Editor’s welcome
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Last month I alluded to ‘another story’ involving a swinging arm Velocette, but actually, that is currently a non-story, as effectively I’ve done nothing to it or with it. Not a thing. It’s a combination of circumstances, with that annual event that always happens at the same time but somehow seems to catch us all out collectively (aka Christmas) also adding a veneer of chaos to proceedings. The way it (time) panned out meant that we had what was in effect 10 working days (plus weekends and evenings) to do this issue, so it has been a rather involved period, and with the Newark show in the middle of that too. Christmas did mean I started my collection of bits for the new project Velo, although I have also managed to get side-tracked again, as by idly searching eBay (as many of us do, I’m sure) with my usual search of ‘Velocette rolling chassis’ what popped up was indeed a rolling RS (swinging arm) chassis, which would ideally house the Viper engine I keep stepping over in the shed. But as I already bought the other Velo last month, funds and space are limited – it’s ironic that for years, what I’ve half searched for should appear for sale at the moment I can least afford it, but I suppose that’s just how it goes. What it’d be more sensible to do is sell said Viper engine and put the money into sorting out the more complete machine. But then when does sense come into any of it? Talking of Velos, I did manage to have a day out riding over the Christmas period, having borrowed my dad’s 1966 MSS (which incidentally is the machine featured in our January 2003 issue) for a good 100-mile rattle about the countryside and coastal roads of East Anglia. It was great fun and it makes one realise what the point of all this is. Old motorbikes really are superb fun to ride. This takes me neatly on to my cousin Peter’s KTT, which is featured in this issue. In my opinion ‘mark one’ cammy Velos are among the most fun motorcycles to ride of all, and this one featured is now enjoying a rejuvenated life in Australia, being used as was intended, ridden for pleasure and fun. Apart from when my cousin keeps it in the house, as (to paraphrase something a friend of mine said years ago about a bike in the house…) it’s better to look at than the television.
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JAMES ROBINSON Editor
36 Regular contributors
Tim Britton, Rachael Clegg, Jonathan Hill, Roy Poynting, Richard Rosenthal, Martin Squires, Jerry Thurston, Alan Turner, Phil Turner, Andy Westlake, Steve Wilson.
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 | MARCH 2019 Archive photograph .......................................... 6 News ................................................................. 8 Newark show .................................................. 12 Letters ............................................................. 14 Norton Commando (Gus Kuhn) ................... 18 Subscribe and save ........................................ 26 Ariel VB ........................................................... 28 Moto Guzzi V50 .............................................. 36 Velocette KTT ................................................. 42 Royal Enfield New Bullet ............................... 50 BSA scooter ..................................................... 56 Stan Dibben profile – part two ...................... 62 Closer look – AJS Porcupine & Matchless G45 ............................................ 68 Men who mattered – HFS Morgan................ 74 Triumph 3TA/5TA rebuild ............................. 76 Allan Hitchcock interview............................. 78 Roy Poynting column .................................... 80 Jerry Thurston column................................... 82 Sketchbook travels ......................................... 84 You were asking .............................................. 86
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Restoration guide – Royal Enfield K & KX ... 90 Technical feature ........................................... 92 Next month ..................................................... 98 Diary ..............................................................110 Classic camera.............................................. 114
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POST: The Classic MotorCycle, PO Box 99, Horncastle, Lincolnshire LN9 6LZ EMAIL: jrobinson@mortons.co.uk
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» Every issue willwill be be sent hothot offoff thethe press andand delivered straight to your house » Every issue sent press delivered straight to your house » You’ll never miss an an action-packed issue or supplement again » You’ll never miss action-packed issue or supplement again THE CLASSIC MOTORCYCLE | MARCH 2019
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Crash, bang, wallop…
(but) what a picture It wasn’t easy to capture a mid-crash picture in the late 1930s, which makes this one all the more remarkable. Photography: MORTONS MEDIA ARCHIVE
