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Welcome to another edition, somewhat incredibly lockdown number four. At least we’re a ‘little bit’ more normal now – I even managed my first pint in a pub since March 22, when we had a ride over to a ‘classics on the green’ event at a pub 15-odd miles away Sunday last. Though primarily cars, the pub landlord was pleased to have us turn up and drop oil on his car park, and it was good to chat with lots of people who wanted to ask questions, particularly about the Sunbeam’s hand change, lever throttle unfamiliarity. It’s good sometimes to be at non-classic motorcycle things, as it exposes our motorcycles to a different audience. As things become a little more normal, we’re still somewhat restricted, so you’ll have to endure a couple more from our shed this issue too; but at least Gary Chapman was able to visit, so the pictures are better! It was good fun to get the Montgomery and the Scott out, though they do make me realise how lucky I am to have the so-non-temperamental and easy to use Sunbeam as my go-to option. Though I suppose familiarity plays a part in that, too. Talking of Gary, our men Steve Wilson and Andy Westlake are both chomping at the bit to get some days in with him, to restock are ever-barer cupboards. With regards to my dad’s machines, last issue I mistakenly said the engine and gearbox in dad’s AJS were stamped K9; that should have read frame and gearbox. The engine is K8. I also erred on the extra, additional hand oil pump too, detailing its operation the wrong way round; it releases oil into the engine on its way up. Apologies. Other things that have come to light since last issue include learning that the KTT featured in our archive picture last month (KTT 824) is on display in the National Motorcyycle Museum in Birminggham,, where,, hopefully before too long, we’ll all be able to inspect it anew. There’s good news in the offing too, with museum reopenings at Sammy Miller’s and the Lakeland Museum both occurring, while ’Normous Newark will be returning on August 16, one of the same days Bonhams is holding its summer sale – though public won’t be admitted, viewing days in the week preceding have been greenlighted. It all feels promising, and while of course there’ll be procedures to follow, it’s all progress in the right direction.

PAGE 18

JAMES ROBINSON Editor

Regular contributors

Tim Britton, Rachael Clegg, Jonathan Hill, Roy Poynting, Richard Rosenthal, Martin Squires, Jerry Thurston, Alan Turner, Phil Turner.

Contributors this issue Steve Cooper, Paul Jameson, John Johns.

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

CONTENTS ISSUE | SEPTEMBER 2020 Archive photograph . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 News . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 Letters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 Subscribe and save . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 Norton Dominator 99. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 Lockdown Velocette . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 Healey Square Four . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 Montgomery and Scott . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42 TWN BDG250 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50 Greeves Scottish . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56 Flywheel magazine. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60 Closer look – motorcycle accessories . . . . . . . . . 66 Interview – Kop Hill’s Barry Brown . . . . . . . . . . . . 72 Triumph unit twin rebuild . . . . . . . . . . . . . . . . . . . . . . . . 74 Roy Poynting column . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78 Jerry Thurston column . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80 Sketchbook specials. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81

You Were Asking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84 Restoration guide – Royal Enfield Crusader Sports. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 88 Classic components – JAP part eight . . . . . . . . . 96 Classic camera . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 98 Next month . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 99 POST: The Classic MotorCycle, PO Box 99, Horncastle, Lincolnshire LN9 6LZ EMAIL: jrobinson@mortons.co.uk

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THE CLASSIC MOTORCYCLE | SEPTEMBER 2020

Classic archive

Bickers reigns supreme East Anglian ace dominates his home round to close in on retaining the European 250cc motocross championship crown.

