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351
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September 2014 £2.10
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Just look at the old van, from which three Royal Enfield two-stroke racing machines have just been unloaded. In this 1965 picture are Percy Tait, Pip Harris and John Rudge. There’s a special Royal Enfield feature on page 12.
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8 OUT & ABOUT
September 2014
Eight championship classes clinched at BHR’s penultimate Darley round N
o fewer than eight British Historic Racing championships were clinched at the penultimate meeting at Derbyshire’s Darley Moor circuit on July 26-27, with five still undecided for the final event at Cadwell Park on September 27-28. On his beautifully engineered Rudge, Mervyn Stratford secured both the Tuers Garage pre-1949 and the pre-1963 up to 250cc championships despite being led home four times by Ian Bain (Norton CS1) in the pre-1949 races. Even though Graham Buller (Norton 40M) had to abandon the meeting halfway through after becoming ill, he has still won the Palletforce pre-1963 250-350cc championship because rival Jack Hebb was unable to close the gap. The Goodwin 1963-1972 251-350cc championship winner, by 99 points, is Dave Matravers (Manx Norton) even though on the day he was beaten four times by Richard Hawkins (Ducati Mk.III). Also settled at Darley Moor were the Classic Racer magazine BEARS F1 (751cc to unlimited) and F2 (501 to 750cc) championships, with Richard Stubbs (BMW R100) more than 100 points clear of Ben Kingham (BMW K110RS) in the larger class and Bobby Bevan (Norton Commando) in a similar position among the F2 contenders. Scott Harris (Kirby Norton) won the Bonhams Auctioneers
championship for over-50s with Tim Woolley and Keith Riley sharing second place, while the Penguin Speed Shops B3 Cyclecars and Morgans Unlimited to 1972 champions are Bill and Maggie Tuer (Morgan Racing) who secured a comfortable 90-point lead over Steve Hutchinson and Norma Prime (Berkeley T60). The remaining championship winners will only be known after the final round at Cadwell Park at the end of September. With a points difference of just 31, the 1963-71 up to 250cc solo championship should bring close racing between Andy Hunt and Rob Butler (Ducatis), but in the Footman James pre-1963 351 to 500cc championship Mike Bevan (Norton Dominator) needs just two more points to take the prize from Manx Norton-mounted Jack Hebb. In the closest battle of all, the Bob Newby Racing 1963-1972 over 500cc solo championship leaders Mike Powell and Dave Matravers (Seeley G50s) remain only four points apart. While at Darley Moor, Rob Walker (Velocette Venom Seeley) won all four races in the 1963-72 over 500cc solo championship events, the championship itself remains a battle between Mike Bevan (Seeley Norton) and Scott Harris (Kirby Norton) with 50 points separating them. Cadwell also promises some hot action between the remaining three contenders in the sidecar-based two-
Sidecar racing old-style as Malc Mackay and Trevor Johnson lead Adam Pope and John Christopher at BHR’s penultimate 2014 meeting at Darley Moor. Photo: Lee Hollick.
valves-per-cylinder up to 750cc championship, for only a few points separate Phil Holt and Jeff Gamble (Crick BSA A65), Denis Whitehouse and Ben Weston (Triumph NMS) and Adrian and Robert Dawson (BMW). Adam Pope and John Christopher (Triumph Thunderbird) are leading the pre-1959 sidecar championship from Mark and Sue Whittaker
(BSA Road Rocket) by 48 points. Leading the BEARS sidecar championship by just eight points from Phil Jones and Claire Duplock are John Lorriman and Jim Steel, both crews riding BMW K100 outfits. Adam Pope and John Christopher have no chance of bridging any remaining gap, having entered the championship late in the season.
In Darley Moor’s BSA Bantam championship races, Mike Powell beat Michael Brown by three wins to one, and in the BSSO Geared Scooter races, Damon Tunnicliffe and Stuart Day enjoyed two wins apiece. It was the same in the twist-and-go BSSO Zip Scooters events, in which Jon Davis and John Woods bagged two wins each.
