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Editor's welcome Welcome to lockdown issue number two! Although we've seen some easing of restrictions, we are of course nowhere near back to 'old normal' - as I believe it will be called for some time, as opposed to 'new normal' - and, let's be honest, that's likely to be the case for much of 2020. Still, as ever, we make the best of what we can. As we've been unable to go out and ride motorcycles and so do new features, we're eking out what roadtests we have left 'in the can' and trying to balance them with archive based material, and things we can do safely (for all concerned) in the current situation. To that end, I've delved into my memory bank and written my top 10 'most memorable' rides of the many years I've been involved with the magazine. I've left out more than I've included and set myself some rules too (like only one from each maker) that made it all a bit complicated. Still, it was good fun to do, I hope that you enjoy reading it - with a bit of luck, it'll not be too long before I can start getting out and about and adding some new experiences. On the subject of new experiences ... So as well as putting together this month's issue of The Classic Motorcycle (from home) I've also been caretaker editing our sister title Classic Racer, which has been a different experience. Coincidentally, we seem to have a few racing bits in this issue of TCM, but that is purely that - coincidence - and a consequence of our lockdowninfluenced state as to what features we are able to do. When one looks through the period press, for all the timespan we cover, it shows how important the 'win on Sunday, sell on Monday' mantra was for the road motorcycle industry. Many of our favourite marques - Norton being the most obvious example - were dogged in the pursuit of racing success, justified as a way to ensure sales. Others, of course, took a different tack, with Triumph and BSA largely keeping out of road racing, but BSA, in particular, keen on off-road involvement. I find it interesting to see how different companies approached things, and the strategy each pursued for the shared goal of sales. Enjoy the issue, and please keep the correspondence coming in - I'm enjoying hearing from so many people.
JAMES ROBINSON
Editor
Regular contributors Tim Britton, Rachael Clegg, Jonathan Hill, Roy Poynting, Richard Rosenthal, Martin Squires, Jerry Thurston, Alan Turner, Andy Westlake.
Contributors this issue Clive Pelerin, Gerry Vogt.
THE CLASSIC MOTORCYCLE(USPS:71O-47O) is published monthly by Mortons Media Group Ltd., PO Box 99, Horncastle, Lincolnshire LN9 6LZ UK . USA subscriptions are $63 per year from Motorsport Publications LLC, 7164 Cly Rd N #441, Bancroft WI 54921. Periodical Postage is paid at Bancroft, WI and additional entries. Postmaster: Send address changes to THE CLASSIC MOTORCYCLE,c/o Motorsport Publications LLC, 7164 Cly Rd N #441, Bancroft WI 54921. 715-572-4595 chris@classicbikebooks.com
CONTENTS ISSUEI JULY 2020 Archive photograph ......................................... 6 News ................................................................. 8 Letters .............................................................
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Speedway show .............................................. 18 Subscribe and save ........................................20 Stuggart show ................................................ 22 Sunbeam S7 De Luxe ..................................... 24 Top 10 classics ridden .................................... 32 The Alec Bennett story ................................... 44 George Greenland collection ........................ 50 Mr Pelerin's recollections .............................. 56 Rachael Clegg's Milestones explained -part II ............................................................ 59 Closer look - Old airfield circuits ................. 64 Men who mattered - Tarquinio Provini. ...... 70 Triumph unit twin rebuild ............................ 72 Roy Poynting column .................................... 76 Jerry Thurston column .................................. 78 Sketchbook specials ...................................... 81 You Were Asking ............................................ 84 Restoration guide - BSAB32/34 .................. 88 Classic Components ...................................... 96 Classic camera .............................................. 98 Next month ....................................................99
POST: The Classic Motorcycle, PO Box 99,
Horncastle, Lincolnshire LN9 6LZ EMAIL: jrobinson@mortons.co.uk
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THE CLASSICMOTORCYCLEI JULY2020
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Triumphs onparade Fourriders,four pillions,on four Triumphs,taking part in a 1958 road trial, from the Triumphworks. Photographs: MORTONS ARCHIVE
