BMCT News 59

Number 59 March 2025

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S a m my M i l l e r M u s e u m o n To u r After a considerable logistical effort on the part of the organisers and the Sammy Miller Museum, some of the rarest and most exotic bikes from Sammy’s collection made their debut at the 2025 Devitt Insurance with MCN London Motorcycle Show at the Excel exhibition centre in London recently. This gave visitors the opportunity to get up close to some of the most unique and historically relevant motorcycles in the world.

For the first time ever at the London Show, the Excel hosted a fine fifteen-strong selection of Sammy Miller’s rare and exotic machines, usually only found in his dedicated museum in the New Forest. Here is the full list of Sammy's classics that were on display: • Moto Guzzi V8 • Norton Kneeler • Münch Mammoth • AJS Porcupine • MZ 125 GP racer • DKW 250 • NSU Sportmax • BSA MC1 • Ariel HT5 • BMW RS54 Rennsport • Honda 305 • Bultaco 244 • AJS V4 • Mondial SM • Gilera GP 4 Cylinder

Front cover photo: John Chubb aboard the 1911 350 cc Wooler on the Pioneer Run. Like most of John Wooler’s subsequent designs the engine is unconventional, a single cylinder two-stroke with a double-ended piston coupled to external connecting rods by an extended gudgeon pin. An external pipe transferred the compressed mixture from rear to front chamber, where it was fired by a magneto on the crankcase. Drive is by belt via a variable pulley to the rear wheel. It has front and rear plunger springs and a patented 'anti-vibratory' frame. This was unusual in an age of girder and rigid forks. The model was briefly marketed as the Wilkinson-Wooler before World War 1 intervened.

Photo credit: Simon Webb

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Velocette’s water cooled LE model has been Dennis Frost’s lifetime passion I have been riding LEs since I was a teenager – indeed I still have the 1957 ruby red and grey twotone model that cost me £12.10s in the late 1960s.

Velocette’s range of lightweight twins was their ambitious foray into what the Hall Green, Birmingham, firm hoped would be a post-WWII boom market for ‘everyman’ (and every woman) motorcycles. There was a boom, but not for clever and expensive small capacity machines. Although Velocette was not really a builder of massproduction machines, nevertheless the LE was their most popular model – best remembered for its use by many police forces, both in the UK and overseas.

A twin-cylinder water-cooled engine, shaft drive and a pressed-steel frame were the unexpected features of a utilitarian motorcycle which cost almost £100 when launched in 1948. BSA’s Bantam – a real basic machine for the masses and introduced the same year – cost £40 less.

This fascination stemmed from my geography teacher letting me have a ride on his LE. Being from a cycling family, the little Velocette offered me the chance to travel far further on two wheels in comfort and almost silence. As I met other LE riders who had been attracted to the Velocette in its early years, many of them were cyclists and just like me enjoyed the prospect of the longer journeys that a sophisticated powered two wheeler could offer. I got to know the Picketts – Fred and Doris – who had ridden their LE to Rome in the late 1940s. They were cyclists too and had managed a trip to Paris before the LE came along.

Dennis enjoys a first ride on his rebuilt, low mileage, original LE – bought on eBay. Photo credit – Rick Parkington

home confirmed that very little had been changed since this LE left the factory in 1958. It took four month’s work to take it apart and check that the resulting rebuild was going to produce a reliable machine. A Velocette closed their doors in 1971, but before that I had ridden my motorcycle of this age, however low mileage, is going to have oil seals LE to their south Birmingham factory and was friends with their last rendered solid by inactivity along with bearings, once coated in freeservice manager, Bill Sewell. In the following years I got to know flowing lubricant now turned to treacle. members of the controlling Goodman family, including George and Ethel Denley (née Goodman) who were in their late eighties by the I am pleased to report that I was able to re-use almost every original time I arrived at their doorstep – LE mounted of course – on a grey part. The plating on the original Terry water hose clips had suffered, December day in 1981. George had written to me: “We cannot but I was able to search through my stock and turn up a set of good entertain you as we would wish, but we can provide coffee at 11am or second-hand replacements which didn’t look too shiny. Some chafed tea at 3pm.” I opted for tea at three. Bertram Goodman, Velocette’s wiring around the steering head needed attention and I fitted new last managing director, was also a friend and I now have his KTT laminated Plexeal head gaskets to replace the originals – complementracer in my collection. ed by old stock KLG suppressor caps and spark plugs.

