TheClassicMotorCycleAugust2026

LUSTY DOUBLE SCRAMBLING ABOUT 750SS lookalike 1930s AJS off-roader

CIRCULATES THROUGHOUT THE WORLD

AUGUST 2026

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DUCATI MACH I SNOW-MANN TRIAL DUCATI LIGHTWEIGHTS DE DION SPECIAL DUCATI CUCCIOLO REBUILD TENTERDEN SHOW AUCTION BEHIND THE SCENES

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FAMILY FUN AT THE VMCC EVENT

Number 8, August 2026

Best of Banbury

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DUCATI 750S

18/06/2026 09:11

MOTORCYCLES

ENTRIES INVITED | CONSIGN TODAY 1931 BROUGH SUPERIOR OVERHEAD 680 £20,000 - 30,,000 * 1912 FN N 285CC MODEL 285 £4,000 - 6,0 0 00 *

The Autumn Stafford Sa ale The Classic Motorcyc cle Mechanics Sho ow Stafford I 10 - 11 Octobe er 2026 I Closing datte for en ntries: Friday 4 September BRING YOUR MOTORCYCLE TO BONHAMS, WE’LL SELL IT TO THE WORLD. Following our record-setting Spring Stafford Sale - £4.2 million a chieved w ith 98% sold - we are now inviting entries forr our Autumn and Winter auctio o ns.

As the auction house of choice for imp p ortant collectors’ motorcycles and single-owner collections, Bonhams is renowned fo o r delivering world-record price e s and outss tanding results. Our dedicated team of interr national specialists works tire e lessly to h elp you achieve the very best price for your motorcycle, with sales that c onsistentlyy deliver the highest sell-through rates in the industry.

Contact us today for a complimenta a ry auction valuation and guid d ance on achieving the best possible results. We’re here e to support you every step of the way.

Visit bonhams.com/motorcycles pick up the phone, or drop us an email to: • REQUEST A COMPLIMENTARY AUCTION VALUATION • FIND DETAILS OF YOUR NEA AREST SPECIALIST • DISCUSS BUYING OR SELLIN NG AT AUCTION • DISCUSS YOUR PROBATE VALUATION REQUIREMENTS • RECEIVE GUIDANCE ON WIL LL AND ESTATE PLANNING

ENQUIRIES Bonhams Motorcycles Milton Keynes (Head Office) +44 (0) 20 8963 2817 motorcycles@bonhams.com Head of Department (UK) +44 (0) 20 8963 2818 james.stensel@bonhams.com Senior Specialist + 4 4 ( 0 ) 2 0 8 9 6 3 28 2 2 bill.to@bonhams.com

Sp p ecialist +44 (0) 20 7468 8258 andrew.barrett@bonhams.com Intt ernational Dept Director +44 (0) 20 8963 2819 ben.walker@bonhams.com Ca ambs, Lincs, Norfolk, Suffolk & Essex + 4 4 (0) 750 8 481 724 james.robinson@bonhams.com

Lancs, Yorks, Cheshire, N. Coun n ties & Scotland +44 (0) 7811 899 905 mark.ga a rside@bonhams.com

Leics, North hants, Herts, Beds, Bucks & Oxo on +44 (0) 7973 3 661 051 martin.heck kscher@bonhams.com

Midland d s , P e a k D i s t r i c t & Wa l e s +44 (0) 7710 615 868 phil.ingle@bonhams.com

Hampshire & Dor set +44 (0) 1794 518 433 Mike Jackson

Lincs & East Anglia + 4 4 ( 0 ) 15 07 4 81 8 9 0 David Hawtin

Devon, Cornwall & The South West + 4 4 (0) 1872 250 170 jonathan.vickers@bonhams.com

* For details of the charges payable in addition to the final hammer price, please visit bonhams.com/buyersguide

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Welcome

EDITORIAL James Robinson james.robinson@kelsey.co.uk

ADVERTISING Leon Currie leon.currie@kelsey.co.uk 01507 529465

CONTRIBUTORS Alan Cathcart, Blue Miller, Ian Kerr, Roy Poynting, Simon Robinson, Richard Rosenthal, Martin Squires, Alan Turner, Phil Turner DESIGN Hinoki Design & Typesetting kelvin@hinoki.co.uk PUBLISHER Tim Hartley GROUP ADVERTISING MANAGER Sue Keily DEPUTY GROUP ADVERTISING MANAGER Tom Lee tom.lee@kelsey.co.uk

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Number 6, June 2026

and

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on condolences regarding the loss of our Dad, as reported in the last issue. Your kind words and sentiments mean a lot, while despite, shall we say, ‘inclement’ weather, that so many hardy riders turned out on motorcycles for his funeral would have been appreciated by Dad; among them, Richard and Peter Rosenthal, on a pair of BSA twins, reckoning all but about seven of the 99 miles they clocked up that day were in the rain… We applaud their efforts, as would Dad have done too.

And lastly; you’ll see on our news pages there’s a message regarding the closure of TG Jones stores, formerly WH Smith.

So what we’re asking is please subscribe, as it’s the best way to ensure you get the magazine and that the title continues in the manner to which it does. Encourage friends and family too, while I always think it’s the perfect thing to suggest to others as a birthday gift for yourself as it’s a ‘win, win’ situation… People who ‘don’t know what to buy you’ now do and you get a monthly magazine. I continue to subscribe to other non-motorcycle titles and it’s great, every month having something put through the door. If you don’t subscribe to The Classic MotorCycle (and if you do, thank you) then have a look at page 18 and get on board.

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In the second of our themed numbers – following on from Triumph in May 2026 – this issue, we’ve plumped for hanging the magazine around Ducati, as it’s the Italian motorcycle maker’s 100th anniversary. I say ‘motorcycle maker’ loosely as despite the firm itself celebrating the centenary, which it certainly is, it was a further 20-odd years from its foundation before it turned to two-wheel manufacture. But when it did, things escalated quickly and the company from Bologna went from strength to strength to where it is today, the world’s dominant sports motorcycle maker.

Growing up in the 1980s, Ducati was always impossibly glamorous to me, bright red thoroughbreds straight from the same pantheon as Ferrari, MV Agusta and Maserati, all considered as flighty, fickle and probably ‘not for the likes of us’ but, still, we wanted them. The SS range of the late 1980s and early 1990s was my modern ‘poster bike’ of the period and I did end up buying one (a 1994 750SS) in 2011, which I then spent a fortune on and was utterly gorgeous. Alongside it, I also had one of the new Scramblers in 2015, which was a source of joy too, but then, as is my way, I had a change of direction…

However, I have ridden lots of Ducatis from lightweights, middleweights to brand new Panigales, Monsters and Scramblers and, pretty much, loved them all. Apart from a 998R on the M25 in heavy traffic and pouring rain. But that’s another story.

Putting together this issue, has set me thinking long and hard about them again…

On another point, a ‘thank you’ to all those who have contacted me and passed

GET YOUR FIX

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TRIBUTE TO SCRAMB LING SUPERSTAR

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BOB CURRIE’S FAVOURITE CLASSICS PIERCE-ARROW ARIEL SPORTS ARROW SINGLE LATE 1940s PIONEER RUN REPORT MOTORCYCLE MARKET MORE TODD BANTAMS PA NORTON HARLEYS ON A PLANE MATCHLESS G45

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THE CLASSIC MOTORCYCLE (USPS: 710-470) is published monthly by Kelsey Media Ltd, PO Box 99, Horncastle, Lincolnshire LN9 6LZ UK. For all overseas subscriptions please visit www. classicmagazines.co.uk/subscription/ TCM/the-classicmotorcycle PRINTED BY Acorn Web Offset Ltd, Normanton, West Yorkshire. © Kelsey Media Ltd. All rights reserved. No part of this publication may be reproduced or transmitted in any form or by any means, electronic or mechanical, including photocopying, recording, or any information storage retrieval system without prior permission in writing from the publisher. ISSN No 0263-0850

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Contents

WHAT’S COMING UP IN THE AUTOJUMBLE CALENDAR?

