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Editor's wekome Though degrees of normality are slowly returning, it's all still far from normal out there in the world, so we continue on as before - trying to do the best we can, with what's available. We're now slowly getting to a place where we can start to be out and about; Gary Chapman and I did our first 'non family' photoshoot a couple of weeks ago you'll see some of the pictures in this issue (Moto Guzzi Model P) while another feature on the next month page. We're still living a hand-to-mouth existence; generally, by this time of the season, our cupboards would be fit to burst with 'stock' to see us through winter, but we've yet to be able to get to such a place, though, hopefully and without any more setbacks, the next month or so will see us replenish. Talking of setbacks - Mortons' (owner and publisher of this magazine) 'Normous Newark was due to return on August 16, but a virus spike in the surrounding area meant that, at the last minute, the event had to be cancelled. This would seem to be the future for the time being for the show side of Mortons' business; it makes planning somewhat tricky. Still, as with the magazines, all are doing their best under trying circumstances. Otherwise, we've been managing to get out for several rides . Over three days, I did about 300 miles on the 1927 side-valve Sunbeam, as it is fast establishing itself as my favourite. One day was in the company of my dad and brother, both on their 1960s 500cc Velos, us agreeing where we'd meet up, allowing them to travel at their own pace, though I set off at the front. They never passed me. Granted, most of it was on back roads, although there were some fairly main road spells, with the 'Beam clocking a steady 55 and feeling absolutely happy; it was one of those days with a little misty rain in the air, the perfect weather for an engine to run at its sweetest. Marvellous. Also marvellous, was the recent documentary (UK ITV channel) on fundraising centenarian Captain Sir Tom Moore, with some great motorcycle footage, as well as learning that Captain Tom was the nephew of the famous Scott works trials rider, Billy Moore. What was sad to learn, it was 15-year-old Tom who, with his father, had carried his dead uncle's body into the house, the emotion still raw. It was good to see later on, though, the beaming delight as some tasty classics (an Excelsior Manxman, two-speed Scott and two-stroke 1920s Royal Enfield, among others) were lined up for this dignified gentleman 's delectation.
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 Rob Drury, Ian Kerr.
THE CLASSICMOTORCYCLE(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 Cly Rd N #441, Bancroft WI 54921. 715-572-4595 chris@classicbikebooks.com
CONTENTS ISSUEI OCTOBER 2020 Archive photograph ......................................... 6 News ................................................................. 8 Letters ............................................................. 12 Subscribe and save ........................................ 18 TriBSA 650 twin ............................................. 20 Rickman brothers - part one ........................26 Lockdown Velocette ......................................32 Moto Guzzi Model P ..................................... 38 BSAMZ0 ......................................................... 44 Sanglas 350/4 ................................................. 52 Flywheel magazine - part two ......................58 Closer look - OEC...........................................64 Interview - Cecil Sandford ............................ 70 Triumph unit twin rebuild ............................ 72 Roy Poynting column .................................... 76 Jerry Thurston ................................................ 78 Sketchbook specials ......................................80 You Were Asking ............................................84 Restoration guide - James Captain ............. 88 Classic compon ents - JAP part nine ............. 97 Classic camera .............................................. 98 Next month ........................................... .........99
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5
Mud,mud, glorious mud ... During l 927's Victory Trial,Finch (Triumph)and Jack Parker(BSA)slither up Brock Hill,though the winner was perhaps somewhat unexpected. Photography: MORTONS MEDIA ARCHIVE unbeam star George Dance was the top performer in the 1927 Victory Trial, beating a highclass field of riders on a mixed bag of machinery - ranging from H Harper's budget hybrid, comprising of a 250cc BSAwith a 350cc Blackburne engine levered in, through to T Morton on his SSlOOBrough Superior. Bert le Vack, George Rowley, Graham Walker, Bert Perrey, Tommy Meeten, Jimmy Simpson, Jack Amott, Harold Willis, Marjorie Cottle, Peter Bradley, Tommy Bullus, Bert Perrigo, Freddie Edmond, Bert Kershaw, Ernie Nott, Len Crisp - all of them and many more were among the entry. It was top class. The Victory Cup for best performance though, was won by Mr Dance, the Sunbeam employee and all-round competition star. There's no explanation of which model Dance used, just its 493cc capacity, though there is mention of Bradley and RGG Beesley having 'touring fourspeed Sunbeam outfits with overhead valve engines: Mention of the four-speed gearbox is interesting - it was 1932 before Sunbeam used such a device on a production machine. That both Bradley and Beesley were using ohv models would suggest that Dance would be on the same, possibly one of the range-topping 'Bullnose' Model90s. Here, the two riders are on Brock Hill. TheMotor Cycle described it thus: "Brock. ..