Photography: MORTONS ARCHIVE

hough the big news in the UK during July 1961 was the appearance in Manchester and London of Yuri Gagarin, the first man in space earlier that year, Suffolk boy Dave Bickers was high-flying in another way, as he powered his Greeves to wins in both races (and so overall victory) at Shrubland Park in Bickers’ home county. Indeed, the track was literally a few hundred yards from where Dave lived! Our picture shows the start of race two and with Bickers, sporting the number one plate (he was the European champion too) already in the ascendency. Earlier in the day, and despite a badly blistered palm, he’d won the first rubber, though that time out his fellow Greeves rider Bryan Sharp had led off the line. Soon, determined Bickers thrashed past him, bringing BSA works men Arthur Lampkin (who came into the race as championship leader) and Jeff Smith with him. And though Lampkin pushed his four-stroke BSA past the two-stroke Greeves of Bickers, it was short lived – Dave went back in front and (said Motor Cycling) displayed ‘dashing, almost maniacal pace’ and was soon pulling away from Yorkshireman Lampkin. The three British riders were away at the front, before Smith was stopped by mechanical issues (his pinking BSA holed a piston...), allowing Torsten Hallman (Sweden, Husqvarna) into third, with Don Rickman – guesting on a works Greeves – moving through the field impressively and claiming fourth, in front of Aarno Erola (Finland, Husqvarna) and Jaromir Cizek (Czechoslovakia, CZ), with ex-BSA veteran Johnny Draper seventh on a works Cotton. Sharp was eighth, Swede Sivert Eriksson (Husky) ninth and 10th was Bryan ‘Badger’ Goss, Cotton. After the 12 laps of the race Bickers (“… when forced displays a dervish-like ferocity” observed The Motor Cycle) had lapped all but the top six and was over a minute in front of Lampkin. And so to race two, as pictured. Smith was ruled out – his C15 unrepairable – and it looked like Bickers would basically just cruise to victory. Lampkin led early on but after four circuits Bickers took the lead and despite his painful hand, it all looked reasonably easy, as he pulled away steadily. But then on lap six,

things went awry. Charging up the almost sheer face of The Snake Pit, he collided with a backmarker, going the other way! This bent his rear brake pedal then, just after, the damaged lever dug into the ground on a corner, twisting it completely round. Bickers, still leading handsomely, called at the pits where frantic work with a steel tube had the job straightened out. He rejoined just in front of Lampkin, and – said Motor Cycling – continued to the finish at an ‘economical pace’ taking the flag by 30 seconds from the BSA man. Erola claimed third in front of Hallman, Norwegian Tore Lundby (Husqvarna) was fifth with sixth Cizek, ahead of Draper. It all meant Lampkin had a one point lead over Bickers; come season’s end, the table was the other way round, Bickers becoming a two-time champion. As we’ve already established, in the picture front and centre is number one ‘The Coddenham Flyer’, 23-year-old Bickers. Behind Dave’s left elbow is Jeff Smith (riding number 15, with the ’one’ obscured), then behind Jeff’s elbow most likely Aarno Erola. The number 26 is Sweden’s Stig Rickardsson, Husqvarna, with others easily identifiable as 4 Hallman, 5 Eriksson, 8 Oriol Bulto (from Spain and nephew of Francisco Bulto, so naturally on a Bultaco, though of only 203cc), 27 Goss, 11 Draper and 29 Lundby. The programme lists 31 riders (numbered 1 to 32, with no number 13) made up of 14 Brits, four Swedes, three each from Czechoslovakia (as it then was) and Belgium, a pair apiece from Norway, Denmark and Finland, then Spaniard Senor Bulto. The next year, the European championship was upgraded to world status, putting it in line with the 500cc class. Inaugural world champion was Torsten Hallman on the Husqvarna who, like-mounted, defended his crown in 1963, lost it for two years, then was back-to-back champ in 1966 and 1967. Bickers’ best finish in the championship was third in 1965, riding a CZ. Only one Brit, Neil Hudson in 1981, has ever been 250cc (now called MX2) motocross world champion, while Bickers was the only British 250cc European champion. That summer day in Suffolk – watched on by 20,000 plus End spectators – Bickers was supreme.

THE CLASSIC MOTORCYCLE | SEPTEMBER 2020

Neews Events

New ws&Events

The shoots of recovery!

Normous Newark will return! It’s expected that the jumble will run on August 16.

After a year of cancellations, disappointments and frustration, Normous Newark autojumble returns on August 16. As we went to press details were still to be finalised, but

planning is underway as to how all the necessary procedures and safety guidelines can be implemented and followed. It’s an ever-moving and developing situation, of course,

while details will be provided and updated on the website newarkautojumble.co.uk But it’s great to be able to talk about an event happening, rather than being cancelled.

Lakeland site’s back in business One of the North West’s leading heritage attractions was able to reopen in July, just in time to mark the 10 year anniversary on its current South Lakeland site. After successfully applying for VisitEngland’s We’re Good To Go industry standard stamp of approval, the Lakeland Motor Museum in Backbarrow, Cumbria, was able to open on Saturday, July 4. Group chairman Bill Bewley, says: “Though it’s not the anniversary celebration we had planned, we’re delighted to be able to share our collection of more than 150 cars and motorbikes with visitors again. “While we have to ask visitors to book a slot in advance for the time being, we like to think it will enhance the experience and almost feel like a private tour of the museum! We can’t wait to pick-up where we left off in March and the whole team will be thrilled to see our cars enjoyed by all ages once again.”

