AT T THE PUSH SCOTTISH OF A BUTTON SOJOURN orton’s novel Electra No
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For the last four weekends, I’ve managed to get out on a vintage pre-1931 motorcycle, which is pretty pleasing. And I’ve only got soaked about 10 times… The weekend just gone, as I write, was the Banbury Run, where I was thrilled to be riding the 1928 AJS K10, owned by my cousin Peter, who lives in Australia. The story of this K10 – which will be told in due course – is an interesting one, suffice to say an awful lot of AngloAustralian engineering effort has gone into producing a stunning-looking motorcycle. And it goes pretty well too; of course there’s the usual vintage limitations to consider (look at the size of that front brake!) while it has a couple of other foibles too, but, really, it’s doing pretty well. I had a largely fault-free run (just one stop to tighten up the gear linkage) and a thoroughly good time, splish sploshing through the mud and water strewn across the back roads… But more about that next month. The weekend before Banbury, I’d taken the Ajay out for a good canter round, about 100 miles, where it proved itself capable of maintaining sufficient pace to keep up with modern traffic. I was put in mind of a comment Archie Beggs made about when, in relatively recent times, he’d go and visit his sister on his 1928 Sunbeam Bullnose Model 90, as it was best suited to the motorway! I reckon the K10 would be all right on the motorway too, but I think I’ll get a few miles on it first. That led me on to thinking about something else – a comment made to me at Banbury of how ‘there’s less and less early bikes out on the run’ and it does look to be a fair point. The 1928-30 period now seems to account for a lot of the entry, and the fact is that those two years were a period of impressive development, or culmination of development. Twist grips, recirculating oil, saddle tanks, and so on, and while hand-change largely remained, it was on the wane. Change was coming. Seemingly like everything in the old motorcycles world, vintage can be split into subsections, and then split again. It’s in some ways the same in, say, the 1950s; if one calls a motorcycle ‘typical 1950s’ what is that? Could be rigid, plunger, swinging arm, between which there’s a lot of difference. The same with the 1960s perhaps; there’s a gulf between the archetypal 1960 roadburner (a 650cc pushrod parallel twin, with SLS front brake) and a 1969 CB750, with its disc brake, electric start and single overhead camshaft engine – interestingly, the same format as the AJS K10, which just goes to show basically what happened to that relentless early progress in the British industry; it went from a fast pace, to a trickle, to static, to possibly backwards.
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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, Phil Turner, Andy Westlake, Steve Wilson.
Contributors this issue
Colin Taylor, Phillip Tooth.
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 | AUGUST 2019 Archive photograph .......................................... 6 News ................................................................... 8 Montlhéry Vintage Revival ........................... 12 Letters ............................................................. 14 Ixion Run ........................................................ 18 Subscribe and save ........................................ 22 Egli-Vincents .................................................. 24 The unloved – BSA group babies, part one .. 32 Zenith 680....................................................... 38 Pre-65 Scottish Trial ...................................... 44 Norton Electra ................................................ 46 BSA Fleet Star ................................................. 54 The 1923 Lightweight TT ............................... 60 Closer look – car-engined specials ............... 66 ‘Rupert Ratio’ (Dave Smith) interview .......... 72 (Wo)Men who mattered – Louie McLean .... 74 Triumph unit rebuild..................................... 76 Roy Poynting column .................................... 80 Jerry Thurston column................................... 82 Sketchbook Travels ........................................ 84 You were asking.............................................. 86 Restoration guide – Aermacchi 250/350cc
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four-strokes..................................................... 90 Technical feature – Flywheel ignition......... 92 Classic components – Longuemare carburettor...................................................... 98 Next month .................................................. 109 Diary..............................................................110
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Nine hours on full chat The 1956 Thruxton nine-hour endurance race was eventually won by a 350cc Gold Star, which covered 651 miles.
