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Summer 2012


In This Issue Stafford Classic MotorCycle Show FBHVC Ethanol Test Results 64th Banbury Run British Scooter Exhibition Diary Dates 1,000 Bikes Preview LMM Triumph Day Members’ Page The BMCT Collection

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Best in Show was this Wolverhampton built 1965 DMW Typhoon 500cc Grand Prix racer, one of only two ever made.

Some early Vincents had Rudge power

The Rudge Club put on a good display

Unusual 1962 Matchless 750cc G15/45

Triumph T160 in a 1954 BSA A7 frame

“Specials” was the theme for this year

How a modernised Square Four might look

Front Cover: BMCT member Pete Burrows makes his final preparations before a successful Banbury Run on his Royal Ruby

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B i o f u e l s

The FBHVC has responded robustly to all government consultations on biofuels. The Federation commissioned an independent expert to report on combustion problems and undertook a lengthy and expensive testing regime for additives marketed to overcome the corrosion problem. In addition the website provides detailed information about (typically plastics) compatibility issues, for which there is no cure other than vigilance and replacement of noncompatible items. The problems likely to be encountered have been summarised as corrosion, compatibility and combustion. Combustion and driveability effects: ethanol has a leaning effect and so carburettors need to be adjusted or the air/fuel ratio changes may cause driveability problems and increase exhaust temperature. Adopt measures to restrict heat transfer to carburettors by baffles, pipe routing, thermal blocks and breaks. Mat erials compat ibilit y: replace problem materials with compatible products. Corrosion: ideally an aftermarket treatment should be used – added during refuelling to protect the fuel system. The results of the test programme for suitable stability additives are as follows: Additives are available to protect against the main problems likely to be encountered for petrol and diesel fuelled vehicles. A product for use with petrol has been designed to be added to the tank when re-fuelling to prevent degradation in storage in the fuel tank. It provides excellent protection against t he possible corrosion t hrough increased acidity which can occur when petrol containing ethanol is stored for any length of time. One bottle should provide a season‟s protection – although this is obviously dependent on the vehicle and amount of usage. At the end of April 2011 the Federation contacted all known suppliers inviting them to take part in the FBHVC test programme. The products that passed the test were entitled to carry the FBHVC logo on the packaging. This endorsement is similar to that given to

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the lead replacement additives that protect against valve seat recession and the products submitted were either given a „pass‟ or a „fail‟; we will not grade them for effectiveness. The biofuel test regime was different to the programme used for the lead replacement additives in that it was purely a laboratory test for corrosion. The tests were for additives intended to provide protection for metallic components frequently encountered in the fuel systems of historic vehicles. A table was published by FBHVC showing lists of materials incompatible with ethanol in petrol. The materials listed included coated steels such as those extensively used to make petrol tanks, plus copper, zinc, and brass, together with a number of plastics (seals and gaskets) and fibreglass composite materials. The metallic materials listed were judged to be incompatible because of potential corrosion by degraded ethanol in the fuel. The additives tested are designed to protect metals only, by preventing corrosion. There are no known additive solutions for incompatibility between ethanol in petrol and plastic or composite materials. As has been previously stated, where compatibility problems occur with gasket and seal materials, or with fibreglass petrol tanks, as used on some motor cycles, the only realistic course of action is to replace incompatible materials with suitable alternatives. A list of these was given in the table published by the Federation. At least one carburettor supplier can now supply components which incorporate materials compatible with ethanol in petrol. The tests carried out used an accelerated aging process in which ethanol degrades to become increasingly acidic. One week of the aging process is equivalent to one month in normal storage, so the 13 week accelerated aging process used in the test method is equivalent to one year in normal storage. This procedure increased test severity, and was felt to offer a good margin of protection to those, for example, who may lay up their cars in the autumn, and take them out on the road again in the spring, having stored fuel in the tank over the winter. Corrosion tests were carried out every two weeks to assess the effects of the aging process on the corrosiveness of the fuel. The tests compared corrosion


