The Classic MotorCycle August 2015

rare beauty fast& fun motoborgo v-twin

ducati mk3 single

auGust 2015

EVEnts:

BikeShed montlhĂŠry Lansdowne round up Asi motoshow

The civilised

SOLDIER SO LDIER IER Army model with impeccAble mAnners

PLUs: Velocettes on track The Kreidler racer

postwar triumphs Dutch Harley museum collection

Editor’s welcome This month has seen attendance at a variety of shows and events, as well as riding a fair few different machines.

The BikeShed event in London was well worth a look (see the report on page 20), while we had a great day out at Cadwell, too – there’s a story about that on page 66. Add to that Banbury coming up this weekend, and that’s three events which are really quite diverse, but which are all held together by the common bond of old motorcycling.

There’s also an event I wished I’d gone to; the Vintage Revival Montlhéry, which looks absolutely fabulous. I’ve actually been to Montlhéry before – but more than 10 years ago now – and it’s definitely back on my list of ‘things I must do’. Then there’s all the museums to visit (and revisit), the shows to attend, the runs to go on, club nights, shed nights, books to read… there are really so many facets which make up the movement, it is almost overwhelming.

Personally, I relished the opportunity to finally get a ride on my Velo MAC at Cadwell; built by then-VMCC racer Steve De’Ath in the early 1980s, it really has got some ‘beans’ and I’m now excited about a few more outings. It’s funny, that period of machine is what excites me most; as someone commented to me at Cadwell; he had both a rigid and a swinging arm machine with him, and said: “[I] should have just bought the rigid, way more fun.”

And of course that’s what it’s all about, fun, though the short wheelbase MAC gave my ‘wangy’ (as a friend described it; had no idea what the word means, but it’s great, and apparently is something along the lines of ‘wobbly’ or ‘wonky’!) shoulder (an old injury; trials sidecars are not for the clueless) a bit of pulling about, so will be investigating a steering damper, I think. Otherwise, though, what great fun and thanks to the hard work of the Morini crowd for organising it.

Couple of apologies to end on; we re-used the same right-sided picture of Ray Meggett’s AJW in last month’s issue, so there’s a left hand one on this month’s news pages, while comment has been made about picture re-use elsewhere too. There was also a mix-up about the Ixion Cavalcade, which again is explained in news. We’ll try to ensure it doesn’t happen again and sorry for any confusion caused.

OW SUBSCRIBE N FOR ONLY

.50 £18 page 16

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JAMES ROBINSON Editor

Contributors

James Adam Bolton, Roy Poynting, Richard Rosenthal, Jerry urston, Phillip Tooth, Alan 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. 715-5724595 chris@classicbikebooks.com

60 CONTENTS ISSUE | AUGUST 2015 News.................................................................8 Diary..............................................................14 Subscribe and save.......................................16 Letters ...........................................................18 BikeShed show report ..................................20 Lansdowne round-up ..................................24 Montlhéry Vintage Revival ..........................26 ASI MotoShow ..............................................28 Triumph TRW super profile ........................32 Henley Sports ...............................................42 Borgo and Motoborgo..................................48 Straight from the plate .................................53 Ducati Mk3 (spotlight).................................58 Dutch motorcycle museum.........................62 Moto Morini Club track day ........................66 Kreidler 50cc racers, part two......................72 Dom Loram interview..................................70 Men who mattered – Titch Allen.................80 Roy Poynting column...................................82 Best TT racer at Stafford show, on track at Cadwell; Frank Allinson on his Mk.V KTT.

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Jerry urston column.................................84 Marque of Distinction – postwar Triumph 86 Martin Squires’ sketchbook.........................88 You were asking............................................90 Restoration guide – Norton International ..94 Classic components .....................................94 Technical feature – BSA fork strip ...............96 Next month ................................................112 Classic Camera ..........................................114

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POST: The Classic MotorCycle, PO Box 99, Horncastle, Lincolnshire, LN9 6JR EMAIL: jrobinson@mortons.co.uk or mbarraclough@mortons.co.uk

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The ClassiC MoTorCyCle | AUGUST 2015

BikeShed | 2015

6

In the

Shed…

Old, new, custom, classic… it’s all there at the BikeShed event, this year held on May 22-24.

