THE BEST OF FIT FOR MANY ALL TIME? PURPOSES Super Speed Twins Hard-working Ariel
CIRCULATES THROUGHOUT THE WORLD
FEBRUARY 2019
Gold gilded glamour Matchless G9 with added sparkle
THE VICTORY TRIAL
1919, 1929 and 1939
Development of long distance off-road competition
ROCKET GOLDIE RESTO GUIDE STAN DIBBEN MV TWIN TRIUMPH REBUILD VETERAN DOUGLAS
Editor’s welcome
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Again, in the winter season, I find myself exasperated as, in an oh-so-predictable predicament, I’ve managed to position myself in the same scenario as I seem to accidentally ‘engineer’ every year, namely that I’ve plenty that needs to be done, it’s just I can’t actually, physically, get in the workshed to get on with anything. Although, against the odds, a few bits and pieces are in hand, specifically the two Sunbeams are both on track for next year – the Long-stroke side-valve, below, suffered a fractured oil pump casting last year, and it seems that there may be a solution on the horizon, while – and to my complete surprise – my 1931 Model 90 is now a runner. It’s an interesting machine, the ’90’, in that I acquired it a few years ago fully aware it is a ‘bitsa’ (the crankcases are later, for sure) and the idea being it would take shape as and when finances and time allowed. The vendor (a very nice man named Ian) had owned it since 1967 but had never ridden it. He’d bought it in bits and it had been assembled by him and, later, a ‘restorer.’ Last winter my dad was lamenting he had no projects to get on with, so I took it to his shed and left it there for him to play with… which meant it progressed far quicker than I‘d planned it would. But it got to a natural stop and come spring, he wanted it out of his way, too – so back to mine it came, to be covered up by a sheet. But looking at it, there really wasn’t much that needed doing, I’d sourced the most obvious missing part (a set of rear brake shoes, toolbox) – though some of the ‘work’ we’d uncovered (including on the shoes installed…) explained my hesitance to actually try and see if it would run. With the magneto rebuilt (again, it’s a much later mag, but this is never going to be a concours job) and a good spark, I reasoned to see if it would go – if it didn’t, we’d strip the engine, if it did – bonus! With fire extinguisher close by, I kicked it – and it fired and nearly went. Second kick it did, sounding remarkably healthy. I was, and am, flabbergasted. So, with that approaching the ‘completed’ pile, I went and bought a swinging arm 500cc Velocette ‘project’… But that’s another story…
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JAMES ROBINSON Editor
Regular contributors
Tim Britton, Rachael Clegg, Jonathan Hill, Roy Poynting, Richard Rosenthal, Martin Squires, Jerry Thurston, Alan Turner, Andy Westlake, Steve Wilson.
Contributors this issue
James Adam Bolton.
THE CLASSIC MOTOR CYCLE (USPS:710-470) 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 Cty Rd N #441, Bancroft WI 54921. Periodical Postage is paid at Bancroft, WI and additional entries. Postmaster: Send address changes to THE CLASSIC MOTOR CYCLE, c/o Motorsport Publications LLC, 7164 Cty Rd N #441, Bancroft WI 54921. 715-572-4595 chris@classicbikebooks.com
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CONTENTS ISSUE | FEBRUARY 2019 Archive photograph ............................................... 6 News......................................................................... 8 Event round-up ................................................... 12 Letters ....................................................................14 Matchless G9 ....................................................... 20 Subscribe and save ............................................. 28 Douglas Model O ................................................ 30 Lansdowne dinner ............................................. 36 Triumph Speed Twin .......................................... 38 MV 250B twin ...................................................... 46 Ariel Huntmaster ................................................ 52 Stan Dibben profile – part one .......................... 60 Closer look – Victory Trials 1919, 1929 & 1939. 66 John Hobbs interview......................................... 72 Men who mattered – Bill Doran ........................74 Triumph 3TA/5TA rebuild ................................. 76 Roy Poynting column......................................... 80 Jerry Thurston column ....................................... 82 Sketchbook travels .............................................. 84 You were asking ................................................... 86
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Restoration guide – BSA Rocket Gold Star ...... 90 Technical feature – Villiers ignition ................. 92 Diary ...................................................................110 Next month ........................................................ 113 Classic camera................................................... 114
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POST: The Classic MotorCycle, PO Box 99, Horncastle, Lincolnshire LN9 6LZ EMAIL: jrobinson@mortons.co.uk
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No rain in Spain Unusual location for a trio of Connaughts in 1924.