Photographs: MORTONS ARCHIVE
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here were 60 motorcycles due on the line for the 1956 Thruxton 500 mile road race, to be held over the kidney-shaped 2.7574 mile course. Organised by the Southampton and District Motor Cycle Club, practice was on Saturday June 24, between 10 and 11am, with the race starting the same day at noon, grid places decided by ballot. The meeting had attracted some well known riders, among them Bob McIntyre, Alistair King, Geoffs Monty and Tanner (the latter the double 1955 Manx GP winner), Dennis Christian, recent Clubman TT double victor Bernard Codd, Ned Minihan, Percy Tait and Eddie Crooks, while Velocette sales director Bertie Goodman was sharing one of his company’s new products (a new 500cc Venom model) with journalist and Brooklands Gold Star holder (on a 350cc Velocette KTT) Vic Willoughby. But Eddie Dow (winner of the 1955 Thruxton event) was a non-starter. The grid of motorcycles (running in three classes; 350cc, 500cc and 750cc) was made up thus; 32 BSA Gold Stars (10 350cc and 22 500cc), 11 Triumph twins (four 500cc Tiger 100s and seven 650cc Tiger 110s), four Velocettes (three 350cc Vipers and the Goodman/Willoughby Venom), two 692cc Royal Enfield Super Meteors, two Norton Dominators (a 500cc 88 and a 600cc 99), two Matchless (a 350cc G3LS and a 500cc G9 twin), plus one BSA A10. From the get go, fastest off the line (it was a kick start affair) was the Velo Viper of Dunn/Longman, though the Day/Tardivel Norton Dommie 99 soon overtook it, though not for long. With a lap gone, Ron Jerrard headed the field, hotly pursued by fellow 500cc Goldie man Bob McIntyre. But the duel was short-lived. At Windy Corner, just two-and-a-half laps in, Jerrard lost it, and Bob Mac collected him. Both were down and out, the only place they were going now being Andover War Memorial Hospital, where Jerrard was detained with slight concussion, McIntyre immediately released, with cuts and bruises. But their races were run. Codd – partnered by Frank Rutherford – took over at the front, but the Derek Powell and Tony Godfrey DB32 Gold Star (a 350!) was
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THE CLASSIC MOTORCYCLE | AUGUST 2019
chasing them hard and two hours down, the smaller machine was in the lead. What’s more, second and third were also now 350cc Goldies (Ivor Lloyd/Ken James second, John Eckhart/ DJ Smart third) with Codd/Rutherford fourth having slipped to fourth. As the day wore on, the Codd/Rutherford team climbed back to the front, and at 6pm was tied for the lead with Lloyd/James, with Powell/Godfrey a lap back, and just three hours left to go.
But then disaster for the half-litre machine! The exhaust had worked loose and had to be wired back on, while new tyres were required too. The lost time was decisive and the 350 of Lloyd and James was not to be caught. With an hour to go, and dusk falling, the leading team had five laps in hand. The last hour saw no real changes or drama and when the flag fell at 9pm, the Lloyd/James machine (owned by their entrant March and Fry) had covered
Classic archive
651.36 miles at 72.3mph, compared to Codd/ Rutherford’s 231 laps/70.77mph. Argent and Eacott (500cc Goldie) had overhauled Powell/Godfrey for third, with the top eight all Goldies (four 350s and four 500s), then Percy Tait and Keith Bryen’s Tiger 110, 750cc class winner, ninth overall. Among the retirements were the Christian/ Crooks Super Meteor with a bent valve, the Goodman/Willoughby Venom (running as
high as third in class at one point) and the Goldie of Tanner and Monty, with the latter two machines’ challenges both ending with broken primary chains. So what became of the protagonists in our picture? Well, the Tiger 110 nearest the camera, shared by J A Winfield and Ken Buckmaster, was classified as fifth in the 750cc class, having completed 195 laps. The S H Brand/L J French Dominator 88 behind
wasn’t in the top six 500cc finishers (who were the only ones listed) but doesn’t figure in the list of retirements either, while number 26, the 500cc Gold Star shared by G H Turner and R Lawrence, was placed sixth in the overall classification (fourth 500cc) having completed 224 laps at 68.63mph. All of them, and plenty others too, were beaten by some remarkable 350cc pushrod, two-valve End Goldies, at a really fast circuit, too.
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Neews Events
New ws&Events
NEWS IN BRIEF VINTAGE AND VETERAN RUN
On July 14, the Dorset Section of the VMCC will be holding their 41st Veteran and Vintage Run. This is specially organised with suitable routes for these machines. Starting from Leigh Village Hall, near Sherborne, the route – of about 45 miles – will include a coffee stop. Assembly is from 10am, for an 11am start. Cost of the run is £3 with lunches available for an extra £5. For further details of either event please contact Rod Hann 01935 872528 or email rodhann@hotmail.co.uk
Banbury in bloom The VMCC’s Banbury Run (with 260 programmed riders) took place on June 16, in conditions best described as ‘mixed.’ Though the sun is shining, look at the dry patches under the machines. There’ll be a full story from the event in next month’s issue.