September 2014
OUT & ABOUT 9
Autumn events at the Ace Cafe If you receive this issue of Old Bike Mart in time, you might make it to the Vintage Japanese Motorcycle Club’s Vintage Japanese Bike Day at London’s Ace Cafe on Sunday, September 7. On Friday, September 12 at 6pm, a Reunion Weekend begins with a Continental Run ride-in and party, and the fun continues all through the next day, including a London rideout. It’ll be time for the Brighton Burn-Up at 10.30am on Sunday, September 14, at 10.30am, and the Blue Haze Day (Sunday 21) will do just what it says on the tin when Yamaha FS1-Es and other two-strokes meet. A week later, on Sunday, September 28, the 59 Club Day and BSA Bantam Meet will rekindle lots of memories. October events will start with a ‘Hornet Swarm’ and other Hondas on the 5th, while on the following Sunday the Brit V’s (Vincents and Velocettes) will bring a total change of scene. Eastern Bloc vehicles will assemble for ‘Red Oktober’ (Sunday 19), and there will be a day-long Rat Bike Review on Sunday, October 26. The month will end in style with a Hallowe’en Special bike night from 6pm on Friday, October 31.
Classics on display beside the Nene More than 200 entries have already been received for the first Peterborough Classic and Vintage Vehicle Show, taking place on the city’s riverside embankment on September 13-14. This free-to-enter event will feature vintage and classic cars, motorcycles, scooters, tractors and commercial vehicles, and
there will be numerous trade stands, refreshments and activities for children. Proceeds will go to the Pancreatic Cancer Funds and East Anglian Air Ambulance. For more details, contact Pep Cipriano on 01733 452551 or email pep.cipriano@ peterborough.gov.uk
Huddersfield Autojumble returns to Old Market Building venue Huddersfield Autojumble, organised by Phoenix Fairs, returns to the Old Market Building, Brook Street, Huddersfield HD1 1RG, on Sunday, September 28 from 10am. The hall, a grade two listed building, can accommodate 120 permanent stalls and has toilets and a hot refreshments area. There is plenty
of on-street parking around the building. Stalls will cost £20, with setting-up entry from 7am, and the event will open to the public at 10am, admission £2.50. For further information, contact Phoenix Fairs on 017773 819154, 07795 505388, jeffpff@hotmail.co.uk or www.phoenixfairs.jimdo.com
38 FROM OUR ARCHIVES
September 2014
With everything tucked in, Motor Cycling staffman Bruce Main-Smith takes the Venom Vee-line along the back straight at Montlhery at 112 mph.
The ‘ton’ for 24 hours – Velocette’s finest victory After a wearying and, at times, terrifying 24 hours as one of the riders who helped Velocette capture both 12 and 24-hour records in 1961, former Motor Cycling staffman Bruce MainSmith returned straight to Fleet Street to produce the following epic write-up.
W
ell, we did it! World’s Records at both 12 and 24 hour levels have been broken – by driving a virtually stock Venom at full bore, absolutely against the stop, for all those arduous hours, both by day and by night at Montlhery, near Paris last weekend. For a pushrod five-hundred on a mere 8.75:1 compression ratio to scuttle round in flying laps of the 110mph order, on perhaps the worst track anywhere, is something of which not only
Veloce must be very proud, but also the entire British industry. The 24-hr record has not only been wrested from a foreign machine – and by nearly four miles-an-hour – but has also been hoisted to over the 100mph mark. If only you could know the appalling condition of the track and the organisational handicaps over which the Velocette triumphed, you would realise just what this record means. As a participating rider, I can report that the machine had to
Filling up with a plastic bucket and tin funnel – primitive but hazardous.