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AUTOJUMBLE.INFO

08 10 16 18 20 22

Archive photograph one Ducati in action, from the streamliner days.

News What’s going on in the classic world.

Archive photograph two One of the first 750SS Ducatis being prepared.

Subscribe and save Plus, your magazine will be delivered too.

Archive photograph three Colourful picture of the 1958 Ducati range.

Letters Readers have their say.

24 28 38 46 48 50

Banbury Run report The VMCC’s blue riband vintage event.

Old Yellow the 750 Sport Bevel-drive Ducati V-twin that’s served well.

Off-road focus An AJS built for getting dirty.

Mach attack When the Ducati racer-onthe-road arrived.

Tenderden celebration A weekend’s fun at the show.

Is that a 750SS? No, but it’s a darned fine lookalike of the Ducati superbike.

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Motorcycle of mysteries Early De Dion engine in updated format.

Babies of the breed The sub-100cc examples of Ducati.

Setting up the spectacular Bonhams’ April Stafford show, from behind the scenes.

Where it all began Rebuilding an example of the first two-wheeler powered

by Ducati.

Under its own steam The MZ takes to the road, for a short run.

Three to please The Sketchbook Travels goes to Stafford.

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86 88 90 94 96 97 98

Snow-Mann Test Day It sounds like a winter do, but it’s not at all.

Diary Get those dates planned in.

Classified adverts Buy and sell through our pages.

Name games Some famous, some forgotten, all remembered.

Roy Poynting column Inadvertently tackling a ‘rolling restoration.’

Next month What we’ll be doing next issue.

Classic components The enduring poppet valve.

Turn to page 18

❭

THE CLASSIC MOTORCYCLE | AUGUST 2026

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From another planet Some of the motorcycles used in GP racing in the 1950s looked a bit like they’d come from outer space, this Ducati among them.

Words: SIMON ROBINSON

T

he 1956 German Grand Prix was held over the weekend of July 21-22 at the seven-mile-long Solitude circuit near Stuttgart. The meeting had a race card for competitions in four two-wheeled classes; 125cc, 250cc, 350cc and 500cc. There were also four car races held on the Sunday.

The smallest capacity class was tipped to be a show-stopper on the Saturday. With a fascinating mixture of machines, and with some of the top lightweight riders at their prime, the Saturday practice saw lap records tumbling with little to split Tarquinio Provini on his FB Mondial single, the MV Agusta teammates of Carlo Ubbiali and Luigi Taveri also on singles and the Gilera twin mounted Romolo Ferri.

Come race time, the 32 riders ran to bump their machines into life and it was none of those who led; instead, it was Britain’s Cecil Sandford who struck-up his FB Mondial first to give him an early lead. Sandford’s machine didn’t give him the speed to stay ahead of the favourites though, and by the end of the first lap it was Provini leading from Ubbiali and Ferri. The leading pack were so close past the line that they were all given the same lap time; all of them two seconds under the previous race lap record for the class – and from a standing start. The race was on. French ace Pierre Monneret had taken his Gilera past Sandford by then too, as had August Hobl on the first of the home-nation’s machines, an (East) German two-stroke DKW. Swiss Taveri brought his MV into the pits at the end of the first lap to make some adjustments before restarting.

The leading group kept their tussle going to the end of the second lap, at which point Provini was credited with a new lap record of 84.26mph, which, on a 125, in the mid-1950s must have seemed almost unbelievable to the public. Hobl had taken fourth by then, screaming his DKW past the line ahead of Fortunato Libanori (MV)

and Sandford. Monneret had to enter the pits on his Gilera at the end of the second lap, limping in with just one of the Gilera’s two cylinders firing. A new plug fitted and he restarted, albeit well down the field. This left all Gilera’s hopes pinned on Ferri. He didn’t shy from the task and on the next circuit he shaved five seconds off the new lap record to streak ahead of Provini and Ubbiali. The latter did all he could to tuck his MV into the slipstream of the flying Gilera but to no avail. Over the next four laps Ferri’s lead increased to a quarter of a mile, handing victory to the Gilera man who also set a new lap record at an average of 86.3mph.

The 125cc machines were more akin

to spaceships than motorcycles to those spectating in 1956. Even today they look alien with their aerodynamic teardrop bodies almost entirely enveloping the machine under. The little Ducati we see here, piloted by Alano Mandolini, was no different. Although only achieving eighth position in the German GP from where this image hails (he was greatly hampered by a slow start) it was one of the most advanced machines on the grid. When launched for the 1956 season, it was the first year of Fabio Taglioni’s new Desmodromic valve-actuating system. Fascinated by the idea of mechanically closing valves while at university, Taglioni had wanted to explore this technology at Mondial in 1953, but

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Classic archive

their conservative management wouldn’t allow it. Taglioni moved to Ducati in 1954 where his fresh thinking was welcomed in a bid to help them overcome the high-RPM reliability issues they’d been encountering on their lightweight racers. Their interest would have no doubt been buoyed by the apparent success Mercedes-Benz were having with a mechanical valveclosing system on their W196 GP car and the 300SLR sports racers in 1954 and ‘55.

Taglioni’s design differed from Mercedes’ in that the car manufacturer relied on a forked rocker to close the valve with the ‘back’ stroke of the arm. Taglioni’s design used a third camshaft and two extra rockers to close the valves. This had the

added advantage of allowing for vernier adjustment, giving more precise valve timing and lift control. The ‘Desmo’ went on to become one of Ducati’s best-selling features and remains in place on their highperformance machines to this day.

The streamlining of these machines and the fast, sweeping layouts of the period circuits no doubt helped with the astonishing average top speeds for these smaller capacity machines. The 125cc Desmo as shown here features the shorter tail unit which was lengthened to a point for the 1957 season before streamlining to this extent was banned by the FIM at the end of 1957, much to the consternation of many of the Italian teams who had invested heavily

in the technology, none more-so than Moto Guzzi who had built their own wind tunnel.

Eagle-eyed readers may also have noticed that Mandolini’s machine is sporting the prancing horse emblem now more associated with Ferrari cars. This horse motif was originally the emblem of First World War fighter ace Francesco Baracca, who hailed from Lugo, the same hometown as Fabio Taglioni. Taglioni’s father had also flown with Baracca in the war.

There’s no denying that Taglioni’s arrival at Ducati in 1954 heralded the beginning of Ducati’s long road to become one of motorcycling’s most legendary End sporting marques.

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News&Events Message to our readers You may have seen recent news reports regarding the planned closure of a number of TG Jones stores, formerly WH Smith. At present, it remains unclear whether your nearest store will be affected. To ensure you continue receiving future issues without interruption, we encourage you to consider one of the following alternative options should your local store close.

Bound for Brittany Brittany Biker Escapes offers charming motorcycle-friendly accommodation, in the heart of the region from where the business take sits name. There’s enough accommodation for up to six people, fully equipped kitchen, large private garden and, most impressively, a secure garage complete with tools and motorcycle lift.

Located less than two hours from the ports of Saint-Male and Roscoff, it offers a great basecamp to explore the beautiful region. Take a look at www.brittany bikerescapes holidayaccomodation.com

• Subscribe – see page 18 of this issue for great offers. It guarantees best price and reliable delivery.

• Go online to our shop, where you can buy a copy and have it delivered to your door. www.classicmagazines. co.uk • Use the online store finder to see other stockists in your area. www.frontline-group.co.uk/store-finder • Order a copy at your local newsagent for collection by yourself or request home delivery.

Bonhams online summer sale From 1947, this marqueexpert restored model is a Vespa 98.

All £34,500plus of it.

This BSA Y13 has clearly plenty of potential, which saw it battled over. Price was £23,000 including premium, but without tax.

Sold in aid of St Wilfrid’s Hospice in Chichester, this 1912 Triumph made £7475, sans taxes.