THE 26TH EUROJUMBLE
This year’s Netley Marsh Eurojumble is on Friday, September 6 and Saturday, September 7. Join thousands of motorcycle enthusiasts from across Europe as they set out to find that elusive part, piece or purchase for their next projects. Situated near Southampton, this year’s Eurojumble will see more than 300 traders showcase their wares, everything from spare tools to books, signs to magazines. Secure your ticket to the event and book now at www. netleymarsheurojumble. com or call 01507 529529.
The Ideal Motorcycle
Ideal Motorcycles’ TR5, positioned in Kazuyuki Ishihara’s Gold Medal winning garden.
KOP HILL CLIMB
This year’s Kop Hill Climb, its 10th anniversary event, takes place on September 21/22. Although participant places are now full, spectators are encouraged. It’s a great day out, with all manner of static and moving attractions. Visit www.kophillclimb.org.uk for details.
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The owner of Ideal Motorcycles, of Washington, West Sussex, Simon Elliott, was more than happy to welcome some surprising visitors to his motorcycle showroom recently. It’s not every day that a team of Japanese gardeners, complete with personal assistant and a translator pay a visit. It transpires that this was no ordinary gardener, but Japan’s most eminent (and Chelsea Flower Show 10 times Gold Medal winner) Kazuyuki Ishihara, with his design team. The concept for Mr Ishihara’s
2019 ‘Green Switch’ garden at Chelsea, was to provide a place of beauty and calm to take a shower in the garden, relax in a tea room, enjoy the pond, the sound of water, nature and surround oneself with the things you love most – in Mr Ishihara’s case, an old motorcycle. A 1953 Triumph Trophy TR5 was deemed the ideal machine, hence the visit. Come the end of the week, Mr Ishihara’s garden had won him an 11th Gold Medal. Ideal Motorcycle are on 01903 892492 or www. idealmotorcycles.co.uk
Duzmo at Founders’ Day Among the attractions at the VMCC Founders’ Day on July 21, will be a celebration of the rare Duzmo motorcycle, as this year it is 100 years since the company started. At least three of the four known Duzmos will be there, maybe all four. In addition, and borrowed from the National
THE CLASSIC MOTORCYCLE | AUGUST 2019
Motorcycle Museum, will be the only known Advance. The Advance Motor Manufacturing Co of Northampton manufactured Duzmo engines in 1921/22, as the badge attached to the engine of Nick Harrison’s example states, (right). If anyone has any Duzmo information, then Nick Harrison
would love to hear from you. Contact him at nick.harrison@ oakingtonplane.co.uk
H&H sale at the NMM A highly collectable single-owner 1955 Vincent Black Knight, pictured right, is one of the stand-out lots at the next H&H Classics auction at the National Motorcycle Museum on July 30. Mark Bryan, of H&H, says: “The bike is in amazingly original condition, showing 58,000 original miles. It comes with the original bill of sale, Vincent guarantee, RF60 buff logbook and factory workshop manual. It is the full package.” Lifelong enthusiast Rex Bigg, from Muswell Hill, London, bought the Vincent Black Knight from Turner Brothers in London for £381.18 on hire purchase and kept the bike until his death in 2017. He used it for his honeymoon and regular trips to Ireland
NEWS IN BRIEF SPEED BY THE SEA
and the Lake District. The bike was restored by him in the early 1980s. There’s plenty more in the sale too, including four more Vincents, a fascinating cache of Dirt Track and TT Replica 1920s Douglas projects, a 680 Brough Superior Black Alpine that has been ‘restored to
unrestored condition’ and an historic 250cc OK Supreme racer, much modified in the 1950s, and possessed of TT history. There’s also a collection of 21 motorcycles, the majority of which a Kent-based collector had kept hidden from his family! More details at www.handh. co.uk
Going large in Laughton An award for Sammy Miller Sammy Miller was awarded a Lifetime Achievement Award by the Transport Trust at the Brooklands Museum on June 17, 2019. The award was presented by Prince Michael of Kent, who coincidentally also features on page 114 of this issue. Sammy took along two motorcycles, his famous Ariel trials iron, GOV 132, and the ex-works Norton F-type.