he Triumph Owners' Club rally, at Meriden in 1958: riders are, from left, K Wakefield, E Dyson, B C Barrow and G Cooke. The eyes of Wakefield and Dyson are focussed on the starter's raised finger, while, out on the right, Cooke looks, literally, to be posing for the camera - that's where his eyes are. As for Barrow; well, one can't see his eyes, which probably doesn't bode well for visibility. That screw-in adjuster in the middle of his MkVIII goggles needs tightening up a bit, so the poor lad has a chance of unhindered vision. Their machines provide an interesting spectrum of the Triumph range, both old and new. Going from the left: Mr Wakefield and his passenger are on a Tiger Cub, registered VOE 850, though it could be 'Y' at the start. The registration (no longer on the DVLAdatabase, either V or Y) places the Cub as being registered locally, in Birmingham. There's a couple of additions added, in the form of crash bars and a handlebar mirror, but the model looks largely standard. Not only is the Cub hauling Mr Wakefield, but his later passenger too; plenty to ask of the 199cc four-stroke single. That it is running on 16in wheels dates it as 1956 on - the launch model (1954 season) used 19in wheels, before the swap a couple of seasons in. The initial Cub also used a plunger-type rear suspension, it and its 150cc smaller sibling, the Terrier, from which it was developed, the only production Triumphs to ever to be thus equipped. The Terrier was dropped for the range in 1956, leaving the Cub as Triumph's only small capacity and single cylinder machine. For 1957, it was granted swinging arm frame, updating it hugely; it's impossible to see if Wakefield's model has such a frame. The Tiger Cub remained in Triumph's range until 1965, when it was superseded by the Bantam Cub and Super Cub, with the former coming first, in 1966; basically, it
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THE CLASSICMOTORCYCLEI JULY2020
consisted of the Cub engine housed in a BSAframe. This arrangement continued until 1969. The Tiger Cub's legacy extended out and beyond that too, though. When BSAowners of Triumph wanted a new 250cc model in 1958, the Cub was used as its basis, spawning the Cl 5, which itself led to the B40, B25, B44, B50 and somewhat ironicallyTR25 (and short-lived TR5MX). The B50 itself was developed by CCM, its ultimate incarnation being the works 580cc scrambler - all coming from the original Terrier. The phrase 'Mighty oaks from little
acorns grow' has rarely seemed so apt. Next along is Mr Dyson and friend, on the machine registered HOM 861 - another Brum number, no longer listed on the DVLA database either. This one looks like a 3T, the 1946-51 produced 350cc twin, pretty much the 'forgotten man' of the postwar Triumph range, though actually a thoroughly charming and practical machine. Physically smaller than its 500cc Speed Twin and Tiger 100 bigger brothers, the ohv twin was a machine in its own right, with its own identity - part of it forged in the all-back finish, which is the main identifier
of Bryant's motorcycle. Of course, it may be a refurbished, but there's no reason to think it is. It is also sans nacelle, which came in 1949, meaning that Mr Bryant's motorcycle is probably a decade old. Though it still looks jolly smart. Next along, and also looking smart, is Mr Barrow's model, which has the pre-1957 type grill tank badges and half-width front hub, though the paint finish is a bit of a mystery; the forks and nacelle would look to be back, while the tank and front mudguard look too ark to be the silver sheen or light blue of a Tiger 100 or ll0. It does have crash
bars though, supporting an RACbadge and a spotlight. Finally in the line-up is our camerafriendly Mr Cooke, who, like all the others is carrying a pillion, though this passenger is largely obscured. This Triumph is a pretty new model, the light finish of the petrol tank and black forks probably making it a Tiger 100 or ll0, though it could be a 1957 Thunderbird, in black and gold, perhaps. Like Barrow, he carries a spotlight and an RAC badge on his crashbars. The lovely period image is completed by a host of machinery - all Triumphs, of
course - in the background, with probably a 1955 Thunderbird (first year swinging arm, all-over dark blue finish, equipped with a fairing) parked across ways, another registration DOP 268 perhaps? - and another rigid framed machine, on a sidecar - it's clearly not on a stand - between the heads of Wakefield and Dyson. Incidentally, all of their heads, riders and pillions, are clad in crash helmets, not a legal requirement for another 15 years. These, though, were big mile, serious 'club' riders, as can be judged by their machines, their attire and their • 'ill' voluntary head protection.