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experienced with untreated fuel against corrosion using fuel treated with corrosion inhibitor additives. Rating of corrosion was carried out visually by trained operators, there being five performance categories, from „A‟ to „E‟. To achieve an „A‟ rating, the test sample must show absolutely no rust at the end of the corrosion test, whereas an „E‟ rating corresponds to extensive surface rust. The results of the tests showed worsening corrosion as the ethanol aged for the test sample where no corrosion inhibitor was employed (test sample dropped from „D‟ rating to „E‟), whereas additive treated fuels continued to provide a very high standard of protection right to the end of the test („A‟ rating throughout). These results should instil a high level of confidence that additives evaluated in the test programme, and endorsed by the FBHVC, will provide excellent protection from potential corrosion in fuel systems of historic vehicles, including those stored for long periods (up to and including 12 months). The tests used highly polished mild steel probes in accordance with oil industry practice. This method has been used for decades and is a recognised and widely used technique for establishing the performance of corrosion inhibitor additives. The use of mild steel as a medium in the corrosion testing is valid, on the basis that other metals in the fuel system (e.g. copper, brass) are less susceptible to acid-corrosion than mild steel. In addition, the widespread use of steel in fuel tanks in historic vehicles creates a significant potential for corrosion damage where tanks may be up to 100 years old. The corrosion inhibitors used within the oil industry are non-metallic surfactant products, which have been proven to be a cost effective solution to the problem of metallic corrosion in the oil industry. Some candidate additive suppliers wished to be able to combine t he ethanol-protect ion corrosion inhibitor additive with one already proven for protection against valve seat recession. This (cont. p 5)

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Once again the Heritage Motor Centre played host to the largest gathering of Vintage and Veteran machines in the world. Here are a few shots taken at the start, and more can be seen on our website www.bmct.org

1913 Kynoch, 490cc, made in Aston, Birmingham. This is from the final year of production.

This 1904 Rex 3hp looks very smart with its combined tool and battery box behind the tank

Richard Duffin composes himself before the start with his London made 1922 Chater Lea 350 Sports Model, featuring the ohv Blackburne engine. This bike’s last Banbury Run was in 1965..

Not the best attire for motorcycling, but it was good to see competitors enter into the spirit of the event

Pete Burrows sets off on the Royal Ruby

Another BMCT member Chris Oliver sets off with a smile on his 1927 680cc Zenith. Chris has personally known all the three previous owners of his bike, and this was his fourth Banbury Run on the machine.

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Cont. from page 3 protection may contain metallic components, so it is therefore possible that some dual-function additives offered for sale will contain metals. Additives sold entirely on the basis of corrosion inhibition alone will not contain metals. Some concerns have been raised about the use of metals in fuel, but it is still permitted to sell leaded petrol in the UK for historic vehicle owners, and although the volume of sales is low, this concession to owners of historic vehicles has not been revoked by the EU, and indeed was recently endorsed for the future. In addition, at least one manufacturer sells a product containing lead alkyl additive for historic vehicle owners to dose into fuel themselves. A limit has been placed on the permitted use of manganese in petrol by the EU, but this material has not been banned. Manganese is one metal which has been used in additive packages to prevent valve seat recession, and at least one dualfunction package for use to prevent valve seat recession and ethanol corrosion was tested. The original use of the manganese containing additive to provide protection against valve seat recession was endorsed by the

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FBHVC in the 1999-2000 time frame after engine testing. There is no conflict in the view of the FBHVC with the renewed endorsement of dualfunction additives which have been shown to perform well in both valve seat recession tests and corrosion inhibition tests, on the basis that metal may be used in the preparation. As indicated above, there is no EU ban on the use of manganese, iron or lead in fuel additives. Those who do not wish to use additive preparations containing metals can choose FBHVC-endorsed corrosion-only packages (which are non-metallic), and if desired, use a separate valve seat recession product which does not contain metal (one effective FBHVC-endorsed product uses phosphorus). Questions have also been raised about bacterial growth in fuels containing renewable fuel components. The additives tested do not offer any protection against bacterial growth, which generally requires water to flourish. The main risk of bacterial growth lies in diesel storage tanks where water is present, and fuel is stored for long periods. The solution recommended by the oil industry is to improve „housekeeping‟, i.e. to ensure tanks are clean and dry internally and

B r i t i s h S c o o t e r E x h i b i t i o n

Robin Spald ing‟s ext raordinar y collection of British motor scooters will be the featured attraction at Coventry Transport Museum this autumn when the museum holds the BMCT sponsored British Scooter Exhibition. Through tireless work and research Robin has acquired an example of every post-war

British make of scooter, some 44 models in total. Robin has featured in a BBC radio programme to discuss his collection, and is in the process of producing a book on the subject. The exhibition will open on 22nd of October and run until Spring 2013. See our website for more details.

therefore do not contain free water. Use of biocides is not recommended, except for „spot‟ treatment of severe bacterial growth. Regular use of biocides runs the risk of the bacteria involved developing immunity to the biocide employed. Furthermore, where free water has encouraged bacterial growth, and a biocide is used, the water must be treated as hazardous waste when it is disposed of. This may have significant cost implications. The stability additives that passed the test are: VSPe Power Plus, VSPe and EPS from Millers Oils Ethomix from Frost Auto Restoration Techniques Ethanolmate from Flexolite These all received an „A‟ rating in the research which enables all these products to carry an endorsement from the FBHVC. The endorsement is in the form of the FBHVC logo and the words: „endorsed by the FBHVC as a fuel additive for protection against corrosion in metals‟.

