The Classic MotorCycle December 2013

A course in FAlconry

Number 12,December 2013

£4.10

Francis-Barnett’s simple-but-effective stroker

Newk loo

Where legends come to life

December 2013

purpose?

Fit for

Daily-use Vincent Black Shadow 19 67

1965 ISDT; the toughest ever? Kop Hill Climb Anglo-Dutch Rally Ariels from £1k to £12k

19 13

19 50

Plus:

31⁄2hp veloce

posTwar Mac

100 yeArs oF

Three ages of Veloce production examined

ThruxTon

Editor’s welcome On top of the world

OW SUBSCRIBE N FOR ONLY

.50 £18 page 14

is month, we’ve something of a loose ‘theme’ in that we’ve included a few features to celebrate Velocette’s centenary (the name Velocette being coined in 1913; the company is, of course, actually older), this being the last calendar issue of 2013. As regular readers will know, Velos are close to my heart, although admittedly I came late to the marque, so I hope you’ll get as much fun from reading the features as we have from compiling them.

Much of Velocette’s reputation stemmed from the machines made by the men at Hall Green’s successes on the race tracks of Europe and elsewhere. From the 1920s to the 50s, Velocette was at the forefront of racing success; more often than not ridden by British riders.

And I don’t know if anyone else has noticed, but in the world of ‘modern’ racing British riders are actually giving their strongest showing for years. As I write, local-to-ourLincolnshire base Sam Lowes has been crowned Supersport World Champion, Yorkshire’s Tom Sykes should claim the World Superbike crown soon (ahead of a host of fellow Brits), Scott Redding is leading the Moto2 championship and although Cal Crutchlow isn’t near to winning MotoGP, he’s a consistent front runner, while his team-mate Bradley Smith has established himself too. It is a long time since the British riders have been so well represented – and these Isles even have their first Speedway world champion since 2000, in the shape of Scunthorpe-born Tai Woffinden. To borrow a phrase, it’s years since we’ve had it so good!

Perhaps the British industry is going to make a similar renaissance? Not likely, I know, but we can but dream and at least Triumph is still flying the flag (and there’s talk of a new ‘Tiger Cub’ – just what Roy’s calling for? See p86).

Among the machines I’ve been lucky enough to ride this month, during the lunch stop on a club run, were the two shown, both machines I’d not ridden. Owned by generous enthusiasts, they (a 1926 TT Triumph and a 1929 Douglas B29) were chalk and cheese, the Triumph barking, raucous and eager, the engine feeling strong and willing, with the Douglas sweet and gentle in manner, its electric motor-esque power plant smoothness ‘mechanified.’

Both were fabulous, so thanks to Neil Diver and Frank Dolman for the opportunities.

And on a Douglas theme; at Banbury a chap left his details and wants to talk about SW/DT5 type Douglases.

His son also emailed me later, but I can’t remember names or find the details and it’s bothered me ever since.

If you recognise yourself, please get in touch again!

JAMES ROBINSON Editor

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Contributors

James Adam Bolton, Jim Patten, Roy Poynting, Jerry urston, Phillip Tooth, Alan Turner, Richard Rosenthal, 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

28 CONTENTS ISSUE | DECEMBER 2013

Archive photograph ..........................................6 News....................................................................8 Diary ................................................................12 Subscribe and save........................................14 Kop Hill Climb ................................................16 Angle-Dutch Rally ..........................................20 Letters ..............................................................24 Velocette MAC Super Profile .........................28 Isle of Wight Scurry.........................................38 Veloce 3½hp....................................................42 Glass plate – 1954 Belgian Sidecar GP..........47 Vincent Black Shadow....................................52 Reader’s restoration – Velocette Thruxton...58 Francis-Barnett Falcon ..................................62 Ted Mellors reflections...................................68 Classic components .......................................71 Closer Look – 1965 ISDT................................74 Ivan Rhodes interview....................................78 Men who mattered – Syd Gleave...................82 Marque of distinction – Ariels .......................84 Roy Poynting column.....................................86 Jerry Thurston column...................................88 You were asking ..............................................90 Restoration Guide – NSU Max.......................94 Technical feature – Girder forks ....................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

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THE CLASSIC MOTORCYCLE | DECEMBER 2013

Classic archive | Trick riding

Long standing trick rider,

A

March 1952

ppearing in the March 20, 1952, issue of The Motor Cycle was the accompanying picture with the explanation: “Forty years ago tomorrow, in the issue of The Motor Cycle dated March 21, 1912, there appeared an illustrated account of a trick riding performance by a slim young man by the name of Albert Milner. Now the slim young man is a stout 64-year-old.