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his fabulous picture asks more questions than it answers, but is so lovely, we decided to include it. What do we know about it? Very little, as all that was offered by the caption was: “A winter trial in Spain does not entail the negotiation of mud baths or snow drifts; in fact, the reverse is suggested by this sunny picture of a Barcelona event. The occasion was a 250 kilometre trial held in November last and the three motorcycles are Connaughts.” And that’s all the information given. No clues as to who the riders were, why they were there, how they did in the trial – and just what connection if any did Birmingham firm Connaught have with Barcelona? Further intrigue was added as close study reveals the Amilcar on the right
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THE CLASSIC MOTORCYCLE | FEBRUARY 2019
Photography: MORTONS MEDIA ARCHIVE flies a pendant with the Connaught logo on it, so perhaps this was an ‘official’ supported effort, if not by the factory in Birmingham itself, then by the local dealer. The Connaught marque was founded by the Bordesley Engineering Company in New Bond Street, Birmingham, and introduced to the public at the 1912 London Olympia show. The firm began with one model, a 293cc single-cylinder outside flywheel twostroke, with petroil lubrication, an Amac carburettor and direct drive – via belt – to the rear wheel. There were few concessions to luxury, although the front fork was sprung. It was a smart, neat, lightweight machine, of its time. Soon, it was updated (there were gearboxes for 1914) and it remained in production until all manufacturers were
ordered by the government to suspend civilian production in 1916. Following the war, the same range was reintroduced for 1919, remaining unchanged mechanically, until a 350cc version with all-chain drive and a Burman gearbox came about in 1922. The 1924 catalogue – now giving the firm’s address as York Mills, Witton Lane, Aston, with a London depot and showroom at 111 Gt Portland Street, London, W1, which now houses a branch of the bakery chain, Greggs – details a five model range, four of which feature Connaught’s own twostroke engine, supplemented by a single four-stroke model with a 350cc Blackburne power plant. Cheapest model in the range was the £39-10s Popular, with a 293cc engine, two-speed Albion gearbox and belt final
Classic archive
drive. Next came the three-speed version (with the gearbox from Sturmey-Archer) with the same engine as the Popular, and belt drive too, listed at £44-10s. The all chain-drive Standard was £47, or £49-10s if fitted with Connaught’s own, complicated looking passenger carrying system. This device ensured both the rider and pillion were sprung, though linked together rather than independently suspended. The pillion carrying seat looks to be designed to carry the pillion side saddle, still popular in the early 1920s. The final Connaught two-stroke powered machines were the De Luxe models, with a capacity given as 3½hp (so 500cc) with the £50 solo and the £65 combination – perhaps the model pictured on the left in our photo? It’s difficult to make out any detail on the Connaughts photographed, although the one on the left appears physically smaller, which would suggest it probably isn’t the 500cc version. Outside flywheels can be made
out, although for 1924 all of the firm’s range – its own-made and the 348cc Blackburneengined model – were thus-equipped. Other models appeared in range brochures too, with different engines employed, namely JAP and the 350cc Bradshaw ohv oil-boiler, while the 1925 catalogue has an own-made 350cc single and then the 1926 brochure features a 490cc engine of ‘own manufacture’ (and seemingly based on the earlier 350cc) though the power is given as 4.9hp; usually a 500cc model would be called 3½hp. This retrospectively makes one question the 1924 brochure’s 3½hp because as no capacity is quoted; was this actually of just 350cc and a development of the 293cc model – which, incidentally, still appears in the 1926 catalogue? That 1926 season was the last for Connaught, with the firm calling it a day; the name as a motorcycle maker is now largely forgotten, while one wonders what
happened to the machines in Spain. It’s not possible to identify any of the people in the picture, though there’s some great clothes being sported, while the chap stood behind the car (in the flying-type helmet and goggles) certainly has a resemblance to racing driver Tazio Nuvolari, but what the Italian would have been doing in Spain in late 1924 means it’s surely not him… though Nuvolari did compete on motorcycles with some success… And what of the Connaught flag-flying car? Amilcars were made in Paris from 1921, with production ending in 1939. The early machines – as pictured – were ‘cyclecars’ powered by either 900 or 1000cc fourcylinder engines, with weight, passenger carrying capacity and motor size all determined by government regulations. Of course, there was a Connaught car in the 1950s, but there’s no suggestion this Surrey-based enterprise was anything End to do with the motorcycle maker.