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ith the brake lever indicating it is being hard applied and the front wheel locked, plus foot down, there is only one thing that’s going to be coming next – and that’s exactly what happened, as The Motor Cycle man Ambleside parted company with his Matchless 38/G4 Super Clubman, during a test to compare and determine which front tyre was more effective, a ribbed or a studded. The story of the picture is The Motor Cycle’s editor Torrens (Arthur Bourne) had stated he believed a ribbed tyre was better for road work than a studded one. Several readers took him to task, so Ambleside was asked to investigate… He was sent to Brooklands with the 350cc Matchless, as well as both types of tyre, with Dunlop providing fitters. At a dank, damp and wintry Brooklands (this was in early January 1938) Ambleside rode down the finishing straight, and braked from 30mph, 40mph and 50mph, first with the ribbed tyre. He achieved a set of ‘exceptionally good’ figures though after a few goes, performance tailed off a little, owing to the ‘misuse’ of the brake. Eventually, a reliable set of figures was attained – from 30mph the average the Matchless pulled up in was 64ft. From 40mph it was 118ft and 50mph, 179ft. Ambleside further explained his technique: “To prevent myself from automatically easing off the brake application I had so adjusted the brake lever that, with the brake full on, I could keep my second finger in contact with my thumb. Thus, so long as my thumb and finger remained in contact, I knew that I had not involuntarily slackened off my braking.” To that end, he reported some “signs of locking and even skidding” at 30mph. “The steering certainly wavered, but no skid caused a deviation of more than an inch or so of the straight line.” But at higher speeds, there were no problems, and:
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THE CLASSIC MOTORCYCLE | MARCH 2019
“….from 50mph the braking might have accomplished by the back brake only, so small was the effect on the steering noticed”. Next it was time to try the studded tyre. “In the first place, the braking figures were not nearly so good as those obtained with the ribbed tyre… (I) obtained such surprising results that, in order to convince myself and others, I was forced to repeat the whole series of tests, but with the same results!” With the studded tyre, the results were – 30mph stopped in 72ft, 40mph, 128ft and 50mph, 190ft. He added: “But that is not all. Using the studded front tyre, I got into some uncontrollable front-wheel skids when braking at 30mph. One of those skids is illustrated. “Something of a story is attached to the photograph. I had suggested to The Motor Cycle cameraman he should stand near to the spot where I had previously noted that the front wheel showed signs of locking. He did so, and I then proceeded to ride down the track at a steady 30mph. On reaching my braking point I applied the front brake in the manner I have already explained. “At first all was well, but a split second after reaching the predetermined spot I was lying on my side with the unfortunate Matchless sliding along on its side at 20-25mph. The cameraman managed to get the picture though, which, you will see, shows the Matchless and myself moving at approximately 25mph with the front wheel locked and skidding to the left, although it is turned to the right. A second or two later I was 15 yards from the model!” Ambleside concluded: “From now on I am convinced that Torrens is completely correct in his belief. I have proved to myself that the ribbed tyre in most instances is superior.” The unfortunate Matchless (a 38/G4 Super Clubman) had already been the subject of a road test in The Motor Cycle, January 6, 1938, where it received plenty of praise. “One cannot help falling completely for its
charming ways,” being among the platitudes lavished upon it. It was made a Super Clubman – as opposed to Clubman – on account of its red-pannelled and chromiumplated petrol tank and red-and-gold lined wheels rims. Interestingly, when Motor Cycling tested the model in August of 1938, it seems they were given the same one (EJJ 64) that The
Classic archive
Motor Cycle had earlier in the year – crash damage now repaired, one imagines. This followed on from Motor Cycling having undertaken (in December 1937) a 1000-mile non-stop test on the 500cc version (the 38/G90 Super Clubman) and: “Since then we have had many enquiries regarding the 350cc edition.” Hence the test, which saw EJJ 64 used to
cover the Scottish Six Day Trials during its ‘several weeks’ with Motor Cycling, as well as service as a London commuter, before it passed to another staff member (A McAnnick) who, with a high-compression piston fitted, took it back to Brooklands and recorded a 79mph maximum, compared to The Motor Cycle’s 70.8mph earlier in the year. He concluded: “The exhaust note is
very hearty and might be objected to when travelling full-bore or accelerating hard, but that is the only critic I could make.” As a final note, a check on the registration number EJJ 64 reveals it is still on a 350cc Matchless, registered in October 1937, though it has not been taxed since 1987. So if it’s lurking in the back of your End shed, do let us know!
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News Events
News&Events New Year’s Day gathering
Last call for Bristol Get a move on to make it to the 39th Carole Nash Bristol Classic Motorcycle Show, over the weekend of February 2/3, 2019. It’ll be a classic extravaganza, with all manner of interesting machines – which aren’t seen anywhere else – on display.
There is always an element of optimism in any of the New Year’s Day gatherings that take place around the country, reflecting on hope for both the year ahead and the day’s weather. Among the many successful meetings this year, unseasonably warm conditions greeted the informal get-together at Isfield. The quiet East Sussex village is tucked away in a corner bordered by the A22 and A26 trunk roads, not far from the Bentley Motor Museum and home to the Lavender Line heritage railway, with an adjacent pub. All eminently suitable features for the occasional gathering of older machinery and this year it attracted a wide variety to the pub car park and station yard, including riders from the local VMCC section. One of the oldest vehicles was Derek Harper’s Clyno outfit, comfortably achieving
NEWS IN BRIEF ALL CHANGE AT NORTH LEICESTER MOTORCYCLES
Time-served Moto Morini specialist North Leicester motorcycles has sold up all its stock to Mdina Italia who will, hopefully, seamlessly take over as the ‘go to’ Morini experts. They are at www.mdinaitalia.co.uk or 0845 6809005. Morini sales and service will handled by Lusso Veloce. www.lussoveloce.com or 01530 261192.