“He tips the scales at over 14 stone. Until recently (unless secret practice has been the pleasure of his declining years) he had not ridden a motor cycle for two decades. But that he can still cut a pretty figure is evident from the accompanying illustration.”

The accompanying words went on to further explain that, now, Albert Milner was the sales manager for Watsonian sidecars. In his younger days he was a trick cyclist on stage, touring with the Olympian Troupe which appeared at music halls, before progressing to powered two-wheelers, competing in trials and, later, road racing. His successes included winning the 1920 Victory Cup Trial on a Levis, and also enjoying success at Brooklands, normally aboard 500cc Diamonds, while he also appeared in TTs, including riding for the works team in 1921. When he took over the injured Eric Williams’ model, he finished 24th despite never having ridden it before the start and the machine suffering a puncture at Creg-ny-Baa, which necessitated changing the tyre and tube at the pits. It was the only TT he finished; his two pre First World War appearances both ended in retirement, likewise his other three appearances postwar.

In the 1912 feature Mr Milner was given something of a biography: “He commenced trick riding as a boy, when he often incurred his father’s anger by collecting crowds outside his place of business, and was deservedly corrected in the orthodox manner… Mr Milner’s first

mount was a bone-shaker which once belonged to his father, his second a pneumatic-tyred safety. It was upon the latter that, stirred to emulation by some trick riding he saw on the stage, he set about practising for himself.”

It went on: “Mr Milner has been the possessor of 33 motorcycles, and he speaks very highly of his present mount, a 3½hp James, fitted with the Armstrong threespeed hub. This machine will fire steadily while Mr Milner… cuts figures of eight and circles while at the same time climbing over his machine. He has had one narrow escape of an accident. On this occasion he was trying to stand on his head, slipped, and caught his shoulder on the saddle. Just at that moment a runaway horse appeared and a collision was narrowly avoided…”

For his 1952 ‘comeback’ Mr Milner was on board a 122cc James Cadet. By the 1950s, the James company’s fortunes had changed from the pre First World War period of Mr Milner’s first association. In the Pioneer period, and into and through the 1920s, James (of Greet, Birmingham) was a company which prided itself on making the most of its motorcycles. The firm’s earlier machines were distinguishable by their unusual ‘Pineapple’ cylinder finning, with James also making a host of V-twins, particularly of 500cc, during the 1920s.

Indeed, the firm even marketed a 500cc V-twin speedway racer on the cusp of the 1930s.

But during the 1930s, James’ fortunes had declined and by decade’s end the firm was relying on proprietary Villiers engines. Post Second World War and the range was two-stroke only, often with nautical names (Cadet, Commodore, Captain etc.) with the firm now under the ownership and corporate umbrella of Associated Motor Cycles – by the 1950s James and ‘sister’ Francis-Barnett products were ever closer in detail, with James production eventually ending in 1966. But in 1952 James, like Mr Milner, was still able to do, to an extent, as it had in its glory days.

End

You can purchase this image at www.mortonsarchive.com

THE CLASSIC MOTORCYCLE | DECEMBER 2013

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Kop Hill Climb Princes Risborough, Buckinghamshire September 21-22, 2013 Local charities kop a lot at the popular annual extravaganza.

Words and photography: JameS adam bolton

Richard DufďŹ n leaves the line on his Scott.

Classic event | Kop HIll Climb

W

ith takings up 75% on last year, motors weren’t the only thing on the rise, as the Kop Hill Climb proved as popular as ever.

Once again, in 2013, the Kop Hill Climb that takes place in the beautiful wooded scenery just outside Princes Risborough, Buckinghamshire, showed why this friendly, local event is so popular with anyone with a head and heart for motors; vintage and classic motorcycles, cars and many things between. In fact, the takings this year were up 75% on last year which is brilliant news for the local charities that benefit, no doubt helped by the weather which remained dry, chilly on the Saturday then glorious on the Sunday.

What really gives Kop Hill its integrity as an event is its history and heritage – motors were giving it their all up the hill as early as 1910, on what was then just a rough and stony track with a rut at the top that caught many fearless men out, ripping off tyres and causing unfortunate accidents. By 1925, events such as Kop Hill were banned from UK roads by the RAC. 100 years on, the surface is silky smooth Tarmac, but the climb is the same, and tests the ancient and cantankerous vehicles that now take the flag at the bottom of the Kop to their limit, especially on reaching the 1-in-4 summit.