The early 1970s was a time, with the UK motorcycle industry in decline, when utilitarian machines could be picked up for very little money. A visit to a local hardware shop one day resulted in the purchase of some batteries and the gift of a basement-stored Velocette LE. So, within a couple of years I had a collection. Although I have ridden many other motorcycles – especially when I worked at The Classic MotorCycle magazine – friends tell me I have got stuck at the Velocette stage.

The shakedown ride was almost trouble free, but did include a roadside stop to clean the carburettor. A dirty petrol tank is always a risk with a long out of use machine. I had removed the tank and given it a thorough clean, but some dirt had obviously remained, getting past a precautionary in-line filter.

This is probably the best original and unrestored LE I have found since shelling out for that first LE when I was a teenager. Youthful inexperience saw me take that 1957 two-colour grey and ruby red During COVID lockdown I rebuilt a rather nice LE that I had spotted model apart for a full restoration. Today I would probably have saved on eBay. I am nervous about bidding for complete machines offered all that slightly faded paint and plating, rather than opting for the on this popular internet site, they often look pretty care worn or far attraction of a shiny refinish and sparkling chrome. from original. However, from the published photographs I could tell this LE with its optional-extra grey and blue colour scheme was (Ed: More than 32,000 examples of the LE were made in a 23 year particularly authentic and unrestored. That’s how it turned out, with production span starting in 1948. The designation LE stood for "little just over 6,000 miles showing on the odometer. The seller let me take engine". Used by over fifty British police forces, the police riders his LE for a ride. Everything worked. There was a healthy charge from became known as "Noddies" because they were allowed to nod to the generator and the gear change was one of the slickest I’ve senior officers rather than take a hand off the ‘bars to salute, hence experienced, suggesting this was indeed a very low mileage machine. the LE was nicknamed the “Noddy Bike". Production ended in 1971 I had to buy it – you know that feeling – and a careful inspection at when the company went into voluntary liquidation.)

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B ro o k l a n d s 2 0 2 5 Ve t e r a n & Vi n t a g e M o t o rc y c l e D a y

From Martin Gegg, Brooklands Motorcycle Team Leader: Building on the success of last year’s Sunbeam 100 Celebration the Brooklands Motorcycle Team are staging a similar event for pre-1940 motorcycles on Sunday 6th April.

The aim of this event, held in conjunction with the Sunbeam Motor Cycle Club, is to showcase the very earliest Cycles, Motorcycles and Cyclecars, telling the story of their evolution to the vehicles of the 1930’s.

Individual Events: · Test Hill Challenge (Enter on the day) · 1920s-30s Gymkhana (Enter on the day) · Riding Demonstrations (Enter on the day) · Static Displays & Demonstrations · Talks (First come first served)

Speakers: Ian Dabney - Early Carburettors Dr Roger Bird -The Birth of Brooklands Martin Gegg -The birth of the Motorcycle Dispatch Rider Paul Gander- Evolution of Off-Road Competitions and Pioneers of Tomorrow.

Some of the speakers will gather for a discussion about what we can learn from the innovation of the past and whether there is a place for two and three-wheeled personal transport in the future.

Clearly all BMCT members can enter for half-price on the day, but those wishing to enter their pre-1940 machines should write to: eventsadmin@brooklandsmuseum.com with details of their machine.

