August 2019 £2.20 ISSUE
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This photo, taken by Nick Nichols at Ballacraine, shows a stylish Harold Gasse riding a Suzuki GS1000 in the 1978 Formula 1 TT, in which he finished 25th, with an average race speed of 91.94mph, the best of his five-year TT career. Mortons Archive www.mortonsarchive.com
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2 NEWS
August 2019
Editorial
www.oldbikemart.co.uk email: info@oldbikemart.co.uk
Editor Dave Manning OBMEditor@mortons.co.uk Designer Charlotte Fairman Production editors Pauline Hawkins, Sarah Spencer Picture desk Paul Fincham and Jonathan Schofield Group advertising manager Sue Keily Divisional advertising manager Billy Manning Trade Advertising Team Leader (Classic Division) Leon Currie lcurrie@mortons.co.uk | 01507 529465 Trade Advertising Ricky Nichols rnichols@mortons.co.uk | 01507 529467 For Private Enquiries please visit
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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 8.30am5pm 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. Periodical Postage is paid at Bancroft, WI and additional entries. Postmaster: Send address changes to OLD BIKE MART, c/o Motorsport Publications LLC, 7164 City Rd N #441, Bancroft WI 54921. 715-572-4595 chris@classicbikebooks.com PUBLISHED BY
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s you’ll see as you flick through the pages of this month’s Old Bike Mart, this issue has a glut of events of all types. There are those that are aimed at classic racing machinery, those created for classic road bikes, and those that focus on bikes epitomising the look of classics but without any of the mechanical and electrical woes that can beset older machinery. And one thing that those events have in common, aside from the link to the bikes that we love and cherish, that has become clear, to me anyway, is how they seem to have proved very popular this year, with increased numbers on the self-same events last year. The last two weekends have seen much of the Mortons classic bike editorial team at both Founders Day and the Festival of 1000 Bikes – both of which will have reports in next month’s edition of OBM – and at both events I spoke to visitors who emphasised the point that attendance had risen on that of 12 months earlier and, remember, last year saw the best motorcycling weather in many people’s living memory… Whatever it is that’s brought an increase in attendance at events revolving around classic twowheelers, it also has at least one convenient side effect. This rise in popularity (or is this a return to popularity?) suggests that while some people are returning to the fold, there must also be an increase in new blood coming into the classic scene, given that none of us are getting any younger and there is some degree of, how can I put this delicately, natural wastage… However, it’s not just about the number of people becoming interested in classic bikes and attending appropriate events, as
there has to be a corresponding level of material both to look at, and to purchase. And, as the autojumble stands at Founders Day suggested, old stuff is still being found in sheds, garages, lock-ups, lofts and outhouses countrywide, being taken to autojumbles and giving us all something to look at, ponder over and, maybe, even persuade us to dig deep and purchase. Which brings me to another thing that I feel I should shine the editorial light on… Mike Worthington-Williams’ Unearthed page (as on page 39), is a vital part of OBM, and something that would be sorely missed if it was to be no more. It’s a column that owes its very existence to motorcycles, and components thereof, being discovered (nay, unearthed) in the darkest recesses of garages and workshops in all manner of places, so please keep your contributions coming, and let us know about the things that you’ve found, know about, or are just generally interested in. As Mike himself suggests in this month’s piece, if you don’t use it, you’ll lose it… Given that the link between Old Bike Mart and autojumbles is as obvious as the beard on my chin, then it makes sense for us to be making a physical, rather than inferred, link between the magazine and autojumbles. It’s all well and good listing all the upcoming dates for autojumbles around the country in our Diary Dates listings (and remember, if you don’t tell us, we won’t be able to add them to the list!), but we felt that there needed to be something of a more direct connection. As such, we’ll not only be visiting as many autojumbles as we get chance to throughout the
year (the fact that we may stumble across a bargain or two is entirely superficial), and speaking to vendors, visitors and regulars in order to get some feedback, both for the autojumble scene in general, but also for our old bike corner of that world. In particular, OBM will be tying up with the Kempton and ’Normous Newark autojumbles, along with the recently instated Stratford autojumble. There is, after all, a good reason why the tagline on the cover says “the autojumble in your armchair”, and it makes perfect sense to get out of that armchair once every so often, and experience a genuine, real autojumble. While that’s clearly part of the plan, I’ll also point out another important part played by autojumbles, in that they are perhaps the only way that OBM gets any kind of promotion. Thanks to the fact that you’re reading this editorial, you will know that, unlike other titles, we’re not available in high street newsagents or supermarkets, and only sell via subscriptions. So, in order to get OBM seen by the public and to generate subscriptions that aren’t renewals from current subscribers (again, thanks to natural wastage, we need to continually gain new subscriptions), we have to make an effort to get out and about at shows and demonstrate
to potential readers what the content of OBM actually is, even if this is only by handing out old copies to the general classic bike public. Of course, this is nothing new – when OBM was first created by Ken Hallworth it was given away at autojumbles and, as I may have mentioned before, the first time I saw a copy was at an autojumble in Buxton Pavilion Gardens, nigh on 30 years ago, handed to me as I departed and tucked into my leather jacket before I headed off home on my Z650. After all, if more people are going to be attending events, then the more that leave with a copy of OBM tucked into their jacket then the better it will be for all of us. Enjoy the issue,
August 2019
NEWS 3
Charterhouse at Haynes
Morbidellis and more at Stafford
Held at the Haynes International Museum in Sparkford near Yeovil, Somerset, on August 10, the next Charterhouse auction will hold all manner of classic bike goodies. Top of the tree has to be the Series D Vincent Black Prince, dating from 1956, but there is a plethora of cheaper machinery due to hit the auctioneer’s block, including a 250cc BSA trials-spec machine from 72, a lovely 56 Ariel HS and, a potential bargain for someone, a 57 BSA C12 that’s got a suggested sale price of £600. More details can be found on the website at www.bikes. charterhouse-auction.com
Hot news coming in, just as we approached deadline, was that this year’s October Stafford show will be hosting the Bonhams auction – as usual – which will contain the bikes that are being sold off from the impressive and encompassing Morbidelli collection. Yes, the very same Morbidelli that dominated small capacity racing on the world scene in the Seventies, and the bikes number no less than 300 machines, all of which will be auctioned on the Friday and Saturday of the October Show weekend. Yes, we did say Friday… We’ll be giving you more information next month!
