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REALCLASSIC 189: PUBLISHED JANUARY 2020

44

RC REGULARS

EGLI-VINCENT, BY GODET ............................6

Could you build a bike that’s better than new? Karl Moxon bought one of the last carb-equipped Enfield 500 singles and set about making his dreams come true…

A LITTLE NOSTALGIA ..................................26

BMW TWINS, ANCIENT AND MODERN .......52

TRIUMPH TRIDENT T160 ............................28

The electric-start Triumph triple should have been the British industry’s superbike for the Seventies. But Paul Miles reckons it’s far too flawed to claim that title

MATCHLESS 500 .........................................34

It should’ve been a straightforward fix, restoring illumination to this late-1950s AMC single. But no, Stuart Urquhart wasn’t so fortunate when he tried to revive a friend’s 500…

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WE’VE GOT MAIL! ...................................... 16 Lots of letters about lots of things. This is how it should be. And there’s a lot more to come for next time! Happy typing.

Martin Peacock decided the time was right to buy a modern bike. But which one? The classic characteristics of BMW’s iconic boxer swayed his decision…

EVENTS ...................................................... 72 Planning for summer? So are we, but in the meantime here’s a few more realistic destinations for us all!

VELOCETTE VALIANT..................................62

READERS’FREE ADS .................................. 70 A seasonal spread to tempt your seasonally adjusted wallet. As always, an interesting mix of ancient and not-so ancient

Everyone agreed that Velocette needed a small capacity sportster. No one expected this. Frank Westworth is gently entertained…

FAMILY ALBUM.......................................... 74 Does motorcycling run in your family? RC readers share their relatives’ encounters with old bikes…

NORTON PROTOTYPE TWIN .......................76

The history of the old British bike industry is littered with neverwossers and might-havebeen machines. Richard Negus uncovers a unique Norton. Part Two: Beginning the build

PUB TALK ................................................... 90 PUB pays a visit to Motorcycle Live, where the ‘retro’ trend remains alive and kicking…

GUEST SPEAKER ........................................ 96 New year: old chestnuts. As the calendar reveals yet another new decade, Harley Richards reflects upon what used to be, and how it compares to today’s classic motorcycling

BLAZING SADDLES .....................................84

Are you sitting comfortably? Morgan Rue explores an all-important aspect of motorcycle restoration: making sure you don’t get saddle sore…

9 £3.

70

Runn ing, Rid ing &

M W ARN ING

HURRIC AN RIDES OE OWNER UT

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ROYAL ENFIELD BULLET .............................44

Adieu, Patrick. Alan Cathcart marks the anniversary of the passing of Patrick Godet by riding one of his bikes considerably rapidly. Any excuse to ride an Egli-Vincent…

Most people remember Burt Munro for his exploits aboard the world’s fastest Indian.

Len Page recalls Munro’s racing career on a truly challenging circuit in New Zealand, where British bikes diced on dirt-track surfaces…

THE CONTENTS PAGE ...................................3 As we tidy up the issue’s loose ends the rain is hammering down, RCHQ Bude is mostly just above the waterline and the last thing we’re thinking about is summer. That’s a fib. Lots to read here, including Vincent and Velocette.

Who never made submarines…

Rebu ilding RealC lassic Mo

TALES FROM THE SHED ........................... 100 Frank’s been off showing again, just for a change.

Two very different events, of course…

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WHO’S DONE WHAT REALCLASSIC is built by Frank Westworth and Rowena Hoseason of the Cosmic Bike Co Ltd from the wonderful words you write about your brilliant bikes. Chris Abrams of AT Graphics transforms text and images into bright shiny pages, while Mortons Media Group Ltd at Horncastle manage trade advertising, subscriptions, back issues and other such complex stuff We’re online at www.Real-Classic.co.uk TRADE ADVERTISERS for the magazine or website should call Helen Martin on 01507 529574, email hrmartin@mortons.co.uk EDITORIAL ENQUIRIES should be sent to Frank@ RealClassic.net or to PO Box 66, Bude EX23 9ZX. Please include an SAE if you want something returned or a personal reply SUBSCRIPTION INFO is on pg106. Call 01507 529529 to subscribe or renew or buy back issues SUBS QUERIES, late deliveries, or changes of address should be directed to 01507 529529, or email subscriptions@realclassic.net ALL MATERIAL in RealClassic is copyright its authors, so please contact us before reproducing anything. RealClassic is printed by William Gibbons & Sons of Wolverhampton. Our ISSN is 1742-2345.

THIS MONTH we’ve been reading A DEADLY DIVIDE (cultural tensions in French Canada); BLACK RIVER by Will Dean (a missing person in the deep Swedish forest); KILLER WOMEN

by Robert White (hard-as-nails contemporary noir), KARMA, by Walter Mosley (excellent short detective story), DOGGEREL FOR DEAD WHORES, by Robb White (astonishingly bleak US detective tale) and NEWCOMER by Keigo Higashino (brilliantly leisurely Japanese murder mystery) MEANWHILE AT THE MOVIES… we’ve been B-movie binging with IP MAN 3 (Hong Kong kung-fu history), THE KEEPING ROOM (a feminist drama dressed up as a Civil War western), ANDROID COP (like Robocop but with zero budget and less sense), EAGLE EYE (say, whatever did happen to Shia LaBeouf?) and the truly stunning DARK CRIMES, black-as-night noir set in Poland – seek it out!

FROM THE FRONT I’d had another great idea. These are not entirely infrequent here at RCHQ Bude, as you may know – and if you do already know, you are immediately forgiven for moving swiftly on to the next page! The great idea? Instead of whining piteously about my lack of progress with – well – anything in The Shed, I would instead write cheery, positive and possibly uplifting stuff about getting out and about to a couple of great events. Not just any old events, no! These would be as different as I could fit into what is in all truth a fairly uncrowded schedule. So, the great big new bike bash which is held at Brum’s NEC each year, and the great grubby bits extravaganza hosted by the Somerset section of the VMCC at Shepton Mallet. Great idea? I think so.

You can read the rather rambling results a lot further into this very magazine, but imagine my dismay when PUBtalk landed in the RC inbox and I realised straight away, because I am smart that way, that Jacqueline had also written about the NEC bike show.

Rats, I exclaimed, silently, because shouting in the tiny RC office is frowned upon, and I decided that I’d need to do something both constructive and heroic in The Shed at once and immediately to avoid repetition.

Then I read Jacqueline’s story. It was fascinating. Because although we’d both been to the same event our impressions of it were surprisingly different. And I had actually gone to the NEC with a sort-of agenda, as you’ll maybe read a little later. Any excuse to do something familiar from a slightly different angle is good enough, certainly for me. In any case, what’s the alternative to doing something? Really?

The only sensible excuse for deciding not to do something you enjoy is that you’d rather be doing something else that you enjoy more. My view, at least, and I’m sticking to it.

This thinking was a response to comments made by several folk about why they weren’t going to the NEC, but which appear to apply to going anywhere, maybe to doing anything, which made me sad somehow. I pondered the proffered Reasons Why Not, looking for a little understanding. Why, I wondered, would someone not go to a great big bike show if they’re interested in bikes? Maybe, I decided, it’s because the NEC is very big and possibly very far away, and certainly very expensive.

That’s fine. I can understand that.

Then the same chorus started about the VMCC jumble, which is almost free, is not housed in some vast corporate edifice and is run entirely by enthusiast volunteers for

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enthusiasts. Maybe there comes a time when folk simply decide to do nothing, for no reason I can understand. Yet. Maybe when I’m older?

Except that I am actually older than several of the I’m Not Going crowd. So plainly it’s something else.

And then, just when it felt like life could not get more puzzling, a gentleman from Germany took me to task at considerable length for whining about my recently completed BSA A65T. Whining, huh? Do I whine? I re-read what I’d written, and it’s plain that I was sharing with you my frustration at how hard I find kicking the machine over, but whining? I hope not.

And of course at times like this, when all around me is bewilderment and wonder, there is always an answer – get out on the bike and blow away those cobwebs, ignore the puzzles, just go anywhere, do anything – something – to clear the air and cheer up. Happy new year, then! Let’s make it a great one.

Ride safely

Frank Westworth Frank@realclassic.net

THE NEXT ISSUE

RC190WILL BE PUBLISHED ON FEB 3rd, AND SHOULD REACH UK SUBSCRIBERS BY FEB 7th

6 I JANUARY 2020

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EGLI-VINCENT BY GODET

M. GODET AND HIS

EXTRAORDINARY

TWINS Adieu, Patrick. Alan Cathcart marks the anniversary of the passing of Patrick Godet by riding one of his bikes considerably rapidly. Any excuse to ride an Egli-Vincent… Photos by Kel Edge

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JANUARY 2020 I 7

I

t’s already ironic that safety-minded Switzerland should have produced the kind of motorcycle that in the past half-century has conceivably brought more fun on two wheels to more people than any other. That’s the Big Twin cafe racer, which Fritz Egli invented back in 1965 by building the first of the Egli-Vincent 998cc V-twins. It’s even more improbable that, for the past 40 years, the most dedicated and capable restorer and recreator of Vincent motorcycles, as well as the most successful Vincent exponent in topline Classic racing, should not be an Englishman, but a ‘bloody Frog’. Using that term denotes no sense of chauvinism (though, of course, Monsieur Chauvin was indeed, erm…

French), for that’s what the late Patrick Godet, French Vincent expert par excellence, always called himself!

Patrick Frog passed away suddenly last November, aged 67, at his home in the Normandy countryside north of Rouen, and his loss will be keenly felt by Vincent owners and enthusiasts all over the world, as well as by his many friends in the Classic racing scene. Lots of them used the vast array of high quality Godet Motorcycles parts to restore or maintain their original Vincents, while others were fortunate to own one of the 280 superbly constructed Egli-Vincent V-twins produced by Godet Motorcycles over the past 25 years, with

8 I JANUARY 2020

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EGLI-VINCENT BY GODET the approval of Fritz Egli himself. During that time, Patrick Godet produced the only officially recognised Egli-Vincent re-creations, one of which Fritz Egli, now aged 81, himself acquired, and thanks to the electric starter installed on all such Godet-built bikes, still rides today.

Patrick Godet purchased his first Vincent in 1974 at the age of 22, a Black Shadow. ‘I saw a couple of British registered Rapides in Rouen with Vincent Owners Club badges carrying all the gear for touring, and I thought – that’s the bike I want,’ Patrick once told me. ‘So when I got back from doing National Service with the Army I went looking for one, and although for a very short period I first had a Norvin café racer, that was very unreliable, then I found a Black Shadow. So I was involved with Vincent from 1974 onwards.’

Owning, riding and maintaining the Black Shadow led Patrick to become totally smitten with the British marque, and rather than go back to working for his Dad’s large trucking company, he used his saved-up military pay to establish a restoration and tuning business concentrating on Vincents, which he also raced successfully himself in the early days of French Historic racing.

With the proceeds from this he bought a Black Prince, and as the founder of the French section of the Vincent OC, Godet used this and the Black Shadow on the road for many years, the latter clocking up over 100,000km with a Precision sidecar attached in attending VOC rallies all over Europe.

After a topsy-turvy business career which saw him restoring cars for a living with Vincents just a sideline, in 1994 Patrick restarted his motorcycle business, originally focusing exclusively on making Vincents live again.

He tracked down several bikes in Argentina, where thanks to Phillip Vincent’s father being a well-connected rancher there, his son’s company had exported many hundreds of bikes post-WW2. After various ups and downs, Patrick’s long hours of hard work eventually paid off in 2006, when he formed Godet Motorcycles in partnership with one of his customers, legendary French singer Florent Pagny, a younger version of Charles Aznavour with a collection of 40 Triumphs and half a dozen Vincents in his garage, many of which he rides regularly.

After expanding into a new 600m² factory at Malaunay, just outside Rouen, with a six-man workforce including his long-time helper Bruno Leroy, the only French rider to win a race on the Isle of Man TT Course,

Fritz Egli with his original Egli-Vincent 1000

It may be a little non-stock, but the development is well worthwhile. And the box contains five ratios, too

g

e

Patrick Godet, explaining something technical. Probably about an engine

JANUARY 2020 I 9

Fine detailing abounds, as you would expect, and the bike’s electrics are powered by an Alton generator

Patrick’s fanatical attention to detail and dedicated enthusiasm in satisfying his customers brought him business from all around the globe – many of them for brandnew Egli-Vincent café racers.

Godet’s Egli connection dated back to 1995, when he constructed the first half-dozen replicas of the bike which had originally invented Big Twin café racing. The supply of replica parts which he’d commissioned for his many Vincent restorations meant that, when Patrick decided to start recreating brand-new EgliVincent café racers, he already had a pretty good platform for doing so.

‘I had several original Egli frames, one of which I used to make a jig to replicate them,’ Patrick told me. ‘To begin with, I didn’t think it’d be as popular as the original British-built Vincents – but after I’d built a dozen or so, and the orders kept coming in, I decided I had to obtain Fritz Egli’s approval for what I was doing – it just seemed right to do so.

‘So I went to see him in Switzerland, to show him what I was making. He was really

Godet’s Vincent is built with two ‘front’ heads, meaning that both 36mm Mikuni VM carbs are mounted on the same side

complimentary, and gave me exclusive permission to use his name on the bikes, because he said I was building them better than he used to himself! He even refused to accept me paying him a royalty on each bike – he said I couldn’t possibly make enough profit to do so! But it means that since then we are the only company in the world licensed to build genuine Egli-Vincents – there are other people claiming to do this, but they’re not the genuine article like ours, and Fritz confirms they don’t have the right to call them Egli-Vincents.’

Godet’s replica of the distinctive Egli spine frame saw its central tube, which doubled as the oil tank, made from cold drawn steel, but with Reynolds 531 chrome-moly hangers embracing an engine

acting as a fully stressed chassis member.

This was a period motorcycle hand-built out of modern components, which succeeded in the tantalisingly difficult objective of matching the spirit of the past with the function of the present. Well, just so long as you gave that meaty 230mm 4LS replica Fontana front drum brake a good squeeze before you started exploring the limits of the Egli’s braking potential. Oh, and take account of the rangy steering geometry’s kicked-out 28-degree head angle, and the lazy but stable feel of the 19-inch front wheel, before you try to change direction too fast. Or… but hang on: the whole point of a bike like the Godetbuilt Egli is not that it should be compared to modern sportbikes, but that it provides period-style riding pleasure in complete safety, and with added convenience.

And that it’ll get you home again at the end of the day, with none of the irritating but inevitable inconveniences that can befall even the most carefully restored classic bike. It’s a

Two fillers; the front lets the engine’s oil into the top frame tube, which is its reservoir. Traditional vast speedo is calibrated in kilometres – we hope!

10 I JANUARY 2020

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EGLI-VINCENT BY GODET

Modern Classic in all senses of the term.

That’s thanks to the finely engineered pushrod ohv 50-degree V-twin Vincent engine, a power unit assembled by Godet Motorcycles using 100% new parts commissioned from top-level suppliers around the world. Originally, Patrick built these as faithful replicas of a 1950s Black Shadow-spec Vincent 998cc engine – but then he went large, and the bored and stroked 1329cc version of the V-twin motor powering Florent Pagny’s own personal Egli-Vincent café racer gives much more performance, as well as an easier ride in modern traffic conditions.

To create this uprated 92 x 100mm 1329cc version of the traditional 84 x 90mm 998cc Vincent motor, Godet cast new crankcases with a wider cylinder stud spacing for the bigger bore, and on Pagny’s bike as well as others, made these in magnesium, for a massive 14kg weight saving over aluminium cases. This allows the complete bike to scale 164kg with oil, but no fuel – a 9% weight saving compared to the 178kg aluminium version.

The forged Wossner pistons, made in Germany and running in Nikasil chrome bores, are mounted on new-type JPX conrods and a crankshaft assembly incorporating an INA big end, and give a slightly higher 8.4:1 compression via a reshaped combustion chamber with greater squish. The new cylinder heads are fitted with oversize G&S steel valves – two per cylinder, of course – running in seats and guides whose modern material allows the use of unleaded fuel. Even with exhaust valves that are actually smaller than original, the soup-plate sized 49mm inlet valves dictate the use of offset 10mm spark plugs fired by a Hall-effect Grosset electronic CDI with mechanical advance, have

uprated springs, and are fed by a pair of 36mm Mikuni VM carbs, rather than the 30mm Amal Concentrics of the one-litre bikes. The net result is a considerably enhanced output of 88bhp at the crank at 5300rpm – around 20bhp more than the smaller engine, and with much greater grunt, Ceriani 35mm tele forks replace the oriigiinall Vincent Girdraulics, while stopping the beast is the duty of a 230mm too, of course.

Fontana 4LS type front brake I could exploit the 87ft-lb of torque peaking at just 3000rpm to save features the same distinctive semi-elliptical gearchanges on such a tight circuit as Carole tubing as the original Egli chassis, and the five– though the five-speed transmission Godet speed gearbox features triplex chain primary had developed for the engine shifts sweetly.

Florent’s 1330 Café Racer is geared for speeds in drive, just as back then. The timing gears, rear hub assemblies and many other smaller excess 140mph, so I only got a true fourth gear components, were manufactured for Godet at Carole on this long-legged modern classic… by the engineering company run by today’s Stopping the Egli-Vincent test bike from British owner of the global Vincent trademark those speeds is a task entrusted on the Pagny David Holder, another admirer, and supporter, motorcycle to an oversize version of the drum of Patrick Godet’s work. Modern updates are brake package fitted to the original Eglis, now provided by the French-made Alton alternator, featuring a replica 230mm Fontana 4LS front (210mm originally) and seven-inch Vincent 2LS a multiplate dry clutch with Kevlar friction rear, with the Ceriani 35mm tele forks matched plates – and praise be, an electric start! by twin British-made Maxton rear shocks that Best to own up now that I, too, had a are adjustable only for preload. That large Vincent, once – but I got better the day I sold front brake worked OK at slow speeds without it, which was also the one and only time I grabbing, thanks to a careful choice of tipped ever persuaded it to start first kick, when linings which heated up quite fast. This meant the guy who wound up buying it came to I didn’t need to squeeze the lever as hard as inspect it. Hallelujah! That early-50s V-twin on other Godet-built Eglis I’ve ridden with the Rapide was frustratingly headstrong and smaller front brake, in order to get the bike self-willed, with all the potential for terminal to stop remotely quickly from high speed. handling problems that the Vincent Girdraulic The extra security of the larger Fontana drum fork offered with a shock that was not justis welcome, albeit at the expense of a slight so. But my Vincent kept offering tantalising increase in unsprung weight and heavier glimpses of the performance utopia which the steering. The rear twin leading-shoe Vincent Stevenage factory’s V-twin family represented brake also worked quite well, especially for by the standards of the era – a nirvana which correcting corner entry speed via a brief brush couldn’t be reliably accessed until the 60s of your toe on the foot lever. advent of the Egli frame, which the Godet The French-built frame’s swinging arm reproductions made even more user-friendly.

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JANUARY 2020 I 11

The chance to enjoy lapping the Carole track aboard Florent’s beautiful 1330 Café Racer re-introduced me to a Vincent done right, with its nicely run-in engine showing 3578km on the big Smiths speedo which dominates the view from the bridge. Just as on the Godet-built 998cc Egli Café Racer I’d tested some years earlier, there was no need to grope around with my right leg for the kickstart lever while balancing the bike on my left foot, hoping to get enough of a swing to persuade it to light up from cold – because there isn’t one. A kickstart, that is.

Instead, Godet had grafted a French-made electric start to the rear of the V-twin ohv engine – a mechanical convenience that’s hard to overstate. However, there’s enough drag from the multiplate dry clutch fitted – to replace the oil-bath unit on previous examples – to prevent you starting the Vincent in gear if you fail to find neutral when stationary. This is difficult to select at rest, so the trick is to find it as you coast to a halt, rather than hold the light-action clutch lever in while stopped.

As soon as it lights up, the 50º V-twin engine settles down to a quiet 1000rpm idle – with relatively little mechanical noise despite the pushrod valvegear, which makes subdued and barely noticeable clicks and rattles. On this bike Godet had switched

12 I JANUARY 2020

from the full-electronic Boyer Bransden CDI ignition he previously used, which wouldn’t maintain the correct ignition timing over an extended period of use. This caused it to backfire after some mileage, and to kick back through the electric start – thus destroying it! Instead, he’d fitted a Hall-effect CDI with mechanical advance, and the result is a smooth, refined-seeming motor, with very little vibration, even at higher revs.

I got the impression this was an engine on which lots of attention had been lavished to make sure that every clearance was just right, every adjustment just so – as you might expect, for this was the bike with which Godet Motorcycles secured Euro 3 compliance for its range.

At the same time the Vincent motor sounded poised for action, thanks to the muscular offbeat crack issuing through the gracefully curved 2-1 exhaust’s single silencer, and the fruity suck from the twin Mikunis when you twist the wrist, thanks to the use of two front Vincent cylinder heads on the engine, to ensure both carbs are the same (left) side, XR750 Harley-style.

Pausing only to take in the undeniable presence of that massive trademark five-inch 150mph Smiths speedo parked right in front of your

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EGLI-VINCENT BY GODET Maxton shocks hold the rear end to the road, while slowing services are the job of a seveninch Vincent 2LS drum

eyes, the smaller 8000rpm Chronometric rev-counter beside it on the right, and the Monza cap for the oil tank which comprises the frame’s central spine parked jjust in front of the matching fuel filler, reach for the one-up gear lever with your right foot, and try hard to o eease it into bottom gear without crunching it – which iis difficult, if not impossible, at rest. There’s no way to do it smoothly, agreed Florent, after I apologised for d graunching the transmission in front of him! Ease out g the very light-action clutch, and the meaty Vincent eengine lives fully up to expectations by the prodigious amount of torque on hand from very low revs - barely off idle, in fact, so it pulls smartly away from under o 1500rpm. Indeed, it’s so tractable you can maximise accceleration simply by cracking the throttle wide open ass soon as you’re on the move – no need to slip the clutch to coax it into the powerband.

And that acceleration is really impressive – the 1330 Café Racer is a living reminder that there ain’t no substitute for R cubes! You can treat the Egli-Vincent as a thoroughly modern motorcycle, with no allowances to be made for its period ancestry. That’s because this is indeed a practical mile-eater – it feels very modern in concept and especially in execution.

Fit a set of small disc brakes, and you’d have a 21st century motorcycle in period drag – but one that’s more than able to live with modern traffic conditions, as I’ve experienced on previous Egli-Vincent rides. It’ll run unfussedly along in third gear to go with the flow, before you just wind the throttle wide open when a gap appears, and the Egli lunges forward as you surf those waves of torque.

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JANUARY 2020 I 13

Patrick Godet receives the Award for Engineering Excellence from Carl Fogarty, Stafford Show 2009. The bike with the trophy is the bike Alan’s been riding

Having built up speed, the Egli-Vincent is also incredibly long-legged. There’s a much more relaxed gait to it than to a modern V-twin – even a Ducati or Moto Guzzi with their lazy-sounding 90-degree engines – and it certainly feels to have greater reserves of torque than the heavier modern Italian bikes.

As stated, the Egli’s uprated 1330 motor has superbly meaty grunt, helping it accelerate very impressively from way low – it pulls wide open from as low as 1500rpm, with zero transmission snatch. Changing up at 5000rpm leaves you still fat in the powerband, and there’s relatively little vibration at higher engine speeds from what is obviously an extremely well-balanced engine.

It’s really unnecessary to rev it right out to the 5500rpm rev limit, just to ride that torque curve and focus on getting it into top gear via a change made sweeter than before via needle roller gear shafts, so you can play the throttle to deliver performance to go. 80mph on the big speedo equates to just 3000rpm on the typically jerky-action Smiths tacho, so what we have here is a genuine classic-era mile-eater, that’s enjoyable to ride hard and long. Well… once I try to forget I’m riding a €60,000+ motorcycle, which its watching singing star owner has to ride home after I’ve finished playing with it. So no pressure, then…

The stretched-out riding position is actually quite comfortable, with ultra-rearset footrests delivering a semi-reclining, wind-cheating stance, and the clip-on handlebars set just right for good control. And in spite of minimal padding, the seat seemed comfortable, too.

The 35mm Ceriani forks and that raked out chassis geometry deliver lazy but predictable steering. Even over the Carole circuit’s few bumps taken at speed the bike didn’t display

14 I JANUARY 2020

a trace of the front-end foxtrot that Girdraulics will spring on you when you least expect it.

The Egli frame felt firm and well-balanced to ride, if not exactly agile by modern standards, just solid, with well set-up suspension whose twin-shock rear end offered excellent compliance, especially in the context of the era the bike was designed in. It’s a sign of how well-sorted the chassis geometry is that it doesn’t need a steering damper, and never once flapped its head despite being given every opportunity to do so at Carole.

The handling of this Egli-Vincent and other Godet-built bikes I’ve ridden on the street reminded me a lot of the green-frame 750SS Ducati I’ve had in my garage for the past 40+ years, which was of course the Italian firm’s take on the Egli-Vincent café racer concept.

Same rangy steering geometry (though thanks to its 50º V-twin motor, the Egli has a shorter 1445mm wheelbase than the 90º Latin lovely’s 1500mm stance), same planted feel to the handling, same spacious riding position, same slim, And after the cobby stance to the bike vigorous track as a whole, and same offtest, the Egli’s beat lilt to the engine note owner, Florent – only an even lazier gait.

Pagny, rode it home again…

Compared with what back in the 1940s/50s was the established order represented by British parallel-twins, this was a new generation of sporting motorcycle – one that eventually led to the Ducati V-twins’ later dominance of World Superbike racing. This EgliVincent was the prototype

More old bikes onlin

for those bikes’ format.

So, in more than just a single way, the importance of what Patrick Godet did before his sad passing deserves to be recognised. On one level, he built the ultimate replica – one praised by the man who created the original it’s copied from as being equal to or better than anything he made himself. In that way, he kept an important piece of motorcycle history alive and well for today’s enthusiasts to appreciate – if they could afford what was an undeniably, if inevitably, costly entry ticket to the Godet-Egli owners club.