D o v e r Tr a n s p o r t M u s e u m ’ s 2 0 2 5 r a f f l e b i k e Win this 1991 250 cc Honda Nighthawk in this annual raffle, which will be drawn at the Museum’s Classic Motorcycle Show to be held on Sunday, September 21st 2025.

A cash amount of £1000 can be taken by the winner as an alternative prize.

Tickets cost just £1 each, or £5 for a book, and are available from Dover Transport Museum on any day it is open, or from their stand at any one of these events they’re attending: April 5th Heritage Transport Show, Detling May 10th Northbourne Military Show June 7th-8th Folkestone & Ashford Military Show, Sellindge June 28th Deal and Walmer Car Show, The Strand, Walmer August 3rd International West Kent Run, The Friars, Aylesford Priory.

August 9th-10th Heritage Motorcycle Sprint, Betteshanger August 25th Old Timers Rally on The Leas, Folkestone

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“Speed Monarch” The short life of Eric Fernihough and the world’s motorcycle speed record Author: Terry Wright Foreword: Doug Nye Limited first edition of 500 numbered books.

Loose Fillings Publishing Contact: sales@loosefillings.com www.loosefillings.com Hardback, 210 x 260mm (portrait); 528 pages with over 400 photographs and illustrations.

ISBN 978-0-64593-2-706 £85 UK; $107 USD; $150 CAD; $165 AUD. When Eric Fernihough lost control of his Brough Superior, at over 170mph in 1938, he was the last British rider to have been the “world’s fastest” on two wheels.

Born in 1905, one of nine orphans, his mother died in childbirth when he was aged three. His younger siblings were put in a children’s home, but Eric was fortunate to be adopted by a wealthy childless widow – and still retaining his surname. Settling in Bournemouth, Eric was privately educated at Clayesmore School in Dorset, before going up to Magdelene College, Cambridge to study engineering. He became a noted engine tuner, a European motorcycle racing champion, as well as a multiple Brooklands race winner on works-supported self-tuned Excelsior-JAP machines – he lapped Brooklands at over 80 mph on a 175cc Excelsior.

Eventually, “Ferni” married and bought a garage beside the Brooklands circuit where he serviced cars and motorcycles and offered tuning and testing services. There, he started work on his first recordbreaking 1,000cc JAP-engined Brough Superior with bronze twin-plug Speedway cylinder heads and two twin-spark magnetos on which he set a Brooklands Outer Circuit lap record at 123.58 mph in 1935.

Eric Fernihough set out in 1937 to challenge the German speed record monopoly of BMW’s Ernst Henne and Italian Piero Taruffi on his four-cylinder Gilera by taking his now supercharged and partlyenclosed Brough Superior to the closed road of Gyón in Hungary where he set the world’s absolute motorcycle record speed of 169.79 mph. Piero Taruffi only just topped that later in the year with 170.37 mph before Henne took the title again at 173.68 mph. Back in Hungary, Fernihough was aiming for over 175 mph when he was killed.

Drawing on Fernihough’s personal papers and photographs at the Brooklands Museum, the Mutschler collection in Germany, Ernst Henne’s private albums at the BMW archives and many other sources, this new book has hundreds of never-before-published photographs and drawings. It is also the first history of the world’s absolute motorcycle speed record and the first biography of this great motorcycle rider – one that could easily have been lost in the mists of time.

It is very difficult to do full justice to this superb tome that also includes Fernihough’s JAP tuning secrets from his private notebooks.

Author Terry Wright is to be congratulated on what must have been a monumental research project. Excellent.

Book reviewed by Jonathan Hill

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Italy and the Ulster Author: David Crawford Contact: lario@btinternet.com Softback A4, 118 pages ISBN 978-0-9570341-1-2 £20 + p&p The author David Crawford previously wrote what must be considered the definitive story of the great Stanley Woods who won the Ulster Grand Prix seven times. A personal friend of Stanley, he travelled with him to Italy on many occasion, as well as with his wife Joan and being a fan of Italian machines, (he bought his MV Monza new in 1978 which he still has!) he managed to spend time with some of the great Italian riders and engineers as well as those like John Surtees who rode the bikes at the highest levels.