Triple winning chance

Visitors are back at the Miller Museum

If you fancy adding another classic to your stable, or even getting your first, a new competition run by the National Motorcycle Museum could be just what you need. The museum receives no external funding so relies on visitor income as well as support from its conference business and two sister hotels. Director James Hewing said: “Without income from our sister businesses, there is little likelihood of the museum opening and remaining open. “The museum itself requires a surplus of around £500,000 per year to break even. All of our business activities are in one of the hardest hit sectors.” To help raise funds, the NMM is launching a special Covid-19 appeal raffle with the chance to

Visitors are now able to get back in and see the superb machines on display at one of the UK’s top classic attractions. In early July, the Sammy Miller Museum at Bashley Manor, Hampshire, was able to reopen its doors. Said Sammy: “We have been missing our many visitors. The wellbeing and safety of all who visit us is paramount and we have done

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 BSA B31 350cc, restored by the museum The draw will take place on Monday, December 21, at the museum. Tickets cost £6; they’ll be with our October subscription copies, or can be obtained online from www.thenmm.co.uk

THE CLASSIC MOTORCYCLE | SEPTEMBER 2020

Sammy Miller with GOV 132, his famous trials machine, at the Bashley Manor Museum.

everything we can to ensure you feel confident when joining us. “When you next visit it will be different but my staff and I will be here to welcome you and explain the measures we have taken. Our new 10,000 sq ft two storey extension was complete and ready for visitors just days before lockdown so, if you’ve enjoyed visiting before, we have much more to show you!”

Neews Events THE WAY WE WERE IN

SEPTEMBER 1920

Just two of the stunning machines offered by Bonhams in August – ex-Manx GP AJS R7 on the left, Matchless V-twin right.

Stunning summer sale Bonhams’ August sale (what earlier this year we were calling ‘April Stafford’) is set to be immense... despite being a few months behind original schedule! It will feature a vast array of machines, including the amazing Morbidelli Collection plus myriad other delights, including several Gold Stars and no less than three vintage cammy Ajays, as well as Vincents galore, ohc Velos and even a Matchless V-four,. In light of current guidelines and relaxing measures, Bonhams has announced viewing will be possible but strictly by appointment. All the lots will be on display at Bicester Heritage in Bonhams’ traditional Hangar 113. Social distancing measures will be in place, with gloves and sanitiser

available for those wishing to view motorcycle history files. Viewing times will be Wednesday, August 12, 1pm to 5pm, Thursday and Friday, August 13-14, 9am to 5pm, then August 15, 9am to 5pm, for lots 501-704 only. While public viewing is available by appointment, the auction itself will be conducted from a remote saleroom, behind closed doors and without public access, in accordance with the current government guidelines. All bidding will be online, via phone and with absentee bids. Sale times are Friday, August 14 spares and memorabilia (Lot 1-212) 10am; Saturday, August 15 motorcycles (Lot 301-462) 10am and August 16 Motorcycles (Morbidelli) (Lot 501-704) 10am. Details at www.bonhams.com or +44 (0)208 963 2817.

Billy McCosh One of Ireland’s leading racers of the 1950s and 1960s, Billy McCosh has died aged 81. A native of Ballymena, Co. Antrim, Billy’s first race was in 1956. During the 1960s and 70s, he was a regular at the TT, winning many replicas and finishing sixth in the Senior in both 1964 and 1965. His best finish at the North West was second in 1964. He finished racing in 1978, though was a regular participant at memorial events and parades. Billy died on April 5 and, because of the restrictions in place, was buried at a private ceremony, though a public remembrance is planned later.

Now it its third year (1914, 1919 and 1920) the Scott Trial was already famous, with this year’s Yorkshire-based trial attracting 132 entries, of which just under half completed the tough event, described humorously in the programme as: ‘Not a race, but a tragedy’. The first ‘Scott’ attracted 14 entries, all riding Scotts, and was opened to ‘all comers’ in 1919. While the entry requirements changed, the nature of the Scott remained – a tough route comprising boulder-strewn

1945

AMC of Plumstead Road, London announced its 1946 civilian range two months earlier – now models were available for inspection. As many expected, the 350cc Matchless G3/L (L for Lightweight) headed the postwar, two model line-up, supplemented by the 500cc G80 version. The G3/L was developed for the military in autumn 1940, with the first batches supplied to the War Office from early 1941. The 347cc Matchless shed 56lb (25kg) compared with its predecessor (G3) and was the first production AMC to sport hydraulically damped AMC Teledraulic Forks. It became a DR’s favourite.

drovers’ trails, Roman roads, narrow steep stone/mud/ grass surfaces, notorious water splashes (including Hebden Ghyll, Denton Moor splash, Dob Park splash), old mine workings, open moorland and more hazards designed to test every rider and machine.