Patrick also provided a reminder of the excellence of what many will say is, within the context of its era, the finest British motorcycle engine ever built, for those who never sampled it in its heyday to appreciate and enjoy in the 21st century. And finally, he recreated a key model of a bygone world, which was a vital ingredient in the evolution of today’s superbikes. Yesterday once more – but with a practical classic. Though Florent Pagny intends to continue running Godet Motorcycles, it’s uncertain whether that will extend to building any more Egli-Vincents – leaving the 280 such bikes built as a suitable memorial to Patrick’s genius.

My day at Carole riding the Egli-Vincent ended with Florent donning his helmet to ride the bike home in the Paris rush hour traffic, bidding farewell to a relieved as well as grateful yours truly for having been able to cover 25 laps of the Paris circuit before handing the keys back to the fortunate owner of such a beautiful and impressive bike. But sadly it was the last time that I’d see Patrick Frog, and our handshake before I set off for Calais on the drive home was adieu, not au revoir. The best tribute that I can pay to my friend of 35 years is to own up to the fact that every time I’ve ever seen one of his gorgeous, exquisitely-engineered bikes, I’ve desperately wanted to ride it. And that afternoon at Carole, I did… Godspeed, Patrick.

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JANUARY 2020 | 15

RC readers write, rant and rattle on...

Summat to say? Send your comments, hints, tips, tales of woe and derring-don’t to: RCHQ@RealClassic.net

WATN? John Surtees sits astride a Norton Dominator, chatting to Geoff Duke. A couple of years later, RC reader Derek used a Surtees racing frame to build an extraspecial Dominator This must be the most impossible ‘where are they now?’ quest, but I have to give it a go. What became of my HNS? After completing two years National Service in REME, 1956 to 58, I parted with my faithful old BSA A7 and purchase d a 1953 Norton Dominator. It came from our local, rather dubious dealer of all things old and new in motorcycles, one Frank Miers in Kent. The Norton’s previous owner had an argument with a bus and did not survive; the bike did but required some cosmetic work. This had not included the frame, as I discovered when the Norton wandered ever so slightly towards the gutter…

I was not too perturbed by this, as much can be achieved with an oxyacetylene welding torch. Better yet, a friend knew someone employed at the Surtees outfit who had access to one of John’s ex-racing featherbed frames and it could be mine for the princely sum of £25.

This had to be the answer.

Everything slotted into this much lighter frame, with a few extra brackets bronze welded on. The swinging arm gussets had obviously housed the footrests and had been levered up, I suppose to allow more clearance on corners. I stoveenamelled it black along with the fuel and oil tanks, forks, etc – we did it all in those days. I dispensed with the steel mudguards and fitted alloys. I fabricated a rear chainguard in aluminium along with a speedo bracket and some other parts to save weight. I’d always admired the shape of the peardrop silencers so retained one with siamesed pipes.

You could get some attractive chrome winged badges at that time, to which you cemented the letters of your choice. Hence

16 I JANUARY 2020

HNS: Heather Norton Special. I wasn’t usually given to showing off but they did look good on the black tank!

The end result was handling like I had never experienced before. It was almost scary: you were tempted to corner just a little faster each time. The weight reduction seemed to enhance the bike’s performance – possibly wishful thinking. I aimed to do some work on the engine, but the all too familiar situation arose. The Norton was sold to pay for an engagement ring… the things

you do for love!

I sold it to a dealer in south London who didn’t pay much as it ‘wasn’t original’. They were right there. I deeply regret that I don’t have a photo of it, no paperwork and can’t even recall the registration. I’m not sure the frame had a number stamped on it and I never got the logbook altered. Someone out there got a rather special bike, if only they knew. Does it ring bells with anyone? If so, I’d love to hear. 01634 579830.

Derek Heather, member 3016

ANOTHER WATN? I wonder whatever became of my 1959 Triumph 5TA Speed Twin, registration 613 JUP, which is no longer on the DVLA records. This pic was probably taken in 1975 and, as I moved on to larger bikes, was the last time my feet could lay flat on the ground for many years.

Paul Narramore, member An enterprising reader found some info on the isitnicked.com website which shows this bike was last MoT’d in 2012. At that time it had covered just seven miles since 2006.

Maybe someone out there knows more…

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LETTERS

THE VISCOUNT I feel obliged to question the accuracy of the information given by PUB in RC188 on the recent Stafford auction results about the Eric Patterson Viscount. A handful of bikes comprising Vincent Black Shadow engines were built into Manx Norton cycle parts by a Black Country businessman named Tom Sommerton in a small workshop in Lawrence Lane, Old Hill in the autumn of 1959.

My late father, Frank Shaw, was one of the small team who assembled the bikes. They were given the name ‘Viscount’ which was emblazoned in gold on the large black petrol tank. I still have the faded copies of the articles published in Motor Cycle News of the road test on July 20th 1960 where Peter Howdle was very impressed with its performance.

Photo courtesy of Bonhams auctioneers / Eric Patterson

Not sure where the Peter Darvill connection referred to by PUB comes from but, if the Eric Patterson machine sold at Bonhams’ auction was a genuine Sommerton Viscount, it most certainly was not built by Peter Darvill.

John Shaw, member 943

A MISSING LINK? The Honda engine in the Norton featherbed frame – seen in Ollie’s Oddjobs in RC188 – may be or could be the frame that I was told was designed by Brian Jones for Norton’s 650 unit construction twin.

This would be in about 1959, so the date corresponds with what I have been told.

The unified twin engine is too short for a standard featherbed frame, and the chain is too long to the back wheel sprocket. The photo shows the featherbed version of the unified twin. The rear curve of the frame rail has a large gap between the end of the primary chaincase, and the frame rails.

Richard Negus, when he was building the second unified twin, spoke to one of his former colleagues who explained that he saw a drawing that Brian Jones had done for a frame for the unified twin

The comments were taken from the catalogue, and it was assumed that Eric Patterson had got his history right. Peter Darvill was a successful racer, who competed in the Manx GP on his ‘PJD’ Norvins in 1957 and 1958. As I understand it, Tom Somerton took it from there and built the Viscount in small numbers. Jacqueline Here’s the relevant info from the auction catalogue itself: ‘Reputedly, this very special Black-Shadow-engined Vincentbased motorcycle was originally built by Peter Darvill. Subsequently it was sold to Somerton Engineering who registered the machine and converted it to Viscount specification. It was then sold to Peter Ross, a Vincent Owners’ Club member from South London.’ Rowena

SPINDLE TRICKS engine. We tried to buy this frame but the owner refused to sell it. There was also a rumour that there was a featherbed frame conceived for the Norton Navigator twins, and one had actually been built.

The oif frame that became the Pluto design at AMC has some very interesting notations on the frame drawing. This frame has notations drawn on it for Engine UT, Engine Single, Engine Twin. This is on the lower frame rails, so that the engine lugs could be changed to accommodate three different types of engine.

Anthony Curzon, member 1010 Thanks for that, Anthony. We passed the message on to noble Ollie, but he was wrestling with a tasty curry at the time and might have forgotten. Frank W

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For me a large arge par part oof en enjoyment oy in our bizarre hobby is messing about in the shed with my Bullet on the bench. This occasion started out as a routine service preparatory to our forthcoming club bash in the mountains. As the centrestand was getting a bit stiff and squeaking, I took the opportunity to investigate. A thorough gander in the nether regions showed that the only way of lubricating the stand bushes was to drip few drops of oil where the spindle protrudes a little way past the frame plates. This was completely useless because no lubricant could get to the spindle to stand inside area at all. Worse, the OE spindle was rotating with the stand movement, thus putting all the weight on the 3/16” thick frame plates.

The photos show the OE stand spindle alongside a replacement that I cobbled up on the lathe in phosphor bronze. The solution was to locate the new spindle in a fixed position between the support plates, thus increase the bearing area. Then I fitted a grease nipple in the centre of the stand.

Job’s a good ’un!

Roger Slater, member 2429 They were designed for use on bikes which leaked oil, plainly! Frank W

JANUARY 2020 I 17

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NORTHERN LIGHTS

Alan Cathcart’s piece in RC187 brought back memories of the Horex I rode in 1996. My good friend Henry in Norway (see ‘Marathon Man’ in RC151) has a 1956 400cc model and I get to ride it every time I visit him. It has the gear change and rear brake on the correct sides, so I don’t get my feet in a tangle, and it rides very sweetly, just like a plunger BSA B31.

When I took it up the road for the very first time in 1996 it was, fortunately, on a suburban side road – when I got back Henry had turned grey. Being mainly concerned with not doing any harm to his precious bike, I had ridden on the left side of the road (as one does) there and back, fortunately not meeting any local traffic.

It was only about half a mile each way but was enough for Henry to nearly have a heart attack!

Every time I go over there I get to ride the Horex. Lovely bike! There is a very active group of classic bike riders who meet at a café in Tromsø twice a week, drink coffee and put the world to rights then go for a bigger ride on a Sunday.

One day I hope he’ll let me loose on one of his Triumphs, the AJS, the Sunbeam or the Norton.

Mike Estall, member 6876

18 I JANUARY 2020

RECOMMENDED READS Plenty of books have been written about Royal Enfield motorcycles, most of which concentrate on the popular and most numerous post-war models. Peter Miller has filled the gap most admirably, spending four years researching the origins of the company, from the production of needles in Victorian Redditch to the forming of Royal Enfield in 1893 and concluding with the very recognisable sporting 350cc motorcycles of the late 1920s.

The first four chapters cover the company’s pursuit of the personal transport revolution commencing with the lucrative production of safety bicycles, before investing in motor quadricycles, motor bicycles, tricycles and motor cars, powered by well-developed engines imported from continental Europe, where horseless vehicles were unhindered by speed restrictions.

The engineering talent of Robert Walker Smith, a former technical assistant to D Rudge of Coventry, combined with the business skills of Albert Eadie, a jeweller from Birmingham. They took risks and survived false starts until the Enfield Cycle Company Ltd became a byword for reliable two-wheeled transport.

Initially I was surprised at the total lack of modern photographs until I realised just how good the original material has been reproduced in the 280 pages, completely

funded by the author to avoid clumsy editing or compromise in print quality.

Peter’s meticulous research and use of reference material, together with his easy but interesting style of writing make this THE Royal Enfield reference book for of this period.

The author has written four other books and was the chairman of the VMCC. ‘Royal Enfield The Early History: 1851 to 1930’ is available as a large-format hardback from the author via 01258 721356 or corgiking@ aol.com Robert Murdoch, member

SQUARE MEMORIES Looking back through RC185 something familiar snagged my eye – a 1956 Square Four with a pale-coloured seat. My magnifying glass revealed the correct registration number. A search in the photo cupboard provided the snap of this young chap, spannering the same bike, just bought in 1964. The second photo shows my youngest daughter seated on same bike in 1982; she is 40 now. What are the odds on a bloke with glaucoma spotting that tiny picture?

I kept the Ariel for 18 years; unusual because when it comes to wheels my average length of ownership is about two years. Why did it stay so long?

Because it looked good and gathered people, it sounded good, always started and did not break down, apart from a snapped chain caused by mad low-gear acceleration. And no, the rear cylinders

never overheated, contrary to popular rumour. In fact, an earlier Square Four used to freeze its carb in winter, but that one had the Solex instrument. The SU seemed to solve that problem.

I do still keep a shiny Matchless G9 in the garage.

Brian King, member 3847

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JANUARY 2020 | 19

POETRY ABOUT MOTION At the Ace Cafe, at the break of day The bikes, they are lining the roadway.

The rumble of twins, raising the grins of the assembled leathered and weathered.

LONG DISTANCE JINKS

As the engines all start, they begin to depart, Bikes rolling down to a seaside town.

Some people on trikes, well it takes all types, Ride the way from London to Brighton Now down by the beach, along the waterfront reach There and then once again they’ll assemble In front of the seaside hotels, around the burger van smells They gather in devotion to two-wheel motion.

There’s bikes of all sorts, Harleys ’n’ Japanese imports There’s some pride and joys, and some weekend toys, Some funny looking critters and some ear-splitters, And they’ve ridden the London to Brighton And amongst the crowd of noise and sound, Stands a man that has ridden there to meet them He’s joined the queue to get to the loo Of those who’ve ridden the London to Brighton.

This was written for my birthday by my son, Alasdair. It’s not perfect but it made me smile.

Jerry Poole There was a time, in another magazine, far far away, when readers sent in so many poems that we ran a regular competition! Frank W

I’ve just enjoyed reading Rick Howell’s article on the Triumph/Cotton he rides in Long Distance Trials. Great to read about the machine and what it’s for.

I totally agree with him about what a great experience these events can be, especially if you ride a ‘proper’ bike rather than a sanitised Japanese one. I started by trying them with the legend that is Odgie. He then became bewitched by anticlockwise circular motion on a smooth-ish surface but, not being as talented and brave as him, I’ve stuck with the LDTs. For anyone with a bit less ambition and further north than the MCC events, I recommend the three events run each year by MECVC in Weardale, usually starting at Stanhope: see mecvc.co.uk Once the bug really bit hard, I built Troglobike – a soft 500cc RE engine surrounded by various components my imagination told me would work. My

imagination was right for once – the whole bike worked well and I loved riding it. Unfortunately my already mature body became (like a good cheese) extra mature, and a lighter machine was called for.

After a short dalliance with the dark side (Honda CRF230), I’ve now returned to my senses and built a Crusader-framed special with a B40 engine. With two more projects gradually progressing – the petite Métisse having its Bultaco Sherpa engine rebuilt, and another B40 engine in a Honda XL125V chassis – the dormant allotment period (aka winter) will soon pass.

On the subject of road bikes, and the common threads of Eastern European and the more mature rider wanting a light-ish, compact-ish bike with enough power and electric leg, I have recently purchased what works for me – an MZ Skorpion. It may not work for everyone, and there aren’t lots about, but may be worth a look.

As well as LDTs, I do some trail riding. This has led me to discover some folk are not confident in finding their way around. So I’ve combined this with the desire to raise funds for Cancer Research and started BUG Rides. Folk can follow me on trails or tiny lanes if they donate to Cancer Research.

Details are on Facebook: facebook.com/ groups/730728024003931. Or I can be contacted at 07989 446131.

Graham Lampkin, member 2894

BRAKE EXPECTATIONS I’ve just read John Robinson’s letter regarding the Bullet’s brake problem in which he says ‘and the disc rotation can’t push the pads back into the caliper.’

There is a common misconception about how disc brakes work. When the brake is applied, the amount of brake fluid moved by the master cylinder is quite small and, because the caliper pistons are so much larger than the bore of the master cylinder, the movement of the pads is minimal. The pistons are sealed with O-rings. When the pistons move, the seal does not; it distorts and when the brake lever is released this distortion is what pulls the pistons back.

As the pads wear, eventually the limit of distortion is reached and the seal moves

20 I JANUARY 2020

into a new position and the sequence starts again.

There is a problem with brake fluid in that it absorbs water. If the bike stands idle for some time the brake fluid can evaporate from the exposed part of the operating rod of the master cylinder, and the moisture that is left produces rust. In this condition, the first time the brake is applied, the rod becomes jammed in the master cylinder and the brake stays on and the brake lever will be loose.

The remedy is to just work the brake a couple of times whenever you’re in the workshop. If the master cylinder does get stuck a squirt of WD40 will probably do the trick.

Roy Cross, member

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JANUARY 2020 | 21

RIOTOUS RIDES

What fun to see not just one but two accounts of horror-filled spins back in the care-free 1970s in recent issues of RC. I really could empathise with Stu Thomson’s trip on scooters over the Alps to Grindelwald, and Paul Phillips’ recollections of riding an ailing Norton to Ireland in arctic temperatures. It’s what is so jolly about RC, especially when compared with other gleaming leather and superbike mags.

In 1973, my then girlfriend and I set off to Italy on a blue Ural M66 with sidecar. My brother was close behind with his girlfriend on a Velo 500. Although he had many, many problems with the Velo, he arrived in Tuscany where our mother lived a full six days before we limped into town.

The Ural hated the rain-swept and endless country roads of northern France. It hated the

FAST FOWL Could I thank you for the article on the 4-cylinder Bantam. I live near Northampton and over the last few years I’ve seen this bike parked at lots of local events – I’ve even heard it disappearing up the road at a brisk rate of knots! The sound is awesome. But – and here’s the rub – I’ve never been able to find out more or chat to the bikes builder.

Frustrating?

Highly.

A quick flick through the December magazine and there it was. I couldn’t believe it. Hopefully it’s the answer to all

22 I JANUARY 2020

A Alpine tunnels through which it crawled at 35mph w with juggernauts on its tail.

My girlfriend hated sitting in four inches of water in a sidecar which had no roof. My girlfriend’s mother hated me because she had loaned us a brown suitcase to augment my Craven panniers and it was reduced to pulp after the trip.

On arrival, our mother (aka the walking chequebook) had the Ural fettled by Bertini’s Ducati dealership. It then took three of us to the seaside town of Via Reggio. On the way back, there was a frightful bang and the combo ground to a halt on one of those endless motorway viaducts on the Autostrada del Sole.

‘I think we passed a phone box in that lay-by about a mile back,’ I said to Ma. ‘As you speak Italian, perhaps you’d better go back and ring for the Italian AA.’ She trudged off and returned 40 minutes later. The phone box had merely been a waste bin. After dusk an Italian RAC equivalent rescued us and towed the combo back at about 75mph. I wrestled with the flapping handlebars, choking in diesel fumes, while my women

my questions and RC hasn’t disappointed – excellent as usual.

Anyway, after reading it several times, I have to say that I’ve the greatest respect for the gent whose imagination and engineering prowess have spawned such y p a motorcycle.

I was impressed when I first

perched in comfort in the driver’s cab.

After the long five week summer holidays, it was time to return to the UK. The Ural was having problems getting above 30mph with its heavy sidecar, so I decided to remove it and return with the frame only. What seemed OK in the side roads of Tuscany was less so over the Alps. My girlfriend stood on the bare chassis to keep the wheel down on the Alpine hairpins. When we arrived in the UK, the Ural was borrowed by my brother and stolen within a week. Before it went he discovered that the lack of a rubber gasket between carbs and cylinder heads was causing fuel to evaporate and ruin its ‘performance’ – not a problem in Siberia, of course.

I bought a Reliant Robin to my girlfriend’s delight and we married two years later. What a woman!

Simon Potter, member 4608 Brilliant stuff. How we all long for those faroff days of endless breakdowns, mechanical disasters and… Hang on! What am I saying?

Frank W

saw it in the metal, but doubly so now after reading your article. Tell you, you’ve made an old biker very happy.

Keep up the good work with the magazine. I look forward to it dropping through my letterbox every month, especially as it’s the only classic magazine I now buy.

Season’s greetings to you all, and happy riding in 2020.

Alan Sawford, member It truly is an amazing machine. Just think, if BSA had built Bantams like that one, the world would have been a different place! Frank W

e: Real Classic.coo.uk

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INTERCEPTOR INFO

Great article by Frank Melling on the Interceptor in RC188. Nice to hear the opinions of someone who was actually there. I’ve loved these bikes since I first laid eyes on them, but for many years they were out of reach of my pocket. I contented myself with other Enfield twins, from an early Meteor through to a late Super Meteor and Constellation. In the absence of an Inter in my stable I read everything I could and learned a few things...

It is often said the Enfield twins are ‘doubled up Bullets’ but this is untrue. The bore and stroke might be the same but that’s all – they don’t share any common components although pistons can be swapped, useful for raising the comp ratio on 350 Bullets usually! The idea of

commonality of components must have been tempting for a small factory like RE, but they boldly decided to design a completely new engine.

Some ideas were really quite bold. Early 500 Twins, from which all later RE twins developed, featured all internal oilways for instance, a feature which didn’t last long at all. Introduction of the Interceptors for the American market (the name as well as the concept seems to have been the creation of US dealers) saw a whole new attitude to styling and equipment. Early UK models got the double-sided front brake from the Connie but US models always had the singleside 7” front brake, and on the 1968 model 1A the ‘cooling discs’, rubber gaiters and top

yoke came from the 250 Continental GT and Turbo Twin.

There are basically three phases of Inter production; Mk1, 1A and 2 with cosmetics and production details becoming more US oriented as time went on. By the time the S2 was produced in 1969 you had to know someone with influence at the factory if you were a UK buyer! Luckily this means that you can mix and match nearly all the parts to fit any post-1956 Enfield twin and, thanks to Hitchcocks and Burton Bike Bits, parts supply is good.

I have an example of each of these models and they are surprisingly different.

Not the engine so much as the cycle: my 1965 rides like a meaty Brit tourer but looks a bit staid, the 1968 1A is a hooligan machine and looks drop-dead street scrambler gorgeous… whereas the 1970 S2 is really a big tourer. But I’m lucky enough to choose! These bikes are rare, total Inter production from 1962 to 70 was only just over 4000 machines, so if you want one you’ll have to be serious.

Fortunately there is a great support network and a knowledgeable online community at groups.io/g/REInterceptor.

You don’t need to own one to join in – although this isn’t for modern Inters: fine bikes but they have their own groups!

Mark Mumford, member 1513 Thanks for that, Mark. I’ve been fortunate enough to ride a couple of Series 2 Interceptors, and even tried to buy a basket case at a jumble a couple of years ago. Great machines, too. One of my first ‘real’ old bike stories was for Classic Bike magazine and pitted a Series 2 against a Matchless G15 Mk2.

A great day hammering around the Derby Dales. Frank W

NO MOT NEEDED Reading Frank’s story about registering the BSA, I thought you’d want to know that the trip to the MoT station was superfluous. As bikes over 40 years old are MoT exempt, you can use form V112 instead. All you need to do for any vehicle over 40 years old is to put R in the category box and sign it.

This worked for me with a 1912 Rudge first registered in Ireland. I have also used the V112 to tax a vehicle at a post office, so

24 I JANUARY 2020

no need to bother with MoTs for anything over 40 years old ever again. Hopefully this will make it easier next time.

Brian Petheram, member 2167 Thanks for that, Brian. I didn’t know! However, there was also a secret motive. It was possible to run the largely function-free front brake on the rolling road at Ace Mosickles, and after a few minutes to device actually began to have a slowing effect! Frank W

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LETTERS

ORIGINAL NUMBER

RECOMMENDED READS I have just read my second book in about ten years. I don’t do novels, but factual books interest me, especially those with motorcycling content. ‘Stealing Speed’ is the story of the development of the two-stroke racing engine, and as somebody who likes to play with tuning Bantams it appealed to me. A fascinating tale of Ernst Degner’s defection from East Germany, to pioneer Suzuki’s race to win their first GP and world title, then subsequently dominate motorcycle racing.

It also highlights life during the regime in East Germany under the repression of the Stasi secret police, where Degner studied under Walter Kaaden at the MZ race workshops. A great insight to racing

3TA TRANSFORMATION Issue 185 had an article on the Triumph 350 3TA and the article asked for a witty caption involving a Triumph 350 and a boat... Well, this is more of a story than a caption, but may be of interest. The boat connection is that back in those halcyon days of the 1960s, the Triumph 350 had to arrive in NZ by this mode of transportation, and quite a few of them rocked up on the Shaky Isles Shores.

As time passed and classic bike racing

MORE SPARKY STUFF I’m writing to say how much I enjoyed the wiring knowledge and tips shared by Stuart Francis. The article was a wake-up call for me from the opening sentence and in particular the section on the benefit of not soldering connections. I have been faffing about soldering connections for 45 years with varying results, finger burns and assorted splatter, and to learn that often it was better not to solder was enlightening and welcome news.

The article also prompted me to review my wire stripping and connection crimping arrangements, very much in the DIY naughty corner, so it was an excellent excuse to research and treat myself to some new tools – brilliant! I found myself a lovely boxed pair of professional strippers and crimpers as recommended, and with the fancy new ratchet crimpers with their five sets of interchangeable jaws I now have in total eighteen different sizes and shapes of blood blister I can inflict on digit flesh if I’m not careful (at least no more soldering burns).

But best of all has been the lovely

The time has come to part with my BSA A10 due to bits falling off me; the bike is in better condition than me. Question is: do I sell the registration number off the bike as I have had an offer on it? Or will this devalue the bike significantly? What do readers think?

David Malins

during the early Sixties. Even the epilogue is interesting with many references to and by racers of the period.

Brian Pollitt, member 3579

You might try advertising the bike for sale with its original number and quote the valuation for the registration; see whether anyone is prepared to pay a premium to keep them together. You never know, an earlier owner might be out there searching for this actual machine, and a Small g do the trick… Rowena Ad might

became popular, these Triumph 350 3TA motorcycles were morphed into classic racers. There were obviously enough of the originals still around to make this all worthwhile and to provide the necessary parts and spares to do the job. These 3TA classic racers soon got themselves a name and reputation as noisy and snarly little beasts known as the ‘Red Devils’, and they are still going strong to this day at classic bike meetings around the country.

Rod Hale

conversations the article has prompted with DIY and professional mechanic friends over coffee and cake – not least my dear old dad who so patiently taught a more enthusiasm than talent teenager how to solder bullet connectors 45 years ago. A fertile seed potato of an article from which many good things have grown. Thank you.

Steve Holbrow, member 4194 Thanks to everyone for the kind comments on my article and issues that have been raised.

I fully agree with Al Osborn’s comments last month on using the correct colour codes, but it

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can be difficult to source short lengths of some coloured cables, particularly in the far reaches of the empire. I wonder if other nations have similar standards?

The switch cleaning issue is a bit more contentious. I spent many hours in the 1970s cleaning relay contacts and contactors (we used the highly poisonous carbon tetrachloride) and for such static contacts in benign environments a contact cleaner is definitely the way to go. However most motorcycle switches have wiping or moving contacts which need some lubrication, particularly in the harsh environment that most live in. Contact cleaner leaves the contact surface bone dry, and this can lead to premature wear and sticky operation. All the motorcycle switches I have taken apart have had some kind of lubricant (mostly silicone).