Prescott Festival
The ninth annual Prescott Bike Festival took place on the weekend of June 15/16 2019. The few showers didn’t dampen the brilliant fundraising weekend for blood bikes. The festival featured an extensive range of motorcycles, everything from Salon Privé class winner 1903 Royal Sovereign, to the world’s fastest monowheel, ‘The Warhorse,’ and plenty in between.
The Sussex village of Laughton is situated a little off the main roads, but the 27th annual Cuckoo Fayre over May 25-27 was another enormous celebration of just about anything under that catch-all heritage banner, from steam-powered road locomotives to palatial motorhomes. Motorcycles were welcomed under the ‘transport’ umbrella, with more than 130 entries.
Long time enthusiast for Gilera’s B300 model, Peter Kemp was delighted to track down this particular example.
Laughton majored on classics for the varied motorcycle entry.
The Brighton National Speed Trials will return to the seafront again this year, on Saturday, September 7. Entry forms, regulations and entry criteria are available at www.brighton andhovemotorclub.co.uk. Advance spectator tickets are also on sale now via the Brighton and Hove Motor Club website and offer a 20% discount on the gate price. Around 150 cars and 75 motorcycles take the quarter-mile timed run down Brighton seafront. Len Wooller, chairman of Brighton and Hove Motor Club, commented: “The Speed Trials is one of the oldest and most thrilling motorsport events and is a popular feature on the Brighton seafront calendar.”
A SMALL CHANGE
The oldest machine was Derek Harper’s 1913 Clyno outfit, complete with wicker sidecar. There were a few more vintage machines from Levis, Raleigh, Indian and Velocette, but the vast majority were from the classic era. There were demonstration sessions in the main arena and after a few laps around the grass surface, the riders were interviewed. Peter Kemp owned a Gilera B300 twin and in pursuit of parts for it, he tracked down a complete 1955 bike in the north of England and bought it. When this required work, it revealed an interesting provenance. The bike apparently came from the collection of Arturo Magni, possibly the most respected of Italian race engineers. With the engine apart, it revealed it used sand-cast main components and was almost certainly a prototype. Club interest at Laughton was confined to the Bantam Owners, where there was an apparently endless stream of riders who shed their L-plates thanks to BSA’s favourite fowl. The varied display of the Sussex British Motorcycle Owners’ Club also drew favourable comments. Alan Turner.
Heritage Classic Chrome (also known as Marks Tay Autospares) have moved… though they haven’t! They’re still at 93A London Road, Colchester, Essex, CO6 1EB, with contact details 07903 846682, 01206 211782 or www. marksteyautospares.co.uk but have moved to the rear of the premises.
AJS/MATCHLESS WHEEL SPINDLES
The Vintage Bearing Company (VBC) have the AJS/Matchless front wheel spindles back in stock at £160 including UK postage. These were unusual, as the tapered roller bearings ran direct on the spindles. They were fitted 1950-1962 approximately. Now long obsolete and unavailable, VBC have had another small batch made and they’re available now. Contact Phil Haywood 01283 509562 vintagebearing@aol.com
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Neews Events
Book Review
“Moon Eyes – The John Cooper story” Road racing legend, Grand Prix hero, motorcycling icon
Belgian manufacturer Sarolea has resurfaced in recent years with electric bikes, but this is an example of one they made earlier.
Ashford Classic Motorcycle Show ELK Promotions made its traditional visit to Ashford Cattle Market in Kent, on Easter Monday (April 22). The event is always popular with vintage and classic enthusiasts from that end of the county, where events further west often involve long and uninspiring journeys. Local clubs and sections provided plenty of different marques and models to fill almost all the indoor show area. The wide, mainly outdoor, spread of jumble and trade stands on the day provided numerous temptations, the show being a favoured hunting
This restored 1956 James Comet was up for sale. Villiers 4F, 98cc with handlebar change for the two-speed gearbox.
Colin Gray with the 1967 BSA Thunderbolt – a Police bike that never was!
Gordon Farley’s ex-works Greeves with an authenticating letter tied to the handlebar.
