Classic Bike Guide February 2015 by Mortons Media Group Ltd

SCRAMBLER SCRAMBLER DUCATI’S SINGLE DUCATI’S TWIN

OLD SCHOOL

CAFÉ

DRESDA

CLASSIC BIKE GUIDE || CONTENTS

046

054

020

006 008 010 014 018 020 024

ARCHIVE RETRIEVAL

A subtly snowy theme

WINTER CLASSIC SHOW

We all went to Newark (nearly all)

NEWS

Luggage and a business available here

LETTERS

Far too many for the space; write more!

SUBS PAGE

You know it makes sense. Mostly

VINCENT RAPIDE

Try before you die, apparently

MATCHLESS BOBBER

Unlike any other Matchless, possibly

060

028 032 036 040 042 044 046 054

BMW R69S

Triffic, Teutonic, Twin

BONNEVILLE T100 Triffic, Triumph, Twin

MOTO GUZZI SP1000 Classic tourist, shaft too

PAUL D’ORLEANS

Conversion here

GEORGE COHEN

Old vs new, is one better?

SARAH BRADLEY

What I rode, and where I went

DRESDA TRITON

With added (Degens) extra

CAFÉ COMMANDO

It’s remarkable what can be done with a Norton

036

060 072 080 094 096 108 114

DUCATI SCRAMBLER

It’s all new. Apart from the name

BUYER’S GUIDE

Norton 500 singles and twins

CLASSIC BIKE GUIDE More than you want to know

CLUB SPOT

BSAOC, take a bow

READER ADS Lots. Lots. Lots

WHEELS

How to rebuild them

FRANK WESTWORTH At the rear as usual

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FEBRUARY 2015

CLASSIC BIKE GUIDE || FEBRUARY 2015 3

CLASSIC BIKE GUIDE || EDITORIAL

|| whO’s whO || EDITOR || Frank Westworth editor@classicbikeguide.com pUBlISHER || Dan Savage asavage@mortons.co.uk DESIGNER || James Duke REpROGRApHICS || Simon Duncan EDITORIAl ASSISTANT || Jayne Clements GROUp pRODUCTION EDITOR || Tim Hartley DIvISIONAl ADvERTISING MANAGER || David England 01507 529438 dengland@mortons.co.uk ADvERTISING || Jane Farquharson, Leon Currie 01507 524004 jfarquharson@mortons.co.uk lcurrie@mortons.co.uk ARCHIvE ENQUIRIES || Jane Skayman 01507 529423 jskayman@mortons.co.uk SUBSCRIpTION MANAGER || Paul Deacon CIRCUlATION MANAGER || Steven O’Hara

FRANK WESTWORTH

MARKETING MANAGER || Charlotte Park pRODUCTION MANAGER || Craig Lamb pUBlISHING DIRECTOR || Dan Savage

Those spicy specials ARE YOU A fan of specials? Bikes built to represent some sort of ultimate expression of the builder’s idea of what represents a perfected motorcycle? If so, I hope you enjoy reading about the two cafe creations in this issue. Time was that the main reason for building a special was possession of a decent frame, usually Norton or BSA, and a decent engine, usually a Triumph twin. That was back in the great days of the breaker; motorcycle scrapyards which were piled to the skies with old bikes which had reached the end of their own hard roads. Richer riders could also buy a mostly destroyed Norton single (RAC sidecar tugs were favourite in my area), throw away the exhausted ES2 donkey and fit that Triumph twin in its place. Seems strangely like heresy now, but I knew several guys who did that. I even know one idiot who took the 750cc engine from an ex-police Atlas and replaced it with a 500cc T100 powerplant. Fool. It was faster in third than top, except down long hills. But it was fun. Which was mostly the point. Even richer riders could – so I’m told – buy either a ready-built special or the parts to build one from a noted specialist. Someone like Dave Degens, who is mostly responsible for the Triton you’ll find further on in these technicolour pages. It’s never fashionable to say this, but an awful lot of the Tritons, Tribsas and their like were horrible lash-ups, and were certainly no improvement on the original donor bikes. I know this to be true; I built more than one, and so did my pals. So, reading about the Dresda Triton brought back a whole load of memories for me – I hope it does the same for you, or that it inspires you to maybe build a bike of your own, to your own spec, for your own delight. Which is what it’s all about, isn’t it? Variety, spicy stuff, in motorcycling as in the rest of real life. See you out there, I hope. Frank editor@classicbikeguide.com