Words and photography: JAMES ROBINSON

T

he café racer craze has been bubbling under the surface for several years, though it is becoming ever more mainstream; indeed, when I went to Australia in 2004, I visited Deus Ex Machina, on the Parramatta Road, and had a glimpse at all the Yamaha SR500 based and such specials they were building.

‘The craze’ arrived on these shores a few years back, and seemingly continues to grow apace, especially if this year’s BikeShed event is anything to go by.

Crowds were noticeably up on last year, while it didn’t just seem to be the ‘hardcore’ this year, as there were plenty of families and children coming to the venue at Tobacco Docks, in London’s docklands, to have a look at what people are building.

But while some of those people are indeed ‘creatives’ in sheds, workshops and lock-ups, it’s becoming big business; witness that Triumph, Ducati, Harley-Davidson and Yamaha all had a presence at this year’s BikeShed, with Triumph actually sponsoring the do.

1 The BikeShed. A

mixture of machines, ideas, influences and ages.

2 Updated bevel

V-twin Ducati looks the part.

3 Trackmaster-framed Triumph. Purposeful and beautiful.

4 BSA A7 was really

But air-cooled boxer BMW twins still seem to be the mainstay of the movement, though there was lots of variety about too, but the most innovative use must have been the long, low-slung Villiers powered Francis-Barnett Plover. It is surely the most ‘distinctive’ Barnett in the world and while it might not be to everyone’s taste, it was certainly cleverly executed, with strong attention to detail.

Other stunning machines involved a number of Triumph powered efforts, with, to my eye, the Meriden engined machines looking better (neater, more lithe) than the Hinckley powered offerings.

Though to me, personally, the ‘genuine’ Trackmaster framed Triumph flat-tracker looked way better than the low-running, rigid framed, girder forked, unit Triumph engined special.

While the latter had some neat touches on it, the former was built for a purpose and just happens to look great; the latter was all about style over function and though it was eye catching, it had lost view of the functionality of why things are generally created.

As ever at these type of events, I come away thinking that all these modern café racer/special builders are trying to attain a look that we, in the classics world, are familiar with.

Any one of say a K10 AJS, a ‘generator’ Triumph Trophy, Douglas DT5, a Mk.VII KTT, any number of desert sleds, Clubman Goldie and so on (and on) could hold its head high in the company on display at Tobacco Docks – the difference been those machine were constructed initially for purpose, using the best of what was available to do the job demanded, with their fabulous appearance a happy by-product.

Whereas those being built now are purely about style.

One and the other should, really, happen together.

The subtle upgrading of a bevel engined Ducati worked for me, while a Harley-engined take on a Norvin/Triton was pretty too. A bright orange BSA A7 engined flat-tracker was attracting lots of attention, and looked the part, while parked up outside were any number of classics – a Sunbeam S7 and Indian Scout among them – while an ‘old skool’ Triumph hard-tail ‘chop’ harked back to the days just after Easy Rider came out and when ‘factory customs’ was a term yet to be coined, when people were building their own ‘choppers.’

In conclusion? The BikeShed event is well worth visiting and appreciating, if nothing else that it is nice to see a big, diverse and different crowd looking at what are at a glance, if not actually, ‘old’ motorcycles.

End

nicely turned out, and attracting plenty of attention.

5 A Francis-Barnett Plover, unlike any most of us have seen before…

6 A unit Triumph,

with girder forks, rigid frame and a bicycle saddle.

“The Francis-Barnett Plover was surely the most distinctive Barnett in the world.”

THE CLASSIC MOTORCYCLE | AUGUST 2015

21

The Motor Cycle, November 29, 1951

580

ROAD of current TESTS models

499 cc side-valve A provocative might-have-been: Hybrid twin with SU carburettor

I

N 1944 Triumph produced an interesting 499 cc side-valve vertical twin.

Designed to meet a Ministry of Supply specification, the 5TW, as the machine was designated, was built extensively from light alloys.