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ground for parts for a project, while some wheeled away the basics to begin a new venture. Among the choices, there was a two-stroke single Jawa with the memorable feature of the gear lever that swung round to become the kick-start. There are few survivors of the original official UK imports and this one had been brought in more recently from Czechoslovakia. Road or competition, the show is open to any older bike and this time it had also attracted a number of unusual off-road machines. The engine of a Greeves trials bike looked a little unusual, until there was confirmation that it was a factory machine prepared for Gordon Farley and he preferred to use a Greeves’ motocross top-half. Back with the road bikes and restoration of a BSA A65 Thunderbolt proved more problematic than expected. Owner Colin Gray explained the 1967 bike had been bought as a pair of projects some years ago. “It had been ridden into the ground,” he recalls, so he concentrated initially on his other purchase. Years later, when he started work on the A65, much of it seemed wrong. Eventually, the BSA Owners’ Club confirmed the bike was a Police specification machine, but had been sold by the official BSA dealer directly into private ownership. Research continues. If tradition holds good, next Easter should bring another raft of completed restorations to be admired. Alan Turner.
THE CLASSIC MOTORCYCLE | AUGUST 2019
Editor: Richard Skelton Author and interviewer: Chris Carter, with contributions by Colin Seeley, Peter Williams, Sir Robin Miller, contemporary riders and associates. Foreword: Mike Trimby Published by: Mortons Media Group Ltd, Media Centre, Morton Way, Horncastle, Lincolnshire LN9 6JR www.classicmagazines.co.uk/thebookshelf Tel: 01507 529529 ISBN: 978-1-911276-95-1 £6.99 The 1960s was a great period for road racing, with meetings on virtually every weekend and lots of good riders all capable of beating each other – indeed, you never knew who was going to win from one weekend to the next. But one rider who was exceptional, with his knee-out riding style and red ‘Moon Eyes’ helmet, was Derbyshire’s John Cooper. Born in 1938, Cooper pursued his dream of twowheeled triumph by first of all riding in trials and the occasional scramble on his 200cc James. By the age of 17, he had won his first-ever road race on the suitably converted James, at the Osmarston Manor circuit. Working in the motorcycle trade, after National Service, he was loaned a BSA Gold Star and various Nortons, before becoming a true privateer. John graduated to Grand Prix racing and riding in the Isle of Man TT, recording his greatest moment in 1971 when he beat world champion Giacomo Agostini – riding a loaned factory BSA triple – in the Race of the Year at Mallory Park, watched by thousands of fans cheering him to victory. He comments that while the triple had a 250cc advantage
over Ago, it was basically a pushrod-engined road bike, as against the 500cc MV Agusta, which was a hand-built grand prix machine. It is interesting to read that while achieving great success on Colin Seeley’s G50 Seeley machine, the 350cc 7R-engine version, although a beautiful bike to ride, was uncompetitive. To stay in the race, so to speak, John obtained one of the new 350cc Yamaha production racers from America. It was very fast but would not steer, throwing John off several times. John had his superb lightweight Seeley frame modified to take the Yamaha engine, resulting in the allconquering Yamsel. Just to demonstrate how good the bike was, Cooper went on to win 39 of the next 40 races he rode in and broke nearly every race and track record in the country, going on to win the 1970 Race of the Year. Interviewed by his old friend and journalist Chris Carter, Moon Eyes tells the remarkable story of this downto-earth racing legend in his own words and the ‘bookazine’ is packed with many previously unseen images. Book reviewed by Jonathan Hill
THE WAY WE WERE IN
AUGUST 1919
To cover 112 miles in 12 hours by motorcycle is hardly impressive, but if one stands on the platform of an Autoglider scooter sans seat, this is over and above the call of duty. Intrepid riders Mr Townsend (designer) and Mr Skinner (works manager) of Townsend and Co., makers of the Autoglider, set off from their works in Great Charles Street, Birmingham last Thursday for London. Skinner was riding a factory fresh Union-powered model and Townsend was standing on the platform of his personal demonstration 269cc Villiers-powered device. Soon, disaster struck in front of an assembled crowd of pressmen who were accompanying the demonstration in cars. Townsend’s retreaded Autoglider tyre delaminated and flew off. While the designer wielded tyre levers, rival maker Mr Stafford (Stafford Pup)
1944
Army bulldozers prepared a track ‘somewhere in Italy’ for a USA v UK grasstrack meeting. Racing stripped WD models, honours were often even but in the final, victory went to
1969
Nursing a sick engine, sidecar world champion Helmut Fath and passenger Billie Nelson were spat from their outfit as it seized in Finland, handing not only his chances of retaining his crown to Klaus Enders, but
1994
Auctioneers Greens UK announced the consignment of an unrestored 1930 Brough Superior Black Alpine 680 for its sale at Malvern’s Three Counties Showground