COMMERCIAl DIRECTOR || Nigel Hole ASSOCIATE DIRECTOR || Malc Wheeler

CONTRIBUTORS IN THIS ISSUE Sarah Bradley, Alan Cathcart, George Cohen, Ieish Gamah, Ian Hodge, Rowena Hoseason, Phil Mather, Paul d’Orleans, Michael Powell, Phillip Tooth EDITORIAl ADDRESS Mortons Media Group, Media Centre, Morton Way, Horncastle, Lincs LN9 6JR WEBSITE www.classicbikeguide.com GENERAl QUERIES AND BACK ISSUES 01507 529529 24hr answerphone Email: help@classicmagazines.co.uk Web: www.classicmagazines.co.uk SUBSCRIpTION Full subscription rates (but see page 24 for offer): (12 months 12 issues, inc post and packing) – UK £50.40. Export rates are also available – see page 24 for more details. UK subscriptions are zero-rated for the purposes of Value Added Tax. DISTRIBUTION COMAG, Tavistock Road, West Drayton, Middlesex UB7 7QE. Telephone 01895 433600. USA SUBSCRIpTIONS CLASSIC BIKE GUIDE (USPS:002-674) is published monthly by Mortons Media Group Ltd, PO Box 99, Horncastle, Lincolnshire LN9 6LZ UK. USA subscriptions are $54 per year from Motorsport Publications LLC, 7164 Cty Rd N #441, Bancroft WI 54921. Periodical Postage is paid at Bancroft, WI and additional entries. Postmaster: Send address changes to CLASSIC BIKE GUIDE, c/o Motorsport Publications LLC, 7164 Cty Rd N #441, Bancroft WI 54921. 715-572-4595 chris@classicbikebooks.com pRINTED BY || William Gibbons & Sons, Wolverhampton. ISSN No 0959-7123

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RIDINGLIFE || vincent rapide

Bucket list bike Owning a Vin twin: not quite an impossible dream

Above: In case you were wondering, the bulge beneath the seat is the tool tray. The mysterious strippery is to support the luggage; a penalty of the unusual spring frame’s clever design

Along with most of the motorcycling population, Mike, the proud new owner of this 1953 Series C Rapide, had previously given up all hope of owning a Vincent twin. “I thought it would never happen,” he explains, “as prices steadily rose out of my league.” However, a routine trip to his doctor got the ball rolling. “It was the doc who done it. Making a bit of a joke at my expense, he suggested I didn’t have long to live… you know, only another 15 or 20 years or so!” Mike got the hint that “maybe it was time to spend for my retirement, rather than save for it”. So Mike took the plunge, smashed open the piggy bank and bought… a Morgan. Which turned

‘There’s no getting away from the fact that Vincent did things differently – and the result was a supremely accomplished long-distance tourer’ 20 FEBRUARY 2015 || CLASSIC BIKE GUIDE

out to be entirely not what he wanted. So now he’d spent his cash on the wrong thing – what to do? “An ad in the VMCC journal prompted a few speculative calls,” he says. “I’d always wondered if any of these exchange propositions ever came off, as surely it’s some coincidence if someone has exactly what you want and vice versa, but this time it was just that.” A convoluted bargain involving the Morgan was struck, and Mike finally became the proud owner of a motorcycle he never believed he’d actually own. At this point, it’s traditional to plunge into an orgy of hyperbole, extolling the engineering excellence and sheer superiority of the Vincent twin. Indeed, the 998cc 50º V-twins showcase many design features which were ground-breaking in their time: the ‘frameless’ chassis with a boxsection oil-bearing top tube; twin brakes to evenly apply deceleration forces without distortion, attached to quick-release wheels; triangulated rear suspension which pivoted directly in the engine/gearbox casings, with hydraulic dampers tucked under the saddle; the innovative forged light-alloy Girdraulic front fork which controlled movement via a single damper and long coil springs. And that’s without mentioning all the

