomTom Rider 550 which comes with lifetime free maps and is easy to program and operate. Pair this with a helmet interface like my Sena 30K and you can’t go wrong. For three days, we made our base at Eckernförde in Germany’s northernmost state of Schleswig-Holstein, so just for the sake of it, we headed into the lower bit of Denmark, which is fairly flat and featureless, before moving on to Berlin for another three-day stop. The city is a bit challenging for a large, fully-laden two-up motorcycle, but the train system is superb and cheap so that became our means of transport for some urban exploring before saddling up again and beginning the westward leg, back to Amsterdam. Up till now we’d been fairly lucky with the weather but as the weather app predicted, the dream run was over and the heavens opened big-time for what was largely Autobahn blasting for the best part of 1,000km. Sitting on about
72 : OLD BIKE AUSTRALASIA
YAMAHA FJR1300 AE
130km/h with the rain lashing down was not exactly sublime, but the temperature remained at a comfortable 18 degrees mean, and I doubt there’s a better bike on which to do it than the FJR1300. The aerodynamics simply fling the water away to the point that both rider and passenger stayed largely dry. Even the forward mounted mirrors are positioned in such a way as to act as mini-fairings for your hands and my gloves remained remarkably unsaturated. It was nevertheless a bit of an ordeal, mainly due to the mountains of spray set up by the endless line of large trucks that ply the route from Poland to Rotterdam, and we were somewhat relieved when Amsterdam finally hove into view. Prior to leaving Australia, I swapped my long-serving DriRider Vortex 2 jacket for a new DriRider EVO and it performed brilliantly in terms of comfort, water resistance, and the built-in safety features that impart peace of mind. Mrs Editor was similarly impressed with her new Magna Equator jacket which also did its job flawlessly. During the course of the run, I had plenty of time to reflect just how superior were the road manners of the pilots of vehicles on these European (drive on the right) motorways, compared to the rabbit run on Australian roads. Patience, courtesy and competence are descriptions that spring to mind. Drivers meticulously observe the rule to keep out of the outside lanes except when overtaking, and trucks stay mainly on the far right lane except when using the middle lane to overtake, after which they immediately return to the ‘slow’ lane.
ABOVE Eckernförde, our base for three days on the coast of the Baltic Sea. BELOW Look ma, no clutch lever. Gears are shifted up and down by finger
and thumb action on the toggle lever at the base of the switch.
Being generally de-restricted, the outside lane is the domain of very fast motoring, but when the rules are followed everything works well. By far the majority of accidents on the autobahns are nose-to-tail contacts between trucks travelling too closely. The basic rule is to avoid sudden movements, especially lane changing, and plan ahead. It is an extremely simple and straight-forward discipline that makes motorway travel far safer and less frustrating, but one that Australian motorists sadly seem incapable of grasping. The mantra perpetuated by Australian media and authorities that “speed kills” is the sole factor for
accidents is a total cop out. Stupidity, incompetence and ignorance kill too. The mighty FJR came up sparkling after a thorough wash, having missed not a beat during the 2,514km of our 15 day ride, and was returned to Yamaha HQ with much thanks.
I became a big fan of the electronic/ automatic clutch which works flawlessly and provides a far smoother ride, especially when loaded to the gunwales as we were. If there’s a finer all-round ‘bagger’ than this refined machine, I’ve yet to encounter it.
Heading across the dike on the E22 linking Den Oever and Zurich on the north western coast. The water in the bay is only around two metres deep.
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Welcome to Old Bike Australasia Out’n’about – a forum of people, places, history and happenings.
Zorros goes Crazyhorse Mark from Zorro’s in Melbourne has some news. “We have changed our name to reflect the business we are now in; the new name is Crazyhorse Indian. Our telephone number remains 0466 229 747 and currently our parts database can be searched on our website at www.zorros.net.au although we will shortly be launching a new Indian parts-only website with a much better search function and a more logical interface especially for mobiles, smart phones, tablets and computers. We also have a new website with videos of our pre-owned Vintage Indians & other collector bikes for sale www.crazyhorseindian.com.” For further information you can contact Mark on 0466 229 747 or email: sales@zorros.net.au
The latest priceless image from the vast trove that is Gary Reid’s collection comes from Surfers Paradise Raceway in May 1972. It was the time when Production Racing was big, big, big, even though the Unlimited Production bikes had little in the way of track refinements or manners. Here we see John Warrian reaching the limits of ground clearance on his Suzuki GT750, while Marcus de Caux appears to be about to strike an object in the path of his Kawasaki H2 – at best a cushion, or worse, a concrete track marker. We may never know.
Down on the Murray
Jerry Kooistra and Bill Horsman with the 500/4 Honda.
A recent gathering of about seventy motorcycle racing enthusiasts were drawn to the Pickle-Mee Café in historic Mannum on the Murray River to see the finished creation of the last Jerry Kooistra Honda racers; The 500/4. Another star of the show was Bill ‘Barney’ Horsman who entertained the guests for over two hours with stories of his career. He spoke tirelessly of other riders, tracks and machines. Bill recounted some interesting ‘get-offs’ along with the sounds that went with them. It turned out to be an amusing and colourful afternoon. Another interesting item seen recently is the aluminium helmet (above) made by Rex Tilbrook back in the early ‘fifties. It is owned by Tom Johnson, nephew of Rex, who owns the Tilbrook 125 racer. From Rob Lewis
OLD BIKE AUSTRALASIA : 75
OUT’N’ABOUT
That poster explained When we ran the feature story on the release of the Yamaha SR500 (OBA 73), which included the famous poster released at the time, eagle-eyed reader Doug Fraser took time off from creating V-twin BSAs to observe that the chap aboard the red tanked Matchless (the late Michael Robinson) was riding not a single, but a twin! Horror of horrors. Well, somebody else noticed that too, namely Mark Tesoriero, who, in the poster is seated on the BDA
Gold Star owned by Alan Puckett, who actually illustrated the poster. Alongside Mark is his brother Vincent (on the editor’s Velocette Sportsman) while the editor himself, back in the days when his moustache was black, along with his hair (obscured) on the Norton. Mark dug deep into his attic and unearthed the original photos that were taken to assist Mr Puckett in producing the finished artwork. Now all is revealed. Mr Robinson is actually
on a Yamaha XS750, while the editor is on Michael’s Norton 650. The photos were taken to get the rider positions correct, so there was quite a bit of licence used to finally produce the artwork. Forty years on, all is revealed, and yes Doug, you were correct.
LEFT Martin & Claire Beck cranking through the esses on Mt. Mee. RIGHT Gavin Gonsal enjoying his 750GT at the Flying Nun Café in Samford.
Bevels for breakfast Never one to miss a ride, Gaven Dall’Osto went along to the 2019 DOCQ Bevel Breakfast. “Another celebration of Taglioni’s treasures saw the annual running of the Bevel Breakfast on the 20th of October. The DOCQ are inclusive of the older model Ducatis and this is one such event that President Rob Stevenson has organised and kept on the events calendar. “The local bevel riders gathered at the Flying Nun Café, Samford for a coffee and a group shot before heading off to the Pitstop Café via Dayboro and up
Mt Mee. 14 bevels including three singles lined up ready for departure. There’s nothing quite like the whirring of the bevels and the thump of Contis as they echo up the serpentine roads of the mountain. Belt drive counterparts were invited but they courteously followed the oldies at their own pace. We were met by another batch of bevels from the
north who chose to make their own way to the Pit Stop. I counted 25 bevels in total. “I got talking to a visiting motorcyclist all the way from the US of A who told me he had never seen so many “Do-cart-ees” in one place ever. Thanks particularly to Rob and his helpers for embracing a significant part Ducati’s heritage.”
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A golden wedding As the ‘seventies dawned, every aspiring road racer wanted the same thing; a new Yamaha, or maybe a pair.
Dave Keenan with his new TD2 – showing signs of an early brush with the tarmac – in 1970.
From Keiron Rees
Dave Keenan, born and bred in Tauranga, New Zealand, was making do with a modified Suzuki T20 road bike when he managed to buy a brand new 250cc TD2 in 1970, when he was just 20 years of age. The motorcycle was supplied by Taylor Cycles in Newcastle, New South wales, and set him back
$1800 – which he paid half in cash and the other half on hire purchase. At his local track, Baypark, and at Pukekohe, Dave and his Yamaha were consistent winners. A move to Australia saw the Yamaha packed for the trip and quickly pressed into service on the national scene. Competing in Australia and with occasional trips back home, the Yamaha has done sterling service and has made the transition from contemporary to historic racing. Today, Dave still owns, and races the same motorcycle. Naturally, there have been minor tweaks over the years to keep the Yamaha competitive, the first being the change from the standard flywheel magneto ignition to a German Krober CDI unit. Later, Dave replaced the standard chromium-plated cylinder bore with cast iron rings for the Porschedesigned Nikasil cylinder coating, and fitted pistons from a Honda MTX 125. The standard 30mm carburettors have also been over bored to 34mm – the same as the 350cc Yamahas. Minor mods have
also been made to the expansion chambers. Despite notching up plenty of wins and places over the years, a national title eluded Dave until 2015, when he won the Australian 250cc Post Classic Championship at Mallala with a perfect score card of three wins from as many starts. The International Island Classic from January 24-26 marks an incredible 50 years of the combination of Dave Keenan and his TR2 – an achievement recognised by the Yamaha factory itself. In 2014, the factory sent a representative to the Australian Historic Championships at Lakeside, where Dave was presented with a certificate to mark his achievement. Yamaha also presented him with a team shirt signed by Valentino Rossi and Jorge Lorenzo. When Dave Keenan and the TR2 line up for the Post Classic events at the 2020 Island Classic, it will be a combination unique in the motorcycle racing world – a partnership of motorcycle and rider covering half a century.
ABOVE LEFT Taking the Australian 250 Post Classic Championship at Mallala in 2015. BOTTOM LEFT The Yamaha Team shirt and certificate presented to Dave in 2014. BELOW Dave at the International Festival
of Speed in Sydney in 2017.
D R A G O N F L Y
C L A S S I C S
This is a machine we built to mount and run a motorcycle generator, above it sits another special piece of kit we built, it allows us to run charging systems that use AC & DC power together. It also allows real analysis of pure AC or pure DC systems too.
Sparks from East Sussex This issue we welcome Rex’s Speed Shop, a new advertiser from Britain. Here’s the background from the owner, MARCUS REX: “A love of motorcycles and engineering led to the creation of Rex’s Speed Shop, a quality focused business that has the knowledge and experience to design, manufacture and repair electronic ignition and generator systems for motorcycles. We’re specialised in classic British and Japanese motorcycles and we service customers offering first quality solutions for road riders and racers across the globe. The business is run by a team of trained, knowledgeable people in a small facility in Robertsbridge, East Sussex, England who design and manufacture new electronic circuits and generator parts as well as being able to repair magnetos and modern alternators. “Our workshops are equipped with a wide range of electrical testing and system analysis equipment as well as CNC winding machines. Our range of services include Electronic ignition and 12V conversions, Electronic contact breaker replacements, MX electronic ignition conversions, Trials electronic ignition conversions, Classic race bike ignition systems, magneto repairs and new stators and stator repairs. Our philosophy is to first offer advice and brand new parts, so the old ones need not be sent to us. However, if new replacements are not available, we are often able to overhaul the failed part. Our rewind and repair services are industry leading, and we offer repairs for British, European, Japanese or American.” Visit us at: www.rexs-speedshop.com
Bulli turning Japanese After three very successful Antique Motorcycle Weekends at Bulli, on the NSW South Coast, the committee of the AMCA has decided to make 29-30 August, 2020 an event that focuses on Japanese motorcycles 35 years and older. The Bulli event is for all makes and models, but we feel that in the classic bike world the Japanese bikes are often overlooked, and considering they have been at the forefront of all aspects of motorcycling for over 50 years makes them the single most dominant force in motorcycling. The organising committee is inviting all owners of Japanese bikes over 35 years old to bring them to Bulli as part of our event and in particular, for Japanese clubs to set up their own display in the main arena. This of course is in addition to the club displays, tech talks, auction, swap meet and judging that are the hallmarks of the Bulli event. Whilst the focus for 2020 will be Japanese bikes, we still encourage all historic clubs to put on a club display. Over the last events we have had great support from Vintage and classic clubs putting on their own displays at the event. Last year the Vincent Club put on a fabulous display and we also have had displays form the speedway riders, Ducati owners, Triumph owners, Vintage motorcycle Club, the Classic and Enthusiasts and many, many more. If you would like to reserve an area for a club display please contact Mick Johnson on 0419 297 171. A new feature of the 2020 event will be an auction of antique motorcycling memorabilia, and significant parts, so if you have an old sign, poster, parts in their original boxes or that incredible speedo or whatever is relevant to antique motorcycles and you would like to auction it, please contact Keith Levy on 0499 099 906. From Antony Gullick
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78 : OLD BIKE AUSTRALASIA
OUT’N’ABOUT
The Show circuit Following on from the photos sent by DENNIS QUINLAN of the Earls Court Shows in London (OBA 73), here are a few more interesting glimpses into models of the past putting on their finest faces. BELOW The AJS and Francis Barnett stand from the Adelaide Show, possibly 1949 as there are no spring frame models on display, and chrome plating also in relatively short supply.