Beezumph 32 The legendary Beezumph event – now in its 32nd edition – will this year welcome a roster of top guests associated with the famous BSA and Triumph three motorcycles.

None are more synonymous than John Coopper for his famous, 1971 ‘Ago beating’ exploits and John will duly be at Cadwell Park in Lincolnshire on July 9–10.

Joining Mooneyes Cooper will be legendary Americans Don Emde and Dave Aldana, while special motorcycles will include various ex-works triples. Buy tickets at beezumph.com

Enjoy these and like to read more like it uninterrupted? Then turn to page 18 for subscription details.

Following hot on the heels of the Stafford sale, Bonhams hosted its summer online auction, from its Milton Keynes base, over the duration June 5-15.

It was Italian machines which were headlining, namely a 750SS Ducati and a pair of MV fours, the sort of machines one would generally associate with being on plinths at a ‘live’ auction. But in this instance, they were lots one, two and three ‘online’ with the 750SS selling for £80,500, first the MVs, a low-mileage early 750S despite being bid to £65k remaining unsold, then lot three

One of the many Japanese made machines offered, this 1956 ohc Hosk (from the initials of its four company founders’ names) made £5750, including premium but tax not added.

– a 1975 750S America with full fairing – realising £32,200 including premium.

Elsewhere, prices were pretty strong; witness a 1937 BSA Y13 restoration project, for example, which fetched £23,000 including premium but plus tax while the standout was surely a 1947 Vespa 98 which fetched an eyewatering £34,500. That machine, like several others, came from The Connoisseurs Collection – an overseas horde – and would be subject to further tax on the hammer price, rather than just on the premium, too.

The Connoisseurs Collection

and the Isle of Man David Plant Collection were also highlights at Stafford, but both yielded some star turns here, witness the aforementioned Vespa, for example, plus a number of projects in the Plant Collection, with some of the spares doing incredibly well. The sale ended with 94% sold and £842,00 in sales generated.

The ending of each lot was quite exciting, as the 302 offered finished one after another, although if a late bid came in, it meant a reset, so there was a chance of response. Check out the results at bonhams.com

10 THE CLASSIC MOTORCYCLE | AUGUST 2026 010 News_aug26.indd 10

18/06/2026 09:23

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FINAL CALL FOR ENTRIES | FRIDAY 17TH JULY 2026 AUCTION

1934 VELOCETTE KTP EST: £7,750 - 8,250

1950 NORTON INTERNATIONAL MODEL 30 EST: £12,000 - £14,000

1958 AJS 16MS EST: £3,250 - £3,750

1966 BSA HORNET EST: £7,250 - 7,750

1971 TRIUMPH T150 TRIDENT EST: £4,000 - £4,500

1990 MANX ENGINEERING MANXMAN EST: £11,000 - £13,000

T: 0161 697 5223 E: info@manorparkclassics.com W: manorparkclassics.com THE CLASSIC MOTORCYCLE | AUGUST 2026

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News Events NEWS IN BRIEF  STILL KICKING Organised by David Osbourne of The Timing Chest (see thetimingchest. com) and loosely based on the popular Belgian event, Where is Anna?, the newfor-2026 Still Kicking event launches this year. It’s very much a social get-together as well as a riding weekend, with on-site camping at Bottisham Airfield in Cambridgeshire. It’ll be over the weekend of July 10–12, 2026. Pre-register at the above website address.

 THE PRESIDENTS RUN Now renamed in honour of past presidents George Brown and Pat Barrett, the Stevenage and District MCC’s former George Brown Run starts and finishes at The Plume of Feathers, Little Wymondley, SG4 7HY, on Sunday, July 12, with first machine away at 11am.

Bantam John Phelan A familiar face at jumbles for years, ‘Bantam John’ Phelan passed away after a battle with illness on April 5, 2026, aged 67.

John was introduced to Bantams at a young age, even getting the occasional ride to school on the back of his dad’s.

This obviously sowed the seeds of his lifelong passion for Bantams and BSAs. Phelan trained and worked as a teacher but his interest in and thirst for knowledge of these old motorcycles took over and he became a spares dealer. As many will remember, he collected and bought up stock with gusto. He always drove a hard bargain, though he was a firm favourite with many Birmingham manufacturers and wholesalers.

A baby John Phelan, posed on the motorcycle which would give him his trade name.

Head to Brooklands Motorcycle Day 2026 It’s the site of the former Surrey speed bowl where all two and three-wheelers and fans thereof should be heading on July 5, 2026, for the event mentioned in the heading here. Enjoy huge motorcycle displays, trade, historic buildings (like in the photograph) plus Test Hill ascents and demonstration runs. Visit brooklandsmusem. com/whats-on

 MILLER’S TUESDAY

MORNING RIDE IN Every Tuesday morning, the Sammy Miller Museum hosts a ride-in which is reported as going ‘from strength to strength,’ with an evergrowing number of riders joining for a relaxed catchup over coffee and freshly baked cakes, all prepared on site. So if you’re looking for someone to go on a weekday ride out, head for New Milton.

 2026 AUGUST AMBLE The August Amble, over August 18–20, is for riders of motorcycles under 250cc which are over 50 years old. Additionally, this year, riders of pre-1940 under350cc machines are also invited to take part. Based at the Greetham Valley Hotel, participants can enjoy three days of rural riding on the smaller, quieter country roads of Rutland. Bed, breakfast, buffet lunches and an evening meal are included.

Contact Pete Murray via guzzipetem@gmail.com for entry details.

John prided himself on having his impressive ‘Bantam John’ stall which he displayed at all the main autojumbles for many years, achieving his goal of building his own motorcycling empire.

Sadly, his health gradually began to decline, first with losing his patience, then his eyesight and then his balance.

His cognitive abilities continued to decline and it took years to be diagnosed with a rare brain disease, called Progressive Supranuclear Palsy. Gail, who worked on his autojumble stall for many years, took care of him, with the help of his wife Maggie, until he passed away peacefully in his own home. His largerthan-life character will be missed by those who knew him.

1000 Bikes Revival to mark Mallory Park milestone

Taking place on July 4/5, 2026, the 1000 Bikes Revival will be a centrepiece of Mallory Park’s 70th anniversary year. On track and paddock action abounds. For details, visit 1000bikesrevival.co.uk

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Brittany Biker Escapes Holiday Accommodation

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scape to the heart of Brittany to this charming motorcycle-friendly holiday accommodation offering a characterful and comfortable cottage with meal options offered if required together with a large secure garage for your cherished motorcycle.

We are only a scenic and easy ride of less than two hours from both the ferry ports of Saint-Malo and Roscoff. The private cottage has been thoughtfully designed around our own motorcycle holiday experiences to meet the needs of both discerning riders and pillions.

The cottage comprises of two characterful bedrooms, two shower rooms a comfortable lounge with leather sofa bed so we can accommodate up to 6 people if needed. There is a fully equipped kitchen plus large private garden with terrace and BBQ with stunning countryside views giving you everything you need to relax after your day in the saddle exploring.

Our large secure garage complete with tools and a bike lift offers you peace of mind and our central location makes us the perfect location for discovering Brittany’s amazing roads, coastlines, forests, open countryside, quaint towns and villages.

We would love to welcome you to this part of France so you can experience the beauty and unforgettable rides this remarkable region has to offer and for you too to fall in love with this beautiful area like we have. For more details please take a look at our web page and please do get in touch if you have any questions at all. We would love to hear from you.

Bonne Journée from Brittany Biker Escapes.

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www.alton-france.com THE CLASSIC MOTORCYCLE | AUGUST 2026

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&

News Events

First time wins in DJ Rally for Nicolau and BMW

Bike night back on Ludgershall Bike Night is on again this year, from 6pm on Monday, July 6, 2026. Postcode is HP18; it’s on the High Street of the Buckinghamshire village.

Royal Enfield Day

The top three at the DJ Rally; winner Neville Nicolau flanked by runner-up Gavin Walton, right, and third place Mike Venables.