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News Events
News
Stafford set for August
NEWS IN BRIEF KINGPIN PARTS Kingpin Components are continuing to increase its range of parts for vintage and classic motorcycles. The latest additions include engine plates for prewar lightweight Triumphs (pictured), Clear Hooter horn brackets and footrest hangers for the Norton D-shape footrest rubbers. The company are always open to new ideas and if there's anything you are struggling to find for you project please visit their website and get in touch. www.kingpincomponents. co.uk
Owing to the ever-changing nature of the ongoing coronavirus pandemic, the latest proposed date for the 'April' Stafford show remains August 15/16. The official statement reads as follows: "Following the recent announcements from the UK Government, Mortons Events has had to postpone the 40th Carole Nash Classic Motorcycle Show, which was due to be held on April 25/26. "The safety and well-being of our visitors, exhibitors, partners, contractors and staff is the most important factor and the key reason for postponing the event. The events team have been continually monitoring the latest public health and Government guidelines regarding the evolving Covid-19 situation and acting in accordance with their advice. "We have secured new dates for the show at the Stafford County Showground which will now take place on Saturday,
TONY GODFREY The first ever overseas works Yamaha rider, Tony Godfrey, passed away recently. He was 86. See our Classic Camera feature, page 98.
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ÂĽents
August 15 and Sunday, August 16, 2020. All ticket and trade bookings will be honoured for this new date. However, if you are unable to make this new date, please don't hesitate to get in touch. "For all ticket enquiries please contact our customer services
team on 01507 529529 or email customerservices@mortons. co.uk "For all trade enquiries please contact our shows team by email at exhibitions@mortons. co.uk or 01507 529430. Lines are open Monday-Friday, 8.30am-5pm.
EVENT POSTPONEMENT AND CANCELLATION We have, of course, received much correspondence regarding events not taking place, date changes and so on, but with the ever-changing
situation, there are simply too many to list at the moment. Once things become clearer, we will publish a revised diary.
The Corser BMW featured
VMCC among coalition
If you've never seen the footage of Troy Corser winning at the 2018 Goodwood Revival, have a look on YouTube and search 'Troy Corser BMW Goodwood' and enjoy the show - left-hand gearchanges and all. You can also read about the remarkable BMW in the next issue of Classic Racer, caretaker edited by yours truly. Alan Cathcart's test and fascinating story on the 1929, 76bhp supercharged Beemer
The UK's leading motorcycle rider groups have called on the Government to recognise the role of motorcycling during the Covid-19 crisis. On May 14, the country's largest motorcycling organisations, including the VMCC, which with 14,000 members is the UK's largest motorcycle club, jointly submitted a White Paper to the Secretary of State, Grant Shapps, and to each of the three
- and interview with Corser makes the issue worth buying alone. Call 01507 529529; it's the JulyI August 2020 issue, on sale Thursday, June 18, you need.
THE CLASSICMOTORCYCLEI JULY2020
devolved administrations. The coalition of organisations called for the Government to fully take the role of motorcycling into account as the UK continues to deal with the Covid-19 crisis. The coalition of organisations consists of the Motorcycle Action Group (MAG), Vintage Motorcycle Club (VMCC), the Trail Riders Fellowship (TRF) and the British Motorcyclists Federation (BMF).