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July 6-7-8 Festival of 1,000 Bikes, Mallory Park July 15 Motorcycle Ride-In, Beaulieu August 12 Graham Walker Run, Beaulieu August 19 Jeff Clew Run, Haynes Motor Museum August 26 The Sammy Miller Run, Sammy Miller Museum August 26 All Day Breakfast at the London Motorcycle Museum September 16 Annual Car & Bike Show, Sammy Miller Museum October 20-21 Stafford Classic Motorcycle Mechanics Show

One of Robin Spalding’s award-winning British scooters, a 1957 Phoenix

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The public track sessions for this year‟s “Festival of 1,000 Bikes” sold out within weeks of entries being opened and actually an astonishing 1349 road & race machines will be taking to the track over the weekend of 7/8 July 2012 at Mallory Park. Former 500cc GP World Champion Kevin Schwantz will be riding a genuine works Suzuki RGV500 and the incredible line up of Past Masters also includes Carl Fogarty, Ron Chandler, Frankie Chili, John “Mooneyes” Cooper, Dave Croxford, Alex George, Rod Gould, Mick Grant, Neil Hodgson, Nick Jefferies, Tepi Lansivuori, Marco Lucchinelli, Randy Mamola, BMCT member Sammy Miller (riding his newly acquired Moto Guzzi V8), Chas Mortimer, Trevor Nation, Phil Read, Jim Redman, Tony Rutter, Terry Rymer, Christian Sarron, Ian Simpson, Paul Smart, Malc Wheeler and Charlie Williams. Starting with some great entertainment on the evening of Friday 6th July the weekend includes: 1,349 Classic Road (Saturday) & Race (Sunday) machines on track.

T r i u m p h The London Motorcycle Museum were lucky for once as the soggy summer weather turned for the better on June 16th for their annual

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A Pre-65 Trial run on Saturday in conjunction with the VMCC Taverners Section. A Grasstrack run on Sunday in conjunction with the VMCC Grasstrack Section. A straight line demo Sprint during the lunchtime of Sunday on the circuit‟s start/finish straight. Over 50 Club displays in the Avenue of Clubs (where we look forward to welcoming members old and new to the BMCT stand), plus a huge new Trade/ AutoJumble area of 100 stalls. Great entertainment will be provided by a live band on the “Classic Racer Magazine Stage” within the VMCC “Big Top”. Prior to the band taking the stage on Friday & Saturday early evening (plus Sunday Lunchtime) the Paul Hanks Streetbike Freestyle Stunt show will be performing on Stebbe Straight. Also new for this year, Friday night will join the traditional Saturday evening slot for an extra“Stars on Stage” interview feature with some of the Past Masters who will be riding on Sunday. To round off Saturday evening a spectacular firework display will illuminate the circuit. We hope to see many of you there over the weekend.

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Triumph Day. This year they were celebrating 110 years of Triumph motorcycles with the official opening of the new “Home of Triumph” barn. Former Triumph Workers‟ CoOperative Chairman and BMCT member John Rosamond was on hand to assist museum founder Bill Crosby with the ribbon cut t ing cere mo ny (left), and there was entertainment from live ba nd The Daytonas and DJ Fly,

L M M while the Surrey branch of the Triumph Owners Motorcycle Club arranged a ride-in (bottom). John Rosamond gave a talk on Triumph to round off what the museum‟s James Crosby claims was the best attended event they‟ve ever held.

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Here’s member no. 103 Les Hughes with the Royal Enfield Model G he is about to restore for a friend. By the looks of it there’s not that much to do, so we look forward to a photo of the finished article in a few months time, please Les!