NO W IT BU Y Provenance is all-important with Vin twins, and this 1951 Series C Rapide comes with piles of paperwork to prove its credentials. It’s had a recent engine overhaul and practical upgrades to brakes and electrics. On sale now at Godin Sporting Cars & Motorcycles

Price guide

£28,000 low to £40,000 high

FAuLTS & FOiBLeS Requires specialist servicing and an involved owner. Check insurance stipulations and security arrangements before purchase

ALSO cOnSider

Vincent Comet (not quite the cred but less expense and somewhat easier to live with); recent ‘recreations’ (uprated spec, lower prices, don’t hold their value so well as original Vins); Ariel Square Four (another interesting big British tourer, prices not so extreme)

SPeciALiST inFO The Vincent Workshop; Vin Parts International; VOC Spares Co

OwnerS’ cLuB

Vincent HRD Owners’ Club: www.voc.uk.com

century of motorcycle manufacture, although in truth the end was very much in sight for the company. The ground-breaking innovations – that rear suspension was first introduced in 1928 – were becoming commonplace in the postwar period, and Vincent made few great leaps forward in the 1950s. However, in 1953 the Rapide benefited from several modifications to the clutch and gearbox on top of its already extensive specification. Its price came down, too, ostensibly as the company passed on the benefits of mass production to the public – but essentially in a last-ditch effort to combat declining sales. This particular Series C has had very few owners in its 62-year lifespan. It spent most of its life in Cheshire and underwent extensive restoration in the early 1990s by marque specialist Glyn Johnson. (If that name is familiar to you, it’s because Glyn built the first ‘new’ Vincent from spares produced by the Vincent Owners’ Club scheme shortly after finishing the rebuild of this bike). “All credit to Glyn,” says Mike; “as the bike still looks almost as good as when he finished the job, almost 20 years ago.” While the renovation was in progress, Pat Davy of the VMCC bought the Rapide and then rode it regularly for the following decade. Together with wife Ann, Pat and the Vin clocked up some 16,000 miles. “In all that time it only needed a new kickstart spring, a magneto rebuild and a brake drum.” In recent years, however, the Rapide has been spending more time stationary than out on the road, hence Pat’s decision to pass it on to a new keeper – which coincided with Mike’s advert in the VMCC journal. The handover happened in midwinter, giving Mike enough time to properly prep

♠

technical trickery inside the ‘vibrationless’ engine. There’s no getting away from the fact that Vincent did things differently – and the result was a supremely accomplished long-distance tourer. Even in its least flashy form as the regular Rapide, the Series C could safely claim to be the world’s fastest standard motorcycle (although cheekily Vincent liked advertising that fact alongside pictures of record-breaking machines which didn’t look exactly as they did when they left the workshop!). The Vincent twin had the highest power-to-weight ratio of any production machine which made 110mph a genuine possibility from its 45bhp. The factory claimed that the Rapide would stop faster than any other standard bike too, so it also added the ‘world’s safest motorcycle’ to the marque’s marketing claims. In 1953, Philip Vincent celebrated a quarter-

Above: Vincents kept their neat ‘rider’ touches right to the end of production. The wheel spindle has a built-in tommy bar, and the chain adjusters are operable by hand. The rear stand clip is hand-tightened and the luggage suits it perfectly

CLASSIC BIKE GUIDE || FEBRUARY 2015 21

RIDINGLIFE || TRIUMPHT100

Roadster reborn The long-term prospects for the modern Bonnie with bling Photos: RichaRd J Above: Single seat and a luggage rack improve the Bonnie’s functionality but most likely do little for passenger delight…