The 2026 Durban-Johannesburg (DJ) Rally, held on March 13-14, 2026, saw both a new winning rider and a new winning motorcycle brand, with Neville Nicolau taking top honours on his sixth DJ, while his motorcycle gave BMW its first win in this prestigious classic motorcycle regularity rally. The BMW is a 1935 750cc R12 and was owned previously by Gawie Nienaber, who rode it in 20 DJ Rallies This annual event began as a road race on public roads between the two cities from 1913 to 1936, after which it was cancelled on the grounds of safety. During this period all except one of the races was won by a British motorcycle.

In 1970 the DJ event was resuscitated as a regularity rally, where competitors are required to run at set average speeds and late or early arrival at the various time check controls on the route are penalised in seconds.

Motorcycles entered in these commemorative rallies need to have been made before 1937, in keeping with the timespan of the original road race.

Neville, a retired mining engineer who was formerly CEO of Anglo Platinum, is responsible for the immaculate preparation of all his motorcycles. Neville’s wife, Helen, took part in the event for the second time and finished 33rd on a 1936 350cc Ariel Red Hunter.

Second place this year was

Team Binder; dad Trevor, left, with KTM MotoGP riding son Brad on the right.

On April 26, the Sammy Miller Museum hosted a day dedicated to Royal Enfield, old and new. It was well attended, as shown by Chris Mabey’s photograph.

Classics and coffee at the NMM

Neville and Helen Nicolau at the finish. Neville was overall DJ winner.

Gavin Walton, who has won the DJ seven times. He rode his 1936 500cc AJS which once again performed faultlessly. Walton recorded the lowest score on the second day, after Nicolau had led the way after winning the first day.

Third place was filled by Mike Venables on a 1933 500cc BSA Blue Star. Only 138 seconds error from 74 check points separated the top three finishers, with Venables a first timer on the podium.

MotoGP racer Brad Binder was a surprise last-minute entry this year and fared well, finishing 18th on his father Trevor’s 1935

500cc Sunbeam; Trevor, riding a 1925 600cc Indian Scout, was two places ahead of his son, in 16th.

This year there were 53 finishers from an original entry of 72, with six competitors having failed to start.

The DJ Rally is an international event staged on behalf of the Vintage and Veteran Club of South Africa by a committee made up of members from various local motorcycle clubs.

Leo Middelburg was Clerk of the Course, this year, assisted by Martin Kaiser. Major sponsors were Motul Classic Oil and insurance broker Paysure.

Roger Houghton.

The NMM’s coffee shop will be well stocked and rearing to go on the evening of July 17.

The motorcycle and scooter community is invited to attend a ‘Classics and Coffee’ evening hosted by auction house H&H Classics at the National Motorcycle Museum, Birmingham.

The event, from 5pm to 8pm on Friday, July 17, will be a chance to meet the H&H team and fellow enthusiasts and collectors.

There will be a selection of lots to view which will be going under the hammer with H&H Classics the following week, also at the National Motorcycle Museum, on Wednesday, July 22. Among them is a Velocette Sportsman, as featured on our cover last month.

Have a look at handh.co.uk

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THE WAY WE WERE IN

AUGUST

Book Review

1901 Sales of inflatable tyres by the Dunlop Pneumatic Tyre Company were reportedly ‘booming,’ leading the firm to

branch out into the manufacture of wheel-related accessories, including wheel rims for cycle and motorcycles.

1926 BSA Competition Manager Harry Perrey moved across Birmingham to assume an identical role for the rival Ariel factory. A renowned competition rider, Perrey was also known for being part of a four-man BSA team which made a successful

1951

Hindsight one

During the year, BSA bought Triumph Motorcycles from Jack Sangster for £2.4m (some sources state £2.5m). Sangster, who’d bought Triumph in 1936 for circa £28,000, also gained a seat on the BSA board; he claimed to the press he’d sold Triumph for death duty reasons, but explained no further.

Observers suggested this related to death duty problems when Jack himself died.

In the deal, BSA said it would not interfere with the running of Triumph, which had Edward Turner at the helm – and BSA certainly didn’t until Turner retired in 1964, and for a few years after. In fact, for much of the 1950s and 1960s Triumph of Meriden and BSA of Small

assault on Snowden, riding BSA motorcycles. Mostly following the railway track, Perrey made the fastest 4½ mile climb at 24 minutes, six seconds, riding an ohv 350cc. It was speculated at to what publicity stunts he would line up for Ariel.

Heath competed as rivals, with, often, Triumph turning in a higher profit.

Hindsight two Bill Johnson’s JoMo (Johnson Motors) had established an impressive Triumph dealer network across a decent part (mostly Western) of the US by 1950. In spring 1950, Jack Sangster visited America to start the ball rolling to establish an Eastern states dealer network.

In January 1951, the ‘Triumph Corporation’ (TriCor) was announced. JoMo was then to focus on the Western states, but to ease the rivalry situation and calm waters, Johnson was given a seat on the TriCor board. By August 1951, TriCor was firing on both cylinders.

1976 On August 29, 1976, 15 times GP World Champion (seven times 350cc, eight 500cc) Giacomo Agostini won his 122nd and final Grand Prix at Germany’s Nürburgring. Having won the 1975 500cc World Championship Yamaha mounted, Ago raced an MV Agusta for some rounds of

the 1976 season. He secured his last GP win in the final round of the 500cc season aboard the red Italian ‘Fire Engine’ from countryman Marco Lucchinelli and American Pat Hennen, both Suzuki. Britain’s Barry Sheene had already wrapped up the title a month earlier.

2001 The line up of personalities promised at the year’s Scarborough Gold Cup races (on September 22/23, 2001) included double World Champions Swede

Kent Andersson (1942-2006, 125cc Yamaha, 1973/4) and Britain’s Barry Sheene (19502003, Suzuki, 1976/7).

Richard Rosenthal.

“Moto Laverda” Author: Alan Cathcart Limited to: 1000 copies Published by: FBA Moto Italiane Price: €55 plus shipping Format: Hardcover, 300 x 23mm in size; 176 pages Available from: www.motoitaliane.it Moto Laverda was a glorious but relatively small Italian manufacturer which made a significant mark on the global motorcycle market during its existence under the ownership of the Laverda family from 1949 until the mid-1980s. The first manufacturer to produce a 750cc sportbike, it was also the first to develop a full 1000cc Hypersports model, both times ahead of the Japanese manufacturers, before creating the iconic V6 Endurance racer which made a solitary appearance in the 1978 Bol d’Or 24-Hour race.

In Moto Laverda, British racing journalist Alan Cathcart has told the story of the family-owned brand by test riding all its most illustrious multi-cylinder racing models, starting with the 750 SFC of which just 549 examples were built during the 1971-76 period, through the 1975 three-cylinder 3C Endurance racer to the illustrious 1978 Laverda V6 prototype Endurance racer, and finally the factory’s fond farewell to the race track, in the shape of the 1984 RGS TT1 triple.

Also included is the inside story of the Ogier Laverda 600TT2 on which Cathcart won the 1984 Daytona Battle of The Twins (BoTT) race, as well as the Australian-built 915 SFC twin which defeated larger-capacity triples and fours from Honda and Triumph to win the country’s hotly contested Post-Classic Championship in 2002.

There’s also a detailed look at the outstanding Laverda Museum in the brand’s home town of Breganze, which tells the full history of the marque via a summary of its exhibits in words and photos.

As always in this series of books published by FBA Moto Italiane, Moto Laverda is a large format (30×23cm) hard cover volume, printed on high quality glossy paper, with 176 pages containing the text in both Italian and English. It features 83 full page photos, including many previously unpublished historic ones from the Laverda family’s collection. Moto Laverda costs €55 and is available via www.motoitaliane.it as an individually numbered limited edition of 1000 copies, for shipping worldwide.

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First of the Desmo twins Ducati’s legendary, first-year 750SS is arguably the grandaddy of all the firm’s highperformance motorcycles that have followed.