PIONEER RUN
The 80th Pioneer Run takes place on March 24, 2019. Start will be Epsom racecourse, the finish on Madeira Drive, Brighton. It’s the biggest pre-1915 motorcycle event in the world.
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Tim Eade swings his 1938 Ariel and sidecar out of the Isfield station car park.
Tom Arter AJS for auction Among the many fascinating machines in the April Stafford auction is the ex-Tom Arter 500cc ohc AJS, which was campaigned by both Arter and other riders in the immediate postwar era. Based on a preSecond World War machine, it was significantly updated and remains in that form, with aftermarket rear suspension and telescopic front forks. Estimate is £16-18,000 – details from bonhams.com/motorcycles
THE CLASSIC MOTORCYCLE | MARCH 2019
Making it a happy new year at Isfield, with a 1914 Rover front, right.
centenarian status. Another outfit, Indian, the other a JAP, installed in a Norton frame to make a very a 1938 Ariel VH500, was piloted convincing special. The owners by Tim Eade – a fitting choice confirmed the bikes were ridden for Tim, a more recent convert to frequently, including taking part older bikes, having spent many years road-racing outfits. in the Irish Rally. Bikes arrived, bikes departed, Among the assortment of solo it was a suitably relaxed occasion machines, two venerable largeand if 2019 continues the trend, capacity V-twins were parked, it is going to be a good year! displaying ample evidence of Alan Turner. regular use. One was an early This 1925 Velocette 250cc Model B has required little attention since the present owner (who prefers anonymity) acquired it as a Millennium present. Already well sorted when bought from another enthusiast for Hall Green products, the bike was really a chance purchase. Since then, it has been ridden and enjoyed over many miles.
Big Driffield sale in March nears
DAH auctions in Driffield has been asked to auction the lifetime collection of Mike Hanson. Unfortunately, Mr Hanson’s dementia has meant he has been admitted to a care home. Much of the vast collection of motorcycles date from the dawn of riding until the Second World War and have been stripped to their basic parts, with no labels to assist with the cataloguing and identification. The complete machines range from a 1930 Velocette KTP, a 1927 Sunbeam Model 9, a 1930 Triumph Model X, and a 1934 Indian Sport Scout. Projects include a Rudge Special and a Norton CS1. Of more interest though, are the Pioneer spares which range from a c.1903/4 Rover engine, a c.1904 Whitley engine (only the second known example), a c.1909 Fafnir engine, a 1921 Matchless Model H engine and partial frame, several Rover engines and frame parts. There are a large quantity of early carbs, magnetos, gauges, mudguards, wheels and gearboxes. They will be sold, without
This BSA Gold Star has only had two owners from new, while the Matchless looks like an ‘interesting’ project for someone brave!
reserve, on March 2, at Sledmere House in East Yorkshire. Other entries include a matching numbers and two owner BSA Gold Star DBD34, £15,000-20,000; a 1912 Rover 3.5hp, £8,000-12,000 and a 1938 OK Supreme at £6000-8000. For further information please contact Andy Spicer on 01377 253151 or andrews@dahauctions. com.
War over, so a raft of makers were announcing their peacetime programmes. While some were revising old models, others, including ABC (Walton-on-Thames) had designed new motorcycles. ABC marketed a foreand-aft twin before the war, but now, drawing on the company’s wartime experience constructing aero engines, ABC and designer Granville Bradshaw had a new model. The 3hp machine featured an ohv over-square (68.6mm x 54mm) transverse twin cylinder engine with gate change four-speed gearbox mounted in a spring frame. The engine used concave aluminium pistons, lightweight rocker gear and slender pushrods to cut reciprocating masses, drive from the gearbox was via a bevel box and thence chain to the back wheel, while leaf suspension and drum brakes were employed. Returning to production
with updated models were Radco, Metro-Tyler, Excelsior and Wolf. E A Radnall and Co, Vauxhall Works, Dartmouth Street, Birmingham, was offering direct drive and two-speed versions of its 211cc two-stroke machine. The Metro Two-Stroke Co and the Tyler Apparatus Co Ltd of Bannister Road, North Kensington amalgamated some time before and duly announced a range based on their 296cc single cylinder two-stroke engine, under the Metro-Tyler brand. Excelsior (Bayliss, Thomas and Co) catalogued a fourmodel range of 269cc Villiers powered lightweight with options of single-speed, twospeeds with or without clutch and three speeds. Engine maker JAP of Tottenham, London, was updating its range with Wolf (Wulffruna Eng Co Ltd, Brick-Kiln Street, Wolverhampton) using the revised 292cc side-valve unit for three models,
1944 The ban on fitting wireless receiving sets to cars or motorcycles, introduced in 1940, had been lifted.
1969
See www.thenmm.co.uk for more details or call 01675 444123.