entertained onlookers demonstrating rider standing scootering techniques. Underway again, our motley caravan headed for Coventry, then Towcester cruising at up to 30mph effortlessly and once hitting 35mph, without exhausting either rider. For a stretch The Motor Cycle’s man took over from Mr Townsend, riding alongside Mr Skinner, who remained fresh throughout. Finally, the duo had passed Barnet, puttered along the Finchley Road and into Farringdon Road and to The Motor Cycle’s office. Statistics inform the Autogliders had averaged 9.3mph including stops and just over 10mph during their actual riding time, and over 100mpg. The makers were planning a new model with 16in wheels in place of the standard 12in fitment and an option with rider’s seat offered too. the American Don Riley. Racing and spectating in dry, hot, dusty conditions is thirsty work – happily, the American Red Cross was on hand with lemonade and doughnuts. ending his racing career. Then Enders and rival Georg Auerbacher both announced they were retiring from the sport due to escalating racing costs set against falling start and prize money. So an era truly ended. on October 1. The model, powered by an ohv JAP V-twin engine coupled to a four-speed gearbox and with Bentley and Draper suspension, had a presale estimate of £8000.
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Concrete mixers Nearlly 500 motorcyclles and d cars have a blast on th he bank king at the fifth biennial Vintage Revival Montlhéry. Words and photographs: PHILLIP TOOTH 1: “It is a lot bumpier than it looks,” says Stu Rogers as he pulls a pantomime face and gives his backside a rub. He has been campaigning cammy Nortons in classic racing for over 50 years, so he knows kn n what he’s talki king i about when he shows us a replica of the works Norton that Jimmy Guthrie rode here in 1935. “Jimmy broke 15 world records. He needed a huge sevengallon tank to carry enough alcohol fuel for the One Hour record, when he covered 114.09 miles.” Guthrie’s saddle was unsprung but he wouldn’t have needed a massage when he got
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off the Manx because the track wasn’t as bumpy back then. One contemporary report describes the surface as “smooth – almost polished.” Dream on, Stu. 2: Terrot and Magnat-Debon were the two tw w motorcycle marques given star billing for the fifth Vintage Revi vival. i Terrot, based in Dijon, was taken over by Magnat-Debon, based in Grenoble, in 1921. By the 1930s, Terrot was France’s biggest manufacturer. Of the 60 known kn n survi vivors, i there were 43 of the CP race versions on display. Although they didn’t have the international success of Norton or Velocette, the CP (for ‘Customer Competition’) still claimed 13 national titles.
3: Period attire is not compulsory – but it is de rigueur. 4: There aren’t many prewar BMWs as rare as the 1939 R51RS ridden by Christian Thibaut. One of only 17 produced, the Rennsport had the same petrol tank and seat as the works racers. Although the engine was based on the bogstandard pushrod R51, the long camshaft timing chain was replaced by gears, while the cylinder heads came from the R66. Power increased from a civi vilised i 24bhp to a muscular 36bhp. “I found it in bits,” says Christian. “Fortunately the engine and gearbox were complete so all the special RS parts were there, like the camshaft gears, short high-comp pistons, bigger valves
Vintage Revival | Montlhéry
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and twin carbs, magneto ignition and close ratio gearbox. The frame is special as well.” So how does it go? “Like hell!” laughs Christian. “It has nothing to envy of Manx Nortons or KTT Velos!” 5: Of course, the Revival is as much about cars as it is about motorcycles. “The Honoured Marque is Alfa Romeo, and there are 20 of their best racing models on track with several Type 59, Type 54 and Type 51 and Maseratis chasing them,” says Jean-Fredric Frot, one of the organisers. “We are sending the Brooke ERA and Reg Parnell’s MG K3 in hot pursuit for good measure!” Morgans were also out in force to celebrate 110 years of the marque, along with Darmonts, the Morgans made under licence in France between 1919 and 1939. 6: Long before the Brits and the French combined forces to build the Eurotunnel, there was the Magnat Debon BOSS2. “This is a 1929 model, the first year of the saddle tank,” says Jean-Barthelemy Mahistre. “But what makes it special is the performance of the English engine – it’s a 350cc OHV Blackburne.” The BOSS2 was the sports version and came with a closeratio Burman gearbox along with an AMAC carburettor. “The engine number is CVA2500,” adds JB. “I wonder if that makes it a bit special...” 7: “The atmosphere here is as good as it gets,” says Martin Heckscher. And he’s not talking about the haze from the exhausts of his Scott. “But the track itself falls a bit short due to the relatively poor surface, and of course old cars and bikes do drop oil. I’m not a big fan of the
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tight chicanes but I understand why they’re there.” He has owned the 620cc twin for 25 years. “It has been a gradual process of making the improvements I wanted. There being no hard and fast specification for a Sprint Special helps enormously, so I can please myself without people tut-tutting.” Martin is a regular at Montlhéry. “I think Vintage Revival is a super event. In fact it has become one of our absolute favourites, but please don’t tell everyone or they’ll all want to come!”