THE CLASSIC MOTORCYCLE | FEBRUARY 2019
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News Events
News&Events
Bristol fast approaches
The Royal Bath and West Showground hosts the 39th Carole Nash Bristol Classic MotorCycle Show over the weekend of February 2/3, 2019. Expect a gargantuan selection of club stands and trade, while the show always brings a few rarities out of the woodwork, often courtesy of Henry Body. Go to www.classicbikeshows.com or call 01507 529529 for advance tickets.
Highway Code Triumph for sale If you learned to ride a motorcycle in the late 1970s or early 1980s, you will have seen this Triumph while studying the Highway Code. It’s now coming up for sale with H&H Classics on March 2, 2019, at the National Motorcycle Museum in Birmingham. It is estimated to sell for £4500£5500. It may not be the most expensive motorcycle sold next year in Britain but it is without argument the one many, of a certain age, will have seen,
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as they studied for their driving licences. The 1973 Triumph TR6R Tiger 650 was owned from new by the Ministry of Transport and featured in the 1978 Highway Code. Only ever pictured from behind to show signalling when riding a motorcycle, its numberplate is clear to see. It was sold at auction by the ministry and bought by a traffic police officer in 1978, and has been owned by the seller since 1982. It has been kept in its original and running condition.
THE CLASSIC MOTORCYCLE | FEBRUARY 2019
The Triumph as it is now, and in its ‘starring role.’
Fruin special acquired The Sammy Miller Museum has acquired a Bert Fruin-built 200cc racer, which uses NSU Quickly barrels and heads with MV running gear. This racer was one of many bikes that Bert Fruin rode. In the 1960s, hundreds of motorcyclists dreamed of building their multi-cylinder racing special, but Bert always went one better, and actually built them! For six years he concentrated on 50s and 125s, culminating in a 125cc double-knocker twin. This 200cc four will shortly be ready for a track test – when the weather improves. The Museum displays nearly 400 motorcycles, some with great trial and racing history. The Sammy Miller Museum is in New Milton, postcode B25 5SZ. Call 01425 620777 or visit www.sammymiler.co.uk
Sammy Miller with the ingenious four-cylinder Fruin special.
Patrick Godet
80th Pioneer Run The Sunbeam Motor Cycle Club (founded in 1924) staged its first Pioneer Run to Brighton in 1930. The run has been repeated every year since, except in exceptional circumstances, so, consequently, in 2019 the club will be celebrating its 80th running of the event on Sunday, March 24. The Pioneer Run always attracts the largest gathering of pre-1915 solos, sidecars and tricycles in the world, providing the public with
the opportunity to see some 300-plus early machines aged between 105-123 years old, in action on the road and displayed at Brighton. For some time there has been concern about the safety of riders, where the traditional route rejoins the A23, therefore 2019 will see a new route. Regulations and further information may be obtained from Ian D McGill, 01293 771446 or pioneerorganiser@ gmail.com or visit www. sunbeam-mcc.co.uk
Headline acts at Bonhams
Frenchman Patrick Godet, the well known Vincent guru, builder and enthusiast, has died aged 67 at his Normandy home. Godet bought his first Vincent, a Black Shadow, in 1974, started a Vincent OC section and when he wanted parts he couldn’t get, started making them – and a business soon developed. He then went racing on his Black Shadow too, eventually building a raft of raceware campaigned by all manner of riders, that excelled first at home, then abroad. But it was his Egli-Vincent Godet for which he was best known, selling over 250 of the bespoke machines, made with the approval of Fritz Egli.
Dommie celebration
Paul Dunstall was the most prominent of Norton Dominator tuners.
There are some interesting headlining machines in the forthcoming Bonhams Stafford sale, over April 27/28, with a sparkling vintage side-valve Brough Superior, above, a ‘TV star’ Brough Superior sidecar outfit, right, and a wonderful ohv Coventry-Eagle V-twin particularly eye-catching. The ‘TV’ Brough featured in both Second World War set Dad’s Army and 1970s sitcom during which 73 were produced George and Mildred. It’s an 11– powered by a 1096cc JAP side50 – one of 308 made, and from valve V-twin engine. the first year of production, 1933, The ‘Eagle’ is a Flying 8, dated
to 1925, and sports its original Reading registration. Details are available from bonhams.com/motorcycles.