The main reason WD40 is so successful on HT system is its ability to displace moisture, not its insulation properties. I have used WD40 in many environments, from submarines to machine tools, and never come across any serious issues.

Fibreglass pencils are very good but their size can make them a be a bit cumbersome in tight areas Stuart Francis

JANUARY 2020 I 25

CLASSIC RACING

1938, and an MSS Velo is wo rki

ng for a living

Photos by Paul Miles, national Motorcycle Museum

s short-loved e opening shot is an as-new machine; as you can see,, Paul’ The bike i test victim w very close to standard

28 I JANUARY 2020

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TRIUMPH T160 TRIDENT

The electric-start Triump ph triple should have been the British industry’s superbike for the Seventies. But Paul Miles reckons it’s far too flawed to claim tha at title

W

he en they were new, the weirdlo ooking BSA and Triumph triples sold diisappointingly – despite US buyers eing offered a ‘beauty kit’ to make them look better. SA/Triumph resisted the obvious ploy of m ing t eir Trident look a bit like their bestse g il e right up to 1974, when the final the ohv triple was released, the 0 Trident. Boasting five speeds, disc otth ends and, crucially, a long-overdue e ec rter, the Trident looked at last to be a or the Japanese competition, not to he fast-emerging challenge from Euro opean manufacturers. ing in at a portly 525lb, it was rl alf a hundredweight heavier than ous T150 – those discs and electric co ome at a price – but the redesign a om mplete triumph (sorry). With the d motor canted forwards in a similar t e long since discontinued BSA Rocket ith rounded lines on the tank and seat, torry Trident finally emerged as the l s an it should have been from the start. al y is the quintessential British classic , erious attention having been given to i and tail. Get up close and personal with a Comm ndo, for example and a lot of the parts o b ltted on anywhere. The T160 feels like e d sig , even down to the annular discharge cer at are up pswept just enough to perfectly

JANUARY 2020 I 29

If looks could thrill. ‘The last factory Trident finally emerged as the beautiful swan it should have been from the start…’

Many are those who are smitten by the threepot engine’s character and charm. Ace Tester Miles is not among that number, plainly

Given that NVT was a plainly doomed, almost penniless concern by the time the final versions of both Triumph Trident and Norton Commando were developed, it’s a credit to all concerned that the bikes are as good as they are

30 I JANUARY 2020

showcase the jauntily-angled motor. Why, they even split the downpipe on the centre pot into two, giving the impression that the engine might be four cylinders. That trick did Suzuki no harm with their two-stroke triples range, either, albeit they used four silencers.

Petrol on, tickle all three carburettors, the centre being reached using a remote lever (unlike the BSA triple which needed an ET-like digit to operate) and… press the button. The T160 started, easily. Crikey. Pushing it off the centrestand, the rubber mounted handlebars yawing in that slightly disconcerting Triumph way, it felt quite heavy, CB750 heavy in fact.

Equally heavy, the clutch action. I’ve never really ‘got’ the point of a Trident clutch. At a nominal claimed 58bhp the triple boasts a mere six horses more than the T140 twin, a machine blessed with a near-perfect clutch action. So why then this wretched diaphragm thing? Adjustment is counter-intuitive and I’ve never yet felt fully confident about having done a good job of setting them up. In fairness it never slipped on this machine, but finding neutral at a standstill was sometimes an issue. It was all a bit 1960s compared to the thoroughly modern contemporary Japanese offerings. m Roaring through the five available ratios was fun and the weight, carried low, disappeared once on the move. The Triumph triple remains a fine-handling motorcycle.

Not so much the brakes, however. Disc brakes front and rear were still a novelty at this time and the solid cast rotors and Lockheed calipers require a mighty heave or stamp to effect any useful retardation. I know why they fitted twin discs. It was the fashionable thing to do and the efforts from the competition (excepting the Italians) were hardly worth writing home about, but surely a double disc at the front and rear drum setup would have

Inspired advertising. Compared to the 1917 Model H, the T160 was a great improvement. PUB might disagree of course

been better on such a heavy motorcycle.

The triple engine itself made a tremendous mechanical roar when revved, imbuing the rider with a great sense of speed and power. But with only 6bhp advantage over a contemporary T140 to offset the 130lb weight deficit, the simpler and (much) nimbler twin would likely lead it a merry dance out on the road. People often talk about the spine-tingling exhaust wail of a Trident, and in fact this aspect of the bike appears to be one of the principle drivers behind any intention to purchase. This T160, fitted with a completely original exhaust system, was designed to cope with increasingly stringent noise regulations, especially in the crucial US market and was as quiet as a modern motorcycle, despite its plethora of pipes and joints.

Aural efficiency was achieved at the cost of mechanical access, however. In order to get to the sump plate and clean the strainer it was necessary to remove the entire system, a truly tedious job. LP Williams make a replacement exhaust that mirrors the stock setup, yet allows full access to the underside of the motor, something any current owner would have to consider worthwhile. As is the aftermarket Boyer electronic ignition, obviating the necessity to set up three sets of points; I doubt there are many triples still running the original ignition set-ups.

Despite the T160’s fine handling and relatively modern accoutrements like electric start and disc brakes, items expected by then from the Japanese but still perceived as novelties when it came to Triumph, I failed to really warm to the last-of-the-line triple.

Perhaps unfairly, I never really expected the

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TRIUMPH T160 TRIDENT

Inside the engine

Part of the thinking behind the Triumph triples was that the machine should remain slim like the twin

The annular discharge end of an annular discharge silencer. Not for nothing were they usually referred to as black caps (or even bean cans – the shame!)

Clear pattern clocks and a new for the T160 idiot light binnacle.

The latter appeared on the later twins, too

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JANUARY 2020 I 31

It’s true: there really are five speeds within

Although it escaped Ace Tester Miles’ scathing wit, the seat is not comfortable after 100 miles or so. It is however a great place to artfully pose those essential gloves

starter to work reliably and pushed the button with some trepidation every time. Likewise the carburettors: having to flood three separate float bowls seemed as archaic as it was tedious, given this was competing against single lever choke set-ups on other machines.

All the excitement of the mechanical thrashing gave a wonderful impression of speed, but like an early Range Rover all that noise and urgency translated into only relatively moderate performance out on the street where it counts, despite the prodigious amounts of petrol it consumed in the process.

The Trident used fuel at such an alarming rate that I spent some time checking for leaks in the tank. Riding at a ‘making progress’ speed, but nowhere near wringing the throttle flatout, the T160 returned under 30mpg – about half the fuel economy of the equivalent T140 or Commando. Back in the day if I’d been spending my hard-earned student grant on that much petrol I’d have wanted Kawasaki H2 or Z1 levels of performance, not a triple that’s only a bit quicker than the twin Triumph had been building since before the war.

In essence, that’s my beef with the T160.

All that extra money, weight and complexity didn’t really translate into a motorcycle that moved the riding experience sufficiently forwards. When Hele and Hopwood first presented the idea of a triple to senior management a decade previously, they’d

32 I JANUARY 2020

The Lucas starter motor. Remarkably, they usually work

envisaged it quickly growing in size to first 850-900cc, then possibly to a four-cylinder litre-plus monster within a few years. Instead we ended up with an engine no larger or more powerful than the original 1960s concept, but with significant additional mass to lug around.

For sure, if the rider ignores any mechanical sympathies and thrashes the motor hard, then rapid progress is possible, albeit at the obvious price of hugely reduced reliability and a fast-emptying tank. But to make the Trident the motorcycle it should have been requires a considerable financial and ergonomic sacrifice. Fit a big bore kit and free-flowing exhaust, embark on a comprehensive weight loss program and get rid of rider comforts like the heavy starter motor, indicators and air boxes… and you might end up with something really exciting to ride.

Or leave it alone and simply ride and maintain the bike in stock trim. You’ll be rewarded with a reasonably smooth, reasonably lively, reasonably comfortable motorcycle that looks fantastic but doesn’t really excel in any one area while exacting a heavy toll on your finances.

For me, that’s not enough. It’s too high a price to pay (literally) for a mediocre ride. The Trident remains one of the most frustrating motorcycles I’ve ever ridden and it really could and should have been so very much better in this, the final incarnation.

The stock single disc is not entirely the greatest anchor in the ocean, so many riders fit a second.

Which looks nicer, also

Export bars and a UK tank.

Perfect for that country lane…

JANUARY 2020 | 33

34 I JANUARY 2020

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MATCHLESS G80

Itshould’vebeenastraightforwardfix,restoringilluminationtothislate-1950sAMCsingle.

Butno,StuartUrquhartwasn’tsofortunatewhenhetriedtoreviveafriend’s500…

Photos by Stuart Urquhart

T

his inoffensive Matchless bitsa has been the cause of much soulsearching and heartache. It belongs to Jimmy, owner of Ye Olde Hotel in Leuchars, a famed establishment which hosts the Scottish Classic Motorcycle Club’s monthly meetings and classic motorcycle gatherings.

When Jimmy isn’t pulling pints for thirsty bikers, he can usually be found bouncing around the East Neuk coast on this recently acquired G80.

Only a year ago this 1958 G80 belonged to our mutual friend Iain, who sadly lost his life to a sudden illness. It was his family’s wish that Iain’s much-loved classics would find new homes with club members.

Coincidentally, Jimmy was searching for a British single and naturally jumped at the opportunity to home Iain’s handsome AMC machine.

Several years earlier, beer-infused chat at Ye Olde Hotel had resulted in the birth of our gang’s ‘classic singles tour’, a midsummer weekend organised

by Iain. It was unanimously decreed that this annual extravaganza would in future be dedicated to Iain’s memory. But just days before our departure, Iain’s old single played up one evening, leaving poor Jimmy stranded without power or lights.

Following the G80’s rescue Jimmy dumped the single with me, and the lads gently pressured me

into sorting the electrical fault prior to our singles excursion to Scotland’s west coast. Given his G80 had no power or lights Jimmy, to his credit, had already fitted another battery. But this too had expired with use, and Jimmy was now fretting about the coming trip. Jimmy had other classics he could bring along, everyone wanted Iain’s old bike on the ride, given its emotional importance.

This, then, is a tale of electrical woes and how (not) to sort them. I hope you’ll enjoy this True Detective story. Who knows, my ineptitude as an electrical sleuth might save valuable time in tracing and rectifying bewildering electrical faults on your own P&J…

THE FIRST ATTEMPT

As I pondered Jimmy’s Matchless I knew my first task would be to find the cause of missing sparks.

This would be impossible without a healthy battery with which to fire it up. Unfortunately Jimmy’s ‘new’ battery only measured a paltry 9.4V, certainly not enough to fire up a 12V coil ignition system – never mind my friend’s enthusiasm.

Exploring deeper, I was appalled to come across white silicone sealant smeared across the coil’s cap and HT lead. This infestation certainly didn’t bode well for the integrity of the ignition circuit.

Just as alarming was a giant mushroom of sealant that appeared to be ingesting the back of the long-expired ammeter. My rigorous efforts to remove the elastic gunge proved utterly fruitless, so I gave up for the short term.

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JANUARY 2020 I 35

Built from parts sourced from several places, the G80 is as handsome a machine as they usually are

Moving to the wiring that linked the battery, rectifier and alternator, I soon uncovered several grubby and poor connections. A severely-corroded terminal on the blue/yellow feed wire from the alternator fell apart in my hands – a certain candidate for leaking sparks.

Fuel leakage appeared to be another problem, evidenced by a damp and cracked fuel hose and flaky paintwork immediately below the carb. A leaky fuel tap was also found and sorted by fitting a new fibre washer.

Once I’d dealt with the obvious fuel and electrical faults, I refitted the recharged battery so I could start up Jimmy’s Matchless and test for an incoming charge. The carb’s throttle stop screw was set to a fast tickover, but as soon as the G80 was fired up it began to dance backwards on its centrestand. I enjoyed a giggle at the G80’s antics, but found it impossible to take any meter readings – even a strategically placed hobnail boot failed to halt the G80’s rearwards shuffle. Placing the rear wheel against the garage wall was the only way to restore calm. With the Matchless thus restrained, I was elated to observe a healthy 13.5V charge flashing up on my multimeter. One problem solved, it was now time for a test run.

THE FIRST TEST RIDE

Much as expected, this late 1950s G80 starts first kick. Flooding is essential when cold, as

36 I JANUARY 2020

The big bulge in the primary chaincase reveals that the bike has an alternator po wering its electrics, and the nice new Concentric car b should be trouble-free

Although the later engine, with its coil ignition hence no magneto drive, is less handsome than earlier versions, they’re still good lookers, work well and are easy to work on. Mostly…

me point the choke had been removed at some in the past. Once running, the engine quickly settles into a reliable tickover. The clutch action is wonderfully light, but selecting first brings a chorus of complaints from the AMC box and I suspect the clutch might benefit from some fettling. Another job: sigh. Higher gear selections up and down the box proved to be a much quieter affair and there was no evidence of drag or slip from the transmission at any point during my road test.

The new Premier concentric carb proved faultless, resulting in a smooth engine, and chop tests showed excellent plug colour. The

too and an not once during ur exhaust was clean too, the many start-ups did the engine misbehave or the carb spit back. I admired and appreciated the model’s one-kick starting.

Jimmy’s 1958 G80 makes the usual 23bhp at 5400rpm and bore and stroke remains the same as earlier AMC singles at 82.5 x 93mm.

The classic pushrod 497cc engine might seem ponderously slow by modern standards but 75mph is not too far a reach, if a little uncomfortable to sustain. I was pottering around Fife’s coast at a relaxed 45mph and thankful of the imposed 50mph speed limit throughout this splendid scenic coastal route.

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MATCHLESS G80

Coil horrors! Observe the bath sealant used instead of a 50p boot. And when the HT lead was removed it revealed that famous baking foil connector system. Not entirely recommended for reliable running

Riding these elevated roads is a pure joy and the uninterrupted views over St Andrews are not to be rushed.

Tipping the scales at over 400lb with a three gallon tank of fuel means this ’58 springer model is appreciably heavier than my old rigid G80 – by some 50lb or so. Weight you certainly notice when pushing the old girl around the café car park or when having to grunt her up onto the hernia-inducing centrestand. Out on the road however, she effortlessly out-handles my own post-war relic. There are no hairy moments either when the Teledraulic forks encounter potholes or the many traffic-calming speed bumps that guard Fife’s picturesque fishing villages. As any AMC enthusiast will confirm, heavyweight model comfort is a given.

For the short of stature however, seat height is quite lofty at 31 inches – one area where my own rigid scores on the roads less travelled. Impatient queues of

campervanss that clutter up Fife’s summe ertime roads can test both brakess and resolve of the classic rider – especiallly on th he steep descents th hat lead to Crail and its picturesque little harbour.

But throughout the day, both anchors on Jim’s G80 provided confident braking, so no complaints there.

Uncharacteristically, as I ripped home over some fast sections of road, I noticed that the engine took a sudden gasp, but immediately thundered on without repeating what appeared to be an isolated misfire. As expected, the silicone-infested ammeter had failed to record any charge throughout the 50-plus mile trip, but back home the G80’s lights still shone brightly, and a quick battery reading confirmed a healthy 12.7V. Still buzzing from the ride, I texted Jimmy that all was well and he could pop over and collect his Matchless.

Jimmy took off on his Matchless for a final

A rare glimpse of the advance/retard mechanism, quaintly operated by a pair of small springs, springs which can weaken or even break over time, giving rise to mysteriously bad running.

These look OK, however

A peek inside the points cover revealed that one of the leads had broken. This rarely assists in perfect running, we find

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peace-of-mind sortie before our departure to the west coast. I was astound ded d wh hen Jimmy texted that he had once again broken down.

Although Jimmy had managed to restart the G80, his confidence was blown and the G80 would be sidelined to await another de-bugging session after our return from the west. Needless to say I was gutted with this setback.

THE SECOND SESSION

One autumnal Saturday Jimmy dropped off his disgraced single. Our first exercise was to repeat all my earlier work, before a more thorough inspection. So we removed and retested all wires and connections that related to the charging and ignition circuits.

Unhappy with the G80’s silicone-infested electrics, we made a list of possible suspect consumables to test and replace, including the spark plug, HT lead, suppressor cap, contact breaker and condenser.

While inspecting the coil we immediately stumbled on a loose spade-connector that I had somehow missed earlier. White silicone around the coil’s high tension cable was a concern and I suggested we should order a new HT cable and coil. We then checked the points and condenser and agreed that both items looked new and could be retained, subject to Jim checking his bundle of G80 receipts. We meticulously checked the contact breaker, then removed and cleaned all its electrical connectors. Satisfied that all looked well, we replaced the points cover.

Another concern was the slow and lethargic filling of the carb’s float bowl whenever I depressed the tickler. We removed the petrol tank to assess the condition of the fuel tap,

JANUARY 2020 I 37

Bath sealant must have been on special offer.

Observe the lead entering the points cover and shudder At last – a new coil, complete with the correct boot to seal the HT lead

filter and carburettor. The fuel tap functioned well when tested in situ and once removed its copper gauze fuel filter also proved to be clean, if slightly crushed. However a wheeze through the open tap confirmed there was no restriction to fuel flow.

Turning our attention to the carb, we checked for water ingress, dirt particles or any loose cork fragments that could cause an erratic misfire. Rather than remove the carb, I dropped the float bowl and removed the protruding jet holder. After removing both the pilot and main jets, Jimmy gave them a thorough inspection and pronounced them fit for service, and he followed up similarly with the float bowl and its drain plug. The float and fuel valve also proved to be working perfectly.

We then removed and inspected both the outer (pilot) air screw and the throttle adjusting screw, including both O-rings – all fin ne. Even the throttle valve and needle e were fi

passed fit for duty. As a final belt and braces exercise we removed the tappet cover to check that both tappets were set correctly.

Only the exhaust tappet required adjustment when its pushrod proved to be a ‘sticky spin’.

Hoping that the earlier discovery of a loose coil connector might prove to be the sole cause of Jimmy’s most recent breakdown, we opted for another test run along the Tay. Jimmy suggested I should ride the G80 and he would follow me in his van – just in case.

As we prepared to depart, two more friends turned up on their classics, curious to see how we were progressing. Now we were a merry gang of four and we started engines, crossed our fingers, and headed into the unknown!

TEST RIDE REDUX

Of course the G80 fired up first kick. I could see my fellow chaperones were impressed he smoke-ffree exhaust and steady with th I lt confident, especially with

Jimmy following in his van. We thundered onto the Tay’s quiet shore-hugging road in perfect formation, with me sandwiched between Dave’s B33 and Ian’s T100.

The G80 was running very sweetly, and we had some twenty-plus miles to cover before a stop and refreshments at the Crees Inn. Just past the half-way point my blissful ride was interrupted by a sudden engine hiccough – as if everything had switched off for an instant – then it continued as before. With no evidence of carb spitting or backfiring, the incident seemed like a sudden power cut.

The hiccough happened on two more occasions and, suspecting fuel starvation as the culprit, I attempted to flood the carb on the move. My chaperones looked bewildered at my antics. Jimmy and his van had fallen well behind by the time we

p lainly not entirely well with the fuel tap

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JANUARY 2020 | 39

parked up at the Inn. I checked over the ticking G80 and immediately noticed that the petrol tap was dripping fuel – the push/pull plunger was also sitting at a very peculiar angle and I imagined plunger and cork must have parted company.

My instinctive attempt to close the tap only intensified the dripping. Then Ian and Dave shuffled up beside me with puzzled expressions.

‘Could this be the cause of the misfire?’ queried Dave. We all squinted suspiciously at the forming puddle beneath the G80, discussing various scenarios when Jimmy turned into the carpark. As we loaded the weeping G80 into Jimmy’s van I felt quietly confident that we had stumbled on the fault.

THIRD TIME UNLUCKY

Next day it was back to basics as we cleared the carb, fuel lines and filters of cork debris.

Dismantling the tap did indeed reveal that the cork had broken up – the cork’s brass retaining bolt had somehow unwound itself from the

40 I JANUARY 2020

Accentuate the positive, as the song suggests.

Both the forks and the gearbox work fine, and only rarely contribute to engine misfires

Following later tests I was satisfied that the

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MATCHLESS G80 the battery was OK. Next job was to remove the old silicone-smothered ammeter from the headlamp shell using a dental pick. A new ammeter would see Jimmy relaxed in the knowledge that his G80 was recharging when he was out roaming in the gloaming. With a new sparkplug fitted, all was built back up in readiness for another test ride.

But… didn’t she refuse to start!

A plug test produced no sparks. Jimmy suggested the new plug could be a dud, so we swapped back to the old plug more in blind faith than in confidence – and she sparked! Not for the first time did we shake our heads in disbelief. I muttered to Jim that

Maybe the carb’s to blame?

his bike was possessed.

I tickled the carb (now flooding), and she fired up on the first kick. Normal service resumed. For the first time the ammeter registered a good, positive charge as Jim warmed up the G80. We seemed to be making progress and I took the opportunity to reset the air mixture and slow running. I then left a beaming Jimmy with his Matchless ticking over beautifully to await news of his next test run.

Later that evening, Jimmy pinged me a text to say that his Matchless was still misfiring. Gutted for the umpteenth time, I cursed my rotten luck.

Jimmy was off on a family jolly, so I decided to concentrate on researching the G80’s history.

Jimmy passed me a bundle of old invoices that recorded extensive restoration work carried out by a previous owner – Alan from Ayrshire.

When all else fails, check the batttery. Then fi fitt a new one…

Luckily, several invoices carried his contact details and I risked ringing Alan up to see if he would oblige me with some history...

Alan couldn’t have been more friendly and, as the receipts suggested, the G80 was his creation, raised from boxes of disassociated parts. Alan sourced missing parts such as a frame, lower fork legs, headlamp shrouds, chainguard and a horde of smaller items from AMC Classic Spares. The pattern exhaust was supplied by Armours of Bournemouth.

Other chrome parts such as the kickstart and control levers were plated by Prestige in Yorkshire. The alloy mudguards were more a choice of taste, as was the pattern dualseat, both bought at Stafford. The stainless rims were sourced from the AMOC and laced up to the AMC full width hubs by a skilled friend.

Parts not powder coated were skilfully

never much use …

Cracked fuel pipes are not help but replacing them did

TESTING ELECTRICS Electrical problems usually start with the battery. Each component in the charging circuit should be checked in turn with an appropriate multi-meter, starting with the battery.

BATTERY: Before looking elsewhere for electrical or ignition faults, the first rule is to establish the battery is fit and healthy. A 12V system such as on Jimmy’s converted G80 should give a battery reading of 12.5V or higher (6.4V minimum on a six Volt system).

RECTIFIER: Is the regulator/rectifier sending a charge to the battery? To check the charging system is functioning correctly on a 12V set-up, a reading of around 14.0V - 14.4V should be recorded across the battery with the bike running at a fast idle (7.0V - 7.2V for a 6V system). Less than 13V suggests there is a problem, more than 16V could point to rectifier failure.

ALTERNATOR: An alternator generates alternating current, which is converted into direct current (or charge) by the rectifier, before being stored in the battery.

To test the alternator’s condition, disconnect the alternator wires from the bike’s wiring. Find a working headlamp bulb and attach it to a pair of wires so that you can connect it to one pair of alternator wires in turn. With the engine running at a modest tickover the bulb should light up enough to see that revving the engine might blow it! Now connect the bulb to another pair of wires and a similar

result should be observed. Don’t worry about which wires to use – just make sure that all the wires are tested, and give output by lighting the bulb. If the bulb does not light up, or is very dim, then you might have a problem with the rotor magnets.

Finally, connect one end of the lamp to the engine (earth) and the other end to any one wire, there should not be any bulb lighting.

This would indicate a good stator.

On a three-lead RM20 type alternator, take on the bike reading tests by joining both the green/yellow and green/black output wires to one probe and the white/green to the other probe of your voltmeter (use the rectifier as a guide – your voltmeter simply replaces it to read the alternator output). A healthy alternating voltage should vary between 13-19V as you rev the engine. Similarly, take a reading between the white/green and green/yellow wires on a two-wire output, R21 type alternator.

RECTIFIER DIODE: If the alternator checks out OK then the fault is probably with the rectifier. The diode in the rectifier should conduct from positive to negative, but not in the other direction. It can be checked by measuring resistance between the alternator connections to +ve and -ve alternately. They should read a low resistance in one direction but a very high resistance in the other direction.

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JANUARY 2020 I 41

brush painted in black synthetic enamel by Alan – these included the petrol tank which withstands close scrutiny. According to Alan, engine work amounted to renewing gaskets and seals, with only the timing side bush requiring replacement. New chrome pushrod tunnels were added later.

Alan built the bike for ‘joy rides and AMOC meetings’ and said he used it for five years without any problems before selling it on in 2014. Iain added the concentric carb several years later.

The G80 is in lovely condition, with no hints of rust or misuse, and she’s still a shining example of Alan’s restoration skills. I know Iain enjoyed the bike when he was an active club member and was a fan of its clean lines and late 50s styling. It’s certainly no show bike and was built for use on today’s roads.

If I could just trace the mystifying misfire we could get the G80 back to doing what it was designed for – raising miles of smiles.

THE FOURTH FETTLING

Jimmy dropped off his G80 for another session. He’d removed the battery earlier but now it only measured 11.6V, and once again we connected it up to a charger. I pulled out the silicone-infested HT cable from the shabby ‘Delco-Remy’ coil. Not only was a large blob of sealant removed from the coil, but out popped a screwed-up wad of aluminium

42 I JANUARY 2020

cooking foil that had been stuffed inside. I was dumbstruck and kicked myself for having failed to renew the coil much earlier.

A new Lucas coil was wired up to a new HT cable, suppressor cap and plug. When the recharged battery was connected and the plug tested against the cylinder head, I was chuffed when fat blue spark jumped across the plug’s electrodes. This was new ground and I headed out for what would hopefully be my final test run and an excuse for a celebratory pint.