do more than stand continuous full-bore – it had to go quickly enough to make good deficiencies arising from insufficient preparation not attributable, I am glad to say, to anyone hailing from this side of the Channel. Veloce spent months carefully proving an almost standard Venom. As any private owner could do, they took it from stock as a normal Venom Vee-line Clubman tuned to give both torque and power rising to a peak at 5800 to 5900rpm. Using the 13⁄16in Amal GP as rich as possible, it developed 39.8bhp. On its 3.92 top gear it was able to lap at 110 to 112mph, which it held for all of every lap – no throttling back anywhere for anything other than pit stopping. A good lap is done in 52 sec and a poor one in 54½ to 55.
Purgatory
Now a word about the circuit de vitesse de Montlhery. It is a bowl-shaped, concrete-banked slice of medieval punishment. It has two minute straights and two torture-inflicting pieces of bump-infested purgatory described as high-speed bankings. On this anti-clockwise course is painted a yellow median line which is the official distance. One must not go below this according to the regulations. In fact, at 110mph the line is about the lowest point of the banking at which to ride and during the actual attempt most pilots were about a yard-and-ahalf higher to avoid the bumpier track lower down. One is then too high and stays up by leaning over to the right (relative to the banking), which unfortunately hastens tyre wear. The bankings are concrete, cast in 25-yd sections. Between some of them it is possible to insert one’s clenched fist, often the flat of the hand, and regularly to see daylight through the gap from the yellow line to the top. The two straights are flat and hardly worthy of the name. There is a rapid change of contour between banking and straight.
I had under 10 practice laps, of which half were completed at night by the standard illumination of 50 car headlamps. The Venom’s electrics were dispensed with. This was totally insufficient for an utter stranger to Montlhery. It was a thoroughly chastened BMS who came in from his last permitted practice period, and I was seriously doubtful of being able to do more than 10 laps at a stretch, let alone an hour’s worth (60 laps). Back at my hotel I stripped off in front of a mirror to study the extreme bruising on the rib cage. On the strength of the few laps on the second session (in the dark), the riders were selected, the fastest ones to be used. They were Pierre Cherrier, Alain Dagan, Bertie Goodman, Andre Jacquier-Bret, Robert Leconte, Bruce Main-Smith, 55-year-old Georges Monneret and Pierre Monneret. For weeks beforehand it had been insisted that March 14-15 would be excellent weather. Therefore it was not necessary to make use of the perfect days immediately preceding. At 7.30am it was raining. By 8.27 the attempt was set in motion by Georges Monneret, who was supervising matters for the French end. Georges dashes round in the 51-52 second bracket. His son Pierre then takes over and is even quicker. I walk round the back half of the course invisible to the control tower and study la ligne de Pierre. Riders meanwhile change over every hour, and the speed remains well above 105mph. To run for longer intervals would not be possible anyway with a touring tank of 3.7 gallons capacity. Dunlop’s Dennis Durbridge wields his depth gauge during pit stops and estimates tyre consumption at two front and four rear, and notes that wear was related to riders. The rear was actually changed at six hours in three minutes, a tribute to the Velocette qd wheel system.
FROM OUR ARCHIVES 39
September 2014 At 5.30 Georges is in the saddle again, and has some trouble starting. Carelessness in filling the tank from the two polythene buckets of Esso has left a pool under the machine through which the driving wheel rolls. Consequently the rear wheel skids. After dark, Alain Dagan takes over and circulates in 52.8 sec, at 107.8mph. When Pierre Monneret pulls in at the end of his stint, in which the 12-hour record has fallen, both tyres and the rear chain are changed and I am kitted up to be dispatched. On attempting to select bottom cog for the bump start it is realised that the internal gear mechanism has been bent. (Editor’s note: At this point Bruce believed the damage had been caused by a rider stamping on the pedal, but a later report suggested that one of the French riders had become so disorientated in the darkness that he’d run off the track). Jack Passant has the trouble rectified and the total deficit is 33 min, all of which I have spent outside in the dark to help my eyes. I hop in the saddle, shout “Allez!, Allez!”, the feet of the pushers patter, the motor catches first drop of the clutch and I feed it in doing a cautious entry on to the dark circuit. To save the clutch I drive through the megaphonitis to get on to the trumpet and, although I cannot see the revcounter in the track lighting, I know the power comes in at 4500.