Electron was used for the major engine castings and aluminium alloy for such components as the mudguards, fork outer covers, toolbox and air filter.

The result was what Triumph believed to be the ideal so far as military machines were concerned.

The military parallel-twin Triumph has an attractive performance.

Late in 1948, however, the War Office decided the cost of such a machine could not be met by a stringent peace-time budget. So a compromise was reached. Triumph was to supply what was, in fact, a Trophy machine, slightly modified, and with the side-valve engine unit retained.

Appropriately, the compromise machine was named The Hybrid. In accordance with the MoS requirements, it had to weigh under 300lb, be capable of 80 mpg at 30 mph, of fording 15in of water and of stopping and restarting on a gradient of 1 in 2.24 - an interesting and efficient military vehicle.

The model tested was, basically, a standard Hybrid. However, there were several departures from normal in that the test model was fitted with an SU instead of a Solex carburettor, cylinder block and head were cast iron instead of light alloy; and the gear ratios (5, 5.95, 8.45 and 12.2) were higher than those on the Services Hybrid (which are 5.8, 8.25, 12.80 and 16.85 to 1).

Since there is no intention of producing a machine based on that under review, the test machine cannot be described as a prototype. This is disappointing, because, if produced in quantity for the civilian market, it could be relatively inexpensive - and there is little doubt that it would quickly attract a wide following.

The Triumph side-valve, vertical twin-cylinder engine represents a notable advance in side-valve engine design. In the first place, starting is so easy that it may well be said to set a new criterion in this respect. Lowspeed pulling is altogether exceptional - for a parallel twin-cylinder engine of any class - yet top-end power is good and there appeared to be no limit to the use of speeds bordering on maximum.

In order to make a cold start it was necessary only to turn on the petrol, raise the mixture control on the carburettor about a quarter of an inch, and lightly prod the kick-starter.

Almost irrespective of the degree of throttle opening, the engine would fire instantaneously. A few seconds after a cold start, the mixture control could be moved downward to its normal running position. On most occasions it could then be forgotten entirely until the following morning; only in very cold weather was it required for a second time in one day.

Engine idling was exceptionally quiet, slow and reliable. When the engine was cold there was some degree of piston slap and tappet rattle, but these decreased to such an extent that it was only when the engine was warm that a slight whine from the timing gears could be detected. These noises, it should be mentioned, were apparent only to one kneeling alongside the machine listening intently for them. To a rider in the saddle, engine sounds were apparent only as a faint sewing machine-like whirr suggestive of wellassembled, well-lubricated machinery - the whirr was audible only if the machine was stationary and not alongside another vehicle. When stationary in company with other traffic, the only indication that the engine was working was a just perceptible tremor at the tank and handlebar.

Irrespective of whether the engine was idling or running at a fast tick over, bottom gear could be engaged cleanly and quietly. Though not as light in operation as a Triumph clutch can be, the clutch freed perfectly and took up the drive smoothly and positively.

The exhaust was markedly quiet, so quiet, in fact, that full advantage could be taken of maximum acceleration in the indirect gears. Acceleration was 'moderate' rather than 'brisk'. It was, of course, considerably in excess of that required merely to thread through city traffic smartly.

Cruising speed could be anything between 30 mph and 65 mph. For a considerable part of the test the machine was cruising at 60 mph. The engine was perfectly happy at this speed and there was no discernible vibration. There was no suggestion of fuss or revs and at no time was there any indication that the machine was being overdriven.

Even if abused, the side-valve unit never overheated.

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THE CLASSIC MOTORCYCLE | AUGUST 2015

The Motor Cycle, November 29, 1951

581

Triumph Twin and cast-iron cylinders and heads made for the services Power on hills was very good indeed. An outstanding feature was the way in which the throttle could be shut on a steep up gradient and the engine then made to pull hard on a wide throttle opening. It would pull hard down to tick over speeds. Much of the thrill of riding briskly in hilly country was lost because of the wide difference between second and third gear ratios. The engine often had to be allowed to slog in third gear or rev unduly in second.

There was an inclination not to make full use of the excellent low-speed power because of a perceptible transmission harshness at low rpm.

