BMCT News 48

February 2021 Number 48

NEWSLETTE R OF THE BRITISH MOTO RCY CLE CHARITABLE TRUST

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Welcome to yet another BMCT News in the Coronavirus era. Little did we think that we would still be in lockdown nearly twelve months down the road. Sadly, as I write, museums are closed again, but at least we can see some glimmer of light at the end of this awful tunnel and we sincerely hope that our friends can begin to receive visitors in their museums soon and start to repair the damage done to their finances by the pandemic.

Personally, I’ve been busy over the last few months after acquiring a project in an attempt to keep my sanity! It’s a Norton 750 Commando (pictured left) that has been somewhat modified over the years, particularly in the rear suspension department with a lengthened swinging arm and frame modifications to suit. I’d be interested to hear if anyone has information on this fairly distinctive bike, as its history is somewhat sketchy and it would be nice to know when and why it was modified.

Thank you all for supporting the BMCT, and stay safe.

Paul

PETER WILLIAMS 1939-2020 Peter Williams was born on 27th August 1939 in Nottingham, son of Jack Williams who ran the Associated Motor Cycles (AMC) race department, at first with the AJS 7R3 and AJS E95 ‘Porcupine’ and then AJS 7R and Matchless G50 machines. Peter trained in mechanical engineering and pioneered such innovations as disc brakes, cast alloy wheels and tubeless tyres for racing motorcycles.

Williams started racing on UK short circuits in 1964, and won the 250 cc class of the 1964 Thruxton 500 race on an AJS Model 14CSR partnered by his friend Tony Wood. His first ride in the Isle of Man was in the 1964 Manx Grand Prix on a 350 Manx Norton. In 1965 he entered the Senior race on a Dunstall Domiracer suffering a piston failure while well placed but scoring a third place finish in the Lightweight 250cc category riding a Greeves Silverstone.

Williams made his Grand Prix debut in the 1966 Belgian GP but did not feature in the results because of machine problems. However in the Italian GP he finished second in the 500cc class on an Arter Matchless and fifth in the 125cc class on an EMC. He also regularly competed in TT races from 1966, scoring one win and seven second places. He won the 1966 and 1970 North West 200 500cc race in Northern Ireland on the Arter Matchless and placed second in the 1966 250cc class on a water-cooled Greeves Silverstone Orpin Special.

In 1967 he finished fourth in the 500cc world championship on the Arter Matchless. Peter had a long-standing relationship with sponsor Tom Arter riding his Arter AJS 350 and Arter Matchless 500 (right) machines which were developed with special lightweight frames, disc brakes and six-spoke, cast Elektron magnesium alloy wheels, variously dubbed ‘cart wheels’, ‘wagon wheels’ and ‘artillery wheels’ by the UK press.

was cut short by an accident when the tank and seat unit of the Norton came adrift at Oulton Park on August Bank Holiday 1974. The resultant injuries caused him to lose much of the function of his left arm.

In the late 1970s Williams operated a Kawasaki motorcycle dealership in Southampton and subsequently worked for a number of engineering companies including Cosworth and Lotus.

He actively promoted his advanced motorcycle frame concept and authored a well-respected book 'Designed to Race' which records both his career and provides insight into the many engineering challenges he faced. He later became involved with an electric powered racing bike, the EV-0 RR, for the TTXGP Zero race at the Isle of Man TT in 2009. He held a number of patents relating to his frame concept and in 2012 established a new business - Peter Williams Motorcycles - to produce an innovative carbon fibre-framed superbike. To finance the development programme he made a small run of £65,000 replicas of his TT-winning Norton (front cover photo).

Latterly in poor health, Peter Williams passed away on December 20th, 2020. He is survived by Pam, his third wife, and six children, four of which are from previous marriages.

Members may be interested to learn that copies of Peter's highly sought-after book 'Designed to Race' are available in its Revised Edition (which includes a description of his 'Shell Chassis' frame concept) from Andover Norton: www.andover-norton.co.uk at £29.95 plus P&P.

As a Norton employee from 1969, Williams entered larger capacity races on Norton Commando twins. He teamed with Charlie Sanby to win the 1970 Thruxton 500 endurance race and was placed second in the 750 cc class Production TT race the same year. From 1969 he was based at Thruxton in Hampshire in the Norton Villiers Performance Shop in the unusual position of both rider and development engineer and was a member of the John Player Norton Team from 1971 to 1974.

