Old Bike Mart - December 2020 - Preview

January 2021 ÂŁ2.20 ISSUE

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Fierce concentration set below that flat cap, Bill Lomas fords a stream under close scrutiny from the bank behind, as he rides a James in the Travers Trial, held around the border of Northumberland/ Cumberland/Co Durham in the spring of 1951. Some parts of the Travers Trial route are still used today in long distance trials, see page 26. • To find this and thousands more images visit: Mortons Archive www. mortonsarchive.com

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2 NEWS

January 2021

Editorial

www.oldbikemart.co.uk email: info@oldbikemart.co.uk Editor Dave Manning OBMEditor@mortons.co.uk Designer Tracey Markham Production editor Sarah Wilkinson Group advertising manager Sue Keily Divisional advertising manager Tom Lee Advertising team leader Leon Currie lcurrie@mortons.co.uk 01507 529465 For Private Enquiries please visit

www.oldbikemart.co.uk

Marketing manager Charlotte Park Circulation manager Steve O’Hara Publisher Tim Hartley Publishing director Dan Savage Commercial director Nigel Hole General queries Customer Service number: 01507 529529 Telephone lines are open Monday-Friday (8.30am-5pm) and 24hr answerphone Archive enquiries Jane Skayman jskayman@mortons.co.uk 01507 529423 Founder Ken Hallworth OLD BIKE MART (ISSN:1756-9494) is published monthly by Mortons Media Group Ltd, PO Box 99, Horncastle, Lincolnshire LN9 6LZ UK. USA subscriptions are $48 per year from Motorsport Publications LLC, 7164 City Rd N #441, Bancroft WI 54921.

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715-572-4595 chris@classicbikebooks.com PUBLISHED BY

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P

reviously in this column, I’ve made passing remarks along the lines of ‘for the classic motorcycle movement to have a future, the modern motorcycle movement needs to be strong’, essentially saying that if the interest in new motorcycles dies out, then it’ll quickly be followed by the death of the classic, veteran and vintage motorcycle scene. So, if we all do everything that we can to get new people onto two wheels, then we’ll all have a motorcycling future. Simples, as that furry critter on the telly might say…

And it appears that, as astounding as it may sound, the Government are potentially giving us a helping hand, and opening up an opportunity to make motorcycling easier and better on a day-today basis.

At the end of November, the current chancellor, Rishi Sunak, announced a new £4 billion ‘Levelling Up Fund’, the idea of which is to supply money that can be used to improve local transport and, in the chancellor’s own words “funding the infrastructure of everyday life.” So, it’s perfectly justifiable to ask that this money is spent on extending bus lane usage to powered two-wheelers (which has been proven to work in several large cities in the UK) or on secure motorcycle parking, which would be especially viable given the increased use of commuter motorcycles thanks to the Covid pandemic. And given that the ease of theft of powered twowheelers is most certainly a factor that dissuades commuters from choosing motorcycles as their transport, secure parking must be a sensible choice? Your local MP and councillors are waiting to hear from you, so that they know what to spend their Levelling Up money on…

And yes, money is being spent on motorcycling, and even though the governmental eyes are on an electric future – as I alluded to in last month’s editorial – there are still many folk who are spending money on motorcycles that have an internally-combusted power source, both new bikes (sales have risen in many sectors during 2020) and classic machinery.

As you’ll see in the News pages, the latest Bonhams auction did exceedingly well, with many bikes selling for much more than their estimates, but is this a true reflection of the classic

bike market? Many of those bikes – such as the machine that sold for the most, a 1936 Brough that achieved over a quarter of a million pounds – are undoubtedly being used as equity, seen as being a far safer investment than stocks and shares or money in the bank. And yet the values of the bikes at the lower end of the scale – or for that matter associated items such as memorabilia, motorcycling ephemera, and automotive collectables such as signs and oil cans – have also risen by a commensurate amount.

This rise in prices of classic machinery has resulted in a number of things – some good, some not so. It has meant that many of us cannot afford the bike of our dreams, or even nightmares. And it has also meant that the desirability of cheaper, less exciting, machinery has also increased, along with the prices. Which is why we now see Bantams, Beeza C15s, James Captains and the like fetching the sort of money that would have been thought impossible even a decade ago. It has therefore resulted in folk looking elsewhere for a classic project, and we’re starting to see small capacity European machinery such as that produced by Peugeot, Bultaco, MV Agusta etc in greater numbers in the UK. And that variety in the world of classic motorcycles has to be much, much better for the future than just seeing dozens of immaculate Bonnevilles and Tridents hasn’t it? (disclaimer - I love Bonnies and triples, I simply use them as an example of popularity).