Halvarssons Dresden leather jacket Leather jackets seem to have fallen out of fashion somewhat of late, with many folk turning to textile or waxed cotton products instead, yet this Halvarssons Dresden jacket proves that leather is an ideal material for the job in hand. Having worn textile jackets for some years, the warmth and comfort of a proper leather jacket is welcoming, and the metal zips do have a feeling of durability, while the Hi-Art anti-abrasion lining and the CE Level 1 shoulder and elbow protectors bring a CE-approved AA category rating, and a back protector can also be supplied if required. There are two breast pockets and two hip pockets on the outside of the jacket, and two internal pockets – one each side, one with a zip, one with a press stud closure – and you can zip the jacket to a pair
Terrier breaks sand records Furthering his development of his record-breaking Terrier, Chris Davis at Meriden Off Road had another successful trip to the sands of South Wales, with a Straightliners event at Pendine back in May giving him no less than an additional four new records in the Modified Pushrod Gas 250cc category! The records cover the flying start mile, for which a speed of 80.509mph was recorded; the standing start mile recorded 84.423mph; the standing start 2 mile speed was 81.124mph; and the flying start quarter mile record was reset with an 85.575mph run! Thanks to the conditions of the
sand, the longer distance speeds were actually slower than the shorter distances, contrary to what you might expect, but soft sand was pulling power out of the little Triumph Terrier, a fact that was confirmed when Chris ran the bike on the hard surface of runway 26 at Elvington in Yorkshire, with speeds topping 90mph. Chris is now looking at making a return to Elvington, with hopes to record a 100mph run, after which he’lll add some aerodynamics and aim for yet higher speeds!
of trousers. The stretch panel that holds one half of the zip can also be unzipped from the jacket itself, if you’re not wanting to attach the jacket to trousers. The black isn’t truly black, but has more of a worn finish, a look that results from the washed goat skin (thinner than cow hide, but actually stronger) construction which is incredibly comfortable, yet also seems incredibly hard-wearing. With a traditional style, the Dresden is slightly longer than many conventional leather jackets, giving a little more warmth to the lower back and kidney areas. It’s also incredibly comfortable, to the point that, unlike various other biking jackets that I have owned over the years, I can happily wear this jacket as day-to-day clothing, on and off the bike. Like any leather motorcycle clothing, it’s not waterproof, but is showerproof, and an interesting observation when I was caught in a torrential thunderstorm while in Germany was that the first sign of water ingress was down the sleeves, and then around my ribcage, but when I stopped, my tee shirt was actually dry behind the front zip! Priced at £349, the Dresden is available from all Halvarssons stockists, or online from the likes of www.motolegends.com or www.moto-shop.co.uk
Classics on Youtube Those of you who’re connected to the modern electronic world may be aware of the social phenomenon known as YouTube. If you don’t, it’s essentially an online collection of videos, both those produced professionally and amateur content, and it covers just about every subject that you could ever imagine. For many, it’s an online guide to making, fixing and servicing, and it’s becoming more comprehensive by the hour. People who’re uploading videos can place them on their own ‘channel’, and a recent new motorcyclerelated channel on YouTube has been created, called MotoHub, with three uploads a week. The man behind it is Carlos Paz, who is busy documenting British motorcycle history on video for posterity. He attends meetings up and down the country (and is always at the Ardingly Show), and is keen to get as much footage of veteran, vintage and classic bikes as possible. As such, Carlos is keen to travel around England to film bikes, and owners will be able to share the footage he creates, which could be beneficial to anyone with an interesting bike for sale! Shots will consist of a half-hour interview on camera re the motorcycle info/background/specs, and about an hour-and-a-half of filming the motorcycle in close detail. Carlos is also on the hunt for an extremely knowledgeable master mechanic to collaborate with by filming in his garage/shed and sharing his knowledge over a number of episodes related to tinkering with, restoring and maintaining classics. The videos can be viewed at www.youtube.com/ channel/UCWtjpzVOx8i5-HsZ6THPPyg/videos and Carlos can be contacted at lanueve@protonmail.com
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August 2019
New owner for Wildmans One of the oldest established motorcycle businesses in the UK, still using its original premises, is now under new ownership. Established in 1926, Wildmans Motorcycles in Spilsby, Lincolnshire, now has a new owner – 18-yearold Chris Lake, who is just finishing his motorcycle apprenticeship with the firm. Chris took over the business on May 1, from Peter McDowell, who had owned Wildmans since 2005. Under Chris’s ownership, the business will reach its 100th anniversary in seven years’ time, having been started in 1926 by Ted Wildman, an off-road racer (usually on AMC machinery) and a scrutineer at Cadwell during the 1940s and ’50s. Wildmans became an AJS/Matchless dealer but also dealt with Ariel, BSA and most other British bikes of the period. It also became one of the first UK Suzuki outlets by virtue of its connections with AMC, who first imported the bike range. There aren’t that many motorcycle businesses that can boast that sort of history – or who are still trading from the same location as where they started – in this case the site of the local blacksmith’s forge. Next to this building was the blacksmith’s house, which was later purchased and converted into a motorcycle showroom – and is still used as such to this day. Although now under new ownership, the business