Elk promotions will be celebrating 70 Years of the Norton Dominator at their first show of 2019 at Ardingly on Sunday, March 31, with the help of Surrey Norton OC. The show will have five indoor halls of motorcycles and bike jumble, large indoor allmotorcycle show for pre-1980 motorcycles with club stands and hundreds of machines on display. Contact details are ELK Promotions, PO Box 85, New Romney, Kent, TN28 9BE, call 01797 344277, email events@elkpromotions.co.uk or www.elk-promotions.co.uk
THE CLASSIC MOTORCYCLE | FEBRUARY 2019
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News Events THE WAY WE WERE IN
February 1919
Bargain motorcycles or unfit wrecks? Many would-be motorcyclists were hoping to pick up a bargain mount needing ‘light’ repairs from one of a number of military vehicle temporary disposal sites set up across the UK. The Motor Cycle followed the plight of an assignment of motorcycles needing repair from point of arrival in the UK, to their dumping at the Kempton Park racecourse disposal site. Unloaded at dockside, these often badly damaged, incomplete motorcycles were crammed into light trucks to clear the port, before being stacked on three ton open lorries for transport to disposal sites. They were literally dumped in ‘unfit’ vehicle enclosures resulting in further breakages to handlebars, footrests, oil pumps, carriers… During the war, the RASC
1944
Among the items recently handed in to the London Transport Lost Property
1969
Ossa factory rider Mick Andrews battled for six hours through snow blizzards from his Derbyshire home to take part in the trade supported Suffolk Mardle Trial. Arriving two minutes before start time, Andrews slugged it out with Derek Adsett (Greeves) for overall honours with Adsett
rebuilt such damaged machines to back up the continual supply of new models for military service. But the cost of spares often equalled the price of a new model. While these ‘unfit’ motorcycles may have appeared a bargain when sold off, The Motor Cycle cautioned against their purchase by all except skilled mechanics, and in many cases they were only of use as a spares source, if that. Motorcycles used for service in the UK or rebuilt by the RASC and not reused represented a better buy but they were much more expensive, often within £15-20 of their new price and of course they may have been extensively ridden as hacks or suffered past damage during their active service overseas, with evidence now hidden under a coat of new paint. Office was a motorcycle… so if you’d mislaid your machine… winning by a mark. London photographer Nick Nicholls drove his Jaguar through blizzards to snap the action, which included local lad and former European motocross champion Dave Bickers (90cc Jawa) taking the Motor Trade Association Cup, while Andrews took the 250cc trophy.
1994 Former road racer Malc Wheeler, with many TT leaderboard finishes to his credit, took over from Old Bike Mart founder Ken
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Hallworth as the paper’s new editor. With many years’ motorcycle trade experience, Malc was looking forward to directing OBM’s future. Richard Rosenthal.
THE CLASSIC MOTORCYCLE | FEBRUARY 2019
Southern classic offroad and racing show
Simple – but obviously effective, the Ariel Owners celebrate their chosen marque.
The Kempton Show has a liberal interpretation of off-road and racing classics.
The red sea of the MV display, several of the bikes had much race provenance.
Early in the day, the weather did its best to wash out the Off Road and Racing Show held on December 1, 2018, but it seemed the enthusiasm of the arriving showgoers soon drove the rain clouds away from the last Kempton Park event for 2018. As ever, the show hall, in the spacious area beneath one of the racecourse’s main grandstands, was a glorious mix of machinery, with displays from a number of clubs and organisations. The Ariel owners, West Thames branch, came away with the premier stand award. The focus was simple – mainly older Ariel competition bikes, rigid framed, girder-forked, but these were no catalogue-correct examples as they were still being used as the maker intended. Runners-up were the venerable shale-shifters of the ‘Friends of Speedway’. Once a very popular sport,
moto-ball has almost vanished, but the Hayes & Southall MCC persists in its efforts to revive it and has a number of moto-ball matches lined up for next year. Judging by the interest at the stand, there could be quite a few spectators. The MV legend shows no sign of diminishing, with a line of that manufacturer’s smallercapacity race bikes making a solid mass of fire engine red, drawing lots of attention. Nearby, the British Owners Club from Essex, among other fine examples, was proud to have the Triumph twin that garnered the Ace Cafe award for ‘Best Flat-Tracker.’ As well as the huge, worldwide industry generated by restoration, the show was a fine reminder of the diversity of sporting disciplines available for anyone looking for a different two-wheeled challenge. Alan Turner.
