Real Classic - February 2020 - Preview by Mortons Media Group Ltd

TRIUMPHTIGER750.

PANTHER MODEL 70.

DMWHORNET!

MORT.Q~~

Newl Air scoop gauze for BSA & Triumph 8" Twin Leading Shoe front brake models! Spend £50 or mere online ~ and get £5 o f postage ~

37-.1991 Made in house!

01986 891096

www.craven -equipment.co .uk :·t"-Open Monday - Friday, 9.00 - 5 .00

DUCATI DARMAH SSD ................................

The reliability of a roadster matched with the style of a supersport star - it could've been a winner. Instead the SSDis one of the least-seen bevel-drive beasts. Nolan Woodbury investigates A LITTLE NOSTALGIA ..................................

ISDT ReTrial .................................................

Once upon a time you could borrow a Brit ish racing motorcycle, ship it to the Isle of Man and race alongside Mike Hailwood. Peter Platt recalls doing just that ... TRIUMPH TIGER 750 ...................................

Super Single.. . single carb, that is. Frank Westworth has a ride down memory lane BSAA7 .........................................................

and Rowena Hoseason reveal the best (and worst) aspects of owning an Enfield 650 twin

BSAdefinitely built their pre-unit bikes to last. This rigid 500 twin was old long before its time, but 'the old A7' has lasted nearly sixty years with its current owner. Odgie tells its tale ...

70 years ago, the ISDT roamed over the Welsh mountains and Marches. Last summer, Oily Boot Bob and a team of intrepid Enfield riders set out to re-trace the route on old British bikes ... PANTHER MODEL 70 ...................................

We're all familiar with the big sloper singles built by Phelan & Moore, but Panther 's small-capacity singles are rather more rare. Paul Henshaw talks us through fettling a rigid 350 single and owner Frankl explains what it's like to live with ... SOLSTICE RIDES ..........................................

Once again, RealClassic riders celebrated the shortest day of the year by riding their old bikes to visit standing stones and ancient sites across the UK... and even further afield!

ROYAL ENFIELD 650 TWINS ........................ 44

NORTON PROTOTYPE TWIN ....................... 80

A new bike with all the appeal of an old one: seldom has a modern motorcycle caused such consternation in classic circles. RCriders

The history of the old British bike industry is littered with neverwossersand might-have-been machines.RichardNegusuncoversa unique Norton. PartThree:More on the Moore engine SCREENING THE WIND ................................

If you're one of those hardy types who rides all year round then you might appreciate a little bit of extra protection from the worst of the weather. Neil Cairns explains how he attached a windshield to his old AJS...

FROM THEFRONT I am deeply indebted to Ollie of this parish , noted scribbler and good chum also. Why? Because he suggested that we meet up and complain very loudly about absolutely everything in the entire world so we'd feel better and could then go back to our separate lives being irritated and angry and frustrated and of course outraged - because us modernists thrive on outrage .. . if only our own. Actually, Ollie didn't phrase his invitation exactly like that. No, he may have suggested a refreshing libation and satisfying gastronomic indulgence in a salubrious setting, a quiet place where we gentlemen of the world could converse in a constructive and civilised manner. He may have suggested that. I'm not sure. I wasn't really listening. All that was rattling around in my mostly empty cranial cavity was that it's January (well, it was then but isn't now, as you may know) and the skies were black, while the forecast involved actual weather warnings for both wind and rain. Sometimes, I thought, a Fiat Panda (in yellow) is an appealing place to sit. But where is the fun in that? Actually , the Panda is genuinely a hoot to drive, but this is not The Panda Appreciation Society, sadly. I stared out of the RCoffice window . The skies were blacker than at midnight. Not that I could see them much due to the sheets of rainwater sluicing across the panes, but you get the idea. A quiet shudder. It often seemed that all my rides last year were spent sploshing through one continual deluge or another. But hang on, I said to myself, sternly. Don't you enjoy riding in wild weather? Have you not and more than once regaled bewildered readers with your perverse delight in triumphing over insuperable odds and living to laugh (soggily) another day? Isn't climatic adversity your constant happy companion? And things like that. I may have invested in a glass of soothing Scottish nectar of course. Hard to say. But in fact it 's true . I do actually enjoy rides of a sensible length - under 3-figures in miles - in almost any weather . Even snow is an achievable challenge if you're confident enough and well equipped in the appropriate motorcycle departments. Long ago in the great waybackwhen, every first Tuesday of every month, I reminded myself, wonderingly, I would ride with a small bunch of similarly foolish friends up to the once-fabled Cat & Fiddle Inn, at the top of the eponymous pass between Buxton and Macclesfield. Snow, ice, howling fog - nothing would distract me. Or