TOP RIGHT From the Adelaide Show of 1953, the very latest offering from AJS and Francis Barnett. In pride of place is the tasty AJS Model 20 ‘Springframe’ twin, complete with the unloved AMC ‘Candlestick’ rear suspension units. Chrome plated petrol tanks were very much in vogue that year, RIGHT British Motor Cycles stand at the Adelaide Show, possibly 1953. Both the AJS completion model (centre) and the Model 20 twin (far right rear) have the latertype ‘Jampot’ rear suspension units. A swinging arm frame Francis Barnett (foreground left) would also have been an innovation from around that time on the AJS Stand. Behind is the Lenroc’s (Cornel spelled backwards) display with Triumphs to the fore. INSET CENTRE Lots of famous names at the 1954 Earls Court
Show in London. ISDT 500 twin AJS in pride of place, while in the far background is a ‘pannier tank’ AJS 7R. Amid the display of OHC engines both pre and post war (right) sits a 500cc Porcupine twin motor. Poignantly, the Vincent stand looks bright and healthy, although the firm had only a year left before being wound up.
The Panther papers Indefatigable adventurer and
LEFT Des and Penelope ponder the next leg of the adventure. ABOVE RIGHT Start digging.
author Des Molloy has just released his latest book, a review of which you will find in Eyes Right in this issue. He and his beloved Panther Penelope have also finally completed what he says is, “ possibly the first time a pensioner from Golden Bay, New Zealand has ridden a 1965 Panther 650 around ‘Big Red’ (Australia) unsupported. This was done over a period of four years, usually in late spring or winter. The whole of the Panther world followed and helped me with advice, accommodation and mechanical assistance on occasion…of the 24,oookm ridden, less than2,000km would be on roads most riders enjoy. Penelope and I have ridden fifty countries or so and done many wonderful roads, yet can’t put up anything better than Yackandandah to Whitfield and on to Mansfield. This has something for everyone. Penelope is worn out and needs a rest, but there is still Tasmania to be conquered. Like Washington’s axe, she will be re-fettled and one day will thud through that verdant land.”
Machines and Macchiatos The inaugural Machines and Macchiatos weekend took place on 23-24 November at St. Ives Showground on Sydney’s north shore. Organiser Sam Princi was well pleased with the way things went. “The Machines & Macchiatos Triple Shot Super Show was a 2 day event to raise funds for the charities – Bear Cottage & Cure Brain Cancer. The Saturday afternoon event kicked off with a parade of movie star cars picking up the dads of the children at Bear Cottage & giving them a special grand entrance. The afternoon was laid back and lots of fun for all the family, with the super cool Cruisin’ Deuces playing their Honkytonk trademark sounds. The kids had plenty to amuse themselves with rides, free activities and face painting. Once it was dark, the sell-out drive-in movie started and what a cracker, the Aussie classic Running on Empty. “As dawn broke, day 2 began; it was the day of the Show & Shine, but so much more was happening. With 400+ machines on display the crowds flocked through the gates. From the amazing food, awesome bands, outdoor bar, Batman & the Batmobile, taking the participants for a ride in their classic cars, to the fun and energetic atmosphere, the event was a great success. Organisers were over the moon with the result, with some $13,000 being raised, they promise to be back next year, with a bigger and better event to raise more funds for their charities. Keep an eye on www.machinesandmacchiatos.org.”
CONSIGNMENTS NOW INVITED
Collectors’ Motorcycles, Cars and Automobilia Auction Melbourne, 5th April 2020 Robbie Richards 0419 393 932 Cameron Sabine 0421 511 006 mail@doningtonauctions.com.au www.doningtonauctions.com.au
80 : OLD BIKE AUSTRALASIA
OUT’N’ABOUT
On top of the world Ever since Consolidated Motor Spares NL began gracing the rear cover of OBA three years ago, I had been keen to see this obviously go-ahead company first hand. That opportunity came in October 2019, and what an experience it turned out to be. The company’s motto is ‘Built with passion” and that is no glib statement – it’s a credo that drives every member of the organisation and has done since the beginning. The man who began the company in 1996, Michael Buttinger, began tinkering with motorcycles at age 11. Born in 1973 to a Ukraine-Israeli father and Dutch mother, Michael became an apprentice motorcycle mechanic at a Netherlands Honda dealer, and later studied economics and computer science. At age 18, he and his then-girlfriend took a holiday to England where he visited a wrecking yard which had lots of C50 and C70 Honda step throughs, which were not so popular in UK but very popular back in NL. Outlaying all the cash he could muster, he bought a job load,
CMS HQ at Lelystad. The CMS logo is known world wide.
loaded a lorry and took it back to NL where most of it was soon sold. Thus had begun a process that quickly went from a hobby to full-time, and it was hard work. Casting his net further afield, he found a cache in South America, went there and acquired it filling ten 40 ft containers. “I sold heaps at swap meets back home,” he says, “and then I heard that Honda Europe was having a clearout of old stock, so there were lots more 40 ft containers filled. Greece was the next port of call, where I was able to buy an enormous amount of new old stock.” Loading containers was one thing, but selling the stock was a laborious business through the established channels such as swap meets. But as the World Wide Web took hold, Michael saw the key to the
Inside one of the massive CMS warehouses.
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LEFT Old chrome that’s good as new. RIGHT Not surprisingly,
parts locations are computer logged. Inside this crates sits a brand new Kawasaki H2 750.
ABOVE Original parts, original packaging. ABOVE RIGHT As well as genuine parts, CMS supplies replica components which have been tested for quality. BELOW The motorcycle collection is extensive.
82 : OLD BIKE AUSTRALASIA
OUT’N’ABOUT
Fork lifts log plenty of kilometres down the aisles.
next step, and seized the moment. “As soon as the internet got going I set up the CMS site, www.cms.nl. That was 23 years ago, working from the basement of my apartment. We soon outgrew that so in 2001 I moved to a new site in Lelystad on reclaimed land north east of Amsterdam.” That was the beginning of an explosive growth for the company, with new-oldstock Japanese spares being purchased from around the world and shipped back to The Netherlands. The purpose-built facility was established on a 9451 sq m site, with (currently) three warehouses totalling almost 11,000 square metres of storage. Today, CMSNL’s incredible inventory contains more than four million individual spare parts. More than 70,000 shipments left the warehouse in 2018, with not just original NOS parts for the major Japanese brands, but a growing number of CMS-branded authentic
Lotus and Footwork F1 cars, both Honda powered. TOP Early Honda clip-on motor attached to a bicycle. ABOVE A Honda Snowmobile, which was scrapped prior to production by Honda’s legal department. TOP RIGHT A Kick ‘n Go scooter.
reproduction items. By far the largest brand stocked is Honda, followed by Yamaha, Suzuki, Kawasaki and some lesser-known Japanese brands. CMS is now the largest independent distributor of parts for Japanese motorcycles in the world, and delivers to 65 countries, exclusively by UPS. New stock arrives daily, and every single item is inspected for quality (according to how kind the years have been) and thoroughly checked before being added to the inventory. Dealers (and former dealers) can dispose of redundant stock directly to CMS via this link: www.cmsnl.com/dealers/sell_stock.php. To walk the total length of the shelf spacing involves a 22.3km trek, so I didn’t see all of it, just most. The company prides itself on rapid response to customer orders, which is streamlined from the outset because virtually every original component in stock can be identified from the web site, where pages and parts numbers form the original factory literature are displayed, along with stock availability and price. 90% of customer orders are shipped within five days. Interspersed with the millions of boxes, cartons and smaller containers are some hidden gems, such as a brand new Kawasaki H2 750, and a Honda RC213V-S MotoGP replica, both still in their crates. Here and there you’ll spot examples of Michael’s passion for Formula One cars prior to the current hybrid era; several Honda F1 cars and engines, a Lotus Honda, five BAR cars with Honda engines, a Japanese Footwork F1, and one soon to arrive, a Tyrrell fitted with a V12 Yamaha engine. Even the offices occupied by the 40-odd staff invariably house rare and exotic motorcycles, such as CMSsponsored Jonathan Rae’s 2017 WSBK winning
Ex Taveri 125cc and 250cc 4 cylinder Hondas.
Kawasaki, ex-Luigi Taveri 125-4 and RC162 250 Hondas, an RC145 twin, a brand new Honda CB77, one of the CR72 production racers, an RC71 250 racer, a home-built replica of the amazing Honda 50cc twin, and many, many more. Having completed the rather exhausting tour of the two main warehouses, it was time to cross the paddock (where soon a fourth warehouse will be built, almost doubling the storage space, and an impressive showroom) to a separate building which houses less fast-moving parts on the ground floor, and upstairs, the jaw-dropping collection of around 350 motorcycles. CMS sponsor several high profile motorcycle stars, including Cal Crutchlow in MotoGP and Jonathan Rae in WSBK, and in 2018, Moto3 Champion Jorge Martin, whose title-winning Honda 250 is amongst the collection. The range of motorcycles stretches from some of the earliest Honda, Suzuki and Yamahas in existence, to recent models that were added because they will one day be classics themselves. Access is strictly by invitation, so enjoy the photos!
Entirely homebuilt replica of Honda’s RC115 50cc twin racer.
No wall is wasted! A Honda CR93 Clubman; one of 40 built for Japan only.
Former Super Aguri/Honda F1 car is now a race simulator.
ABOVE Works VF750 raced by Ron Haslam. LEFT Honda CR110 50cc
production racer under attack from the Millennium Falcon. 20cc 4-stroke engine, given to US dealers for counter displays.
Honda T360 light truck – the company’s first production automobile – graces the foyer.
AMA Honda Flat Trackers raced by Doug Chandler.
Jorge Martin’s 2018 championship winning Moto3 Honda.
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Adam Donovan, winner of the 350 Classic, being chased by third placed Doug Churcher.
250 Forgotten Era winner Ben Shaw sends up spray on Saturday.
Shannons Southern Classic • 2-3 November 2019 – Broadford, Victoria
A weather weekend Photos Colin Rosewarne
One of the longest-established Historic racing events, the Shannons Southern
250 Classic winner Fred Schafer on his Yamaha.
Classic, ran for the 38th time in 2019, with the weather playing a major part in the weekend, which was promoted by the HMRAV. Saturday’s qualifying sessions were held over two rounds, with the track wet throughout and light rain falling, which kept lap times well down. Four races for each class were scheduled, but delays in completing Saturday’s programme meant that only three were completed in most cases. A very healthy sidecar entry was received, but the weather forced quite a few to suffer water in the works and call it a day. However Sunday’s weather was much kinder, cloudy and dry, giving the survivors a chance to enjoy their racing. For full results see.... www.computime.com.au Post Classic Unlimited winner Chris Panayi.
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RACE REPORTS SOUTHERN CLASSIC
Bob Rosenthal carded a perfect score to win the 500 Classic. Unlimited Classic winner Garth Francis.
Unlimited Post Classic winner Eric Giggins.
Steve Barnett and Aliana McCarthy won the 836 Sidecar class.
Unlimited Forgotten Era winner Brendan Wilson trying hard.
Mark Knight and David Rumble took out the Forgotten Era Sidecar class on their 1980 Kellet Suzuki.
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RACE REPORTS HCMCWA COLLIE
HCMCWA Endurance Classics • 26-27 October, 2019 – Collie Motorplex, WA
Historic endurance Report and photos John Innes
Just one month after the 2019 Australian Historic Road Racing Championships at the Collie Motorplex long track, the HCMC staged their final on-track activity for the year. This was the 2019 HCMC ‘Stand Alone Interclub Round’. Along with races for all of the normal classes there were three “Endurance Races”; an Historic Team Endurance Race of one half hour duration, a Junior Endurance Race of fifteen minutes, and a half hour Solo Endurance Race.
The Historic Team Endurance Race was made up of two riders; a fast and a slower rider, with the fast rider leading off. Josh Mathers (JSM Construction WA Yamaha FZR1000) took pole position ahead of Craig McFarlane (Ducati 888) and Brendan Moran (Ducati TT2 750). Mathers led the field through T1 and he was never headed during his 15 minute stint before handing over to Jodie Brown (Team Fam Racing Honda 399) with a very healthy lead, which Brown maintained giving them victory
with 22 laps run. Second was the team of McFarlane and Simon Harding (Retro Moto Honda 250), with the minor placing taken by Mark LaingHughes (Suzuki 250) and Bradley Verryne (Suzuki 250). The top eight teams all ran 22 laps. The Junior Endurance race saw the top three riders over the 2019 season battle it out for the top honour with William Wasley (VRT Signs Yamaha YZF 150) taking the win. Second after a race-long battle was Hayden Treversh
(Honda CBR 150), with Jayden Martin (Aussie Moto Eng Yamaha YZF 150). After 10 laps, we saw the top three cross the line covered by just 0.303 of a second. The final Endurance race was for Moderns, Thunderbikes, Pre-Modern and 125GP. When the lights went out it was Michael King (Brandsense Triumph Daytona 675) who headed the field into T1 followed by Steve Chittendon (Superbike Supply Kawasaki ZX10) with Glen Ottley (ONE2ONE Suzuki GSX-R750) close behind. That was the way that they finished, with each running 24 laps. Only seven bikes finished the race from a field of nine starters. TOP William Wasley took out
the Junior Endurance Race. FAR LEFT Michael King, winner of the Solo Endurance race. LEFT Historic Endurance win went to Josh Mathers and Jodie Brown. BELOW Start of the Historic Teams
Championship event.
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88 : OLD BIKE AUSTRALASIA
RACE REPORTS MT. TARRENGOWER
Mount Tarrengower Hill Climb • 19-20 October 2019 – Maldon, Victoria
Mike’s Mountain again Report and photos Russ Murray
2019 marks the 90th anniversary of the Mt Tarrengower hill climb. Except for a short hiatus, the bikes have been racing since 1982 when just six bikes and 3 sidecars were entered. The number has since increased with a cap of 130 solos and outfits. If your entry isn’t received within a week of entries opening then you will probably join the ever-increasing waiting list. The last few years have seen the introduction of a chicane on a long sweeping right hand corner. For 2019 the chicane wasn’t used as an Armco barrier had been installed on the outside of the corner, great for the cars but perhaps not so for the bikes. Fortunately it didn’t see any action. A regular competitor and past winner of the event is Mike Panayi riding a bright yellow 1961 750cc Norton Manxman named Elly May.