Williams won his only world championship race in 1971 on a works MZ, beating Jarno Saarinen in the 350cc Ulster Grand Prix, and he also won the 1973 Isle of Man F750 TT, on a John Player Norton with a semi-monocoque frame, in the twin roles of designer and rider.

The machine was designed as an integrated package with a fairing incorporating handlebar blisters which helped to reduce the drag area (drag coefficient x frontal area) to 0.222 sq metres. His racing career

Peter Williams on the Arter Matchless in the 1970 Senior TT

Front cover photo of Peter Williams by Andy Bufton

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UNIQUE SILK RACER JOINS COLLECTION The BMCT is pleased to have secured this unique 250 cc prototype racing bike for exhibition in one of our affiliated museums.

Built in 1987 by Silk Engineering (known for their 700 cc twin cylinder two-strokes) the machine was designed to form the basis of a run of affordable 250 cc clubman’s racers.

The engine is a 244 cc single cylinder two-stroke of oversquare (72mm x 60mm) dimensions in an aluminium frame. Grahame Rhodes, who worked at Silks, takes up the story: “In 1987, following a conversation with George Silk and Alan Forsyth (who was MD of Furmanite International, Silk’s parent company) an idea was hatched to supply racing machines to the public for club racing. I was asked by George Silk to move forward with the project which was on his drawing board. The aim was to have a bike running and entered in the Barbon Manor hill climb at the end of July, 1987. An aluminium beam frame had been started at Derby Racing Services, and I had to get on with the engine. The crankcases were already there, being a spare set machined by Peter Welch for a trials bike project.

Steve Brown was producing drawings for the barrel and the plates for mounting the engine in the frame, and while this was being done I got on with making the crank following George’s drawing. When finished, the balance factor came out at 80%. Next I made the engine plates and machined the barrel and head, plus of course numerous other bits including the water pump and its drive. The reed valve we used came from a Honda. The tank for the petroil premix was made by a local company, Patterns of Derby, and the swinging arm was of cast aluminium to a Silk design machined by George himself, pivoted through the gearbox mainshaft thus maintaining constant chain tension.

“Various bought-in components completed the bike, including 35mm Marzocchi forks, Spondon Engineering hubs and discs, a Mikuni carburettor and a Yamaha radiator. The rear suspension was of our own rising rate design, using a shock absorber supplied by Robin Packham at Falcon Racing Services with a spring rate to suit the bike.

Primary drive is by belt, initially rubber then replaced by polyurethane, supplied by Tony Hayward.

“The complete machine was ready as planned for the Barbon hill climb, where I rode it to seventh place on its debut”.

Photo: John Hodges

SAMMY MILLER MBE - INTERNET SENSATION! A series of videos posted to the internet by the Sammy Miller Museum have proved to be the lockdown hits of the winter.

The videos on the Facebook and YouTube platforms have attracted a huge audience. One of them - “The Sammy Miller Trials Story” - went viral and reached over one million plays on Facebook! Also popular are Sammy’s regular 15 - 20 minute motorcycle profiles and workshop updates, where we are introduced to the latest restoration projects to arrive at the museum’s busy workshops and learn some tips and hints from the master himself.

Sammy’s grandson Matt Wilson is the keen eye and steady hand behind all of the Restoration File videos that have been so enjoyed on YouTube and Facebook. Matt, 28, has been encouraged by Sammy, his family and Museum staff to film Sammy during Coronavirus lockdown.

Find Sammy’s YouTube channel here: https://tinyurl.com/y34als7r

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REDDITCH MATTERS NEW ADDITION TO THE BMCT COLLECTION

This 1927 Royal Enfield Model 201 joined the Collection recently.

Announced in 1925, the model featured a twin-port two-stroke engine measuring 64 x 70 mm for a capacity of 225 cc. A new two-speed Enfield gearbox with hand change replaced the previous Royal Enfield Patent Twospeed Gear, and hub brakes were introduced in place of the stirrup brakes previously employed on Enfield lightweights. A new frame design allowed a low seat height of 26½ inches and a new fuel tank had space for a whisker under two gallons of petroil mix. The front girder forks were updated to a duplex design with a coil spring on each side. Priced at £33 10s in 1927, this utility motorcycle could be bought on easy terms of £9 6s 3d down and £2 10s 4d per month for 12 months.

We look forward to loaning this interesting vintage Royal Enfield to the proposed Redditch Cycle and Motorcycle Museum (see below) in due course.