CONTACTUS! â&#x20AC;˘:i'i4â&#x20AC;˘h, ~

indeed us. That 's probably the only time I have resoundingly out -raced a Kawasaki GPz750 to the summit of anything. But I did. On a 650 AJS. I gazed from the window some more. Modern riding kit, I reminded myself , is excellent. My Caterpillar boots always leak in a deluge and when there's a lot of surface water, but they still keep my feet warm, so what the heck? Warm and wet is usually OK, and ... I was talking myself into this, wasn 't I? So I rode out to meet up with Ollie on the Triumph. It was astonishing! The roads were almost entirely clear as I rode into Devon, dodging the deeper pools and observing with interest the sizeable pieces of tree which occasionally flew by. Sounds bonkers? It was. It was also brilliant . Just think , if I'd taken the car I would have stayed dry. That's it . But then what tales would I have been able to tell? What adventures? None . None at all. Roll on summer! Ride safely

Frank Westworth Frank@realclassic.net

THE NEXT ISSUE (RC191)WILL BEPUBLISHED ON MAR2ND, AND SHOULDREACHUK SUBSCRIBERS BYMAR 6th

BY EMAIL:

TP@RealOassic.net ONLINE:

www.Real-Classic.co.uk

Photos by Nolan Woodbury

RealClassic

irst impressions are important, especially where motorcycles ~ are concerned. Thrills mix witn need at speed on a big road II

All objectivity leaves us when we spot tne SSD~ cked in. kerbside at our ~~ ffeehouse meeting place. Thin-wa~, the D_El'mcl_n sits irresistibly long, low and heavily raked.

---Âˇ

A flawless Roser.Just like the Vincent, its mechanical centre commands attention. Jutting betwixt the front frame rails, the forward cylinder is dominated by fins and shafts leading to ROlished alloy, chiselled square. Although it shares the 900 SSbadge with its more famous ifiTiwinning cousin, tt i e

bike, and the bette~ it is, the better you are. The track-ready Ducati 900 SSwas a truly memorable SURerbikeot its time, and what still stands out is feeling the very texture of ..

t" I

the near-mythical attribute which converted

SSD is unique. There's a lot following 900 Sport Desmo Darmah. Slee!< and surRrisingly elegant, the 900 SD was unveiled in 1976 and gained the favour of Ducati riders who were losing interest in kicl<starting and squeeze'n'stretch ergonomics. Cagiva's adoRtion of Ducati in the early

ot 860Gli in tne

favourite. 'I can't imagine not riding it; says Chris, who lives in a spacious neighbourhood conducive to Ducati ownershiR, 'Jhe magic starts at 75mph and it's like everyone says, it

864cc Darmah, but Leopoldo irartarini styled it with a stronger blend of angle and radius. Let's not get sidetracked by the expensive failure ot Ducati's doomed Rarallel twin experiment - but those machines were at

all makes sense at SReed:

least ~uite short. irhe SSD by comRarison

If ever a motorcycle

was all about its engine, this is it. Ducati's bevel-driver is surely timeless

stretches over five feet between its axles and barely gives an inch to Honda's lumbering GL1OOOfrom the same year. Yet with a centre of gravity somewhere near your ankles, most

iron brakes, then capped the fork with a flat Marzocchi clamp. Moved to the fairing's nose, the headlight is fixed to an ingenious U-bracket which also

owners list stability as the SD's best feature. 'The most important Ducati since the GT7SO; wrote Mick Walker in 1994. 'Credit ltaljet's Tartarini for making sleek and small what is admittedly a large capacity motorcycle: Owner Chris was riding a Canadian import SSDwhen he first met his wife, but it was

secures the fairing and winkers. Brilliant. Replacing the SD's headlight mounts are clip-on handlebars, each with snappy Nippon Denso switches and the usual Brembo hardware . Other SS-only features include rounded stainless mudguards and beautiful folding rearsets. Not seen

sold and they honeymooned on a Kawasaki. 'Time passed and my regrets grew, so when we discovered this one available in Tucson in 1999 Deb insisted we make the trip to buy it: No history or documents came with it, says Chris, but it looked to be a very low mile

before or again were the fibreglass half-fairing and seat, but the light/dark blue scheme was popular . Most Darmahs came with 32mm Dell'Ortos, and ditto for US imports, all matched with into a complex

original although the exact specification of the SSDisn't easy to pin down. Clearly based on the original 900 SD, Ducati's first update in 1980 thickens the plot, as the Darmah's mild reworking wasn't entirely shared with the Super Sport. Looking

a 40mm kit was commonplace - for even more performance the factory sold an official uprating kit which comprised Conti silencers, 36-tooth rear sprocket, 40mm carbs with

for answers, Chris turned to veteran tuner Fred Cousins in Chicago. 'Fred is renowned and was highly recommended; explains Chris. 'When the decision to recommission the SSDwas made , taking it to him at Triple-0 was a no brainer.