Best solo performances:

Trade: Clarrie Wood, 3¾hp Scott, 243 marks gained Amateur: Billy Moore, 3¾hp Scott, 229 Under 350cc: GW Wilkin, 2¾hp Wilkin, 160

Weighing 344lb (156kg), the first civilian G3/Ls’ ohv engines (69 x 93mm) – with Amal 76 1 inch carburettor and marginally raised compression ratio over military forebears – developed 16bhp@5500rpm. Fitments included Burman four-speed gearbox, 5½in sls drum brakes, Teledraulic front fork and three gallon tank. Top speed was 71mph. Of similar specification, the G80 shared the 93mm stroke of the G3?L, but increased cylinder bore of 83.5mm gave 497cc. With compression ratio increased to 5.9:1 and Amal 89 1 3/32in carburettor, the G80 delivers 23bhp@5400rpm and a top speed of 81mph.

1970

As the GP season drew to a close, the world champions were: • 50cc – Angel Nieto, Derbi • 125cc – Dieter Braun, Suzuki • 250cc – Rod Gould, Yamaha • 350cc – Giacomo Agostini, MV Agusta • 500cc – Giacomo Agostini, MV Agusta • Sidecars – Klaus Enders/Wolfgang Kallaugh, BMW Billy McCosh, with daughter Debbie at Phoenix Park.

He is survived by his wife Denise, daughters Suzanne and Debbie and son Michael. Mark McCloskey.

THE CLASSIC MOTORCYCLE | SEPTEMBER 2018

1995

Meridian TV was broadcasting a series presented by Nick Knowles entitled Ridge Riders, featuring enthusiasts drawn

from the VMCC and The Classic MotorCycle, riding along ancient hilltop droves. Ricahrd Rosenthal.

Book Review

“Colin Seeley 1936-2020” The machines – the magic – the man Celebrating an industry great Written and edited by: James Robinson Available from: Mortons Media Group, Media Centre, Morton Way, Horncastle, Lincs LN9 6JR Tel: (01507) 529529 Hardback, 240 x 170, 50 pages with over 35 photographs £7.99 (UK) $11.99 (US) Welcome to this celebration of the life, times and works of Colin Seeley, and for whom the expression ‘human dynamo’ could’ve been coined. He was a most energetic and enthusiastic person who experienced huge highs and mighty lows, both professionally and personally, but who always projected a professional – and immaculate – appearance to the world. While not a biography, this small appreciation describes the life of Colin who passed away shortly after his 84th birthday in early 2020. However, whilst very good, this little book goes nowhere near to giving the full picture of the extraordinary experiences of a man who lived a life out of the ordinary. Born in Kent in 1936, the only child of Percy and Hilda, Colin left school with no qualifications but a noted aptitude for things mechanical and metalwork. His first job was with Harcourt Motorcycles, in his native Bexleyheath, before working for numerous businesses, including Halfords. Young Colin, always a man of style, passed his motorcycle test on his father’s Series A HRD Rapide and sidecar. Aged just 20, with the unwavering support of his parents, Colin opened his first business, in Belvedere,

Kent gaining the agency for Matchless/AJS and Greeves – machines on which he showed great promise as a scrambler. With the business going well, he realised his ambition in 1960 to go sidecar racing, with a well-worn Manx Norton outfit, and partnered by old friend Wally Rawlings. For 1961, a brand-new Matchless G50 was acquired and modified for sidecar racing on which the pair made their TT debut – a sensational sixth place was the result. The 1962 TT was even better, coming third and finishing the season as British sidecar champions. Colin finished his racing career on a high note by racing his FCSBMW into third place in the 1967 world championships. At 30, he became a motorcycle manufacturer – the halcyon days of the Seeley G50/7R era – joining Bernie Ecclestone in 1971 in his car racing effort. There was tragedy too in the period though, with the death of Joan, Colin’s first wife, who died in 1979. In her honour, Colin set up the Joan Seeley Memorial Trust. Joining auctioneer Bonhams as a consultant in 1999, he published a twovolume autobiography in 2006 and 200 8. With its many emotive photographs, this little book is, indeed, a collectors’ item. Book reviewed by Jonathan Hill.