1

Local Robert Hummerstone aboard his 1914 Sun Villiers.

2 Now a regular,

William Mace prepares for the off on his dad’s Sprint Sunbeam.

3

Beautiful patina on this Indian V-twin.

4

Setting off up the famous hill.

5 How does this work

The array of motorcycles present to either climb the hill, or on display in the huge paddock, was eclectic as ever, ranging from early veteran machines, to more recent bikes up until the cutoff date of 1973 from the UK, Italy and Japan too. There are the usual regulars that attend every year, no doubt to try and beat their time from the year before though of course the climb is strictly ‘non competitive’. That doesn’t stop most giving it a good welly of throttle, or lever in many cases. Somewhere between a car and a motorcycle, the 1901 De Dion tricycle gracefully started proceedings, and on the Sunday a 1909 Triumph 5A Gradua 500cc machine was to be the oldest motorcycle up the hill.

Robert Hummerstone is a local, and one of the aforementioned regulars. He was as always dressed in meticulous period gear set off this year by a fine distinguished gentleman’s beard. His wonderful and reliable 1914 269cc Sun Villiers was much appreciated by the throng of onlookers in the grandstands and alongside the start line. Joe Featherstone’s unrestored and original Indian 101 Scout stood out, on the hill and on display in the paddock, as did the recently completed and fully restored 1930 Grindlay Peerless TT replica, owned and run by David Kirby. Andrew Middleton’s 1930 Cotton 500 Blackburne was beautifully turned out (as was its owner in brown leather garb) and looked

READ MORE...

then? Dave Clark’s foreand-aft Brough twin provides the question.

The ClassiC MoTorCyCle | december 2013

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All weather

MAC

The 350cc MAC, the easiest to live with of all Velocette singles, still represents great value for its winning combination of style and substance.

Words: Steve WilSon Photography: Joe Dick

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The ClassiC MoTorCyCle | DECEMBER 2013

Super ProямБle | Postwar Velocette MAC

The ClassiC MoTorCyCle | DECEMBER 2013

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Super Profile | Postwar Velocette MAC

V

elocette, with its racing pedigree and prewar tradition of brilliant innovation from resident engineers Harold Willis and Phil Irving, made the aristocrats of postwar British singles – though as with any aristocrats, even then some disputed their suitability for life in the modern world.

It was not, however, unpopularity which nearly brought the company down in the 1950s. It always had a hard core of customers among sporting enthusiasts and fans of fine engineering and virtually hand-built machines but it took on the costly search for the ‘everyman motorcycle’ in the shape of Eugene Goodman’s doggedly pursued pet project, the LE. It also funded his brother Percy’s expensive quest for GP racing glory, which came to a dead end after the last K-Series ohc racers had been produced in 1951.

This division of aims in a small firm was very nearly fatal then, and would be 20 years later.

Despite weight having risen postwar to 320lb, they offered famously smooth running, plus completely precise steering and roadholding, from either the rigid frame or the swinging-arm job in Reynolds 531 introduced for 1953. On the rigid, as one rider pointed out, “if the rear end did bounce, you knew where, exactly.”

Either on the tight bends of Britain’s cart trackbased lanes or on long A-road sweepers, they were a delight.

An upright riding position was provided by low, ergonomically perfect handlebars, plus low-set, very wide footrests. The long-looking gear pedal protruded at an angle but in practice was positioned just right. It all added up to perfect control, and not at the expense of comfort. After 1948 and particularly 1953, Velos were extremely well sprung, and 1953-on dualseats were generously padded. The strong high camshaft engine, in whatever state of tune, was always ready to play.

“Even in stock form a rigid MAC nearly rivalled/ bettered its ‘cammy’ K-Series equivalent.”

It had been Eugene, prewar, who had come up with the commercially viable MOV 250cc pushrod single for 1933, followed for 1934 by the 40% longer stroke 350cc MAC. Riders like the late ‘Titch’ Allen may have disdained it at the time – “we club enthusiasts never even considered a MAC” – but he came to regret that, as even in stock form a prewar rigid MAC at just 280lb and with a top speed of 75mph, nearly rivalled/bettered its K-Series ohc equivalent.

After limited war service as military MDD and MAF 350s, the civilian MAC returned to the home market for June 1946. And would shortly be saving the day.