Off-road collection offered Bonhams has announced details of the sale of the Sant Hilari Collection, to be offered on Saturday, April 27, 2019 at the two-day Spring Stafford Sale (April 27/28, 2019) at The International Classic MotorCycle Show. The entire 100-strong collection of competition machines will be offered without reserve.
March
1919
The benefits of being a friend One of the most important aspects of the National Motorcycle Museum friends’ scheme is giving its members the chance to take part in some unique activities that just wouldn’t be possible otherwise. Some of this unique content includes Classic Bike Tours, Ride a Classic Days and Workshop Training Days.
THE WAY WE WERE IN
The vendor amassed this collection of machines over a lifetime spent as both a competitive rider and a works mechanic for several top-flight teams. The collection charts the development of many manufacturers including several prototype examples. Details from www.bonhams. com/motorcycles
Just five riders from 75 starters completed Ilkley Grand National Trial. Sudden warm weather melted deep snow so quickly, Yorkshire’s Moorland was so sodden, many riders drowned their machines in swollen streams. Even victor Alan Lampkin had to pump water from his engine and after three laps and 24 miles,
just eight men were left standing, with three more retiring on the last lap. Winner: ARC Lampkin, (128cc Gaunt Suzuki) Finishers: R Edwards, (170cc Cotton); M Wilkinson (250cc Greeves); A J Lampkin (128cc Gaunt Suzuki); J M Kendrew (128cc Gaunt Suzuki)
1994 Kevin Schwartz (Suzuki) led home an all-American charge at Eastern Creek, Australia in the seasonopening 500cc GP, trailed by Wayne Rainey (Yamaha)
and Doug Chandler (Cagiva). Italian Max Biaggi (Aprilia) won the 250cc race and Kazuto Sakata (Aprilia) the 125cc category. Richard Rosenthal.
THE CLASSIC MOTORCYCLE | MARCH 2019
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News Events
Sidcup host 29th Jack Thompson Trial
Words: ALAN TURNER Photographs: RALPH TURNER The first Sunday in December is the regular date when the Sidcup and District MCC plays host to the annual Jack Thompson Classic Bike Trial. The club is justifiably proud of this event, in 2018 held on December 2, with a pragmatic attitude as to what bikes are eligible. With exclusive use of the land at Canada Heights, near Swanley, Kent, the club has developed, and continues to develop, the large area as a first class off-road motorcycle facility. As the main focus of the day is on older, British bikes (perhaps best not to mention some of the riders may not be in the first flush of youth) the clerk of the course has quite a challenge to provide an enjoyable day out for a wide range of bikes and competitors. The eponymous trophy is awarded for the best performance in Class A (fourstroke, pre-unit), riding the white route, the hardest of three options. It is a chance to see and hear trials irons from previous decades used as their makers intended. The 2018 trial was the 29th event and many riders have ridden in quite a few of them. However, just two riders, Joan Westbrook (BSA C15) and Bob Onley (Velocette MAC) can claim to have ridden in every Jack Thompson. While there were 10 entries from the continent, several were recorded, unfortunately, as non-starters. The rain that had fallen in the days preceding the trial resulted in some well-filled puddles and mud-holes around the course. With plenty of moisture in the ground, there was no shortage of mud. Grip and clean section scores became hard to find. On the strength of his victory last year, Phil Wiffen was riding number one on his superbly prepared Matchless, a shortstroke 400cc conversion. In spite of being pathfinder, he got right through to Section 17 before losing his first marks, an energetic three as he urged the bike up some steep and very
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Left: Joan Westbrook, one of two riders to take part in every JT Trial, gauges the right amount of throttle to get her long-serving BSA C15 out of this slot and on her way to a class win. Right: Den Etheridge and his 600cc VB Ariel, with Andy Wood keeping the third wheel down. A tumble later on resulted in retirement.
Velocette specialist Bob Onley has ridden all the Jack Thompson events and was out again on his MAC.
Decades of progress may have rendered it long obsolete, but Belgian entry Pierre Borms’ 500cc Ariel HT5 still looks a very effective motorcycle.