THE CLASSIC MOTORCYCLE | SEPTEMBER 2020

Recommended reads

Although some of us may be able to start getting out and about for a few rides, there’s no likelihood of big congregations or events anytime soon. To keep you entertained, here’s a bit more suggested reading.

Velocette: Passion of a lifetime

SPEED: The One Genuinely Modern Pleasure

A Clubman at Brooklands

This beautifully put together and presented hardback book came to my notice via a review in, I believe, the journal of the VMCC. The price inclusive of postage of £40 from the Velocette Owners’ Club seemed a bit pricey for a book on a make much admired, but with the subject matter outwith any special interest to this reviewer. Well, that’s if one disregards a well-used 1952 LE as a 16-year-old! Any hesitancy has been comprehensively swept away by the excellence of this weighty publication. Ivan Rhodes will be already known as ‘Mr Velocette’ to many readers of The Classic MotorCycle, fewer may realise not only the extent of his engineering skills and those of his sons, but particularly the family’s immense practical contributions to the Velocette legacy. The book addresses its subject at many levels. Firstly it incorporates a detailed history of the company itself and its models, including the ones which were less than successful. It could, however, be said to major on the truly iconic models like the KSS, KTT, MOV, MAC, MSS, Viper and Venom. Also covered comprehensively are the supercharged ‘Roarer’ and the sole example made of its roadster derivative, the Model O. Rhodes’s copiously illustrated and detailed chapter on the former could be extracted to constitute a book in its own right. Only one example was ever made and this lost its engine internals over decades of storage. The monumental restoration by Ivan and his various backers of this complex bike to full working order must rank among the most amazing such feats ever performed. Perhaps the book’s outstanding merit derives from its being written by someone who can include writing and expression in their skills, but particularly can and has done the actual engineering of which he writes. I recommend this book to any committed enthusiast. It’s produced by Osprey Publishing, 01865 727022 or ospreypublishing.com Dr Nigel Stennett-Cox.

This highly readable hardback has 14 chapters of fascinating, often littleknown facts, each dealing with an episode of man’s obsession with going fast in the early days of motorcycle sport. Each chapter of the Mat Oxley penned book paints a picture of a single personality around whom the story is recounted. Men like unremittent speed freak T E Lawrence (‘of Arabia’) and BMW’s cool, calculating, multi-Land Speed Record holder Ernst Henne, who took his new wife on honeymoon so they could lie in the grass beside the Paris-Orleans Route Nationale at Arpajon while he observed UK rival Owen Baldwin at close quarters, in becoming the first man to break the 200kph barrier on his Zenith-JAP before tens of thousands of thrill-seeking French spectators who’d paid to enjoy this festival of speed. Later that year Henne piloted the supercharged BMW R63 to a world record 216.60kph (134.60 mph) in Germany – the first of several new such marks this ‘intelligent, diligent man’ would achieve. Mat also tells of French Canadian Jake De Rosier, Britain’s Joe Wright, the first to break the 150mph barrier, aristocrat Charles Jarrott (won Britain’s first race for ‘motor-bicycles’ held in 1897), Italy’s Piero Taruffi who, in 1937, become the first to officially break the 170mph barrier aboard the Gilera Rondine streamliner. Other gems include the revelation John Alfred Prestwich, creator of JAP engines, made the hand-cranked Prestwich 35mm camera was used to record Scott’s mission to the South Pole in 1913. Or how King Leopold of Belgium’s private army ensured huge wealth for him – and death for an estimated 10 million Congolese – in the years leading up to 1908, by cornering the supply in Belgium’s African colony of the only kind of rubber suitable for making John Boyd Dunlop’s newly-developed pneumatic tyres. And there’s more, much more. It costs from £25 (UK) and is published by Mat Oxley www.matoxley.bigcartel.com Alan Cathcart.