But Velocette singles are hard to start, leak oil, and have a fiddly clutch – don’t they?

Up to a point. The starting issue is less pronounced with the 350cc MAC’s low compression (initially 6.0:1, then 6.75:1) than with a full-blood 8.75:1 500cc Thruxton.

The clutch does lack space in the narrow engine, but if it’s well set up to start with, it’s not too hard to adjust.

And Velocettes are hardly alone in leaking lubricant – Triumph pushrod tubes, anyone? More on all those points later, but what they shouldn’t allow one to lose sight of is how very good and grin-inducing a well set up Velocette single is to ride.

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The ClassiC MoTorCyCle | DECEMBER 2013

Early postwar chassis still sported girder forks, but when Webb ceased production, air-sprung Dowty Oleomatic forks were adopted for 1948, which worked well until air leakage and gradual subsidence became a problem. For 1951 they were replaced by Hall Green’s own telescopic fork.

So people liked the MAC?

Steady sales of the 350 reflected this. Eventually, according to marque expert Ivan Rhodes, 24,980 would be produced, pre and postwar, making it Velocette’s best-selling model. That was despite a relatively high price – a late 1952 rigid MAC cost £191, nearly £20 more than the equivalent Matchless G3L. And despite the presence until 1948 of the 500cc MSS – but 350 was universally the more popular category for working singles, and the postwar MAC was a workhorse, with little capacity for sports tuning.

And it was also despite the fact that the MAC initially only put out 14bhp. Compensations included exceptional chrome-plating for the wheels and exhaust system. Rider features – and the Goodmans were all riders and competitors – included a q.d. rear wheel as standard, a detachable rear mudguard end to help wheel changing, and an easy-to-use centrestand.

The MAC TodAy Any Velocette single is desirable, even if they do require substantial engineering skills to keep them in fettle. The MAC, though, is easier to live with, and between £3500 and £4000 should get you a good one.

1 Telescopic forks

Post Second World War, the MAC initially had

the same Webb girder forks as it had from its inception. Then, in 1948 there was a switch to the air-filled Dowty Oleomatics for two seasons, before in 1950 Velocette launched its own telescopic fork.

three gallons with the advent of the saddle tank, though the MAC was out of production by the time the ‘big tanks’ came about.

3 Engine

2 Petrol tank

Initially of two and a half gallons, and identical to that used on the MOV, it increased to Based on the Eugene Goodman/Charles Udall designed MOV, introduced in 1933. The 68mm bore of the MOV was retained, with stroke out to 96mm giv-

ing 349cc. Original output was reckoned at 14bhp, up to 15bhp with the swinging arm era.

road going 40-plus bhp Thruxton and the Thruxton-based production racers.

4 Rear

5 Gearbox

suspension

There wasn’t any until the 1953 introduction of the swinging arm frame. The same basic frame was to be used for subsequent swinging arm Velos, including record breakers, the

A four-speed, foot-controlled Velocette gearbox was the standard fitment for the MAC for all of its life. Gear ratios remained the same throughout; 5.5:1 top.

7.3:1 third, 9.6:1 second and 14:1 first.

6 Seat height

Rigid framed models had a low 27½in saddle, which increased to 30½in with the advent of the sprung RS frame.

Weights were 280lb (prewar type), 320lb (postwar) and 355lb (swinging arm).

Thanks

To Andy Tiernan. Go to www.andybuysbikes.com or call 01728 724321.

The ClassiC MoTorCyCle | DECEMBER 2013

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Classic ride | 1913 Veloce

In the

Beginning...

Before it started making the little two-stroke Velocette (in 1913) and cammy racers in the 1920s, the Goodman family made a 500cc side valve thumper.

Words & photography: PHILLIP TOOTH Banbury photography: NICk JONCHeere

P

ete Young stopped his 1913 Veloce single-speeder on the approach to Sun rising Hill, the test hill used in the veteran period by manufacturers from Birmingham and Coventry to prove just how good their motorcycles were. The road climbed ahead, sweeping first to the left and almost immediately into a tighter right turn that steepens to a 27% gradient on the apex before the final long, speedsapping climb. I’ve seen riders with big ohv singles and three-speed gearboxes fail to make it to the top and shame-facedly accept a push from the spectators.

It’s the toughest challenge on the Banbury run and one that Pete had travelled all the way from his home in San Francisco to conquer.