Book Review
“Motorcycling”
An illustrated social history Author: Roger Fogg Publisher: Halsgrove Publishing, Halsgrove House, Ryelands Business Park, Bagley Road, Wellington, Somerset TA21 9PZ Email: sales@halsgrove.com or www.halsgrove.com Tel: 01823 653777 Hardback, 220 x 300mm (portrait); 160 pages with over 250 photographs. ISBN 978-0-85704-197-5 £19.99
In the 120 years of their existence, motorcycles have been used as a means of basic and affordable transport, for work and play, in war and peace, and in all kinds of sport and competition. While many books look at the history of particular marques or types of motorcycle, in this book the author turns his readers’ attention to the social history of motorcycling. Through the use of over 250 photographs (many of them appearing for the first time), he brings new insights into the impact that motorcycles have had on our everyday lives, from fashion to necessity, from flappers to Mods and rockers, from milkmen to racers. The book concentrates upon the ‘golden age’ of motorcycles from the turn of the century to the mid 1960s, before the time when foreign makes put paid to Britain’s manufacturers. The author focuses on the everyday experiences of ordinary riders who recorded their personal interaction with their machines through the medium of photography. Lengthy captions provide technical information and social comments on each of the photographs. In this way, this fascinating book reflects not just the history of the motorcycle, but also its place in the development of life in Britain
during an era when British machines reigned supreme. In an era with its growing number of ‘rivet counters’ and sometimes over-restored and under-used machines, it is refreshing to see examples in their original specification, often with optional extras fitted (to the horror of some modern purists), in the manner that they were intended. There is a charming picture of a no-doubt impecunious country parson about to visit his congregation riding his belt-driven two-stroke James ‘Pineapple’, so named because of the unusual casting of the cylinder-barrel cooling fins. Also, the proud Bristol rider with his new 1957 BSA Road Rocket, complete with leopard-skin seat cover! As stated the book covers a wide social range, from charming family groups to art deco posters, from Tom Silver on his 1903 3hp Quadrant which he rode from John O’Groats to Land’s End in 64 hours, to a proud Australian dealer with his display of new Levis machines, plus Brooklands, trials and grasstrack meetings. Classic enthusiasts will be thrilled to see so many fascinating and unusual images published in one volume, many of which are from the author’s and publisher’s archives. An excellent book. Reviewed by Jonathan Hill.
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News Events
Offham on song
The Offham Steam Rally provided a spectacular finale to the outdoor event season. By 10am, there was already an impressive turnout and a couple of hours later, the picturesque Kent village was filled beyond capacity with classics. Everything is ridden into the event – space is at too much of a premium to unload show ponies. There’s no structure to the October event, it’s simply a large gathering of like-minded people. Among higher-profile names, Colin Seeley had been persuaded to make a first visit by a friend and he was suitably impressed. Former
road race star Paul Smart is a regular attendee. This year, there were more bikes than ever from the classic era, but few vintage or veterans. However, it made for an interesting scene when David Baldock pulled up outside Offham’s pub with his 1897 Léon Bollée forecar, neatly complementing the traction and ploughing engines parked on the opposite side of the road. Late arrivals, brothers Robert and William Gill, demonstrated the value of mopeds, by threading through the crowd, pushing their steeds to some of the last parking slots available.
Congestion is a way of life at Offham’s annual Steam Rally.
Of all the vehicles on show at Offham, for originality it was hard to beat a camping trailer made from the fuselage
of a Piper Comanche aircraft and towed by a Citroen estate converted to a six-wheeler. Alan Turner.
Brooklands pays tribute to military past Brooklands Museum has long hosted an annual Military Vehicle Day, usually held close to Remembrance Sunday. But for the last four years, there have been further military-themed occasions to commemorate Brooklands’ considerable involvement in the First World War. The centenary of the signing of the armistice was an opportunity for a final Great War event, held on September 30. The clubhouse paddock became the centre of the action, as a parade ground, first-aid station, canteen and demonstration area for a variety of military purposes. In and around the paddock was a nicely mixed entry of periodcorrect vehicles, including a number of two-wheelers. With parallel eligibility, it was no surprise to learn many of the bikes had Pioneer certificates and regularly appeared in the Sunbeam Club’s annual run to Brighton. Julian Wade was smartly uniformed and riding a 1914 BSA Model H, originally supplied to the War Department. In the paddock, the bike displayed some contemporary advertising, extolling the
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Awaiting the call of duty? Behind is the replica Vickers Vimy that flew the Atlantic in a recreation of the first transatlantic flight in 1919.