While much of my editorial content over the last 12 months has revolved around the effect that social distancing and localised lockdowns have had on our industry – on shows, runs, club meets and autojumbles – for this issue I have rather different news to pass on to you. And that announcement is that, come the last day of December 2020, I’ve relinquished the Old Bike Mart editor’s throne.

But don’t go thinking that you’ve finally got rid of me, as I’ll still be around, and while much of my work will be in helping my colleagues James Robinson and Matt Hull on The Classic Motorcycle and Classic Bike Guide, I will continue to contribute to OBM on the odd occasion.

What the change in position will allow, is for me to do something that I’ve been urging you all to do during my time here in the OBM office – which

amounts to some 28 issues – something that so many of us have not been able to do much over the last 12 months. And that’s to get out there and do more riding. And while some of that will entail my own bikes, I’ll also be riding bikes for features throughout the Mortons portfolio – finding out what bikes are great, why people choose certain makes or models, and also to investigate some of the history behind the classic machinery that we all love so much, both in terms of individual machinery, and also how the bikes have changed, technically, in the way that they have during the last century. And, with any luck, it’ll also include riding bikes on some stunning roads in some of the most beautiful countryside that this country has to offer.

Thanks to the situation that’s been brought about by Covid-19 (sorry, that is truly the very last time I’ll mention it), I’ve not had chance to meet as many of you over the last 12 months as I would have hoped, so being unshackled from the editor’s chair should give me the chance to get out and about, meeting owners, riding classic bikes, and visiting all the events that we have missed so much during the last year, thus giving us a much-needed opportunity to put 2020 to the backs of our minds.

I’ll allow my replacement to introduce themselves next issue but for now, just let me say that Old Bike Mart is being left in some very capable hands indeed.

Stay safe, keep riding and restoring, and I’ll see you out on the road.

January 2021

NEWS 3

Wells Classic donates to Air Ambulance

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ow that the club is celebrating its twentieth year, and thanks to the fact that the last 12 months have seen the curtailment of many of their events, the Wells Classic Motorcycle Club decided to waive all of their current members' annual subscription fees for the year 2020/21, with the plan that members could instead make a voluntary donation via a raffle to the Dorset and Somerset Air Ambulance.

Many members participated, some buying extra tickets, with all the donations going into the donation fund, and while the club provided two cash prizes for incentive – and the donations realised £737 – this was further added to by the two winners donating their prize money and thus making

a grand total of £787! Due to Covid-19 regulations the draw took place outside the Britannia Inn, Wells, which has been the club’s normal meeting place since 2000.

The club is well known for its fundraising via its annual Tortoise and Hare Motorcycle Run which rides through some of the outstanding local countryside and attracts entrants from far and wide. The club is also well known for its award winning club stands at the Bristol Classic Motorcycle Show.

The club is normally very active and new members are always welcome.

The 2021 Tortoise and Hare event is open to all motorcycles in various run groups and is scheduled for Sunday, June 6 – more details

can be found on the club’s website at www. wellsclassicmotorcycleclub. weebly.com or contact Chris on 01749 675991.

Pictured are Chris Weeks (club chairman) and Joan Weeks (a founder member) who pulled out the winning tickets.

Lansdowne Classic Series 2021 We all know what happened to the 2020 calendar of events, and although some clubs managed to get a few race meetings run, sadly none of the Lansdowne classic dates materialised at all.

There are seven meetings planned for 2021, at seven different circuits, with five different clubs, with additionally the Goodwood Revival meeting which the Lansdowne helps to organise and run the motorcycle race, being held on September 17-19.

There are no changes in the rules and regulations for 2021, Avon Tyres are still the control tyre supplier and the four classes remain the same.

Close racing is a near-certainty with the Lansdowne series.

April 17/18 May 7/8 June 13

Castle Combe Oulton Park Mallory Park

June 26/27 July 16-18 July 31/August 1 October 2/3

Anglesey Cadwell Park Donington Park Croft

CRMC BMCRC CMMC (Classic Car Meeting) Wirral 100 NG Racing.