Full song
I take it very easily through the gears, and hope that the gearbox trouble is nothing very serious and that the box doesn’t lock up. As I come down the home straight I am on full song in top and the motor is running superbly, not a tingle of vibration and giving an impression of utter indestructibility. Frankly, at 110mph up on the bumpy banking, in the dark on a strange bike and track I am genuinely frightened. The lights at the pits come round amazingly soon on each lap, but the punishment from the bumps is awful. My nose and mouth run on to the chin pad on to which I press my head to keep it behind the screen, through which I look for the entire lap. Through the Perspex I can just see the yellow line. I cannot use either the main footrests or the pillion ones properly, but pull a muscle in my right thigh when I try the latter. I try to relax the arms completely, as Pierre advised me, but find this difficult to do, though I know it is quite
...but it was all too late for Hall Green
Pierre Monneret is pushed off for a demanding night stint. The circuit was lit up by 50 car headlamps.
safe, for the Velo is steering over the atrocious surface in the way this marque always does – taut, waggle-free, 100% safe. But I have to hold on to the bars, for how else to keep on? The pits signal that my speed is good, but I wonder how long I can stick it. I get to know exactly which bumps will cause the front forks to deflect fully and where these ‘friends’ will be. It seems an eternity. I watch a bright star gradually sink below the southwest banking and reason that some slice of time must have elapsed – but how much? The noise from the mega chases me round the track like a wild beast. I decide to pack it in. No, keep the British flag flying – show the French that we can do it… I manage three laps on the patriotism theme. Next I try the ‘duty to the readers’ one – also good for several laps. Then the fact that I’m paid to do this (so help me!) – result, more laps. Then I argue with myself about whether to use opposite lock to lift up from the banking. By now (though I do not know, of course) some 45 minutes have elapsed. The next problem is the sameness of the course at all points; the rhythm of one’s fast, regular, monotonous progress. I realise I am getting hypnotised by the pattern of what I see. I look at the Velocette, the fairing, the red lanterns, the illuminated scoreboard and the stars, always coming back speedily to the yellow line, one foot to my left under the spinning front wheel.
After 52 minutes – some 60 laps, that is – I know it would sabotage the attempt if I continued. I come in, remembering the advice to shut off very early because of the misjudgement that results from the monotony of set high speeds. Someone helps me off the bike as I shout: “Un autre pilot”. An English voice says: “Good show!” Mentally I thank him for his kindness, but know that 60 laps is not a full stint and feel that I have let the side down. Another French rider goes out and is pulled in after several laps as not being quick enough. Andre Jacquier-Bret lasts for 35 laps and retires with eye trouble. Pierre Monneret does a full stint at 172kph, the scoreboard says. Pierre Cherrier tries his hand, and after a few 170kph laps gets off the trumpet in a low gear and crawls. He ignores pit signals, and after three laps comes in talking of fog on the course – eyes once more. Georges Monneret fits a stint about here while I catnap and he too packs in after half an hour with blurred vision – but he’s fast. Robert Leconte stays on for a long while.
Fastest lap
At 5.30am I go on again – just my luck to get the time of lowest ebb of one’s vitality. I last 30 laps, but seek consolation in seeing 173, 174 and even 175kph on the scoreboard and being officially credited with the fastest nighttime lap of 52.4 sec. Bertie Goodman, who had not ridden at Montlhery before in the dark, sets a formidable full stint of 54 sec, 170kph laps.