This year Mike was again named King of the Mountain with a time of 44.9 seconds. The fastest outfit was powered by a 1972 750cc Norton and ridden by husband and wife team of Brian (rider) & Leanne (swinger) March who completed the course in a time of 58.9 seconds Not every competitor is as fast as Mike with Dave Reidie racing a 1929 1200cc FDH Harley Davidson. Dave is a regular at this event and last year raced a Crocker. Another regular is Wayne Donahue astride his stock 1971 Norton Commando. Wayne has been known to ride to the race meet, strip the bike of lights, indicators etc, add a race number, compete and then put it all back for the ride home. Not all riders have large capacity bikes with Ben James recording a time of 55.4 seconds on his 1970 250cc Suzuki.
Perennial winner, Mike Panayi on ‘Elly May’, was again top dog.
Whilst the racing is the catalyst that brings the riders together, there is the after race get together in the camping area which makes the event something special with many arriving on Friday. The historic racing community is something special with everyone help-
ing out, being fixing broken bikes, sourcing and ‘lending’ parts for repair and even organising a communal feed for those who were a little underprepared. Then there is the Indian beer keg camp fire to sit around and tell tall tales of previous biking adventures.
LEFT Top sidecar crew, Brian and Leanne
March and their 750cc Norton. ABOVE Warm beer?
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RACE REPORTS COLLINGROVE
Simon Cowling on the ex-Les Diener 250cc Velocette.
Barossa Vintage Hill Climb • 8 October, 2019 – Collingrove, SA Ben James on 1970 250cc Suzuki.
Bikes in the Barossa Report Trevor Henderson Photos Ron Johnson
Eight motorcycles took part in the Sporting Car Club of SA’s “Barossa
ABOVE All hands on deck to get Dave ‘Doghouse’ Philpot’s Harley outfit started. RIGHT Wayne Donahue hustles his 1971 Norton Commando up the hill.
Vintage Hillclimb 2019” at Collingrove, near Angaston, SA. Although attempts had been made to include bikes in this event previously, a pre-war cut-off would have meant very few machines, but this year it was brought forward to 1955. Riders were Simon Cowling, 250 JAP and ex-Les Diener MOV Velocette; Bonn Watson, 1935 MAC Velocette; Trevor Henderson 350 BSA Gold Star; Dave Beechey, 1939 BSA 500, Andrew McDonnell, 1947 BSA 500; Geoff Kelly, 500 BSA Gold Star, and Murray Johnson, Harley-Davidson WLA, 750cc. The Sporting Car Club people make a very social long weekend around this event with a Saturday tour which culminated at the Greenoch Aircraft Museum. After a warm and sunny Saturday, Sunday dawned damp and misty, the 686 metre course with its challenging bends was a rather slippery piece of bitumen. After the first two runs, the constant drizzle and hazardous conditions had the bikes sit out the next couple of sessions. Conditions did improve later, and in their final runs 4 bikes achieved their best results. Fastest bikes were Dave Beechey at 42.39, Simon Cowling at 43.85 on the JAP and 44.91 on the Velo and Murray Johnson at 46.57. There was also considerable interest in the air-cooled cars, mostly Coopers powered by single and V-Twin JAPs, a Manx Norton and a couple of Vincent twins. The car people were more than pleased with the bikes displaying “a bit of grit” by going out in the conditions prevailing after lunch and are keen to have them back next year. Keep the first weekend in October 2020 free for a unique event! Dave Beechey, fastest motorcyclist on his 1939 500 BSA.
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8th Annual Tiddlers Rally Shoalhaven Historic Vehicle Club • 9-10 November 2019 – Terara, NSW
Small fry Report and photos Ray Kinch
Catering for bikes of less than 250cc and greater than 30 years old, entries came from as far away as Brisbane, Griffith and Wagga Wagga. By Saturday morning 66 riders had registered, a record. The variety of marques included Motobi, DKW, Velocette, Vespa, Ducati (2), Bultaco (2), MZ, Jawa (2), Ariel, MV Agusta, Excelsior (2) and Bridgestone (3) as well as the four Japanese manufacturers. The standard of the bikes was exceptional. After Friday night’s howling NW winds, Saturday saw the remaining entrants arrive to a beautiful morning. Following a welcome and briefing given by Ray Croker and Mick Williams riders took off on a leisurely ride of approximately 60 km to Gradys Riverside Retreat on the banks of the Shoalhaven River. The route followed Terara Road to Forest Road crossing
over the Princes Highway then up to Nowra Hill past HMAS Albatross Naval Air Station then onto Cabbage Tree Lane to Yalwal. Riders enjoyed sweeping curves as well as some great ‘twisties’ nearer to the river. This brought out the ageing ‘Boy Racers’, while the less speedy bikes followed them to Gradys, where a BBQ lunch was waiting. Riders were given a choice of a short return run or a retrace of the 60 km travelled in the morning.
Once back at SCV, all 66 bikes were lined up for judging for the ‘Peoples’ Choice’ Trophy. Only one trophy is awarded at this rally and the winner ABOVE Burt Humphries, winner of the People Choice award for his Ducati Monza 160 Junior. LEFT Laurie Boardman and Bridgestone 175HS. BELOW LEFT Brinton
Preston-Smith from Brisbane with Bridgestone 175DT. BELOW Bruce Burgman with his Motobi 250.
this year was Burt Humphries from Wagga with his immaculately presented 1967 Ducati 160 Monza Junior. The usual smorgasbord seafood dinner was held at the Shoalhaven Ex-Services Club. Sunday morning the wind subsided for a 70 Km return run to SCV via HMAS Albatross for morning tea and farewells as well as notification of forthcoming Tiddler Rallies to be held in 2020 at Canberra and Gunning. This was another excellent rally organised by Ray Croker, Mick Williams and other members from the SHVC. It is intended that there be another Tiddlers Rally held on the second weekend in November 2020.
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92 : OLD BIKE AUSTRALASIA
RALLY REPORTS ITALIAN FESTIVAL Pre-production V7 Moto Guzzi endurance racer.
Festival of Italian Motorcycles • 10 November 2019 – Preston, Vic
Market Day Report and photos Russ Murray
This year’s Festival of Italian Motor-
Cool Vespa flies the flag.
cycles moved from Lygon St, Carlton, with its Italian heritage to the Preston Market, about 17 km north of the CBD. The move occurred as a combination of a change of organisers, the difficulty in gaining the appropriate council permits for Lygon St (and meeting the council’s particular requirements) and the need for a bit more space to accommodate the 200+ bikes which attend the event. Even with part of the adjacent street blocked off for bikes, the Piazza Italia in Lygon St was still packed. Unfortunately, the car park at the Preston market lacked a bit of the atmosphere that is associated with having Italian bikes parked in the Piazza which is surrounded by trees and a park. But then, many would say that the Piazza wasn’t as good a venue as the forecourt between the Royal Exhibition Building and the Melbourne Museum where the FoIM was held for a few years in the early part of this century.
Even so, whilst attendance was down on that at both the museum and Lygon St., there was still a good turnout of bikes along with the associated Italian bike enthusiasts. For many, as well as looking at Italian bikes, it is the yearly catch up with acquaintances. It is also a chance to ‘discuss’ both their bike and the bikes of others with fellow enthusiasts. As in all FoIMs, there are always a few ‘new’ bikes which make an appearance along with some seldom seen models, at least outside of museums and shows. That’s not to say the owners don’t ride them but rather that they choose when to take the bikes for a spin. Amongst these was a couple of relatively rare 750 SS Ducatis, one from 1976 and the other from 1978. Another seldom seen although becoming somewhat desirable was a 1974 250cc Ducati scrambler which just happened to park next to its modern and popular sibling. A wander around the Ducatis
OLD BIKE AUSTRALASIA : 93
RALLY REPORTS ITALIAN FESTIVAL
revealed a few other once popular but now often relegated to the shed or perhaps a sunny afternoon short jaunt in the form of a Darmah, Pantahs, 851 and a few variants of the iconic 916 including a Bayliss replica. The Laverdas and Moto Guzzis had a similar array of now classic bikes. From the Laverda stable was a 1973 750 GT, SFs, Jotas, a few 500s, a classic 125 and a Harris Magnum. For Guzzi there was a number of Le Mans from the first 850 through to the 1000cc versions. A couple of Eldorados along with some other post war bikes such as a 1952 Galletto scooter, a couple of Falcones, a 125cc Stornello and a Lodola Gran Turismo. Of special note was the 1971 pre production V7 sport built for endurance racing and a pristine 500 ’S’ from 1934. From the now defunct stable of Italian marques came a little 50cc Moto Cincatto from 1959 which attracted much attention, especially when ridden into the car park. Parked close by was an unrestored 125cc Mondial from 1957 which had spent some time as a race bike, hence the #9 race plate. You could probably
ABOVE Well worn 1957 125cc Mondial. BELOW RIGHT Gary Folan with his restored SWM Trials bike.
Authentic period headware! ABOVE A 50cc Cimatti; built in Bologna from 1937 to 1984.
Greg Oliver with is 1976 750SS Ducati and Daryl Grant with a 1977 model.
94 : OLD BIKE AUSTRALASIA
RALLY REPORTS ITALIAN FESTIVAL
Disco Volante heads an impressive MV line up.
add the two Cagiva Elefants to this list which were accompanied by a 650cc NTX Guzzi, all adventure bikes before adventure bikes existed. MV Agusta had some modern steeds along with a few classics including the disco volante with its ‘space ship’ style tank. The other classic MVs were an Ipotesi, GTLs,
Seldom-seen 500cc Laverda.
and a couple of 150 GTs, all from the late ‘sixties, early ‘seventies. Perhaps not a classic in the true sense was the Albert Bold-built GP tribute bike based on a Magni frame (Arturo Magni worked in the race department of MV Agusta during its racing days and set up his own business once MV shut shop in the mid ‘seventies. His frames
were the GP frames of the ‘sixties and ‘seventies) and a 600/4 engine. A wander through the car park would also reveal a 750 Sei Benelli along with a couple of ‘radical styled’ modern Benellis, a couple of Moto Morini 3 1/2s, and a Bimota DB 8. The newly formed Aprilia club turned out in force with a 250 two-stroke amongst
the congregation. The scooters were represented by both Vespa (one with a very cool paint job) and Italjet. There were a couple of trials bikes, a bright red SWM 320 TL trials from 1979 and a bright green Italjet 350 from 1981. The owner had recently restored them and was about to go ‘racing’ on them.
650cc Moto Guzzi NTX adventure bike from before adventure bikes existed.
OLD BIKE AUSTRALASIA : 95
RALLY REPORTS JAMPOT MAIN Inspecting the rolling stock at Oberon
Tarana Heritage Railway Museum. RIGHT Matchless Silver Hawk soaks up the sun.
Sunbeam in front of the historic St Thomas’ Church at O’Connell.
AJS & Matchless Down Under Jampot Rally • 1-3 November, 2019 – Oberon NSW
Down Under Report Brian Kuerschner Photos Dave de Lapp
Held at Oberon in the central west of New South Wales, the 2019 rally was jointly attended by the Classic and Enthusiasts Motor Cycle Club NSW, with the Panorama MCC Vintage and Veteran group capably acting as our corner marshals. Our group was made up of 50 AJS and Matchless machines with a further 19 non-AMC bikes and 6 CEMCC marshals. On Friday there was a short 6km shakedown maintenance ride to the Oberon Dam, leaving from the Jenolan Caravan Park Headquarters, followed by the usual ‘Sausage Sizzle’ welcoming gathering in the BBQ Hut. Saturday 150km ride set off following the instructional briefing at 0830, with morning tea provided by the O’Connell School P&C group around 1100. Further into the journey
the riders met for lunch by the local Burraga Sports and Recreation Club. Here all machines were lined up for the class judging for the various category awards. Returning to the Headquarters to freshen up before the evening Presentation Dinner, we were joined by the Local Oberon Mayor, Her Worship Kathy Sajowitz. With just under 120 guests, the catering staff did an exceptional job. Sunday’s 85km run left at 10.30 following the 2019 Annual General Meeting in the BBQ Hut, returning for lunch at the Oberon Tarana Heritage Railway Museum. Later some riders visited the Oberon Heritage and Collectors Club, of well restored Trucks, Tractors, Signs, Farming Implements, Chattels and Paraphernalia on display, ending a fabulous weekend of motorcycling.
Down Under Jampot Judging Results CLASS
NO
BIKE
RIDER
30’s AMC
816
1939 Matchless Model G80
Ken Robinson
30’s Classic
812
1935 Sunbeam Model 8
Ray Gosling
40’s AMC
772
1948 AJS model 16
Gary Bastian
50’s AMC
771
1950 Matchless Model G80
Jason Maloney
50’s Classic
817
1956 BSA Model C11G
Christine Millar
60’s AMC
829
1960 Matchless Model G80CS
Kevin Brown
60’s + Classic
806
1963 BSA Rocket Gold Star
Kim Fleming
AMC Distance
819
1951 Matchless Model G80S
Dom O’Brien
Jampot Award
816
1939 Matchless Model G80
Ken Robinson
Meritorius Award
793
1955 AJS Model 18SC
Brian ‘Nipper’ Kuerschner
Pat Sherwood Award
787
1955 AJS Model 16MSC
Jim Cummins
Scavenger Hunt
819
1951 Matchless Model G80S
Dom O’Brien
96 : OLD BIKE AUSTRALASIA
RALLY REPORTS VELOCETTE
ABOVE Irene Gartner from Germany was loaned a 1948 MAC by Max Mardardy. RIGHT Decorating the lawn outside the National Motor Museum, Birdwood.