Words: SIMON ROBINSON

A

lthough only manufactured for one year, and with only 401 examples built, few motorcycles have captured the imagination like the original, ‘green frame’ Ducati 750SS has.

Ducati went through a period of instability in the mid-to-late 1960s. This led to a government intervention to prevent the business from folding and also to the appointment of various new bosses.

The overriding theme among these new bosses was that Ducati needed to make themselves known more internationally, and they thought that going racing would help do this. They also recognised that the world was changing, and that bigger bikes were becoming more popular. Ducati had, since its beginning motorcycle manufacture, only really concentrated on the small capacity bikes that were so popular in continental Europe. To go global, Ducati needed a big bike and they needed to race it.

This journey began with the 750GT. Launched in late 1970, it was soon followed by the 750 Sport which was first shown to the world in 1972. Both machines featured the same, 90-degree V-twin. Designer Fabio Taglioni chose the 90-degree format for its primary balance characteristics, and a V-twin because not only did it mean that he could translate his knowledge of bevel-driven overhead camshaft singles, he could also maintain a narrow frontal area for more efficient aerodynamics. He also determined that as the bike would be built around the engine, so centre of the crank should be exactly midway between the two axles. This explains the somewhat ‘long’ appearance of these early Ducati V-twins.

Then the racing question needed answering. Ducati had been successful with its smaller machines in previous decades, but to really announce themselves on the world motorsports stage they needed an event to aim for. And their saviour came by way of a local race; the 1972

Imola 200. Billed as the ‘Daytona of Europe’, it was the obvious choice with it being within a half an hour’s drive of Ducati’s Bologna home.

Taglioni worked to build a bike almost entirely around its suitability for that one event. It meant that he could place his beloved Desmodromic heads onto the new V-twin, too. The Desmo system hadn’t been implemented on the roadgoing V-twins up to that point, those relying on coil valve springs to close the valves.

Work commenced on developing the new 750 racing machine for the Imola race

alongside a 500cc GP V-twin, but that’s another story for another day. The vast prize money of 35m Lire (£24,000) that was being offered by the Moto Club Santerno (organisers of the Imola race) meant that some of the big names were being tempted in. This brought more publicity, and more competition.

Ducati had planned to take 10 worksprepared racing specials to Imola but it’s believed that only seven were actually transported. Barry Sheene was down to ride one, even getting as far as being listed in the printed programme but a mutually

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acceptable fee couldn’t be agreed upon, so he didn’t start. Paul Smart was the eventual race winner, even though he wasn’t initially keen to ride the Ducati and it was his wife Maggie (Barry Sheene’s sister) who had taken the call from Ducati and who has agreed that Paul would ride before asking him. It turned out to be a wise move though, as even though Paul wasn’t keen to begin with (commenting on the apparent length of the machine) he not only won and collected a hefty prize fund, he was also allowed to keep his winning machine.

Much excitement followed the win, and

in one of the various press conferences, Fredmano Spairani (one of the directors brought in to steady the ship in 1969 and a driving force behind Ducati’s racing activities) made a statement promising the world that Ducati would produce an Imolastyle Desmo twin for the road. That was the statement that led to the eventual inception of a machine that would become the 750SS. Prototypes began to appear in 1973, but it was in January 1974 that the production of the 750SS began in anger. Built in one batch, our image comes from the factory and shows a 750SS mid-build in 1974.

The 401 production 750SS bikes built differed quite significantly from the Imola winning machine, but they shared one common detail that was enough to ensure that it gained its mythical status. It was the first Ducati V-twin with Desmodromic heads. Taglioni claimed that Ducati didn’t make any money on the roadgoing green frame 750SS machines, but the fact that they launched Ducati back into the world racing sphere, garnered worldwide press interest and led to decades of legacy must mean that it was surely one of the best End investments they ever made.

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Welcome to The Classic MotorCycle, a lavishly illustrated celebration of legendary machines, riders and associated events. The magazine features the finest motorcycle photography, both period and modern, alongside detailed reports combining historical accuracy with an eye for nostalgia. Drawing on an archive stretching back to 1903, The Classic MotorCycle provides an unparalleled insight into more than a century of motorcycle design, development, riding, competition and much more.

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Splash of colour In the late 1950s, the majority of press photographs were black and white, making this picture an interesting – and bright, if a little blurry – treat.

Words: SIMON ROBINSON

I

n this colour shot, believed to have been taken at the Ducati factory in Bologna in 1958, we see a selection of the small capacity singles that Ducati were producing for the road in the late 1950s and into the early 1960s. Ducati was quick to pounce on the on-track success of Taglioni’s marvellous Desmodromicvalved machines by releasing production, road going versions but featuring a more production (and budget) friendly hairpin valve closing mechanism, not the three-camshaft layout of the Desmos.

Still an engine of Taglioni’s design, these small, bevel-driven overhead camshaft engines were seen in road bikes for nearly two decades.

So, what do we have? On the far left and showing a whole motorcycle we have a 175 Sport. Released in 1957, the 14bhp 175cc

model was the first model to show off a couple of features that would become synonymous with these small sporting Ducatis. Firstly, the fuel tank. Beautifully sculpted; but with all of the form following function, there are areas for the rider to tuck their elbows in and with clips on the tank’s top for a chin-rest for the full racing crouch. All this while still giving a 17-litre capacity. This fuel tank design was to live on fitted to the Elite until the mid-1960s, albeit with chrome not a copper painted finish to the panels as seen on the 175 Sport. The other most notable feature is the double-barrel silencer. Although this type is specific to the 175cc model, the style of exhaust system also lived on with the 200cc Elite into the mid-1960s. In the case of the exhaust, it was purely a case of form over function. This second-series 175 Sport

– released in 1958 and featuring a welded on rear subframe – was known from 1959 as the 175 Silverstone Sport in the UK, and the 175 Super Sport in the US when it ran alongside the 200 Super Sport in 1959 and 1960 before being replaced by the 250 Diana Daytona in 1961 as the small capacity sports offering.

Moving along the line, second, we have a very distinctive 175 Americano. This model came at the direct request of Ducati’s US importer, the slightly confusingly named (when talking Ducati) Berliner who were appointed in 1957. Featuring ‘cow horn’ handlebars and with options which included a studded single seat, crash bars and leather pannier bags, the model stood at odds with the racy 175 Sport machine that the initial release was largely based upon. The tank came from the 125 Sport (more on that later), and with a top-speed

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limited to 85mph due to the increased drag of the arms-in-the-air riding position. The chrome tank panels, twin-barrel exhaust, valanced from mudguard and air-horns attached to the crash bars identify this as a second-type machine, which was based on the lesser-tuned 175T model.

Next up is an aforementioned 175T. Featuring an engine that was largely the same as the 175 Sport, albeit with a slightly lower power output of 12bhp due in part to the smaller Dell’Orto carburettor the powertrain was housed in the same 175 Sport frame. More sensible valanced mudguards and a more standard looking petrol tank distinguished the T model as a more sedate and practical mount.

Fourth in line is the first of the capacitydrop machines. This one’s a 125 Sport (125 Monza Super in the UK). Introduced

in 1958 – a year after the 175 Sport had been released – the 125cc engine was distinguishable from the larger 175cc motor as it had a smooth sump; gone were the cooling fins of the 175. Other telltales that mark this out as a 125 Sport are the tank shape (shared with the Americano but all painted, with no chrome), a 17-inch front wheel rim and – if we could see it – the single-barrel silencer arrangement. The still large front brake marks this machine out as a pre-1960 model.

The two red and white bikes far right, and third from right appear to be the only non-overhead camshaft models in the lineup. From what we can see they look to be ‘legacy’ 98cc models; a 98TL on the far end and a 98TS third from the end.

These were the more basic and traditional overhead valve powered machines, with

a pressed steel frame and smaller brakes.

These machines would’ve been towards the very end of their lifespan by 1958, with the overhead cam models replacing them by the end of 1958.