SINCE ITS REINTRODUCTION to the Triumph range 15 years ago, the Bonneville has become the most successful retro moto on the UK market – and with good reason. The air-cooled parallel twin engine and roadster styling pay their dues to marque heritage, while the overall package is straightforward and satisfying for its target audience. However, it’s not without its flaws and foibles, as owner Richard has discovered with his T100. The T100 was introduced in 2004 as an upmarket version of the standard Bonneville with traditional styling cues: peashooter pipes, twin clocks, two-tone paint and careful coach-lining, rubber kneegrips and chrome engine covers. The T100 is an obvious option for someone like Richard, who returned to riding around a decade ago and bought his Bonnie second-hand in 2010. “It’s a 790cc model,” explains Richard, “so it predates the change to fuel injection and comes with Keihin carburettors. Only 15 years and I’ll be able to take it to VMCC rides…” The Bonnie must have made a favourable impression during Richard’s initial test ride,

32 FEBRUARY 2015 || CLASSIC BIKE GUIDE

because he still bought the bike even though it ran out of fuel and stranded him. “The Triumph was too good to miss,” he confirms. “It had the traditional ‘one previous careful lady owner’ (her name appears on the V5 so it must be true) and was in good condition. “The careful lady owner had made some useful improvements, including fitting Hagon shock absorbers and a Triumph screen, although the digital gear indicator (display invisible except in very overcast conditions) and chromed sidestand are of perhaps less use.” Don’t knock the sidestand: the Bonnie’s centrestand is notorious for being hard to use. The standard saddle is another OE fitment which is famous for being hard: it’s typically firm when new and stays that way even after 10,000 miles. Richard wasn’t going to put up with a pain in his posterior: “I had it changed for a single seat, using longer Allen bolts to avoid outbreaks of bad temper when trying to reinsert the supplied shorter bolts. I am a human being, not an orang-utan, with fingers of conventional length only. A softer seat is a definite must-have.

NO W IT BU Y

Above: Chrome engine cases came with the ‘slightly upmarket’ T100 version of the Bonneville. The carbs appear rather more useful; injectors appeared later than this. Check for corrosion when buying; it can be a concern on Triumph twins

Price guide

Low £3000, high £4500 (carb-version T100)

While there are plenty of later, fuel-injected 865cc T100 twins on the market, the earlier versions can be hard to ﬁnd in tidy condition. This 790cc example has covered under 7000 miles and is on sale at the Value Bike Centre for £4495

also consider

Kawasaki W800 (arguably better in every way but lacks the Triumph badge); Harley-D Sportster (more ££, less performance and a certain stereotype); Moto Guzzi V7 (more charisma, less choice)

sPecialist info

Carl Rosner; Norman Hyde; Square Deals; Jack Lilley; Triumph’ant Motorcycles

owners’ club Triumph Owners MCC: tomcc.org

♠

“I also had heated grips fitted, which are extremely good until you leave them on when parked up for several hours, as I did at the Prescott Hill Climb. This involved a two hour wait for the RAC to jump start the bike.” In general, however, the modern Bonnie has acquired a reputation for reliability which Richard can confirm. “The only failure – ignoring the rider stupidity and carelessness described above – was the regulator/rectifier which left me stranded in a service station on August Bank Holiday Monday. What fun. Insult was added to injury when I dropped the bike during a foolhardy attempt to bump-start it, bending the clutch lever and tearing a hole in my recently acquired and rather

Known faults

Weak suspension; poor idling from lean carb settings (replace with larger jets); ‘soft’ original screw heads (screws best replaced with hex-heads); intermittent electrical failure from degrading ignition pick-up coil; corrosion to chrome and ﬁttings

expensive Halvarssons trousers.” However, this mishap allowed Richard to discover one of the Hinckley Bonnie’s other attributes: it’s an uncomplicated motorcycle to work on, especially by modern standards. Home mechanics praise the ease of access to important areas which makes routine maintenance (and unforeseen repairs) relatively straightforward. Richard agrees: “Much to the surprise of all who know of my total mechanical incompetence, I replaced the failed and bent parts myself with the help of a Haynes manual, a lot of photographs of the process and more Silk Cut than I would normally smoke in one day. Nobody was more astonished than I when the bike started first time.” Upgrades abound for the Bonnie range, but some aftermarket accessories should be considered almost essential. Richard’s T100 came with Hagon shocks already fitted which is just as well, because the standard suspension is only just acceptable when the bike’s brand new. Unless you enjoy experiencing a deteriorating choppy ride, it’s best to budget for variable rate fork springs and a set of fully adjustable rear dampers to significantly improve the Bonnie’s road manners. Owners also remark that the standard exhaust note is underwhelming in the extreme and much enhanced by a set of aftermarket pipes. With the passage of time, the Bonneville’s brightwork is likely to suffer, especially if it’s one of the blinged-up models like the T100. “At 10 years old,” says Richard, “there is some rust appearing which will need attention.” Even the more workaday variants suffer from tatty wheel CLASSIC BIKE GUIDE || FEBRUARY 2015 33