Velocette Owners Club of Australia Inc. Good Companions Rally • 3-10 November 2019 – Hahndorf, South Australia
A bumper vintage Report and photos Ray and Julie Goulter
What do you do when you have nearly 90 Velocettes (including a Veloce), manufactured by the Hall Green factory from 1925 to 1970, plus a smattering of other British, European and Japanese makes, all together in one place? Why – you hold a Good Companions Rally of course! The 2019 Good Companions Rally by the Velocette Owners Club of Australia was based at the Hahndorf Resort in South Australia. The location was idyllic: a large rambling resort in which members could choose the type of
accommodation that best suited them, from tent camping to four star units, set in surrounds that included large garden and lawn areas dotted with a number of dams populated by many species of water birds. In all we had 115 motorcycles entered from 150 participants. Velocette models represented were: 22 Venom, 17 MSS, 10 each MAC and Thruxton, and 6 each KSS and Clubman. There were also four Vipers, three Sportsman and other models represented by one or two examples.
Good Companions Rally Judging Results CLASS
RIDER/STATE
BIKE
Sid Willis Trophy (Best rigid frame Velocette)
Max Mardardy, WA
1949 MAC
Roley Walker Trophy (Best RS-framed Velocette)
Ian Denholm, NSW
1964 Scrambler.
Les Diener Trophy (Best Lightweight Velocette)
Robert Drysdale, Vic.
1957 Valiant
Cammy Trophy (Best OHC Velocette)
Ian Elliot, Qld.
1926 KSS & 1928 KSS
Ted Carey Shield (Velocette ridden longest distance)
Stuart & Marsha Hooper, Qld.
Keith Howard Shield Gary Gibson, Vic. (Velocette ridden in spirit of manufacturers intentions)
1938 MSS
ACU Gold Star (Best non-Velocette)
Sean Evans, Qld.
1961 BSA Gold Star
Keith Hamilton Award (for youngest entrant)
Garrett Lovell, Qld.
1948 MAC
It was pleasing to see Scrambler, LE, Valiant and Viceroy models. An extract of the years of manufacture was also interesting. The MSS model had the greatest spread of manufactured years from 1937 to 1969. Venoms ranged from 1956 to 1969. Predictably, the 10 Thruxtons ranged from 1964 to 1970. The single Valiant was a 1957 model and the Viceroy scooter was a 1961 model. The two LEs were from 1958. This year’s international contingent consisted of two entrants from Germany, two from USA, and seven from New Zealand. Rally festivities began on Sunday night, after the obligatory swap meet, with a performance by Hahndorf Town Band, followed by a welcome by the Tourism Ambassador for the Adelaide Hills. Rides had been set for all days from Monday to Saturday, with the routes varying in distance and location, but all of them through the Adelaide hills. Monday’s ride took us to Paech Farm at Wistow for morning tea where there were on display, a large number of old farming implements, engines, tools and paraphernalia.
From here we progressed to McLaren Vale for lunch and a visit to the historic Hardy’s Tintara Winery and artisans gallery. The clouds were by now looking ominous, such that severe downpours punctuated the ride back to Hahndorf, although not enough to dampen the spirits. Morning tea on Tuesday was at Woodside followed by a visit to Melba’s Chocolate factory, then to the National Motor Museum at Birdwood to catch up with our major sponsor, Shannons. Brilliant sunshine all day created an excellent day’s riding, The Velocettes were lined up in front of the Shannons trailer and it was heartwarming to see so many in one place at the same time. The morning ride on Wednesday was a fairly direct route to Mannum, where we enjoyed a ride on the paddle-steamer PS Marion and inspected the excellent maritime museum. This museum displays the history of the Murray-Darling paddlesteamers in the days before railways made them economically unviable for freighting wool and other goods to
OLD BIKE AUSTRALASIA : 97
RALLY REPORTS VELOCETTE
RIGHT Stuart Hooper & Marsha Lamb; longest
travelled award with their 1959 Venom.
Rally goers enjoying a trip on the paddle steamer PS Marion.
John Doig on his Velocette Valiant. LEFT Rally secretary Ray Goulter with OBA editor Jim Scaysbrook.
ABOVE Velocettes assembled beside historic Auchendarroch House at Mt Barker. LEFT The magnificently restored Hill & Sons pipe organ, now housed in Tanunda.
RALLY REPORTS VELOCETTE market. Thursday was a “free day”, although a ride route had been set should any riders wish to participate. A visit to the historic Auchendarroch House at Mount Barker for a photo shoot and morning tea was the first major activity on Friday, followed by a chartered train ride from Mt Barker to Strathalbyn, home of motorcycle racer Ken Blake. Lunch was at Strathalbyn, and most rally participants visited the Ken Blake Memorial on the corner of High and Grey Streets. It was then back aboard the train and return to Mount Barker to collect the machines and another ride around the Adelaide Hills back to Hahndorf. Friday’s evening meal highlight was an interview/discussion with OBA editor and VOCA member Jim Scaysbrook, discussing highlights of Jim’s racing career referencing material from his autobiography “Along For The Ride”. On Saturday’s ride to the Barossa, members were treated to viewing and hearing the Hill & Sons Pipe Organ at
the Barossa Regional Gallery in Tanunda. This organ was originally in the Adelaide Town Hall, then stored for over 20 years and at risk of being dumped. It has been fully restored to its magnificent original working order. A leisurely ride back to Hahndorf followed, then rally goers dressed up for the German-themed final dinner, at which VOCA patron Anne Frampton presented the trophies. The final dinner also saw the drawing of the raffle, the major prize being a voucher from Draggin Jeans. The rally was also supported by Old Bike Australasia, Adelaide Hills Tourist Information Centre, Landhaus Wines, Wolf Blass Winery & Museum, The Beeswax Shop, Robert Menz Chocolates, The Courier newspaper, the German Village Shop, Romeos Supermarket Group, Beerenberg Farm, and Classic Allparts. By all accounts everyone enjoyed this year’s rally and we look forward to meeting again at Busselton in WA.
TOP LEFT Gary Gibson (Vic) received the Keith Howard Award for riding his 1938 MSS “in the
spirit of the manufacturer’s intentions”. LEFT Ian Elliot’s (Qld) 1926 KSS was awarded the Cammy Trophy for the best overhead camshaft Velocette, jointly with his 1948 KSS.
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RALLY REPORTS MILL TO MILL
Ian Roddie’s BSA outfit.
‘Classics at Hart’ Mill To Mill Ride • 19 October 2019, Adelaide SA
Hart pumps again Report and photos Trevor Jones
The Classic Owners Motorcycle Club repeated their successful formula from 2017; a run through the Adelaide Hills from Port Adelaide to the National Motor Museum at Birdwood Mill, combined with a static display of motorcycles at Port Adelaide. The event was open to all two or three wheelers to enjoy themselves, show off their bikes and raise funds for medical research. The riders assembled for the start at Hart’s Mill while a static display of veteran, vintage and classic bikes was installed at Port Adelaide’s Lighthouse Square. COMCC patron Gary Johanson flagged off an impressive 150 bikes headed for Birdwood led by two historic police cars. On reaching Birdwood Mill via the Chain of Ponds, riders parked on the grass behind the Motor Museum. Entrants enjoyed lunch, organised by the local C.F.S., and to admire the machines and visit the Birdwood Mill National Motor Museum. Returning to the Port, riders joined members of the public admiring the classic machines in Lighthouse Square and congratulating the award winners. Entrants in this year’s run exceed 2017 and it looks as if the biannual
Rally bikes assembled at Port Adelaide.
‘Classics at Hart Mill to Mill Ride and Shine’ is establishing itself in the local motorcycle events calendar. Next year COMCC will be combining with four major Adelaide motorcycle clubs in organising a weeklong ‘Festival of Motorcycling 2020’ 4 -11 October 2020. The success of the 2019 ‘Classics at Hart Mill to Mill Ride and Shine’ can be attributed to Lew Hylton and the organising committee and sponsorship from the Port Adelaide and Enfield council and Shannons.
100 : OLD BIKE AUSTRALASIA
RALLY REPORTS RAGGED FRINGE
32nd Ragged Fringe Rally • 14-15 September, 2019 – Gloucester, NSW
Guzzis galore Report Charlie Brown and Andre Deubel. Photos Laurie Faen
This year’s MGOA (Moto Guzzi
QLD-based member Wal Swanson on his Eldorado 1400, participating in the popular “slow race”.
Owners Association NSW) Ragged Fringe Rally attracted around 200 registrations with participants from far and wide, including Perth and Tasmania. The Rally was the club’s 32nd and life member Brett Rosenthal has never missed one. This year also marks the club’s 40th anniversary. Motorcycles of all varieties were in attendance so there was plenty to see, discuss and local rides to be had. On the Saturday afternoon/evening events such as a competitive slow ride and crankcase tossing were held and then 9 trophies were awarded for best Moto Guzzi; oldest bike and rider; longest distance female rider (this year from Geelong VIC); longest distance rider (this year from Perth); longest distance pillion;
Club members Amanda and Raoul’s Guzzis ( V7 Racer and 850T3) visited from Narrabri NSW.
John Murray (in green shirt) from Launceston, Tasmania won “Longest Distance Rider” on his 1977 Moto Guzzi Le Mans
Andre Deubel’s 1988 Le Mans posing at sunset.
oldest Moto Guzzi; largest club attendance (again won by the George the 4th Tourers MC); hard luck award (deservedly won by Eric Harmer suffering an exploding universal joint) and “showing the Guzzi spirit” award. The rally is held at the Bretti Reserve on Thunderbolts Way, a picturesque location although this year extremely dry, as unfortunately is most of NSW. Some fire fighting was being conducted in the region however fortunately the RFS were permitting camp fires at Bretti. Onsite wood fired Pizza was provided on the Saturday night and this year we had a mobile café service available. Thanks to all who attended and a special thank you as always to Motociclo in St Peters for their support with raffle prizes.
RALLY REPORTS VINCENT HRD
CARNELL CLASSIC
HISTORIC CLUB DAY Vincent HRD Owners Club Qld Section Tablelands Tour • 21-28 August, 2019 – Atherton, Qld
Tablelands Tour Report and photos John Weber
The rally started with a Meet and Greet at the Big 4 Caravan Park in Atherton with a 29 people and 14 Vincents from Queensland, New South Wales and Victoria and various other bikes for those who could not bring their Vincents. On the Thursday, a short ride to Herberton and a visit to The Historic Village, and a ride back via Wondecla finishing the day. On Friday, a ride down the Palmerston Highway to Paronella Park gave the interstate and Southern Queensland visitors a view of what was on offer in this part of the world. On Saturday The Local Highland Restorers Club invited us to join them for breakfast in Yungaburra, where we met a Cairns Vincent Owner bringing the total number of Vincents present to 15, probably the largest assembly of Vincent motorcycles ever seen in North Oueensland. Sunday morning again saw us on a tour of the area around Lake Tinaroo. Monday was the big ride of the week, riding via Mareeba to Mount Molloy, followed
Vincents take over a main street in Yungaburra.
by a superb ride down the Rex Range, with a winding road and magnificent scenery, then into Port Douglas for lunch. We then rode down the Captain Cook Highway towards Cairns, then up the Kuranda Range and back to Atherton via Mareeba, the total distance for the day being 260km. Tuesday we were invited to join the Highlanders on a ride to Dimbulah, via Channel Road. In Dimbulah, we visited the Camp 64 Café which is owned by Owen Davies, a bushman and author. On Wednesday, the last day of the rally, we headed to Ravenshoe for smoko, and then travelled on to Innott Hot Springs for lunch, we then returned to Atherton and ended the rally with a dinner at the Barron Valley Hotel. Many of the visitors from Interstate had not been to the Atherton Tablelands, and were impressed with both the scenery and the roads, which were ideal for motorcycling. There were no accidents and no mechanical breakdowns and the weather was perfect the whole time.
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OLD BIKE AUSTRALASIA : 103
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R E A D I N G
A N D
W A T C H I N G
overland through the USA, to Panama and down through South America via Paraguay and Uruguay to Buenos Aires – oh, yes, and with girlfriend Steph on the pillion on the heavily-laden Sloper. “There were the times when I wondered how we could ever survive the heat, cold, lack of food, ..and I wished myself anywhere than on the back of Penelope”, she says. Weeks of relentless sun, sand and snakes failed to daunt the adventurers, after all “No One said it would be easy,” and unsurprisingly, the bikes needed frequent attention – everything from minor problems to major rebuilds, in the most primitive of conditions. Right now, Penelope is residing in McLaren Vale, South Australia, having just completed a lap of Australia that began in 2016.” Not quite the full lap, says Des. “There’s still Tasmania to do.”
No one said it would be easy Honda: The Forgotten Dreams
A youthful folly across The Americas on old bikes
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361 pages paperback ISBN: 978-1-08-923236-0 Self Published. Distributed by Amazon UK or Amazon USA. Search Amazon by ISBN Printed version: $US$60 + postage Author’s contact: asculphe@bigpond.net.au
ISBN: 978-1-922328-26-7 Published by Kahuku 235 pages paperback RRP: $25 paperback, $40 hard cover. Kindle and eBook available soon. To purchase see: www.kahukupublishing.com/ or contact Des Molloy: desmolloy@gmail.com
Tony Sculpher’s second book came into being along the same lines as his first –Kawasaki (K)Z1000 Z1-R, which was published in 2010. Back then, Tony exhaustively researched the subject while restoring his own machine, which went on to take out countless awards and trophies. He figured that having amassed such a wealth of information, he’d put it into book form, and nine years later he has done it again, as a result of his spectacular restoration of one of Honda’s rarest machines – the SA250 Dream. Actually this book goes much further than just a single model – it covers the seminal 250cc and 350cc overhead camshaft models built between 1955 and 1957. Tony has collected sales brochures, technical bulletins, parts catalogues, hundreds of photographs, pointers for spotting the minute but important differences between models, plus a comprehensive account of the trials and tribulations of his own restoration of a 1956 SA250. There is even an introductory section detailing how Honda closely studied contemporary marques, such as NSU and Norton, to arrive at the specification for their own as they prepared their European and American invasion. Tony has compiled an international register of the early Dream models and says, “The purpose of the register is to locate and keep track of these rare Honda models that have left Japan”. The book runs to 361 pages, so if early Hondas are your thing, you’ll find a wealth of information in here. As well as the printed version, the book is also available in Kindle Reader from Amazon Australia.
