trophy winner easy alliance unit triumph tr6
magni bmw r100s
april 2015
! E E R F ! E E R F ! E lement p E p R u s F e g a ! p E 32 FRE
Number 4 April 2015
£4.10
Wrongly maligned? Making a case for AMC’s Lightweights
PLUS:Veteran Motosacoche
‘Mouth to mouth’ Resuscitation Run Indians for every budget Nick Jefferies interview Bristol Show report
Editor’s welcome
OW SUBSCRIBE N FOR ONLY
. 50 £18 page 16
Roy Poynting’s column (on page 78 of this issue) has raised some points. He muses on the subject of whether the actual ride is interesting, or whether it is about things that happen around it, for better or for worse, that provide interest. For me, this goes some way to explaining why I first became interested in old, or classic, motorcycles – to make the riding more memorable. I’d quite quickly realised I wasn’t destined to be the next Kevin Schwantz or Carl Fogarty, as soon as I started riding on the road. While lots of my friends crashed parallelimport Supersport 600s in the late 90s and early 2000s, I rattled about on an old B31 or whatever, mainly as it was a bit more ‘involving’ to ride. The only way to make a 170mph 600 exciting was to go fast; to get 70mph out of the B31 was excitement enough. I progressed through various other examples of ‘Brit iron’ (ES2/Thunderbird/Comet et al) before gradually my tastes migrated older and older, first 30s, then into the world of handchanges and such. Next, it’ll be belt drives and hopefully, eventually single-speeders… So, what does it have to do with Roy’s column? Well, my point is that the more difficult, the more challenging something is to ride, then the more memorable the actual ride is. A steady 40mph on a belt-drive singlespeeder is more memorable than 140mph on a Fireblade. And that is the beauty of the classic – especially if it takes you out of your comfort zone, then the ride, the challenge, becomes the memorable thing. I was thinking this as I filled in my application for this year’s Irish Rally – I’m opting for a 1924 Bradshaw-engined Montgomery, shown below, a beaded-edge tyred, handchange 350cc single, on which to do the four-day 600-plus mile event. Sure it’d be easier to ride the 1930 Sunbeam Model 9 again and though that’s handchange etc, it can pull up pretty much any hill in top, can stop relatively well and almost keep up with ‘modern’ traffic. So, the underpowered Monty it is… I’d love to be able to acquire the BRS Norton mentioned in Alan Whitehead’s letter this month (page 18) and maybe have a go on that, but I think that would be just a bit too extreme to actually use for anything; still, I’d be up for giving it a try and I guarantee every ride would be ‘memorable’. But on a final note to go back to Roy, at the Bristol show I was reprimanded by Diane (Mrs Poynting) for looking like I’d called Roy ‘Old Peculiar’ on last month’s cover. I’d never even ‘twigged’ it and I promise Roy, it was completely inadvertent, it was the OEC to which I was referring!
Canary yellow Rudge, as displayed at Earls Court in 1937, was centrepiece of Rudge club’s colourful display.
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JAMES ROBINSON Editor
26 Contributors
James Adam Bolton, Roy Poynting, Jeff Read, Richard Rosenthal, Jerry Thurston, Alan Turner, 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
IN ASSOCIATION WITH
CONTENTS ISSUE | APRIL 2015 Archive photograph ..........................................6 News ...................................................................8 Diary ................................................................14 Subscribe and save........................................16 Letters ..............................................................18 Bristol show.....................................................20 AMC Lightweights ..........................................26 Magni BMW ....................................................36 The ‘Resuscitation Run’ .................................42 Triumph TR6 Trophy .....................................52 Straight from the plate ACU National Rally, 1954...............................57 Closer Look - Racing at Brooklands, 1920....62 Motosacoche...................................................68
20 68
Jerry Thurston column...................................73 Nick Jefferies interview ..................................74 Men who mattered – Dennis Poore ...............76 Roy Poynting column ..........................................78 Marque of distinction – Indian......................80 You were asking ..............................................82 Restoration Guide – Ambassador Super ‘S’....86 Tech feature – New Imp restoration part V......90 Classic camera .............................................106
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POST: The Classic MotorCycle, PO Box 99, Horncastle, Lincolnshire LN9 6LZ EMAIL: jrobinson@mortons.co.uk
Middleweight contenders These rather heavy ‘lightweights’ were up against it with the BSA C15 to contend with, but they were still quick, comfortable and very stylish. Words: STEVE WILSON Photography: GARY CHAPMAN
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AMC | Lightweight singles
T
he AMC four-stroke ‘Lightweights’ were famously only called that in retrospect, to distinguish them from the preunit ‘Heavyweight’ singles. In fact at around 325lb dry, the Matchless G2/AJS Model 14 were at least 40lb lighter than their G3LS/Model 16 ‘Heavyweight’ 350cc equivalents, but 45lb heavier than their main UK competitor, BSA’s popular 250cc C15. The AMC machines had actually never been intended as a light model aimed at young, first-time learner riders. The range had been conceived in the mid-1950s, with 1960’s 250cc learner limit several years off. The model had been launched in March 1958, at first for export only, as it aimed very much at the European market, where 250cc singles with good economy and generous tinware had been selling well.