Alain Dagan does yet another hour of rapid, consistent laps. After the dawn I offer to go out again – less frightened now because I know the track a bit better, and some bumps like old friends. Bertie puts in another hour, then Georges Monneret again to beat the mileage of the old record by 8 o’clock. After another 10 minutes he stops with cold hands, so Dagan staunchly jumps on and finishes the remaining time.
Perfect shape
I stand and watch the official measurement. The engine comes down in perfect shape. I feel damned tired and make for my hotel and the largest, softest bed they have to offer. The new records in 500, 750 and 1000cc classes are: 12 hours, 2021.181 km (168.431 kph, 104.66 mph); 24 hours, 3864.223 km (161.009 kph, 100.05 mph). Footnote: In 1963 Velocette went record-hunting again at Montlhery, and once again Bruce was among the riders. This time, the bike was a far-from-standard 350cc Velocette Viper, with a 10:1 compression piston and geared for 110mph. Its average for the first six hours was 104.7mph – even faster than the Venom – but sadly the attempt failed when the more highly stressed engine succumbed to mechanical problems.
While working for Motor Cycling during the 1965 TT, Pete Kelly turns a beautiful test Velocette Venom Vee-line Clubman into the Governor’s Bridge dip. The Hall Green-supplied trade plate did little for the aerodynamic efficiency of the Avon fairing, though!
It’s hard to believe that, less than a decade after its 100mph triumph at Montlhery, Velocette had produced its final motorcycle. With a history going back to 1905, and countless racing victories under its belt from the mid-1920s onwards, Veloce Ltd was renowned for its innovation, quality and ability always to punch above its weight. Introduced at the Earls Court International Motor Show in 1948, Velocette’s whisper-quiet, pressed-steel-framed LE (which stands for Little Engine) answered the need for reliable personal transport after the war, but with a radical specification including a water-cooled, shaftdrive, 149cc side valve flat twin engine, it was never going to compete on cost against the myriad cheap and cheerful two-stroke lightweights that were also available at the time. It did, however, achieve significant sales success among the police force, in which guise it became known as the ‘Noddy bike’. Veloce Ltd continued to improve its impressive 350cc and 500cc four-stroke singles, the 1954 499cc MSS being followed in 1956 by both the 349cc Viper and 499cc Venom, with the Clubman and Thruxton versions of the Venom reaching the pinnacle of performance. Maybe the insistence on quality at all costs played its part in Velocette’s demise. Its 250cc Viceroy scooter not only boasted costly and radical features such as a forward-mounted, horizontally opposed two-stroke twin engine, but its 1960 launch came too late for a fickle and ever-changing two-wheel market. The late 1960s marked the beginning of the end for this respected and much-loved manufacturer, with Viper and Vogue production ending in 1968; that of Special, Scrambler and Endurance models in 1969 and the MSS, Venom and Venom Thruxton following in 1970. By the end of February 1971 – another sad month for the British motorcycle industry – Velocette was no more.
ABOVE: The piston crown at the end of an incredible 24 hours. The 24-hour record bike is on display at the National Motorcycle Museum.
RIGHT: This guard was welded to the oil tank to prevent the riders’ legs from burning
‘Stavros’ on stage at the National Motorcycle Museum The National Motorcycle Museum’s 30th anniversary weekend will kick off with a live stage appearance by Steve Parrish, hosted by his daughter Frankie as part of the MAD (My Adolescent Dad) tour, on the evening of Friday, October 31. Steve, whose chequered career includes finishing fifth in the 500cc world championship as team-mate to the late
Barry Sheene, winning a host of home titles, managing a Yamaha team to three British superbike titles, and winning no fewer than five European truck racing titles, eventually became a successful TV commentator in motorcycle sport. In his racing heyday he was equally well known for his intricate practical jokes, and Barry Sheene once said: “If
he’d set up his bikes as well as his victims, and put as much effort into the bike as he did with the intricate pranks he pulled on people, he’d certainly have been a world champion.” Such pranks included filling a room of sports personalities with live frogs and jumping a hire car from a second floor car park onto Daytona Beach. These and many
more will be revealed during his show. Tickets cost £20, and those attending will also be able to enjoy all the attractions of the museum’s 30th anniversary day on Saturday, November 1. Bookings can be made by calling the NMM on 0121 7042784, online at www.thenmmshop.co.uk or by email to sales@thenmm.co.uk
54
September 2014
IT’S OUR CLUB 55
September 2014
Attention club PROs!