A lifetime spent with an interest in Italian machines has led to a collection of memorabilia second to none as well as access to images and items never seen before loaned to him for this his latest book. In 118 pages it starts in 1935 with brief history, before covering the Italian connection to the Ulster Grand Prix from 1939 until 1970.

Throughout the book uses period images, copies of letters and certificates from the factories, the FIM and gives brief race reports and machine information. Add in some original artwork, the odd poem and pictures of trophies and you have the amazing story of the Italian connection to the Ulster GP. It is a self- published A4 sized soft-bound book which, despite its lack of hard cover, still deserves being described as a coffee table book.

The quality of the pages and images along with the excellent presentation, layout and ease of reading make it a superb publication that deserves space on any race or Italian bike fans bookshelf or coffee table!

At a very modest £20.00 cover price plus P&P it is a must-have especially as all the profits are going to a local NI Hospice! For a copy email the author at lario@btinternet.com Book reviewed by Ian Kerr MBE

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I n s e a rc h o f A u n t Gl a d y s ’ s mo t o rc y c l e Here’s an update from Steve Rose as he tries to identify the that event but saw that it had again not sold so I cheekily contacted the motorcycle in the picture below. auctioneers and asked them if the vendor would accept a direct offer at the guide price, which was later accepted - £60, not cheap but a Do you remember (Great, Great) Aunt Gladys (“What is this unknown very tangible and absolute connection to the marque. bike?” BMCT News number 51, May 2022)?

The content once again underpinned the VMCC's identification but the picture details are of the age and are quite low quality and yet again none of the tank badges could be sufficiently discerned, although they did resemble the same 'jumble' that can vaguely be made out on the Gladys photo when zoomed in.

From another search I did refrain from buying a near complete engine that was being sold online from a collection in Sweden; that went for over £1,000!

I also found by chance a copy of a Roy Bacon book, 'Encyclopaedia of 1930s Motorcycles' in a second-hand bookshop in Tewkesbury, and to me for £10 it was a steal as it actually had an entry for New Henley! This was the first time I had seen the marque in print complete with a very brief history and a small basic picture.

Since then I have unearthed my copy of Erwin Tragatsch's brilliant Encyclopaedia of Motorcycles that I've had since my early teens and it too actually lists 'New Henley', albeit very briefly, and it has a similar and very small picture to the Roy Bacon book.

The Bacon book, just like the sales catalogue, shows a really good resemblance with the twin-port engine, and guess what, the same Having tentatively identified the bike as a New Henley I've still obscured 'fuzzy' tank badge. All the evidence was there to confirm the continued to search out for more information and every now and then given identification of Gladys’s bike but it still niggled me that on the internet like the coming and going of the tides all of a sudden without absolute recognition of the tank badge there was always an something is uncovered that is entirely new to me. element of doubt and like I said before, all I wanted was to see what this marque’s badge actually looked like!

One thing I have found which has proved a great resource is www.rockersbikeads.co.uk. This guy is scanning bike adverts from Anyway back earlier in the year I eventually visited the Henley-inthe early bike mags, namely the “Green 'Un” and the “Blue 'Un” of Arden Heritage Centre hoping to find some actual connection, if any which he must have a considerable collection. Once scanned he is to the supposed 'Clarke' family. cataloguing them and putting them online. Through these ads and I spoke to a lady working there on the given day, she took great other sources I have developed a very reliable 'timeline' of the Henley/ interest and made notes of what info I had already, so she could then New Henley story. refer it to their main 'researcher'.