NEW REDDITCH MUSEUM PLANNED

A group of enthusiasts have established a Charitable Incorporated Organisation dedicated to the preservation of Redditch’s cycle and motorcycle manufacturing history. A crowd funding appeal has been launched, and here’s the introduction from their JustGiving page: “Every good establishment needs a great base in which to start, and the Redditch Cycle & Motorcycle Museum is seeking exactly that. On offer to our Charitable Incorporated Organisation (CIO) is a very desirable retail unit in a high footfall area in Redditch Town Centre - just perfect as a starting point in which we can display the heritage of the manufacture of cycles and motorcycles in the town and local area, to include historical exhibits from the origins of The Enfield Cycle Company, and focusing upon the subsequent development of the Royal Enfield Company up to present day, as well as inclusion of the BSA (Studley Road) factory's production of the Sunbeam S7 & S8 motorcycles and Bantam engines, to add a little wider interest. These premises will fulfil our initial phase of establishment, from which we fully intend to expand to larger premises as the Royal Enfield Collection expands to incorporate the wider catalogue of products from the companies and their local parts suppliers represented in the changing exhibitions. As a primary section of Redditch Borough Council's burgeoning "Heritage Corridor" project, the Museum will benefit from archive and display support from the Redditch Local History Society, and will seek to enlighten and delight visitors with insights into the town's rich heritage and the wider influences in the post-Industrial Revolution age” One of the founders of the group is BMCT member Derek Moxon. Anyone wishing to help the cause can donate online here: https://www.justgiving.com/crowdfunding/redditch-cycle-motorcycle-museum There’s also a Facebook group “Redditch Cycle & Motorcycle Museum Supporters” where you can find out more.

BOOK REVIEW

“Royal Enfield – The Early History – 1851 to 1930”

The origins of Royal Enfield date back to 1851 and the decision made

by George Townsend to set up a needle manufacturing works at Hunt End, near Redditch. By 1885 the company had commenced manufacture of cycles and cycle components to exploit the new cycling craze. The expansion of the business created financial difficulties and provided an opportunity in 1891 for the factory to be taken over by Albert Eadie and Robert Walker Smith. Albert Eadie was claimed to be the country’s finest salesman and Roberts Walker Smith was a talented and innovative engineer, both men were keen to enter the cycle manufacturing industry.

The first Royal Enfield motorcycle, a 1½hp Minerva-powered machine, was announced in 1901.

Other machines, including water-cooled and chain-driven models, would follow before manufacture ceased in 1905 owing to limited demand. It would be November 1909 before the company re-entered the motorcycle markets with a 2¼hp lightweight machine.

Lightweight solo and heavy weight combinations were subsequently offered, with a more comprehensive range made available from 1924 onwards.

It is interesting to read that the famous Royal Enfield patented cush drive rear hub

was available as long ago as 1912. Scalloped-edged and cellulosefinished saddle tanks were introduced in 1928.

Particularly handsome was the 9.76hp (1,000cc) four-speed Sports Model 182 with its impressive 8in brakes. Enfield’s hubs and brakes were highly regarded and supplied to other manufacturers including Norton and Brough Superior. A handsome range of sidecars were also produced.

This book presents a history of the company – the world’s oldest surviving motorcycle firm from its birth as a needle manufacturer in 1851 through to 1930 and its position as a major bicycle and motorcycle manufacturer. Details are presented of all Enfield models produced during this period. Competition and racing is discussed only when relevant to the ongoing story of the machines’ development – here we read of a young Stanley Woods (later to become a TT legend), as a member of RE’s 1925 Junior TT team.

Peter Miller (a BMCT member) is to be congratulated on the extraordinary amount of research he has completed to produce this superb high-quality hardback book, not just for reference use but for its myriad of fascinating photographs and illustrations of machines, employees and customers from the official works albums. A very good read and highly recommended.

Reviewed by Jonathan Hill (Dorset) Royal Enfield – The Early History – 1851 to 1930 Automobiles, Cycles and Motor Cycles Author: Peter Miller Designed and published by FWtoC Publishing Available only from Peter Miller, who will supply signed copies if requested. E-mail him at corgiking@aol.com Hardback, 215 x 285mm, 280 pages, with over 350 photographs and illustrations ISBN 978-0-85101-644-3 £30 plus p&p

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BOOST FOR GRAMPIAN TRANSPORT MUSEUM ‘Outstanding’ Alford visitor attraction boosted with challenges facing the tourism sector.