Tom Bartrum on his 185cc Vantage BSA lost 20 marks to take his class win.
slippery banks. With no further loss, his nearest challenger after the first, 20-section lap, was Daniel Carter (Norton) who was 14 marks down. The second lap took a further five marks from Wiffen, a dab and two twos, the last of which was a fine performance over the seventeenth section that beat many of the entry on the hardest of the three route choices. Daniel Carter also carded the full five marks lost, for a second lap total of 10, leaving Wiffen to claim the trophy again. Another potential challenge had soon evaporated as three-time former winner Paul Edwards (Triumph) was forced to retire after just three sections. The red route proved very tough for the Pre-Unit bikes, with Steve Thompson (Triumph) securing the class premier but with the considerable loss of 76 marks. Runner-up was Geoff Cornes (500cc Matchless) with a score of 100. David Wiffen was riding the second of the family Matchlesses, his was a 410cc long-stroke version and 18 marks secured the class award over the yellow route, some way clear of Graham Brown (TriBSA) on 53. Some of the other classes
were closely fought. In the four-stroke, unit construction category, Steve Mannerings (BSA C15) was on 17 marks for the premier, but with a tie on 18 marks, the ‘most cleans’ gave the first class award to Steve Monk (350cc Royal Enfield) while David Strank (BSA C15) got the second class. Conditions were far from easy for the older, girder forks/rigid frame bikes. Dave Blanchard persuaded his Triumph Tiger 70 single around for a loss of 50. Jack Thompson veteran Bob Onley lost 60 on his Velocette. The two-stroke entry makes a sizeable presence at the Jack Thompson. There are plenty of Villiers-based bikes, but converted road bikes are also a popular option, the Bantam a particular favourite. The 185 Vantage Bantam of winner Tom Bartrum was one such example finishing with a two mark advantage over Bryn Matton’s 250cc Francis-Barnett. Dean Latter was the best of the 13 riders who elected to take the red route. His Sprite and his riding obviously well up to the challenge as they left Douglas Johnson and his 250cc Dot some 32 marks in arrears. The club was pleased to
receive more sidecar entries this year, with 10 outfits out to do battle over the yellow route. Peter Pesterfield had his first Jack Thompson victory in 2002, but can now add a fifth to his further successes over the years. With passenger Deborah Smith, they lost 20 marks on their 500cc Ariel. There was a battle for awards among other former winners. With 23 marks lost and 33 cleans, Paul Fishlock/Debbie Merrell (500cc Ariel) went one place better than Paul Randall/ Richard Webb (500cc Triumph). While the trial has had much good fortune with weather conditions, the 2018 will go down as one of the tougher ones, but most riders relished the harder challenge. A long list of retirements featured quite a few riders who usually do well. Former sidecar aces Dick Ramplee and Chris Etheridge were among them, as was Vic Allan MBE, (riding his unusual MV single). Tiger Cub specialist Graham Bridger is usually a front runner, but managed just one lap. With the 30th Jack Thompson already pencilled into next year’s calendar, the club is looking to make a great day even more of an occasion.
THE CLASSIC MOTORCYCLE | MARCH 2019
Book Review ‘The Moto Guzzi Story’
Third Edition Author: Ian Falloon Published by: Veloce Publishing Ltd, Veloce House, Parkway Farm Business Park, Middle Farm Way, Poundbury, Dorchester DT1 3AR. Email: sales@veloce.co.uk Fax: 01305 250479. Hardback, 210 x 270mm (portrait); 264 pages with over 280 photographs and illustrations. ISBN 978-1-787111-32-5. £40; $60 USA.