Second from the right, and the last blue bike, is a 100 Sport. Identifiable by the large Ducati decals on the sides of the fuel tank, the 100 Sport was another overhead cam machine, but with it sharing the same chassis and largely the same engine (but with a 49mm bore, down from the 175’s 55.5mm) it didn’t hold much appeal outside of Italy. It was discontinued after just two years, although it was still listed for 1960.

Ducati continued to sell singles for many years, calling a halt in 1974 as the twins took over. The company have recently reinstated singles into the model range with the End 250 and 450 Desmo off-roaders.

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15/11/2517 June 2026 3:17 pm 022 Letters_aug26

Readers’ Letters YOUR VOICE & YOUR OPINIONS

Maroon memories

The appearance on our pages of the James Captain brought a tear to the eye of John Bushell.

Jeff Smith was a strong man. Which was handy when this was strapped to his back. Murray Walker wields the microphone.

Ironman Smith On reading the June 2026 issue, I was sorry to learn of the death of Jeff Smith, a rider who I held in high regard.

Attached is a photograph of Jeff from Motorcycle Sport of 1964. Contrasts can be made

with today’s small on-board, live-streaming cameras and the hardware with which Jeff was loaded. One of his nicknames was ‘Ironman’ and one can see why…

David Wright, via email.

It probably pains you as much as everyone else when you write an article about a bike that is very much like one that you used to have.

So imagine how I felt having just received the June 2026 issue and opening to page 42 and seeing the James Captain; remember the ‘sticky’ fly covered helmet worn by my sister, featured on the June 2025 letters pages?

The featured Captain’s colour

is identical to the one I had some 67 years ago; apart from the licence plate, it could have been my bike.

After wiping the tear from my eye, and pulling myself together – and thank goodness the wife was out shopping! – I read the article with many pleasant memories flooding back.

Keep up the good work.

John Bushell, Lethbridge, Alberta, Canada.

Celebrating a TT-winning Velocette In light of this year’s 100th anniversary of Velocette winning its first TT, and on a KSS, here are a couple of shots of my 1926 KSS. I bought this in 1980 from a man in Chicago that gave me a choice between this and an AJS Big Port. Glad I chose the Velo.

It needed some sorting out and a few additional things to make it really complete as it is today.

Thanks to all the help many years ago from Ed Gilkison for making my KSS really nice to ride.

I’ve a nice letter from some years ago from Ivan Rhodes confirming its manufacturing

22

date, and mine has the right engine, gearbox and frame for its numbers matching.

Yes, I know it doesn’t look right with the Mikuni carb, but it starts so much easier and idles; I have the original Amal for it. I still can’t believe I am lucky enough to be the Velo’s custodian, and that it’s a 1926.

It’s a great riding bike. I get it out, weather permitting here, as often as possible.

So from the USA, even though we haven’t been to the TT since 2020, we love the TT, and love our Velocettes.

Rick Wallace, Montana, USA.

Rick Wallace’s rather wonderful 1926 KSS Velo has given him much pleasure since being purchased in 1980.

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WRITE TO: The Classic Motorcycle, PO Box 99, Horncastle, Lincolnshire, LN9 6LZ EMAIL: james.robinson@kelsey.co.uk

Time for the Japanese?

I’ve been buying The Classic This, centre, is the editor on a Kawasaki MotorCycle for a number of H1, the original 1969 incarnation.

Riding it certainly ticked a box. years and I think the content you guys put together is remarkable, but one thing is becoming evident and that is the general absence of anything coming from the Land of the Rising Sun. I’m 69 and grew up with all Japan’s various attempts to be ‘King of the Hill’ pretty much literally from start to finish, with every engine configuration and fuelling type seemingly tried. When I go to vintage shows I head towards the Kawasaki and Suzuki triples, ideally the racing ones, or it’s the big four strokes I TS125 Suzuki at 17 to the 2022 Ed note: In the letters pages, I owned, the Z900s or GS1000s, Kawasaki Z650RS currently in don’t generally write replies, so the bikes I grew up with. my garage 30 years on. but thought I would share a Gold Stars, Vincents et al do It’s an interesting detail what modified version of what I sent nothing for me; I didn’t grow you say about ‘the bikes you to Bob and welcome comments up with them. I live in the days grew up with’ because I suppose from others, too. of when being cautioned by my love for ‘old’ bikes comes My feeling was always a police officer the standard from always being exposed that The Classic MotorCycle’s question was always the same: to them, as well as everything ‘Unique Selling Point’ was “Who do you think you are? else too. As a boy, I wanted a that we avoided the Japanese Barry Sheene?”

Gold Star as much as an S-Rad machines, not for any other Do you think it’s time for GSXR750, a flat-tank Model 18 reason, than that others do the magazine to open up a about equal to a Fireblade. include them and it makes us bit to this period of vintage As for including some different. Thing is, I love and motorcycling? It will be nice to Japanese machines; yes, have loved lots of Japanese hear what you think.

Bob Gough, via email. machines too, from my first 1973 potentially. The things I find

A note of appreciation I received the July 2026 issue of The Classic MotorCycle at the weekend and have had a quick look through it. I read about your father’s passing in your editorial, and I would like to take this opportunity to offer you and your family my deepest condolences.

The obituary for your father highlighted his lifelong passion for vintage motorcycles and his dedication to preserving and showcasing this wonderful cultural heritage. I would like to thank you, the team at The Classic MotorCycle, for your enthusiasm and for constantly unearthing new topics related to this wonderful hobby.

Thanks to you, I’ve been able

Matthias Hillecke’s 1979 Moto Morini, ready for his fourth appearance at the MilanoTaranto Rally.

to pursue my hobby even more enthusiastically, and I’m currently preparing for my fourth appearance at MilanoTaranto 2026 in July, this time on my 1979 Moto Morini 3½.

All the best, and I wish you continued success and joy in publishing this wonderful class magazine from England.

Matthias Hillecke, Stuttgart, Germany.

most interesting though are the oddities, so if anyone who bought some of those in the recent Bonhams’ sales (the Hosk, Cabton etc) wants to get in touch, there might be a story there. While perhaps we’ll start to investigate a few things like the early Kawasaki triples, Black Bomber Hondas, the odd Bridgestone and such, though for now I think we’ll hold off the ‘modern’ bikes I grew up with (albeit couldn’t afford) so the RGV250 Suzuki, NC30 Honda, ZXR750 Kwacker and their ilk…

The grand old Duke of York’s Douglas Simon Robinson, in his otherwise excellent write-up on the ‘Colonial Douglas’ in the July 2026 issue, appears to have muddled his royal dukes.

Prince Albert, Duke of York — the future King George VI, and the Douglas owner in question — was incorrectly given the title Duke of Gloucester, which in fact belonged to his younger brother, Prince Henry.

A small correction, perhaps, but one worth making for the record.

Ian Abrahams, via email.

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Mark Balicki on his 1925 500cc sidevalve Sunbeam heads the Butcher family trio; Mark (350cc) and Philip (750cc) on the duplex-steering OECs, with Tony at the back on the Rudge.

A vintage day out

Several hundred pre-1931 motorcycles take to the roads around the British Motor Museum, in Gaydon, Warwickshire, for a fitting celebration of historic two and three wheelers.

O

Words and photographs: JAMES ROBINSON Additional photographs: IAN KERR

n the cover of the programme for the 76th Banbury Run, held on Sunday, June 7, 2026, there was a quote which read: “The largest gathering of vintage and veteran machines in the world” which is no idle boast, but bona fide fact. And what’s more, not only is it a gathering, but it’s also a ride too, as the motorcycles congregate at the British Motor Museum, Gaydon, before heading out on a circular route – a choice of three actually, differing in length – and then returning to base, for a prize-giving, extended get together and general feeling of goodwill and camaraderie.