He pushed the clutchless Veloce away, running alongside until the 500cc side valver spluttered into life, swung into the XL-ALL saddle and began pedalling furiously until the motor had enough torque to propel him on his way. Pete made it threequarters of the way to the top before the Veloce ran out of steam, and so returned to the bottom and went half a mile down the road to give himself a longer run before the start.

This time he made it a little further up before he stopped. He was baulked by cars on the third attempt and on the fourth he tried a different line around the tight apex, but still couldn’t carry enough speed through. Back at the bottom he took the belt off the engine pulley, loosened the large cap nut, and unscrewed the outer flange so that the belt ran deeper in the vee. This lowered the gearing and on the fifth attempt he made it a bit further before the belt started slipping. On his sixth attempt and with a tighter belt, a clear run and careful use of the throttle levers, he almost made it to the top before he jumped off and pushed the last 50m. “I was hot and sweaty but I learnt a lot about carburation and gearing on Sun rising,” laughs Pete.

READ MORE...

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The ClassiC MoTorCyCle | december 2013

Right: It has taken years of research and hard work to bring the Veloce back to life.

Below: Advert from The Trader for the advanced unit-construction model.

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The ClassiC MoTorCyCle | december 2013

Vincent | Black Shadow

The man behind the

Shadows When you have a single bike to use then let it be a Vincent Black Shadow

I

Words and photography: JIM PATTEN

t would be untrue to say that Matthew Whiteman uses his Vincent Black Shadow as his only form of transport – he doesn’t. If he needs four wheels then he uses his car, a 1964 3.8 litre Jaguar E-Type fixed head coupe. That’s it, there’s no modern saloon lurking in the yard, for Matthew is one of the few totally dedicated enthusiasts who truly enjoy the experience on a daily basis.

Around the mid-1980s film producer Matthew had been happily riding around on a BMW R51/3 and driving a 3.4 Jaguar saloon, just one chassis number away from Mike Hawthorn’s. A chum had a Vincent Black Shadow, allegedly complete but scattered around in five boxes, so it was difficult to be sure.

It was one of those cases where the owner was always going to restore it, but life just got in the way. He took a fancy to Matthew’s R51 and as fortune would have it, Matthew had always fancied a Vincent. There was a bit of discussion and a degree of arm wrestling before Matthew was relieved of the BMW and £1500. As he loaded the bits in the back of a rented van the thought of ‘what have I done’ never entered his head; he knew he would build the Vincent. It was about that time his Jaguar was stolen. Desolate, he finally replaced it with the E-Type when there was no hope of recovery.

The Vincent story is one often told in these pages by far more knowledgeable scribes than this writer. But it is as fascinating as it is sad. A spiffing tale of gentleman and heroes packed with every ingredient including that most vital element – a severe lack of funding.

Howard Raymond Davies came second in the 1914 Isle of Man TT before hostilities demanded his services elsewhere. He went on to win the 1921 Senior TT riding a 350cc AJS but the bikes of the time weren’t exactly earth shattering, so he thought – why not make them himself? In short, HRD Motors Ltd was formed in 1924 and from the beginning only the finest components were used and in the 1920s that meant the JAP engine.

Sadly the public didn’t share his enthusiasm for the best

and in 1928 following severe financial woes, Philip Vincent acquired the company. A mere stripling of 19, Vincent had already built a couple of his own machines but with financial backing from his wealthy father, a farmer in the Argentine who insisted that a known engineer, Frank Walker, be part of the company. The Vincent HRD Company was set up in Stevenage.

On the other side of the world, out of work draughtsman/engineer Phil Irving put all of his remaining money into a ride to England aboard Jack Gill’s 600cc JAP engined Vincent HRD Model E. Gill had already ridden out from Stevenage and leaving his outward travelling companion Walter Stephens in Melbourne, he needed company for the way back to blighty. After that incredible journey, Irving met up with Vincent and inside the year took up a position in 1931 that was to change all of their lives.

By 1935 they had their own engine, a 499cc single cylinder unit. The following year after apparently seeing a reverse plan of the single engine transposed over another, the V formation gave Irving the inspiration to add an identical cylinder and the legendary 998cc V-twin was born. The legend went on culminating with the 125mph Black Shadow and the rare 150mph Black Lightning.

So to sum up we have a racer/war hero so cheesed off by the available bikes he built his own, only to be bought out by a teenager who was aided by an Australian who rode halfway around the world for a mission he didn’t know he was destined for.