Fast CaFe Orchestra

Converting a stock roadster into a competent cafĂŠ classic is never easy, nor cheap. But the result is worthwhile. Or is it? Photos by Terry Joslin, Chris spaeTT

steadily smoothed. It surmounted ever-more stringent eco-hurdles and made a slow, subtle but steady transition from sportbike to sports-tourist, as there was little extra power to be extracted from the 1948 engine while maintaining any semblance of road legality or road reliability. The final version arrived in 1975; the Mk.3. A fine, handsome and very competent machine, its 58bhp failed to cut it in the performance circus, so Norton fitted it with an electric foot, a single disc at both ends and simply pretended that it was as fast as its competitors. Ad slogans like ‘The Powerchoice’ raised many a smile at the time. A racer it was... not. Not in any sense. So. The bike you can probably see here is one of those. A last gasp Commando. Registered in September 1976, by which time the Norton company was facing its certain demise as a bike builder. Its days as a mass-producer were long gone, and the final batches of Commandos were assembled at a small works in Wolverhampton while that particular fragment of the old Brit bike building world was under the control of the liquidator... This Norton’s original owner converted it almost straight away for use on the track. So what started life as a decently sprightly, comfortable and quick road bike was transformed into a production racer, as was and still is fairly common. And after that it

♠

hen Norton’s Commando took its first bite out of the street in 1968 or so, it was immediately considered to be awesome. No one actually used that word of course, it being the acidic Sixties, but the fact of the matter was that it was… awesome. In the right hands, a Commando could tackle anything on the road at the time, pretty much, and many are those who’d insist that the Commando made all the other Brit twins obsolete on the spot. It’s a theory. And it’s a good one. There were race versions as well. Proper racers and street racers, over the decade or so that the Commando managed to stay in production. Cafe racers too, using more than one source of those essential aftermarket gofaster bits which may not actually have increased the performance at all, but which looked and sounded truly rapid. Which was all that was important. Time passed. The bike won awards and sold well. Its rough edges were slowly but

TRADINGPOST BUY || SELL || SPANNER || SOLVE

Above: They’re still arguing over the merits of a couple of Matchless G80CS scramblers. It is almost certain that they already recognise the faultless nature of the Matchless G2 in the background and that in the future AMC 250 lightweights will receive the recognition they deserve…

CONTENTS

072 080 094 097

BUYER’S GUIDE Norton singles and twins CLASSIC BIKE GUIDE Piles of Brit bike info CLASSIC CLUBS Stand proud, the BSAOC AN AD COUPON What you’d expect, really…

098 108 114

FREE READER ADS A few treasures, too TALKING TECHNICAL How to rebuild wheels FAMOUS LAST WORDS A madman speaks. Again

facebook.com /ClassicBikeGuide

This photo was sourced from the Mortons Archive. If you are not already aware there is a huge collection of different images in the Mortons Archive, one of the greatest collections of motorcycle images in the world. Whether it’s a rider from 1937, a showroom photograph of a rare bike model, or just a highly unusual shot of a rider in action – we have it all.

The archive is often used by the national media companies looking for a bike, rider, or event photograph. The archive offers literally millions of images and documents relating to motorcycles and motorcycling, thousands of which can be accessed online. Have a look at the dedicated website (www.mortonsarchive.com).