A couple of weeks later I got an email from him but sadly a lot of Clarke Bros. started Henley Engineering Co., in 1920, manufacturing what I had already said seemed to have been lost in translation and Sidecars at the Stewart Works, Spring Hill, Birmingham. what I got in return was a collection of internet information regarding By 1923/24 they had fully transitioned to building complete bikes and the Henley marque that I had already seen many times for myself and were now at Doe Street, Birmingham. (Doe St. and surroundings no nothing new either, a bit annoying really, and what's more absolutely longer exist as they were built over for the development of Aston no attempt to relate anything to Henley-in-Arden itself.

University).

So I then went back to him by mail with the full story of what I had Up to 1926 they had been using Blackburne engines but with a name learned so far, clarifying that I doubted there wasn't any more he change to 'New Henley' they switched to JAP engines in 1926/27. I could add, but highlighting my interest in making the connection still believe the original owners, the Clarke Bros. were still the owners between Henley in Arden and the Clarke family. To add to this I had but that isn't entirely clear yet. some info that I had newly chanced upon connecting a family of However, by 1928 New Henley had moved to Warstone Lane, Clarkes to the town.

Birmingham and as I had previously found, it is what is now known as This family was the Rosier-Clarkes that did have a connection for the 'Jewellery Quarter’. It is possible that by then they were under the some time with Henley-in-Arden at what was in an appropriate time new ownership of Johnny (Jack) Crump and Arthur Greenwood, a frame. competitive motorcycle racer. Towards the end of 1929, the brand was They were something of an itinerant family that had journeyed definitely under their ownership and they had taken the business to through the Midlands in the late Victorian times and into the early Oldham, occupying the (sewing machine) works of the then defunct Edwardian age. I suspect part of the farming' community so probably Bradbury marque. Business continued to 1930/31 when the company not moneyed and unlikely able to finance the building of motorcycles, ceased trading. but during their time in Henley there were two births adding to the total in all of 6 siblings.

One of these ads showed that New Henley featured in the 1929 TT There was a daughter born in 1893 and a son, William, in 1894, who Races, with the three factory entries failing to finish, including significantly would have been 26 years old in 1920.

Greenwood himself. However from the official IoM TT website we He had two slightly older brothers, Arthur, (b. Staffordshire 1890) and learn that another competitor riding a New Henley came 2nd in the Henry, (b. Oxfordshire 1892). So potentially there were three Clarke Junior race, the rider being one Dennis Z. de Ferranti, with an average brothers, of whom any could easily have been the ones frequently race speed of 63.1mph! cited as being the founders of the Henley marque.

It would also appear that their mother had initially married a much I also found on the internet an original sales catalogue for New older man. He died around the turn of the century leaving the young Henley, a 1928 Motorcycle Show Advance List edition, very like a family. In due course mother embarked on a second relationship and it photocopy I had previously obtained from the VMCC but this one an could have been this stepfather that was the benefactor to the boys’ original and of a slightly later date; an assumption based on the fact business and maybe got tired of bankrolling it as it failed. that all the prices had gone up by one whole £. Oh, how times have changed! It was part of a sale by a commercial auction house called The Heritage Centre did come back to me following this lead but said Mullocks. I found it just after the given auction had happened but the they could find no connection, maybe they simply weren’t interested. item was unsold and then re-listed some months later. Again I missed However, they did offer me one suggestion as they had found

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(cont.) reference to a “military man” from Henley-on-Thames being Better luck this year though. A quick scan of the entry list in the programme showed that yes, there was a New Henley entered and the founder of said company! once I was in the collecting area there it was! Obviously I started Now it has to be said that in the National Motorcycle Museum chatting to the owner. It was a 1926 model, with a JAP engine but of reference is made to one Colonel Gardner as the founder of Henley an earlier type.