But it wasn’t to be. After less than a mile I was forced into a U-turn when the engine began misfiring like never before. The bike banged and hiccoughed all the way home and I retired in a pretty foul mood. It was mind-bogglingly frustrating that every time we added a new component to Jimmy’s G80, it would just get sicker.

Next day the engine proved difficult to start, then began spitting and backfiring viciously through the carb once running. I was really beginning to doubt myself. Thinking back through the previous sessions, the one constant that I had overlooked was the (new) battery that Jimmy had supplied. I kept having to charge the battery if the bike had been unused for a few days, even though the ammeter was registering a healthy charge during any test runs. I wondered if the battery was faulty and unable to hold a charge. There was nothing for it but to whip out the battery for a bench test...

I charged the battery overnight to 13V. With the battery reinstated the next morning I switched on the ignition on and watched my test meter in astonishment as the charge rate slowly dropped, Volt by Volt, over several minutes, until it settled at a lowly 9.4V. Indeed I had missed the obvious! Every seasoned biker knows that a healthy battery is absolutely critical on a coil ignition system. I can’t remember if I felt deflated or elated.

THE REAL ALE RUN

An exciting day dawned as I fitted a brand new, fully-charged, Yuasa battery to the Matchless. I knew from the moment I fired up Jimmy’s G80 that this test run was going to go well. First kick starting was restored, the engine sounded crisper and revved freely without backfiring or spitting through the carb. As I crunched into first gear and rumbled out onto the familiar road that skirts and bobs along the Tay estuary, I felt in high spirits.

On all the previous attempts, the G80 had failed to complete our 20-mile test circuit under its own steam. Thankfully today’s run proved a very different scenario. Some fifty miles later, as I prepared to taste a well-earned celebratory pint back at Ye Olde Hotel, Jimmy instead thrust a bottle of 12 year-old malt into my grateful arms. Now that’s an unexpected bonus I certainly did appreciate. Slange!

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JANUARY 2020 | 43

44 I JANUARY 2020

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ENFIELD BULLET

A FIFTY YEAR

Could you build a bike that’s better than new? Karl Moxon bought one of the last carb-equipped Enfield 500 singles and set about making his dreams come true…

I

Photos by Karl Moxon

n the mid-1960s, I was a sixthformer at school but more of my time was devoted to poring over the fine detail of Motorcycle Mechanics than studying my set books. My weekly income, ten shillings earned as a Saturday morning errand boy for the Co-op, stretched only to running an aged, well-worn, rigid and teles BSA B31. One magazine article made a huge and long-lasting impression on me. It concerned a man who owned, ran and maintained an immaculate Ariel Square Four. The article concluded by saying (and I remember it so well that these words are almost a direct quotation) ‘Here is a man who wants, and actually gets, a motorcycle that is significantly better than the day it left the factory.’

Wow, I thought. What a tremendous position to be in.

One day, perhaps…

Four decades and more

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went by. A wife and two daughters came along, and my career progressed.

I could afford much better motorcycles: a series of Japanese exotica, followed, as maturity increased, by a long line of BMWs. Excellent and enjoyable though all of these machines were, they were nevertheless somehow not really my bikes. For a reason which I couldn’t put into words (although was it, perhaps, a touch of envy?), it irked me that it was not down to anything that I myself had done that they would effortlessly perform every task I asked of them. That magazine article continued to haunt me. One day, perhaps…

By late 2007, the prospect of retirement became a reality. I vowed to try to make the dream come true. But what to buy? Although I had acquired a modicum of ability with a set of spanners, I was not a trained mechanic or engineer. Would a project bike be beyond my capabilities? And to buy an old British iron that had already been fully renovated would have defeated the object of the exercise.

Then I had an idea. How about an

JANUARY 2020 I 45

One Royal Enfield Bullet, exactly as it came out of the crate, in the North York Moors in 2008

Indian Royal Enfield? Though I had never before owned an Enfield and therefore felt no particular affinity to the marque, I reasoned that buying a brand new ‘old bike’ would enable me to start from a known and hopefully solid base, and build from there. Furthermore, I would be able to treat it as a rolling project: ride the bike during the decent weather, and fettle and improve it, bit by bit, during the winters.

Enter Albert, a 2007 model Classic 500ES, which I bought in the November of that year. By then, carb-fuelled Enfields were no longer being manufactured so I grabbed one while there were still a few available, although I did not register it for the road until I finally finished work in 2008.

Over the next four winters, I carried out a range of modifications and improvements. As can be seen from the summary in the sidebar, the quantity and complexity of the work undertaken gradually increased as my confidence grew.

One of the things that annoyed me once I began working on the bike in earnest was its wide and seemingly random variety of threads and hexagon head sizes, and the constant

irritation of needing to seek out the correct spanner. The quality of the bike’s fasteners also left a lot to be desired. I therefore determined, as an ancillary project to the ongoing revamp, to replace each and every external fastener with stainless steel. Wherever viable, I would also standardise on metric threads.

Simple nuts and bolts were for the most part purchased commercially. But replacing the studs proved more problematic: as these all used imperial threads (mainly 26tpi cycle), the frame lugs had been tapped out accordingly. My decision to metricate therefore meant that their replacements would have to have a different pitch of thread at either end. Clearly, these would not be over-the-counter items; I would have to make them myself.

So I bought a lathe, and with the help of a friend who had recently retired from his own engineering business, learned how to turn, face, part off, screw cut and mill. Oh, what fun this is! It has been immensely satisfying to spend a whole day in the garage producing, for example, a few double-threaded studs or a matching set

Karl’s Bullet as it is today. Before reading the story, see how many differences you can spot

46 I JANUARY 2020

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ENFIELD BULLET

Oil pressure relief valve and exterior pipework

Five-speed gearbox and stainless steel exhaust system are both entirely excellent additions to the Bullet

Electric starting – always a good idea – has been much improved by fitting a modification from Hitchcocks and Alton

of four shouldered nuts. By the summer of 2012, I thought that the project would be pretty much finished. However that was not to be...

Despite my best efforts, the Bullet had never really run properly. I suspected the carb, so on the advice of ‘knowledgeable’ friends, decided to try an Amal – initially a Mark1 concentric, and then a Monobloc. But neither improved

matters very much. And then disaster struck: the engine main bearings collapsed. Time for a complete rethink!

I had put in the high compression piston because at that time it was the only forged one available. In the meantime, however, Hitchcocks had added a standard ratio forged piston to their Bullet accessory range. So why not try putting the

bike back to more or less factory specification?

At the very least, I would be sure that I would no longer be over-stressing anything. Thus out came the engine for a full rebuild: new main bearings, for safety’s sake a new, roller-bearing big end, a second rebore (this time to plus 40) with a 6.5:1 ratio piston, and back to the stock Mikcarb fed from a traditional tea-caddy containing an

Self-made top box rack. Only the sides are metal; the base plate is two thicknesses of 4mm polypropylene sheet

Moving the air filter into the adjacent black metal box (the ‘tea caddy’) has freed up the right hand tool box for (you guessed it!) holding tools

Bullets have always been light, compact and sle ender machines. As seen here, and as they still off ffe er to riders worldwide, of course

JANUARY 2020 I 47

Pilot’s eye view. The clock casing was turned up by owner Karl on the lathe.

The mileage on the odometer is since a new speedo was fitted in 2018; the bike’s true mileage is around 21k

Lots of detail differences here, like the front guard, the screen and the indicators. All intended to improve the riding experience, as was fitting better brake linings…

S&B air filter.

Sorting the fuel/air mixture from thereon proved relatively simple. I was surprised just how little extra richness was in fact needed to compensate for both the still-modified cylinder head and the far less restricted, stainless steel exhaust system I’d also had made. The bike ran far sweeter too dro in the com ression let

48 I JANUARY 2020

an article by Paul Henshaw about Bullet valve timing. Apparently, quite some years ago the boffins in Chennai had advanced the inlet valve timing pinion by one tooth, in order to help lessen the engine’s emissions. That was fine as far as it went, but it had also adversely affected output. So, heeding Paul’s advice, I put the inion back to the Redditch s ecification – and

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on (as well as other pre-EFI Enfields) the Classic 500ES: mine had eaten five in eight years. When, therefore, the upgrade to the electric starting mechanism researched and produced jointly

by Hitchcocks and the French company Alton became available, I jumped at the chance of stopping the rot. Not a cheap exercise by any means but worth ever enn .

ENFIELD BULLET regulator / rectifier, a German-made PVL coil, Boyer Bransden electronic ignition and an iridium spark plug.

So Albert is finally finished. Has the exercise been worthwhile? In purely financial terms, almost certainly not. Even without taking any account of my own labour, the bike now stands me at about double what it initially cost, but it would not fetch anything like that on the open market. It is however insured for an agreed value of £6000, so if the worst were to happen it could (in theory at least) be replaced. In terms of overall performance and reliability, on the other hand, the answer is most certainly ‘yes’. Some of its features which I now most enjoy are the combination of the progressive fork springs, Hagon rear shocks and Avon Roadrider tyres, while the windscreen, raised handlebars and quality dualseat ensure both decent road holding, and relaxed, all-day riding comfort.

The Alton modification to the electric starting mechanism means that the bike now starts on the button, first time every time. And although I’ve covered only a few thousand miles since this system was installed, the current sprag clutch seems to be holding up well.

Due, no doubt, to the combination of its reworked cylinder head, free-flow air filter and a much less restricted silencer, the engine now breathes properly. Gone are its original strangled feelings and the associated reluctance to pull.

Upgrading to a five-speed gearbox has given rise to three distinct (though all extremely

welcome!) improvements: the irritating false neutrals inherent in the old Albion-type box have gone, the ratios are much more evenly spaced, and the gearchange action – although still some way short of a modern one – is appreciably smoother. The raised gearing provides relaxed cruising in the 50 to 60mph range, which is ideal for where the bike is truly in its element, namely on winding rural roads.

The electrics are 100% reliable; these days, I never even think about them. Particularly pleasing in this department is that now it is electronic, the ignition is always spot on, and needs no maintenance to ensure that it remains so.

Above all, however, it is in personal terms that the project has given the most satisfaction. I’ve now got a 1950s style motorcycle which (in my eyes at least) looks good, pulls like a train throughout the whole of its rev range, and will if called upon readily exceed 70mph. Just like a proper British 500 single should, and in marked contrast to the emasculated and under-engineered offering as which it started its life.

Albert is now truly my bike. For eleven years I’ve nurtured him and watched him grow. And although there have been numerous setbacks along the way, I am now where I dreamed of being more than fifty years ago. I not only want, but have actually got, a motorcycle that is significantly better

WORK IN PROGRESS As Karl’s confidence increased, he took on more demanding tasks until his Bullet became completely unique 2008-09: English brake linings; heavy duty front brake cable; Progressive fork springs 2009-10: 350-style, deeply valenced mudguards; raised handlebars; 1950s-style dualseat 2010-11: 5-speed gearbox; 19 (from 17) tooth gearbox sprocket; 5-plate clutch; dual rate springs; English rear chain; Hagon rear shock absorbers; windscreen; Rickman top box and selfmade carrier 2011-12: Avon Roadrider tyres; top end engine rebuild including oversize exhaust valve; cylinder head internally ported and gas flowed, externally deburred and vapour blasted plus 20thou rebore; high compression forged piston; Amal Mk1 Concentric carburettor; K&N air filter; high capacity oil pump; English worm and pinion; oil pressure relief valve; petrol tank chromed; petrol tank, mudguards and toolboxes repainted

THANKS DUE Parts and services have been sourced from many different companies over the years. The following deserve special mention for their skills and advice and, in many cases, their infinite patience with a sometimes over-enthusiastic amateur!

JIM ALLEN of Holton-le-Clay garage for supplying the original motorcycle and early technical help HITCHCOCKS MOTORCYCLES for supplying most of the proprietary parts DAVID MIDDLETON & SON for supplying stainless steel nuts, bolts, washers, etc, as well as round and hexagon bar KAS RACEPAINT for paintwork, gold lining and transfers PRESTIGE ELECTRO PLATING for chromium plating PERFORMANCE CLASSICS and Paul Henshaw for splitting and rebuilding the flywheels and crankcases

Man and his machine, perfect harmony, and good things like that

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JANUARY 2020 I 49

40

2020

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JANUARY 2020 | 51

APPARENT Martin Peacock decided the time was right to buy a modern bike. But which one? The classic characteristics of BMWâ&#x20AC;&#x2122;s iconic boxer swayed his decisionâ&#x20AC;Ś

52 I JANUARY 2020

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TWO BMW BOXERS

T

he BMW R90S was groundbreaking in 1973. That was a time when words like ‘heritage’ and ‘lifestyle’ belonged to country houses, and sporting motorcycles were about performance and looks. The R90S caused quite a stir, adding sparkle to BMW’s previously staid image. Indeed, I thought seriously about buying one instead of the modern R nine T which I purchased last year.

By happenstance, my pal Terry has an R90S and he was happy to swap bikes for a day. He has owned his boxer for around 30 years but its family history began in 1973 when a man, who later became Terry’s father-in-law, bought the BMW directly from the factory. Number 80 off the line in fact. He used it in Spain for a while, then as a DR bike in London, but at some point it

developed a minor fault and ended up in a damp shed. Much later, Terry retrieved the bike, badly corroded but basically sound.

He rebuilt it with leading link forks, attached a double adult sidecar and used it with a trailer for family camping holidays as well as general transport. These days it is a solo machine with its original tele forks and has a gentle existence on local rides and VMCC club runs. Although essentially standard, it has less fussy Bing carburettors instead of Dell’Orto’s, a wider front tyre and the nose fairing sits on a shelf in Terry’s shed.

We met at The Barn Tearoom in Rockingham for coffee, bacon rolls and a chat before exploring some of Rutland and Leicestershire’s fine rural roads. Climbing aboard the R90S, I was struck by the narrow bars compared to my 9T’s broad spread. The controls were well laid out

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with a few idiot lights, speedo and tacho providing the essential information. The original clock and voltmeter were of course in the fairing in Terry’s shed.

Five gears on the left and rear brake lever hiding under the right pot. All very straightforward; fuel on, right and left, turn the headlamp-mounted key and thumb the starter button. The warm engine fired up immediately and settled into a steady idle. A firm squeeze of the clutch, down for first, feed in some power and we’re off.

There’s an odd feeling of the bike lifting as the suspension reacts to the Cardan drive torque. A jacking effect well known to airhead riders and eliminated by the Paralever linkage of later bikes.

Forewarned is forearmed but, even with my best effort, second arrived in BMW’s notoriously clunky fashion,

JANUARY 2020 I 53

followed by a minor clonk into third. Fourth and fifth produced barely a snick as we headed south to pick up the A427 west and then the gloriously twisting switchback that is the B664 to Uppingham. This runs through rolling countryside with a compelling mix of fast straights, both tight and sweeping turns, many with steep climbs and descents for added enjoyment. A classic rider’s road if ever there was one.

The R90S was well up to the challenge and comfortable with its well upholstered seat and compliant suspension. Steering and handling were excellent with the engine pulling strongly through and accelerating away from the bends.

Happily, it is flexible enough to avoid the bottom gears for all but the tightest bends.

Not so good was the impressive-looking twin disc front brake. It took a strong squeeze to have much effect, which was at least consistent with contemporary road tests. Even my Commando’s oft-derided single disc is better, never mind the 9T’s fearsome stoppers. The R90S rear brake was effective enough, that is, once you located the pedal skulking under the right pot.

Mediocre braking and the clunky gearbox mean the R90S isn’t the best for scratching around twisty roads, but it does reward the relaxed rider. Brakes aside, fast A-roads and motorways are where it excels and earned its reputation as a fast, long distance tourer.

54 I JANUARY 2020

‘Ground-breaking in 1973.’ BMW’s R90S was probably that company’s first superbike

Air cooling and a pair of carbs – must be an air-head!

The earlier machine has a fairly basic rear shaft drive and even a drum brake to control the performance

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TWO BMW BOXERS

‘I bought it because it made me giggle,’ said the bloke with the new Ducati Scrambler.

This took me aback. Was it really that simple?

Perhaps I didn’t need to keep faffing around with spreadsheets and specifications. Mind you, it helped to sort out a few bikes worth trying.

Rides on a Moto Guzzi V9, Triumph Speedmaster and Street Twins, Ducati Scrambler, and BMW R nine T told me that modern motorcycles are very good indeed. The R9T was the outlier of

I might even have giggled. So I mulled things over and looked for a good deal to minimise the initial depreciation. BMW Park Lane listed their R9T Pure demonstrator. Nine months old, 1500 miles with the factory alarm, heated grips and other options at over £2000 below list. My other half is always up for a day out in London and free delivery settled the matter.

Decision made, deal done and the bike delivered on a bright, sunny day a couple of weeks later. Time to go out and get acquainted… starting with the over-enthusiastic alarm. I quickly learned to deactivate it altogether or turn the ignition on before climbing aboard. Both feet flat on the ground, I like that. The bike rocked playfully from side to

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JANUARY 2020 I 55

Meanwhile, Terry was having way too much fun with my 9T as we headed lunchwards south on the B6047 to Foxton Locks, a staircase of five locks on the Grand Union Canal. Equally impressive was the associated inn with its real ales and the good food we enjoyed as we sat by the water and chatted about the bikes.

Fine, capable machines both. Perhaps I should have followed my inclination to buy an R90S: certainly I can see why airheads are popular with classic riders. But no, the new bike gives a better riding experience all round: power, braking, ergonomics, gearbox and suspension work together as an integrated whole. The R90S is very much of its time and feels crude by comparison with

is £10,215, Commando 961 about £16,000 and Triumph Speed Triple £8100. Norton and Triumph are of course resurrected brands very different to those struggling in the 1970s.

THE RETRO ROADSTER

Not designed for carrying stuff perhaps, but loading up for a 240 mile ride to Hadrian’s Wall. The Airhawk pneumatic seat cushion helps with comfort over the long haul

R Nine T demonstrator resp plendent in its £2000 optional paint by Derbyshire customiser, 8-Ball.

Beware of trying such a machine, they really get under your skin

Gear changes need little more than the ability to count to six, although five would be plenty with that engine. The broad powerband makes it easy and fun to ride, bimble around with a whiff of throttle or tap into more of that 110bhp and experience breathtaking acceleration in any gear. Performance wasn’t among my criteria but I looked it up after a few rides. Zero to sixty in 2.9 seconds or so. That is seriously quick, but you don’t have to ride like a maniac to enjoy it. The big twin makes for comfortable cruising at sane speeds and effortless overtaking.

The power is more than matched by the front brake with its twin 320mm discs and four-pot callipers. Long accustomed to Bowden cables and drum brakes, I found it quite terrifying. Any more than a light touch threatens to stand the bike on its nose. Even with care, I found myself coming up short at junctions. Worse, I nearly dropped it by unthinkingly grabbing the lever, going too slowly for the ABS, and hitting some gravel.

Nonetheless, my confidence and enjoyment grew by the mile. Eighty of them passed in no time and had me arriving home grinning like a maniac. Oh yes, this was a most excellent choice.

Very different to a well fettled classic but just as much fun.

Like its peers, the R9T has any number of factory and aftermarket parts on offer. I went with practicality so the surfboard mount (really) and ‘billet’ machined frippery were out. Bearing in mind that it actually rains here, I added a rear hugger, front mudguard extender and crud catcher to reduce spatter from those big tyres. Head protectors seemed sensible, plus a flyscreen, rear rack and a small pannier I had lying around.

The accessories were well designed, supplied with all the fittings and were easy to fit. That is, once I had bought sets of Torx and hex key sockets and a low range torque wrench. Coming on top of insurance and road tax the whole

56 I JANUARY 2020

exercise made me realise that old bikes are really good value.

Getting up close with the spanners gave an appreciation of the detailing and build quality.

This is a well-engineered machine produced to mark BMW’s 90th anniversary in 2013 and the looks grow on you. The ‘classical styling cues’ are sparse apart from the boxer engine, round clock and headlight and spoked wheels. Nonetheless, and retro credentials notwithstanding, it is a great looking bike. The bulky engine and tank and slender rear end give it a hunched over, muscular look like a cartoon gorilla.

There is ABS, adjustable brake and clutch levers, three trip meters, clock and temperature gauge but not much else. It’s

a modern motorcycle with few gizmos and gadgets, a basic riding machine to enjoy as it is or make use of the modular frame and electrical system to create your own version of a retro roadster. The more expensive, full-fat R9T adds adjustable upside-down forks, tacho, computer display, alloy tank and twin silencers but it’s the same bike in all important respects.

The stylish two-part seat is more comfortable than it looks. I also reduced the rear spring preload and tweaked the damping using the bike’s toolkit. Following that, a 150-mile ride to the Cotswolds produced no aches or pains.

The forward leaning riding position puts some weight on your arms in town but makes for comfortable riding on the open road.

Like most old bikes, the R90S is slimmer than modern machines. In fact the R9T is over 5” wider than its predecessor, mostly due to its handlebars

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BMW R90S/R9T FACTPACK R90S

R9T

Engine

Horizontally opposed air-cooled twin, pushrod, two valves per cylinder

Horizontally opposed air & oil cooled twin, DOHC, 4 valves per cylinder

Bore & Stroke, Capacity

90 x 70.6mm, 898cc

101 x 73mm, 1170cc

Comp Ratio

9.5 : 1

12.0 :1

Fuel

Dell’Orto 38mm carburettor

Fuel injection, twin spark

Max Power

67bhp at 7000rpm

110bhp at 7750rpm

Max Torque

55ft/lb at 5500rpm

88ft/lb at 6000rpm

0-60mph, Top Speed

4.8 sec, 124mph

3 sec, >125mph

Clutch

Cable, single plate dry

Hydraulic, single plate dry

Transmission

5-speed, Cardan shaft drive

6-speed synchromesh, shaft drive with Paralever linkage

Frame

Steel main, bolt-on subframe

Tubular space frame

Weight (wet)

215 kg (473lb)

219 kg (482 lb)

Length

2180mm (85.8”)

2105mm (82.9”)

Wheelbase

1465mm (57.5”)

1493mm (58.8”)

Width

740mm (29”)

876mm (34.5”)

Seat Height

820mm (32 .3”)

805mm (31.7”)

Front Suspension

Hydraulic, telescopic, 36mm

Hydraulic, telescopic, 43mm

Rear Suspension

Twin shocks, preload adjustable

Monoshock, preload and damping adjustable

Wheels

1.85 x 19 front, 2.15 x 18 rear

3.5 x 17 front, 5.5 x 17 rear

Front Brake

Twin 230mm discs, single pot callipers

Twin 320mm discs, 4 pot fixed callipers with ABS

Rear Brake

200 x 30mm drum

265mm disc, 2 pot floating

Fuel Capacity

24l (5.3 Imp gal)

17l (3.74 gal) inc 3.5l reserve

Fuel Economy

55.7 mpg at 68mph

49 mpg at 75mph

A later trip to a Duxford air show with my daughter produced the official stamp of approval: ‘It’s really comfortable, dad.’ Even twoup the 9T was easy to thread through the clutter of vehicles on the approaches to the airfield.

What’s not to like? Well, it isn’t designed for carrying stuff or keeping the muck off and is a pain to clean. Bespoke pannier fittings are available, but my throw-over panniers do,

Singlle siided d swiingiing arm, Card dan sh hafft driive and Paralever linkage. The hugger helps but get a set of cleaning brushes too

58 I JANUARY 2020

just, clear the awkwardly placed rear indicator stalks. Of course, these can be relocated with an aftermarket tail tidy if your wallet can stand it. Add my small tankbag, perched like the hump on a dromedary, and it’s enough for a few days away.

My first night ride showed the otherwise impressive headlight was picking out treetops rather than the road ahead. Take it to your dealer, advised the rider’s handbook. Yes, that same dealer who sent the bike out that way!

Fortunately, Google was more helpful and I quickly made the adjustment.

If you think Germans have no sense of humour, try checking the boxer’s oil level. Allow five minutes for the oil to drain down with the engine hot, hold the bike vertical and check the sight glass under the left pot! Tricky when alone, there being no centrestand, even as an option.

My solution is a camera with self-timer pointing at the sight glass while I hold the bike.

That’s a pretty short list of niggles, far outweighed by the many plusses including some I didn’t expect. There’s real character in that engine. The torque reaction might be subdued but it’s there at the blip of the throttle.

BMW’s ‘wheel cover’ with h fender extender refi fittted with plastic rivets (supplied) after the adhesive strips failed. Note the substantial alloy fork brid ge

Get the engine nice and hot, let it stand for five minutes, hold the bike (precisely) vertical, peer under the left cylinder to check the oil level

It sounds good too, with a pleasant beat punctuated by pops and bangs on the overrun.

Tweak the twistgrip though and Mr Hyde comes out with an ear catching, crisp bark. Eventually I spotted the valve in the exhaust that opens on demand so the engine breathes freely and announces itself to the world. Your choice then: waffle along inoffensively or unleash the inner hooligan and hang on.

Steering and handling are first rate even with the Pure model’s non-adjustable, right side up forks. Even so, I didn’t think I was cornering any faster than with my Norton or Triumph, there was so little drama. However, glances at the speedo suggested otherwise; the high ground clearance, sharp, damped steering, and compliant suspension make bendswinging a sheer delight. The shaft drive is smooth. It has no noticeable effect on the rear suspension, either under acceleration or from the fierce engine braking. This arises from the overrun cutoff and requires care over matching the engine speed to gear changes for smooth progress.

Another plus arises from the roads less travelled having their limits in terms of covering ground in reasonable time. Trunk

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TWO BMW BOXERS Not quite peas in a pod but you can see the family resemblance. Note the R90S’s cable operated, hydraulic front brake. Mysterious workings lurk under the tank

The R9T is more compact but about 5kg heavier. Both good looking bikes but there’s no doubt which one is the classic

roads and motorways are a necessary evil on longer rides but the R9T makes these ‘business miles’ less stressful, even enjoyable at times. It is barely getting into its stride at motorway speeds and is very stable, managing so much more than simply keeping up with modern traffic.