Sadly the company became confused about the future and although its tiny 48cc Firefly from 1953 sold in decent numbers, neither the rights to sell the NSU Quickly nor dressing its road bikes to become the Black Knight or Black Prince was enough to raise enough interest to save the company and in 1958 Vincent was sold on to Harper Engines Ltd. This once exciting company never made it through to the 60s where a revised machine could have stopped BMW in its tracks.

READ MORE...

The ClassiC MoTorCyCle | December 2013

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Closer look | 1965 ISDT

Every one of the 20 strong US contingent retired, including Dave Ekins (Triumph). His brother Bud and Steve McQueen were among them.

The 1965 ISDT Seemingly with a touch of madness, the ACU sanctioned running the 1965 ISDT in the Isle of Man. Surely, such a small island wouldn’t have enough of, well, almost everything, claimed doubting pundits. But they had reckoned without the professionalism of a former world champion.

T

Words: RICHARD ROSENTHAl Photography: NICK NICHOllS COlECTION/MORTONS MEDIA GROUp

hroughout the week-long annual ISDT, pundits would speculate on which country would hold the next year’s event – an odd way of predicting the winner, as traditionally the victor’s country hosted the following year.

So far, so good... but FIM rules stipulated the ISDT cannot be held in the same place in consecutive years, and as the East Germans had won in their home run trial in 1964, the FIM rules stated the runners-up must hold the event. In this case it was Britain.

The next problem was political. Did Britain’s NATO arrangements bar East German entries? Having taken advice from

the Government, by Christmas 1964 the ACU was able to assure the FIM there was every likelihood entries would be accepted.

Great. Now for problem three – finding a venue. Traditionally when held in the UK the ISDT was run in Wales, but for the 1965 event, and following an off the cuff remark at the annual ACU, TT organisers and Manx Club meeting, the Isle of Man was chosen. In many respects, it was the perfect venue.

Annually, the TT drew huge crowds who all found somewhere to sleep. Many residents welcomed motorcyclists, and the island, with its own Government, would rapidly resolve any legal issues. And the income brought into the IoM was regarded as a bonus by both authorities and commerce.

But how, on a small island measuring 30 miles by 10, could they find around 1000 miles of suitable riding without repeating routes? In a masterstroke, the ACU played their ace – IoM resident Geoff Duke, a man who was an off-road rider before becoming a road-racing world champion.

Duke rode trails, paths, rough tracks and beaches to log an off-road mileage tally the ACU would be happy with and FIM gnomes couldn’t dispute. The ACU considered the idea sound and the FIM was guided.

The Glencrutchery Road grandstand, with paddock behind, made an ideal start/finish, team preparation/work area and parc fermé, with the leading Douglas hotels no more than a stroll away.

Mr Duke and his team began route planning, following the system operated by recent ISDT organisers of having three routes, which were covered twice in one direction on one day and twice in the other direction another day.

To ensure no crossover of the different routes, Geoff divided the island into three segments from Douglas: Route one in the north-west of the island included Peel and Kirkmichael, Route two in the north-east (Ramsey/Laxey), Route three in the south (Castletown/Port Erin).

In common with many, Duke felt the event should be largely won during the week-long trial, with the Saturday speed event playing a smaller role in the final results. As a consequence, the planned cross-country going was one of the toughest ever schemed and the IoM authorities were happy to close roads for racing the speed event, which would be held on either the Southern 100 or Clypse course.

What hadn’t been factored in at this early planning stage was the impact a ‘lady’ named ‘Betsy’ would have on proceedings…

After signing on, riders would discover the IoM was a ‘big’ small island.

Fanning out from Douglas, the routes never crossed, included precious little road work and encompassed moorland, peat bogs, mountain trails, streams, beaches, rocks and more.

The ACU made time schedules tighter than previously and then Betsy played her hand.

Hurricane Betsy developed over the Atlantic on August 27, to the east of the Windward Islands. It was the first hurricane to cause $1 billon worth of damage in the Atlantic basin and peaked on September 9 while approaching the US Gulf Coast.

By September 12, Betsy had dissipated as far as the Americans were concerned. Now of storm status, Betsy’s tail hit the IoM’s west coast in mid-September and when the trial started on September 20, she was all but done with the IoM – but still wind-driven rain lashed the island and little more than 25% of the entry stayed the course.

But then FIM officials, spectators and some team managers had stated the ISDT was becoming too easy. So tough they wanted – and tough was delivered.