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a macadam hill with a treacherous top dressing of mud . The gradient was harmless, but the surface distinctly was not!" Tactics were varied some charged it (Frank Giles, AJS sc, earning particular mention) while others neatly trickled up (Juggins' RexAcme and the immaculate Crisp on his Humber). Also drawing comment was the antics of the Morgan crews; Chippendale's passenger (after some concerted bouncing) sat backwards on the tail, to no avail, the Morgan slithering the way he was facing ... Mr and Mrs Morgan - makers of the machines - successfully bounced their car to the top, and though they were classified as finishers, weren't among the awards. What of the two men in our picture? Triumph rider Mr Finch, initial H, is a study of concentration, feathering the lever throttle on his side-valve single, which would seem to be a Model P or one of its derivatives - the N (which is the hunch), Q or QA. Alas, though he made the finish, Finch didn't earn an award to perch on his mantelpiece. Jack Parker fared rather better, being the recipient of a gold medal. He's riding an overhead valve 350cc works BSAand it was on a machine from the same marque that, within a couple of years, he had become a well known name. Not in trials though, but the (as of 1927) notyet-introduced sport of speedway. Parker (born 1905) was one
THE CLASSICMOTORCYCLEI OCTOBER2020
of those who rode the first UK meeting (1928, High Beech; BSAsent him to observe and he got involved and shone straight away) and went on to be one of its first stars, initially on his bespoke BSA- who he still worked for - before swapping to
Douglas - then whatever bike was provided and in vogue. During the 1930s, he was a full-time professional speedway rider although he always had business interests too; he first captained England in 1931, the year he was crowned British
individual champion. He was a bona fide star, who was even Australian champion in 1938, while at home he consistently topped the scoring tables. After the Second World War, Parker was soon back to the top table, winning multiple honours
in the UK, as well as recording his best finish in the world final - second in 1949. Still racking up wins and championships (British in 1947 and most years' match race champion) despite his increasing years, he suffered a bad car crash during the
1951/52 season (during which he was NSW champion), and never regained his top form. He retired in 1954,having represented England in 96 matches, dying aged 84, in 1989. Not one for false modesty, and irked by his lack of a world
title, he was once asked who he considered the greatest speedway rider of all. He replied ... Himselil So, like Victory Trial winner George Dance, Parker was a man who excelled on any form of two-wheeler. Mud or • 'ilii' no mud.
THE CLASSIC MOTORCYCLEI OCTOBER2020
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News Events
Benellis top the Bonhatns bill
INFERNAL MACHINES' SHIRT
Two exquisite grand prix 250cc Benellis were top of the huge Bonhams' 'live and online' summer sale, held behind closed doors from August 14-16. Top price was the £149,500 1964 four (right), used by Tarquinio Provini, to win that year's Spanish GP. It had an interesting history, being built up from reunited parts, its engine having at one point being used in a road bike by a member of the Benellifamily.1hefourcylinder racers were finished in grey; the suggestion was they were 'to be as fast as a cannonball; hence the colour. 1he more traditionally finished all red 1950 machine (below), as used by Dario Ambrosini to win the world championship, sold for £138,000, while a third Benelli - one of four 1959works 250cc singles
Martin Squires has released some screen printed t-shirts to coincide with this month's Henry Fournier's 'Infernal Machines' article (see page 80). 1he pictured machine is a converted De Dion Bouton motor tricycle that was 'quite a handful; according to Charles Jarratt. 1he phrase on the shirt comes from this period article about Henri Fournier that appeared in The San Francisco Call, September 4, 1898, and many other American papers at the time. More information at www.sketchbooktravels.com/ bankedtrackheroes
made - fetched £83,950. rare 1928 Montgomery 680cc 'Twin Five; a Banbury-concours Veteran and vintage motorcycles performed winner though fitted with a 1930 particularly well, with a 1916 engine, sold for a healthy Harley-Davidson, 1000ccModel J £37,950. and trade sidecar realising Beautifully-restored machines £56,500, while a 1909 Minerva were also stellar performers. 1he same bidder paid £36,000 for 3'!2hp with wicker sidecar, a regular participant in the a 1979 Mike Hailwood Replica London to Brighton Pioneer Run, Ducati and £23,000 for a spotless achieved £29,900. An extremely 1956 BSADBD34 Gold Star, the subject of a total restoration in the early 2000s. 1here were plenty of more modest prices too - including swathes of bargain, lightweight Italian-ware -while across the board most sold for what would be expected - or a little more . We'll have more next month - including Martin Squires' unique-styled reportage - but see the full results at www.bonhams.com
Triple chance of winning 1here's three stunning classics to be won in 1he National Motorcycle Museum's latest raffle. 1he museum receives no external funding so relies on visitors to the museum, but mainly on support from its conference business and two sister hotels. 1herefore, times have been and are tough, so the museum has launched a special Covid-19 appeal raffle with the chance to
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Win one of these three beauties in the NMM's additional Covid-19 raffle.