engine. In another life I enjoyed the company of a local owner who rode what some describe as a Darmah Sport, with those 40mm

I wanted it to perform well and look good: Cousins in turn used Chris's machine as a template to finish another one which was built from boxes. As per established Ducati practice, TagIion i's 'water-pipe' tube frame fixes

new airbox. An aftermarket installation of

manifolds and throttle cables to match. I'd always wondered about the Darmah

Dell'Ortos, lower gearing and Conti exhausts fitted . It was a good match for my Guzzi Le Mans, with even more useable grunt low in the rev range. When the road opened up, however, After its 1977 introduction, the Sport Desmo 900 Darmah dominated Ducati sales. 3300 were built by 1979 and it was the firm's most popular model. So a Super Sport Desmo seemed like the next logical step

the Guzzi spooled away from the Darmah, and some report that Triumph's 4v TSScould best the SD 900 in a through-the-gears showdown. It might've been working harder on the same stretch of road, but the Darmah >-

the engine as a stressed member. Stylised underneath, the steering head mount is traditional Bologna, using an over/under design triangulated for strength. Moving along the upper rails, electric starting and the Darmah's amped-up charging meant that the rear frame cradle needed to be widely splayed to accommodate a beefy battery. Concentric chain adjusters, protected on each side by snap-in covers, were carried over to the Darmah models from the GT.'They corroded anyway; quipped Cousins, noting that Chicago's wet climate might speed up the process. 'It's important to remember there's more to keeping a Desmo going than valve adjustments: Perhaps to offset the added weight and improve the machine 's manoeuvrability in confined spaces, a two-inch drop at the subframe and 31.5 degrees of rake lower the seat to 31 inches. More Darmah specification continues with a superb 38mm Marzocchi fork and reservoir shocks. Later versions fitted slightly longer struts for increased clearance, but not the SSD.Ducati lavished the SSwith Brembo's best two-piece alloy/

The SSD was the first 900 Ducati to rely solely on electric starting, and was specified sans kickstart lever. Oddly, some later SSDs were equipped with a kickstart, and the machine's detail specification shifted constantly during its short lifespan

Subscribeand save:www.Real-Classic.eo.uk/subs

FEBRUARY 2020 I 9

holds plain bearing big ends and a bigger crankpin, the squarecase being among the last from Ducati to use roller mains. Much improved was the bevel drive and starter, now chain driven and spinning the flywheel with a sprag clutch. A subject of much discussion, the Bosch electronic ignition fits pickups inside the clutch cover, magnetically triggered by sensors on the crank's left end. Opposite,

The front end was lauded for its 'supple absorption of bumps, ripples, caves and land slips with nary a trace of wallowing ... Marzocchi are the leading exponents of the suspension art at the moment' delivers its pull exactly where it's needed, gaining your confidence from its lack of perceivable mass. I'd assumed that the standard SSD's

an oil filter lives where the ignition used to be, and five(!) full quarts of oil fill the sculptured sump. A powerful 200W Bosch alternator and 28ah battery made sure it all worked, powering uprated bits like a 60W quartz beam . Chris' bike was largely original when he found it, apart from K&N filters and a Staintune exhaust. Before he passed it to Cousins, Chris did some work on his own. 'Knowing the decal set for these would be hard to find, Deb and I photographed and measured every detail and placement. Even though some had cracked and shrunk; Chris recalled. 'Fred serviced it

slower 122mph top speed stemmed more from quicker gearing that its slightly softer tuning. Yet according to test reports and service documents, the

and it still performs beautifully, but the plan was to refinish my bike and a SSD Fred was building at the same time: 'That was a difficult project; Cousins