“It is important to remember that the museum is not about the building funds to develop. or the grounds, it is about what we do, housing and caring for an historically important collection of artefacts and interpreting them in an historically correct but fun and entertaining way for visitors of all ages. The museum has an important educational role and we very much enjoy bringing the history of land travel to life in the minds of our visitors in a topical and relevant way.

“Nevertheless, the standard of the infrastructure is very important in this role. In recent years we have reduced our carbon footprint greatly with new roof insulation and LED lighting. This grant will now enable us to install the very latest Scandinavian air to air heating system and a 17KW solar panel array which together will improve the museum’s internal atmospheric conditions with reduced running costs and carbon emissions, an excellent result all round.

“We will also be able to improve the visitor experience with long awaited new toilets which will be modern, more energy efficient and easier to keep to our high standards of hygiene.

“In addition to these improvements we will add new technologies to upgrade the museum’s management, helping staff and enhancing the Following a tough 2020 COVID-19 affected season, Alford based 4- visitor experience. We are delighted to be able to do all of this for next star visitor attraction Grampian Transport Museum has been awarded year, we are in for a very exciting winter getting everything ready!” a significant grant of £221,000 from the Museums and Galleries Lucy Casot, CEO of Museums Galleries Scotland said “We are Scotland (MGS) ‘Recovery and Resilience Fund’ to help it through the delighted to support Grampian Transport Museum through the winter and to reopen for the 2021 season and so be better ready to Recovery and Resilience Fund. There have been severe challenges meet the challenges of caring for the environment. caused by the pandemic for the museum, but their response has been Curator Mike Ward was delighted to receive the news that the forward thinking and proactive as they welcomed visitors back for the museum’s application had been successful “Despite all the challenges Summer season whilst planning for their future. We are pleased that of this year the museum opened in July with COVID safeguards in this fund will support the much loved Grampian Transport Museum on place. Our staff have been excellent in coping with the new measures their journey to becoming a sustainable and resilient museum, which and systems and their efforts have been recognised by visitors’ continues to be an important asset for their community and local comments on TripAdvisor which have been greatly appreciated. The economy.” support from our friends, followers and members during the The chair of the GTM Trustee Council, Paul Lawson, is full of praise foreshortened 2020 season was excellent but without this grant winter for the support of the staff and trustees throughout the current COVID was looking very bleak. The museum is a fully self-funding charity crisis. “We have only the one full time staff member, supported by and although well managed, our carefully accrued reserves would part time staff and volunteers, so what the museum achieves is have been used up by the start of the 2021 season. However, the amazing, especially in the current very difficult times. I am so grateful Scottish Government/MGS museum sector assistance was launched, to them all. Naturally everyone is delighted that we have been given applications assessed and grants awarded in a very tight time frame this support from MGS and share the optimism it has given us for and thanks are due to all concerned.

2021. Once the pandemic is under control, we can all look forward to “The MGS grant has enabled us to recover now by covering our better times, welcoming even more visitors to this lovely corner of the winter running costs whilst also planning for a lower cost and more North East in safety and enjoyment.” environmentally friendly future, more resilient to meet future

Museum staff members Nick Webb (L) and Euan Wilson (R), discuss the upgrades with museum Chair Paul Lawson (centre). All the work will be completed by March next year.

The museum is looking forward to welcoming visitors back in 2021

Footnote: The Grampian Transport Museum would dearly like to borrow a Triumph X75 Hurricane as a static exhibit for a season. If any BMCT members can help, Mike Ward (Curator) would love to hear from you on 01975 562292.

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BOOK REVIEWS

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MOTORCYCLES, MATES AND MEMORIES – Recalling sixty years of fun in British motor cycle sport - by Bill Snelling. ISBN: 9781787115811 Published by Veloce at cover price £16.99 or available online. 160 pages with 197 pictures. 210 mm x 150 mm softback.

Manx-based BMCT Member Bill Snelling will be a familiar name to many through his kaleidoscopic motorcycle activities. Now he has set his motorcycling life down in print in a nicely produced compact but densely-packed volume bearing the above title. And what a life it has been!

Let me say firstly that this is not a book for everyone. However for me, as someone whose motorcycling life has covered the same period as Bill's, I can relate to everything he writes; dare I say it, much younger members may not have had the same care-free experiences that Bill and I have enjoyed!