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8: If they knew that the concrete banking that soared 12 meters above them was supported by pillars measuring only 220mm square, then riders in the Vintage Revival at Montlhéry might have gone a bit slower... or a lot faster. But they needn’t have worried. This historic circuit, only 30km south of the centre of Paris, has been the home of French racing and record breaking since 1925 and it hasn’t fallen down yet. And anyway, those pillars are made from reinforced concrete. 9: While we are searching out bikes that are a bit different, take a look at Eric Bolomey’s Bovy. “I acquired it part-restored about six years ago and finished the job,” says the Swiss. “I’m really impressed by the performance!” Built in Belgium, this Bovy is one of only four known with a 500cc JAP twin-port engine. “It was used in our national hill climbs and was ridden by E D Schmidt in the 1927 Swiss GP, which in 1927 was held in Geneva,” continues Eric, before looking up and adding: “More rain? Are End we in England?”
The next Revival
Vincent Chamon and the team from Association Vintage Revival run a slick event so that riders and drivers get the maximum possible time on the banking. If you want to be part of the next Revival you’ll have to wait until 2021. But it will be worth it. Visit www. vintage-revival.fr
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Readerss’ Letters YOUR VOICE & YOUR OPINIONS
Remembering old racers When I read your excellent article be the first outing on the Norton. about Rob Fitton in the June 2019 When we arrived, Dave found that Rob Fitton was there with his edition of The Classic MotorCycle, Velo. Dave’s first comment was: it took me back to Easter 1954. “I must not let Rob beat me on his Then, I was a 14-year-old Velo, after all I have said about schoolboy living in Brigg, north needing a Norton.” Needless to Lincolnshire, and a local road say, Dave, trying too hard threw racer living in a nearby village it up the road and finished up was called D A (Dave) Tutty. His in the Hull Royal Infirmary, girlfriend Jill lived in the next thankfully without serious injury. street to us and she persuaded But that left Jill and I with a Dave to take me with them to bent Norton and an Austin van. race meetings. Jill did not drive and I was too Dave had been racing a KTT young, but help soon came to Mk.VIII Velo but finally talked hand, as Cliff Ellerby, another his sponsor Mr Sewell, who local racer, happened to be had a Jaguar agency in nearby there as a spectator and saw us Scunthorpe, to buy a Manx home safely. From that day on Norton, as the Velo was getting a I watched Rob Fitton’s career bit long in the tooth. with interest. The early spring meeting at Paul Lowery, North Lincs. Brough, East Yorkshire, was to
This is Dave Tutty, on what one assumes is Mr Sewell’s (straightened out!) Manx at Cadwell Park in 1955.
My old Matchless on the cover Nice article and pictures on the Matchless G3LS in the July issue. I owned/restored the bike before selling it on. Specification includes a 7.5 compression ratio piston and SH (scrambles) cams, minor port polishing and a Lucas Wader magneto, fettled by Shaun Hawker.
I bought the frame and engine as a lump and sourced all other parts thereafter. I liked the slimline effect and usefulness of the later subframe which I modified to fit in the frame loop. Wheels were built by Brickw kwood, w the trials gearbox
has correct ratios. The tank was done professionally, the rest of the paint down to me. So glad Andy Westlake enjoyed it. I also sold a G80CS repatriated from the USA to Malcolm Arnold. Laurie Packer, via email.
Picture supplied by Laurie Packer, of his old G3LS and G80CS.