Engineering on the label of its single example of a Henley machine on When talking to the rider I quickly told him the story and especially display. This is the only time that I have seen this name, whereas all the objective to find a copy of that badge and blow me down he said other sources always refer to the Clarke Bros. Respectfully I would he had a set of transfers that he had been given as part of the hope that the NMM would be working from the most authoritative documentation when he bought his bike, though it was not applicable sources, although, I do accept that most current research and to his bike as it was a slightly older model that simply had the classic knowledge is just referring to topical info to be found on the internet, gold lettering of the name. the very medium I am relying on. And of course unlike the big Then he mentioned the transfers were available from a company, marques of the British motorcycle industry I doubt that anyone has 'Classic Transfers' of Charlfield, Gloucestershire. As we stood there ever written anything substantial at all about Henley. with his smartphone he looked it up to show me and boom! there was this mythical tank badge and now it all made sense!

The Heritage centre’s offering however was one ... Major Gardiner!

So, now is it Major or Colonel? Is it Gardner or Gardiner? Or is it From a 'zoomed in' view of Gladys' tank, the picture of the New none at all? I have what I have seen from brief searches on 'Major Henley in Roy Bacon’s book, which is also consistent with the basic Gardiner' of Henley-on-Thames fame that there is a strong connection pictures in the copies of the two sales catalogues that I have, and with him to the town and he obviously had high standing but were finally a sample copy of the actual tank badge artwork shown on motorcycles his thing, and if so why not build them in the town Classic Transfers website, there is no doubt whatsoever in my mind instead of the West Midlands? And why is he not mentioned more that the bike is a New Henley. than the Clarke Bros?

The irony perhaps is that the Heritage Centre’s source of this lead is a listing for the sale of a Henley machine by none other than Bonhams. I have seen this advert, but I have seen other sales listings from them leading with the Clarke story. From these highly respected organisations I would expect much more authoritative information being provided, not contradiction from Bonhams in their Sales guides.

Anyway for now I will continue to seek out anything more I can 'find So what may be the final act in this story was a visit to the 2024 or learn' to build up the story and as such will request that if anything Banbury Run at Gaydon. Like the previous year for me attending for comes to light to add to the research then please let me know. the first time, a great day out but all with a mission, or prayer in mind.

- Steve Rose I was hoping to see a Henley, or better still a New Henley, in 2023, but sadly that didn’t transpire. However there were a couple of HRDs, present using the twin-port JAP engine, so it was nice to see and at least hear them run.

S a m my M i l l e r ’ s P i t S t o p c a f é i s n o w o p e n

From Sammy Miller MBE: After two years of planning and hard work, our new tearooms ‘Sammy’s Pit Stop’ will open on 2nd March under the new management of Mark and Dan Ellson of Poole’s L’Arte Coffee House.

Mark, Dan and their lovely staff will be offering fabulous coffee and great food in this brand new bright and airy building on the museum complex.

Our Victorian Courtyard has craft shops and plenty of outdoor exhibits to enjoy, including views of the Isle of Wight. In our woodland setting we have donkeys, alpacas, goats, turkeys, geese, ducks, chickens and sheep.

The Sammy Miller Museum has been accredited with being one of the best motorcycle museums in the world and, with our new tearooms,

we are proud to offer an excellent visitor experience.

Now that Sammy’s Pit Stop is up and running, our morning ride-ins will revert to Tuesdays instead of the recent Thursday mornings.

L’Arte at Sammy’s Pit Stop will be much better placed to cater for our open days, auto jumbles etc. L’Arte will also be running the Courtyard Shed on event days.

Our visitors will still be able to enjoy a traditional full English breakfast with variations of halloumi, avocado, rocket and chilli jam and much more! If you like coffee, L’Arte coffee will certainly satisfy you!

A new feature is our lovely copper water fountain standing proud in the terrace area outside the new café, which is open 7 days a week from 9 am - 4 pm. We look forward to seeing you soon.

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T HE BR I T I S H MOTOR CYCL E C HA RI TABL E TRUS T A Charitable Incorporated Organisation Registered Charity No. 509420

Trustees: Ian Walden OBE (Chair) Peter Wellings John Handley Mike Jackson Nick Jeffery Mike Penn Dennis Frost

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 in England, Wales, Scotland and Isle of Man. Associate Membership is open to all, and allows entry concessions at all 18 of the museums in our affiliation scheme (listed right). Our funding comes from membership subscriptions, bequests, donations, and income from our investments. Please direct any enquiries to the secretary at the Secretariat address on the left.