Classic TT set to shine The Isle of Man’s Classic TT’s star continues on its ascension, with a number of high-profile riders set to compete at this year’s event. With qualifying beginning on August 27, it’s anyone’s guess as to who will be gracing the podium in any of the races, given the impressive line-up of previous winners and TT stars. John McGuinness will be piloting the Winfield Paton, on which the 23-time TT winner won the Senior in 2016 and ’18, while the team will also be fielding Michael Rutter on a Harris FJ1200 in the four-lap RST Superbike race. Hebden Bridge resident Jamie Coward will not only be aboard the 350cc and 500cc Craven Hondas in the Junior and Senior Classic races, but also a ZXR750 in the Superbike race, so is set to improve on his tally of five podium places, although this year’s machinery will prevent him from improving on his fastest-ever lap on a British-built single, of 110.057mph. The Milenco Padgetts team will see Bruce Anstey make his return to racing aboard a Honda RS250, while last year’s Junior winner, Dominic Herbertson, will be joined in the Davies Motorsport team by Lee Johnston, who recently occupied the top podium step in the Supersport TT race, with both riders on the team’s immaculate Hondas in the Junior Classic, while Johnston (the current Junior race lap record holder) stays aboard a Honda for the Senior with Herbertson throwing a leg over a 500cc Yamaha. Other riders will include former 125cc and Moto3 rider Danny Webb aboard the Dunnell Racing 350cc and 500c Manx Nortons; Dean Harrison on the Silicon Engineering ZXR750 and alongside Ian Lougher and Phil Harvey on the Laidlaw Racing TZ250s; Lougher will also campaign a 500cc MV Agusta for John Chapman Racing, who’ll also field Joey Thompson in the Junior and Lightweight (on a 350cc Honda and a Honda RS250 respectively) along with local rider Dan Sayle, on an RS250 in the Lightweight. Additionally, a demonstration lap will commemorate Steve Hislop’s many victories on the island, 30 years after he set a 120mph lap record, with Carl Fogarty, Chris Walker, Michael Rutter, Ian Simpson, Brian Morrison and Steve Plater all confirmed as taking part. Giacomo Agostini will also be returning to the Mountain Circuit, riding a ‘Quattro Cilindri’ 350cc MV Agusta prepared by Rob Ianucci’s Team Obsolete, that originally first saw action in 1972. More details can be found at www.iomttraces. com/classic
Past and present owners: John Wildman (1969-2005), Peter McDowell (2005-2019), Chris Lake (2019 onwards). All three are still riding on two wheels
will continue to run much as it did previously, with Chris and main mechanic Alan Fixter carrying out normal servicing and repair work (Alan has more than 35 years’ experience of working with Honda and Suzuki machines). Peter, although officially retiring, will remain on standby to help during busy periods, should help be needed. One change that Chris does want to make fairly quickly though, is to introduce a 24-hour breakdown service. Wildmans Motorcycles can be found at 15 Halton Road, Spilsby, Lincolnshire, PE23 5JZ and can be contacted on 01790 753219. They are open from 9am to 5pm, five days a week (closed on Tuesdays and Sundays).
Ready to go once more, with Doug on the right.
A lifetime of collecting
Amassed by Shropshire lad Doug Jackson, his lifetime collection of motorcycle ephemera is being sold by Charterhouse at its auction of classic and vintage motorcycles being held at The Haynes International Museum, Somerset, on Saturday, August 10. Doug’s business, The World’s Motorcycle News Agency, was founded in 1963 and for decades he was the go-to guy for motorcycle information, as well as being a prolific writer for specialist motorcycle magazines including Classic Bike, Classic Motorcycle, Motorcycle News and many others, including American publications Naturally, during that time, Doug amassed thousands of motorcycle photographs, plus press packs, advertising material, posters, badges, merchandise, books and magazines. Now in his eighties and looking to downsize, he instructed Charterhouse in Dorset to auction the entire collection without reserve! With a particular interest in Eastern European motorcycles, Doug has a series of black and white photographs from autumn 1959, which feature Doug and a scooter in a 1,500km trial in 24 hours at Osa, Kyrgyzstan. At one point the camera captures a re-fill going on with a metal bucket and a large funnel. For further information contact Matthew Whitney at Charterhouse, The Long Street Salerooms, Above: Filling Ab Filli up an O Osa iin Sherborne 01935 classic racing style during the 812277 or email 1,500km in 24 hours attempt, info@charterhouse- with Doug on the right with auction.com glasses and motorcycle helmet. Left: A signed photo of Freddie Frith OBE, world champion motorcycle racer and five-times winner of the Isle of Man TT.