The disposition of the exhaust ports no doubt contributes in large measure to the excellent engine cooling. The small diameter exhaust pipes are right out in the air stream where they leave the ports. During the test, neither pipe discoloured more than faintly. There was slight gas leakage from the joints of the exhaust pipes with the ports. Slight external oil seepages came from the valve-chest cover joint and from the valve-chest breather pipe which terminates under the crankcase.

As usual, the Triumph gear change gained full marks. The gear pedal had to be moved in a leisurely manner if scrunching of the pinions was to be avoided, but the change was light and the pedal movement commendably short.

With its hydraulic control and long movements, the telescopic fork provided a high degree of comfort and positive steering throughout the speed range of the machine. At speeds near the maximum when on roads with bumpy surfaces the steering became rather lighter than some riders might care for and some use of the steering damper might be considered desirable.

Road-holding was well above average for a machine with an unsprung rear wheel and the rear-wheel hammer was severe only on worn, secondclass road surfaces. High-speed cornering could be indulged in with confidence. Handling on slimy road surfaces was of an exceptionally high order.

Both brakes were light in operation and, used in unison, extremely powerful. The braking figure of 32 feet was achieved on a wet road surface

SPECIFICATION

Left side of the engine unit, showing the BT-H. AC generator.

and represented the limit of the amount of braking which could be safely used, rather than the amount available. Neither brake was adversely affected in the wet weather encountered during the test.

The riding position proved extremely comfortable for a rider of average stature. Good control is afforded at high or low speeds, and full-lock, feet-up turns are easily accomplished without the rider having to raise himself off the saddle. Manual controls were reasonably light in operation.

Carried unobtrusively in the outer half of the primary-chain case is a BT-H alternating-current generator. Current is taken directly to the 36w headlamp bulb; full output was reached at road speeds as low as 15-15 mph on top gear (which is a lower speed than one would normally use on top gear because of transmission snatch). The driving beam was sufficient to allow speeds of 50 mph on main roads after dark.

INFORMATION PANEL

ENGINE: 499 cc (63 - 80mm) side-valve vertical twin. Fully enclosed valve-gear operated from a single camshaft in front of crankcase. Single piece, forged, lightalloy connecting rods with pushed-in, steel-backed white-metal bearings running directly on crankpins. Built-up crank-shaft. Plain and ball bearings supporting main shafts. Dry-sump lubrication. Oil-tank capacity 5 pints.

CARBURETTOR: SU. Twistgrip throttle control. Mixture control by manual lever controlling sliding jet.

IGNITION and LIGHTING: BT-H, magneto and BT-H. alternating-current generator. 36/36w double-filament headlamp bulb controlled by handlebar dip-switch; 6in headlamp.

TRANSMISSION: Triumph four-speed gearbox with positive foot control. Gear ratios: Top 5 to 1. Third 5.95 to 1. Second 8.45 to 1. Bottom 12.2 to 1. Four-plate clutch with cork inserts running in oil. Primary chain, 1/2in x 0.305in in cast aluminium oil-bath case. Secondary chain 5/8 x 3/8 in with guards over top and bottom runs. Rpm to 30 mph on top gear, 1,882 approx.

FUEL CAPACITY: 3 1/8 gallons.

TYRES: Dunlop. Front 3.25 x 19in studded tread. Rear 4.00 x 19in Universal.

BRAKES: 7in diameter 1 1/8in wide front and rear.

SUSPENSION: Triumph telescopic fork with hydraulic damping.

WHEELBASE: 53in. Ground clearance 6 1/4in unladen.

SADDLE: Terry. Unladen height 31in WEIGHT: 366lb fully equipped, with panniers and one gallon of fuel.

ROAD TAX: ÂŁ3 15s a year; ÂŁ1 0s 8d a quarter.

MAKERS: Triumph Engineering Company Ltd, Meriden Works, Allesley, Coventry.

499 c.c. side valve Triumph Twin (Services model).

PERFORMANCE DATA MEAN MAXIMUM SPEED:

Bottom *39 mph Second 55 mph Third 65 mph Top 72 mph *Valve float occurring.