Secretariat: Holly Cottage Main Street Bishampton Pershore WR10 2NH United Kingdom Secretary & Editor Andy Bufton Mob: 07754 880116 Email: editor@bmct.org

Our affiliated museums are: Black Country Living Museum, Dudley Brooklands Museum, Weybridge Coventry Transport Museum Dover Transport Museum Gloucester Life Museum Grampian Transport Museum, Aberdeen Haynes Motor Museum, Somerset Internal Fire Museum of Power, Tanygroes 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 Royal Engineers Museum, Gillingham, Kent Sammy Miller Museum, New Milton Silk Mill Museum of Making, Derby

www.bmct.org

Tank Museum, Bovington, Dorset The Norton Collection Museum, Bromsgrove

D AT E S F O R Y O U R 2 0 2 5 D I A RY March 30 April 6 April 12-13 April 19-21 April 26-27 May 4 June 8 June 14-15 June 21 June 22 June 27-29 July 6 July 20 July 20 August 3 August 10 August 31 September 7 September 21

South of England Classic Motorcycle Show www.elkpromotions.co.uk Brooklands Veteran & Vintage Motorcycle Day www.brooklandsmuseum.com/whats-on Kickback Great Malvern Classic & Custom Bike Show www.kickbackshow.com Easter Crank Up at Internal Fire Museum www.internalfire.com The International Classic MotorCycle Show www.classicbikeshows.com Spring Auto Jumble at Sammy Miller Museum www.sammymiller.co.uk VMCC 75th Banbury Run www.vmcc.net Black Country Living Museum Festival of Vehicles www.bclm.com/visit/events Beaulieu Bikers’ Day www.beaulieu.co.uk/events/beaulieu-bikers-day Prescott Bike Fest www.prescottbikefestival.co.uk Tankfest 2025 at the Tank Museum www.tankmuseum.org Brooklands Motorcycle Day www.brooklandsmuseum.com/whats-on VMCC Founders Day www.vmcc.net Alford Cavalcade at Grampian Transport Museum www.gtm.org.uk/events/cavalcade Triumph Day at Sammy Miller Museum www.sammymiller.co.uk Graham Walker Memorial Run www.beaulieu.co.uk/events/graham-walker-memorial-run British Bike & BMCT Day at Sammy Miller Museum www.sammymiller.co.uk The John Haynes Classic www.johnhaynesclassic.co.uk Classic Motorcycle Show and Raffle Draw www.dovertransportmuseum.org.uk

Ardingly, West Sussex RH17 6TL Brooklands Museum, Weybridge KT13 0SL Three Counties Showground, Malvern WR13 6NW Tan-y-Groes, Ceredigion SA43 2JS Stafford Showground, ST18 0BD Bashley, New Milton BH25 5SZ British Motor Museum, Gaydon CV37 0BJ Discovery Way, Dudley DY1 4AL National Motor Museum SO42 7ZN Prescott Speed Hillclimb, Cheltenham GL52 9RD Bovington, Dorset BH20 6JG Brooklands Museum, Weybridge KT13 0SL Stanford Hall, Lutterworth LE17 6DH Alford, Aberdeenshire AB33 8AE Bashley, New Milton BH25 5SZ National Motor Museum SO42 7ZN Bashley, New Milton BH25 5SZ Haynes Motor Museum, Sparkford BA22 7LH Dover Transport Museum CT16 2HQ

Please visit the appropriate organisation’s website for further details of these events.

BMCT News is published by Matchless Management Services, Holly Cottage, Main Street, Bishampton, Pershore WR10 2NH. Any opinions therein are not necessarily the views of the publisher or of The British Motorcycle Charitable Trust.