Year-round export, also to markets like Australia and New Zealand, was important to the Plumstead factory, so as to maintain a regular flow of production and not risk losing skilled men during slack periods. Another factor relating to the new single range was the necessity to use as many parts as possible for it in common with AMC’s projected G1/G4 unit construction twins, which came very close to launch before being aborted in the early 1960s.
The Lightweights were not exactly a success, were they?
Yes and no. Continental trends changed, while in the UK market they couldn’t compete with the C15 on price, availability and spares back-up, or with the less numerous Royal Enfield Crusader and its variants on top speed and style; and the AMC offering did have its share of flaws.
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Mouth-to-mouth | Endurance run
Run REsuscitation
it’s nice to have a ‘point’ rather than just go for a ride on your old motorcycle. Even if the point is seemingly a bit obscure… Words: JEFF READ Photography: JEFF READ, DAVE GIBSON, TIM SIMKINS, JAMES ROBINSON
W
hat would three ‘post middle aged’ but active gentlemen with GSoH be thinking of when they envisaged going mouth to mouth together? Yes, you have guessed correctly – we planned a motorcycle run on rigid machines that visited every location in England with ‘mouth’ in its title. As we planned to travel from ‘Mouth to Mouth’ we christened the trip the Resuscitation Run… it took many beers to come up with that gem. The protagonists were Dave Gibson (1937 Norton Model 50) and Tim Simkins (1951 Velocette MAC) from the Brooklands section of the VMCC, and me, Jeff Read (1929 Norton Model 18) from the Isle of Wight section. We located 29 ‘mouths’ scattered across the land and joining the dots on the map we estimated that the route would be about 1950 miles and take a week. We expected to be in the saddle for approximately 60 hours. Unsurprisingly, most of the places to be visited were near the coast. I live near Yarmouth on the Isle of Wight so it seemed a natural place to start, and it was agreed that we would travel anticlockwise round the country. We had a pact to stick to 50mph (ish) – it was not a race, but neither was it a gentle tour. Our embarkation date was set for early July. In fact, starting during the second week of Wimbledon. The reason for choosing that week was simple. It always rains on the first week of Wimbledon and the tournament falls behind schedule, the sun always shines during the second week and they catch up. So the second week of blissful sunny weather would be ideal for the trip. However, the auspices were not good. A few days before the start date I broke a toe and damaged my ankle. The foot was too swollen to get a boot on so the trip was rescheduled for early September, however, a family bereavement meant it had to be postponed yet again to September 17, 2014. It was decided to extend the tour from seven days to eight because the limited daylight hours left no margin should problems be encountered. A good decision…
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The ClassiC MoTorCyCle | APRIL 2015
Right: Setting off after the Horncastle stop-over. From left, Jeff Read, Dave Gibson and Tim Simkins.
Below: On the Woolwich Ferry crossing to Creekmouth.