CRMC CRMC

Check on the website for any changes to these dates and for full details of the series at www.lansdowneclassic.co.uk

Brexit VAT and duty could hit classic bike buyers Classic motorcycle buyers looking to snap up a stunning European bargain can expect to pay up to 30% more once the UK leaves the EU, warns accountants, business and financial advisors Kreston Reeves.

Existing non-EU rules could see the importing of classic vehicles come with a hefty 20% VAT charge, together with an additional 10% import duty.

The charges come as the prices of classic motorcycles have soared in recent years.

Research from Kreston Reeves exploring the investments and later life planning of over 1000 people aged over 35 in the UK and published in a report, Planning For Your Future, in November, points to 15%

of individuals owning and enjoying classic cars and motorcycles.

Colin Laidlaw, Director of VAT at Kreston Reeves said: “The cost of buying and importing a classic car or motorcycle from continental Europe is set to become even more expensive. The bargain classic for sale in Europe may come with a new 20% VAT and 10% duty charge, mirroring the cost of buying and importing classic vehicles from the rest of the world.”

But there are, says Colin, important exemptions for vehicles that are of ‘historical interest’.

“Vehicles that HMRC consider to be of historical interest may qualify for a reduced rate of VAT of just 5% and a nil-

rate duty but comes with tough criteria to meet.

“A vehicle must be over 30 years old, be in its original state, no longer in production, and, importantly, have what HMRC calls the ‘requisite characteristics for inclusion in a collection’. HMRC defines this as meaning being relatively rare and used outside of its normal purpose.

“Vehicles that are involved in motor racing, built for competition and having achieved sporting success also qualify.”

Colin adds: “This exemption has been tested in court and it is unlikely that an everyday classic bought and imported into the UK from Europe or elsewhere would qualify.”

Norton Commando Restoration Manual Aside from being a guide to the Commando’s history, background, development process and model variety, this book is, as the name suggests, also a guide to ownership, restoration and maintenance.

Aside from being a fascinating read for any fan of four-stroke British twins, it could also be considered essential reading for anyone who owns one of the iconic Commandos, given the detail of model differences, gearing changes, setting up of the isolastic engine mounting arrangement etc.

There’s also lots of detail of the racing history of the big Norton, including plenty of information

on how the bikes were made faster, and what performance parts were used, and what was available from the factory.

With sections devoted to finding a suitable project; setting up a workshop; essential maintenance and useful upgrades and much more, it covers every eventuality for any Commando owner.

And it’s not just reams of technical information either, as it contains an impressive 700 colour photographs within its 224 hardbacked pages, and is written by Norman White, who joined NortonAJS in 1969 and worked on projects such as noise and

emissions, component mileage proving, tyre development and performance testing, later preparing the engine components and even undertaking track testing for the popular NVPS ‘Yellow Peril’ production racers.

In late 1971, Norman was responsible for the preparation and maintenance of the new racing machines designed

by Peter Williams for Norton and he partnered top racer Rex Butcher in the prestigious Thruxton 500 mile race in 1973 – which they won!

Norman started his own business ‘Norman White Norton’ in 1981 specialising in

maintaining and improving all aspects of Norton Commando.

Priced at £40, with an ISBN of 9781785007590, the book is available to order from all good bookshops, and is published by the Crowood Press at www.crowood.com

4 NEWS

January 2021

(Photos are by Angie from Freche Fotze Racing)

Ardingly goes ahead!

W hile different areas have seen changing levels of restrictions thanks to the everpervading pandemic, some areas are being luckier than others when it comes to being able to run an event that is appropriate to the classic motorcycle masses.

Ardingly in West Sussex seems to be a perfect example, having been able to accommodate the October show and autojumble while other areas had a complete ban on any kind of gatherings that involved more than half a dozen people.

Despite torrential rain the evening before, and heavy showers on the Sunday morning, there was a good turnout of buyers and stallholders, many taking advantage of the indoor space available, with five indoor halls at the showground, all airy agricultural buildings with good ventilation. Full precautions were in place, with Test and Trace, one-way systems and extra hand wash and hand-sanitising stations.

The main attraction is, naturally, always the allmotorcycle jumble, and the October event didn’t fail to please the ardent jumble-goer, with loads of complete bikes, projects and all manner of individual parts for sale. A cut-down show showcased a small display of machines, and it was first time out for a recently restored 1962 Ariel Arrow (here shown masked-up). And, despite the rain, there were interesting bikes in the visitor bike-park with a really eclectic mix of classics ridden to the event.