win one of three classics ... First prize - 1977 Norton Commando 850cc, brand new old stock Second - 1948 Ariel NG 350cc, restored by the museum Third - 1959 BSAB31 350cc,
THE CLASSICMOTORCYCLEI OCTOBER2020
restored by the museum 1he draw will take place on Monday, December 21, 2020. Tickets cost £6; they'll be with our October subscription copies, or can be obtained online from www.thenmm.co.uk
BURLENBACK TO BUSINESS
increased staff numbers at its Salisbury headquarters to manufacture Amal, SU and Zenith carburettors to meet increased global demand from trade and public alike since lockdown restrictions eased. Several furloughed staff have returned to work to manufacture and dispatch products. Buden remained operational, on reduced staff, throughout lockdown to supply Amal jets for medical use in emergency hospitals. Visit www.burlen.co.uk or call 01722 412500.
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News Events
Mazda motorcycles
THE WAY WE WERE IN
OCTOBER ·· · · · ·· · · ·· 1920 ..· · · · · · ·· · · · ·· · · · ·· · · · · ·· ·· · ·· · · · ·· · · D R 'Wizard' O'Donovan (490cc standard BS Norton) broke six Brooklands records, previously held by Jack Emerson (ABC). The new yardsticks were 200 miles at 63.44mph, 250 miles at 63.40mph and
three hours at 63.63mph, in classes C (500cc) and D 750cc. Wizard's Norton used Dunlop tyres, Binks threejet carburettor, Philipson variable speed engine pulley and CAVmagneto.
·· · · · ·· · · ·· 1945 ·· · · · · · · ·· · · · ·· · · · ·· · · · · ·· ·· · ·· · · · ·· · · Later Mazda-badged machine, which Is American In Its appearance.
Japanese automotive manufacturer Mazda celebrates its centenary this year, and has released details of its early vehicle manufacturing - a 250cc two-stroke motorcycle . The company was initially a cork maker, named Toyo Cork Kogyo,but in 1929 started work on a prototype motorcycle. In Japan at the time, motorcycle racing was popular and in Hiroshima (where Mazda's headquarters are), the sport was a regular attraction at a memorial service called Chinkon-no Matsuri, commemorating war dead . Most of the motorcycles raced were imported. Mazda (then still Toyo
Kogyo Co Ltd) began development of its prototype in 1929. In October 1930, Toyo Kogyo's motorcycle , powered by a 250cc twostroke engine, entered the races at Chinkon-no Matsuri. To everyone's surprise, it won. Mazda produced 30 motorcycles in 1930, sold with a trademark designed by combining the company emblem and 'Toyo Kogyo' letterings. In 1931, Toyo Kogyo soon shifted its focus to production of three-wheel, motorcyclebased (think Harley-Davidson Servicar) truck, the Mazdago, though it seems perhaps there were some two-wheeled examples of that too, as the second picture shows.
The two-stroke Mazda motorcycle, from 1930.