MEAN ACCELERATION: 10-30 mph 20-40 mph 30-50 mph Bottom 3.8 secs Second 4.8 secs 5 secs 6.8 secs Third 8.8 secs 7.6 secs 9 secs Top 9 secs 10.4 secs Mean speed at end of quarter mile from rest: 59 mph Mean time to cover standing quarter mile: 21 secs PETROL CONSUMPTION: At 30 mph 116 mpg. At 40 mph 96 mpg. At 50 mph 78 mpg. At 60 mph 67 mpg BRAKING: From 30 mph to rest. 32 feet (surface wet tar macadam) TURNING CIRCLE: 10ft 6in MINIMUM NON-SNATCH SPEED: 16 mph in top gear WEIGHT Per cc: 0.73lb.

THE CLASSIC MOTORCYCLE | AUGUST 2015

37

Quality products

From motorcycles to pistons, Edmondo Borgo was always at the forefront of technology, though his motorcycle manufacturing days came to an abrupt end.

Words and photography: Phillip Tooth

M

ention Borgo to most motoring enthusiasts and they’ll think ‘pistons.’ Based in Turin, The Borgo Piston Company was founded in 1923 and specialised in making lightweight alloy pistons. They were still making them 65 years later, when Borgo was taken over by multinational powertrain manufacturer Federal Mogul. But before he started experimenting by adding copper to aluminium and die-casting his revolutionary pistons, Edmondo Michele Borgo was making motorcycles.

While still at university, Edmondo bought several German-made Fafnir engines with automatic inlet

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ThE ClassiC MoTorCyClE | AUGUST 2015

valves and side exhausts and bolted them to sturdy bicycle frames. He was soon hooked on the internal combustion engine and in 1906 Edmondo designed one of his own, which he fitted in a proper motorcycle frame just in time for that year’s Turin Exhibition. E M Borgo was in business.

That first 500cc Borgo engine featured Edmondo’s own carburettor, with a butterfly throttle valve in the throat of the alloy intake manifold and a stubby, finned exhaust. It was fast – Edmondo won the 1906 Italian Speed Championship. And it was economical – he also won the Consumption Championship.

Motorcycle development was progressing rapidly and E M Borgo was at the forefront of it. Edmondo

Borgo & Motoborgo | Gran Turismo & Sport

realised that most of the heat generated by combustion was in the top third of the cylinder.

Because cylinder barrels invariably had cooling fins of the same radius from top to bottom this might cause the barrel to distort, which would result in the piston rings losing efficiency. His solution was to design a barrel with cooling fins that produced a pear shape.

The wider fins at the top of the barrel would dissipate the extra heat while the narrower fins lower down would ensure that there was no distortion.

Edmondo didn’t stop there. Exhaust valves get very hot, and the steels of the time were prone to burning – valves could even lose their heads. But not an E M Borgo valve. Edmondo pioneered the use of

E M Borgo. He called ‘time’ on motorcycle manufacturing in 1926 to concentrate on pistons.

stainless steel valves and to keep his engine running cooler he used an overhead inlet valve that was surrounded by the alloy manifold and positioned directly above the side exhaust valve.

Now the fresh charge of benzina and air would enter the combustion chamber and hit the hot exhaust valve, instantly cooling it. Besides using the butterfly valve in the manifold to control engine speed, there was also a Bowden-cable control on the handlebar that operated an eccentric cam, which varied the lift of the inlet valve – an early version of Honda’s variable valve timing.

Automotive pistons were normally made from cast iron. These were ideal for low-performance engines because they were made from the same material as The ClassiC MoTorCyCle | AUGUST 2015

49

1973

Ducati Mark 3

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The ClassiC MoTorCyCle | AUGUST 2015

59

Men who mattered | Titch Allen

Titch Allen

Just as size is no guarantee of power, Charles ‘Titch’ Allen contributed to the world of motorcycling in a big way. He is credited with founding the Vintage Motor Cycle Club, as well as advancing the training of Army dispatch riders.