Fuel consumption is a reasonable 50 to 60mpg, with mixed riding giving a useful range of about 160 miles to the 3.5 litre reserve. At that point, an automatic trip meter comes up to show the mileage done on reserve.

I still can’t say why I needed a new bike but the R9T was an inspired choice. My only regret is that it took me so long. It is

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JANUARY 2020 I 59

THINKING OF BUYING? Any franchised BMW dealer will be happy to sell you a modern R9T, but you may need to travel a little distance to kick the tyres on a classic R90S. Here are a few that have been on the market recently…

Head to head. Simple, air-cooled, pushrod two-valve head and 450cc versus air and oil-cooled, four valve dohc 600cc. The bigger engine delivers an impressive 110bhp but the airhead’s 67bhp is in line with most of today’s retro models and I know which I’d rather maintain

an absolute hoot and completely at home on highways and byways. A hipster bike perhaps, but make no mistake; this is a very good motorcycle indeed and you don’t need a beard or suede luggage to enjoy it.

What did Terry, owner of the original classic R90S, think of the modern imposter?

‘It speaks volumes that I got aboard Martin’s new R9T and enjoyed it immensely and immediately. After only a few miles man and machine had bonded, and the ride was pure pleasure. Contrast this to the R90S which requires a lengthy training period before the real pleasures arrive. It’s hard to love a bike when the

gearchanges graunch, your clutch hand aches and you get that cold, clammy feeling of mild panic when corners arrive too quickly.

‘We learn how to get the best from the old airheads. The characters don’t suffer fools gladly, but repay your diligence with a sweet ride. It takes time. Today’s BMW buyer gets a bike which makes no such demands.

It is perfectly tuned to the rider with a sophistication beyond the fantasies of fortyodd years ago.

‘It all goes to prove that a man needs his classics, but he also needs a modern machine.

Tell your wife I said so.’

OFFERED FOR £12,500

by Moto Corsa, this import from Belgium has travelled under 550 miles since a complete restoration.

Comes with Hepco Becker panniers and UK paperwork THIS 1975 UK EXAMPLE has clocked up under 20k miles from new and has been in the same family sincee 1989 1989. Starts easily, easily runs, rides and all gears select. Good paint and new tyres. £8995 from Russell James Motorcycles UP FOR £9995 at Colwyn Bay Motorcycles, this 1976 edition has covered 40k miles and has been restored (stainless exhaust, stainless spokes, polished wheel rims, rims etc)

SOLD AT AUCTION last autumn,, this 1974 bike had been recently recommissioned after many years in a museum. Fitted with Keihin exhaust endcaps, aluminium indicators and a new instrument binnacle. Fetched £10,350

60 I JANUARY 2020

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PHOTOS AND REPORTS AVAILABLE, DELIVERY AT COST

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15 Triumph Junior 225, fabulous .........................................£7,500

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12 Honda CBF125, 1 lady owner, 3k .........................£1,595

89 Kawasaki GT550, great bike .........................................£1,695

08 R/E Electra X 500, 14k, superb single ...................£2,750

53 Matchless G80S, ride/ restore ..............................SOLD

79 Honda CB250N, nice 250 commuter ........................£1,495

04 Yamaha XT660R, nice bike .........................................£2,495

56 F/B Falcon 197 in Trials trim, V5, project ..............£1,250

75 Cossack Jupiter 350 project ............................................£650

61 James Sports Captain, ride/ restore ..............................£1,250

41 Norton ex MoD 16H, rare thing.................................£7,995

57 BSA CB32 Gold Star, phwoaar.........................£15,995

73 Triumph X75 Hurricane, low miles ...............................£23,995

56 Ariel VHA 500, superb bike, bargain..............................£3,995

29 Sunbeam Mod 9 500, ride/ restore .............................£7,995

13 Ariel 500 Sports, Pioneer cert ................................£16,995

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60 R/E Constellation 700, awesome .........................£5,500

Motobecane Moby X, 49cc, V5 ............................................£995

67 R/E Interceptor Mk1A 750, great bike..........................£7,500

71 Triumph TRT5 Scrambler, V5c ..................................£4,750

53 Cyclemaster, museum quality ..............................£1,395

55 Ariel NH350, lovely bike............ £3,995 72 BMW R75/5 heavyweight Boxer ........................................................ £5,995 55 BSA M21 600, nice bike............... £tba 70 BSA Rocket 3, low miles/v original ...................................................... £12,995 72 BSA A65 Thunderbolt, nice twin ........................................................ £5,750 71 BSA A65 Lightning, nr mint...... £6,595 53 Cyclemaster project................... £750 91 CZ 250 Scrambler (our bike) awesome ....................................... £1,995 28 Ford Model A Tourer, lovely car ...................................................... £14,995 64 Honda CB92 Super Sports, superb ........................................................ £9,995 79 Honda CB250N S/Dream, usable bike ........................................................ £1,495 80 Honda CB400N, light project....... £995 83 Honda CB400N, light project....... £995 80 Honda CM200, gd commuter...... £995 73 Kawasaki 175 F7, like new, rare ........................................................ £3,495 70 Kawasaki 175 Bushwacker, V5, grt bike................................................. £3,495 53 Matchless G80S, ride/restore .. £3,250 59 Matchless G3 350, lovely single ........................................................ £3,495 89 MZ ETZ250, gd commuter........... £995 91 MZ ETZ301, fast single................ £995

70 R/E Bullet 350, lovely single..... £2,795 76 Suzuki TS125 in Enduro trim, V5 ........................................................ £1,295 75 Suzuki GT550 Ram Air, beauty £5,995 72 Suzuki T500 Cobra, runs well .. £3,495 74 Suzuki T500 Cobra, restored ... £4,495 09 Triumph Bonneville, 1 owner ... £3,750 75 Triumph T160 Trident, lovely triple ...................................................... £10,995 75 Triumph X75 Hurricane, awesome ...................................................... £23,995 72 Triumph T100C, superb 500..... £7,500 74 Triumph TR5T Adventurer....... £7,750 96 Triumph Thunderbird 900........ £3,495 94 Triumph Trophy 900, superb, bargain ........................................................ £1,995 76 Triumph TR7 750 Special ........ £5,995 00 Triumph Legend TT 900, superb ........................................................ £4,250 74 Triumph TR6R 650 Trophy, great bike ........................................................ £5,750 52 Trojan Mini Motor on Hercules bike ........................................................... £795 Military Willys/Hotchkiss JEEP + Trailer ...................................................... £17,995 74 Yamaha DT175, original with 500miles ........................................................ £3,495 81 Yamaha XT500G, great bike..... £6,750 85 Yamaha XT600, superb ............ £2,995 04 Yamaha XT660R, superb.......... £2,495

55 Norton Mod 30 Inter, mint .......................................£19,500

70 MZ ES250/2 Trophy 250, my old bike, superb...............£3,295

71 Mobylette Commuter Deluxe, V5..........................£695

Lots more bikes in stock! Visit www.pembrokeshireclassics.com for more bikes to ride or restore

A VALIANT ATTEMPT Everyone agreed that Velocette needed a small capacity sportster. No one expected this. Fran Westworth is gently entertained…

Photos by Chris Spaett, Frank Westworth, Mortons Archive

T

here is always a plan. Some plans are g great plans, others less sso. Some plans lead tto enormous success, g great wealth and k d – others, less so. And kudos the results of some plans can best be described as heroic failures – a peculiarly British concept, especially perhaps in the motorcycle arena. Take Velocette’s Great Post-war Plan, the motorcycle for Everyman, the LE. How could it fail to win over everyone, sell in millions, redefine the two-wheeled world and ensure that Velocette became the world’s biggest builder of bikes? You need to look at the Honda Cub for the answer. One of these machines did everything its maker hoped for, the other failed, heroically.

By now, gentle reader, you will have

62 I JANUARY 2020

observed that I am chattering away about a bike which is plainly not the bike in the photos. Bear with me. Had the Velo LE’s production line struggled to cope with massive demand for a docile water-cooled sidevalve flat-twin of great complexity, great charm, delicate performance and a considerable stylistic individualism, then the Valiant – the machine you can see here – would surely never have happened.

Which would be a shame, because the Valiant offers a pleasant alternative to the other sub-250cc machinery on the market in the mid-50s – mainly Triumph’s Cub and a selection of strokers sharing Villiers engines.

Should you actually want that kind of machine – and judging by the huge popularity of the Triumph Cub, you may well fancy a bike of similar light weight, faintly peppy performance

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VELOCETTE VALIANT

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JANUARY 2020 I 63

A Velocette twin, but not as you know it. We wonder how bewildered were bike buyers in 1957 when this appeared

The little engine is indeed a thing of wonder.

Something of a shame they had to cover up most of it with the ‘b bonnet’

As allways wiith a Vellocettte, the enttire mach hine is beautifully built. Observe the oil filter (same as the LE) below the gearbox, and the carb, with its single cable and strangler

and economical running – then a Valiant makes a refreshing change.

It might not be instantly apparent, but the core of the nifty little sports machine you can probably see nearby is indeed the even less sporting LE, and one of the reasons Velocette decided to produce a flat-twin small capacity sports twin was because the seriously expensive tooling they’d built for the LE was woefully under-used. Applying rosy-tinted hindsight it would surely have made more sense to build on the consistent success of their sporting 350 and 500 singles by building a 250 single to join them, maybe reintroducing the MOV after its brief post-war appearance and disappearance. Those 250s are gems, every one, and it would probably

have cost far less to build – certainly to toolup for – than the Valiant. However…

The crankcases are basically the same as those used on the MkIII LE, a little longer and with alterations to suit the Valiant’s ohv design, and almost all the transmission components including the swinging arm and enclosed drive shaft are shared with the later LE, along with the Miller electrics. And the front forks are from the LE, as are the wheels.

But… that’s not actually a lot of shared componentry. All things are a compromise, of course, but my own view is that the Valiant has one compromise too far – its capacity.

Why did Veloce not take the engine out to 250cc? If they had, not only would the bike have been a little faster, but 250 is a more

What lies within! A conventional exploded diagram of the entire engine, revealing its remarkable complexity, and a separate view of the oil pan, or sump, with a rats’ nest of tiny pipes. Also 16 studs to hold it on!

64 I JANUARY 2020

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VELOCETTE VALIANT

Swinging arm and final drive box will be familiar to LE pilots. The silencers were considered ‘sporty’ when tested in 1957. That may mean loud, but they’re not, not really

popular capacity and would have been ready and waiting for the introduction of the 1961 250cc learner law.

The standard answer is that the bottom end wasn’t sufficiently strong to take the extra waft of an ohv top end. The official statements – so far as I can find any – suggest that ‘the gyroscopic effects would become more noticeable’. Which is a little strange, given that Douglas used the same layout to

the bottom end needed a little beefing up, so they made the big end bearings wider – which increased the offset between the cylinders as the con rods run side-by side, which in turn meant that they had to cast longer crankcases, as already mentioned.

Bore and stroke were the same as the LE at 50 x 49mm, and although I am of course no engineer it doesn’t seem too adventurous to stretch them to 54 x 54, which provides

drawings which may be nearby and marvel at the cost of it all, given that the power output of the LE, 8bhp @ 5000rpm compares only carefully with, say, a Villiers 9E’s 8.4bhp at 4000rpm. OK, the Valiant produces a lofty and sporting 12bhp @ 6000rpm, compared with, say, a Triumph T20 Cub’s 10bhp @ 6000rpm, but BSA’s C15 whacked out an easy 15bhp @ 7000 … and cost less. While the Valiant would have set an enthusiast back some £185 in 1957 or so, a Cub shook the tills at £144. The sales results speak for themselves.

Back to the engine, after that minor digression. With commendable common sense, Veloce ditched the LE’s water cooling, which saved lots of weight, cost and complexity, and cast their new twin’s barrels in iron, topped with a pair of neat alloy heads.

Access to the valvegear is as easy as you’d hope, and the clearances are adjusted by eccentric rocker spindles – familiar to fettlers of AJS and Matchless twins. Very neat. And there are two carbs for the rider to kick in those unguarded moments of clumsiness.

The entire machine was plainly designed by engineers, not accountants.

Four gears in the box, then that neat drive shaft to rotate the rear wheel. This truly is enthusiast engineering, and it’s a great shame that it’s mostly hidden away behind a glass-fibre ‘bonnet’ – which at least made cleaning easy.

. , eap

e

.

Front end is mostly from the LE, as are both brakes. The mudguard is a little less unsporting than the LE’s monster. Both forks and brake worked well

and rather better than the LE. Life is filled with wonder. The forks are apparently the same as the LE, while the rear shocks on this machine look like the later Girling type – the first Valiants came with shocks from WoodheadMunroe, for some long-lost reason. But never mind that, the front and rear ends on the short-test victim worked together fine, the frame was utterly planted and … even the brakes worked well!

There was – unsurprisingly, perhaps – no plan to borrow the Valiant. It just sort-of happened, not least because I’d just seen a Viceroy scooter for sale at auction near Leominster and have always rather fancied one, so dropped a line to Chris at nearby Venture Classics to see whether he was around so I could have a bash at those two birds with a single stone. Or something.

Any excuse for a familiar favourite ride and terrifying coffee being good enough.

Of course it poured down for almost the entire trip, so I took three wheels instead of two, being feeble in that way, and was suitably chastened when Martin my dinner date appeared on his spotless BMW. Which, entirely coincidentally, you can read about elsewhere in this very issue. As ever, I should pretend that there was a great plan … but no;

66 I JANUARY 2020

it just happened.

I remember the Valiant from my school days, somewhat quaintly, although I can’t remember actually riding one. I may have done, of course, but it was the early 1970s and memory can apparently be unreliable.

Certainly a pair of schoolmates built a schoolboy hovercraft using the engine from a Velocette Viceroy to power it, and as the Viceroy’s exhaust was a seriously weighty bit of kit, far too heavy to allow the hovercraft to actually hover, one of the reprobates acquired a set of pipes and silencers from a Valiant and… the rest has faded into history. Which is doubtless a good thing.

My point though was that both flat Velos – the Viceroy and the Valiant – were in a local breaker’s yard. In 1971. Which suggests that although very few of either model were sold – 1600 over the entire seven-year Valiant production is not a lot – they weren’t valued much by those who did buy them. Both are very well made – they really are – and they were so expensive that they’d not appeal to anyone who was on the breadline, so what went wrong?

Time to fire up the victim and have a blast. A sort-of slow, gentle blast, of course.

Two fuel taps make sense when one carb is bound to be a long way away from whichever

tap is in use should you only switch on a single – but there’s no trip mileometer on the tiny speedo so you need to keep a mental track of your fuel level. Each tiny Amal is fitted with a strangler, as they were cheerily known.

These are a decorative but simple device to choke off the air through the carb while happy rider performs the kicking routine.

Which is not at all difficult. Had you worked that out already? Correct, cylinders of <100cc and a compression ratio of 8.0:1 are not hard to kick. However, the kickstart lever is oddly awkward to use, and its throw is very short.

There must be a reason for this, but I can’t find one. It’s not a problem, because although the little beast hadn’t run in a while – as I said already, the decision to abuse Chris’s hospitality once again was not planned in advance – it fired up straight away. Sounds and feels just like a tiny flat twin, you know.

There’s a surprise. Not. A moment of comparison. Although the obvious comparator is Triumph’s Cub, the Valiant feels like a full-size machine, whereas I always feel that I’m dwarfing a Cub – riding a Cub feels like cruelty to machinery, in fact.

The Velo’s riding position suited me at once, which is a good thing, because there’s very little in the way of adjustment. At least the handlebar levers aren’t welded to the bars…

And, do you know, the engine sounds really interesting. It rustles rather than rattles, rocks a little bit laterally, as flat twins tend to do, and is less smooth than I’d expected.

Clutch is as light as a clutch can be. Gear selection is easy. Chris had warned me that the clutch might slip. It didn’t. This is a good thing, as the clutch itself is sandwiched between the engine and the gearbox –

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VELOCETTE VALIANT

Just like the BMW twins featured elsewhere in this issue, but with a little more room around the tiny cylinders

Gap between the tank and the bonnet was never going to look nice, but the missing tyre pump helped fill it. At last, a use for a pump!

it’s not just a matter of whipping off the primary chaincase cover and flailing with a screwdriver for ten minutes. Noted experts always assure me that these powerplants are easy to work on. I always believe them. I have no wish to find out for myself.

It’s not entirely rapid. This is possibly why Veloce christened their baby sporting twin the Valiant; it does make a valiant attempt to be quick, but it is no vicious brute or velociraptor, should Veloce ever have considered those as names. No venom or indeed viperishness is evident. A Velocette Violent it is not. But it is actually pretty darned fun to ride. There’s none of that tachometer frippery – the engine is probably impossible to over-rev and it gets decently unwilling at around 15mph in first, so you know when to change up. Which is easy. This is a very sweet gearbox. And top arrives very quickly, such is the slender powerband.

If you’re trolling along a decently deserted byway, the Valiant is really nice to ride. Far more sophisticated in its feel than a 4-stroke single of the same late-1950s period, and with a truly comfy riding position. The brakes work well. And the steering is sublime – in fact I can really see how ownership would appeal. The big snag lands when you’re on an A-road with other traffic, because you’re slower than most heavies and have no spare power to overtake

anything other than tractors – and if they’re towing trailers then the Velo’s relaxed acceleration makes a chap pray that in the half-hour or so it takes to get past nothing approaches from in front. Mindfulness, is what it needs. But – and this is a big BUT – it genuinely is a delight. It whirrs and purrs along, and it even sounds great, unlike the LE, which is disturbingly silent.

If a chap was a Velocette completist, one of these would be a must.

However. A sports bike this is not. Not in any sense. Although its quoted power is OK for the time and for the capacity, I imagine that’s bhp at the crank, because it doesn’t feel like 12bhp is available at the rear wheel.

That complex and inertia-packed drivetrain must surely chomp into the engine’s precious horses – which is a shame, because that same drivetrain is one of the bike’s best bits.

In an era of rusting, flapping and grinding chains, shaft drive must have seemed like an unimaginable delight. But as with Sunbeam’s excellent S7 and S8, I fear that it also devoured the power on its way to providing smooth, quiet

transmission which never gets the rider filthy and never demands adjustment. An obvious comparison would be with the equally remarkable Douglas Dragonfly, where that fine Bristolian bunch went to the trouble of turning the drive from their own flat-twin though a right angle so they could use a chain final drive.

And as is the way in the RC Cosmic Coincidences Dept, not only was there a Viceroy for sale at the Leominster auction, but there were two Valiants, one in pieces, which is a scary notion, but the other was complete and was a genuine Valiant Vee Line. The temptation was tremendous, but I manfully resisted – mainly because I couldn’t actually manage to get the free time to get there for the auction.

Which is as good an excuse as any. And the point I’m clumsily making is that the little Velo, despite being slow – a top speed of a claimed 67mph does not light many fires – it was utterly charming, and interesting. Interesting enough to provide that ongoing fascination with weird machinery which is lacking in more mainstream motorcycles. That is what I miss most about the rotary Nortons I ran for so many years; that peculiar sense of achievement when the bike runs right, your journey is

Proving that Veloce directors rode the bikes they built, here’s an ancient shot of Bertie Goodman, at speed on a Vee Line Valiant at the MIRA proving ground. Top Speed indeed!

Rider’s view shows the offset of the two cylinders, and that a previous owner has replaced the original bars. Those originals had the main levers welded to them, making adjustment less than easy

flawless, and you switch off and smile.

Unhappily for Veloce, their cheery air-cooled twins failed to set fire to the bike buying public; although it was available from 1957 through to 1964, it cannot have made any money for the Hall Green folk. A genuine heroic failure, then. The upside is that it’s light, fun, is easy to handle and would easily provide years of gentle riding in the company of other machines of similar performance, a VMCC run, for example. And it does have a great and noble name badge on the fuel tank. Tempted?

rns Made it back without getting soaked! FW retu gly only slightly dampened after a surprisin in enjoyable ride. He went out again a little later full kit – which severely reduced the top speed…

68 I JANUARY 2020

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Triumph Bonneville 1969................£10500

Triumph Trident T150 restored ...... £11000

BSA A65 1972 ........................................... £4750 Triumph T120 US Spec, 1966 Restored .. £10500 BSA B31 Bobber 1958............................... £4000 Triumph T120 US Spec, 1967 Restored .. £10500 BSA Rocket Goldie Replica ....................... £9000 Triumph T120 US Spec, 1968 Restored .. £10500 James Captain 1956.................................. £1400 Triumph T120 US Spec, 1970 Restored .. £10500 Norton International 1953 ...........................£POA Velocette Venom 1958 ............................... £8000 Triumph TR6 1967 Restored................... £10500 Velocette Venom 1964 ............................... £8000 Triumph TR6C 1971 Restored .................. £7750 Please visit: www.clarkesclassics.co.uk

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1929 AJS M5 350cc fine late vintage AJS ...................................................................£6000 1937 AJS 2A 990cc v-twin long term ownership both books...................................£28,000 1961 Ariel Leader 250cc presentable...........................................................................£2650 1954/55 Ariel NH 350cc choice of 2 ............................................................................£5500 1958 Ariel VH 500cc late model ...................................................................................£5350 1955 Ariel VB 600cc late tele rigid ...............................................................................£5500 1949 BSA Bantam D1 125cc nice tele rigid .................................................................£3000 1936 BSA B2 250cc OHV lovely pre-war model ..........................................................£6000 1954 BSA C10L 250cc pretty machine ........................................................................£3250 1956 BSA C12 250cc smart in maroon........................................................................£3650 1960/62 BSA C15 250cc choice of 2 ...........................................................................£2600 1929 BSA Sloper 350cc charming bike ....................................................................£10,500 1939 BSA B24 350cc Silver Star OHV .........................................................................£8000 1947/55 BSA B31 350cc choice of 2 ............................................................... £4150/£4250 1932 BSA W6 500cc very smart local machine ...........................................................£8000 1928 BSA S28 500cc the desirable flat tanker.............................................................£9850 1930 BSA Sloper 500cc smart machine ...................................................................£10,350 1944 BSA WM20 500cc ex military fully kitted ............................................................£7500 1926 BSA H26 557cc large vintage single ...................................................................£9500 1921 BSA model A 770cc nice old v-twin ................................................................£16,000 1937 BSA G14 v-twin 1000cc tidy bike ....................................................................£18,750 1924 Douglas 2 3/4hp last of the belt drive .................................................................£8500 1949 Douglas T35 350cc recently refurbished lots of bills ..........................................£5250 1930 Douglas G31 600cc OHV reluctant sale...........................................................£17,000 1920 Favor 250cc unusual flat tanker ..........................................................................£3250 1937 Francis Barnett Cruiser 250cc nice bike .............................................................£4500 1953 Matchless G3LS 350cc nice and presentable.....................................................£3500 1923 Matchless J2 1000cc v-twin nice mellow outfit ........................ REDUCED.....£18,750 1937 Montgomery Terrier 122cc unusual ....................................................................£3500 1932 New Imperial 350cc practical middle weight ......................................................£5650 1946/51 Nimbus C 750cc choice of 2.......................................................................£10,000 1955 Norton ES2 490cc nice matching number ..........................................................£6650 1957 Norton International 30 500cc nice one! ..........................................................£22,500 1927 Norton 16H fine looking example.....................................................................£22,000 1954 Panther 75 350cc presentable pussy..................................................................£4500 1954 Panther 100 600cc tele rigid bike shop’s hack ..................................................£6850 1938 Panther 100 600cc good Pre War bike ............................................................£15,000 1955 Panther 100 600cc sought after tele rigid ...........................................................£9250 1927 Raleigh 21 500cc gleaming in black....................................................................£9000 1949 Royal Enfield G 350cc presentable .....................................................................£4450 1940 Royal Enfield K 1140cc one of the last made ..................................................£27,500 1938 Rudge Rapid 250cc nice bike full history............................................................£8750 1929 Scott Squirrel 500cc interesting special..............................................................£8500 1950 Sunbeam S8 500cc lots of work done ................................................................£5000 1955 Triton 750cc outstanding electric start.............................................................£11,750 1959/66 Triumph Tiger Cub 200cc choice of 2 ................................................ £4000/£3650 1948 Triumph 3T 350cc early model ............................................................................£6750 1928 Triumph N 500cc sound flat tanker .....................................................................£8150 1954 Triumph T100 500cc matching numbers.............................................................£8250 1951 Triumph T100 500cc lovely sprung hub ...........................................................£12,750 1964 Triumph TRW 500cc MK3 side valve...................................................................£5750 1914 Triumph 4hp 550cc beautiful example .............................................................£13,850 1929 Triumph NSD 550cc recently refurbished............................................................£7650 1967 Velocette LE MK3 200cc 12v model ...................................................................£2000 1954 Velocette KSS Special 250cc lightweight Cammy ..............................................£7350 1967 Velocette MSS 500cc nice low mileage ..............................................................£8750

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(Burton-upon-Trent) Tel: 01283 536379 Post-war British & German Classic bike enthusiasts 1960 Triiton, wiidelline 750cc pre-uniit, lovelly examplle.............................................................................. £8950

1970 Norton Commando 750cc, 1960 AJS 31CSR 650cc, original 1955 Velocette MSS, nice patina, matching tidy example ..... £7450 numbers ........................... £6450 sweet runner .................... £6450

1959 Velocette Venom, nice 1969 BSA A50 Royal Star 500cc, 1967 BSA WDGB40 350cc, example .............................£6450 practical classic................ £3450 excellent example ............£3900

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TEL 01283 536379 MOB 07889 292536 richard@drclassic.co.uk Many more bikes!! Range of 50-60s & 70’s classics always in stock – Check out the website!

www.drclassic.co.uk

JANUARY 2020 | 69

 SEND YOUR SMALL AD by post to PO Box 66, Bude EX23 9ZX, or email words and a pic to TP@realclassic.net

HONDA CX500 CUSTOM, W-reg, 1981. Long MoT. New brakes, exhausts, clutch, fork seals and oil. Carbs overhauled, synchronised.