Bright, breezy and made in Yorkshire!
Do you want to see your club in th is sp
ot? If you do then jus t send us 500 words that tells OBM readers all about what you do, include a couple of pics of a typ ical club activity and full contact details of your membership secretary and we e’ll do the rest.
The Girder Fork & Classic Motorcycle Club is one of the most enthusiastic you’ll come across anywhere, offering new members a warm welcome, plenty of fun and activities galore.
T
he Girder Fork & Classic Motorcycle Club was kick-started into life in the 1990s by two motorcycle enthusiasts, Alan Brayshay and Alec Feather. Alan had been toying with the idea of a local club for ‘old’ machines for some time, but it was only after Alec said: “We’d better do it, then!” that one of the liveliest clubs in west Yorkshire became a reality. Its aims are to promote vintage and classic motorcycles by organising a full calendar of road runs, shows and events; to allow vintage and classic enthusiasts to meet up in a friendly atmosphere; to foster friendship between members; to advise them on the running and maintenance of their bikes and to keep them informed about the availability of spares.
Derek Saunders’ 1937 250cc Montgomery was a double prize winner.
Over the years the club has raised thousands of pounds for charities such as the Yorkshire Air Ambulance and Manorlands Hospice. Club meetings take place on the first Tuesday of each month at Steeton Hall, Station Road, Steeton, near Keighley, W Yorks, at 7.30 for 8pm, with guest speakers, bike films and other activities, so if you’re thinking of joining this enthusiastic band of brothers and sisters, why not just turn up one night or contact Roger Henderson (01274 561134) or Brian Sanderson (07931 312579, email briansanderson@talktalk.net)? There are evening and weekend runs, shows and special charity events such as the open-toall Big Bike Night, a concours event for all types of motorcycles, including vintage, classic, four-stroke, two-stroke, mopeds/scooters, three-wheel/custom, sports and modern. This year’s Big Bike Night at Skipton Auction Mart towards the end of June was the most successful yet, with 100 machines lined up for judging (including eight girder-forkers) and almost 600 visitors helping to swell the amount raised for charity to almost £2000. The club also signed up seven new members. There’s also a special bike night for members only, comprising a run-out, concours competition and pie and pea supper! Packed with bright and breezy reading, with scores of colour pictures bursting from its pages, the Girder Fork & Classic Motorcycle Club’s monthly e-newsletter is a joy to read, and for those who don’t have PCs or other such devices, it is also available in black and white.
A short-stroke Norton twin, single-seat Triumph twin (above) and a late model Scott (above right) bring variety aplenty to the Big Bike Night.
A pristine BSA Gold Star joins a grand parade of classics at this year’s Big Bike Night at Skipton Auction Mart.
One club member who’d gone on a ride taking in the Beamish Run at the picturesque village of Bainbridge wrote an amusing story in a recent e-newsletter. His Honda NS400R just didn’t seem to be running properly, and after the lengthy Bainbridge stop it really struggled to get up the hill out of the village. Eventually he caught up the others at Hawes and was advised
to press on home via the Ribblehead viaduct. Then the penny dropped – he’d only put four litres of diesel into the tank, hadn’t he? If you live within a reasonable biking distance of Steeton, the Girder Fork & Classic Motorcycle Club’s enthusiastic members guarantee you a warm welcome, club activities galore, and the kind of friendship that lasts for years.
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