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Real Classic magazine carried an article on member no. 723 Bill Snelling in their May edition.. Bill was a handy road racer and trials rider, and latterly has catalogued nearly half a million images of riders in the TT and Manx Grand Prix races, and mounts an exhibition in Laxey at TT and MGP time each year. Check out www.fottofinders.co.uk

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We welcome the following new members and supporters of our case: David Morton-Jones, Bournemouth Ray Reader, Winchester Majella Bushe, Southampton Paul Nappi, Basildon Marilyn Redman, Addlestone Peter Redman, Addlestone Peter Lenton, Salisbury J R Thulborn, Bromley Nick Rowlatt, Leamington Spa Mark Rowlatt, Coventry Jeremy Rowlatt, Southam Tony Gatley, Nailsworth Catherine Tilley, Southampton Keith Crouch, New Milton Mark Ball, Grays Michael Gibbs, Milton Keynes Arthur Dennis, Southampton Chris Chandler, High Wycombe Peter Pyke, Colchester Dr Ian Hall, Salisbury Glenn Fletcher, Sittingbourne Darron Hancock, Emsworth Albert Holmes, Southampton Ken Aston, Onchan, IoM Michael Norton, Eastleigh


Stan Holmes, Southampton Alan Wood, Carterton Stephen Scott, Poole David Barker, Christchurch Steven Heath, Rugby Bill Snelling, Laxey, IoM Claire Morris, Basingstoke Alan Lunnon, Basingstoke Gerry Kennett, Waterlooville Kevin Southwell, King‟s Lynn Jilly Penegar, Horsham Michael Stone, Broadstone Robert Birchmore, Bury Rachel Seward, Winchester David Bramley, Salisbury Michael Head, New Milton Philip Heptonstall, Twickenham Mel Stirk, Southampton David Grice, Southampton C H Taylor, Hemel Hempstead Alex Harris, Banbury, David Osenton, Banbury David Buckingham, Banbury Wayne Wisbey, Cranleigh Mr Harrison, Nottingham

Alan Richards, Ruthin Martin Sentence, Loughborough James Seabrook, Southampton Vivian Bridger, Christchurch Colin Udell, Devizes Amicia Ward, Southampton Melvyn Maskell, Southampton Simon Bumpsteed, Reading Trevor Banks, London David Holmes, Southampton Gordon Parrett, Christchurch Stuart Paterson, Christchurch Tom Williams, Salisbury Bryan Crane, New Milton Roger Sloley, Lyndhurst Chris Scotel, Poole Keith Lennard, Horsham Taffy Rance, Littlehampton Kevin Rance, Littlehampton Rob Barton, Feltham Christiana Luiza, Coventry John Barber, Watford Sara O‟Coy, Bridgwater C A Rush, Bath Dominic Ford, Taunton




Registered Charity No. 509420 Company registered in England No. 01445196 Registerered Office: Holly Cottage Main Street Bishampton

Phone: 01386 462524 Mobile: 07754 880116 E-mail: info@bmct.org

The Trust was originally formed to facilitate the building of the National Motorcycle Museum at Bickenhill, near Solihull in the West Midlands, but since 1995 the BMCT has been an entirely separate organisation, a grant - making Charity dedicated to the promotion of British motorcycle engineering heritage through a network of affiliated transport museums throughout the country. Membership is open to all, and allows free entry to all the museums in the scheme. Our funding comes from membership fees, bequests, donations and income from investments.

Preserving the past...for the future Trustees: P J Wellings (Chairman), S Bagley, T P V Barnes, J F R Handley, M Jackson, J N Jeffery, J Kidson, I N Walden OBE

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A Banshee was a kind of female fairy who, it was said in Irish and Scottish folklore, attached herself to a particular house and foretold the death of an inhabitant by making an appearance, So a very strange choice of name for a marque that emanated from the Worcestershire market town of Bromsgrove. Or it could have had something to do with the noise of the motorcycle resembling the wailing of the Banshee. Either way, the company was established in 1921 and entered the market with a 269cc Villiers two stroke in standard cycle parts with either a single or two speeds through an Albion gearbox, both with belt final drive. These continued for 1922, plus a three speed model for sidecar work, and were later joined by a Barr & Stroud 349cc sleeve-valve engine variant. By March 1924 the range had expanded to encompass 147 and 247 Villiers, and 349, 499 and 998cc Barr & Stroud , the

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latter a mighty V twin. A two speed Burman gearbox appeared on the 247cc model, and the Barr & Stroud engine versions featured all chain drive. This effort must have been too much for the tiny factory, and the doors of the Crown Close works closed in 1924.

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The original side door to the factory is preserved in the Bromsgrove Museum, along with a Barr & Stroud engined machine. Our early Banshee has the 269 Villiers engine and has been restored by Sammy Miller, in whose museum it now resides.

BMCT News is edited by Andy Bufton and published by Matchless Management Services, Holly Cottage, Bishampton, Pershore WR10 2NH

Profile for Andy Bufton

BMCT News Summer 2012  

Banbury Run report

BMCT News Summer 2012  

Banbury Run report

Profile for bmct.org