Des Molloy and his beloved Panther Sloper, “Penelope”, have shared some incredible times together; in fact, they’re still sharing them. Des just can’t stop riding, and this particular trip, in 1976, took him and his two riding companions (one on a BSA and the other a similar Panther) all the way from Tilbury docks in UK to the St Lawrence Seaway in Canada, and then
Memorable Isle of Man TT races A century of battles on the world’s toughest circuit By James Driver-Fisher Published by Pitch 346 pages hard cover. ISBN: 9-781785-315497 Available from www.pitstop.net.au Item code: 56993 RRP: $39.95 The Isle of Man TT is dear to the hearts of countless fans worldwide, not least in the Antipodes which has provided more than its share of TT winners. The event has also inspired innumerable books, documentary films, articles and media comment. This book is probably the most recent, and as much as I tried to find merit
Sir Al’s e-Books Three new titles covering legendary Italian marques are the latest offering in e-books by Alan Cathcart and published by BRG Multimedia. They are the Moto Guzzi V8, the Bicilindrica V-Twin from the same factory and the four-cylinder 350 that was the final Grand Prix racing motorcycle from MV Agusta. Moto Guzzi’s sensational V8 was designed to take the premier 500cc category from Gilera and MV Agusta, but had not reached its full potential when Moto Guzzi quit racing at the end of the 1957 season. In contrast, the Moto Guzzi Bicilindrica 500cc vee-twin did win the 1935 Isle of Man TT in the hands of Stanley Woods, and many Grand Prix races after that. Covered by the final e-book in this release is a machine which truly represented the end of an era – the jewel-like 1976 MV Agusta four-cylinder 350, complete with titanium frame. Giacomo Agostini rode it to victory in the Dutch TT at Assen. Each e-book in the series provides a full history of the subject machine, an in-depth technical analysis and track test riding impressions by Alan Cathcart. They are illustrated by rare archive material and superb digital photography, including many shots with fairings removed to give a close-up look at engine and chassis technology. Priced at £2.99 each (or the equivalent in other national currencies) all 30 titles in the range are available worldwide for download via Amazon or the Kindle bookstore.
OLD BIKE AUSTRALASIA : 105
BOOK REVIEWS
in its content, I found myself underwhelmed. The author’s CV lists him as motorsport journalist, entertainment and food reviewer, and author of books on English football, but I suspect his knowledge and association with the TT is less than intimate. Although the book’s jacket says it covers “The entire history of the (TT) races, from the first battle in 1907 through to the summer of 2019”, this is a major overstatement for what is in reality a superficial glance at various races in the more than 100 year history. There also seems to be a major imbalance in the individuals selected for prominence, and the choice of photos certainly leaves much to be desired. The photos are confined to two 16-page sections of the 346 page book; the first of these contains no fewer than 14 photos of the Rutter father and son: Tony and Michael, and while indisputably TT stars, surely this presence is disproportionate. In contrast, there is not a single action photo of Giacomo Agostini, Mike Hailwood, Geoff Duke, Stanley Woods et al – this is meant to cover 1907 to 2019 remember. Sorry, but this book is hard to recommend.
However the story of ‘The Mountain’ itself, and the fans that have trouped there since 1938, is common to two, three and four wheel racing, and the venue remains the pinnacle of Australian motor sport. In fact, because of the way modern racing circuits are now by necessity constructed, Mount Panorama’s unique character will never be replicated, in the same way that, had the idea of for the Isle of Man TT been proposed today instead of 1907, it would have been denounced as absurd. Apart from the racing statistics, the book is liberally sprinkled with anecdotes, yarns and off-track colour that further enhance the Bathurst legend.
Jimmie G. By Paul W. Guthrie ISBN; 9-783982-087207 333 pages hard cover Self Published. Printed in Australia Available from Amazon AUD$55 (search by ISBN)
Mount Panorama The stories behind the legend By John Smails. Published by Allen & Unwin. 368 pages paperback. ISBN: 9-781760-529369 Available from www.pitstop.net.au Item code: 57526 RRP: $32.99 Author John Smails has been an intrinsic part of Australian motor sport for half a century. He knows his stuff, and has been deeply associated with Bathurst’s Mount Panorama for the same length of time, as a commentator, journalist, and television presenter – roles that have given him privileged access to behind-the-scenes goings on. While this book primarily – inevitably – deals with the car side, it also looks at the motorcycle action, mainly from what Smails calls The Golden Age; the ‘seventies when the big horsepower arrived.
On August 8th, 1937, international motorcycle racing lost its biggest star, the Scot Jimmie Guthrie, who died from injuries received in a controversial crash while leading the German Grand Prix at the Sachsenring circuit at Hohenstein-Ernstthal. Jimmie Guthrie was Norton’s star rider, a decorated WW1 hero, and the darling of the British motorcycling press, with six Isle of Man TT wins to his name. The fatal accident immediately became the subject of claims that Guthrie had been ‘taken out’ by a German rider and that the “accident” was nothing of the sort. Years later, Stanley Woods stated that he believed Guthrie had been deliberately fouled, but that with the tense situation in Europe and British/German relationships on a knife edge, the real situation had been covered up. Author Paul W. Guthrie, an Australian and no relation, set out to discover the truth, visiting the Guthrie family in Scotland, delving deep into archives and material made available subsequently. The result is an exhaustive investigation of Guthrie’s career and his final race, as well as the Guthrie family history, and a history of the German circuit, part of which
now makes up the MotoGP layout. It also explains the sinister takeover of German motor sport by the Nazi-controlled NSKK (National Socialist Motor Vehicle Corps) which directly influenced the course of international racing, and the lives of many prominent competitors on two, three and four wheels. An impressive work.
OGRI. Everybody’s favourite By Paul Sample ISBN: 978-1-9161879-0-0 Published by Laughing Gnome Books 176pp large format paperback Sales: www.ogri-book.co.uk Cover price: £24.99 British illustrator Paul Sample has been penning his Ogri comic strips for more than 40 years, appearing in the UK Bike magazine since 1972. Sample retired in 2013 after 450 strips, and is now enjoying riding his substantial motorcycle collection which stretches from a Sunbeam S7 to modern Triumphs, but the Ogri legend continues unabated. It must have been a tough grind producing a monthly strip for so long, but no doubt the public adulation kept the creative juices flowing. Publishers Laughing Gnome enlisted feedback from Ogri fans to select 150 of the favourite strips for this compendium, which also features an interview with Paul Sample and rarely-seen illustrations from his private sketchbooks. The book traces the origins of the motorcycling hero Ogri and his scruffy mutt Kickstart through various escapades and it is interesting to observe the evolution of the characters in both style and executional content – there’s more than a trace of the legendary underground cartoonist Robert Crumb in Sample’s early work. There’s plenty of laughs in these pages as well as social comment that is incredibly poignant today, decades on from its origination. FOOTNOTE: Most of our review titles come via local distributors and we encourage readers to support the retailers noted with each review.
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W H A T ’ S
O N
W H E R E
W I T H
W H O
This is a free listing for all clubs and organisations, as well as a free directory of up-coming rallies and other events. E-mail details to: scaysbrook34@bigpond.com Denotes new or modified listing.
Adler Owners Club
Bombala Bike Show Committee
Cairns Motorcycle Restorers Club Incorporated
Restoration advice & information freely available. Australian Rally held every two years. Contact Don Littleford, Toowoomba, Qld. Ph: 0746 141 207 Email: littleford@palmlake.net.au Web: www.adlermotorcycles.com
Meeting 2nd Wednesday month at Bombala RSL Club, 6pm or visit www.bombalabikeshow.com.au. Contact Sam Dyer (Publicity Officer) Em: contact@bombalabikeshow.com.au or Ph: 0459 311 997 – PO BOX 298, Bombala NSW 2632
Established 1979 50+ members. meets first Saturday each month. PO Box 6560 QLD 4870. Em: president@cmrc.org.au or secretary@cmrc.org.au. Webpage: www.cmrc.org.au
AJS & Matchless Owners Club (Aust) Inc.
British Motorcycle Club Tasmania. Inc.
Australian section of the AJS&MOC Ltd. Spares scheme, machine dating, library, technical advice, International monthly journal. Contact Dave Baker, 03 9786 4063. www.downunderjampot.com
Promotes restoration, preservation and use of British manufactured bikes of all ages. Club runs, monthly meetings, Club magazines. Enquiries to: Secretary, British Motorcycle Club Tasmania c/-Post Office, South Hobart, Tasmania 7004. Web: www.britishmotorcycleclubtas.com
Dedicated to the preservation, restoration, promotion and enjoyment of the Honda CBX 1000 6 cylinder motorcycle. PO Box 78 Cherrybrook NSW 2126. Website: www.cbx6.com.au (emails & phone numbers of the Office Bearers under the “Contacts” tab).
Albany Vintage & Classic Motorcycle Club Inc. Concessional licensed Club catering for older and newer bikes. All types of rides and events to enjoy. Ssecretary (08) 9845 1278 or PO Box 429, Albany, WA 6330. www.avcmc.iinet.net.au
Albury Wodonga Motorcycle Enthusiasts Club. Meets 8pm 4th Tuesday each month Wodonga RSL. Contact the Secretary Malcolm Anderson Em: secretary@AWMEC.com.au. www.awmec.com.au
Antique Motorcycle Club of Australia Inc Founded 1987, caters for motorcycles made prior to 31 Dec, 1930. New members welcome. Sec: Frank Staig, 0432 693 242. www.antiquemcc.org.au
Australian Ariel Register Inc. Members receive a quarterly magazine. Annual National Rally. Sec. (02) 62420495 www.australian-ariel-register.com.
Australian CX500/650 Register Also caters for CX400, GL500/650/700. Over 900 members to share knowledge, rallies held in various states. Contact Les Francis lees.francis@bigpond.com Web site: www.australiancx.asn.au/forum/index.php
Australian RD & RZ Owner’s Register Not a club, no fees, just a register to help locate parts or bikes, get together with other owners etc. Messages circulated via a private email database. Contact Ray Birchall 0429 353 683. Em: raybirchall@bigpond.com
Australian Speedway Riders’ Association Welcomes current or past solo and sidecar riders/passengers, support crew members or enthusiasts. Our aim is to promote goodwill and camaraderie in a social environment and the preservation of speedway history for future generations. Contact Bill Powell (02) 9583 2706 or www.asra.info
Barossa Valley Classic Motorcycle Club Inc The BVCMCC is a social group sharing a common interest in preserving and riding classic motorcycles. Contact us at PO Box 490 Nuriootpa SA 5355 or email: bvcmcc@hotmail.com.au
Bendigo Historic Motorcycle Club Inc. Promoting the use and restoration of Veteran, Vintage and Classic MCs. Regular club runs, rallies and motorcycle-only Swap Meet, first Sunday December. Meet at Llanelly Public Hall 11am 3rd Sunday of month. Contact Secretary Rex Jones 03 5441 4473 or 0407 683 376 rexyjones37@gmail.com
BMW Airheads Downunder (B.A.D) For Aussie and Kiwi owners of the Type 246 and 247 boxers affectionately known as ‘Airheads’. Register your bike at: www.rter.co.nz/Airheads/index.html or www.rter.co.nz/ Aussie_Airheads/index.html; Em: russellc@rter.co.nz
CBX-6 Owners Club of Australia Inc.
Central Coast Classic Motorcycle Club Inc.
With an interest in all British & Euro bikes meets 2nd Monday month at 1485 Old Cleveland Rd. Belmont Brisbane 4153. PO Box 771 Nanango 4615. Ph: Darryl 0403212545 or B.C. 0411222484 Em: triumph120@hotmail.com
Restoration, preservation and use of old motorcycles. Meetings at Ourimbah RSL Club 4th Tuesday each month. Club rides every Sunday and Wednesday leaving 9.30 from Macdonald’s Tuggerah. For info call Denis on 0243 631 656 or Paul on 0410 617 881.
British Motorcycle Owners Assn. of Mackay Inc.
Central Coast Vintage Motor Cycle Club
British Singles Motor Cycle Club Inc
Monthly meeting 2nd Sunday of month 9.30am at Mackay Aero Club. Club Rides 3rd Sunday of month. Correspondence to President or Secretary PO Box 591, Mackay Qld 4740.or Email: admin@bmoa.org.au Web: www.bmoa.org.au
British Two Stroke Club of Australia Sec: Andrew O’Sullivan. 21 Mathison Circuit, Churchill, Victoria 3842. Em: atosullivan@bigpond.com. Ph: (03) 5122 2337. For those interested in British two strokes but open to any brand of bike. Monthly runs in Baxter/Frankston and Bendigo areas. Bi-monthly meetings & newsletter. Victorian Roads Red Plate approved.
Broken Hill Veteran, Vintage and Classic MCC Rides every Saturday, leaving Aquatic Centre 12 noon. Visitors welcome. Sec: Allyson Verburgt 08 8087 3299.