Accustomed to an early-morning call courtesy of practising racers on Megas at 6am, Glencrutchery Road neighbours were, for a week, treated to the joys of waking up to the sounds and smells of tiny trials twostrokes, interspersed with the odd lusty four-stroke British model.

Despite the best efforts of clerk of the course Duke, controversy soon reigned.

Wanting no hiccups, the ACU invested in a new batch of electric timepieces for the timed section and the clock at Corona went on a ‘go slow’ meaning riders were arriving late at the next check, Sky Hill above Ramsey.

Protest showered down and one Continental team manager was heard exclaim: ‘Ze Eenglish clock eez caput!’ He was absolutely correct, it was; the time check was voided.

There were plenty of problems. Of the British, John Catchpole holed a piston, Alan Lampkin retired with ignition failure, the bigend of Billy Wilkinson’s Greeves was knocking and for the Suzuki boys it was a disaster. While Peter Fletcher’s chain shed over and over, the flaying damaging castings, and the suspension of Eddie Crooks’ machine shook badly, though John Harris enjoyed a trouble free day. For the 125cc singles it was worse; Mick Miller’s holed the piston, John Stone managed to restart after

Above: Jim Sandiford (BSA) heads Manxman Dennis Craine (Jawa).

Sandiford retired his works BSA, while Craine was a bronze medal winner.

Left: Arthur Lampkin endured a wretched time; like all the other works BSAs, his gave up too.

You were asking | Expert advice

You were asking Your queries resolved with Richard Rosenthal

Garage mystery National Motorcycle Museum founder Roy Richards’ poses with the collection’s NLG.

Words: RICHARD ROSENTHAL

I’ve recently bought a 1960 Reliant three-wheeled car which was sold new by Glanfield Lawrence (Highbury) Ltd, 28 Highbury Corner, London. A handwritten note within the old style log accompanying the V5C states in capital letters ‘BUSINESS NOW AT NLG, CORSICA STREET.’ Had it done a moonlight flit and the Reliant’s first owner found it out?

Kev Mortlock, email, West Country.

90

No moonlight flit Kev, rather a case in 1960 of business expansion. Glanfield Lawrence (Highbury) Ltd, part of the chain of Glanfield Lawrence motorcycle shops, traded from Reliant House, 28-32 Highbury Corner (small section of A1 in N5, London), literally yards from the Highbury and Islington underground station at Highbury. In 1960 it acquired the business of North London Garage Ltd and its premises in Corsica Street, again no more than a quick stroll from the Highbury and Islington tube station.

As far as we enthusiasts of old motorcycles are concerned North London Garages Ltd (NLG) was important in the pioneer days on a number of counts. In March 1909, George Reynolds headed the formation of the first UK national club devoted to motorcycle racing.

At a meeting held at the Brooklands Automobile Racing Club (BARC) headquarters, Carlton House, London, the British Motor Cycle Racing Club (BMCRC or Bemsee) was formed with George Reynolds as secretary and an elected committee comprising many from the sport and industry including Harry Bashall, H H Collier Senior and Mr A G Forster of NLG. Riding in the first ‘official’ race at Brooklands on Easter Monday April 20, 1908, Will Cook – 984cc V-twin NLG with automatic inlet valve Peugeot engine – won the two lap (5.5) mile race for machines not exceeding 80 x 98mm (bore and stroke) per cylinder at 63mph from Eddie Kickham (984cc Leader-Peugeot) and Charlie Collier (861cc Matchless-JAP). rough 1909 and into 1910 the Will Cook/NLG Peugeot were a team to beat at Brooklands and at the Record Time Trial in June 1909 they clocked 75.898mph for the flying start half mile, 75.921 flying start kilometre and 75.678 for

The ClassiC MoTorCyCle | DECEMBER 2013

the flying start mile. Not bad for an automatic inlet valve engine.

During the early spring of 1909, Will Cook built at North London Garages a huge 2714cc (120 x 120mm) V-twin 20hp JAP powered NLG to wrest Henri Cissac’s flying kilometre and mile records from the Frenchman.

On Whitsun Monday 1909 he posted 84.247mph for the kilometre to take the Brooklands record but no others and later attempts into 1910 were no more fruitful. Disheartened, Cook sold the machine.

Aside from racing machines NLG built small numbers of roadsters 1905-12 in many forms, from 300cc singles to 1000cc V-twins, using predominantly JAP and Peugeot engines. Alongside this work, NLG was a respected motor and motorcycle repair and engineering business, which continued after it ended motorcycle production.