August 2019
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6 NEWS
August 2019 Left: Bob Abberley’s 1965 Ariel Arrow, all dressed up and raring to go.
Autojumble for Addenbrookes Organised to raise some muchneeded funds for Addenbrookes Children’s Cancer Trust, Sunday, August 11 sees an autojumble for classic motorcycles and cars taking place at Stowmarket Football Club car park, in Suffolk (IP14 1JQ). It starts at 09.30am and there will be food and a licensed bar. Those interested in having a pitch should contact Neil Sharp on 07747 774030.
Right: Bob Ashwin and daughter Josie aboard their fantastic 1936 “Vee” twin AJS outfit.
Herefordshire On The Ed dge 2019
New North West ’jumble While Garstang autojumble ceased to be some time ago, there’s now a replacement, with Mere Brow Autojumble beginning on Sunday, August 11. Held at Leisure Lakes, Tarleton, near Preston ( PR4 6JB), it will be open for stallholders from 7am (with a pitch costing a tenner), and gates will be opening to the general public from 9am to 2pm, with entry £2.50. After the first date, the autojumble will take place every second Sunday in the month. For more details, email info@ merebrowautojumble.co.uk
Colwyn Bay autojumble Sunday, October 13 sees the British Motorcycle Preservation Society holding an autojumble at Mochdre village hall, just west of Colwyn Bay, LL28 5HU. Running from 9am to 1pm, more details can be had from Len on 07592 370572 and leonardferney@gmail.com or Mike on 07977 090991 or mjes@btinternet. com and further info can be found at www.bmpsnwales.org.uk
The Border Classic Bike Show Held at Lacon Childe School in Cleobury Mortimer, Shropshire DY14 8PE, on September 8, the Border Classic is a long-standing show of more than 30 years’ provenance that has a small, but definitive, change for 2019. Previously run by classic motorcycle stalwart and all-round good guy ‘Uncle’ Jim Reynolds, this year’s show will be organised by the school PTA, although ‘Uncle Jim’ will be in attendance as the guest of honour and trophy presenter. Aside from the numerous vintage bikes on display, there will also be bike start-up sessions, as well as delicious catering, famous in showgoing circles. Thanks to the location, there is some beautiful scenery and there are some stunning roads to partake in on your way to the show, with the event running from 10am to 4pm. All proceeds will be going to the Midlands Air Ambulance and the school PTA.
The fourth running of Herefordshire on the Edge attracted no less than 92 entries, all on classic machines ranging from the 1920s through to the 1990s. This unique, navigational event, organised by the Herefordshire section of the Vintage Motor Cycle Club, provided its usual challenge to riders and machines, with unscheduled heavy rain adding to the difficulties. There were some wonderful performances. Colin Durnall rode his 1937 350cc hand change “Red” Panther
from Wolverhampton to the start in Leintwardine, visited an amazing 24 of the 32 checkpoints to win a gold medal and then rode it home! Terry Pickering visited every single checkpoint on his 1972 GT550 Suzuki, one of only three riders to do so. Just 43 riders completed the event, with 22 winning gold medals, six winning silvers and 15 taking home bronze. Twelve riders were awarded the coveted ‘Ragged Edge’ ribbon for including visits to the four special checkpoints, all of which were sited on unsurfaced roads.
only eight England on one of Crossing back into , Stuart UK the in es l bridg privately owned tol Falcone leads o ov Nu zzi Gu to Bennet on his Mo a Norton 16H. Jeremy Atkinson on
On his way to a bronze medal, Steve Sumner guides his 1926 BSA over the bridge at Ludlow castle.
August 2019
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August 2019
Noel Clark Collection
With just a couple of weeks to go, let us give you a timely reminder about the collection of bikes that’re being sent to auction on August 17 at the HJ Pugh centre in Herefordshire. We gave you the full details a couple of issues ago, but briefly the collection is one accumulated by Noel Clark, something of a grasstrack maestro, and a restoration expert to boot. As such, he not only raced during the Sixties and Seventies, but also built his own ‘Clarkcraft’ frames and started his own personal collection. This included not only grasstrack and speedway bikes, but also older machinery such as Indians and Excelsiors, various flat-tankers, several Austin 7 cars, and even a rare Fred Wood-designed OEC Duplex machine, plus signs and other automobilia which would form the basis of his superb collection. Consequently, Noel’s estate has a few gems. No, not just a few… The collection includes, but is not limited to: A 1929 James 750cc A10 V Twin motorcycle, Jawa long track motorcycle as ridden by Simon Wigg, a Rotrax JAP speedway motorcycle with a DOHC JAP engine, a 407cc 1965 Matchless G85 GS speedway motorcycle as ridden by Jack Emmet, an ex-Dick Tolley Royal Enfield motorcycle fitted with a JAP engine, an ex-Jo Seiol bike from the Sixties with a Hofmeister monoshock long track motorcycle and JAP engine, an early magnesium JAP engine, and even a pair of penny farthing cycles. The sale will be held at HJ Pugh & Co’s new Auction Centre at Hazle Meadows, Ledbury, Herefordshire and will be live and online at www. easyliveauction.com. Full details can be found at www. hjpugh.com or by contacting them on 01531 631122.