Decoke, new gaskets, coolant changed, new mechanical seal. Too many parts to list, paper work to support. Rides nice. Clean bike rides well. May arrange delivery. 07860 583363, Mansfield

YAMAHA RD250A, 1974. Totally original and unmolested time warp machine. American import, purchased with 1066 miles on clock now showing 4000. There is a slight patina of age plus a few minor dings to paintwork but rides as a new bike. £3600. Andy, 07528 735686 or andyidc2000@hotmail Kent

HONDA C72, 1965 250. UK bike; CBF85C reg. Runs lovely, 19000 miles.

Very good tyres and wheels. All MoTs and books. Good condition.

Quick sale needed. Rare bike. John, 01443 226706

TRIUMPH T150V, 1972. V5. SORN. Good original unrestored running order. T150 1972 dismantled for restoration. BSA Rocket 3, 1972, dismantled incomplete project. New spares for above approx retail value £2000. £8500 for all. 07594 506435 Kent

NORTON COMMANDO FASTBACK, Jan 1969. Excellent condition, matching numbers, dry stored. Runs as a Norton should run. Will reply to all sensible enquiries. Fixed price of £12,500. 01554 405469 or 07903 234882. South Wales

ROYAL ENFIELD 500 efi. 2017 67. 4400 miles. Forest Green, disc brake and 5-speed, non ABS bike. 112mpg best tank average, average overall 86mpg. Owned by me from new, been a great bike but too many bikes and only one bottom forces sale. £3000. Alan, Chepstow 01291 641073

MOTO GUZZI NUOVO FALCONE 500. 1971. Owned by me for 7 years.

Kickstart only. Restored 18 months ago, everything powder coated, new exhaust system, bike in good shape and always attracts admiration. Great old plodder which starts easily, kick only. £4500 firm. Alan, Chepstow 01291 641073

HARLEY-DAVIDSON FXR1340 Shovelhead. Very rare bike made in an 18 month period, 1982. 5-speed. A wonderful machine, too small for me. Runs well, many new parts, 11k miles. Mercedes Green pro paint job much admired. Possible trade on a Rocket 3, Guzzi California 1400 or similar large cruiser. £7000 firm. Alan, Chepstow 01291 641073

BSA ROCKET 3 Mk. 2, 1971. VGC. Very recent Nova 850cc conversion.

Rob North electric starter. Engine rebuilt by Jack Shemans some years ago. Recent disability forces reluctant sale. £10,750. 07941 928952, Warwickshire

MOTO GUZZI 1000 Crossbow Spada Special, 1980. Possibly the only fully original one left. 44k, owned 35 years, dry stored, needs recommissioning. Includes full fairing, £4950. 07941 684073 Powys

YAMAHA MT-01. 1670cc, 90bhp, 2005, 30k, all original, 3 keys inc. master. Mature owner, good tyres, etc. New MoT on request, ride away. £5500. 07941 684073 Powys

NORTON 50, 1936 350cc. Good, original, clean running order. Was gently restored 1980. Recently had new tyres from Beaulieu, spokes re-aligned, new brake shoes, tank professionally lined, new tall RHS mirror. Admired wherever we go & a joy to ride. Reluctant sale. £9250ovno. Sue, 07808 378577 or suettg@btinternet.com

70 I JANUARY 2020

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MATCHLESS G15CS, 1967. Clean tidy running bike, not concours or original but in very good condition. Fitted with single carb conversion and in-line oil filter. Many new parts including carb, clocks, bars, tank, paintwork, reg rec. V5c in my name, dating cert. £9500. May take part ex. 01328 700711, Norfolk

BSA B31 1958 in military trim, Royal Army Ordnance Corps, interesting reg, MoT, history file. £3975. 01297 489578, callbrig@ gmail.com, Dorset

BMW R75/6,1977. VGC. Twin front discs, 5-speed. Panniers, stainless exhaust, kickstart, screen. 87k miles. History and V5c. MoT August 2020. Also selling my BMW R100GS, 1992. MoT and VGC. £4250 each! peterpaulmoore@hotmail.co.uk or 07798 866071. Middx.

THANKS FROM THE SHEPTON MALLET JUMBLE! MONTY FOR THE COFFEE AND KITKAT LOVELY LADY FOR THE HOME-MADE FRUIT CAKE MORGAN FOR THE WARMING BEVERAGES

PANTHER M120 COMBINATION1960. VG original condition. Watsonian single seater with sidecar brake, hood, tonneau and spare wheel. Old and new V5C. Lovely old unrestored outfit. £7750. 01895 624554 or peterpaulmoore@hotmail.co.uk

BIKES BMW R75/6, 1977. Very good condition with MoT and some servicing history. Double front disc brakes, electronic ignition, panniers, stainless exhaust system. Nice usable all year round bike. £4250, 01895 624554 or peterpaulmoore@hotmail.co.uk Middx.

WANTED WANTED Vintage / classic leather jackets, jeans, boots and sheepskin lined flying jackets. Pudding basin / open face helmets, goggles and ephemera.

Neil, 07413 935748, Hants

BUY AND SELL FOR FREE! Send your Small Ad to the fabulously delicious Typing Person and it’ll appear in the very next issue of the magazine. A selection of spiffy bikes for sale will also be showcased on the Real-Classic.co.uk website. So send a splendid photo of your bike, side-on, clearly visible, as the best images will appear online. JPGs sent by email are perfect, or you can use our online form at Real-Classic.co.uk

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the customer will be responsible for any losses, expenses or other costs incurred by Mortons Media Group which are caused by an untrue statement made deliberately.

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JANUARY 2020 I 71

Going places? Grab your jacket, hat, gloves and get that old bike a-rolling!

Check out the RealClassic Facebook page for up to date details of forthcoming old bike events, and to see if the RC Crew are on manoeuvers. Visit www.facebook.com/realclassicmagazine and ‘like’ the page. In the ‘like’ options, click to ‘see first’ in your news feed.

Then you’ll always know what’s happening!

JANUARY 8TH

➤ There’s an AUCTION OF BIKE

BOOKS and other motorcycling ephemera at the Cotswold VMCC section’s meeting, from 8pm at the Churchdown Club, GL3 2ER. 01452 840489 JANUARY 11TH & 12TH

➤ The Carole Nash WINTER

CLASSIC opens 9am at Newark Country Showground, NG24 2NY. Heated indoor halls with stacks of classic bikes, special scooter displays, motogymkhana and more, plus star guest GP and WSB rider Frankie Chili. Free motogymkhana: book your session online. Advance tickets £10, free parking. 01507 529529 / classicbikeshows.com JANUARY 12

TH

➤ There’s an indoor BIKE SHOW

hosted by the NW section of the VMCC at the Junction Pub, Rainford, WA11 7JU. Free admission to exhibitors and club members, £2 otherwise. 07582 966522 ➤ There’s a car and bike AUTOJUMBLE at Exeter Halls, Kidlington, OX5 1AB. Opens 9.30am. 0208 252 6831 JANUARY 18TH/19TH

➤ The SPRINGFIELDS

MOTORBIKE SHOW opens 10am to 4pm at Camel Gate, Spalding, PE12 6ET. Clubs, classics, customs and modern machines.

Admission £7. 01406 373421 / springfieldevents.co.uk JANUARY 18TH

➤ The GIANT KEMPTON

BIKEJUMBLE opens 9.30am at Kempton Park racecourse, TW16 5AQ. Huge bikejumble with around 250 outdoor and indoor stalls, massive range of old parts, new spares, accessories, etc, all five minutes from J1 off the M3.

Admission £7 (over 65 / child £6). Refreshments. Free car park. kemptonparkautojumble.co.uk /

72 I JANUARY 2020

01507 529435 ➤ The GREAT NORTH JUMBLE starts 7am at the North Yorkshire Events Centre at Scorton, DL10 6EJ. Admission £3, huge jumble site with indoor and outdoor stalls. Pitches from £12. On-site refreshments. 07909 904705 JANUARY 19TH

➤ The Haynes BIKERS’

BREAKFAST RIDE-IN meets from 9.30am at Café 750, next to the Motor Museum itself at Sparkford, Yeovil, BA22 7LH. All marques and ages of machine welcome. himm.co.uk ➤ There’s a SPORTING TRIAL for pre-65 twin-shock machines at Chedworth Farm Shop, Field Road, GL54 4NQ. Starts 10am. £20 to take part, with opportunities for novice off-road riders as well as more experienced mud-pluggers.

01452 840469 JANUARY 23RD

➤ The flat-tank section of the

VMCC host GUEST SPEAKER Reg Eyre talking about early motorcycling in New Zealand at Thornbury Rugby Club, BS35 1LG. Starts 7.30pm. 07837 912683 JANUARY 26TH

➤ There’s a Normous Newark

AUTOJUMBLE at Newark Showground, Winthorpe, NG24 2NY. Mixed bike, car and all things auto. Free parking. Classic vehicle display. Opens 10am (or premium pass from 8am). Display your classic for a £2 discount on the entry fee of £7. 01507 529593 / newarkautojumble.co.uk ➤ There’s a CLASSIC TRIAL for pre-65 and twin-shock solo bikes at the Old Brickyard near Bollington, Cheshire. Starts 11am.

01260 252305 JANUARY 30

TH

➤ The Triumph Factory

Experience hosts a special

screening of Guy Martin’s GREAT ESCAPE film, followed by recollections from John Leyton who appeared in the original movie. Expect plenty of anecdotes about appearing alongside Steve McQueen!

Starts 6pm at the Hinckley visitor centre, LE10 3BZ. Tickets £20 prebook only via triumphmotorcycles.co.uk ➤ The Northampton section of the VMCC host GUEST SPEAKER Roy Sharman talking about his personal experience of National Service, at the Obelisk Centre, NN2 8UE. Starts 7.30pm, admission £3. 01604 768069 FEBRUARY 1ST/ 2ND

➤ Join the RC Roadshow at the

BRISTOL SHOW at the Bath and West Showground, Shepton Mallet, BA4 6QN. Four halls of private and club displays, traders and autojumble plus outdoor stalls and a big heated marquee.

Charterhouse auction of classic and vintage machines takes place in a separate hall on the Sunday with viewing on the Saturday. Good choice of indoor cafés and refreshment stands.

Opens 9.30 each day. Kids and parking free. Look out for Frank, Rowena and other RC regulars on stand M53, halfway down one side in the main hall. We’ll bring the Jaffa Cakes! Advance tickets £11 from 01507 529529 / bristolclassicbikeshow.com and the first thousand people buying tickets get a free goodie bag!

Autojumble opens 9am. Advance tickets £14 from 01507 529529 / classicdirtbikeshow.co.uk DIARY DATES!

➤ The first CHEFFINS AUCTION

of the year takes place on 18th April at Cambridge Machinery Saleground near Ely. Entries for classic and vintage motorcycles, spares and automobilia now open. Further sales in July and October. 01353 777767 / cheffins.co.uk ➤ The utterly excellent GIANT’S RUN returns at 10.30am on Sunday 7 June. Entries open now. Held in Dorset, it’s exclusively for bikes with girder forks of any age, there’s no date cut-off. 80 entries last year and over a hundred expected this time. Choice of two routes (shorter and flatter 35 miles, or a full 65 miles) on roads carefully chosen to be suitable for the machines; a slap-up lunch; an optional evening excursion on the Saturday night for folks who are staying overnight, with scope for trailers, camper vans, etc at the start/finish venue. Run costs just £6, £13.50 with lunch.

Prebook absolutely essential.

07774 921600 / dorsetvmcc.co.uk

FEBRUARY 15TH & 16TH

➤ The CLASSIC DIRTBIKE

SHOW opens 10am at Telford International Centre, TF3 4JH. Classic twin-shock trials bikes join the modern off-roaders in dealer, club and private displays.

Special guests interviewed on stage over the weekend.

More old bikes online: Real-Classic.co.uk

SEND YOUR EVENT INFO

to RCHQ@RealClassic.net for inclusion in the magazine and online listings

South of England Classic Show & ‘Jumble

Ashford Show 10am Classic SundMotorcycle ay 29th M arc&hBikejumble th With Five Indoor Halls of All-Motorcycle Show and Bikejumble South of England Showground, Ardingly, W Sussex, RH17 6TL At Ashford Market, Orbital Park, Ashford, Kent, TN24 0HB

10am Easter Monday 6 April

Romney Marsh Bikejumble: 10am 3rd May Ashford Classic Show & Sunday Bikejumble th

Romney Marsh Show & Bikejumble: 10am Sunday th 28 June

GIANT AUTO & BIKE JUMBLE SCORTON

North Yorkshire Events Centre DL10 6EJ 5 mins off A1 at Catterick, B1263 Catterick to Teeside road

at Hamstreet, Near Ashford, Kent, TN26 2H

– 1 mile east of Scorton - Starts 7am UNDERCOVER & OUTSIDE

At Ashford Market, Orbital Park, Ashford, Kent, TN24 0HB

Romney Marsh Classic Bikejumble With Ride-In Show – Spot cash prizes! th

10am Sunday 17 May

Romney Marsh Classic Show & Bikejumble st

10am Sunday 21 June

Hamstreet, Nr Ashford, Kent, TN26 2JD Space available in our huge marquee

18th January 2020 & 15th February EVERY THIRD SATURDAY OF EVERY MONTH

ADMISSION £3.00 • PITCHES FROM £12 A MASSIVE 10 ACRE SITE OF AUTO AND BIKE JUMBLE INSIDE AND OUT AMPLE PARKING – EXCELLENT REFRESHMENTS

CALL BERT ON 07909 904705

GREAT NORTH JUMBLE

10am Easter Monday 13 April

South of England

Summer Classic Show

10am 12th July

The South of England Showground

© ELK Promotions 2020

RomneyMarsh Classic Bikejumble

South of England Classic Show & Bikejumble 10am Sunday 25th October

At The South of England Showground, Ardingly, West Sussex, RH17 6TL

ELK Promotions PO Box 85, New Romney KENT TN28 9BE

Motorcycle Wheel Building Course

10am Sunday 13th September

Selling your Bike? Free BikeMart at All Events!

Free to exhibit your bike at all our shows: Visit our website to book

Vince Warner at Colwood Wheel Works says “Real Classic makes you feel like you’re part of it instead of looking on.”

01797 344277

www.excellentwheels.com Phone 01323 848667 (Mon to Sat) for more information

www.elk-promotions.co.uk

FEBRUARY 15-16, 20 2

THE INTERNATIONAL CENTRE, TELFORD, TF3 Halls open from 10am, Early autojumble entry from 9am

• HUNDREDS OF TRADE STANDS AND OUTDOOR AUTOJUMBBLE © 2019 MORTONS ARCHIVE • A STUNNING COLLECTION OF OFF-ROAD MACHINES r • FANTASTIC CLUB DISPLAYS Guests of honou BERNIE S HREIB – 1979 WORLD TRIALS CHAMPION • DINE WITH OFF-ROAD LEGENDS ON SATURDAY EVENING BRYAAN GOSS – 1970 BRITISH MOTOCRO MOTOCROSS CHAMPION

Advance tickets on sale now!

ADULTS: £14 • AGE 15 AND UNDER GO FREE! DINNER TICKET: £33.00

VISIT: WWW.CLASSICBIKESHOWS.COM

CUSTOMER SERVICES 01507 529529 TRADE ENQUIRIES 01507 529430 FACEBOOK.COM/CLASSICBIKESHOWS

@CLASSICBIKESHOW

Advance tickets close 8:30am Sunday, February 10, 2020.

@CLASSICBIKESHOWS

JANUARY 2020 | 73

Does motorcycling run in your family? RC rreaders share their relatives’ encounters with old bikes…

he earliest of these photos is one of my randparents, taken in the Edmonton area of London n the mid to late 1920s before my dad was born. The ike is a BSA round tank, possibly of 1924 or 1925 intage. The next is of my parents’ 1946 Norton 18 ombination which my dad bought June 18th, 1952. actually have the sales receipt for it. That is me in 1953 climbing out of the chair.

A photo from 1972 is of my wife Donna and myself, taken here in Canada. There’s an image from 1975 of my dad just back from a ride on my R75/5 BMW. Finally, my two sons on a Suzuki GT750 taken in 1990 – and there are still seven GTs currently in my stable.

Ian R Sandy, y member

These photos are of my Dad, one on a Triumph Speed Twin. Not sure where they were taken but it might be South Africa as he spent time down there and owned a Triumph at the time. Looks quite dapper!

David Crook, member

Here’s my late father Stan Carver, both showing him on his first proper bike – a pre-war Norton Model 50. He’s wearing his Grenadier Guards uniform so the photos must date from around 1946/47. One was taken outside Half Moon Cottages Midhurst; home on leave no doubt. I don’t know the location of the other but he’s certainly looking proud next to the Norton, a marque he stayed with all his life. Norton 30M

This is my mum, aged d around 17, on her round tank BSA. Andy Hart, member

We’d love to share motorcycling photos from your own family album. So if you’ve got a snap of grandma and grandad on the old combination, or maybe your father on his first bike, then send them to us for this page. There

74 I JANUARY 2020

SEND YOUR SNAPS!

may be prizes for TP’s favourite photo each month…

It’s probably easiest to take a digital image of your original pic and send it by email to RCHQ@RealClassic. net but you’re equally welcome to send actual photos (but not prints of

scans, sorry) by post, and include an SAE if you want them back.

And don’t forget the younger generation – photos of your offspring and their close encounters with classic bikes would be wonderful as well!

More old bikes online: Real-Classic.co.uk

FEATURE NAME

REX STOCKS TRI-SPARK KIT

The Tri-Spark electronic ignition system comes highly recommended by owners of original Beezumph triples. These classleading kits are now available in the UK from Rex’s Speed Shop who say they are extremely impressed by the ‘simplicity and quality’ of the Tri-Spark design for all kinds of classic Britbike.

‘In our opinion, Tri-Spark ignitions have taken pole position for owners looking for

a high-end ignition for a twin or single cylinder British motorcycle with 12V electrics. They are simple to fit with all the electronics contained under the points cover and no external box in most cases.

The digital electronics give starting with no kick back and stable idle plus first rate running.’ For three-cylinder Britbikes, the TriSpark set-up solves any low-voltage starting issues to give smooth idling and ‘brings the triple’s ignition firmly into the 21st century.’

Rex’s also offer a range of alternative ignition options, from replacement points and condensers, a ‘revival’ for the Rita box, and the popular Pazon electronic system. See rexs-speedshop.com

BEST-DRESSED AT BRISTOL WILL WIN £100 The Carole Nash Bristol Classic MotorCycle Show clocks up its 40th birthday on 1st and 2nd February with a special 1970s/80s theme to celebrate the occasion. Everyone is encouraged to dress to impress and the best-dressed visitor on each day will win £100, so dust off your tiedyed shirts and fabulous flares! Hang on, that’s what we wear every day…

The clubs will also compete for a £1000 cash prize, so you can expect their displays to be extra-amazing. Classic British bikes typically take centre stage at the Bristol Show in the heated indoor halls, with several sheds full of autojumble, memorabilia and accessories. Discount tickets are available in advance; parking is free and under-15s are admitted free as well. See bristolclassicbikeshow.com

SHEDS SOUGHT!

Popu ar Channel Popular anne 4 restoration res ora show Find It, Fix It, Flog It is looking for sheds across the country filled with vintage vehicles and automotive memorabilia. The series follows motorbike-obsessive Henry Cole and upcycling expert Simon O’Brien as they search for vintage and unusual items gathering dust in peoples’ sheds, to restore and sell at a profit for their owners.

They want to hear from anyone with long-forgotten mechanical curiosities, abandoned projects or almost anything automotive they can bring back to life. The series starts filming in March, so if you’ve a garage or a shipping container overflowing with motoring memorabilia then drop a line to info@ hcaentertainment.com for more information. The production team take care not to reveal the location of any sheds featured in the programme.

ITALIAN EXOTICA EBOOKS Three genuine icons of Italian motorcycle racing have just been added to Alan Cathcart’s series of The Motorcycle Files, a range of 30 in-depth ebooks. Each title provides the reader with a full history of the subject machine, detailed technical analysis and track-test riding impressions. They are illustrated by rare archive material and superb photography, including many shots

with fairings removed to give a close-up look at engine and chassis technology.

The latest additions to the series feature the legendary Moto Guzzi V8 – the only eight-cylinder motorcycle GP racer – the Bicilindrica V-twin 500 which won the 1935 TT, and MV Agusta’s four-cylinder 350 as ridden by Giacomo Agostini. Each ebook costs just £2.99 from Amazon.

Subscribe and save: www.Real-Classic.co.uk/subs

JANUARY 2020 I 75

The history of the old British bike industry is littered with neverwossers and might-have-been machines.

Richard Negus uncovers a unique Norton

R

Photos by Richard Negus

emember the Grand Plan whereby I would fit the complete roller crank into the Austrian cases and then assemble all the other bits on top? Well, the Austrian cases are exactly ¼” wider between the main bearings than the roller crank! No way of fixing that without changing other things to suit. Plan B is thus to use the plain bearing crank – which exactly fits the cases – in this build.

Measuring the one plain big end rod shows that it’s 6.00” centres, 9/16” shorter than the ‘roller’ steel rods. Measuring the stroke of both crankshafts shows that the ‘roller’ one is exactly 77.00mm whereas the plain bearing one is 73.50mm. A close look at the cylinder bores showed a slight lip at the top of both and score part-way down one, enough to merit an oversize rebore on the standard 64.00mm.

All cleaned up and ready to go back together

76 I JANUARY 2020

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PART TWO: BEGINNING THE BUILD

PROTOTYPE NORTON ENGINE

One refurb ished crank, complete with Dominator rods, heads back into the cases. Observe the subtle balancing traces

Factory drawing shows a timing cover with a large bulge, necessary to cover the oil pump. The snag is that the only timing cover available is not this one

Norton themselves produced this mocked-up image of the 47 twin engine sitting in an ES2 frame. The engine has a timing cover with a bulge…

with shell bearings, 0.030” oversize Ford 100E pistons, and to machine valve pockets in the piston crowns.

Having resolved all those little challenges, the final one appeared. We only have one timing cover, that from the 1944 engine – and it nowhere near fits the 1947 ‘Austrian’ crankcases. Having spent so much time on the project already, I could have cried! It’s too shallow to fit over the new oil pump position and the joint face profile is very different, due in the main to the magneto platform being raised by about 3/8” between one engine and the other. Only one of the fixing screw holes in the old cover matches the newer crankcase.

The brown modelling clay addition shown in a pic nearby simulates how the proper cover appears to look on the blueprint drawing. On the finished item, that area will include a recessed Norton logo as suggested

on the blueprint.

After much lip-biting, several engineering companies were approached in turn to manufacture a new cover and all gave the same response. ‘No drawing, no sample, no way!’Then one suggested I visit their works in Stoke on Trent to explain the problem and, after an hour or so of discussion and sketching possibilities, said ‘Yes, but it’ll cost you plenty’. They used one of their coordinate measuring machines to digitize the joint face and all the other features inside the cover, produced a computer drawing, and then machined the cover from a solid block of aluminium. The outer face was then linished smooth and polished. As you will see from later photographs, that polished finish looked too good, so it was vapour-blasted to take off some of the newness.

While all this was in progress, regrinding

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JANUARY 2020 I 77

Plan A was to use Triumph T100 pistons, +.060” oversize, which would give a bore diameter of 64.50mm, enough to clean up the cylinder bores. However, this would require special length rods and a relatively low compression ratio.

Plan B was to use Dominator 88 rods, which are the same length as the single rod from the plain bearing crank, and have special pistons made at 64.50mm diameter.

And then, as if by magic, Phil located an available piston with an 11/16” piston pin in the correct place to get the compression ratio! He actually located a new set of four, as they really belong in the old Ford Prefect sidevalve 100E engine. They aren’t quite perfect and will need a 1/8” laser-profiled spacer between the crankcase and cylinder to arrive at the correct piston crown height.

Plan C is thus Norton Dominator 88 rods

A lengthy process involving modelling clay and fearsomely modern engineering produced the correct timing cover

frame and located the engine precisely.

One result of adding a spacer under the cylinder barrel was that in order to maintain correct rocker geometry, longer pushrods would be required. The originals were parallel steel tubes with hardened steel end-cups pressed on. The cups were removed, new longer rods machined from aluminium bar and the caps re-fitted.

The new copper head gaskets were annealed and placed on the cylinder with a smear of Wellseal non-setting sealant on each face. The cylinder head was fitted and the four 3/8” bolts and four nuts tightened in sequence to a torque of 30lbs/ ft. Fitting the pushrods and rockerboxes was straightforward, if a little fiddly. High temperature RTV was used instead of the original moulded rubber seals at the pushrod tubes. Valve clearances were set at 0.004” inlet and 0.006” exhaust.

The ‘magneto’ is actually a secret electronic ignition powering a pair of HT coils under the fuel tank, the HT leads on the magneto body being dummies. The advance/retard cable is

the crank, boring the cylinder, and machining the piston valve pockets was entrusted to a local company in Bawtry.

A trial assembly of the crankcases and cylinder revealed that the inner four base studs were in a slightly different position and that there was a foul between the dynamo and the cylinder fins. Simple, I thought, just a waft with my trusty angle grinder. But after wearing out two discs I found that the cast fins are so hard that they can’t be filed or sawn. My neighbour’s trusty cut-off saw came to the rescue and created the required clearance. That’s all part of the experience when dealing with ‘neverwozzer’ prototype engines.

As mentioned earlier, arriving at the correct amount of piston poking out from the barrel/

head joint face required a 3mm spacer between the cylinder base flange and the crankcase. In the good old days, this would have required hours of sawing and filing to achieve the desired profiles. But technology moves on and laser cutting made short work of that, and the copper head gaskets, and the new engine mounting plates too.