Note: e 90º 20hp JAP engine powering Will Cook’s NLG was one of a special batch of three. ey were built for Harry Bashall to use in the twin cylinder class of the 1908 IoM TT. Bashall kept one, another went to Cook.

Family Douglas

I’m attaching a photograph to this email of my late father astride a motorcycle, I think a Douglas circa 1921/3, which is unknown to our family.

Malcolm Clark, email.

Apologies first Malcolm. In the YWA column of September 2013 we published a picture of your father, grandfather and great-grandfather posing on an 8hp Royal Enfield outfit. On keying in your name I typed ‘Penn’ from your address rather than your surname.

I’m sorry for my error, caused by age or the need for new glasses.

As you write, the machine is a Douglas and appears to be a 2¾hp (348cc) two-speed model. Its London registration mark XT 686 was issued in 1924 implying this Duggie was one of the last 1000 or so of this model (probably the TS24) built.

Malcolm Clark’s father astride what appears to be a 1924 Douglas TS24.

You were asking is sponsored bY Castrol ClassiC oils e Sidecar, A History Geoff Brazendale

When researching sidecar related questions for this column I first reach down for my copy of e Sidecar, A History written and published by VMCC Past President and sidecarist extraordinaire Geoff Brazendale. The book was first published as a hardback in 1999 and now Geoff has funded another print run, this time as a soft back.

Within this informative book we learn of the history, military service, business and sporting applications of the sidecar. Through the pages readers study cycle sidecars, design patents, sidecar alignment and all the makes known to man in the AZ encyclopedia of sidecars.

Inspired by his father Maurice – a motorcycling pioneer – Geoff has served his apprenticeship with two and three wheels in such a way that he’s able to steer us through the joys, facts and humour of sidecaring. I’ve never been a sidecar enthusiast but always as I slide my copy back on the bookshelf after a research task I know it’s me who’s missing out, such is Geoff’s enthusiasm for his subject.

The Sidecar, A History (in softback) Published by Geoff Brazendale ISBN: 0 9534961 0 4 Price £29.95 inclusive of £4.95 UK postage, contact the author for overseas postage rates +44 (0)1228 549445

Pub mystery

A recent VMCC Run finished at the Doberman pub, Framsden (near Helmingham Hall), Suffolk. The landlady, Sue Frankland, produced the attached photograph of her mother, Sue Neary, on a motorcycle. She was hoping someone could identify the machine which belonged to her husband, George Neary. Something for ‘you were asking,’ we reckoned.

Neville Heath, email, East Anglia.

BSA STB gearbox

I own a 1961 BSA A10 Super Rocket fitted with an STB, not STD, gearbox. I’ve stripped it, renewed some of the bearings and have noticed the internals are completely different to those of the STD gearbox.

Please can you give any information about the gearbox, for which market was it made and its years of production?

A local BSA A10 enthusiast, Harold, thinks it was made for the American market.

Keith Hett, email.

Despite having been involved directly with BSA motorcycles since I was 14 (over 45 years) I’ve never come across a pre-unit gearbox stamped STB, with friends dealing in BSA A and B series parts saying likewise.

Had it not been for your observation Keith that the box differed internally from the STD type we’d have concluded that a BSA employee picked up a ‘B’ rather than ‘D’ punch when stamping a batch of standard gearboxes. But not so in this case and your friend Harold’s conclusion could well be the answer. If any enthusiasts from around the world can wise us up, we’d be delighted to hear from you.

What a super picture, Neville. Although the machine is a bit modified and bears evidence of enthusiastic use, it’s a 1922/3 side valve Norton, most likely a 16H. Despite much of the machine being obscured, pointers are the upside-down pie-crust type edge of the fuel tank, rear carrier design, timing chain cover and the three screws in line across the top of the crankcase.

Side-sprung front fork, small drum front brake and a dummy belt rim rear brake are all appropriate too.

Though it’s been rather modified, this is undoubtedly a side valve Norton, from 1922/23.

Common BSA pre unit gearbox codings for A series twins and B series singles including Gold Star series: Extra close ratio = RRT2, RR or RRT (depending on ratios and applications) Close ratio = DAY or DAYT Scrambles = SC or SCT Standard = STD or STDT or STDT2 Wide ratio = TRI or TRIT ere are variations on the above themes. For example, an STD box with needle roller bearings in place of bushes (as per RRT2 etc), but none, to this scribe’s knowledge, were marked STB.

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