New Triumph Tiger Cub and Terrier section and website There's a new section of the Triumph Owners' Motorcycle Club catering for all owners and enthusiasts of the Tiger Cub and Terrier models. Membership of the TOMCC is
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not a requirement in order to access the section website (www.tigercubandterrier.com ), which promotes the use, enjoyment and ownership of Tiger Cubs and Terriers.
THE CLASSICMOTORCYCLEI OCTOBER2020
Following the war's end, some motorcycle factories were already hard at work on racing and competition programmes. Bert Perrigo of BSAwas looking for younger, accomplished riders - including from the military ranks - to join the Small Heath competition shop, as their pre Second World War stars (including himself) were now six years older than when they last competed. There were also rumours of an all new projected racer from Mr V Stohansel of the
Scott Motor Cycle Company. The Saltaire factory was considering making a fresh entry into IoM TT racing and other international events with a Senior-class machine, powered by a 30°V-four supercharged two-stroke 500cc engine. Drawing board plans included options to use either carburettors or mechanical fuel injection, combined with rotary valve induction. Currently the concept was nothing more than an advanced drawing board exercise, but the Press was excited by its potential.
···········1970······································ Suzuki had recently announced its intention to move into the big bike market, when unveiling the prototype GT750 at the 17th (1970) Tokyo Motor Show. Factory press releases informed the new machine had been developed from the existing Suzuki TSOO twin, by the addition of an extra cylinder and liquid cooling. After further development - including a system to reduce oil smoke emissions through the threeinto-four exhaust system -
the model was to be put onto the market in a year's time at a price yet to be announced. The GT750's 739cc (70mm x 64mm bore and stroke) two-stroke engine was claimed to develop an estimated 67bhp @6500rpm, giving the 550lb (4821bdry) machine fast acceleration and a 110mph top speed. Projected specification included 200mm twin leading shoe front brake, five-speed gearbox with chain final drive and 33.4 gallon petrol tank.
···········1995······································ To encourage staff and associated members out of cars and off motorcycles, £200,000 had been invested by the University of Portsmouth into its Bikeabout cycle loan scheme. For a little (or no)
fee, users would be issued 'smartcards' with, like credit cards, a magnetic strip, which users would swipe at cycle docking stations dotted about city and university sites to release or return cycles. Richard Rosenthal.
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Book Revie\V "Velocette - Passion of a Lifetime" Technical excellence and much, much more ••• Author: Ivan Rhodes Forewords by: Stanley Woods and GeoffDodkin Dedicated to the late Chris Swallow Publisher: The Velocette Owners' Club c/o The Regalia Shop www.velocetteowners.com Hardback, 300 x 215mm (landscape); 288 pages with more than 540 photographs and illustrations. £30 (UK), $39 (USA), $52 (Canada), $54 (Australia) Highly regarded worldwide as a Velocette expert, particularly regarding the overhead camshaft models - which author Ivan Rhodes describes as his 'passion of a lifetime; he could also justifiably be called the ultimate clubman . This comes from trials, scrambles and road racing, all on the same ride-to-work bike (a 1926 350cc Big Port AJS)in the late 1940s, on to competing in the TT and, of course, finding and restoring historic KTTVelocettes to successfully race in vintage and post-vintage events. Thirty years on and much additional information has been accumulated to produce this revised edition of his original popular book Technical Excellence Exemplified (a Veloce slogan). With 29 chapters plus three appendices covering machine specifications, engine frame and gearbox numbers and production figures, we are taken through a concise history ofVeloce (pronounced Veeloce), describing its early years, moving on to detail its range of competent two-stroke machin es before providing the reader with an in-depth study of the influential overhead camshaft models, with which the company made its great influence on the racing world and their successors in the pushrod 'M' range with the Viper and Venom variants. Denis Frost contributes the story of the 'Everyman ' machine - the LE (light engine).
Complicated, expensive and initially problematic, sales were poor despite its adoption by several police forces. There is a particular emphasis on the Veloce racing heritage . Also, the development and restoration of the two supercharged racing machines - 'Whffling Clara; the blown KTT single, and the fabulous, potential world-beater, the shaft-driven vertical twin 'Roarer' along with its road-going derivative the Model O and the 24-hour record attempts. There is also an update on the thriving Velocette scene in Australia and, of course, Stuart Hooper's 'World's Fastest Velocette: In addition , Ivan has included his personal recollections of the Velocette community - the Goodmans of course (the owners of what in fact was quite a small family business) , the designers Charles Udall and Phil Irving, plus racers including the great Stanley Woods and the first 350cc world Champion (on a Velocette) Freddie Frith and many others. Dedicating this book to the late Chris Swallow, Ivan Rhodes is to be congratulated on this superb, high -quality, historically important book containing over 540 photographs with the front cover portraying Sam Rhodes (the author's grandson) in championship -winning form on the Graham Austen 1954 MSS. Highly recommended . Jonathan Hill.