Bill's story opens in 1952 with a recollection of his Vincent-owning father removing the living room window to allow him to work on the bike inside in the winter and weekly family visits to Wimbledon Speedway. A first visit to the Isle of Man TT at age 13, where he was allowed to ride a motorcycle by Charlie Murray (of museum fame), set him off on a sporting and working life with bikes – initially Velocettes, working at Arthur Lavington's shop and deep immersion in Velo Owners Club matters. A lovely story is going to Devon with two friends in a Reliant three-wheeler to collect an MAC in bits and having to slow down to walking pace on roundabouts on the return journey because much of the bike was loaded on the roof! I'm not sure one would get away with that now.

The 1960s saw motorcycle club life experienced in all its facets – alcoholically-lubricated club escapades and rallies; road trials; ACU National Rally; racing a Viper; and trials on various unsuitable machines. Like riding a Velocette Viceroy scooter in a trial (which unsurprisingly did not go well). A true clubman.

By the 1970s, after a brief spell living on the IoM, Bill got a job as advertising manager for Motorcycle Sport, that wonderfully idiosyncratic magazine edited on a shoestring budget by Cyril Ayton but attracting a loyal enthusiast readership. That developed his network of friends and trade contacts – often one and the same – whom we learn about. However by 1984 the appeal of a better paid despatch riding job was irresistible and he tells some great stories. However racing continued, as was competing in the MCC long distance trials, again on a variety of machines, the least suitable probably being his fully-faired BMW R80RT despatch bike!

1978 saw Bill buy his first house on the Isle of Man and an ever-deeper involvement, knowledge and love of the Island with a move into book publishing and his current photo-related publishing through ttracepics.com. To see both him in action and the website visit: https://www.ttracepics.com/galleries/bill-snelling.

There is so much more in the book I could relay but suffice to say, if your motorcycle experiences cover this period, you'll love it. If you came along later then you'll learn what you missed at a time when club racers didn't need tyre warmers and umpteen different wheels and tyres; trials were not so specialised; bike maintenance was much simpler; and motorcycling was so much freer and easier.

Reviewed by Nick Jeffery

JIMMIE G by Paul W Guthrie Jimmie Guthrie was a Scottish motorcycle racer born in 1897. He hailed from a quiet Scottish Borders town of Hawick. He had just turned eighteen when he went to fight in the First World War and returned a genuine war hero after nearly four continuous years away from home. Known to many as “Jimmie G.”, his motorcycle racing career started slowly, but he became a major star in European motorcycle road racing during the 1930s. During his remarkable career he won 28 Grand Prix and Tourist Trophy races. He was 500cc European Champion in the years 1935 and 1936, and dual 350cc and 500cc European Champion in 1937. He set several world land speed records between 1934 and 1936.

Jimmie G. was extremely popular with his many racing fans and he was genuinely liked by everyone with whom he had contact. He was a gentleman, modest and unassuming, and someone who was highly respected by the entire motorcycle racing community. Although much older than many of his contemporaries, he trained hard to maintain his physical fitness and miraculously, at the tragic end of his career at forty years of age, he was at the height of his abilities.

On a hot summer’s afternoon on the 8th August 1937 in Hohenstein-Ernstthal, Germany, Jimmie G.’s life came tragically to an end in an incident which was subsequently shrouded in mystery for more than eighty years. Leading with minutes to spare on the last lap of the German Motorcycle Grand Prix, he crashed within two kilometres of the finish line. He died two hours later in a Chemnitz hospital. His death was a terrible shock to motorcycle racing fans around the world. The bitter irony of his death was that he was on the eve of retiring from racing and planned to settle down to family life at the end of 1937. The cause of the crash was not officially reported, and rumours circulated in Britain and Germany. It was a turbulent time - the Second World War was the focus of people’s attention - and the issue was largely forgotten.

The book looks at the remarkable life of Jimmie Guthrie, the many motorsport racing characters who accompanied him from obscurity to the pinnacle of success, and finally his tragic death. The circumstances of Jimmie Guthrie’s fatal crash in 1937 are explained from both the British and German perspectives. For the first time, German archive material exposes many previously unknown facts about the crash - including Nazi involvement. More than simply a motorsport crash, it became a geopolitical incident which could have threatened British and German diplomatic relations at the time. The book explains why the British and German sides kept details of the crash under a veil of secrecy and why an eyewitness to the crash remained silent until just before his death. What emerges is far more complicated and intriguing than any fictional story.