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As well as the new engine, the 1963 TR6 Trophy featured a freshly designed frame with a single front downtube and a strengthened swinging arm pivot, which was lug bolted to the rear engine plates and rear subframe. Continuing standard components from previous models included the easy-lift centrestand and an anti-theft lock. The Trophy used coil ignition, replacing the long-established magneto ignition system that most Triumphs had used in the years prior to 1963. It was fitted with new handlebars, while Amal twistgrips replaced the Triumph units that were used previously. The TR6 Trophy was originally a larger version of the 500cc TR5 model of the same name. The TR6 was aimed primarily at the American off-road market, where it proved to be immensely popular and became
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among the best loved of the ‘Desert Sleds’ due to its aptitude for racing in the sand. It is worth noting that, at this point in history, the 650cc Triumph range was perhaps the most ‘complete’ offered by any maker in the world. The T120 Bonneville had appeared on the scene in 1959 and was an instant hit, both in America and on our native soil (or rather, Tarmac). The Thunderbird was still a very popular road-going machine (though the Tiger 110 had been discontinued) and the Trophy, with its punchy engine and good all-round ability, was still selling reasonably well despite the stiff competition from both in and outside of Meriden. The price of a brand new TR6, off the showroom floor in 1963, was £303, which compared to the Bonneville favourably, with the price of that extra carburettor (and extra kudos?) £15. nd E
Triumph | TR6 Trophy
Finer details triumph tr6 trophy EnginE: 649cc four-stroke parallel twin ComprEssion ratio: 8:1 BorE x strokE: 71 x 82mm CarBurEttor: Amal Monobloc powEr output: 40bhp ignition: Lucas coil transmission: Triumph four-speed gearbox FramE: Full cradle with a single front downtube suspEnsion: Triumph hydraulically damped telescopic forks in the front, swinging-arm in the rear BrakEs: 8in SLS drum front, 7in SLS drum rear
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Meet Nick Jefferies at the Carole Nash Classic MotorCycle Show at Stafford over April 25-26, 2015
A brief chat with...
Nick Jefferies
Being part of a family with a long and proud association with motorcycling, it was no surprise that Nick Jefferies became a successful trials rider and racer. Words: MICHAEL BARRACLOUGH Photography: MORTONS MEDIA GROUp, NICk NICHOLLS
A
s the son of 1930s motorcycle legend Allan Jefferies, the inauguration of Nick Jefferies into the world of motorcycling took place literally from birth. He attended his first TT in 1953 (he was only a year old at the time) and rode in his first competitive event 14 years later. Now, after innumerable trials and 87 races on the Island, he’s still pursuing motorcycling with the same unescapable fervour. When he was first starting out there were long journeys to be made – some with, and some without, the aid of father Allan. Alternative arrangements had to be made when a van was not an option. Nick recalls riding home one night from the Red Rose Trial in Lancaster on his 125cc Suzuki; whizzing through the darkness with a can of petrol strapped to his back. On one occasion he caught a train to Liverpool with his bike in the guard’s van, rode to the docks and took a boat over to the Isle of Man. Anything for the possibility of a ride. Some of Nick’s notable accolades include a victory at the Manx Two-Day Trial, the Formula 1 TT and the Senior Manx Grand prix. Though his beginnings were primarily as a trials rider, the undulating TT course beckoned and Nick heeded the call, joining his elder brother Tony as a racer on the Island. Nowadays Nick works as a consultant for auctioneers Cheffins, and also enjoys playing golf, when time allows. Motorbikes are never too far from his mind, however.
How did you get started in motorcycling?
My dad was very involved with the ACU and the Bradford motor clubs, so every weekend we were either helping to organise a trial or he was a steward at a scramble or at the Esholt Sprint. Every weekend was either a trial, a scramble, a race or a sprint throughout my childhood. We very rarely went anywhere for a simple holiday. Even today I find it hard to go on proper holidays, because we didn’t do holidays.
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What was the very first motorcycle you owned?
I didn’t own bikes as such really; we sort of grabbed hold of bikes we could use. For my brother (Tony) and me, the first bike we actually rode was a BSA Dandy in 1959. He was 11 and I was seven. We had a quarry at the back of the shop which was absolutely ideal, and I saw him on the quarry riding this twospeed BSA Dandy and I just started yelling and sobbing because I couldn’t ride, and he let me have a go. Much to his amazement – and mine – I managed to jump on it and just set off. I grinned from ear to ear and, much to his disdain, he had to share it after that, which wasn’t his plan at all.
Classic life I imagine that, being a member of a family synonymous with motorcycling, competitive riding was something you were introduced to very early on? Yes. I was desperate to start competing, but this was no schoolboy sport. I got myself to about the age of 13 and was still three years away from being 16 and I got into football big time. I still love my football and was football crazy for about three years until December 1967, when my Christmas present was an ex-works Triumph Cub that had been Gordon Farley’s. I absolutely worshipped at the shrine of that bike. Suddenly I was six months away from being 16, and I was back to bikes again. Pocket-handkerchief trials (non-road trials, which meant that you could ride without a road licence) were just coming in then, so I managed to ride three events before my 16th birthday.
So, your first competitive event was a pockethandkerchief trial?