SSD uses the same tall gear ratios that were fitted to the pure sports SS... but it's all a moot point. For while Ducati's dashing Desmo can't take a 16v Honda on the dragstrip, the Darmah was faster on the road because going fast was far

recalled.'ln the early 2000s graphic artists were everywhere, but I couldn't find one that would actually do anything. I visited four studios and all they accomplished was ogling the bike's "disco" styling. It was taking so long I feared Chris might get

easier. And more fun. Back in Chicago and after reviewing his files, Fred Cousins compared tuning specs between the Darmah I SSDand kick-start 900 SS.They share cam profile, heads and 40136mm intake/exhaust

angry, but to my relief a pal took up the search. He located a kit online in Japan but they didn't match our SSdecals, but printed on the back was the name of the Australian maker, and we were in business. Working with them is how I learned the SSDwas produced with three different graphics patterns. The stickers we bought from Japan were for the final batch Ducati sent to the Australia market: Anyone following prices of these bikes today will find the classic bevel holding steady, with a sharp uptick for the touring GTs,including the first square-case 860s styled by Giugiaro. Pristine in factory two-tone blue, Chris's Darmah SS is worth plenty ... even if nobody is exactly sure what that is. Frankly, I'm losing interest in the prognostication biz, as owners like Chris prove that it's far more rewarding to invest in riding a classic Ducati than wagering condition against value. Fully loaded with bags and two-up,

valves, but the SD runs slightly lower compression (9.3:1 instead of 9.5) and smaller intake manifolds for the 32mm carbs. In Desmo form the 864cc twin was substantially revised, bored to 86mm but keeping the 750's 74.4mm throw. Pressed from three pieces, the crankshaft

The 55/60 watt Bosch H4 headlight was rated 'superb, throwing up a wide penetrating beam,' although minor electrical hassles still plagued test riders of the time

the Darmah performs admirably, holding true to its line and offering strong,

~~e- -r.. lr,.ijlf' \';liiiiiimiliiii~.d

FredCousins: 'Oncethe advance stops working on one cylinder, the other is left to

RealClassic FACT PACK: 1980 DUCATI DARMAH SUPER SPORT Engine

Air-cooled, 90° twin with Desmodromic 2v

Bore x stroke

86x74.4mm

Capacity

864cc

Compression

9.3:1

Power

56bhp @ 7800rpm

Torque

47lb/ft@ SSOOrpm

Carbs

2 x 32mm Dell'Orto

Ignition

Bosch

Transmission

Five-speed via gear to final drive chain

Frame

Steel spine, duplex front and rear downtubes

Front forks

Marzocchi 38mm

Rear suspension

Marzocchi 330mm shocks, 5-way preload adjustable

Front brake

2x 280mm Brembo discs, two-piston caliper

Rear brake

285mm Brembo disc, two-piston caliper

Wheels

18" FPScast aluminium

Front tyre

3.SOx 18

Rear tyre

4.25x 18

Wheelbase

1550mm

Weight

4821b fuelled

Seat height

780mm

Braking

28ft from 30mph

Acceleration

13.2 second standing quarter mile

Top speed

122mph

Price new

£2299 in 1979

predictable braking. Like each of its Euro counterparts the SSDboasts one shining attribute; precise cornering and the uncanny ability to widen the road. Ducati's adoption of quality German and Japanese electrics addressed a major weakness, making the Darmah an enticing prospect for those wishing to experience the wail of a vintage Desmo. Racing honours and value can motivate, but riding enjoyment is what makes the Ducati special. That unique riding experience is

balanced by the demands of owning an Italian thoroughbred: the Ducati must be listed among the most expensive post-war motorcycles to purchase, repair or own. In terms of longevity and toughness it's yards behind the Guzzi or a Suzuki four, and the complexity of its design offers a narrow window to maximum performance . But it is there, a magic mechanical kingdom where engine and chassis achieve a near-mythic harmony, and that's the reason why so many riders take this particular journey.

Smart owners like Chris collect the parts they're likely to need, and laugh when someone suggests a decal is misplaced. Knowing the bevel suffers not fools you'll look for help and find it - and in the process meet some of the finest people anywhere. Challenges notwithstanding, the SSD's panther pose and ornate sizzle dominates its surroundings . Pretty but a real puncher, the Darmah 900 SSdefines sports motorcycling like few machines before or since.