Elk Promotions are back at Ardingly for their new date on Sunday, January 17, 2021, with the rest of the 2021 dates as follows providing, of course, that 2021 doesn’t follow on with the restrictions on movement

and gatherings that the previous year brought us…

Additionally, the Summer Romney Marsh event is now set to run over two-days. It’s a nice big site, with plenty of room for camping, music and beer tent etc, and will run on June 26/27.

More details can be found at www.elk-promotions. co.uk Ardingly autojumble March 28.

Ashford Classic Motorcycle Show & Bikejumble Easter Monday, April 5 at Ashford Livestock Market, Ashford, Kent TN24 0HB. Romney Marsh Jumble & Ride-In Show May 23, Hamstreet, Nr Ashford, Kent TN26 2JD. South of England Summer Classic Show & Bikejumble July 25, Ardingly.

Romney Marsh Jumble & Ride-In Show September 12 in Hamstreet.

South of England Classic Show & Bikejumble October 31, Ardingly.

New dates for Bristol Classic Show 2021 The traditional curtain-raiser to the classic season – the Bristol Classic Motorcycle Show – is for one year only switching to a new summer date in order to try and beat the Covid-19 pandemic.

Usually held in February at the Royal Bath & West Showground in Somerset, the 2021 event will be at the same venue but is switching weekends to July 24/25 instead.

Given the continued uncertainty over the pandemic, and the immediate future of events with indoor content, organiser Mortons Media believes the best way to ensure that the South West’s biggest and best classic bike show can go ahead is to run it later in the year.

To find out more please check out the website www.bristolclassicbikeshow.com

Mystery machine Here's a little New Year’s teaser for you, sent in by Graham Baldwin. Do you know what it is? Just for fun, the answer will appear in the February edition.

6 NEWS

January 2021

VMCC grasstrack and speedway section

T

his section of the VMCC is one of the oldest sections for competition and has been organising grasstrack and speedway meetings since those halcyon days of the Sixties. It is currently organising several meetings per year, dotted around the south of England and the Midlands, occasionally being invited to ride at other meetings, like the Southend & District MCC. The Section also caters for a growing number of junior riders who enjoy classes commensurate with their age and experience.

The machines for the youth don’t have to be vintage eligible but some are, especially in the case of the Smith family. There we have had grandfather, son and three grandchildren riding eligible machines in the same meeting and more power to their elbow!

Compliant to the VMCC’s rolling 25 year rule, some of our classes change the cut-off date each year while other earlier classes, as follows, always stick to the same date.

Up to 1000cc Vintage/post-vintage/ postwar; 250cc Classic Pre-1975; 350cc Classic Pre-1975; 500cc Classic Pre-1975; Up

to 350cc Upright air-cooled Pre-1987; 500cc four valve Upright four-stroke Pre-1990; Open Solo Grasstrack Machines; GT140 and Formula Grasstrack; Quads; Old and New Sidecars; Classic Sidecars Post 1980, Pre1995; Youth Cadets; Youth Juniors; and Youth Intermediates.

The Proposed meeting dates for 2021 are: March 28, Frank Yates Memorial Meeting; June 27, Mervyn Hill’s Wedding Anniversary Meeting; September 19, Pre-75 Championships.

Should you require help preparing a machine to race, there is expertise within the section for you to call on. As always, the club are seeking sponsorship for their meetings and this can be done to suit all pockets, from a whole meeting down to individual races – please ask.

If you are not a racer but interested in grasstrack racing, you will be welcomed with open arms to come along to help and to be a part of the meeting.

Anyone wishing to take up Vintage Grasstrack racing should call Stu Towner on 020 8397 6599/07860 135939 or email stutowner@rocketmail.com

January 2021

NEWS 7

Motogiro d’Italia 2021 dates announced The organising Moto Club Terni and the FMI (Italian Motorcycling Federation) have settled on the dates for the 2021 reenactment of the MotoGiro d’Italia, with the classic event running from Monday, May 24 to Saturday, May 29.

With a route of approximately 1700km,

the event all kicks off with the technical checks of competing machines in Orbetello in the Tuscany region of Italy’s west coast on Sunday 23. The run itself then starts on Monday 24, heading into the heart of Italy via Todi, San Marino, Ascoli and Spoleto, covering some

spectacular scenery and returning to Orbetello for the final gala dinner.

Different classes of machines run within the event, giving a wonderful mix of bikes.