The first ‘Banbury’ was held in 1949, when the organising Vintage Motor Cycle Club (VMCC) was itself only three years old – the club celebrates its centenary this year – and the youngest motorcycle was just 19 years old (for context, that’s 2007 now!) while the oldest was 46; today, 1980. Of course, that’s not really a true representation as a 1903 motorcycle compared to a 1949 version

was far more different to what a 1980 is to today, but saying that, a 2007 to current difference is much closer; a 1930 Model 18 Norton and a 1949 Model 18 Norton would have probably be as similar in performance, really, as a 2007 and 2026 Honda Fireblade are. As in, one is just a refined version of the other, with better suspension, brakes and such, but in essence powered by the same engine. But we digress.

What has changed over the years is the number of participants at Banbury. In 1949, 81 riders set off on what was then a timed, competitive regularity run/road trial, while around 2000 spectators were reckoned to be at the finish in Banbury market place, the start having been at the Wagon and Horses, in Sheldon, Birmingham. The reason for the event’s location was always that it used many of the roads on which testers proved the machines made by the Midlands makers in the 1920s; indeed, 1950’s Banbury actually started in the town (at the Crown Hotel) and then finished at the BSA sports ground

in Small Heath, Birmingham. From 1951, it started and finished in the same place, with various locations used; there were nine in Banbury and five around the surrounding area before ‘the Banbury’ made its move to Gaydon in 2008.

It was with that move entries increased to a frankly staggering 600; in the 1950s they occasionally topped 300 while by the 1990s it was regularly 360, the Auto Cycle Union’s maximum amount for a competitive event. Once it was agreed a non-competitive element could be allowed in the run too, numbers increased with 500 at Drayton school; incidentally, it was here in 2002 that I had my first Banbury Run, on the Royal Enfield and sidecar my Dad had bought in the late 1970s when I was born, though this time I was riding and Dad in the sidecar. Cousin Peter rode Dad’s AJS flattanker too, beginning his long and enduring association with the marque.

Banbury Run numbers came down again in 2015 to 500 and then 400 in 2025, as the

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Event report | Banbury Run

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1: Hard to believe just a year between Graham Towle’s 1926 Triumph SD, behind, and Ian Austin’s oneyear-younger Scott Flying Squirrel.

2: The Cattons Arbury regulars, with their very smart 1922 Norton 16H Sports and sidecar.

3: Ian Durrant is more accustomed to a (slightly) newer Rudge but was at the helm of the 1913 ex-Douglas Cushing Multi, recently donated to the VMCC. 4: Team Bonhams.

Staff outing for the staff, with, from left, Ben Walker, Martin Heckscher and Mark Garside, the latter making his (successful) event debut, on the GTP behind.

5: Pusher ready to lend an appreciated helping hand.

Above: Family affair. Dad Terry with his 1924 Model 18 Norton, then sons Peter (left) and Jon behind, with sporty 350cc Ajays.

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Calm before the storm; actually, despite the dark skies, the clouds never did properly burst.

Above: Every little helps. Glen Douglas helps the 1910 single speeder which bears his name, by reducing a bit of drag…

Above: Michael Boniface and Jo Drury, with their hard-working 350cc BSA side-valve. Jo, often to be found behind the handlebars of her own KTT Velocette, takes a back seat.

Above: Bringing some colour to the event, it’s Adrian Mossop’s glistening 1930 Peugeot P107. Engine is a 250cc side-valve.

event was becoming unwieldy. At the 2026 event, Banbury regular Richard Rosenthal recounted how in the event’s heyday, a friend of theirs would go directly to VMCC headquarter in Burton-on-Trent to put their filled-in entry forms through the letterbox, such was the competition for places. This year, there were 303 programmed starters, with a good helping of late-comers too, which included Dutch visitors Peter Weeink and Antoinette Stapel on their pair of late vintage steeds; just pre-dating the AMC days, Peter was riding his 500cc cammy AJS, Antionette her narrow angle side-valve V-twin 400cc Matchless Silver Hawk instead of the Big Port AJS she normally prefers.

First away were a pair of Leon Bollee tricycles, Jacqueline Bickerstaff on the number one; combined age of the trike, rider Jacqueline and passenger Ros was a not-unsubstantial 293 years. Number two was Philip Bewley on a bigger capacity (1082cc) machine than Jacqueline’s (830cc)

version while Philip describes it as a ‘fast Victorian machine.’ Philip’s son Vyvyan was on another even more sporting veteran in the form of a 1914 BRS Norton, while the other Bewley from that generation, Jonathan, had a more sedate ride on a 1911 263cc Belgian-made FN; possibly bravest of all was Philip’s Dad who was in the front of the Leon Bollee forecar. A proper family occasion.

Which is also the case for the Bell family from the Lincolnshire town of Horncastle (where the offices from which The Classic MotorCycle emanates from are too) as they appear en masse with grandads, sons, daughters and grandkids all getting in on the act, generally sporting matching tanbrown overalls. They were late starters this year, but still as enthusiastic as ever. It was another family affair for the Coopers from Clevedon, North Somerset. This year, dad Terry was on his 1924 Model 18 Norton, with sons Peter and Jon on a pair of sporting 350cc AJS models; for Peter a 1926 Big Port,

Jon a 1929 M7 cammy.

Highlights abound throughout Banbury while it does feel as if there’s more Mk.I cammy Velos, sporting Sunbeams and racy Ajays than all else these days, plus a good helping of Nortons and Scotts, albeit that’s all no great surprise as they’re among the pick of the crop performance wise (and arguably just the sort of machines the VMCC was originally formed for) though there’s still huge diversity too; witness, for example, the Butcher family and a brace of OECs – one, ridden by Philip, with 750cc JAP side-valve V-twin power, his son Mark a 350cc single – plus Tony on a 1928 Rudge Special owned by his and Philip’s father for nearly 50 years – as well as Neracars, Connaughts, Wolf, Federation, Cedos, plus all the more familiar names. There was the well-stocked autojumble and many club stands and while it wasn’t exactly ‘bathed’ in sunshine, at least the day stayed dry nd and seemingly a good time was had by all. E

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Event report | Banbury Run

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1: Sporting matching outfits, there’s at least three generations of the Bell family assembled.

2: Sheffield man Martin Hanstock, on his wonderful 1929 SS100 Brough Superior.

3: Richard Kurtz’s 1924 800cc AJS V-twin is unrestored and still sports its original sidecar.

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4: Job well done.

David Garland to the fore on his trusty, 100-year old Matchless Model V with, behind, Alan Booh on his freshly-restored, immaculate 1927 AJS Big Port.

5: Dutch visitors Petter Weeink and Antoinette Stapel enjoyed their day out.

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6: This 1910 Triumph was Tom Godfrey’s father’s pride and joy. Following the death of his dad, Tom has taken it over, as he explains.

7: In the autojumble, this is quite a rarity…

8: The FrancisBarnett Owners Club, one of many one make groups in attendance.

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9: Michael Goodman’s great, great, great grandfather was a co-founder of BSA, so he couldn’t really ride anything else.

Steve Smith, Ariel, follows.

10: Vyvyan Bewley (Norton BRS) keeps to the inside, with Martin Mason (1921 225cc Royal Enfield) outside him and Ian Goodhall (1928 AJS K9) behind.

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Daytona

training wheels This Ducati V-twin has a long and distinguished racing career, plus a special significance to the writer of this article.

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Ducati | 750 Sport aka Old Yellow

S

ome motorcycles have a turbulent racing history, others a more fruitful one – but very few, if any, can match the unblemished race record of the Syd’s Cycles-prepared 1973 Ducati 750 Sport better known to ducatisti around the world as ‘Old Yellow.’ In the over 400 documented road races it took part in all over the USA during the early days of Superbike racing between 1975 and its retirement from the race track in 1986, it never once failed to finish a race, never broke down and was never ever crashed, not even in practice or qualifying. Okay, you say, maybe it was going too slow to run any risk of that – except that this bike powered by a tuned valve-spring (not desmo) Ducati V-twin motor defeated 1000cc Japanese fours and the BMW twins which dominated the mid-1970s Superbike racing Stateside, to score over 100 race victories and win three Florida State titles in the hands of its British-born co-creator Malcolme Tunstall. It scored points-paying finishes in AMA Superbike rounds across the USA – and then, in enjoying a new lease of life when loaned to yours truly to race in early-1980s Battle of the Twins events, ended up on the rostrum more than once against younger, more powerful twin-cylinder competition. Take a bow, Old Yellow – for this is your story.