Cover price £34.00, available from Duke Video, Amazon, and the National Motorcycle Museum, Bickenhill Publisher: Paul W. Guthrie Hardcover: 344 pages ISBN-13: 978-3982087207

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AUSTRIAN MUSEUM DESTROYED This brings back unpleasant memories of the National Motorcycle Museum fire. As we went to press with this issue we heard the sad news that the famous Top Mountain Crosspoint motorcycle museum in Austria was engulfed in flames on 18th January, with over 200 classic motorcycles thought to be lost amongst the destruction. The museum sits at the base of the Timmelsjoch mountain pass road (on the Passo Del Rombo) in Austria and is Europe’s highest altitude museum at 2175m. Here’s their official statement: “Last week, a malfunctioning TV-monitor caused a disaster for us.

Our motorcycle museum with almost 300 unique exhibitions was ablaze and unfortunately was almost completely destroyed. Only the exhibits of the special exhibition "Indian Motorcycles" on the ground floor could be saved. Luck of the draw: no one was injured and the entire cable car and restaurant section of the TOP Mountain Crosspoint were unharmed. We would now like to thank the voluntary fire brigade of the Ötztal and the rescue and police services for their hard work. We will be back!”

DINO’S BIKES - PART 3

I never really thought that I would own a 1938 Speed Twin. I am sure that I have read in one of Ivor Davies’s books that the ‘38 Speed Twin (or it could have been the 498cc engine) was named "The Master’s Masterpiece" (referring to Edward Turner, the bike’s designer). Anyway the bike is again over 90% original, apart from the obvious rubber parts, rims, and spokes.

Also, with the help of the internet, I found some original Rexine for the seat cover and the correct felt for the underside of the original seat. There were two things I had to find, one was a correct, original horn, and the one part that I would have thought I would have had more chance of a lottery win, was an original Type 76 Amal carb, they are absolute hen's teeth! I think it was four or five years in total before I could bolt the bike together, but I was for most of the time away, working all over Europe welding oil and gas pipelines. And now I have retired, my welding skills help with my restorations, because I can save parts that would otherwise have to be replaced by pattern items.

- Dino Paglia

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T HE BR I T I S H MOTOR CYCL E C HA RI TABL E TRUS T Registered in England No. 01445196 Registered Charity No. 509420 Registered Office: Holly Cottage Main Street Bishampton Pershore WR10 2NH United Kingdom Life President Trevor F. Wellings Trustees: Paul Barnes (Chairman) Ian Walden OBE Peter Wellings John Handley Mike Jackson Nick Jeffery John Kidson Mike Penn Secretary & Editor Andy Bufton Mob: 07754 880116 Email: editor@bmct.org

The British Motorcycle Charitable Trust (BMCT) was originally formed in 1979 to facilitate the building of the National Motorcycle Museum at Bickenhill, near Solihull in the West Midlands.

Since 1995, however, the BMCT has been an entirely separate organisation, a grant-making Charity dedicated to the promotion of British motor cycle engineering heritage through a network of affiliated transport and local interest museums throughout the country.

Our affiliated museums are: Black Country Living Museum, Dudley British Motor Museum, Gaydon Brooklands Museum, Weybridge Coventry Transport Museum Dover Transport Museum Gloucester Life Museum Grampian Transport Museum, Aberdeen Haynes International Motor Museum Internal Fire Museum of Power, Tanygroes

Associate Membership is open to all, and allows free entry to all the museums in our affiliation scheme. Our funding comes from membership fees, bequests, donations, and income from our investments. Please direct any enquiries to the secretary, at the Registered Office address on the left.

Isle of Man Motor Museum, Jurby Jet Age Museum, Gloucester Manx Museum, Douglas, Isle of Man Museum in the Park, Stroud National Motor Museum, Beaulieu Sammy Miller Museum, New Milton Silk Mill Museum of Making, Derby Tank Museum, Bovington

www.bmct.org

The Norton Collection Museum, Bromsgrove

Preserving the past...for the future

PARTING SHOT...

Getting down to it. Barry Grinstead cracks the throttle of his Bonneville wide open in a Production race at Staverton in May 1973.

Photo: Bill Riley BMCT News is published by Matchless Management Services, Holly Cottage, Main Street, Bishampton, Pershore WR10 2NH