Jampot Rally
This year’s AJS Motorcycle Owners’ Club Jampot Rally is being organised by the Hampshire Section and is being held at Horndean Technical College, Horndean, Hampshire, over the August Bank Holiday weekend August 23 to 26. The rally typically attracts members from throughout the UK and overseas, with up to 300 members attending. The rally is open to club members and their families, and booking can be made on-line at www.jampot.com There will be a range of entertainment for all tastes, with runs out on Friday, Saturday and Sunday, all culminating in presentations on Sunday night.
Jumbling bli with i h the h bard b d
Thanks to the really rather successful first showing at Stratford-upon-Avon racecourse, September 15 sees a return to the venue for the Stratford autojumble. Tickets can be purchased in advance, which allows customers to beat the queues. Go to www ww ww. w stratfordautojumble.co.uk for more information or call 01507 529430 for all trade enquiries.
Vapour blasted d!
While there are many ways of removing grime, paint, old powdercoat and oxidisation, a lot of them are rather too aggressive to use on rare and delicate classic bike parts. However, there is an alternative, and it’s one that is offered by Powerhouse vapour blasting services in Sheffield. As the name suggests, the procedure is vapour blasting, and the pics hereabouts show how successful it can be, as displayed by the before and after pics of a Suzuki GT500 cylinder head. You can see how it cleans and rejuvenates without excessive wear of the surface material, so it’s ideal for delicate objects. Powerhouse are at Unit 3A Broom Park, Bridge Way, QG,, or on the website at Chesterfield,, S41 9Q ww www ww.powerhouse.uk w
The end to threaded end woes For those folk who’re constantly working on and restoring their classic machinery, there comes a time when a repair needs to be made to a damaged thread. This can usually be easily resolved by cleaning up the damaged thread with a suitable die, but occasionally there is further work to be undertaken, especially if it is the end of a thread that is damaged, or a piece of threaded bar or a shortened bolt that needs dressing. While the repair is perfectly feasible with careful use of a file, a quicker and potentially neater
solution is offered here, by the Laser external deburr and chamfer tool (part number 7510). The chamfer tool is designed to be used with an electric drill and is fitted with a 1/4-inch quick-chuck shaft, maximum recommended speed 400rpm. The tool is fitted with three super-hard High Speed Steel blades that make light work of repairing damaged bolts and damaged threads. The blades cut quickly and cleanly and are effective on stainless steel, hardened steel, mild steel, copper, brass, wood, fibreglass, and hard
plastic, in a size range of 3mm right up to 19mm. Also, cutting steel or copper pipe can leave an uneven edge that can stop an olive or tube nut being slid on, and a gentle touch with h thee tool leaves a nicely chamfered edge, and the olive slides straight on. Available from all Laser stockists, the 7510 is typically priced at £25.92 (price includes VAT), but remember to check for the best prices and special offers, as individual dealers often have offers on selected items – one very good
reeason to pop intto your lo ocal dealeer at regular intervals, even if you have no particular requirements. See the 7510 deburr and chamfer tool in action on the Tool Connection YouTube channel at www.youtube.com/ watch?v=tzGwpkZ2zRU More details from www.lasertools. co.uk
10 NEWS
August 2019
The BMW custom built by Nolan Hemmings - with R65 tank, twin Brembo disc brakes and Hagon shocks - won Best Modern.
Dark, brooding, magnificent Patrick Godet Egli Vincent from event organiser Paul Goff’s stable.
Silver Streak dazzles at Shiny Bike Night Report and pictures: Brian Crichton
The AJS Silver Streak single of the 1930s is the natural star turn for an event that glories under the title Shiny Bike Night. Eighty years ago the Silver Streak came from the factory with chrome everything – fuel tank, tool boxes, chain guards, pump, mudguards, exhaust, wheels rims... you name it. So
it was no surprise that, when Roy Springate rode up on his shining steed, he should ride off with the Best in Show award at Shiny Bike Night at The Plough, Cadsden, Buckinghamshire, on Wednesday, June 19. On Shiny Bike Night, no cars are allowed in the pub car park or at the front of the pub, which enjoys a secluded tree-shaded spot near Princes Risborough. At some previous Shinies Shiny Bike Night host Paul Goff of the organising Bucks British and Classic Motorcycle Club welcomes riders to the annual bikes only Shiny Bike Night at The Plough, Cadsden, in Buckinghamshire.
AWARDS
Best in Show – AJS Silver Streak, Roy Springate. Pre-‘63 – AJS, John Redman. Post-‘63 – Velocette, Mike Kowalczuk. Post-‘72 – Triumph 750 T140, Nick Davey. Best Modern – BMW Custom, Nolan Hemmings. Best Club Member – Triton, Dermot Lynch.
Sensational Indian Chief V-twin.
Harley-Davidson chop and Suzuki Van Van – a pic that sums up the variety that Shiny Bike attracts.
the car park has been so full of bikes you could barely move. Although, this time, heavy showers before the official 7pm start drowned the resolve of some riders to attend. But a good number of riders still turned up on a wide selection of machines including Sarolea, MZ, Benelli, Indian, Egli Vincent, and various specials, as well as the usual marques. The late Andy Murdoch coined the Shiny Bike Night moniker for the first annual event in 1997. Shiny Bike moved to The Plough in Cadsden in 2001 and has remained there ever since. It is now organised by Paul Goff, who runs Norbsa, a business supplying mainly electrical components for the motorcycle fraternity. A regular stallholder at the Kempton Park Autojumble, British bike enthusiast Paul masterminds the Bucks British and Classic Motorcycle Club under whose auspices Shiny Bike is run. The club was born from a collapsed local branch of the Triumph Owners Club, and they meet every Wednesday at The Plough.