TRADINGPOST || BUYER’S GUIDE classic bike guide

buyer’s guide

british 500 singles and Twins Part 3 – Norton The single cylinder motorcycle, in particular the 500cc single, was for many years the backbone of the industry, but in the 1950s the twin cylinder engine arrived to challenge that position and to better satisfy the changing demands of a new and vibrant buying public Words by Phil Mather Photos: Mortons archive Although the 16H side valve offers a lot of charm and considerable resilience, the ohv 500s are a little faster

Norton singles The 500cc single cylinder model was a Norton standard from the earliest days, and although the design of the side valve 16H motor originated in the 1930s, the classic Norton bore and stroke dimensions go back a further 20 years to a machine conceived by founder ‘Pa’ Norton himself. The overhead valve Model 18 joined the range in 1922 and both types evolved gradually, sharing many components, until the outbreak of the Second World War when manufacture was switched exclusively to side valve military machines. Production of side and

overhead valve models resumed in 1946, the longrunning ES2 eventually gaining a full-width front brake and the fabled Featherbed frame. Manufacture of Norton 500s ended in 1963, by which time Norton had become part of Associated Motor Cycles (AMC). AJS/Matchless machines were subsequently branded Norton ES2 Mk.2s for a short while.

MODEL DATES

1946-1954 Model 16H 1946-1954 Model 18 1947-1963 ES2

ORIGINAL SPECIFICATION Bore x stroke: 79 x 100mm

72 FEBRUARY 2015 || CLASSIC BIKE GUIDE

Compression ratio: 16H 4.5:1, Model 18/ES2 6.5:1 Carburettor: Amal 276 Ignition/electrics: Lucas Magdyno Gearbox: Norton/Burman fourspeed Frame: Single front downtube cradle frame with rigid rear frame Front forks: ‘Long’ Norton Roadholders Brakes: Single-sided 7in drums front and rear Wheels: 19in front and rear Petrol tank capacity: 2¾ gallons Oil tank capacity: 4 pints Weight: 382lb

MODEL NOTES

The military used 16Hs throughout the Second World War and they were

then returned to civilian use in the late 1940s. Both side valve 16H and ohv Model 18 machines shared the same rolling chassis and engine bottom end. A number of new features were incorporated in the motor for 1948.

MODEL DEVELOPMENT

1947: Roadholder telescopic front forks introduced. ES2 model added to the range with ‘garden gate’ plunger frame as standard, weight 413lb. 1948: 16H fitted with an aluminium cylinder head and the valve spring housing now a separate casting from the cylinder. Rockerbox on ohv engines

now one-piece with positive oil feed from crankcase return pipe. Pushrods now actuated by tappets instead of cam followers, pushrod tubes clamped between top of crankcase and underside of rockerbox. On all models, flywheel diameter reduced to allow for piston with longer skirt. 1949: Alloy pushrods on ohv engines. 1950: ‘Laid down’ style gearbox. Dynamo output increased to 60W and CVC (voltage control) box relocated inside toolbox. Ohv engine compression ratio raised to 6.6:1. 1951: Larger capacity 3½ gallon petrol tank. New shape oil tank. Sidestand fitted as standard