INSIDE OUT Even with reams of printed coverage, there remains a lack of basic know-how regarding service of the bevelhead's unique engine and cycle parts. Then again, it is a complex design and the numerous details are often not easy to explain. So here we share some of the research collected from Chicago tuner I builder Fred Cousins, formally ofTriple 0 Service. Fred's humour and experience are rewarding and genuine. No question, if I someday happen upon that elusive Darmah dream bike, I'll be off to Chicago for more than blues and barbeque . In reviewing the work done on the feature bike, Fred was often able to answer two questions at once. Example: when asked the life of the average bevel twin crankshaft, his response began by detailing the steps needed to time the ignition. 'It is a different motorcycle when both cylinders are advancing the same; Cousins relates, noting that the abuse otherwise suffered by the crankpin leads to early failure. Like any engine, the Ducati L-twin is dependent on bearing condition and cylinder sealing, all following the usual carb, jetting and camshaft questions. Never to be overlooked, the bevel drive system must be kept in pristine condition . 'Service on the valve spring GT/GTSbikes is easier, adjust the valves with normal hand tools; says Cousins. 'Apart from that,

The SSD benefitted from the improved reliability that the Darmah enjoyed, thanks to its Bosch, Lucas and Nippon Denso equipment ••• but it weighed 40/b more than the 900SS

12 I FEBRUARY 2020

Moreold bikesonline:Real-Classic.co.uk

Effective stopping is always a good idea, and Brembo - then as now - know how to make it happen

it's all the same. From 1975-77 Ducati used the Electronica ignition ... cutting edge technology then, but the bike's failing point. Once the advance stops working on one cylinder, the other is left to carry the load, adding stress to a crank that's already undersized. Poor metallurgy makes the perfect storm , and I haven't mentioned the weak alternator or the complex and inefficient Bendix electric start. 'Things improved on the Darmah with its beefed crank, internal left shifter, sprag e-start, full ND electrics and Bosch ignition . Ducati shot themselves in the foot by using magnesium Campagnolo wheels and by not reading the product description from Bosch. Despite what you might have heard, the pickups were not designed to live inside the engine, splashed by hot oil. To check, the air gap must first be adjusted between the pickup and (spinning) rotor to match advance between the cylinders, and both must advance at the same RPMthrough the 'curve' all the way to full advance. It remains an arcane procedure, and is time consuming

with two timing lights, special tools, etc: Hope exists however, as many owners have recently discovered that these are motorcycles worth the effort and expense. Yes,the 860 lacks the Desmo's all-out rip, but that GT chassis works the same ... with comfy seating and a build favouring throwovers and your strongest tank bag. Cousins agrees. 'Frankly, the 1975-77 bikes are hopeless; there's no fixing the stock Electronica. I replace those with a Silent Hetik system.

Bikes fitted with the Bosch are OK, given everyth ing is set up correctly. Not suited for submersion in hot oil , and eventually gasoline , the insulation falls off the wires leading to the pickups and grounds through oil or an engine casting . Vee-Two in Australia can rebuild these pickups and offer special tools too. I've learned a lot from them, but these ignitions need to be dedicated installations . The idea is improvement, not new problems: Re

at Bologna in 1978, and combined the user-friendly 900 SD engine and chassis with a more sporting riding position and cockpit fairing. It wasn't considered as lithe or lively as the outright SS Ducati twins, but the SSD combined the best bits of the

Subscribeand save:www.Real-Classic.eo.uk/subs

FEBRUARY2020 I 13

PRE-WAR WONDERS I found Paul Miles's feature on vintage bikes in RC188very interesting, to say the least. I've never ridden a flat tanker so cannot comment on that score, but having owned a mid-1930s Sunbeam Model 9 for a few years, I concur with his statement about being as easy as riding a 1950s I 60s bike. I find my'post vintage' bike to be exhilarating to ride and agree that, when pushed, it can give you the same feeling as riding a more modern bike at speed. They are very organic and let you know when you are pushing them too hard. I know a local who has several late vintage bikes that he rides daily and he doesn't hang around either. So it's all true ... I think my favourite period for motorcycles is probably the mid to late 1930s. The development of the big single-cylinder engines was high level and didn 't really develop any further. The 1950s stuff was practically the same engine-wise, but had to lug heavier cycle parts to the detriment of the power-to-weight ratio. In the mid-1930s the attention to deta il was excellent, as were the

14 I FEBRUARY 2020

WINTER CLASSICS

materials used, with not many corners cut to meet output demand. I often mull over the thought of what would the likes of Sunbeam, Rudge, etc have come up w ith had they resumed bike production post-war? Maybe they would have pushed the competition to come up with more innovative ideas that could have changed the outcome of the industry in its final days?Who knows? A good feature that I thoroughly enjoyed. Thanks for that James Griffiths, member I suspect that Velocette'spost-war path probably answers your question, James: there was such a lim ited market for top -quality, prestige machines in the austerity era that perhaps Rudge and Sunbeam would 've ended up building lightweight utility bikes if they 'd resurfaced in the late 1940s.Like you, I've a soft spot for the machines built either side ofWW2here's one

of my faves from

a few years back ...