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THE CLASSIC MOTORCYCLEJ OCTOBER2020
11
YOUR
VOICE
Much travelled Velo ( and fellow) After reading the article about the two Vincent riders in the August issue, I thought I'd drop you a line, as I also went on that rally on my Venom Clubman, which I still ride and have owned since 1961. I travelled Harwich to Zeebrugge to Berlin; Berlin was interesting, sorting passport and money out, then heading to the campsite, which looked very much like a 1930s German youth camp ... After the rally, I went on to the Polish
Flight of the Flywheel I was delighted to see the piece by Rachael Clegg on the Muhlberg Motor Club (September issue). It may be of interest to know that the subtitle to 'Flywheel' was 'Keeping the works going round on the idle strokes' (the magazine actually appeared in single sheets - pinned to a door as obviously there was only one copy). When those still alive in the remains of Muhlberg were released by allied troops, Arthur Pill simply tore off whatever copy was left fixed to a door, and a few sheets hidden in a bed, and took these with him. On being published by The Times group, all proceeds from the sale of the book were sent to the Red Cross. VK Sundaram, via email.
& YOUR
OPINIONS
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border, riding down the old autobahn, with a chap I had met at the campsite. Over the years, I have travelled all over Europe on this same machine, never on arranged trips and have always found B&Bs - and had no troubles with the Velo. My travels were mainly in the Alps over the old passes; the Stella Alpina rally was taken in one year. The people over there always wanted the machine inside at night, locked up. R Ballinger, Bingley, West Yorks.
Some photos chronicling Mr Ballinger's journeys with his faithful Venom. Reverses read legends such as 'Poland 1989,' 'Italy 1991', 'East Germany' and 'Switzerland 1992.'
Honda CB400s and 550s I've just been looking through the September issue of The Classic MotorCycle and on page 71 the Honda is identified as a 400 Four . I'm sure it's actually a CB550Fl - although I'd be perfectly happy to be proved wrong. From a black and white photo it's impossible to say which colour it is but it would be pale blue or orange (it's probably orange going by
I recognised it because one the shade of the photograph). of my brothers owned one in The 550 had a much more the late 1970s/ early 80s. rounded tank than the 400/4, This was a period of which was much more 'interesting' machines for us, 'slab by; the Fl of each model including a Yamaha YR5 that had a simple paint scheme with the F2s having pinstripes , shot flames out of the ends of the silencers one Sunday and the end of the silencer morning - and the MZ that looks familiar . I had that ended up with Having started riding in the five reverse gears and very late 1970s on a Honda no forward! SS50 I have a particular fondness for machines of Neil Leyland, that era. via email.
Superb scrambling picture sums up the era Your wonderful large spread image on page six/seven of the September issue is so evocative of early 1960s scrambling. I am sure you are right that the image is of the second leg of the championship round, but, as you say, Jeff Smith suffered piston failure in the first leg, having had an earlier piston
problem in practice. Therefore he was a non-starter in the second leg. Jeff's riding number was 16 and so the rider to the right of the picture, number 15, is someone else. We must not forget Jeff's helmet always displayed the rose emblem. There is a good picture of Jeff
THIS MONTH 1S STAR LETTER WINS The writer of this month's Star Letter wins a Duchinni D501 open-face helmet worth ÂŁ49.95. Traditionally-shaped open-face helmet with stitched trim, pull-down internal sun visor and optional peak. Find out more at thekeycollection.co.uk.
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THE CLASSICMOTORCYCLEI OCTOBER2020
at this 1961 Shrubland event on page 166 of Ian Berry's superb biography ofJeff. Rumour has it that Ian is working on a biography of Dave Bickers. If this is as wonderful as the Jeff Smith book we should be in for another treat. Andrew King, via email.
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