Carlo Guzzi was born in Milan in 1889, where he studied engineering and worked for the motor company Isotta Franchini. However, it was not until the First World War, when he served as a mechanic in the Italian Air Force, that his dream of building his own motorcycle became a reality, when he met the pilot and motorcycle enthusiast Giorgio Parodi, an alliance that would eventually see the formation of one of Italy’s greatest motorcycle manufacturers. Parodi was born to a wealthy ship-owning family and it was his father who had guaranteed the financial backing for the venture. By 1921, the Moto Guzzi company was established at Mandello del Lario, on the shores of Lake Como. Even though the company was named after Carlo Guzzi, Giorgio’s father Emmanuele retained all the company shares. Carlo, the engineer, was paid a royalty for each machine produced, but never had any financial interest in the company. The story of Moto Guzzi is one of a fiercely proud and individual company. In the world of motorcycling, there is no other marque that has been brave enough to be so original, and to follow that with incredible racing success. From the outset, Carlo Guzzi, and his underrated brother Giuseppe, eschewed conventionality. Their early designs were so advanced that they had extraordinarily
long production runs. Along with the large number of small capacity motorcycles produced after the Second World War, and specialised racing machines, it was the horizontal four-stroke single-cylinder engine, with the large external flywheel, that epitomised Moto Guzzi until the mid1960s. From the late 1960s, the transversely mounted 90 degree V-twin engine became the company’s symbol. If one aspect characterises Moto Guzzi, it is continuity. The great 500cc Falcone was in production from 1950 to 1976, and the V7, which originally saw the light of day in 1966, continues today as a 1200 powering a variety of models. From Carlo Guzzi’s Tipo GP of 1921 to the Norge and Stelvio of today, every Moto Guzzi has been unique. More recently, Moto Guzzi has seen two changes in ownership, and under the umbrella of the Piaggio Group, has enjoyed a resurgence in style and development. With the help of Moto Guzzi staff, past and present, and foremost Guzzi expert Ivar de Gier, motorcycle historian Ian Falloon presents a comprehensive history. Every racing and production motorcycle from the birth of the company to the present day is described. Appendices with complete specifications provide the definitive chronicle of a much-loved marque. Book reviewed by Jonathan Hill
THE CLASSIC MOTORCYCLE | MARCH 2019
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Start of the season In what had now become the season opener, the CBG winter classic, at Newark, welcomed a record number of visitors, as well as star guest Freddie Spencer.
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Words: JAMES ROBINSON Photographs: GARY CHAPMAN
ewark showground played host to the Classic Bike Guide winter classic on January 4-5, the first weekend of 2019. The event attracted a huge number of attendees, its special mixture of a combined motorcycle and scooter show attracting a diverse and enthusiastic crowd. Given that Freddie Spencer was guest of honour, it was appropriate Garry Kendrick’s Honda was chosen as best in show, and although Spencer made his name (and won his world championships) racing Honda two-strokes, the big red, white and blue 1985 V-four came from the year Spencer cemented his name in the history books, being the season he won both 250cc and 500cc world championships, the last time that feat will be witnessed. Ken Thirtle’s immaculate little 1926 175cc Dollar two-stroke was best of the vintage bunch, the latest machine to be beautifully restored by the productive Mr Thirtle.
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The Gold Star Owners Club always put on a good display at Newark, with this year no exception – from their ranks, Graham Inger’s lovely 1960 DBD34 was best of the post-war classics, while from the same stand, Peter Haywood’s 1955 DB32 was best unrestored – discovered in a garage in 2014, having languished there for around 50 years. The owner previous to Peter bought it for £60 and raced it at Cadwell Park, where it bent a valve; the owner started to strip it down, but mid-way through the job, with the tank, seat and cylinder head off, his wife called him in for dinner and there the Goldie sat for five decades, with the spanners still on the floor next to it, to complete the job, which was never finished. Peter bought it and finished the work never completed. Although two Goldies were awarded with individual prizes, the club wasn’t selected as best club stand by their fellow exhibitors,
with that honour going to the UK two-stroke effort. Featuring a whole range of ‘strokes’ – from 1970s and 80s Japanese machines, to a vintage Scott – the display was wonderfully presented, and the club were deserving of the £750 top prize. Runners up (£500) were the Poachers pre-65 trials, with third (£250) the CRMC. Mike Curtis took best competition prize with his 1964 Matchless Metisse, a machine built to contest the European scrambles championship. It was one of half a dozen beautifully presented machines courtesy of Mr Curtis. Spread over three halls, with a tented outdoor autojumble area too, the winter classic has always been fortunate with the the weather, with this year no different. A fire-up area proved popular once again, while the moto gymkhana added an element of ‘movement’ to End proceedings too. 1. The Italian Motorcycle Owners Club can always be relied upon to present an attractive and eclectic display.
CBG | Winter Classic
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2. Pushrod models and a single two-stroke from the Velocette OC. 3. Freddie Spencer, here on the right, talks with compere Steve Plater. 4. The tented outdoor autojumble area. 5. A bit of noise and smoke was added to proceedings, thanks to the fire-up area. 6. Garry Kendrick’s best-in-show-winning VF1000 Honda. 7. The 1965 Triumph TR6SC of Colin Crewther was top private entry. 8. Nicely presented Dollar from Ken Thirtle. 9. This Goldie languished in a barn for 50-odd years, being liberated in 2014. 10. Graham Inger’s 1960 DBD34, best post-war machine. 11. The 1953 Suzuki Freewind, here with owner Heidi Cockerton, was best vintage Japanese. 12. Moto gymkhana was taking place outside.