Hi-viz vested Roy Springate discusses his AJS Silver Streak single with one of its many admirers at Shiny Bike Night in Buckinghamshire.
Harley-Davidson owner Nick Blackledge (left) discusses 1973 short wheelbase 600 BMW R60/5 beauty with owner, Ian Kerr.
Matchless Munch special – Matchless big single in a Norton Featherbed frame with monster Munch front brake.
Above: Well used cammy Velocette continuing to earn its keep. Left: BSA Golden Flash with speedway bike on the float.
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August 2019
A number of frame and engine jigs stand ready for exhausts to be made to suit part rticular t models.
Brazing may be more time intensive, but not only is it traditional, it also gives a better finish for plated components.
TJ Wassell
Keen to discover whether the heart of England’s motorcycle industry still has plenty to offer, Dave Manning heads to the West Midlands, and finds lots of true British industry.
W
hile there are those who bemoan the current apparent lack of British industry, who blame schools for selling off wood and metal-working facilities, who point fingers at governmental bodies for changing the national curriculum away from hands-on engineering and apprenticeship schemes, and who take task with parents demanding that children focus on getting into university, even if it’s only to get an arts or sociology degree, the simple fact is that the UK still has a large manufacturing industry, and there are a large number of companies making products in the Great British tradition. The companies still producing British goods for the British market are spread all around our nation, but there does seem to be something of a hotbed of industry in the West Midlands, which has a tradition in manufacturing, not least incorporating a large segment of the British motorcycle industry, particularly in the postwar era. Unsurprisingly, some of the companies producing parts, or supplying the appropriate processes required in the creation of such parts, still remain in what was once a hotbed of motorcycle production. On the north-eastern side of the
West Midlands, Burntwood is an industrial town that owes much of its heritage to coal mining, both deep mines and opencast, although it’s probably best known for the Staffordshire Hoard – a collection of Saxon treasure discovered by a local man in 2009. Turn off a main road that is populated with the hand car washes and nail bars of every suburban street nowadays, and you may arrive at a seemingly quiet car park at the side of a warehouse devoid of signage or advertising hoardings. A closer look reveals a labyrinthine workshop that is a thriving source of components for classic motorcycles. Welcome to TJ Wassell. Not to be confused with the Wassell based in Lincoln (the supplier and distributor of aftermarket parts for classic machinery), despite there being a family link, as Tim of TJ Wassell is the son of the original founder of Wassell Ltd back in 1946, the Wassell Ltd business was sold out of the family many years ago. As you’ll see from the pictures here, TJ Wassell makes exhaust systems, handlebars, crash bars, mudguard stays, chain guards, grab rails and racks – predominantly for BSA, Triumph and Norton but also for Matchless, Enfield, Ariel
Neatly brazed engine crash bars, in this case for a new-generation Royal Enfield twin.
Lots of handlebars, all bent to exactly the same shape, courtesy of the CNC benders.
and Velocette models. And yes, they are made, by eight full-time staff, and not simply sourced and supplied, as is the case with so many companies in the 21st century. Using British-supplied steel (they have occasionally used Italian steel, but the primary choice is always British) handlebars and engine crash bars are all bent in-house, using one of three bending machines, two of which are semi-automatic, and the third, and newest, is a fully automatic CNC bender. Made of several components, the crash bars are not electrically welded together, but instead gas brazed as, while the process takes longer and is therefore more expensive, it is the traditional way and, of greater importance to both the manufacturer and end purchaser, gives a better finish, particularly when the bars are plated. As you’ll see from the images, the Wassell factory also acts as something of a ‘jig library’, as many of the components built by the company require a jig in their fabrication, even if it is just for one very specific model of motorcycle. Consequently, once a jig has been fabricated for the job in hand, it makes for very sensible business practice to retain that jig if, or when, it is required again. Keeping that long-term view in mind, while it would be very easy for the company to source any components, such as fasteners, threaded bungs, flanges, lugs and brackets locally, they make them themselves. That way, they’ll never run out… And, reflecting on the first paragraph of this feature, all the plating of their products is done locally too. As our fuzzy-haired new prime minister states, we do have a lot to be proud of in this country, and TJ Wassell is a prime example. While the TJ Wassell unit doesn’t have a trade counter, the company does attend various shows and events throughout the year. TJ Wassell, Unit 2, A&J Business Estate, New Road, Burntwood, WS7 0BT.
Exhaust headers being finished off with hand polishing.
Above: These racks hold dozens of jigs and fixtures, a collection that has built up over many years of fabrication. Left: All spacers, threaded inserts, tabs and mounts are made inhouse at TJ Wassell, thus negating any chance of a shortage of stock.
August 2019
13
14 A BIT ON THE SIDE
August 2019
Watsonian International With thoughts of a sidecar outfit capable of as many types of riding as possible, Mick Payne takes a look at a new offering from long-term sidecar manufacturers Watsonian.