It was at a local motor club based in Halifax – Calderdale-based really – and that was April 7, 1968. My dad took me to this trial in a van because I was just short of 16. I still have the report for the trial. I finished third in it, in the novice class. I hadn’t a clue what I was doing really. There was always a reporter from MCN there in those days, and I got a mention because I was the son of Allan Jefferies. I was glowing with pride that I got third novice in my first trial. I would say never look back, but for me it was the best thing ever.
Your brother Tony also enjoyed a very successful racing career. Did you often compete when you were both starting out, maybe in the quarry?
Yeah, we had fun there. He started in 1964 doing trials but by 1966 he was racing, and then just did the odd trial for fun. I didn’t start competing until 1968, by which time he was working down at Coventry at the Triumph factory. He came back to work at the shop in 1970, the year I left school, and we occasionally did the odd trial together. We did the ’71 and 72’ Scott Trial together; he’s one of the few racers who has got a Scott Trial finishing certificate. I remember a club trial we did in late 1971; it was sheet ice, and we raced each other
TIMELINE
1952
Nick Jefferies is born on June 1.
1953
First visit to the TT at the age of one.
1959
Rides a motorcycle for the first time.
1967
Gets the ex-works Tiger Cub for Christmas.
1970
First Scott Trial.
1973
Finishes third in the Manx Two-Day Trial.
1983
Wins Senior Manx Grand Prix.
1987
Signs up to race for Honda.
1993
Wins Formula 1 TT on a Castrol Honda RC30.
2002
Races in his final TT.
2015
Guest of Honour at the Stafford show, along with brother Tony.
over a moor and I had the most enormous crash right in front of him. I think he had to get a mate to get me off the moors and get the bike back to the van because I was completely gone.
You and Tony are both very well known for riding at the Isle of Man TT. Can you describe what made you want to race on the Island?
I was at the Manx Two-Day Trial in 1973 – itching to start racing, to be honest. I finished third in the Manx Two-Day Trial behind two great riders, Martin Lampkin and Malcolm Rathmell, and I finished on a home-made Honda. I felt like I’d won the trial really. I thought: “I’m really going places now, but I want to go racing.” All I wanted to do was race round the TT course.
How did you prepare for those races on the TT course?
Well you had to be very fit. When I was riding at the top of my game competing with the likes of Hislop, Fogarty, Joey [Dunlop] and McCallen, the level you had to ride at was high. They were superb riders, these guys. I wasn’t bike-fit like they were because I didn’t race a lot – I was always at work. I only turned out for special events such as the TT. I found it very hard to be as sharp as they were. It was quite a shock to the system suddenly going from trials bikes to racing round the Isle of Man. I could do it, but it took a while to get your eye in.
What was it about trials riding that first drew you to it? Does that passion date back to the quarry behind the shop?
Yes. That, and the fact that my dad was such a fantastic trials rider. I watched Arthur Lampkin, Sammy Miller, Jeff Smith, Gordon Blakeway, Gordon Jackson and all the great riders of the late 1950s to early 1960s. I watched them all and I sort of felt like trials were what I had to do, but I hadn’t been doing trials long before my brother had had a lot of success in racing, and the Isle of Man had a calling somehow. I’ve been to watch two trials recently and I still love to watch trials. I think, before I’m too old, that I will have another little go for a bit of fun. d En
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Next month
LIGHTWEIGHT OPTIONS Four-stroke BSAs in miniature The Classic MotorCycle is brought to you by... Editor James Robinson Tel 01507 529405 Fax 01507 529495 email jrobinson@mortons.co.uk staff writEr Michael Barraclough Tel 01507 529541 Fax 01507 529495 email mbarraclough@mortons.co.uk @MJ_Barraclough PublishEr Tim Hartley divisional Production Editor Val Dawson contributors in this issuE James Adam Bolton, Roy Poynting, Jeff Read, Richard Rosenthal, Jerry Thurston, Alan Turner, Steve Wilson dEsiGnEr Holly Munro rEProGraPhics Simon Duncan
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thE classic MotorcYclE usPs:710470 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 MOTORCYCLE, c/o Motorsport Publications LLC, 7164 Cty Rd N #441, Bancroft WI 54921. 715-572-4595 chris@classicbikebooks.com PrintEd bY William Gibbons & Sons, Wolverhampton. © Mortons Media Group Ltd. All rights reserved. No part of this publication may be reproduced or transmitted in any form or by any means, electronic or mechanical, including photocopying, recording, or any information storage retrieval system without prior permission in writing from the publisher. ISSN No 0263-0850