The registration process has just opened on the website – with plenty of details about the event – at www.motogiroitalia.it

Buy two cover stars!

The sale-topping 1936 Brough Superior SS100 from the National Motorcycle Museum’s reserve collection.

1973 MV Agusta 500cc GP replica

Bonhams hit new highs with winter sale

B

onhams held its Winter Sale at the former RAF Bicester site, now known as Bicester Heritage, on December 11 and 12.

With the auction containing lots supplied not only from the collections of the families of Barry Sheene and Percy Tait (which entailed memorabilia rather than motorcycles), but also from the National Motorcycle Museum’s Reserve Collection, there was a guarantee that the sale would create lots of attention, world-wide, but few were expecting the heights that some of the sales rose to.

The interest in the sale resulted in an impressive 91% sell-through, and this in a time when the UK was in lockdown and bids were being taken by phone and over the internet.

The Birmingham museum’s quota of bikes amounted to 52 machines, with the big interest focussing on a Brough Superior SS100 from 1936, which reached a franklyastounding £276,000! Additionally, world record figures were hit with the sales of a 1928 Sunbeam, with the 493cc Model 90 race bike, which had raced at Pendine Sands, peaking at £41,400 (near double

the top estimate of £24,000), and a 1990 Norton F1 rotary-engined roadbike, which climbed to an impressive £40,250.

While it is terribly sad to see a museum sell some of its stock, the sales of the museum’s bikes will help the Birmingham site to counter the issues they’ve had from the coronavirus measures, which have forced the museum to close to the public throughout much of 2020.

Bikes that were grouped together in the Connoisseur Collection also sold well, with further Brough Superiors – an SS80 and an SS100, both built in 1937 – sold for £73,600 and £71,300 respectively. A 1924 Henderson De Luxe Four, despite requiring reconditioning, reached £48,300, showing that American luxury motorcycles of the Twenties are also in demand, as another 1937 Brough that needed restoration sold for £57,500.

As is normal for a Bonhams sale, there were also some more recent machines going under the hammer, with three MV Agusta machines collecting a total of over £186,000, with a replica of a 1973 500cc

The pride of Twenties America, a 1924 Henderson Model K Deluxe

A leather holdall from the Barry Sheene memorabilia collection.

Pete’s Bikes (07505 884261 or www. petesbikes.co.uk) has two motorcycles for sale, both of which featured on the cover of classic motorcycle magazines in 2020.

First off is an immaculate, original registration number Mk.1 Ariel Square Four, a non-matching numbers motorcycle but with lots of history and accompanying literature, detailing a host of expensive procedures carried out. On the cover of the February issue of Classic Bike Guide, it’s offered at £11,750.

The second is a smart, blue-tanked 650cc TriBSA, comprising a 1959 A10 frame and a 1956 Thunderbird engine. It’s finished off with a later BSA/Triumph front end, a new carburettor and electronic ignition. It was on the front cover of the October 2020 edition of The Classic MotorCycle, and is carrying an asking price of £5500.

And if you were to fancy both? Give Pete a call, there’s definitely a deal to be done.

Identiprints Inspired by the JPS-sponsored factory race bikes, this road-going Norton F1 collected over 40 large on the day.

Grand Prix machine collecting £82,800!

But bear in mind not all of the lots were in the realm of the mega-rich, as a 1976 Honda CB750 K6, with just 3.6km on the odometer, more than doubled its estimate and peaked at £9800.

As mentioned, not all the lots were complete (or part-complete) motorcycles, as a large amount of memorabilia sold too, with great interest being shown in Barry Sheene’s stainless steel Gabriel wristwatch, as awarded at the 1976 ‘France de Chimay’ race made £7650, more than ten times its estimate, and one of Sheene’s leather team holdalls, featuring the motifs 7, Sheene and Suzuki, which sold for £3187, again ten times its pre-sale estimate! And a set of Percy Tait’s race-worn one-piece leathers raced away for £5737.

Further details of the sold items can be found at www.bonhams.com/wintersale, and despite the problems that we’ve all struggled with throughout 2020, Bonhams’ two auctions brought in over £6.7 million, which shows that Covid-19 has had little effect on the world of classic motorcycles!

Bonhams’ motorcycle department is already looking ahead to next year, and is currently consigning collectors’ motorcycles and collections to The Spring Sale on April 24 and 25, when Bonhams returns to the Stafford Showground for The International Classic MotorCycle Show.