BSAMCC of NSW Inc PO Box 4023, Homebush South, NSW 2140. Secretary Em: secretarybsamccnsw@gmail.com. South Coast Branch: PO Box 3323, North Nowra, 2541. Mid North Coast Branch: PO Box 169, Lake Cathie, NSW, 2445.
BSA Owners Club of Queensland Inc. Meet 9am Beenleigh Historical Village and Museum Cafe, 205 Main Street, Beenleigh, 3rd Sunday each month. Contact Marita on 0418 761 361 or Fred on 0418 381 934. Em: bsaoc.qld@gmail.com. PO Box 714, Runaway Bay Qld 4216.
BSA Owners Association Inc. Membership is continually increasing and the scope of the Club’s activities grows proportionately. All information for joining is available from the Secretary, PO Box 8100, Northland Centre, 3072 or www.bsa.asn.au
BSA Owners Club of South Australia Inc. Meetings & social events for members from Adelaide, country and interstate. First Tuesday of the month at CCC Club Rooms, Glandore Community Centre, Clark Terrace Glandore. Club Ride the following Sunday. Annual Rally in October/November. Secretary c/o PO Box 380, Plympton SA 5038. Email at contact@bsasa.org.au
Cancer Research Advocate Bikers (CRAB) raises money for cancer research. Victorian chapter known as Mornington Peninsula Hermits & conducts meetings & rides 1st Sunday each Month. Club approved by Vic Roads for club permit scheme & looking for new members. Website: www.crabhermits.com – Email: crab_mcc@hotmail.com Phone: Ross 0418 325602.
Caters for motorcycles 30 years and older. Regular veteran, vintage and classic runs. Exclusive runs for veteran and vintage motorcycles. Tech. assistance and restoration help. Meets 7.00pm on 3rd Tuesday of the month at Conference Room, The Entrance Leagues Club Bateau Bay NSW. Enquiries: Colin 02 4399 1372 Email: www.ccvmc.info
Clarence Valley Historic & Enthusiasts MCC Meetings 1st Tuesday of month South Grafton Ex-Services Club 7pm. Monthly social rides for classic & modern bikes last Sunday of month plus annual Grafton Classic Rally held last weekend August. Contact Geoff Meller 0266493357 or Terry Ryan 0266493382 tjryan50@bigpond.com
Classic & Enthusiasts MCC NSW Inc. Meets 4th Wednesday of each month at Rydalmere Central Bowling Club, Park Rd. Rydalmere NSW at 8pm. Ph. 9639 7017 or www.cemcc.org.au
Classic & Enthusiasts MCC – Illawarra Branch NSW Meets 8pm 2nd Monday every month at Keiraville School, 286 Gipps St. Keiraville. Lester Hamilton (02) 4229 4003. lesterhamilton@bigpond.com
Classic Italian Motorcycle Association of Australia Italian makes no longer in production and Italian motorcycles over 30 years old. Call: Bruce (Syd): brw450@bigpond.net.au or 0404 873 034, Garry (Syd): 0414 916 101 or Ian (Melb): (03) 9866 8529. www.cimaa.asn.au
Classic Motorcycle Club of Victoria Inc. Catering for all 25 year and older bikes. Meets 8pm third Wednesday month at Sturgess Hall, Chatfield Ave, Deepdene (Balwyn). Monthly Sunday, midweek and weekend runs throughout the year. Web: www.cmccv.org.au
Classic Owners Motor Cycle Club Inc. SA Meets 7:45pm 4th Tuesday of month West Croydon & Kilkenny RSL, 19 Rosetta St, West Croydon. Club rides Sunday following the meeting. Mid-week rides 1st Wednesday & 3rd Tuesday each month. Mopeds/small bike runs bi-monthly. Members library, regular displays and social events. Email: secretary@classicowners.org Website: www.classicowners.org
Classic Riders Club of Goulburn Inc. Meetings 2nd Tuesday each month 7.30pm Goulburn Workers Club. www.classicridersclubgoulburn.com.au Contact Ross PO Box 415 Goulburn NSW 2580 Email: secretary@classicridersclubgoulburn.com.au
OLD BIKE AUSTRALASIA : 109
CLUB DIRECTORY & MARKETPLACE Classic Scramble Club Inc. (Victoria)
Griffith Classic Motorcycle Club
Indian Harley Club (Bunbury) Inc.
Pres: John Kempers Ph: (03) 52819469; Sec: Garry Singleton Ph: 0417 317 213. Em: gas_man@hotmail.com.au www.classicscrambleclubin.org.au. Dedicated to the Golden Era of Scrambling, catering for scrambles machines from ‘60s to Pre-75.
Meets 3rd Thursday at Griffith Exies Club, 8.00 pm. Currently 200+ members. Club runs 1st & 3rd Sundays each month. Contact Brian (Hoppy) Hampel 0409 624 716.
Founded 1971 for owners of all makes. Meetings second Tuesday of month, Bunbury Motorcycle Clubrooms, Shrubland Park, S’West Highway, Bunbury, WA 6230. Sec. Faye Carn, (08) 9797 1709 or ihcbunbury@gmail.com Website: ihcvintagemotorcycles.asn.au
Club Laverda Queensland Our passion is Laverda, our goal is to share the good times. Meet first Tues at Aussi Nash Hotel, Woolloongabba. PO Box 5399 West End, Qld 4101. www.clublaverdaqld.com.au
Hastings Valley Motorcycle Club PO Box 5444, Port Macquarie NSW
Indian Motocycle Club of Australia Inc.
Highlands Classic & Enthusiasts Motor Cycle Club
Meets first Monday of the month at the Tattersalls Hotel, Greta, NSW. Ph Gary 4938 7352.
Catering for rides of vintage & classic motor cycles as well as members with newer bikes who just like to ride with a group of like-minded people. We have RTA authorisation for the issue of historical plates, based in the NSW Southern Highlands. President Kevin Roberts, PO Box 693, Moss Vale 2577. Website: www.highlandsclassicmcc.com.au
Coffs Harbour & District Motorcycle Restorers
Highland Restorers Club
Meet 3rd Thursday each month 7pm at Sawtell RSL Club, 38-40 First Ave Sawtell. Come early for dinner. Regular rides and social gatherings to promote riding motorcycles 30 years and older. For more info: Ph: Peter 0414 259728 email: coffs.motorcycle.restorers@gmail.com or PO Box 4248 Coffs Harbour Jetty NSW 2450.
Yungaburra Qld. Meet every Sunday morning at the Whistlestop Café Yungaburra. Qld. Contact President Ph. 0417 707 693 Em: don.sheppard@ipac.com.au
Coalfields Classic & Enthusiasts Motorcycle Club
Dry Lakes Racers Australia The Dry Lakes Racers Australia are the official sanctioning body for dry lakes racing in Australia. Contact Carroll Hadfield Ph:03 5472 4629. PO Box 349, Castlemaine VIC 3450
Ducati Owners Club North Coast
Historical Motorcycle Club of QLD Inc. All aspects of old motorcycling through SE and Central Qld. 900 members & 14 areas catering for restoring and numerous events on club calendar. Contact: The Hon. Secretary, PO Box1324 Fortitude Valley, Qld 4006. www.historicmotorcycle.org.au
Historic Motor Cycle Racing Register of SA
Operate a Historic Register for eligible Italian motorcycles. Phone Ross on 0403 69 8188 or rgrimson41@hotmail.com
Meets third Thursday each month at MSA Office, 251 The Parade Beulah Park, SA. Trevor Henderson. Ph: 08 8384 5284 or email: secretary@historicmotorcycleracing.org.
Ducati Owners Club of NSW Inc.
Historic Motorcycle Racing Assoc. of Vic. (HMRAV)
Est. 1976. The wealth of knowledge and experience within the Ducati Owners Club benefits all members. Info freely shared, regular club rides, social events and Ducati related activities in our colourful events calendar (see website). Meet 3rd Sat. month. www.ducatiownersclubnsw.com.au Em: secretary@docnsw.org.au 0412402808
Ducati Owners Club of Queensland Est. 1977 – Social rides, track days, events and displays, quarterly magazine “Desmochronicle”. Meets 1st Wed. month, Shannons Insurance Clubroom, Unit 5B, West End Corporate Park, 303-315 Montague Road, West End, Brisbane. 6.30pm for BBQ, drinks and socialising, meeting starts 8pm. Contact (E) secretary@docq.com.au (W) www.docq.com.au
Early American Motorcycle Club (WA) Dedicated to the restoration and use of American made mc’s manufactured before 1967. Monthly rides and weekenders. Sec: Glen McAdam 0438 229 957. PO Box 184 Tuart Hill WA 6939. www.earlyamericanmotorcycleclub.asn.au
Meet 3rd Wed. Feburary, May, August & November. Call Conor Murphy, PO Box 1015 Ashwood 3147 Mb: 0415 581 060
Indian Motorcycle Club of Western Australia Dedicated to the preservation, restoration and use of vintage Indian motorcycles. Monthly ride/meetings and quarterly magazine. Meet 3rd Thurs of the month. President Murray Morell (08) 9332 8826 Em: mjmorell@optusnet.com.au or enquiries@imccwa.org – Find us on Facebook at Indian Motorcycle Club of WA or www.imccwa.org
Indian Owners Register of New Zealand Annual rally and quarterly Club magazine. Contact President James Chambers ,04 2323260, redtonto@clear.net.nz Website www.indianmotorcycleclub.co.nz
Inverell Motorcycle Restorers Club Inc. Meets 4th Tues. month at Inverell RSM Club, 7.30pm. Social ride 2nd Wed. month meets at McDonalds 9.30am. Annual Rally in April. Contact President 02 6722 2729 or write PO Box 324, Inverell, 2360.
Iron Indian Riders Association of Australia
‘The Heart Of Historic Racing’. Meetings bi-monthly 2nd Monday, Mitcham Angling Club, 11 Brunswick Rd. Mitcham Victoria, 7pm. Web: www.hmrav.org Ph: Doug (03)59 689 395. Em: enquiries@hmrav.org
For all Indians and variants from 1901 to current. We embrace the entire history of the marque. Monthly rides, three annual major rallies. Historic or Red Plate permits, Club runs 1st Sunday month. Meets Last Tues each month at Pascoe Vale Hotel, 12 Railway Pde, Pascoe Vale 3044. Contact: Peter Kime 0409 798 641 or George Fitzpatrick 0411 886 636, P.O. Box 2264, Werribee, Vic, 3030. www.ironindian.com.au
Hunter Valley Norton Owners Club Inc.
Kawasaki Z Owners Club, Qld
Meets second Tuesday each month at Wallsend Bowling Club. Contact Secretary Karl Folpp 0421089956 PO Box 51 Warners Bay NSW 2282.
Illawarra Classic Motorcycle Club Meets last Monday month at Albion Park Bowling Club, 3252 Taylor Rd Albion Park, NSW (7pm Bistro available). NB. no meeting in December. Caters for motorcycles 30 years and over. Regular runs and our annual Red Scarf Rally. Extensive library and reasonable membership rates. Contact the Club Secretary Kris Minter 0419 473619 Em: icmc.club@gmail.com. PO Box 94, Oak Flats, NSW 2529.
Meetings first Tuesday of the month at 7:30pm. Motorcycle Sportsman, 35 Crosby Rd, Albion, QLD. President. John Speldewinde 0418 877 871. Secretary: Lea Email; zownersqld@hotmail.com • www.zownersqueensland.com • 6 Chablis Court Ashmore Qld. 4214
Kawasaki Z Owners Club, South Australia Meetings 2nd Tuesday of month (ex January) 7.00pm at Velocette Club rooms, 74 Drayton St Bowden 5007. All welcome. BBQ dinner each meeting, Monthly rides, Historic Rego, Rallyies, Social events. www.zownerssa.com brianzsec@internode.on.net Ph 0425 224 797.
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110 : OLD BIKE AUSTRALASIA
CLUB DIRECTORY & MARKETPLACE Kawasaki Z Owners Club, Victoria www.zowners.com.au P.O.Box 96 Brunswick West Victoria 3055. Meets 3rd Tues. month 7pm, Fairfield-Alphington RSL, Railway Place, Fairfield. Monthly social rides, all welcome. Sec: Mb: 0400 052 598 Em: sec@zowners.com.au
Levis Motorcycle Register of Australasia Contact Les Thomas, 3 Brigalo Court, Keysborough, Vic 3173. Email: brigalo@optusnet.com Phone: (03) 9711 5692
Macquarie Towns MC Restoration & Preservation Club Formed in 1981 to promote and foster the restoration and preservation of motorcycles 10 years and older. Meetings second Monday of month 8pm. Pitt Town Uniting Church Hall, Bathurst St, Pitt Town. Contact: Secretary MTMRPC, PO Box 4254, Pitt Town NSW 2756.
Monarchs Motorcycle Club (Victoria) Established 1965, currently 200+ members. Meetings 8pm second Tuesday of month, Wishing Well Tavern, Station St, Carrum, except July (AGM) and December. Active in touring, rallying and promoters of three annual rallies; Sidecar, Dargo High Plains and Domino. Also member/family club events. Victorian Club Permit Scheme. www.monarchs.net.au/
Mid week runs on Wednesday. All machines 30 years of age or older. Secretary Bruce Turner – Ph 0468 676 201.