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THE CLASSICMOTORCYCLEI JULY2020
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News Events
Book RevieW" "Norton Villiers Triumph" Viable proposition, or a house of cards? Author: Brad Jones Publisher: Spangle Publishing Email: juxta7l@aol.com Hardback, 205 x 260mm (portrait); 147 pages with over 140 photographs and illustrations. ÂŁ27.50
Festival of I 000 Bikes called off The Vintage Motor Cycle Club (VMCC) has come to the decision that, given the UK Government guidelines for exiting the lockdown, the 2020 Festival of 1000 Bikes is not going be viable and could not be safely run for participants, staff and spectators, while still providing an enjoyable experience. All entrants will receive a full refund but this may take a little longer than normal due to
reduced staffing levels within the office. Though mass gatherings are likely to continue to be prohibited, smaller social runs - which are predominately outdoors and allow for social distancing - could be allowed to resume in the future, taking place while still observing Government advice. For further information please visitwww.vmcc.net/
Classic TT cancelled The Isle of Man Government and the Manx Motor Cycle Club, the organisers of the Classic TI and Manx Grand Prix, has taken the joint decision to cancel this year's races, which were due to take place August 22-September 4.
There'll be no chance for John McGuinness to defend his Senior Classic TT title in 2020.
Jim Harvey The 1972 British 500cc champion Alexander James 'Jim' Harvey died in April 2020, less than two weeks short of his 72nd birthday. After starting racing in 1968, he quickly proved a natural, soon riding Metisse G50s and 7Rs for well known sponsor Tom Kirby. Harvey was also second in the 1972 Thruxton 500, on a works Norton Commando. Later, Jim raced Suzuki and Yamaha two-strokes, then after
lO
Jim Harvey rounds Mallory hairpin in 1972, his British championship year.
giving up tarmac racing, he competed in enduros well into his 50s. A true motorcyclist, he always used a road bike, from age 16 until the day he died.
THE CLASSICMOTORCYCLEI JULY 2020
Brad Jones is probably the first author to attempt to describe the disastrous few years which saw the industry transformed from export winner to near receivership. Norton Villiers Triumph (NVT), part of the attempt to rebuild a viable British industry from those remnants, often merits little more than a few pages at the end of books that are more interested in the prosperous golden era. The story of the Norton Villiers Triumph company embraces the initial takeover ofBSA'smotorcycle division, the subsequent battle with the trade unions for control and ownership ofTriumph's factory at Meriden, followed by the subsequent refusal of the Government of the day to honour the promised funding. Along the way, the motorcycles that also make up the NVT story are encountered, as is a year by year account of the John Player Norton racing effort and the Norton Cosworth Challenge. While the employees were the highest paid of the NVT group, Meriden was also the most militant with their politically-motivated shop stewards no doubt inspired and encouraged by the TGWU's closet communist leader Jack Jones. It is interesting to read of the development of the very promising BSAspeedway machine using the B50 motor that had also been used successfully in motocross and endurance racing. Sadly, funds were withdrawn from the project. Several interesting roadster prototypes were built using a rubber-mounted B50
500cc engine using Norton's Isolastic system in a Bandit/ Fury frame. By all accounts it was an excellent fast middleweight machine that could have been produced easily and quickly, but was never proceeded with. No explanation is given, but some say the lack of an electric starter put off continental riders not wishing to ruin their shoes! Motorcycles covered include: BSASpeedway B50; P92 Isolastic B50; Triumph TISO and Tl60; Norton 76; Wulf stepped-piston twostroke twin; AJSStormer; John Player Norton Commandos; Norton Cosworth Challenge; Easy-Rider, Rambler and Ranger plus the BSAvariants and an overview of the motorcycles NVT inherited. Author Jones deserves full credit for the huge amount ofNVT literature that he has managedtoreproduce,aswell as a lot of time researching company archives. He also includes anecdotes from employee Pat Slinn, who makes some disparaging comments about well-respected NVT director William Colquhoun. Before publishing these remarks, why didn't Jones contact Colquhoun and check his version of events? This would have been a very good opportunity to learn a few more facts about NVT.The same could also be said about European sales director Mike Jackson, who, while often quoted, was never interviewed a sad omission to an interesting book that asks more questions than it is able to answer. Book reviewed by Jonathan Hill
THE WAY WE WERE IN
JULY · · ·· · · · · ·· · 1920 · · · · ·· · · · ·· · · · · ·· · · · ·· · · · ·· · · · · ·· · · · · Following on from the high speed performances at the month before IoM TT meeting, when Tommy de la Hay (Sunbeam) won the Senior race at 51.48mph (new record) and teammate George Dance set a new lap record of 55.62mph, racing was speeding up at Brooklands, too. At the Fourth BMCRC (Bemsee) Members' Monthly Meeting, on July 17, Eric Porter removed the sidecar from his 398cc ABC for the
10 mile 750cc Solo Scratch Race to beat Victor Horsman (490cc Norton) and Victor Gayford (744cc Zenith-JAP) at a race speed of 71.88mph, with his fastest lap of 73.23mph. Then, in the 10 mile Solo Scratch Race for up to 1000cc motorcycles, Eric Remington blasted his 986cc NUT-JAPinto an immediate lead and powered on, easily beating Oliver Baldwin (986cc Matchless-JAP) and Sydney Garrett (998cc Indian) at 75.44mph.