virtues of BSA motorcycles. It consisted of apparently genuine enthusiastic quotes from service riders, but read as if the ‘war to end all wars’ was actually more of a reliability trial. A period piece and a reminder of very different circumstances from an autumn day in the relative peace of Brooklands 2018. Julian has owned the bike about five years, acquiring it as a half-done restoration. Once up and running, the only problem with the bike has been the crankshaft rivets, which made finishing the 2015 Pioneer Run very much “touch and go”. Derek Harper had intended
THE CLASSIC MOTORCYCLE | FEBRUARY 2019
to bring bikes to Brooklands for previous events, but had been unable to. Learning this was to be the last such chance, he brought two V-twin Clynos. He is the relevant specialist for the VMCC and his bikes attracted attention. Clyno established an enviable reputation for its products, confirmed by Derek’s 1914 civilian bike, the other, from 1916, bearing the familiar arrows indicating WD ownership. Derek had a copy of The Motor Cycle road test of the WD Clyno. He could also confirm the changes noted in the magazine were correct. Apparently, the bikes were
intended to be attached to machine gun sidecars or, with more reserved attachments, used to transport officers. Aware of road conditions near the front line, Clyno offered five-point sidecar connection to secure the sidecar and keep the outfit together. Jeff Villis having a first outing on a veteran summed up the spirit of the occasion. He had entered on a 225cc James ‘Pineapple’ borrowed from Andy Coombs, who had a Rover to demonstrate. The experience has encouraged him to look for his own veteran. Alan Turner.
South season finale an AMC special
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1: Rigid Matchless looked complete and was in the jumble at £3000. 2: Autojumble Norton twin carried a £10,000 price ticket. 3: Paul Bullock’s Hazlewood, best of the early bikes. 4: Colin and Eva Seeley. Colin was special guest at Ardingly.
3 The theme of the final Ardingly of the 2018 season was to mark 80 years since the inception of AMC (Associated Motor Cycles). The organisers of the October event had been generous with invitations to owners’ clubs and former factory personnel, and the reward was an impressive response with examples of many factory models on display. With support from other, nonAMC clubs and a high number of visitors, the showground was a very busy place. In the main show hall there were rows of road bikes and offroad variants. Among the sprinkling of immaculate AJS 7R and G50 Matchless examples of AMC race bikes were some of the later generation produced by Colin Seeley, as he was guest of honour for the occasion. Elsewhere, in a packed
schedule, Colin was one of a number of former factory luminaries that took part in a Wonders of Woolwich question and answer session chaired by Brian Crichton. No prize for Gary Bishop but his story is less typical. Like many others, raising a family led to a motorcycling hiatus, but rather than sell, Gary dismantled his bike and put it in the attic. When the time was right, he returned his BSA 250 to the road, the far less common peppier SS80 version of BSA’s otherwise once-ubiquitous C15. Paul Bullock was exhibiting a trio of machines on the Sunbeam MCC stand. His visit was very successful, as his 1912 Hazlewood scooped the Best pre-1950 award, while his 1914 Douglas was runner-up. Although there were many fine
4 AMC machines present, the awards list featured plenty of other manufacturers. Best British was Ciff Ellis’s Ariel W/NG, the service issue version. Cliff’s budget wouldn’t run to the Velocette he really wanted, so the Ariel was a jumble purchase. It looked good, but beauty’s only skin-deep! Internal parts were missing but after restoration in civilian trim, the bike has now done 22,000 miles with the only problem caused by some modern sparking plugs! The 1937 AJS Model 2 of Dick Leaver was judged Best Heavyweight, the award summing up the bike, powered by a 990cc V-twin engine. The bike was on the AJS & Matchless Owners’ Club stand and next to Dick Sherwin’s Model 2, which was hitched to a stylish
Noxal sidecar and was judged Best AMC. The incomparable AJS black with gold lining finish of Ray Woolford’s 1951 Model 20 earned him the 1950s class award, although John Lelliott’s DBD34 Gold Star as runner-up must be an equally iconic classic. The competition category saw one of the aforementioned 7Rs, Mick Lee’s 1960 version, take runner up to John Light’s Triumph Trophy outfit that combined a 1950 Triumph Trophy with a 1960s trials chair and a gleaming finish. The Lightweight competition included Nick Carter’s rare AJS, registered on March 23, 1931, days before the company folded. The 250cc S12 was found in a shop in Portsmouth in the 1980s. The jumble was proof enough that plenty of restorations are still ongoing. Alan Turner.