B
ack in the day, in the hands of Johnny Brittain and others, Royal Enfield was the trials bike to beat, as Brittain alone won more than 50 trade trials between 1948 and 1965 while competing for 15 consecutive years in the ISDT and winning 13 gold medals. While he was winning these competitions, the Reddich firm partnered with Madras Motors to build the Bullet model in India. These, of course, are still in production (albeit after a few changes such as fuel injection, five-speed gearboxes, lefthand gear change, etc.) and they have recently launched a Trials model in the green and silver colours that would be
familiar to 1950s spectators. This, however, isn’t the subject of this piece, but the all-new Himalayan model is. The company’s first OHC model, with a 411cc capacity, is not so different from last month’s Jawa, but in the form that has come to be known as an ‘Adventure Bike’. Though the Jawa/Velorex pairing worked, the Himalayan wouldn’t really sit comfortably next to a conventional sidecar. A period trials chair might be considered, but they lack comfort, luggage space, everything really, and are horrible to ride without a passenger. Watsonian has, however, come to the rescue. They have developed the
Ben Matthews, current owner of Watsonian-Squire, with one of the new International sidecars.
International – a nice ring to that name – based loosely on the aforementioned trials chairs. The original was launched in 1938 but, owing to the war, was not available again until 1950. This was a lightweight competition item that was raced in the 1950 ISDT at Llandrindod Wells and extensively campaigned by Ron Watson and Cliff Bennett of Watsonian’s management team to promote sidecar sport. Remember this was the era of the family saloon sidecar! The current iteration of the model is designed to be fitted to modern adventure bikes. One of my favourite chairs and certainly THE favourite of my ex was the Hedingham ETH which was a similar concept, although (ducking ready for the flack) far less attractive. I’ve ridden many miles on various bikes fitted with that model, including Triumph Tigers, GS BMWs and a memorable Guzzi Quota. When did you last see one of those? Although light, it was never embarrassing and although I’ve not yet ridden an International, I feel it will be similar. The model is on one of the company’s well-tested chassis with an adjustable suspension unit and 16-inch
spoked wheel fitted with a Bridgestone Trail Wing tyre. The glass-fibre body is coloured to look like the aluminium-clad original and has a substantial seat that doubles as a luggage box. The back and arm rests are very minimal but the passenger does tend to take a more active part in the driving than in a conventional chair, aided by substantial hand holds.
Remember, however, that Watsonian builds to order so a customer could specify a bit more comfort. Priced at £3995, plus fitting, it would make a relatively cheap go-anywhere outfit when fitted to a Himalayan. It’s never going to be a motorway muncher, but should handle back-roads and light off-roading very well. Where I live, in West Wales, I
can’t imagine anything better; my own Jawa is fitted with trail type tyres and is pretty useful, but the Enfield has a five-speed box, oh and a compass! With the optional luggage you could stay away for a few months too. It would look great on the new Bullet Trial as well, wouldn’t it? Watsonian Squire can be found at www.watsoniansquire.com and 01386 700907.
August 2019
15
16 MADE IN JAPAN
August 2019
Yamaha YDS7/YR5
Over the last few months, Steve Cooper has stomped through Yamaha’s earlier back catalogue of machinery, showing the steep learning curve that the factory covered in those years…
E
ven if the factory had adopted the more logical format of horizontally split crankcases for the seminal 350cc YR1 in 1967 it had persisted with the more arcane vertically split setup for every commercial and privateer 250. Someone, somewhere, at the Iwata HQ didn’t want to let go of what was a proven design but eventually the accountants had their way. It was decreed the company would realign all of their twostroke twins to utilise the horizontally split crankcase design that was now common to both of Yamaha’s main competitors, Kawasaki and Suzuki. In a nutshell, the later style of engine was dramatically cheaper to cast, machine and build. Planning teams and production schedulers met with the R&D boys to discuss how the 1970 model year two-strokes would proceed and, for arguably the first time in Yamaha’s export history, there was going to be a collective, company wide, corporate image. Based around a pair of one dominant and one background colour, the so-called Europa look was evolved. The all-new 250s and 350s were among those chosen to be in the vanguard of the Europa launch and even before a single test ride had been arranged the pair were pronounced by dealers as being jaw-droppingly gorgeous. The YDS7 250 arrived in a candy yellow and flat white paint scheme that was so totally and utterly bright, vibrant and fresh. The YR5 350 was similarly stunning, utilising a vibrant purple, claret red or tangerine with the same flat white, depending upon where it was being sold. At last Yamaha had managed to walk away from their historically ‘slightly staid, safe and gentlemanly’ aesthetics, carefully sidestepping the excesses of the late 1960s psychedelia to come up with a singularly unique image… and everything else was brand new as well.
The all-new engines may have been derived from the 1967 YR1 but they were certainly not a direct development of it, even if the basic format was similar. Gone were the oddly Eastern European cylinder heads and barrel finning. Also absent was the complex and lumpy casting that had made up the transmission cover, replaced instead by a much sleeker setup. Yamaha had gone with less-is-more and both engine covers were finished in a semi-satin black paint highlighted by subtle bands of polished alloy. The engine was essentially much sleeker and said to embrace lessons learnt on the race track. Yamaha also made much capital of the five-port system used in their cylinders, implying some connection with racing. In reality the system had been tried and tested circa 1968 with various machines in the company’s range. The pistons carried a pair of windows to their rear faces roughly 40 degrees either side of the centre line. These cut-outs married up to what were termed boost ports in the rear cylinder walls and allowed the compressed fuel/air mix to race up to the combustion chamber a little sooner than was normal in basic three-port design. The system worked well enough but, as many found out, Yamaha had actually introduced an unintentional Achilles heel. The windows in the pistons were effectively unfinished post-casting, and so were more often than not extremely sharp-edged. These surfaces then became stress inducers and it wasn’t uncommon to see pistons cracking from these windows down to the gudgeon pin boss. If the rider was lucky they’d spot this during a decoke or rebuild but, left unchecked and when ridden hard, mechanical carnage was never far away. Yet, other than that one foible, both the YDS7 250 and YR5 350 became almost instant showroom successes.