· · ·· · · · · ·· · 1945 ,· · · · ·· · · · ·· · · · · ·· · · · ·· · · · ·· · · · · ·· · · · ·
While the Ministry of Food was keeping the UK updated with the problems, doubts and hopes regarding the maintenance and improvement of food supplies, the fuel and power body wasn't do so well. Its statement the prior week implied that the rationing system of allocating 'meagre' amounts to the motorcyclist and motorist would continue, with ration books issued for the next six months, and additional
coupons to be included. If declared, the extra coupons allowed for an additional up to 25% ration of fuel for SeptemberNovember and a further 20% on top of this for the period December to February 1946, but, equally, they may not declare any extra allowance and could reduce current rations. This leaves private road users in a quandary the only sensible advice was 'don't plan a motorcycling holiday for next year just yet:
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· · ·· · · · · ·· · 1970 · · · · ·· · · · ·· · · · · ·· · · · ·· · · · · ·· · · · ·· · · · · The Japanese motorcycle manufacturer Honda had just
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···········1995······································ Former Donington Park privateer racer Arthur Wellstead, who finished second in the 1950 IoM Clubman's Lightweight TT at 64.63mph on a 249cc Triumph Tiger 70, hit the headlines again ... Unfortunately for all the wrong reasons, explained The Daily Star. The 85-year-old was pulled over by the police for riding his 350cc Yamaha at over 100mph. And when one of the young officers asked how long had he been
riding he curtly replied: "Since 1927:• Rumours imply he told them he'd gone a lot faster in the past ... He was let off with a warning. Just-released figures confirmed motorcycles sales in the UK had risen for the period January 1, 1995, to June 30, 1995, thanks in part to the good weather the country was enjoying. Sales of 500-700cc machines had shown the greatest increase, with a rise of 40% over the same period the year before.
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Recommended reads Although some of us may be able to start getting out and about for a few rides,there's no likelihoodof big congregationsor events anytime soon.To keep you entertained, here'sa bit more suggested reading. Words: JAMES ROBINSON
Benelli GPracers: 1he 250cc singles
Veteran and Vintage Motor Cycles
80 years of Moto Guzzi Motorcycles
Raymond Ainscoe, is a committed Italiaphile, and has compiled many books on the racing motorcycles from his preferred country. In collaboration with Paul Ingham himself an authority on old racers, who has written several books too - they've come up with this slim and interesting volume on what could be best described as a 'niche' product: Benelli 250cc racing singles. Though it's a very small number of motorcycles Raymond is talking about, it's an interesting read, nonetheless. It's not a hefty tome that's going to take ages to get through and, indeed, can be read in one helping - similar to Raymond's other recent offerings I've enjoyed, Paton GP racers and Bob McIntyre's 350 Bianchi. Brilliant illustrations help 'Benelli' with Raymond's work and there are great little anecdotes to be picked up, including how when British aces Cecil Sandford and Bill Lomas went to try the Benellis in Italy, Lomas ran off the (public) road at 110mph avoiding a dog, while Cecil ended up in a prison cell after a misunderstanding and the police suspecting he'd stolen a Benelli. Neither ever raced for the firm ... Plus, we also learn race aces Ted Mellors (1939 250cc TT winner on a Benelli) and Fergus Anderson's were on Hitler's infamous 'race ace' list possibly due to their friendship with Gaston Barbe, a Belgian Benelli rider who raced under the name 'Dickwell: There's so few of the machines remaining, Raymond has done a sterling job of trying to work out what is where and precisely what is actually what - lots of engine swaps and such has gone on, with well-known examples (including the Barbe bike) going through multiple incarnations, including its original frame buried in an English garden at least twice! For a copy, at £18 (UK postage free), send a cheque payable to Raymond Ainscoe, 3 Mendip House Gardens, Curly Hill, Ilkley LS29 ODD.