New Imperial Owners Association Aust. branch of UK New Imp Owners Assoc. Advice, help & encouragement to owners and breeders. Quarterly newsletter, technical support. Contact John Ferguson, PO Box 94, Rosanna, Vic, 3084. Em: alsaust@iinet.net.au Mb: 0408 320 511
New Zealand AJS Owners Register Inc. Pres: Ian (Mac) McKercher. 10 Houghton Cres, Redwoodtown, Blenheim 7201 NZ. Ph: +64 3 577 7238 www.jampot.co.nz
New Zealand BSA Motorcycle Owners Club
Motorcycle Enthusiasts Club Gold Coast Weekly Monday, Thursday and Saturday morning rides for all bikes. See our website www.mecgc.club for all activities. Clubhouse at 238 Mudgeeraba Rd Mudgeeraba.
Natureland Classic Motorcycle Club President: Mark Bunting, Ph: 02 6567 1336 Mb: 0438 588 689 Em: markbunting64@gmail.com PO Box 417, Kempsey NSW 2440. www.naturelandclassicmotorcycleclub.org.au.
Newcastle Classic Motor Cycle Club Inc Meetings 8.pm at Club Macquarie Argenton last Tuesday each month. Correspondence to The Secretary NCMCC.Inc., PO Box 134 Boolaroo NSW 2284.
Newcastle Vintage Motorcycle Club Inc. Est 1965. Meets first Wed. month at 7.00 pm, Sth Newcastle Rugby League Club, 46 Llewellyn St, Merewether. PO Box 3094. Most runs are on the 2nd & 4th Sundays of the month.
Queensland Early Motorcycle Sports Club
Rickman Metisse Register
A small, Sydney based club for those who wish to restore, register and ride Classic, Veteran and Vintage Motorcycles. Contact Phil Ward on 0422 988794.
Meets Clunes Community Hall 2nd Tuesday month 7.30pm. Club rides most Sundays. For rally information contact the President – Em: president@nrcmcc.org, Ph 02 66291509 or Em: secretary@nrcmcc.org – Website: www.nrcmcc.org
Social sips first Wednesday every month Leinster Arms Hotel, 66 Gold St., Collingwood, Vic. All welcome. Club runs, meetings, Magazine and Spaghetti rally. Contact Neville Briggs 03 9528 6989 or www.motoguzziclubvic.asn.au
Open to owners of bikes 30 years of age or over, all makes and models welcome. The club’s aim is to encourage classic bike restoration, preservation, and registration. Regular rides and social functions, family membership encouraged. Meetings 2nd Tuesday of the month at Settlers Inn, Hastings River Dve, Port Macquarie. Contact John Butler 02 65826878 or 0419485493.
Northern Classic Vintage and Veteran MC Club
Northern Rivers Classic Motorcycle Club
Moto Guzzi Club of Victoria
Port Macquarie Classic Motorcycle Club Inc.
Promotes road racing for motorcycles up to and including Period 6 New Era 1st January 1983 – 31st Dec 1990. Meets Motorcycle Sportsmen clubrooms 35 Crosby Rd, Albion, Brisbane 7.30 pm 2nd Tuesday of month except January. Visitors welcome. Contact president Peter Searle, 0410 514 419 www.qemsc.com.au
Visit our website www.mgoa.org or contact Andre Deubel Em: mail@mgoa.org for more information.
PO Box 1159, Fortitude Valley Queensland 4006, Australia.
Quarterly newsletter, help with parts. Membership $10 per year to cover postage. Call David at floozie2@bigpond.net.au
Wellington meetings 1st Tuesday of month at the Parrot & Jigger, 477 Hutt Rd Alicetown, Lower Hutt 7pm. Auckland meetings 2nd Wednesday of month Northcote Tavern 37 Queen St Northcote 6.30pm. President Ashley Blair (04)239 9642 ashleybsa@xtra.co.nz; Web: www.bsa.org.nz
Moto Guzzi Owners Association of NSW – MGOA
Moto Guzzi Club of Qld
Panther Owners Register Australia
Open to owners of all Rickman models, aims to promote awareness, camaraderie, locate spares etc. Contact John Matthews 02 9565 1226 or 0403 394940. Victorian contact Rod Menzies 0419 575518 rrws@bigpond.com
Road Race Association of Townsville Meet 1st Wed. month, 17 Yarrowee St. Garbutt, Townsville. Ph 0422248607 or 0409499526 Em: admin@rrat.com.au
Royal Enfield Club of Australia Inc.
Rides, social events. Meetings 7:30pm first Monday every month except January & public holidays at Velocette Clubrooms, 74 Drayton Street, Bowden. Monthly Sunday club rides. Em: secretary@nmcsa.org. Web www.nmcsa.org/
The club represents Royal Enfield old and new, Indian or British. We offer a wide variety of rides and events across the country, along with an excellent on-line forum. Monthly evening pub meets in some major cities. We welcome interested people to join at www.recoainc.com or email: membershipofficer@recoainc.com
Norton Owners Club of NSW Inc.
Rudge Enthusiasts’ Club
Norton Motorcycle Club SA Inc
Meet 1st Friday each month 7.30pm Leichhardt Rowing Club, Glover Street Leichhardt. Regular rides. Help with Norton matters. New 961 owners welcome. Visit www.nocnsw.org.au or email nocnsw@gmail.com or call Ben 0405 539587 or Tim (02) 9489 0450 for more info.
Norton Owners Club of Victoria Inc. Established 1981. Meets 2nd Wednesday of month 8pm (except January), Oakleigh Bowling Club – Melways 69F6. Regular rides & events, bi-monthly magazine, membership open to all Norton enthusiasts. Ph: (03) 9723 4440 www.victoria.nortonownersclub.org
Panorama MCC Inc. Veteran & Vintage Group Meets first Tuesday night of each month at 7.00 pm at the City Bowling Club in lower William Street, Bathurst. Greg Donald 48 Miriyan Drive, Kelso 2795. Ph:02 63317290 Mb:0439111608 Em: gdonald@internode.on.net
New members welcome to the Australian branch of the worldwide club, which has extensive parts service and a quarterly mag. Peter Scott Em: qualmag@optusnet.com.au
Russian Motorcycle Owners Association (R.M.O.A.) Est. 1979. Fostering the love of old and new motorcycles from the Russian states. Meetings held online, bi-monthly newsletters, annual magazine and two annual rallies, the Canetoad Rally and Weabonga Rally. Secretary: Ph 07 4697 8232. Email: russianowners@gmail.com
Shoalhaven Classic Motorcycle Club A family orientated club for classic and modern classic machines. RTA recognised historic club affiliated with the motorcycle council of NSW. Family days, barbecues, club runs, weekends away, annual bike show & technical advice. Meetings first Sunday of month at 9.30am Bomaderry Bowling Club. Em: scmcsecr01@gmail.com or call 0244 557 407.
COB’s CLASSIC CYCLE SPARES New, used and UK made reproduction parts for British Motorcycles. • Web www.cobsbritishcyclespares.com • Em cob.smith@bigpond.com • Phone (02) 6553 9442 • Quality Job Lots Purchased ABN 38 756 114 659
111 : OLD BIKE AUSTRALASIA
CLUB DIRECTORY & MARKETPLACE Singleton Classic Motorcycle Club Inc.
Tweed Heads Motorcycle Enthusiasts Club Inc.
Vintage Japanese Motorcycle Club Australia
Meetings first Thursday each month Singleton RSC club, Castlereagh St, 7.30 pm. Info: Jacob 0422 072 901 after 7pm or PO BOX 255 Singleton NSW 2330.
Meetings 7pm (NSW time) 1st Monday each month (if it falls on a Public Holiday it will be the following Monday) Ivory Hotel, Tweed Heads. Monthly organised runs, visit thmcec.org.au or call 0404 423 317
Preservation and enjoyment of classic Japanese motorcycles. All marques welcome, active calendar, 20+ branches. Contact PO Box 254, Modbury North, SA 5092. Email: vjmcmembership@gmail.com or ring Mick Godfrey 0401 196 922.Website: www.vjmc.org.au
South Grafton Ex-Services Motorcycle Club Meetings held 2nd Monday of the month at South Grafton Ex-Services Club 7.30pm. Social rides, emphasis on Vintage, Veteran & Classic bikes. Contact Club Captain Terry Ryan on 02 66493382 or email: tjryan50@bigpond.com.
SR500 Club Australia Open to SR500 and siblings (400, XT, SRX, TT etc.) and like riders. Melbourne based but Australia-wide club providing information, rallies, newsletters and monthly meetings in Melbourne. Contact sr500clubau@gmail.com or web www.sr500club.org or Paul on 0413 019 657.
Stevens Register Help and advice for anyone with a Stevens motor bike or three wheel van (not A.J.S). built between 1934 and 1938. Contact David (02) 9600 9894 or go to our website at.... www.thestevensproject.co.uk – under ‘Stevens register’.
Surfside Motorcycle Club Inc. Meets 2nd Tuesday of month at Surfside Motorcycle Garage, 42 Winbourne Rd, Brookvale. Caters for vintage and social riders. Calendar of events circulated by Surfside Motorcycle Garage. Jim Delaney Club Registrar Ph: 0468 313 555.
Tamworth & Districts Antique Motor Club For motorcycles & vehicles older than 30 years. Call: Peter on 02 67656085 or PO Box 5045, Sth Tamworth, NSW 2340.
Taree & District Classic & Vintage Motorcycle Club
Velocette Owners Club Centres throughout Australia. Spares scheme, national rally, technical advice, club magazine, club runs, meetings & events, all for $25 per year. Sec. Arthur Harvey, 31 Rufford Lane, Canning Vale WA 6155.
Veteran & Historic Motorcycle Club Ltd For restoration & riding motorcycles over 30 years old. RMS Historic Rego available for eligible bikes. Mid-week and weekend rides each month, social outings, weekends away and rallies. Meetings at Dundas Sports & Recreation Club, NSW 7:30pm 3rd Thursday each month. Ph (02) 8883 0390 PO Box 366 Kellyville 2155. Web:www.vhmcc.com.au
Veteran Motorcycle Competitors Assoc. of SA Monthly social luncheon, Annual General Meeting and Annual Dinner only. Must have held an ACU licence 25 years or more prior to joining. Meets 1st Tuesday of month at Morphett Arms Hotel for lunch 11.30 – 1.30pm except November – 2nd Tuesday. Contact Nip Kuerschner 08 83903990. Mobile 0418854565. nipper@nipper.net.au
Veteran Racing Motorcyclists Association of Victoria Inc. (VRMAV) Membership application forms are available NOW by contacting VRMAV PO Box 94, Heathcote VIC 3523 or email veteranracingmotorcyclists@gmail.com. Annual Dinner Friday 3rd May 2019. Please register before 19th April 2019.
Meet 3rd Tuesday of month 7:30pm Airport Tavern Hotel, Lansdowne Rd., Cundletown. Catering for all makes, models for historic registration, regular mid week and weekend rides, annual rally. Contact PO Box 978 Taree 2430 or email: tdvcmc@gmail.com
Veteran, Vintage & Classic MCC ACT Inc, Canberra
The 59 Club Australia Inc.
Veteran Vintage Motorcycle Club of NYP
The Australian branch of the 59 Club London. Old School Rockers Club for anyone interested in the 50's 60's Rockers and Greasers era, the bikes and the music. Regular rides, meetings and events. Come and hang out with the Rockers. We have members in all states. Contact Shawry President 0425193099. Em: the59clubaustralia@hotmail.com Web: www.the59club.org.au
Monthly rides & annual rally. Meets 8pm 1st Thursday each month at Spanish Australian Club, 5 Narupai Pl, Narrabundah ACT. Visitors welcome. Write PO Box 3127 Manuka ACT 2603 or www.vvcmcc.org Catering for all types of motorcycles regardless of size, style or age. Meets 3rd Thursday of month, except December, at our clubrooms Drain Road, Kadina SA 5554. Email: veteranvintagemccofnyp@gmail.com, http://veteranvintagemotorcycleclubofnyp.webs.com
Vincent HRD Owners Club NSW Section Inc.
Dedicated to preservation and usage of all historic road racing motorcycles and sidecars. Sec. Mick Tesser. PO Box 568, South Perth W.A. 6951. www.historicracing.asn.au
Runs, rallies, social events, club permits, newsletter. Meetings at 8pm last Monday of the month at the Briars Sports Club, 14 Ian Parade, Concord, 2137. Email: newsouthwales499@voc.uk.com Post: PO Box 269, Terrey Hills 2084 NSW.
The Veteran and Vintage Motor Cycle Club of SA
Vincent HRD Club of South Australia, Inc.
Established 50 years. Club runs, library, historic rego, swap meets, monthly magazine ‘Smoke Signal’. Meet second Tues. month at Payneham RSL at 8pm. www.vvmccsa.org.au Em: secretary@vvmccsa.org.au or Ph: 0409 514 213.
Club rides, rallies, social events. Meetings last Saturday odd months, Pub social nights third Wednesday each month. Em: lesbeyer@internode.on.net or PO Box 8013, Grange, 5022.
The Vincent HRD Owners Club Queensland Inc.
Runs, rallies, social events, club permits, spares, newsletter. Meetings: First Friday of even months, 8pm, East Malvern RSL, Stanley Grose Drive, East Malvern, Vic. Mail: P.O. Box 79, Monbulk 3793. Em: vicvoc998@gmail.com or Garry Nemecek 0408 035 917, Ron Mays (Secretary) 0417 354 108.
The Historic Competition Motorcycle Club of WA
Club rides, rallies , social events. Meetings last Wednesday evening each month. Email: Queensland499@voc.uk.com or orkevinfowler2@bigpond.com
Townsville Restored Motorcycle Club Inc. Meets 1st Wed. month at Basque Assoc. Hall, Sabadine St, Aitkenvale. PO Box 1016 Aitkenvale, QLD 4814. Call Hedley Cooke (07) 4779 7495 or John Alexandrou on (07) 4773 4332.