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THE CLASSIC MOTORCYCLE | XXXXXXXX 2018
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Readers’ Letters YOUR VOICE & YOUR OPINIONS
Renold and Reynolds In Tim Britton’s article ‘Less on the shelf’ (February 2019) about his Triumph rebuild, caption number seven, page 77, refers to the confusion between Renold (transmission engineers) and Reynolds (tube manufacturers). This took me back to 1977 when I started work as a junior draughtsman for Renold Ltd at their research and development centre in Wythenshaw, Manchester. It was Hans Renold, the founder of the company, who patented the bushed roller chain in 1880. By running the rollers on bushes that are pressed into the inner plates of the chain, and having
the pins of the outer links run through the bore of those bushes, wear is considerably reduced. Prior to this innovation the rollers turned directly on the pins. This design still holds today. However, it was the ‘confusion’ statement that made me smile. I was with Renold Ltd for three-and-a-half years, mostly involved with the design of conveyor chain and large sprag clutches. About four years later, after working as a design draughtsman with the United Kingdom Atomic Energy Authority, I went to an interview for a design job with a new, startup, ‘high tech’ engineering
company. The interview was conducted by the founder and director of the company (a top Cambridge scientist) and, pointing to my CV, he said: “I see you can’t spell the name of the company you worked with for over three years!” Confused, I asked what he meant. “It’s R-E-Y-N-O-L-D-S, you’ve missed the Y and S!” he replied. Suffice to say I corrected him, but he just looked over his glasses at me with a sort of ‘don’t try and pull the wool over my eyes, young man’ expression on his face. Anyway, he took me on and I was with that company for 20 years – somewhat longer than he managed,
Renold Ltd – not to be confused with the makers of tubing, Reynolds.
as he was ousted in a boardroom coup about five years after our first meeting. I will always be grateful to Renold Ltd, as they took a chance on a young man with no experience and started me out on a 27-year engineering career.
Also, as a lifelong cyclist, I’m grateful to Reynolds tubes for their wonderful 531 tubing! Both of the companies are still going, which must say a great deal for the quality of their products. Mark Brett, via email.
Patrick Godet and his Eglis It will be well-known in the motorcycle world by now that Patrick Godet, the builder of the fabulous Egli-Vincents, died on November 26, 2018. Patrick was a great friend of mine and will be sadly missed, and I am very fortunate to own the superb Egli twin built by Patrick as his show bike for Stafford in 2004. Although the bike was built for a customer (as a 50th birthday present from his wife), the arrangement was that after the show it would be ridden and assessed by Alan Cathcart, and indeed you featured the machine in The Classic MotorCycle of December 2004. The same, or very similar article by Cathcart
14
also appeared in the September/October 2004 copy of the French Moto Revue Classic. I say ‘or very similar’ as there are some small differences. Perhaps it was just a matter of translation. One of the Moto Revue pictures shows the original French number plate of 3139 WR 76, but when the bike was brought into England it was obviously given an English number plate. When I bought the bike from the first English owner in October 2007, I sold my Series D Egli, but I retained the Shadow’s number, to go on it. This bike has therefore had three different numbers since 2004. I have made some small modifications
THE CLASSIC MOTORCYCLE | MARCH 2019
from the specification in 2004, the main one being dispensing with the fairly low clip-ons and fitting some custom-made bars, some 10in higher. Sometime before I bought this Egli, I was at Patrick’s workshop near Rouen with my late, old mate Phil Primmer. Phil had been making some fibreglass stuff for Patrick as far as I recall. Phil knew I coveted an Egli twin and mentioned this to Patrick. At that time Patrick had a customer’s Egli twin in the workshop and he told me to take it for a ride. As I had no helmet or riding gear with me, I borrowed Patrick’s ‘casque’ – much too big for me! On the way back, I had to do something
The Egli-Vincent owned by Colin Manning, the 18th machine built by the much-missed Patrick Godet.
of an emergency stop when a car pulled out of a field right in front of me. The bike anchored up very well, despite the damp road, but Patrick’s too-large-for-me helmet slid down over my eyes, completely blinding me. I proceeded carefully back to the workshop, where Phil photographed what he said was the biggestever grin on my face. By coincidence, it was Phil who put me in touch
with the first English owner of the Egli, who was reluctantly selling the bike due to a serious medical condition. I enclose a picture of my bike, apparently the 18th built by Patrick and the first Sport GT (i.e. dual seat, non-café racer). It is a wonderful bike, and I, and many others, will miss Patrick a great deal. Adieu, mon ami. Colin Manning, Hythe, Kent.