This 1914 BSA outfit came from the Carole Nash collection, and sold for £18,400.

Allen Randall, who responded to the technical illustrator's enquiry in the letters pages, is an technical illustrator himself, and creates and supplies the Identiprints images, as seen here.

Printed in black and white on 180gsm paper, they are A3 size (297mm x 420mm) and are ideal for framing, and will add a touch of nostalgia to any workshop or ‘man cave’. They are priced at £6.75 each, or any four for £25.00, plus £3.50 postage and packing per order. At present, Allen does not have a website that is up and running, but it is under construction and will be going live soon.

Other bikes are planned, and these will be added to the list in the early part of the new year.

Should anyone be interested, Allen can be contacted by email at allenrandall560@gmail.com

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January 2021

January 2021

9

Whatever happened to

Brian Steenson

From the most recent issue of Classic Racer, this is a look at a talented racer with a brain – Brian Steenson was taken from us way too soon.

Words: Fred Pidcock Photographs: Mortons Archive

I

n 2020, two memorials were created in Co Down. One, a mural on the gable wall of the Corner Inn, Crossgar, was unveiled on September 6, the other, an inscribed tablet to be placed in the grounds of Killyleagh Castle, both in tribute to one of Northern Ireland’s brightest racing hopes who died 50 years earlier.

On the third lap of the 1970 Senior TT, when in a three-way battle for second place with Peter Williams and Alan Barnett, and behind Giacomo Agostini’s MV Agusta, Brian Steenson came off his Seeley at the Mountain Box, and suffered injuries from which he died five days later.

His funeral, one of the biggest ever in Co Down, was attended by riders from all over the world, Agostini included, as well as enthusiasts and local supporters – an indication of the high regard in which this young man was held, both as a rider and as a person.

Brian started racing in 1966 at the Tandragee 100 on a Triumph Tiger Cub funded by his father Alex, although his first race win later that year at the Tullyallen circuit in Co Louth, Eire, was actually on his road bike, a Norton Dominator 88. His father bought a Greeves Silverstone for the start of the 1967 season, then friend and local businessman Ronnie Conn stepped in with some financial assistance. This support quickly expanded with the acquisition of a pair of Aermacchis, and it was with the Italian flatsingles that Brian began to make his mark, two fifth places in the Ulster Grand Prix later that year earning him his first World Championship points.

Additional support and sponsorship came when Mick Mooney joined the team, and so began one of Northern Ireland’s most enduring and successful racing teams: Irish Racing Motorcycles.

Brian aboard an Aermacchi in 1969.

1968 saw Brian and the Aermacchis almost unbeatable on his home circuits, and he took a fine third place in the 350cc Ulster Grand Prix, headed only by Agostini’s MV and the 1969 250cc World Champion Kel Carruthers on an Aermacchi-Metisse.

1969 saw a new 500cc Seeley-G50 added to the team, and it heralded what was arguably Brian’s most successful season, winning the Senior and the Solo Championship races at the Southern 100, and finishing tenth in the 500cc World Championship, with second place to Agostini in the Ulster Grand Prix, having delighted the home crowd by leading the race for a couple of laps. Probably his finest result that year was in finishing second to Agostini in the 350cc TT, an outstanding result for a remarkable team.

To put these race achievements into some sort of perspective, from 1966 to 1969 Brian was a full-time student at Queen’s University Belfast, graduating with a BSc in Mechanical Engineering in mid1969, and Irish Racing Motorcycles was essentially a privately-funded and organised team, and their opposition were the best riders and teams in the world.

After graduation, Brian began working as a research engineer for BSA at Umberslade Hall. Writing in his autobiography, Colin Seeley said that Brian had been ‘… recommended by Dr Gordon Blair who via the university had been developing a 250cc twin racing engine with support from BSA, a project CSRD [Colin Seeley Racing Developments] would become involved in.’ This project eventually evolved into the successful 250cc QUB-Seeley race bike. Dr Gordon Blair was head of the mechanical engineering department at Queen’s, and went on to become worldrenowned for his pioneering work in developing simulations of

It's the Isle of Man, and it's 1970. A fateful year...

Brian enjoying the sunshine at the 1968 Ulster GP.

unsteady gas-flow in engines, and for developing both two-stroke and four-stroke engine intake, combustion and exhaust designs.