Rowena

Moreold bikesonline:Real-Classic.co .uk

ftLETI'ERS

··.. ..···............................................................................................................ MORE VINTAGE VALUES

When I first started to ride vintage motorcycles in the 1970s,there were many riderswho you respected,not only for the classymachines they rode but for the gentle tutoring to help you enjoy your riding of elderly machines. My personaltutor was Keith Binns,who I still misstoday,who took my 1917New Imperial (which I could neverget to go smoothly around roundabouts),rode it to Banbury,did the BanburyRunand returned safelyto West Middlesex.I swearthat he rode it quicker on the returnjourney after severallocal ales. Beingteetotal, I never understoodthis. Riding along country lanesand through small villagesand occasionaltowns, requiresriding at about 30mph,which high performancemachineslike Gold Stars are reluctant to do. Now I know why I am downsizing my riding machinesto lessthan 500cc.Vehiclesthat can be ridden (or driven) at speedswell in excessof speedlimits, becausetheir ownersjust haveto ride at high speeds,worry me. Evenso I still appreciate these machinesbecausethey were built and sold in large numbers,and they look so good. I like to ride within my own defined limits and the machineI am riding at a particular moment determinesthis. I do enjoy riding either of my veteran machineswith their skinny beadededge tyres and quirky control positions.Eventhese can leadto interesting momentswhen you are at the edge of control and start to slide on gravel.Vintage motorcyclesmade between 1915and 1930

alsopresenttheir own peculiaritiesfor the rider to control and proceedgracefully. The early 1920smachinesmostly still used belt drive and had poor brakes,reflecting stagnant developmentfrom beforethe GreatWar. However,they startedto usemore reliableand powerful enginesin more solid frames.After 1924ish,these machinesstartedto sprout drum brakesand chain drivesto the rearwheelsand by 1928,most motorcyclesadopted saddle tanks in placeof the flat tanks of yore. Bythe 1930s,most motorcycleswere basicallywell developed and proven. They still had some spacebetween the engines and gearboxesso the bystandercould seethe works,the frameswere heavier,tyres became largerand engineswere faster.Some modern riders hate the thought of a rigid frame with no rearsuspensionother than the large springs under the saddle.Only the potholes are a problem today becausethey cause jarring of the whole machine. Sinceretirement, I've had the opportunity to go for rides around Wiltshire and enjoy each machine in my shed for what it is. I have, over time, gradually downsizedthe number of machinesI own, aswell as gently restricting

myselfto engine sizeslessthan 650cc,which is in line with my ambition to ride within my limits, whenever and wherever I choose. My stable includes a 1913Sunbeam 2.75hp,a two-speed,all chain drive machine, including a kickstart and a clutch.This machine is the secondoldest Sunbeam known to exist,and is my main machine for competing in the WesternRegionRoadTrials Championshipevents.It lives alongsidea 1914 lnvicta 269ccwith one of the earliest Villiersengines,two-speed Jardinegearbox and no clutch, and a 1923SunbeamModel 3 Sportsman.My 1927AJS350ccbelonged to Uncle RexMather and will become my main competition machinefor next season.My retirement machine is a 1929Ariel model LF,a twin-port 250ccfour-stroke,which is destined to be last machine I will own. It is small,easyto start, ride and load into a van. I alsoown a 1929Sunbeam350ccSports I Model 80,similarto the machineridden by CharlieDodsonin that year'sTI races.Note that Dodson,a short chap,had the noseof the saddlecut off and the saddlemovedforward. Beinga tall chap,I had to move the saddleback. Thenthere'smy 1942ArielW/NGwhich I usefor WRRTC eventswhen it rainsbecauseveteran motorcycleslosetheir brakesin the wet!Thisis an ex-RAFmachinewith good roadholding and motor. Finallythere'smy post-war1954Ariel 350ccNH.Thisone of my'shopping' machines which sharesdutieswith a 1983BMWR65LS. It is good to have a choice. Reg Eyre, member 903 It's good indeed, Reg! Long may you rattle around on your fine fleet of tasty machines.

FrankW

Subscribeand save:www.Real-Classic.eo.uk/subs

FEBRUARY 2020 I 15

RealClassic