Over in America the 350 in particular proved to be hugely popular, while in Europe the 250 instantly became the machine of choice for learners. Both machines were the right bikes at the right time and for a variety of reasons. Honda’s market place players, the CB250/350, were beginning to look and feel a little stale, Suzuki’s T250 Hustler and T350 Rebel were rehashes of previous designs and Kawasaki still couldn’t really get their act together when it came to importers and franchisees so the sublime A1 and A7 weren’t sold in the volumes they might have been. Chassis-wise the pair had brand new frames that bore more than a passing resemblance to some of the firm’s race machinery. At last Yamaha felt they could drop enclosed suspension so it was chrome springs on show at the rear and, finally, Ceriani type forks up front with the spring inside the stanchions. The old-style capacious mudguards also got the heave-ho, to be ousted by a pair of rectangular profile blades that bestowed both machines with a much lighter look. Knowing that the power plants were always going to be the focus of the bike, both heads and barrels were painted black as per the engine cover but then treated to a quick session on the linishing machine. This gave the barrels a singularly unique look and the decision to polish just the outermost fin of each head was inspired. The final detail was a pair of brushed alloy decals to the points and generator covers. At long last, Yamaha had a look and style that set them apart from everyone else. Both models ran through into the early half of the 1973 model year but, somewhere around early 1971, a decision was made to change colour schemes. Both the 250 and 350 lost their bold white background colouring in favour of a rather staid black; the 250’s candy was a duller yellow and the 350’s was orange only. These changes, together with a move away from seamed to smooth silencers, were the only major differences. Yamaha got more than three full model years out of the new designs but they weren’t about to simply move on to something new – the YDS7 and YR5 were to be the bedrock of an even more impressive range – the legendary RDs were just around the corner!
One of my good mates has often ventured that the surest way he knows of ‘killing’ a motorcycle is for him to take it apart. He freely admits that his rebuilding skills are totally, utterly and completely eclipsed by his ability to lose and/or incorrectly label the various components. To date he’s not managed to misplace the obvious stuff like a frame, forks or wheels but when it comes to the smaller components, John is up there with the greatest scatterbrains alive. He’s raised the relocation of old parts to an art form and gone beyond the renaissance masters, through the impressionists and is now bordering on Salvador Dali levels of obtuse stock keeping. All of which has led me to ensure I keep a decent track of the bikes I dismember in my never-ending pursuit of restoration projects. Should you care to recall my personal MO then you’ll possibly remember I don’t like to unnecessarily lose the patina of a well-used machine. Therefore perfectly viable machines stay that way and I generally only divert resources into machines variously described as wrecks, utter sheds, total hounds etc., etc. On the bench right now is a Canadian market Yamaha CS3C street scrambler that has been through the hands of numerous teenage Neanderthals, and thereby serially abused. I’ll not bore you with the details but suffice to say it was liberally peppered with a range of non-metric nuts and bolts, some of which were designed to be used in industrial roofing. Unlike my mate John, I did make a conscious effort to label, bag-and-tag, box up and otherwise identify everything that came off the carcass. What have I learnt? Clip seal bags are good for parts storage but don’t waste your time with writing on the outsides of plastic because old oil and regular handling will remove most of the description. Also, if you’re going to use takeaway containers, write on the container as well as the lid or prepare yourself for an unholy mix up. Ahh, yes… and the best idea ever is to add internal labels to any container you might be using as a fall-back position. And one final aide-mémoire (aka note to self) … even if the parts are toasted and no use to man nor beast do not, under any circumstances, throw anything away until the job is done. Launch all the broken stuff into a box marked ‘Project parts – dead’ and keep them until the bike is running and sorted. This simple dodge will then prevent you from looking for parts that you can’t remember if you had, or that you threw away. I say this now with the absolute certainty of one who has a BSc, Masters and PhD in Hindsight. There is little sadder than a grown man of advancing years scrabbling around his workshop looking for random oddments that he no longer possesses! Once again, like my mate John, I’m guilty of having more than one project on the go at any one time. Theoretically this allows me to move from one machine to another when a lack of parts, third party processes, or sheer frustration intervenes with otherwise well-oiled plans. However, unlike John, I have so far managed to keep each project discrete from its workshop pal. Well labelled and, ideally, stored in different buildings; workshop versus garage seems to be the route to go… or it would be if only I could remember where I’d put stuff on shelves. Recently, while looking for the body panels of yet another mouldering Yamaha twin, I unearthed some crates at the back of the garage. I’d only taken ownership of someone else’s boxes of cast-offs last year but had managed to forget what was there. In among all the detritus of several abandoned projects were a matching pair of Yamaha AS1 oil tank and side panels with graphics lovingly hand applied that read ‘550/4’! Delusional, wishful thinking or just confused, it matters not other than to confirm John and I aren’t the only ones losing the plot!