Once all the ‘engineering’ was complete, assembly of the engine proceeded without further complications. Timing the camshafts was made simple by marks already stamped on the gears. The original inlet and exhaust valves were in good condition and only needed a light grind into the head. I had a feeling of being watched over my shoulder at this time as each valve and port had the lightest of matching ‘pop’ marks. ‘Jus’ checkin’ you got ’em in their right places, Lad…’ At this stage, the engine was becoming heavy to handle, so addition of the cast iron cylinder head was delayed until the engine was in the frame. I’m sure it was more than just coincidence that the two lower 5/16” crankcase studs lined up exactly with the holes in the

Pistons Pi t were originally i i ll intended i t d d for f a FFord d Prefect…

P f t

Timing the engine was made less difficult by the marks stamped back at the factory in 1947

78 I JANUARY 2020

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PROTOTYPE NORTON ENGINE really the power supply and low tension output cable, ignition advance/ retard being programmed into its electronic intestines. Setting the ignition timing is made very simple by means of a red light underneath the ‘points’ end cap, indicating both firing points. Ignition timing was set at ¼” BTDC. A bit fiddly to achieve as there’s no way of holding the spindle while tightening the nut. If I do another fake magneto, I’ll make sure the spindle is extended to include either a screwdriver slot or spanner flats.

Installed in the ’47 ES2 chassis, the final headache was making exhaust pipes. The right-hand side could have been straightforward, but it had to match the left side and that had significant restrictions caused by the rear brake pedal pivot and the pedal itself. The engine was stiff to kick at first, but after running for a while, became much easier.

Completion of the machine is now in the hands of its owner, Phil.

Design Analysis

The 1944/5 engine had a few interesting features: • Roller big ends and steel rods • Bolted-on gearbox • Fixed-centre primary drive with adjustable chain tensioner • Shaft final drive • Internal pressure oil feed to the rockers On the other hand, there were significant negative features: • • • • •

There are no oil drains from the valve spring pockets, possibly resulting in excessive exhaust smoke Effective sealing of the rocker boxes to prevent oil leaks seems improbable The dynamo is very close to the cylinder and would have significantly affected cooling air flow across the cylinder fins Removing the cylinder first requires the timing cover and magneto to be removed Access the magneto fixing nuts appears virtually impossible with the engine in the chassis

Richard drew up and produced a spacer to fit beneath the barrels to ensure that the pistons reach TDC at the correct height

The magdyno is not what it seems. Where once there was a magneto, there is now an entirely modern ignition system firing the plugs via twin coils. And of course the dynamo fouled the cylinder fins

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JANUARY 2020 I 79

While I have no information about the cylinder and head of the 1947 engine, the crankcase assembly was very different to the earlier version: • • • • •

Conventional separate gearbox with adjustable primary drive centres Different method of crank construction Thicker side crank webs with main bearings further apart Magneto platform raised by 3/8”, necessitating a different timing cover Direct external oil feed to the rockers

The ’44 engine has bore/stroke dimensions of 64x77mm, giving a displacement of 495cc.

Using the same displacement for the ’47 cases with a stroke of 73.50mm results in a bore of 65.50mm. Such trivial changes are difficult to understand, although it’s worth noting that Hopwood’s Model 7 was different again at 66x72mm.

While, at first sight, components of the ’44 engine could be fitted into the ’47 crankcase, that was proved far from correct. Only the camshafts and oil pump appear correct, but the timing gears don’t line up very well, making me think they also were redesigned when the crank was widened.

I think that the biggest difference between the two engines is almost certainly in the cylinder and head. The ’47 engine has a shorter stroke, shorter connecting rods, and four long studs in the crankcase. Those studs would have passed through the cylinder and cylinder head and infer that the castings for

The top end is indeed rather Triumph-like

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The rockerboxes each come in two parts, and are objects of some delight

The twin engine does fit into the ES2 frame very snugly. Observe how the mounting holes line up

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PROTOTYPE NORTON ENGINE those components would have been different to o the ’44 engine. The studs were shorter than the combined thickness of the ’44 cylinder and head so it’s quite possible that the ’47 cylinder was shorter by about 14mm.

The big questions, of course, are ‘Why was the ’44 engine designed like that?’ and ‘How was it tested?’The conventional kickstart and gear levers suggest an astride position for the driver, and road dirt plastered on the centre frront of the crankcases indicate a single front wheel. I offer my conclusion that it was tested as a conventional motorcycle with shaft drive to o the rear wheel, the advantage being that of countering the regular maintenance required of a chain rear drive. Given the period when It all fits, and the finished machine will closely resemble the factory artist’s impression

Richard designed the rear engine plates to fit below the magdyno

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JANUARY 2020 I 81

NEXT MONTH Further discoveries, musings and a little more understanding of these unusual engines…

Nearly there…

ACKNOWLEDGEMENTS Aqua-blasting & powder coating Classic Coatings Grantham 01476 576 087 Boring & crank grinding Stanwood Engineering Bawtry 01302 710 661 Electronic ‘magneto’ MiniMag Co, Isle of Wight 01983 740 391 Stainless fasteners D H Middleton Batley 01924 470 807 CNC machining Solutions Engineering Stoke on Trent 01782 657 000

82 I JANUARY 2020

it was made, Norton may have thought that an attractive feature for military operations.

In conclusion, if I was asked ‘Would you do another project like that?’ my answer would be ‘An estimated six month project that actually took me fourteen months?

Probably not!’

Postscript

I was in Alpha Bearings, Dudley, only a few weeks ago on another project and Chris Williams showed me a copy of the original Chater-Lea engine arrangement drawing. Now I understand how that engine’s face cam works.

The completed machine, on display at the South of England Classic Bike Show

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Deadline for advertising in the next edition of Real Classic is Wednesday 15th January please contact

Three identica discs supplie ÂŁ12 * All years 21-2015 * Customised issuing stamp - any year and location * ompleted in correct style for period or left blank Supplied on approval with invoice L free re cement

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Helen Martin on 01507 529574 email hrmartin@mortons.co.uk

JANUARY 2020 | 83

Photos by Morgan Rue

Are you sitting comfortably? Morgan Rue explores an all-important aspect of motorcycle restoration: making sure you don’t get saddle sore…

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ou’ve enamelled the frame, built and polished that 100-point restoration motor, now gleaming on the bench, and just collected the paintwork. But that tatty old seat? It’s clearly going to let the side down.

Something has to be done.

Seats don’t receive much in the way of preventative or restorative maintenance in their hard lives. They get squashed, bungee’d with goods various, left out in the rain, occasionally protected by a ripped-open Tesco bag or similar. Only the lucky few received a faux-leopard skin stretch cover for inclement days. Most of the other cycle parts on old clunkers are resistant to rust, maybe due to the film of lubricant spread uniformly over them, but seat bases are victims to the water-retaining properties of the foam and slowly rust away, out of sight.

My BSA 441 seat looked superficially OK

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One original seat, complete with original tears

and felt quite comfy, but when I removed the faded cover it was a different story. The rain had rusted the upper side of the pan, which in turn reacted with the 50 year-old foam, rendering it orange, crumbly and totally naff.

A new replacement seat can be quite expensive (in the BSA’s case an eye-watering £238), but an internet search may well turn up a repro item in the £120 to £150 range.

Often the new studs will be metric, so use the correct nuts. Some of the new bases are

Carefully prise back the clip teeth to release the cover

made of fibreglass, so check before buying.

Given the cost of a new repro, refurbishing the original seemed the best road for me to take, so a strip down at home, followed by a visit to RK Leighton was in order – and they kindly allowed me to watch and ask impertinent questions.

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SADDLE REFURB

Peel back the cover to uncover the crusty old foam. Note the rubber beading for the sharp edges

DISMANTLING

On the BSA, the cover is held in place by triangular teeth pressed out of the base and two snazzy chrome trims bolted in place through the cover. The screws holding the trim can be removed with care, and are small enough to snap if seized. All of mine came out without a fight. Replacement trims and screws are available.

The teeth needed to be carefully bent back by the minimum possible to release the cover, and will needed for the re-fit, so endeavour not to snap ’em. Just ease them up till perpendicular.

My seat pan was solid from the tin-worm point of view, but had cracked in a number of places. Worst was around the holes for the through-bolts fastening onto the bracket which bolts to the suspension mounts. First job therefore was to locally sand-blast the area and spark up the MIG welder. If you don’t have this equipment, make the acquaintance of someone who does: saddle repairs are quite straightforward for someone used to stitching new sills onto rotted-out Nissans.

It’s a good idea to check the welding on the two captive bolt heads, cos you’ll have a devil

One repaired seat base, freshly powder-coated

Cracks everywhere, as you’d expect.

Here they are in the full glory, revealed after a little blasting

MIG to the rescue!

of a job getting a spanner on them afterwards…

I elected to weld both sides of the cracks and grind down where the seat-mount bracket would sit. There were four significant cracks radiating out from the holes. As that part of the seat base supports most of the rider’s weight, it’s worth getting this right.

Once welded, it was time to visit the experts. For the last million or so years, RK Leighton have been the go-to guys for motorbicycle seats. They offer a full refurbishment service but will happily sell you the cover, the new foam, and the assorted clips and fixtures if you want to do it yourself. They can also repair bases before powder coating them at additional cost. I elected to have them powder coat my repaired base, and to then watch them fit the new foam and cover.

Top man Andrew has been rebuilding motorcycle seats for 35 years, so there’s little he hasn’t seen over the years, and the BSA was a straightforward job for his team. They have tackled more challenging builds, but having in-house seamstresses, and patterns

going back to 1912, my ‘Starfire on steroids’ posed no problem. Of course I had to ask them which seat was the most challenging.

Andrew winced visibly as he mumbled ‘the Norton Commando Fastback’.

For the BSA, the foam was a stock item, so this is how it went…

FITTING THE FOAM TO THE BASE Andrew started by laying out the parts on a large table, and worked with the cover at room temperature; cold garages are not the best place for this work (or any kind, if I can avoid it). That said, the new seat material is much more flexible than some OEM fabric, which required wrestling into submission.

The new foam differed from the Armoury Road item in that it was solid, lacking the large holes found in the original, but was a

Fitting that protective strip to protect against those sharp edges

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JANUARY 2020 I 85

The foam comes from the mould with some thin sprue, which is removed with scissors

perfect match dimensionally. It seemed to have similar resilience, an important factor if the bike is actually going to be sat on, especially if the owner is a fan of pies…

Andrew always starts by using strips of spare fabric around two centimetres wide to line all of the sharp flanges, using a contact adhesive painted on both the strip and the flange. DIY’ers can find similar adhesives in smaller containers than Andrews’s five-litre buzzfest tins. Health and Safety alert: the newer adhesives lack the toluene and other heavy organics, so they’re much safer to use (and much harder to get a buzz from), but a well-ventilated workshop is de rigeur.

After about ten to fifteen minutes the glue is dry to the touch and the strips fitted. During the waiting time, Andrew upholstered another seat but, for home assembly, one tea-break should do it. In our case, the spare time was also used to trim off the sprue of foam hanging down at the back of the seat-hump.

Andrew then liberally pasted glue over the edge of bottom of the seat, giving a 3cm band all the way round. He also treated the upper of the pan to a coat and then coated the underneath of the foam. One brew later, the foam was fitted to the base. You get one go at this, so

The kits come with some extra foam for covering the metal hump in BSAs, cut to size and glued to the hump to give a smooth look. Then a second layer is applied

look several times and lower in place once – or you’ll risk having to order another foam.

The kits come with some spare thin foam, which is then glued over the metal of the seat hump and along the exposed metal sides of the seat pan as an improvement on the factory job.

COVER & TRIM FITTING The seat cover kits have authentic logos, which look great if they’re straight…

With the foam in place, the cover was pasted with glue in a band around 5cm wide, all around the edge of the cover (the underneath only, you understand). When dry, the cover was fitted thus. Expert tip: on no account put glue on the top of the foam as positioning the Foam is all trimmed and glued, while the seat base has all its teeth!

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SADDLE REFURB

The seat’s trim strips are bolted in place

cover will be nigh-on impossible and lumps of foam will detach if you pull at it. Leave the top of the seat a glue-free zone.

The nose of the seat was pushed into the cover, then the rest eased into the cover equally from both sides. It looked better already! Then the seat was upturned and the cover pulled equally tightly over the teeth and hooked into place. Regular checking for symmetry pays dividends, especially if you have a marque logo on the seat –

crooked lettering will look astonishingly bad.

Permanently.

Once happy, the expert then pulled the edgee of the cover onto the base, letting the glue help to hold the edge of the cover in place – because often the teeth don’t survive being set back twice in fifty years. All of mine did, luckily.

This requires a gentle ‘bop’ with a small pinhammer. And don’t beat them flat. Just setting them beyond perpendicular will suffice.

Some of the triangular holes punched

The finished item. Ready for the Stafford concours

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Working with new fi fitttings is a joy

Cover is fitted from the nose end first

JANUARY 2020 I 87

into the base to make the teeth also serve as the holes for the trim screws. I had new trims fitted along with new screws, which are thankfully still available. The trim was fitted and the screws tightened down with some discretion. I don’t have a torque spec. but ‘gently nip up’ seems about right, these not being clutch-centre nuts.

COSTS & CAUTIONS

As an approximate guide, if your seat base is decent and you prep it yourself with Mr Hammerite’s product, and your foam is useable, a cover alone is typically below fifty quid and you’re good to go. If you need the foam as well, you’re looking at just over a hundred with extra for any chrome trim you can’t recycle.

If you want it all done for you, with all trims bells and whistles, you’d be staring down the barrel of £215, with all of the above including the government slice and the shipping within the UK.

Seats often get overlooked until the end of a bike rebuild. One customer brought the base from his Triumph twin to Leighton’s for Andrew to make the magic happen. Having bought the bike as a box of bits, the seat was the last component in the magnum opus.

Repaired and repainted, the base was taken to the workshop, where it transpired that no Triumph cover would ever look quite right… not on the BSA A10 base which came in the box of bits.

So check that your base fits the frame, is right for the year (if such detail matters to you) and then invest in repair.

Thanks to the bijou team at RK Leighton for their help with this feature Right: Industrial machines make light work of heavy fabrics – domestic machines die under the strain. Durkopp is the Harley Tourer of sewing machines, and Rhonda makes it look simple!

RK Leighton operate out of a location bulging with stock and materials.

Oriental seats now figure strongly in the repertoire

Andrew holds a large stock of bases from which patterns can be made, ensuring a continuing supply of obsolete upholstery

One fresh seat, sitting comfortably

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MOTORCYCLE SEAT RENOVATION SERVICE SUPPLIERS OF NEW SEATS FOR MOST BRITISH CLASSIC BIKES LOOSE COVERS & FOAMS SUPPLIED R. K. LEIGHTON UNIT 2, PARTRIDGE COURT, PRICE STREET, BIRMINGHAM B4 6JZ TEL: 0121 359 0514

Join one of over 20 branches across the country!

Email: info@rk-leighton.co.uk www.rk-leighton.co.uk

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www.kemptonparkautojumble.co.uk JANUARY 2020 | 89

Frame of the Norton V4 Superlight is made of carbon fibre

PUB pays a visit to Motorcycle Live, where the ‘retro’ trend remains alive and kicking.

The Norton stand concentrated on their old aircooled Commando/Dominator range, and the big V4s. This is the 200 bhp V4 ‘Superlight’

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t was the last day of Motorcycle Live (the UK modern bike show) before PUB remembered. The weather was not as dry as forecast, but what matter when the bike parking is indoors (except for a 100 yard walk to the halls)? Traditional brands seem to be doing well, with Royal Enfield, Norton, Triumph, BMW, Guzzi and Ducati (whose Scrambler range is treated and shown almost as a separate brand), but even the Chinese are joining in, having acquired Benelli and Mondial.

The last one is the least easy to fathom, for the great days of FB Mondial were over 60 years ago (World Champions 1949-50-51 and 1957) so it is unlikely that the youngsters at whom their 125s are targeted will remember.

They might notice that unlike most 10-11bhp 125s, the dohc Mondial boasts 10kW (13½bhp, although on launch it was quoted as 15bhp, the

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ral 125cc World ‘Pagani’ version of FB Mondial’s HPS 125cc. Nello Pagani won the inaugu driver, and died in 2003) – but Championship for Mondial in 1949 (he was also a successful car racing in the backdrop turns out to be will today’s customers for the dohc 125cc remember that? The ‘300’ sohc 249cc of 22bhp

difference perhaps being Euro 4?).

Perhaps the youth of Italy may remember better for the ‘Pagani’ faired model on show remembers the celebrated Italian Nello Pagani who won the company the first of those championships. Only when picking photos for this issue did PUB notice that the background to the Pagani 125 shows a similar model with 300 written on its side panel. A 300cc dohc would make a rather desirable lightweight, but the truth proves to be less inspiring. The Internet reveals it to be a 249cc sohc single producing 17kW (23bhp) according to the FB Mondial website.

Whilst talking about ‘oversize’ 125s, it was noted that Herald were offering a 220cc variant

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of their Honda-based 125 (from around March 2020, the staff said) in addition to their 400cc sohc single. The latter was on its own this year, with MASH not showing. The various Japanese entries into this space (but with more horsepower) were continued this year; Kawasaki Z400, Yamaha MT-03, Honda 310R, as was the BMW G310. CCM, who did offer bikes of this size a few years ago, now only concentrate on versions of their 600cc Spitfire range.

Presumably they are selling well, because CCM had a large stand with a real Spitfire (Mk IX with 1710hp Merlin engine), which lucky punters who were not too small/big/feeble (for accessing the cramped cockpit) could sit in.

Indian seem to be going from strength to

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JACQUELINE BICKERSTAFF

Even in the 1960s various London dealers were still advertising Indian 741Bs at very low prices, but there were few takers. Nowadays one in full military trim like this is a real rarity

strength, especially with the Scout range which they showed against a backdrop of the old 101 and military 741B models – which appeal to PUB more than the new ones. They are also offering variants with more conventionally placed footrests, which will certainly suit smaller riders better than the previous forward rests and handlebars which only the longerlimbed could reach without being doubled up.

Their national competitor, Harley-Davidson, however, went far from ‘retro’ in showing their electric model. BMW showed an even more unusual concept bike as their centrepiece. A strange concept, having apparently nowhere to put one’s feet, but ‘retro’ in the shape of some

imitation sticking out bits aping cylinder heads.

Veitis had another electric on show, attempting to outdo H-D by styling their bike to look like a big V-twin. The hollowed-out cylinder castings provide a home for the batteries, although that will surely be somewhat restrictive of kilowatthours.

Naturally PUB was attracted by anything old (and more suited to reporting for RC), finding a delectable selection of bikes on the National Motorcycle Museum stand. It was, of course, not very far to bring them, the museum and NEC being basically on opposite sides of the A45. However, the actual effort of freeing them from their usual displays, preparing them, and

loading/unloading, then reversing the process at the end of the week is not insignificant. A NUT V-twin (from Newcastle upon Tyne) looked very cobby, the early Ormonde was the make that Ixion started on, and the Pick does not even appear in Tragatsch’s book (but PUB’s copy has a pencilled in comment ‘made by a Stamford cyclecar firm’). Ginger Woods’ 1938 racing Vincent-HRD twin drew attention, not only being on show, but started up from time to time (PUB missed it however, although tempted by the invitation to start it).

Not all were two-wheelers either, there being an Ariel tricycle from 1902 on show. To the uninitiated this may look just like the De Dion trikes of the era, but one should look more closely. Unlike the De Dion, which has its chassis tube above the differential and half-shafts (a precursor of the De Dion axle), rather than combining them, as on the Ariel (and other De Dion imitators). Even more significantly, whereas the De Dion (and those imitators) hung the engine out the back, Ariel very sensibly placed it forward of the axle, even though accessibility may have been slightly hampered. Those old tricycles would turn over all too easily when pulling away or uphill but not so the Ariel, for which reason it had a good reputation in this country. It is no good lusting however, as they are exceedingly rare.

Grinnall, well known for their BMW engined three-wheelers, had this Indian Scout based model on display

Centrepiece of the BMW stand was this Concept bike, with its strange ‘sticking out’ side pods in white – aping horizontally opposed cylinders perhaps?

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Back at home, attention re-focussed on her own veterans and projects. Having modified the Triumph / Mabon clutch centre apparently successfully last month, the job needed finishing off with all the other components. This involved cutting down excessive thickness and diameter of the pulley, which at its largest setting would have produced 75mph – but only if the rider could push it up to 25mph to start! Only when younger and fitter could PUB run with the original pulley at maximum diameter, so that seemed a sensible maximum for the Mabon.

Other items were also trimmed a bit, and lightened. For example, an excessively heavy pressure plate of solid steel was replicated and slimmed down in alloy to reduce both width and weight so far outboard of the main bearing. The result is pleasantly smaller and lighter than as delivered, although not as much as it could be made from scratch. Nevertheless, it still weighs 7kg (15lbs), compared to the original Triumph adjustable pulley at just over 2kg (5lbs), but it does look more practical to fit than previously.

PUB might have a go at fitting when warmer

weather comes, to see if the Triumph is any more manageable for her, although the high gear mandated by its rather large minimum pulley diameter may say no. Even so, the Mabon might now be advantageous for a younger, fitter, rider, who could manage a few run-and-jumps but would welcome the option for clutch starts at suitably easy traffic stops etc. However, it has currently been relegated to ‘the shed of despair’. Why? Well, the Pilgrim pump saga continues, and it was convenient for the AJS and Triumph to change places, giving better access to the Ajay.

A call to Pete’s Bikes had found him under the weather. However, he did respond, but was unable to identify the part(s) needed from an email and photos. The option of sending the whole pump, which he could no doubt refurbish, remained, but as a proper repairer he would certainly replace all of the internal parts, making it an expensive option. So, miserly PUB (it is the season of Scrooge is it not) decided to try something on her own – which at worst would write-off the plunger that does not work.

It was a drastic solution. During diagnosis it was noted that the drip feed half had apparently worked OK, and on bench test either clockwise or anticlockwise. This occurs because the porting is almost symmetrical, which seems a bit odd, and less than optimum.

However, it does explain something that had

puzzled PUB, which is how does the pump ensure that the engine feed always keeps up with the drips, to keep the sight feed clear?

RC readers will be well aware that dry-sump engines have larger return pumps than the feed, usually by around 2:1 to ensure keeping the sump clear. Those that use larger versions of the Pilgrim mechanism (JAP, Rudge, AJS / Matchless and Vincent, to name a few) achieve this by making the return end of the plunger larger in diameter. The AJS may not be dry sump, but the plunger is double-ended (for dripper one end and engine feed the other) and faces a similar problem – but the plunger is the same diameter at both ends. The porting appears to be the answer, sub-optimal feeding the drips but optimised for clearing them. This makes the ball and spring under the drip tube very important (see RC178, Feb. 2019) as it is that ball and spring that ensures the oil goes one way only. At the other end, however, the porting is optimised to maximise oil transfer in the direction intended, so is the only ‘valve’ required.

Thus to make it work the other way round, the drip feed end could be left more or less alone, but the engine feed end would need major surgery. To start with, the existing port needed blocking up. PUB chose soft solder rather than just epoxy (welding or silver soldering temperatures would have been too high for use on the hardened plunger). Being

CCM seem to be doing good business with their limited production 600cc ‘Spitfire’ range.

This real Spitfire Mk IX, with 1710bhp RR Merlin engine drew rather more attention, and punters could even sit in the cockpit for a small donation (if they would fit) Veitis have styled their electric bike like a V-twin (with a very Vincent-like triangulated fork and under saddle suspension units). The finned dummy cylinders are hollowed out for batteries, although this must restrict battery capacity somewhat (but possibly with a weight bonus?)

Thi c1929 This 1929 A Ascott P Pullin lli (d (designed i db

by C Cyrilil P Pullin, lli a previous TT winner, and made in Letchworth, Hertfordshire) incorporated a lot of novel features, not least its extensive use of pressed steel. It was not commercially successful, with only a handful made

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JACQUELINE BICKERSTAFF

This 1902 Ariel represents the end of the tricycle era. De Dion had moved on to four-wheelers, and lighter, cheaper, two-wheelers were finally making their mark with proprietary Minerva, Clement, etc engines and the adoption of resilient belt drives

Ariel were one of many firms that took a lead from the De Dion tricycles, however it was not a mere copy. The rear axle arrangement differed, especially with the fitting of the engine ahead of it. This 1902 Ariel would have been much more stable that the usual De Dion and imitators

On the right hand end the Pilgrim pump plunger’s existing engine feed port (top) was soldered up. Then using a Dremel with an abrasive disc, a new port was cut to ‘mirror image’ the original (below), which will hopefully make it pump with the opposite rotation

Pilgrim pump – exploded diagram

e the Burman gearboxes were The pre-war Vincent-HRD Rapide was not a racing model (not least becaus r’ Woods rode at Donington, overwhelmed). However, the factory did race-prepare one, which ‘Ginge mortal remains were rebuilt/ The . tain’ captured on film leaping high in the air over Donington’s ‘moun had it started up for Motorcycle reconstructed and it lives at the National Motorcycle Museum – who Live visitors

careful not to overheat the plunger beyond just over 200 degrees for solder melting, this went fairly well. The next bit would be trickier, producing a ‘mirror image’ port in the little plunger. It was a job for the Dremel tool, and its little abrasive discs – plus a steady hand. The result looked satisfactory, if less than perfect.

The proof of the pudding will be in the eating, as the saying goes.

So the pump was reassembled, and then put back to work in the test-rig (a vice, and some flexible pipe and fittings). Where previously no oil was delivered with a clockwise drive, now it dribbled out (all that is expected), and the

sight feed chamber remained clear – success.

That is currently more or less as far as things have got. The pump has been refitted to the AJS ready for road test – but not today as the outside thermometer has barely exceeded zero degrees all day.

STOP PRESS: Temperatures have risen to a balmy 3+ degrees C, so when PUB returned from another ride, and was still all togged up, the AJS was dragged out for a short test run. The drip feed dripped and the chamber scavenged, which means oil is going into the engine. Hooray.

Finally ‘PUBtalk’ wishes you a Merry Christmas and/or Happy New year as appropriate.