|| opinion ||

illustration by martin squires

BRITAIN’S WEATHER MAY have settled into Tip Continental GT ride. Meanwhile, The Bike damp bleakness now, but looking back on a Shed held its biggest-yet alternative custom generally sunny 2014, it was a pretty good exhibition, BSMC III, at Tobacco Dock in riding year. I can recall more days Wapping. Great job, ladies and gents. overheating in my leathers than being My personal financial embarrassment miserable in my waterproofs, and that’s (apparently the recession’s over, but I can’t say never a bad thing. I’ve noticed...) put the kibosh on a planned trip So, what’s been going on over the past 12 to Mallorca in June for a guided excursion months? Well, my post-Christmas biking astride one of motorcycle tour company activity kicked off on Boxing Day with a ride albionmotorcycles.com’s classics. Obviously to an historic vehicle meet in a local village. this means I can’t speak from experience, but It’s always a great place to catch up with old if you fancy a short break in the sun, its riding chums as well as new faces; one reader delights could be just what you’re looking for. popped over to chat after sort-of recognising A cheap July weekend in King’s Lynn better me from Classic Bike Guide, although he suited my budget, when Sideburn magazine’s also seemed convinced I was TV motorsport annual Dirtquake attracted all-comers to the correspondent Suzi Perry! Norfolk Arena. Such flat-track lunacy is Even during the winter there’s usually hilarious for competitors and spectators alike. plenty of bike stuff happening in London: the I was among the latter, BTW; smashing up one opening of independent workshops and of my classics in an inevitable face-plant Winter doesn’t stop me commuting by stores (check out boltlondon.com incident is not a Bradley must-do... muffcustoms.com kingdomofkicks.co.uk In September, I transported my 1939 bike to various offices in the capital; bell45.blogspot.co.uk and Harley-Davidson and my other half’s 1961 while the wind-chill on the M1 blackskullslondon.co.uk among others), Bonneville in my ’56 Chevrolet truck to the sometimes makes me want to cry… gang get-togethers, the odd book launch or south coast, where we played our annual role photography exhibition, Ace Cafe specials as Rockers in the Goodwood Revival and, of course, plenty of spannering in Transport Corps. This year, the world’s sheds. More than enough to keep me occupied during the seasonal dearth biggest historic motorsport event celebrated 50 years since the 1964 seaside of larger events and longer-distance rideouts. riots with the Mods in style, by recreating Brighton seafront and positively Winter doesn’t stop me commuting by bike to various offices in the capital; encouraging gang warfare. Laughs? We had a few. while the wind-chill on the M1 sometimes makes me want to cry, generally I A couple of weeks later I donned my smartest outfit and set off on my resort to public transport only on the odd day of extreme weather or when Harley to take part in London’s third Distinguished Gentleman’s Ride through I’m planning a volume of after-work alcohol consumption incompatible with the heart of the city to raise funds for prostate cancer foundations. The 700two wheels. In March, the closure of the manned car park next door to a plus turnout of classics, customs and cafe racers was nearly double that of regular magazine client made me reconsider the extravagant £5.20 daily last year’s event. We were one of more than 250 rides taking place across 57 charge. In a rash economy drive, I bravely decided to instead avail myself of countries, ultimately raising nearly £1 million. Now that’s pretty special. one of the free – but insecure – on-street motorcycle bays. I almost didn’t make it, though: en route, a stripped thread in the WL45’s Mind you, that’s only with my 2007 Thruxton which, although I’d be mighty chain adjuster caused the back wheel to move forward and the chain to upset to lose it to a thief, is at least replaceable. When riding my classics to derail. Fortunately it happened at just 15mph, and even more fortunately my work, on the other hand, I still head straight for the nearest secure parking mechanical genius of a chap soon had me back on my way. facility and pay up. The depressing rise in thefts of historic bikes means I’ll The WL has since gone to vintage Harley specialist Bell45, where a bad no longer even consider leaving my precious oldies to the predators’ mercy gearbox leak, damaged clutch parts, non-functioning speedo and dodgy on the street all day while I slave over a hot iMac. carburation will be addressed. Meanwhile, at home, we’re attending to the By the way, one of the Thruxton’s mirrors was ripped off only a few days Thunderbird’s leaking petrol tank, mangy leopard fur seat cover and various into my bike bay ‘experiment’, but I’ve persevered. At time of writing, nothing mechanical maladies. else untoward has happened. You’ll be the first to hear if it does... It looks like I’ll be spending much of this winter in the shed – and with Things started getting busy in April with the Helmets for Heroines’ charity January and February 2015 predicted to be colder than most, I’ll be glad of ride for Breast Cancer Care, while in May I took part in Royal Enfield’s Top to the shelter. Best dig out that oil heater... CbG

sarah bradley

City Whirl

‘My 2007 Thruxton, although I’d be mighty upset to lose it to a thief, is at least replaceable. When riding my classics to work, on the other hand, I still head straight for the nearest secure parking facility and pay up’ WHO IS SARAH BRADLEY?

Sarah Bradley is a London-based automotive writer and editor. She’s combined her magazine career with a lifelong love of ancient machinery, both two-wheeled and four, and owns a 1939 Harley-Davidson WL45, 1958 Triumph Thunderbird, 1962 Triton and 2007 Triumph Thruxton, plus an eclectic mix of classic American cars.

44 FEBRUARY 2015 || CLASSIC BIKE GUIDE