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THE CLASSIC MOTORCYCLE | AUGUST 2019
The Arter legacy
I enjoyed reading the interesting Tom Arter profile in the May and June 2019 issues of the magazine. It would be good if you could follow this up by doing profiles on two other famous tuner/sponsors from that era. Reg Dearden and Tom Kirby both put many young riders on the road to fame, including Gary Hocking, Alan Barnett and Bill Ivy, to name a few. The Rob Fitton story (June 2019) was very good; he is one of those nearly forgotten top riders from those days. I remember him racing at Cadwell Park many times during the 1960s. Another rider I’m glad you featured in the Tom Arter profile was Fred Neville, a rising star we lost too early. Terry Birch, Nottinghamshire.
Readerss’ Letters WRITE TO: The Classic Motorcycle, PO Box 99, Horncastle, Lincolnshire, LN9 6LZ EMAIL: jrobinson@mortons.co.uk
Speeding Dominator caught by Dart
I found the letters by Bruce M Bennett (July 2019) very interesting as that was the era I started riding and his mention of his employment at Thornton Heath depot reminded me of the following: My cousin Alan ‘Johnny’ Johnson was a sergeant in the Met based at that depot, riding Triumphs. When the Daimler Darts came along he was the first officer to drive them… I found that out one dark evening on the Kingston bypass, Surrey. On travelling home from Wimbledon Speedway at a modest speed, I realised a car wanted a ‘burn up’ so as he was trying to get by, I thought ‘no way’. So, flat on the tank, I proceeded to leave him behind. As I approached the Claygate turn off, he passed me, with bells ringing and lights flashing, and pulled me over. To my shock horror it was cousin Johnny in the Dart! After a dressing down, he told me he would come over to my home on Sunday and tell my dad (which he did) that I was doing 103mph on my 1954 Norton Dominator. Dad was impressed to say the least as he didn’t book me – trouble was, Johnny would not give me proof of that
The motorcyclists’ scourge (unless your cousin was driving it…) Daimler Dart pursuit car; there’s surely some irony in Edward Turner designing its engine.
speed, so not many of my mates believed me. To add a postscript to that, concerning Johnny. Two years ago I was on a motorcycle touring holiday in the Highlands and islands of Scotland and one
of our group was a wonderful man named David Osland, who, like Johnny, served at Thornton Heath and knew him – coincidence or what! Unfortunately, Johnny passed away a few years ago now.
I still ride after 58 years, including touring Europe on my Tiger 800 and VMCC runs on my old British bikes. Keep up the good work Ian Thorogood. Ringwood, Hants.
Striking up your motorcycle after winter storage I keep reading in magazines that people get a bike out of storage and after changing the fuel and cleaning the carb, they manage to start it. I had a weekend away last summer, me on my Moto Guzzi Spada and my daughter on my 750cc Guzzi Breva. They were then put away for the autumn and winter while I worked on my old trials bike. From time to time, I put a trickle charger on them. In May, I hauled the Breva out and pressed the starter button – it started second press and ran perfectly. In June, I put
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rebuilt forks on the Spada, new battery and, surprise, it started first press of the starter. The petrol was a year old in each case. The only precaution was that by chance I had pretty much topped up the tank of the Breva last year. The Spada was one third full. I had used branded super unleaded, as usual, not supermarket petrol. I will not put that in my lawnmower. Let’s face it, from a cost point of view, the mileage my old bikes do I could afford to run them on single malt if it would burn fast enough.
THE CLASSIC MOTORCYCLE | AUGUST 2019
If you want to think I have sold my soul to the devil, as many people do, I got my A10 from the back of the garage where it had been for 15 years, according to the tax disc, and drained a tablespoon of oil from the crankcase. The oil tank was full, if a little sludgy below the drain plug. If you are asking did it start first kick, the answer is no. The offside exhaust valves stuck open and needed a couple of taps with a copper mallet to sort it out, then it did. People say supermarket petrol is as good as branded.
Do a taste test on own-label baked beans and a wellknown variety being one of fifty-seven. If you cannot taste the difference, carry on abusing your poor old bike and your palate. In addition, in the ‘That’s Not a Real Harley’ (July 2019) feature, James Adam Bolton quotes: “The older I get, the slower I go.” I thought it was: “The older I get, the faster I was.” Certainly applies in my case – I was a great trials rider years ago, and with every year that passes, the better I was! Nick Crook, via email.
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