That we’re no longer able to speak first-hand to anyone who raced at Brooklands, means that books like A C Perryman’s take on an extra significance as our only first-hand account of what it was like to be, well, a clubman at Brooklands. Bert Perryman – who left school aged 16 in 1928 to start a working career on the railways – started racing at the track in the early 1930s, captivated by the sights and sounds he’d seen as a spectator. He began racing on a rare four-valve Red Hunter he bought new, while he also rode KTT Velos (and helpfully gives their engine numbers; helpful to a geek like me anyway – they were KTT266 and KTT514, out of interest; ‘266’ was sold by Bonhams in 2012) and an Excelsior Manxman, though it’s on 500cc Ariel Red Hunters he does his best work; at 14½ stone, he was a bit of a big lump for the smaller machines. One of the favourite things I learned was of the existence of the Bar One Motorcycle Club, which Perryman was invited to join; the only riders not allowed in were those who rode Norton, the ‘one’ of the club name! Many of us will have heard of the Bar None MCC club (formed by British soldiers in Egypt during the Second World War) and this was more than a likely a nod to the prewar Brooklands club. In 1939, Perryman took delivery of his last ‘racing’ Ariel, a rather trick, rear sprung Red Hunter that was reported as giving 32bhp (on 50/50 petrol benzole) and on which he rode in the last-ever race meeting at Brooklands, on July 15, 1939. After that, and with outset of war, the special Ariel was converted back to road-going specification – including a 6:1 compression ratio for Pool petrol – and served as a sidecar hauler during the hostilities. It’s a good read; printed in 1979, about £25 or so seems enough to secure a second-hand copy via eBay or Amazon. James Robinson.

If anyone wants to recommend a read please email jrobinson@mortons.co.uk About 300-350 words, please, and a picture of the cover if possible. 12

THE CLASSIC MOTORCYCLE | SEPTEMBER 2020

Readerss’ Letters YOUR VOICE & YOUR OPINIONS

Pongy Perton

I very much enjoyed the piece on old airfield circuits in the July issue. Does anyone remember Perton? It was a disused airfield not far from Wolverhampton, which for a brief period during the 1950s/60s was used for club events. I was pleased to learn recently that the site is now protected woodland supporting a wide variety of wildlife. Fifty-odd years ago the only wildlife there was a herd of cows grazing peacefully on the infield – at least, that was the idea. On the morning of a VMCC race meeting in about 1964, I arrived with my Scott (I still ride it) to witness a scene of frenzied activity. The cows had found a way through the fence and strayed on to the circuit. By the time I arrived, they had been returned to their pasture and the fence repaired, but

traces of their presence were still all too visible, and the marshals were wielding brooms like men possessed in an effort to make the circuit usable. They did a great job, but inevitably the surface was still extremely tricky… We rural motorcyclists know that cow dung has the lowest coefficient of friction of any substance known to man, and on this occasion a light shower of rain had made things even worse. Several riders came to grief and we all had some hairy moments. While braking early for a particularly treacherous corner, I was overtaken on the inside by a Big Port AJS: nothing remarkable there, other than the fact that there was no one on it. Next time round I saw its rider standing by the track and wiping his leathers. During the course

STAR LETTER of the race I became aware of a strange and unwelcome taste on my lips (open face helmets in those days) and cursed myself for running without a front mudguard. To those of you fortunate enough never to have tasted cow dung, I would say that it is not as foul as you might expect – let us be thankful that The Great Creator decreed that cows should be vegetarians. There was much hilarity in the paddock afterwards and no one was injured. I can’t remember who won, but he was either brave, clever and probably both. Happy days! Do the club racers of this present generation have as much fun as we did then? I do hope so. Bob Torrens, Bury St Edmunds.

Second only to the great Mike Hailwood/MV pairing in the 1965 Senior TT, Joe Dunphy on the Francis Beart Norton.

Exciting Thunderbird

With reference to the sprung-hub Thunderbird on the cover of the August 2020 issue. I remember back in the late 1950s, when I started racing, I met future Senior TT runner-up Joe Dunphy in the pits at Brands Hatch. Guess what he was racing? A sprung hub Thunderbird. I asked Joe what was it like round Paddock bend. His reply was one word: “Excìting!” Brian Stannard, via email.

Attraction of the artist Gordon Horner As an occasional reader of The Classic MotorCycle (for which I apologise) and Douglas enthusiast, I am usually attracted by the cover picture, this time the classic Thunderbird on the August 2020 issue doing the trick. Having read the articles, I then thumbed through the pages and arrived at the ‘Day

at the Races’ (page 81) piece and was immediately attracted to the illustration on the cover of the Snetterton programme because it was by my favourite illustrator, the great Gordon Horner. I believe he was a ‘staffer’ at Iliffe Press and his illustrations appeared in all their publications but mainly, The Autocar, appearing in that

magazine from about 1947. For me, there was nobody who could better his rendition of ‘action and movement’. Look him up, everybody. Neil F. Murray y, via email. Right: The artist responsible for this fabulous artwork was Gordon Horner.

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THE CLASSIC MOTORCYCLE | SEPTEMBER 2020

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