Triumph Motorcycle Register of Australia Dedicated to the restoration, preservation and riding of classic Triumph motorcycles. Monthly rides for historic bikes throughout NSW and ACT. Weekend trips held during the year and annual rally at Bathurst. Details www.tmra.org.au
Vincent H.R.D. Owners Club of Victoria Inc.
Vintage Enduro Riders Inc. (VERi) conducts non competitive vintage enduro (vinduro) events for pre 1985 trail and enduro bikes. Events for registered and unregistered bikes, with emphasis on fun. Secretary Peter Drakeford 0422 299 003 or John O’Brien on 0457 844 512. Em: verivinduro@gmail.com Web: www.verivinduro.com.au
Vintage Motor Cycle Club Of Australia (NSW) Inc. Meeting third Wed. month. The Viking Sports Club, 35 Quarry Rd, Dundas Valley NSW. Established 1955 for machines up to 1947. Monthly events & newsletter. Annual Vintage and Veteran Rallies. Spares and Library. Ph: 0415 284 620. Email: vmccnsw@hotmail.com
Vintage Motorcycle Club of Tasmania Regular runs, meetings/activities. PO Box 110, Lindisfarne, TAS 7015 or Ph: Keith Tattam (03) 6272 1976 or David Moore (03) 6248 1538.
Vintage Motorcycle Club of Victoria Inc. Founded 1964, caters for m/cycles manufactured prior to Dec.31, 1942, also military use in WWII. Meets first Thurs. month at 8pm in VDC Clubrooms, Factory 8/41 Norcal Rd, Nunawading 3131. Melway 48G11. Membership enquiries John Street 0417 558 214.
Vintage Motorcycle Club of WA Inc. Formed in 1975 the club now has 600+ members and 1000+ motorcycles on register. Events include short mornings to full days out, two day rallies, seven day tours, static displays, annual swap meet. Focus on restoration and preservation of all motorcycles more than 25 years old. Club has spare parts shed. Monthly meetings first Wed. every month at VCC club rooms, Hale Road, Wattle Grove, Perth. Info: 0894016763 or www.vmccwa.com or write to PO Box 858, Hillarys, WA 6923
Voyager Classic Motorcycle Club Inc. Meetings held every 2nd Wednesday of the month 7.30pm Voyager Centre 61 Kittyhawk Drive Chermside Qld. Secretary 0418 152 904.
Wagga Classic Motorcycle Club Previously Griffith CMCC ‘Eastenders’. Welcoming everyone with a motorcycling interest, from veteran to modern. Restorations, ‘oil warmer’ short rides, rallies, touring, racing and even track days. Annual Rally – 2nd weekend of October. Contacts: email wcmc30@gmail.com Web: www.waggaclassicmc.org Phone: Ray Birchall 0429 353683.
Williamstown Motorcycle Club Club Fun social riding. All welcome, any type of bike. No attitudes. Club Meetings: First Tuesday of month (ex January), 8:00 pm, Customs House Hotel, 161 Nelson Place, Williamstown, VIC, 3016 Contact: Sandy (President) 0418 389 791 or Anne (Secretary) 0412 899 265. Email Address: info@wmcc.org.au Website: www.wmcc.org.au
Yamaha XS650 Club of Australia Inc. (NSW) Several Club rides per year and all members receive a bi-monthly Club newsletter. Currently 230+ members across Australia and internationally, with active presence in each Australian state. PO Box 321 Emu Plains NSW 2750. Secretary Anthony Sibary Em: secretary@xs650.org.au Ph: 0431 353 963 Web: www.xs650.org.au
Yorke Peninsula Vintage, Veteran & Classic MC Inc Meetings 2nd Thursday each month at clubrooms, Yorketown SA. Club outings 3rd Sunday each month. Treasurer Les Schwab PO Box 131 Yorketown 5576. Ph: (08) 8852 1834 or Leon Hall (08) 8837 3226
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A FREE EVENT LISTING FOR CLUBS & ORGANISATIONS
FEBRUARY 2020 Brisbane Motorcycle Club Motorcycle Only Swap Meet 15 February, 2020 – Mick Doohan Raceway, Raubers Rd. Nudgee, Qld. Gates open 5.30am for Vendors. Buyers from 6.30am. Sites $10.00 Plus $5.00 per person entry. Info: Rory 0457 495 034.
39th Orange Country Motorcycle Rally 15-16 February, 2020. HQ at Scout Camp, Lake Canoblas 10km west of Orange, NSW Presented by Classic & Enthusiasts Motor Cycle Club of NSW Inc, Central West Branch. Check in from 8am 15th. Entries close 10th Feb. Rally Secretary Ray Kent (02) 6361 7915 (ah) PO Box 431 Orange NSW 431. www.cemcc.org.au
George Begg Classic Speedfest 15-16 February, 2020 – Teretonga Park, Invercargill, NZ. The inaugural George Begg Classic Speedfest is brought to you by the team behind the world-class collections at Bill Richardson Transport World and Classic Motorcycle Mecca in conjunction with the Southland Sports Car Club. Spectators and competitors alike are invited to get into the spirit of Kiwi motorsport’s heyday and come along, kitted out in their retro gear of choice. Fun for the whole family, the George Begg Classic Speedfest will be a spectacular weekend of racing and a chance to see what makes this corner of the world different.
MARCH All Italian Day 1 March, 2020 – The Station (old Newcastle railway Station), Newcastle NSW 8.30am – 2pm. Motorcycles, cars and food. Gates open 7am for exhibitors, public 8.30am. Entry fee $5 per car, $5 per bike, $5 per person walk in. For more information contact Graeme email: studdert@tpg.com.au or 0400 635 064.
Illawarra Classic Motorcycle Club Red Scarf Rally 7-8 March, 2020 – Kiama NSW Start/finish at Kiama Black beach, choice of two runs on Saturday, 161km or 100km. Book in from 7.30am to 8.45 am Info: John 0407 939 101 or Peter 0412 939 350 email: icmc.club@gmail.com
APRIL 2020 Maleny Motorcycle Only Swap
Inverell Motorcycle Restorers Club Inc. Rally
14 March, 2020 (ONE DAY ONLY) – Maleny Showgrounds, Qld. With free parking inside grounds. Entry $5 per person. Swap Sites $5 Cash Only. Camping available Friday & Saturday Night. $5 per person per night (unpowered sites only). Access to Swap Sites on Main Oval from 2pm Friday. Strictly No Trading before 6am Saturday. Massive variety of New & Used Parts & Bikes. Dogs & Bric a Brac free zone. Saturday Gates Open 6.00 am. Food Court opens at 7.00 am. Contact Murray 0404810413, Em: bishopfam@iinet.net.au Hosted by the Sunshine Coast Area, Historical Motorcycle Club of Qld Inc.
3-5 April, 2020 – HQ at the Inverell Pioneer Village, 64 Tingha Road, Inverell NSW Open to Veteran, Vintage, Historic & Classic Bikes. Contact; Garry ; 0431 190 964 or Email; Judy greeks54@bigpond.com
Festival of Speed 20-22 March, 2020 – Sydney Motorsport Park, Eastern Creek NSW Run by PCRA of NSW. Races from Period 3 to Period 6. Homegrown Heroes Relay, trade stands, open pits. Information: Ken Lindsay president@pcra.com.au
Italian Motorcycle Show 22 March, 2020 – Wigley Reserve, Glenelg SA. Hosted by the Ducati Owners Club of SA, bike entries opening 9:30am, judging begins at 1pm. Entry is on the day $5 per bike for DOCSA members, $10 for non-members. Public admission free to the show, food, refreshment & merchandise stands and trade displays. For more details contact Greg Sheridan 0459 197 264 email: shero@internode.on.net
26th Vincent/Velocette Rally 27-29 March 2020 – Oberon NSW Jenolan Caves Caravan Park, Cunnynghame St Oberon 2787. Cabins available call (02) 6336 0344. Details: Vincent Club: Jo Wenden 0423 205288 j.wenden@bigpond.com – Velocette Club: Dennis Quinlan 0407 250692 vegavoxbanjo@gmail.com
AHMF 2020 National Historic Motoring Festival 28 March – 3 April, 2010 – Based at Albury/Wodonga All Historic cars and motorcycles eligible. Website: www.ahmf.org.au/2020Tour/ Info: 2020Tour@ahmf.org.au
Vintage Motorcycle Club of Australia, Pre-1919 ride 3-6 April, 2020 – Cowra NSW. Details from Antony Gullick 0415 284 620.
Vintage Motorcycle Club of Vic. Swap Meet. 5 April, 2020 – National Steam Centre, 1200 Ferntree Gully Rd. Scoresby (Melway 72 D9, just off Eastlink). Gates open 6 am-12 noon. Booking not required. Entry $5 per person, Swap Site $20 per site. Veteran, Vintage, Classic and Modern parts and machines. Contacts: Ken Miller 0418 555 287, Brian Tyler 0411 556 755, Neville Babb (03) 9398 5250
Bathurst Easter Rally 5-12 April, 2020 – Based at Bathurst Caravan Park, Bathurst NSW Vintage Motorcycle Club of Australian (NSW) Inc. 46th annual Easter Tour of Bathurst. For veteran, vintage and post-vintage motorcycles up to and including 1980. Rides every day. Info Lee 0438 536 223 or Graham 408 650 860
MAY VJMC National Rally 1-3 May, 2020 – Toowoomba Qld. Details on website: www.vjmc.org.au
SEPTEMBER Vincent Clubs of Australia National Rally 21-25 September 2020 – McLaren Vale, South Australia Based at McLaren Vale Motel & Apartments (08 8323 8265). www.mclarenvalemotel.com.au. Bay to Birdwood is on Sunday 27th, after the rally, Vincents eligible. Rally secretary Judy Beyer 0412 951580 or judybeyer@internode.on.net
OCTOBER Sunbeams in Oz Rally 30 October-1 November, 2020 – Kiama, NSW As Kiama is a holiday destination, it is best to book accommodation well in advance. The rally will be run out of the BIG 4 Easts Beach Holiday Park, 30 Ocean St, Kiama NSW. Phone (02) 4232 2124. There are lots of other accommodation venues around Kiama to cater for all tastes. A fantastic weekend of good long rides through the beautiful Illawarra and Shoalhaven regions. Info: dawsonadrian@aapt.net.au
SECRETARIES PLEASE NOTE Because of our lead time for printing, please ensure your listing is received at least four months prior to the event. Send your event details to Em: scaysbrook34@bigpond.com
James Loveridge’s 1958 Honda C71 and Frank Loveridge’s 1959 Meguro S7 at the 2019 VJMC National Rally.
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THE GREAT SOUTHERN
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Classic Riders Club of Goulburn
MOTORCYCLE ONLY SWAP MEET GOULBURN SHOWGROUND
Strictly motorcycles and related items
SUNDAY 19th JANUARY, 2020 Uncovered sites $20, Covered sites $30, Lookers
• Gates open 6am • Entry through Gates 6 & 7, Parking Gate 7 • Stall holders setup from 12 noon Saturday through Gate 8 For further details & site bookings, please call Dale 0422 367
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Edgar Jessop
Undercover Edgar Next Issue
Preview
In winning the 1959 Grand Prix of Ukraine, held at Sevastopol on the Crimean Peninsula, Edgar Jessop raised little more than a sweat during a ride that demonstrated his imperious skill and race craft aboard the works Spagforth Cuspidor. Dispensing with a motley collection of Soviet
Murray Williams Sidecar supremo
BSA Rocket 3 Grey frame 5-speeder
motorcycles and their burley jockeys, Edgar simply disappeared, substantially increasing his lead with every lap of the 112km circuit. With a four-lap advantage, he even paused on the final tour to accept a posy of roses from a very attractive and obviously cultured lady – a posy he soon discovered contained more than just blooms. An enclosed card contained an address and a key, and following the champagne-fuelled celebrations on the victory dais, Edgar quietly slipped away. Early the following morning, with his overnight companion still sleeping soundly, he crept back to his official lodgings in the Hotel Carrion, reaching his room unobserved via the fire escape. Exhausted from the strenuous bedroom bout which had lasted most of the night, he was about to grab some vital shut-eye when he observed a posse of heavily armed soldiers advancing rapidly towards the hotel, chanting threats and led by a senior officer brandishing a sabre. Although his knowledge of Ukrainian was limited, he was able to ascertain that a certain Princess Bonkalot had been violated overnight by a British bounder and motorcycle thug. Quickly putting two and two together, Edgar decided to abandon chivalry and flee forthwith, but it soon became evident that the borders had been sealed and overland escape would prove extremely hazardous. Swiftly he made his way to
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The Spagoscuba – on display in the Museum of Spies, Berlin.
the underground workshop where his victorious Spagforth was parked, with the winner’s laurel wreath still draped around the handlebars. What followed was an inspired combination of engineering skill, dexterity, and mild panic, but within hours he had constructed what would later become known as the Spagoscuba, using one cylinder of the Cuspidor’s engine, an exhaust fan purloined from the hotel laundry, underwater diving apparel ‘borrowed’ from a guest’s locker, and air tanks skilfully cut and welded together from the race fuel drums. Under cover of darkness, Edgar made his way to the harbour at Yalta and slipped quietly into the dark waters of the Black Sea. Sustained only by vodka and plankton, he completed the 72-hour journey to freedom, the Spagoscuba performing impeccably apart from a shoal of sardines blocking the inlet, safely reaching Varna, Bulgaria, where he was afforded a hero’s welcome by members of the local Spagforth Owners Club, who of course recognised him instantly. To scenes of frenzied adulation, Edgar was carried shoulder-high to the railway station, where he was shown to a First Class berth, bound for Paris. Initially secreted in the attic of Bulgarian Spagforth Owners Club president Hristo Botev, Edgar’s ingenious creation is today displayed in the Museum of Spies in Berlin.
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