First published in 1961, James Sheldon was ideally placed to write this history, which covered motorcycling from its dawn, until 1930, the stillacknowledged cutoff date for 'vintage' motorcycles. Sheldon was both a trained accountant and a trained engineer, a combination which led the Aberdeen-based enthusiast to offer two sides of the coin in his observations. What's particularly interesting is in his insights into the pioneer times, so before the First World War, while he's also of the opinion that the period 1910-16 offered the greatest leap forward, while pretty much anything after 1930 wasn't/hasn't been that much of a marked improvement on what went before, more just 'refining' within the set parameters. Sheldon was there, though, in those pioneering days, and to quote him: "I have seen the motor cycle, from disappointing beginnings, multiply till it overtook the car in popular esteem in the vintage years:' The book offers all sorts of fascinating stats - that in 1909 Triumph produced and sold 3000 motorcycles for example; it was a 'prosperous' industry, to say the least. In 1910 there were supposedly 36,242 motorcycles in use. By 1916, that figure was 152, 960, and by 1925 it had soared to 571,522,with 724, 319 in 1930. But from then on it fell steadily- to 278,300 in 1940. There's lots of lovely pictures in the book too - although most are quite small - and lots of great facts to learn. Who, for example, knew that engine maker 'Villiers' was called thus owing to the firm's location in Villiers Street, Wolverhampton, the street named after Charles Pelham Villiers, MP for Wolverhampton from 1835 to 1880. Long out of print, there are several available on eBay - the first editions (which have a beautiful colour dust jacket) are between £40 and £50, while the 1971 reprint (shown) are about half that.
There's nothing as influential as other people's infectious enthusiasms, which is how I come to have been reading Mario Colombo's book, 80 years of Mato Guzzi Motorcycles, inspired by a friend who has bought a prewar Guzzi and likes it so much, he's already bought a second, while a couple of other friends have bought them too. With those glowing endorsements in mind, I decided I needed to learn more about the marque. I had a rough idea of what went where and in what timescale with regards the models made and so on, but my knowledge was sketchy at best. A few years ago, I'd become all fired up with Guzzis after a visit to the factory and its museum - well worth a trip - but hadn't really gone any further than that. Time to do some reading. This book looks to be one of the most detailed investigations and explanations on Mato Guzzi. Though it's out of print, I paid about £40 for a copy, from Amazon I think it was. There's multiple versions, with the one shown the 2000 published third English edition, the first English one in 1990, the second 1997. Guzzi's period which I find of most interest is the earlier days, so pre-Second World War, though the models had me well and truly confused, but the book does offer some explanation. For example, the 250cc versions started in 1932 - as a 175cc initially, with a 250cc version added in 1934. These were Model Ps; there were also PE (with sprung frame) and the sporty PES, plus the PL (with pressed forks) and sports PLS. Some of the translation is a little hard to follow, and there's odd anomalies, but it has made me realise that the model I want (like everyone else ... ) is a Condor, the 500cc racer-on-the-road ... There's some lovely pictures, black and white and colour, within too.
If anyone wants to recommend a read please email me jrobinson@mortons.co.uk About 300-350 words, please, and a picture of the cover if possible.
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THE CLASSICMOTORCYCLEI JULY 2020