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The Mabon clutch drum being cleaned up and lightened – once again a drawbolt is being used to retain an oversize workpiece firmly in the chuck

Original single-speed Triumph adjustable pulley is shown on the left. To the right is the copy ‘Mabon’ aftermarket clutch after a great deal of size and weight reduction. Overhang from the main bearing is still large, but mostly of the withdrawal mechanism, but with the heavier pulley and clutch components closer in

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BONUS ELECTRICAL PUB! PUB has thoughts to share on the subject of magneto capacitors (aka condensers)

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n recent issues of RC a number of correspondents have queried Neil Cairns’ article on fitting an ‘Easycap’ to his magneto, which apparently restored easy hot starting. Quite rightly they ask whether the internal capacitor (the more modern term for the old condenser) should be removed first? Quite right, it should – usually.

Readers will all know that the capacitor somehow magically suppresses sparking at the points, and enhances it at the plug. My simple explanation is that when the points open, the magneto primary current has to stop. But this stoppage of current and its associated electro-magnetic field, results in a high voltage – a few hundred volts, and will draw an arc at the points immediately they start to open. To prevent this, current is allowed to flow briefly into a capacitor, which rapidly charges up (we are talking microseconds here) and opposes the current, a sort of electrical shock absorber, and by then the points are open. Most windings are

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approaching 80:1, so that 200 volts in the primary winding is reflected as 16 kilovolts at the secondary.

Original capacitors in Bosch and BTH magnetos are usually made up of stacked mica and foil, which have proven very robust and resistant to damp, so that even old and neglected items generally work (the magnetos themselves can still suffer with ‘shellacitis’, when damp-impregnated shellac insulation goes soft and runny at temperature, then hardens and seizes the magneto upon cooling). Lucas capacitors, however, utilised (oiled) paper and foil strips, rolled into a flattened shape, and inserted into a metal case, closed with solder. These do deteriorate with old age and damp conditions – they survived better in their day as most machines were used, and warmed up, almost daily.

There are two common failure modes for the Lucas capacitors. Sometimes the connection to its ‘live’ end (the earth

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connection is usually via the metal casing) vanishes, possibly due to damp and corrosion where wire joins this foil. Typically this results in extremely difficult starting, misfiring, and excessive sparking and burning at the points – the very reason for which capacitors are fitted. If such a magneto has a cut-out terminal it can be jury-rigged by attaching an external capacitor from the terminal to earth (the PUB Vincent carries such a capacitor in its toolkit). For a failure of this type, it would be reasonable to fit an EasyCap to the points without physically removing the internal item (and the EasyCap can be fitted to a magneto without a cut-out facility).

Neil Cairns, however, complained that his bike would cold start fine, but not when hot. This is more typical of old and tired magnetos with old and tired capacitors. The connection remains sound, but damp and chemical changes cause a deterioration of the insulation layer. When disconnected from the winding this insulation should read completely off-scale on an electronic testmeter on its biggest range (typically 10 or 20 megohms). In practice it may not, and professionals will always replace.

However, as that is a big task, and if the winding is OK I will sometimes put a magneto back together if the reading is over 10 MΩ cold, and 1 MΩ hot. This reading is a measure of how much electricity the capacitor leaks away from the sparks, and anything lower will affect hot start performance even on soft old nails (for Gold Stars, etc, nothing less than perfect readings are acceptable because high CR requires higher voltage sparks).

Note that the resistance reading will not

al-Cla ic.c .uk

BONUS ELECTRICAL PUB!

Magdyno armature. Note that unlike the K2F magneto the slipring is at the drive end and the capacitor at the points end (within the wide brass endplate)

be immediate, but will start low and rise over some seconds (during which the capacitor is charging up to match the battery in the meter).

In fact that is a characteristic to look for in the separate capacitors used by coil ignition systems. Reverse the leads and you will even see a negative resistance, that then goes through zero and rises again. It is a sign of a good capacitor. If this slow ‘charging’ process is not seen then the capacitor may have a failure of the previous type, whatever the reading.

Note, however, that you must hold the insulated part of your probes, or all you will be measuring is your own fingers.

If the magneto has a ‘leaky’ capacitor, then simply fitting an EasyCap to the points is not a satisfactory solution, although perhaps it may sometimes provide a small improvement. However, the leak is still there, as is twice the capacitance value, all of which slows the rise-time and probably reduces peak voltage. Unfortunately, replacing a magneto capacitor is not an easy task, in fact far from it. Should your bike of choice use a K series Lucas magneto (K1F, K2F, KVF) with the triangular fitting, then you are lucky, because the option exists to simply cut and resolder internal connections. This ‘only’ requires dismantling the magneto (fraught with risk if removal of brushes, earth brush, and safety gap screws is neglected) and then putting it back together – preferably reshimmed for zero end float.

If, however, your magneto is of the N series beloved of AJS / Matchless singles, or any of the Magdyno series, then disconnection alone is not an option. On these magnetos the capacitor also incorporates the retaining nut for the points screw that itself is an electrical connection to the points. Complete removal

of the original capacitor is required, but then a dummy has to be fabricated to retain the points and connect them to the armature winding.

This task goes much further than simply removing the armature from the magneto body (leaving a keeper in place please).

Following removal, the drive end bearing has to be extracted, and then the slip-ring in order to access the through-bolts that hold the armature together, although the capacitor actually resides at the opposite end of the armature. After unsoldering the connection, removing the original condenser, replacing a dummy or gutted original, and resoldering all the connections, everything can be rebuilt.

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Not an easy task, and not recommended for the inexperienced – I got my experience when there was no alternative, but secondhand knackered items were cheap and plentiful. Currently, since original Lucas capacitors are not available (and NOS probably not trustworthy), most rebuilders have found alternatives, which they usually epoxy in place of the originals.

Sometimes their choices are not good (two capacitors with the same values and voltage rating may be as different as Manx and 16H engines), and a subsequent failure will mean another expensive rebuild. It is at this point that I recommend using the EasyCap, because it removes the component from deep inside the armature to on the points backplate.

The tiny item selected by Brightspark is a modern ceramic device, which does not exhibit the ‘self-healing’ quality claimed by the original paper-foil type, but has a habit of failing to a dead short (no sign of a spark).

For this reason the type is not one I would recommend for embedding in the armature (nor would my tame magneto man, who has had to repair magnetos previously repaired thus), but mounted on the points it is no problem, as we can access them even at the roadside. Just order and carry a spare (maybe already fitted to a spare points block).

A Lucas capacitor, screwed and soldered into place, making the earth connection. The black plastic insulator is integral, as is a threaded boss for the points screw, which completes the electrical connection from winding to points

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NEW YEAR:

OLD CHESTNUTS As the calendar reveals yet another new decade, Harley Richards reflects upon what used to be, and how it compares to today’s classic motorcycling

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Photos from Mortons archive

ou don’t have to spend very long with older riders of older bikes to realise that a number of views seem to regularly crop up when comparing the modern day with The Past.

However, I’ve begun to wonder how many of those views are actually based on fact and how many are based on what suits our take on the wider modern world. So, I’ve picked out a few of the ‘facts’ that I hear regularly aired and given them a thorough inspection – other opinions are, of course, available.

EVERYONE DID THEIR OWN REPAIRS

To disprove this statement, I didn’t have to look any further than my own family. My father and uncle both rode bikes for economic reasons but neither had an ounce of mechanical understanding. If they broke down (and they did), that would mean either a push home or find somewhere safe to park the bike. Then they’d ask around to see if

Time was, every decent bike was fitted with a tyre pump, a toolkit with tyre levers and enough spanners to remove the rear wheel. Just hope the Fieldmaster’s rider remembered to pack a puncture repair kit and extra Weetabix

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GUEST SPEAKER

Serious riders always carried a few spare inner tubes and a compressed air bottle, just in case

anyone could help get it home or to a dealer.

Either way, financial hardship was looming.

I think it’s a fair comment that my father and uncle weren’t the only mechanical incompetents out on the roads as otherwise there surely wouldn’t have been a need for so many bike workshops. We all moan about their passing, but to me their very existence proves there were a lot of riders who weren’t quite as handy with the spanners as we sometimes think.

BIKES WERE FIXED BY THE SIDE OF THE ROAD

This statement has always confused me, because with the right tools and skills anything can be fixed by the side of the road. I’ve heard stories of complete engines being stripped by the side of the road but, seriously, who carried the tools for that sort of work around with them?

I’d hazard a guess and say that for every rider travelling with the tools to tackle all eventualities, there would be dozens armed with nothing more than a plug spanner and crossed fingers.

Even if we consider the most likely causes of coming to an unscheduled halt, I’m not sure the age of a bike has actually got much to do with whether it can be fixed in situ.

A puncture is a common problem, but getting

mobile again, regardless of the age of the bike, will require tools to get the offending wheel out (and possibly some sort of stand to balance the bike); tyre levers to get the tyre off the rim, some sort of puncture repair kit and then compressed air to restore tyre pressure. Without those things, any bike is going to remain immobile.

A broken control cable is another common ailment and, again, a cable on a 1950s Triumph can be fixed in exactly the same way as one on 2010 Kawasaki – you’ve either got a replacement to hand or enough spare length in the cable and some means of re-securing it, or you haven’t.

With electrical failures which brings things to a grinding halt, an awful lot of us could probably tackle a blown fuse or an obvious fault (if a component is in flames or missing completely) but beyond that learned assistance / specialist tools are going to be required. To me, that’s just the way it’s always been.

MODERN BIKES ARE TOO COMPLICATED

This is another statement that warrants closer inspection, after all: what is ‘complicated’ and what is ‘modern’?

I find it hard to believe that anyone

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who understood the basics of an internal combustion engine and a motorcycle’s rolling chassis in, say, 1955 would have much difficulty in getting to grips with the mechanical components of a 2019 Suzuki. Of course, fuel injection and water cooling are relative newcomers to mass produced bikes but even their operation really isn’t that complex.

If that’s the case, then I believe this statement is more about our ability to fix stuff on modern bikes, other than by the side of the road. That in turn involves two issues: actually identifying the cause of a problem and the ease or otherwise in wielding the necessary tools to fix the problem.

I have a lot of sympathy with the latter issue, having recently carried out some straightforward work on a 2006 Bonneville.

Making a change to the airbox required allen keys, torx bits, crosshead screwdrivers, flathead screwdrivers, open-ended spanners, a socket set and several hours’ worth of vile language.

Frustrating? Yes. Unnecessary? To me, yes.

Difficult? Not really. It’s certainly a longer process than an equivalent job on a Triumph from the 1970s but, after all, it’s only nuts and bolts and I’ve just about got the hang of those.

However, the same bike had what seemed like miles of scary wiring to work around which,

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in turn, got me thinking about whether I could diagnose a problem in that particular rat’s nest.

At that point, I remembered some Wise Words from my past about tracing electrical problems.

You don’t need to know what happens inside an electrical component, you just need to know whether the right current is flowing, or can flow, through it. It’s the same for modern bikes, there are a lot more mysterious black boxes lurking in the harness, but with a wiring diagram and a circuit tester finding the one that’s failed is just trial and error – same as it’s always been!

That said, I would be the first to agree with anyone complaining about the cost of said black boxes, and modern bike parts in general, because the financial cost of fixing a problem can be a short step from a bike being repairable to being scrap. But that’s a discussion for another day…

OLD SKILLS ARE BEING LOST

I’m not convinced. Just because the local chap you used to take your widgets to for their annual refurb has now retired doesn’t mean there are no widget refurbers left.

There may not be anyone local (which could well be why you used him in the first place) but if widgets are still being used, chances are someone out there is still refurbing them. In

this digital age, finding a suitable trustworthy and competent person will almost certainly mean trawling the net, and that does fill some folks with more trepidation than an intermittent electrical fault. However, being unfamiliar with searching the web is not the same as there being no-one to do the work.

You only have to look at the blossoming custom bike scene to see that there are any number of young(ish) experts out there. Even if you don’t like the look of them or what they are doing to bikes, the skills they are using to get their creations up and running are the same needed to get any bike up and running – don’t let prejudice blind you as to who can help.

BIKING WAS MORE FUN BACK IN THE DAY

Almost certainly true. There again, we all reach a stage in life where everything was more fun back in the day. It doesn’t matter whether it’s regulations, the volume of traffic, the standard of driving or your own abilities, something will be diminishing your two-wheeled fun as the years roll by. So why not enjoy the memories and deal with the present as best you can?

MY OLD BIKE IS TOO HEAVY…

…so it might be time to hang up my leathers.

This begs an obvious if awkward question: why are you riding an old bike at all?

If you ride a particular bike because you have a deep emotional attachment to it, and it is simply the only bike you want to ride, then hanging up your leathers is probably the only sensible option if it gets too much to handle.

However, I’d be surprised if many people actually do fall into that category. I think most of us ride old bikes because those are the machines we got our first taste of real freedom from, and had a lot of fun doing it – nostalgia at its finest in fact. If so, that leads to another key question: what was more important, the freedom / fun or the bikes? If you throw away your rose-tinted glasses and the freedom / fun comes out on top, that would suggest you’d be happy on pretty much any bike. You may be happiest on your old bike perhaps, but something, newer / lighter will still be way more fun than not riding at all. As always, a sense of perspective is key.

Conclusion: don’t let misconceptions about what biking was get in the way of having fun with what biking is.

er gave earnest chaps in flat hats, old bikes nev nted inve was RAC any a trouble. Which is why the

If all else fails, there is always the noted power of prayer. ‘Never mind this dull old Enfield,’ laughed the reverend. ‘Look, over there lies salvation … and a nice little Honda…’

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It’s a Dunelt, you fool…’ It wa s an age of great understandings. Bike repair shops may have improved down the years

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Have you got something to say about your old bike? Would you like to see your P&J preserved on the printed page? Claim your 15 minutes of fame and write for RealClassic… ➤ WE WANT MORE STORIES about real life classic bikes. We like profiles of a single model or a comparison of two machines. Most magazine features are between 1000 and 2500 words. If your story is much longer then it’s probably not for us. Shorter stories appear in the letters section. ➤ TO SEE WHAT WE MEAN look at Stuart’s Matchless article in this issue or the Tri-Cotton tale from last month. Real life experiences which share the ups and downs of long-term life with your bike. ➤ DON’T WORRY about your writing, grammar or punctuation; we’ll make sure that your article reads the right way. Just concentrate on telling a good story and we’ll do the rest. ➤ INCLUDE AS MUCH INFO as ossible.

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can see what you’re talking about. We need at least dozen photos: 20-plus is better. Take the pics against a clear background, and show BOTH SIDES of the bike from several different angles. Make sure the bike is in the light, and not in the shadows. We can use old-fashioned photos or digital jpgs. Digital images must be 2MB or bigger. ➤ YOUR EFFORTS will be rewarded with complimentary copies of the issue your story appears in, an extended magazine subscription, and an extra ‘something special’ to say thanks. Plus, of course, you’ll have your 15 minutes of fame…

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The quest for a ‘p practical’ modern mach hine began on the Ducati stand. This is an example of the famous Scrambler range, although which exact model it is FW forgot to record

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for a change. st ju , in a g a g in w o sh Frank’s been off ents, of course… ev t en er iff d ry ve o Tw

nspired, I was. Completely inspired.

I was on a mission – being a man on a mission is just so exciting! And the reason for this unusual intensity?

I’d been reading a lengthy thread online which had started off groaning, moaning and grumbling that there were no ‘practical’ new bikes any more. The reason for this? The original post was from a chap who’d been to the great big bike show at Birmingham’s NEC, and had been royally unimpressed.

My head was scratched, my curiosity aroused. Also my pedantry, because surely all motorcycles are practical? Even racers are great for racing, if only to work or to the handy café, in the same way that my favourite laid-back Milwaukee monster is entirely

practical should I want to go and pose, ride a couple of hundred miles to beat a friend into buying lunch, or even pop off to the pie shop for an illicit ingestion of steak, ale and pastry.

I think the only truly impractical motorcycle I’ve possessed is the Norton F1, which is so darned uncomfortable that I’d never willingly ride it. Other folk do, though, so the problem is plainly mine, rather than the bike’s. Which is always a thought worth keeping in mind when criticising things.

But the NEC? My own enjoyment of the great big annual bash has been cyclical. This means that at first I really loved it, then I hated it, then I loved it again, then I hated it again because I was compelled to work on a stand there, then I avoided going due to

For those who demand more practicality than most, Watsonian Squire can do wondrous things with a Royal Enfield

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memories of enormous tedium and difficult journeys, then last year quite suddenly and out of the blue we discovered that we could catch a train into the middle of the place and … I like it again. Life is never easy. Hurrah.

Last year’s big bash was seriously instructive, not least because it was quite a while since we’d last been (yup; the Better Third and I always go together, because…) and loads of bikes were almost entirely unfamiliar. For example, I was well aware of the Ducati Scrambler (very handsome in some colours, less so in yellow) but was equally unaware of the strange understanding that there’s an entire family of the things, every one of them slightly different to every other, and I don’t mean just the colour, either. I sat on several. That was fun. Brumm, brumm, I went, pathetically.

Which is one of many great things about the big show – a chap gets to perch on almost as many bikes as he might want to, and pump-action salesmen do not instantly appear clutching fierce expressions and armed with intimidating suggestions that

fie eld twins, how’ss this for practical!

Speaking of Enfi Oops, someone will complain about the front mudguard…

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FRANK WESTWORTH a chap should either buy the bike or get off it. I do believe that I sat on all of the various variants on offer, and disliked some more than others. Last year I’d wondered whether a DucScram might make the ideal neo-classic bolide upon which a chap could cruise the cool lanes and mean streets of downtown Bude, but decided against it. Practical transport though? Yes, every one, I think.

This year’s pause on the Ducati stand was shorter than last year’s, because I wanted to buy an Indian, and they were nearby in the monster shed which is the NEC. The reason for this American aberration? We’d paid a visit to the always stimulating Col and Becky at Thor Motorcycles, down in deeper Cornwall, and I’d sat on a couple of Indians there. This is not a punishable offence, in case you were wondering. The snag with a dealer showroom, even one as convivial as Thor’s, is that I always feel a certain pressure to purchase, and Col’s suggestions that I should grab a hat and belt out to follow him across November Bodmin moorland in the half-dark and half-raining were generous but a trifle terrifying! But in a show? A chap can kick the tyres and bounce on the saddle as much as he might want to – were he interested in constructing an epic appetite, that is the way to do it. So I did. Chugga, chugga, I went, ponderingly. Very practical bikes, Indian Scouts, too. Very low, very easy to ride and with endless baggage permutations should the need arise. Which it would.

Meanwhile, and increasingly obsessed

Practicality need not be confused with style. FW was of course swayed by Triumph’s dark side

with uncovering a few impractical bikes, we headed for the Norton stand, mainly because I am still surprised at how little I enjoyed the 961 Commando I bought new in 2010. Maybe the new modern twins would suit me? Maybe not. I’d need a stepladder to actually clamber

aboard, which makes them pretty impractical for me – although the more youthful, fitter types they’re aimed at should have no problems. Triumphs, though?

There are simply loads to choose from. As I am an ancient relic I instantly ignore all the modernistic rocketships and the gargantuan tall adventure machinery, the latter because I’d need a pet alp to climb to enable me to actually get aboard and the former because they’d kill my back and I’d look truly ridiculous riding one. And style is important to me, as you may know.

Which leaves us with loads and loads to choose from. They range from the obvious (armies of faux-Bonneville Bonnevilles) to the controversial (a decent range of Bobbers, black and otherwise) to the plainly most desirable – the Street range. I already possess a Street Scrambler, as you may recall, and Herald offer a decent range of wondrously affordable and eminently practical ‘classic’ styled bikes. Far as the eye can see…

All the classic virtues of simplicity, light weight and baggage are available from CCM. The Spitfire may be an aftermarket option – we’re unsure on that point

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JANUARY 2020 I 101

was enlightened to rediscover that the more modern model than my own boasts some 10 extra horses and a better front brake. That’s it, then! The new machine for the new year!

Trade in my 2017 example (in red) and rustle serenely back to RCHQ Bude on a sparking 2019 machine, registered in 2020, because that’s the way to do it. Buy a last-year bike which will be cheaper than a this-year bike.

Except… …except that the trade-in drops with the older / cheaper bike so it actually costs the same to change. Rats, fooled again.

But we weren’t there to enjoy ourselves!

No. We were at the NEC on a mission, a mission to uncover the truth about impractical modern motorcycles. And a chap should take these things seriously, so we’ll walk straight past the CCM stand, with its large Spitfire and collection of seriously strange motorcycles. None of which I personally liked the look of, but which may of course be wonderful in every sense. And – because of the mission imperative – I was increasingly aware that racks of bikes on racks of stands were fitted with racks – and other luggage – so were plainly practical. It is a definitions thing, a personal thing.

It’s time to stop this becoming a list. Let’s just say that I know what I like – and for as long as I’ve been riding, which is a happy half-century this year – I’ve always been a fan of machinery which offers an upright riding position, with high bars so my back’s straight, and footrests which allow my feet to be almost vertically below my knees or indeed in front of them. Café racers and I have never got on well. And my favourite riding position was once the default standard setting for the majority of motorcycles sold new. And… it still is. The only real limit on a bike’s practicality is the length of time it’s comfortable for its rider, surely? Everything

else is a question of whether or not a chap likes the style. Discuss.

It’s always entertaining how an idea takes root when I want to write something around it. So it was that on the merry chuffer back to RCHQ Bude (well, Exeter, which as near as we can get) I was helping the Better Third to rest her eyes and snore only gently by wondering at length whether there’d be lots of practical old bikes at the forthcoming VMCC autojumble at Shepton Mallet – our next big day out.

But that’s a stretch too far. How many of us honestly buy an old bike as a practical means of transport? Be honest now. Some

Is this the most rare BSA of them all? Is it a classic?

We should be told!

Moto Guzzi rarely disappoint. Easy to look at, easy to ride, and traditional air-cooling too

Much of a Matchless. FW? Sore tempted, but there’s another Matchless on the bench already and…

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FRANK WESTWORTH Temp, tempt. This kind fellow did in fact separate FW from a bundle of banknotes

folk do, but as I’ve risked ire by stating more than once, on my regular upcountry rides I see almost no classically old bikes in use. When I meet up with friends I know only through our shared fascination with old clunkers they almost inevitably arrive on a modern motorcycle. Or indeed in a car. I often turn up on three wheels rather than two, an option which does indeed attract opprobrium but which has been a life-saver more than once, and has allowed me to enjoy the motorcycling experience rather than the sitting in a car experience – which is always dull in comparison.

Jumbles are great places to find bikes. I’ve bought several that way down the years, and it’s always worth remembering that as the hopeful vendor has brought the sale victim to the jumble in a van or on a trailer, then he can almost always deliver it to your residence. So negotiate that into the price – and it is indeed often possible to negotiate around the asking price.

Of course there was a fine array of bikes – my kind of bikes, too – on sale at the jumble. Ranging from basket cases for those with great mechanical ability or even greater optimism to perfectly good runners. Happily I am under domestic suggestion not to buy anything which will absorb all my spare cash while providing little reward in return, which limits the options a little. But only a little. There may be pics nearby of a couple of heavily tempting machines. Happily one of them was acquired by an RC Reader from another RC Reader before I lost control of my trembling wallet hand, and the second, similar machine, was non-negotiable and more than I’d willingly pay for such a machine in ‘needs recommissioning’ condition.

I don’t know about you, but I always need a decent dose of reality infusions (strong coffee helps) before walking around a piled-high jumble

No, not spotted at the VMCC jumble but at the NEC C. An unrepeatable off ffer, plainly

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JANUARY 2020 I 103

Was there a Least Practical Bike competition? This beautiful Victor would be the victor. Looks superb, does everything a chap could want apart from start. Ask FW about this. He still limps…

looking for entire bikes rather than bits of bikes. This time I had a mantra. Which was ‘There’s a CSR on the bench – you need no more bikes’. And it worked, although I was heavily tempted by two Triumphs, which isn’t a thing I could say often. Most tempting of all was a girder / rigid Matchless, but when I added its price to the cost of the bits required to fix it, it made no sense at all, so my wallet stayed safe in the pocket with the zip to prevent accidental withdrawals!

But I did not go home empty-handed.

No. As my mantra reveals, on the bench is my elderly and seriously scruffy Matchless CSR – a genuinely great bike. However…

Its genuine greatness has been marred by my lack of maintenance and the Atlantic salty spray – again. ‘Again’ is a word which I’ll use a lot when referring to the Matchless, because it’s been around for a long time and my bursts of enthusiasm wander stupidly between just putting it back onto the road again and actually improving it. It’s long been one of those machines which I drag from its slumbers to put on the road for winter (because of its scruff) and by the time it’s ready for the road again (because I am notably inefficient) winter has passed and I can ride less unshiny bikes again.

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This is a cyclical process. Drag out bike Which was why I managed not to return for fettling in November. Get bike running home empty-handed. Instead I have in April. Park bike for the summer. Drag bike the shiny metal mushroom which may out for fettling in November… be pictured nearabouts. This is – as you This apparent insanity is a leftover from already spotted – the heart of a conversion the increasingly distant days when I rode old which will allow me to ditch the magneto AMC machines for winter rides. They were completely and replace it with a pointless, generally indestructible. I was reminded of rather than sparkless, ignition system. this while writing a short piece for another Watch, as they say, this space… old bike magazine in which I commented on the unreliability of my nearly-new T140V and how my job was saved by riding a G9 Matchless to work instead. The Triumph let us down most weeks, sometimes several times, and the Matchless let us down only once – when the cable to the manual ignition advance came adrift somehow and the camring rotated, producing creatively eccentric sparks.

This time, this Matchless, the plan is to upgrade its electrics a little. Jacqueline PUB has generously offered to look at the sparkless magneto, which would fix it – she has both the essential knowledge and the appropriate hammers – but my mind has been wandering, where it will go…

Meanwhile, there’s a plot brewing in The

Shed. More next time

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