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Readers’ Letters YOUR VOICE & YOUR OPINIONS
In defence of the Douglas I was quite looking forward to the article on the Douglas Mark V in the November 2018 issue of The Classic MotorCycle, as there’s not usually a great deal written about Douglas and its products these days. I have to say the article was well written and the photography, along with the subject matter, really quite stunning; the machine in question is a real credit to the owner, Ron Axon. However, I was really rather disappointed with the accuracy of the article’s content, not least with Andy Westlake’s persistent remark that the postwar Mark Series are ‘tiny.’ He mentioned the machine’s apparent diminutive stature no less than five times with terms such as it being ‘the little twin’, ‘it’s certainly a tiny bike’, ‘though it’s a tiny motorcycle’, again ‘the little twin,’ ‘the little Douglas’ and ‘is a rather small machine.’ Perhaps when compared with modern machinery, the postwar Duggie is small, but then so are Triumph Speed Twins, BSA A10s and Norton Dominators; in actual fact, the Mark Series models are no smaller than the
Norton Navigator featured in the same edition. The other issues related to the machine’s specification and performance. In terms of weight, the Mark series weighed in at 350lb, while the ‘Plus’ models were indeed heavier at 393lb and in terms of performance, the Mark V Douglas was borne out of the earlier Mark III ‘Sports’ model, which, with a top speed of 78mph, was promoted at the time (1948) as being ‘The fastest production 350 on the road’; thus, a typical Mark V owner could rightly expect Pat Gormley has supplied a robust and well-rounded defence of the a maximum speed of up to Douglas Mark V’s qualities. 75mph, with an all-day cruising monies for new motorcycles. speed of 60mph… And that was – the company did in fact only I’m sorry this missive produce 27,000. While the only on ‘pool-petrol.’ might come across as a bit of prewar transverse model made Meanwhile a pair of specially a grump, but I really do think was the rather unfortunate fashioned, vertical-flanged but historical detail is important otherwise conventional Amal 274 ‘Endeavour’ of 1935, with only because if any readers of your a believed 50 built – but that carbs, with 276 bellmouths, were most excellent publication are figure was unconfirmed. I say fitted to all the ‘Mark’ models, as not familiar with the Douglas unfortunate because by then opposed to the author’s mention marque, they might dismiss the Douglas had been sold to Aero of ‘butterfly’ type carbs. idea of buying one because the Engines Ltd, a subsidiary of the Okay, end of rant coming article rather suggested their British and Colonial Aircraft up. My only other points of ‘Mark’ products are little more Corporation, who were much pedantry relate to the Douglas than heavy and rather slow more interested in building story early on in the article. In 1950s ‘Monkey bikes’! Hispano Suiza aero engines contrast to Andy’s claim that Pat Gormley, Merrymeet, under licence rather than Douglas produced 70,000 Cornwall. stump-up development machines during the Great War
It’s time for the movement to wake up I looked forward to reading about the postwar Garden Gate ES2 but was disappointed to find this was simply a model history with a few other singles thrown in. Nothing I didn’t already know. What, as ever I was hoping to find was specific info relating to this machine pictured. Things like MPG, carb settings, most common components to fail, durability of key components, coping with ethanol in fuel, useful upgrades, new tricks,
rare spares suppliers and so on. Unfortunately there was none of that and the poor man’s Manx was supposed to be based on a Slimline. But that was a Wideline frame, the same as my own poor man’s Manx. Now it appears that the 350cc Gold Star uses wet sump lubrication? I couldn’t see any ethanol warnings or updates in the January issue or much before. This is especially worrying as our Government intends to
introduce E10 in the near future and I believe veteran, vintage and most classic bikes will have a lot of difficulty running on it. As a movement, we should be united in supporting and demanding E0, such as Esso Synergy Supreme+ (97Ron) with the red label, which is not available in SW England, Teesside and Scotland. The bodies that represent us are no different to others and appear to be infiltrated with eco warriors and global warming
hoax environmentalists. I have every issue of TCM from number one. Obvious mistakes are one thing and bad enough but not standing up for our interests in something like State-imposed fuel contamination is a betrayal. FBHVC for example are supporting E5 over E0. Before long, motorcycling will be restricted to a battery between two wheels. Time to wake up! Neil AC Wyatt, via email.