Readers’ Letters WRITE TO: The Classic Motorcycle, PO Box 99, Horncastle, Lincolnshire LN9 6LZ EMAIL: jrobinson@mortons.co.uk
The Hitchcocks and an early start Many thanks for your excellent feature (September 2018) on Jock and Don Hitchcock of Folkestone, Kent. I lived in nearby Hythe and knew Jock well. As you have related, Jock was a larger than life character. In 1946, when I was 15, I had a 3T De Luxe 350cc Triumph twin on order at Jock’s. His payment system was purely on trust. Jock gave you a payment card and, as you had to wait several months for a Triumph, I started small payments straight away, but when the bike arrived, Jock trusted you to pay in full. However, in December 1946, Jock rang me up and said that owing to the very icy conditions of the winter of 1946/47, some other customer had declined delivery, and would I like my bike now? I said: “Jock, I’m not 16 until March and have no licence.” Jock snorted: “Don’t worry about that...” So I took delivery of my beautiful 3T Triumph four months before my licence was issued. True, my older brother Ron had a
licence and he coached me over that very cold winter. Often on icy roads we rode many miles around Kent and Sussex. I purchased many bikes from Jock, including two Speed Twins and a Tiger 100. Jock was not always overflowing with bonhomie, but he was always ready to service and repair his customers’ motorcycles in an efficient and competent manner. Jock was a good bloke and, as evidenced from your feature, a great motorcyclist. He never spoke about his prowess in competition etc and I’m sure most of his clients were unaware of his success in trials, especially the ISTD. I am now aged 87 years and still riding motorcycles. I am riding in Perth, Western Australia, and have been riding on the road 72 years – perhaps some sort of record – owing to my early start! Thank you again for so many happy memories and a wonderful magazine. Richard Matthews, Mundaring, Western Australia.
Fuelling the difference I feel qualified to respond to Roy Poynting’s recent article headed ‘A little knowledge is a dangerous thing’ (January 2019) because I have very little knowledge but have often been called dangerous! Roy writes: “Absolutely none of these effects is actually likely to be noticeable to ordinary users of ordinary motorbikes,” while discussing recent changes made to the fuel we buy. Perhaps so, but some engines can prove very sensitive to fuel type. I have a ‘Busy Bee’ cyclemotor. This thing was designed by Edgar T Westbury, a skilled model engineer, and was intended to power a bicycle. It was only sold as a set of rough castings and needed a lot of work by the home constructor to make the finished article. The instructions were published in Model Engineering magazine in 1951 and the design is slightly unusual in terms of combustion chamber shape and gas-flow generally. The thing is just over 50cc and sits over the back wheel, driving the tyre by a grooved roller. It’s a deflector piston two-stroke, but the ports are just rows of round holes rather than the usual rectangular windows. This has the
The ‘Busy Bee’ owned by Derek Langdon. The type of fuel he uses is proving critical to its good running.
advantage of removing the need for piston-ring pegs, as the ends of the rings can’t get caught in the parts, and drilling holes in the barrel is pretty easy. It has an odd piston crown as well. If you imagine a pork pie with two overlapping bites taken out of the top edge of the crust, that’s what it looks like. It only uses a bush as the crankcase seal rather than a modern oil seal and it’s appallingly short of cooling fin area for an engine that sits behind the rider with little cooling airflow, so it runs extremely hot. I bought mine unfinished and even though most of the work had been done, it still took a lot of faffing about to get it to run properly. Piston clearance is ultra-critical and the piston has to have exactly the right amount of taper. I rode it a lot in 2016. It
would pull about 20mph on the flat and had very good torque for hill climbing. But it started to lose power as if it was coked-up. It felt a bit like weak mixture but it four-stroked as well. I tried everything – bigger main jet, needle up, needle down, pulled the engine apart – all was quite clean inside. It was so bad I was having to pedal assist, even on the flat. Finally, I tried super unleaded petrol. This transformed it and it pulled as well as ever and I was able to revert to the original carb settings. The supermarket petrol I had been using had clearly altered and simply didn’t suit this engine. So, in these days of consumer legislation, why aren’t petrol companies obliged to tell us what they’re selling? Parrot-droppings in pond water? Derek Langdon, Edwalton, Nottingham.
Fond Goldie memories are rekindled SUBSCRIBE TODAY PAGE 26 16
With reference to the Goldie and its racing history (Jan 2019), in 1956 I had a 350cc Goldie that I raced. To make it lighter I took off dynamo, lights, centre stand, silencer and
THE CLASSIC MOTORCYCLE | MARCH 2019
saddle. I fancied myself on the brakes and the 8in brake was good. Coming to the end of the Norwich Straight at Snetterton there was no fade. I found the suspension too
soft, so I put Woodhead units on the rear and thick oil in the forks. One thing came to light round Paddock Hill (Brands Hatch) – at the bottom, in the dip, the frame
grounded right side bottom loop, the piece that goes around the oil pump. Believe me this did happen before my suspension adjustment! BA Stannard, Surrey.
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