C

Words: Michael Barraclough

harles edmund allen, more commonly known as ‘Titch’, was born in Nottinghamshire on May 6, 1915, to father Joseph and mother Miriam. he explains in his autobiography Titch: a Founder’s Tale that his father was as “gentle” and “easy-going” as could be, and was a great lover of animals. he describes his mother as an ambitious woman who worked tirelessly to elevate her social standing, as well as that of her husband and son.

When charles was young his favourite toy was a hammer, and he would happily sit outside the family’s home in cotgrave and hammer nails into the garden path. The allen family did not stay in cotgrave for long; it seems Miriam’s dearest ambition, from what charles was able to glean, was to be the wife of a farmer. as a result Joseph was urged to climb up the rungs of rural society and, after laying the foundations through a series of jobs, was able to take on the tenancy of a small dairy farm in the village of hoton, near loughborough.

The young charles was fascinated by machines and – after a few painful misadventures with the horse that pulled his father’s milk float – he eventually focused his attention on methods of transportation involving wheels instead of legs. he built his first motorcycle – a two-stroke clyno – at the age of 12, which he meticulously pieced together from a box of bits over the course of a summer holiday. Sadly the test run of the clyno was not as blissful as he had anticipated; it ended with a loud bang and a sheared-off cylinder barrel, and it was some time before charles could bring himself to even look at the stricken clyno again.

Future machines included a Baby Triumph, a Villiers-engined Francis-Barnett and an eW Douglas.

Motorcycles, of course, played a fateful role through the life of charles ‘Titch’ allen, but they constituted a huge advantage when it came to securing his first job. his earliest adventures in his journalism career at The Nottingham Guardian took him to Donington Park, where he has a strong claim to be the first person ever to ride around the circuit on a motorcycle. he met his wife, Jess, in the front office of the Leicester Mercury in loughborough while visiting a rival reporter he had befriended. Titch was working for the Leicester Evening Mail at the time. Jess walked into the office and dropped a package on the desk before turning on her heel and leaving the room.

Despite only seeing her for the merest of moments, Titch was besotted – so besotted, in fact, that they

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“Perhaps his most famous accolade is the founding of the VMCC, a group which still thrives.”

were engaged within a week and married within a year. Jess soon developed an interest in motorcycling and would travel with her husband to whatever event he happened to be attending. She allowed herself to be taken by the same passion that ensnared husband Titch, and she is described in his autobiography as being a kind, astute and loyal partner.

Persuaded by the call to arms issued forth in the magazines of graham Walker and arthur Bourne, editors of Motor Cycling and The Motor Cycle respectively, young Titch signed up to be a dispatch rider, though it was some time before he got the chance to ride a motorcycle. During his tenure as a Dr he met arthur Bourne, and helped improve the motorcycle skills of his fellow Drs by aiding in the logistics of competitive events and ‘Brains Trust’ sessions with trials stars of the day.

Perhaps his most famous accolade is the founding of the VMcc, a group which still thrives. The idea for the club hit Titch as he was bimbling back to his unit’s base at Tunbridge Wells from his home in loughborough one night in the summer of 1942. in his autobiography he gives credit to ex-Brooklands racer Jim hall and graham Walker for “sowing the seeds of the idea”, and it seems that this night-time ride on an old Scott motorcycle was sufficient enough a catalyst to urge the idea to germinate. So many people became enthused by the idea that in 1946 the key movers and shakers assembled at the hog’s Back near guildford to kick-start what soon became the Vintage Motor cycle club.

The VMcc then became one of the most important features of Titch’s life as well as his steady job as a motorcycle accessory salesman and his young family, which now consisted of two sons, roger and Stephen, and two daughters, Barbara and gillian. Jess dutifully cared for the allen family and helped her husband organise the VMcc, but her interest in motorcycling waned and a void opened between them, resulting in their eventual separation. Titch recovered and life went on, but both he and his estranged wife suffered another devastating blow when roger, who was their eldest son, died in a freak accident racing on the isle of Man circuit in 1992.

Despite all this, Titch remained actively involved in the world of motorcycling until age rendered him physically incapable of any further ‘hands-on’ involvement. he died on March 18, 2010 at the age of 95, but his legacy – and that of the VMcc – lives on as a testament to a little man who made a big difference. nd E

Classic life

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