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Goodall and his Goldie
In response to the article in January 2019 TCM, YWA, p88, please find attached a photograph of John Goodall racing his Gold Star in Malaysia I’m not sure if it was Singapore or the Malaya peninsula. John and I met when we were on a RAF Hunter Squadron, in Borneo, from June 1964 to June 1965. When we returned to the UK, me to Little Rissington and John to Benson, we kept in touch. One Saturday, in mid-1967, when Trish and I were living in Cirencester, John and Rose called in to see us. “I’ve been posted to Singapore”, said John, “And we are off to Cheltenham to buy a 350cc Goldie, in racing trim, and I’m taking it to Singapore.” “How are you getting it to Benson?” we asked. “I’ll take bits off until I can get it in the boot of the car,” John said.
Trish volunteered: “It will probably go into the back of our van more easily.” We only had an A35 van, but I had helped a mate move a Matchless G12, so I knew that we could get the Goldie in, if we took the wheels out. So Rose stayed with Trish, and John and I went off for the bike. As it was in racing trim, John wasn’t able to try the bike out, but on returning to Cirencester, we took the Goldie to RAF Little Rissington, as there was a motorcycle club building on the far side of the airfield. This meant the RAF Police were used to the sight of motorcycles being tested, over by the club. Trish, Rose, John and the kids jumped in to John’s car, and followed me to Little Rissington, where we unloaded the bike, put the wheels in and bumped her in to life. John rode around
for half an hour or so, checking gears, brakes etc, while the long suffering families tried to look enthusiastic. John offered me a ride, so I had a quick blast up and down the track. Then it was engine cool off, wheels out and bike back in the van, and off to Benson. How John shipped the bike to Singapore, is a mystery, but there was an Argosy squadron, at Benson, at the time, so perhaps that’s the answer… John raced the Goldie in Singapore and Malaya, and I’m sure that it was the start of John’s racing career. John also competed off-road on a 500cc Triumph twin, but only, I think, in the Far East. I think that the Goldie’s previous owner had changed the ignition system from magneto, but how I cannot remember. Perhaps the present owner can
Superb picture of John Goodall in action on his 350cc Gold Star in Malaysia.
say what is fitted at the moment. I was then posted to East Anglia, and John eventually to RAF Brawdy. I left the RAF in 1981, and John also possibly about the same time. From 2001 onwards, until John’s death, we met at several North Gloucester race meetings when John was a scrutineer and my sons, Rob and Steve, were racing. Roy Pond, via email.
Faster than that!
A question of elegance With reference to the feature on the 1953 motorcycle show, in the November 2018 issue, is the Oscar elegant? It’s certainly very smooth with clean lines, and the front wheel turns within the bodywork, just like the Norton Kneeler! Looking at the picture of the crowd listening to Eden’s
16
Having read your article in the November 2018 issue about the Douglas flat-twin, it was obviously a very flat twin. The bike was nicely restored in the alternative green colour which was the colour of the Douglasmade Vespas, but Douglas never made a ‘60 Minus.’ Road tests (done with the rider flat on the tank hiding behind the speedometer) give: ■ July 1947, Mark I (T35), max 74mph ■ March 1950, Mark V, max 70mph (with air filter) ■ September 1955, Dragonfly, max 72mph Ron Axon is a member of
speech made me think of the ‘Where’s Wally?’ cartoons, and if you look closely you will spot someone wearing something I was at the British Museum striped. See if you can spot him! recently and had to pay my Very enjoyable article, as respects to our man, Harry is the whole issue and every Lamacraft. A super piece about issue come to that, keep up the him in the December 2018 issue good work. – well done! Kevin Parfitt, Yeovil. Dennis Frost, via email.
THE CLASSIC MOTORCYCLE | FEBRUARY 2019
Lamacraft tribute
London Douglas (at least in 2016) and will know that the club has had some correct pistons made, I believe by Mahle, which will give the original compression ratio. The Honda pistons, though they will fit, give a much reduced compression ratio. With the correct pistons, I am sure Ron will own at least a Douglas 70 Plus... I’m sure that this will not be the only letter that you will receive on this subject. And Douglas must have ordered a lot of that paint! Dave Rodgers, St. Eval, Cornwall.
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