Brian was able to compete in two of the early 1970-season Grands Prix, those in West Germany and France, his intention being to begin an MSc course later in the year.

Shortly before the fateful TT, he gave the 500cc QUB-Seeley its debut run in practice for the North West 200, continuing his friendship and happy relationship with Dr Blair, an association which originated back in Brian’s undergraduate Tiger Cub racing days. Riding his Seeley-G50, Brian was leading the 500cc class of the North West from Peter Williams when a primary chain broke on the last lap, a new lap record providing some consolation for what had looked like a certain win.

Following Ronnie Conn’s death in February 1970 and that of Brian himself that June, Mick Mooney continued to support racing, and

Brian tucked in and in very close pursuit of Cecil Crawford.

together with Dr Blair and a young laboratory technician from Queen’s University by the name of Ray McCullough, would continue to have many successes late into the 1970s.

Whatever successes that ensued could never erase the memories of the likeable young man from Crossgar, he of the unmistakable riding style and distinctive RAF-type Mark VIII goggles! Brian’s racing

career spanned barely four years, there was so much more to come, he was just 23.

The good folk of the Brian Steenson Memorial Group are to be congratulated on succeeding in their efforts to create permanent memorials to a much-missed rider.

Robert William Brian Steenson’s final resting place is at the First Presbyterian Church in Killyleagh, Co Down.

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January 2021

January 2021

BIT ON THE SIDE 11

Mosquito meets Wasp Here at OBM, we really struggle to understand the animosity many motorcyclists display to scooters, as surely they are motorcycles too? Mick Payne is of the same opinion, as he sees two wheels and an engine, just with a different layout…

I

may be biased though, as in the 1960s I was what was known as a modernist. Okay, a 'mod', and I rode a Lambretta. I’ve ridden the odd small-wheeler since, from an Indian LML to a British DMW Deemster and enjoyed them all, but all solos. It took many years to get a go on a scooter outfit.

Modern Vespas are a long way from their 1960s counterparts. Gone are the two-stroke engine, dodgy electrics, and the strange twist grip gear change, even the kick-start is no

more. Instead there is a pokey 300cc liquid-cooled four-stroke with CVT and proper lights, although there’s still a hint of the 1960s styling.

As I mentioned last month, I was lucky enough to visit the Watsonian works during the brief respite in Covid restrictions, and was offered a ride on one of their recent builds.

This took the form of a Vespa GTS 300 mated to a Prescott chair, unusually not fully colour matched.

Mind, the bike was a vivid matte yellow/green with a yellow seat and backrest so the overall effect might have been a bit much. The black body of the chair with its yellow and red accents looked great and I can’t imagine a more suitable sidecar for the job. The alloy screen plinth is much better cast than the one I had on my Meteor and finely polished with a Watsonian script standing proud.

The small aero screen was echoed by the Vespa original equipment one which proved to work well on the rather wet day of my ride. I wore just walking shoes and joggers with a waxed cotton stockman coat, thin gloves and a Ducchini open-face helmet and finished up with, really, just wet shoulders. It was this degree of weather protection combined with the step straight on board aspect that initially endeared the outfit to me. Plus riding was really easy and stress free.

The first thing I do on a strange outfit is check the brakes, those on the Vespa were great. Single disc each end and controlled by the handlebar levers, if anything the rear could be a bit too powerful, locking the wheel readily. It was of course a ‘twist and go’ so setting off was a simple matter of winding open the throttle; something I always treat with respect on a new ride. I’d just set off however when I went for second gear, doh! It momentarily locked the rear wheel and the outfit gave a big twitch to the right, mental note to oneself ‘the throttle is for going, the brakes for slowing’.

Go it did too, I was quite shocked at the stomp of the bike, open the throttle and the linear acceleration of the bike actually tries to stretch the rider’s arms. Not spectacular but a fairly relentless, seamless

acceleration with no gear changing and with braking to match.

Just as well as engine braking is less effective than with a geared machine. The small wheels aren’t a liability either although there is quite a pitch to the right when the sidecar wheel goes over a speed hump. The rest of the time I really wasn’t aware of the 10in rims, the sidecar matching the scooter.

So, the big question, would I ride one? Yes indeed I would, I recently had a bone scan and the radiographer remarked on the amount of wear and tear in my joints. So just step on, press the button and ride, there’s room under the bike’s seat for a helmet and gloves when you arrive. In style I might add…. not me, the outfit!

Thanks to Dan Sager for the riding photos.