With its current domination of MotoGP, as well as Superbike grids at both World and National level, we tend to take Ducati’s current pre-eminence in toplevel road racing for granted. So today, it’s hard to imagine how, in the early 1970s, Italian bikes were so quintessentially unfashionable. Those of us outside Italy who admired them were considered eccentric, and actually buying one was practically certifiable.

MV Agustas were a different matter, of course – twowheeled Ferraris, so universal objects of desire – but anything else was definitely questionable. Paul Smart’s victory in the 1972 Imola 200 ahead of teammate Bruno Spaggiari, on the public debut of the desmo Ducati V-twin, a one-two blitz of Europe’s most prestigious production-based road race against factory-supported bikes from a dozen rival manufacturers, and the decades of desmo dominance it ushered in, furthered

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by Mike Hailwood’s historic 1978 TT comeback, changed all that. It delivered dealers in Italian motorcycles a lifeline to the profitability needed to stay in business, and gave the handful of dedicated tuning shops around the world specialising in Italian bikes, a spring in their step.

One such firm was Syd’s Cycles, in St. Petersburg, Florida, a small but passionately run family business specialising in Ducatis, which was founded in 1970 by expatriate Englishman Sydney Tunstall. Derbyshireborn Syd, who passed away in January 2018, aged 89, emigrated to Canada in 1957, where he found work as a bike mechanic in Welland, Ontario, close to the US border. Having saved up enough for his wife Ivy and three children Malcolme, Julie and Joan to join him, Syd then moved across the border to the Buffalo, NY area in 1958, where he worked for a couple of dealerships specialising in British bikes, mostly BSAs and Nortons. “But one day a customer brought a Ducati in for servicing, and I immediately fell in love with the engineering, and the way everything was so

1: The air-cooled, two valve nondesmo powerplant.

It’s provided sterling service.

2: Twin 40mm Dell’Orto carbs with accelerator pumps take care of the fuelling.

3: Right side gearchange for the five-speed box.

beautifully made,” Syd told me. “From then on, I was smitten, and I knew that one day I’d have my own shop specialising in such bikes.”

First, though, Syd acquired his own Ducati, a 175 Sport on which he began road racing in the Buffalo area – he’d raced scrambles in Britain on a 250cc Dot, but never raced before on ‘pavement,’ as it was termed in America. He proved a fast learner, and despite his six-foot stature won many races on the little Italian bike he tuned himself. “I got helped out by [Ducati works rider and R&D technician] Franco Farnè, who came over to do some racing to promote the brand, and visit dealerships,” said Syd. “He must have thought I was worth helping, so he showed me how to reshape the inlet port on my Ducati, and other little go-faster tricks.

That made it go even quicker, and I won a lot of races with that bike, which we still have – we’d never sell it.”

However, the Tunstall family began to tire of the freezing New England winters, and thus moved south to Seminole, Florida in 1964 after Syd was recruited

by Barney Barclay, owner of a large dealership in

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Ducati | 750 Sport aka Old Yellow

adjacent St. Petersburg. “Barney was a Southern gentlemen, and one of the nicest people I ever met,” said Syd. “He’d come up to New England each year looking for motorcycles to fill a large trailer towed behind his Cadillac. He sold everything except Harleys, so because I was quite versatile we got on very well, and he offered me a job. As soon as we got to Florida I wondered why it had taken me so long to get there!”

Syd brought his Ducati with him, and having discovered that Florida was a hotbed of road racing, with over half a dozen different circuits state-wide in regular use, he intensified his racing career, with many successful results leading to several State championships. He became known as the go-to man for Ducati owners down South, so in 1970 he and Ivy established Syd’s Cycles in St. Petersburg together with son Malcolme, who in 1965 aged 10 had inevitably begun racing offroad on a 50cc Tohatsu. From there he graduated to road racing five years later on his Dad’s 175cc Ducati, then stepped up to the 250cc class

Above: Now bored out to 905cc, power is estimated at 85bhp at the crankshaft – but it’s never been on the dyno, so is unverified.

on another such bike, while still racing flat-track on a Tunstall-framed Ducati. “Dad had become a very adept chassis builder,” says Malcolme proudly, today still the proprietor of Syd’s Cycles, with son John. “He built a dozen different frames of his own design for different uses – dirt tracking, motocross and road racing – and they were all very successful. They helped us develop an international customer base we still have today.”

In 1975 the bike that put Syd’s Cycles on the map nationally in America came into the family’s possession, which would duly acquire the moniker of ‘Old Yellow.’ A 1973 Ducati 750 Sport, the Italian firm’s first 90° V-twin single-seat sportbike, it was a bike a customer from Sarasota named Ed West had bought new from the Tunstalls, but now wanted to trade in for a 750GT two-seater. “His wife came in with him and said they wanted to go riding together, but couldn’t on the Sport,” says Malcolme. “So we took it in part exchange with 5000 miles on the clock, and much to my surprise, my Dad put racing number plates on it, and raced it himself box stock at a nearby Dade City race meeting.

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“In over 400 documented road races, Old Yellow never once failed to finish, never broke 2 down and was never crashed.”

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Afterwards he decided it was too much motorcycle for him, and asked me if I wanted to race it instead. So that’s how Old Yellow and I became acquainted!”

Tunstall Junior quickly proved he was a chip off the old block, becoming a leading contender in Florida Production bike racing on the V-twin Ducati, giving the hurry-up to John Long’s dominant Norton Commando PR bike. 1976 saw the birth of Superbike racing at Daytona, which swiftly spread nationwide, and Malcolme duly won the very last Open Superbike race staged at the 5.20mi/8.37km Sebring F1 GP circuit in Florida before it closed. That was with Old Yellow still in relatively stock form, and despite the arrival on the scene of the more potent Ducati 750SS desmo V-twin near-replica of Paul Smart’s Imola 200-winner.

Indeed, the 750 Sport – nicknamed by some as the ‘Z-bike’ on account of the prominent black zig-zag stripe which designer Leopoldo Tartarini had adorned the 17-litre fuel tank with – was Ducati’s first singleseater V-twin launched at the end of 1972, when 50 preproduction models featuring the wider 750GT frame were built. Full-scale production began in 1973, with a narrower frame based on the chassis which Colin Seeley had created in 1971 for Ducati’s 500cc V-twin GP racer. This was clothed in a distinctive ochre yellow paint scheme with its tuned version of the 750GT’s valve-spring motor wearing contrasting black-painted engine covers. 746 examples of this model powered by its 80x74.4mm 748cc motor delivering 62bhp at 8200rpm in box stock guise, were built in 1973, before a revised 1974 version with polished aluminium side covers and detail modifications to the cycle parts, was produced. The Sport’s short two-year life span saw a

total of 1625 such bikes manufactured, but ended when the first of the 401 examples built over a two-year period of the more potent and much more costly 750SS Super Sport desmo V-twin appeared in the summer of 1974.

For 1977 Old Yellow’s hitherto pretty much stock motor was rebuilt, and enlarged to 885cc via 86mmbore 860GT pistons, which had been machined for a higher 11:1 compression ratio (stock was 9.3:1), to make the Proddie racer competitive in Open Superbike events. The 32mm Dell’Orto PHF32A carbs were bored out to 36mm, and factory Imola exhaust pipes fitted, together with gutted Conti silencers to conform to AMA rules. The running gear now comprised twin 278mm Brembo cast-iron discs (the stock 750 Sport had just a single front disc) gripped by AP-Lockheed calipers replacing the questionable stock Scarabs, while still retaining the model’s standard 200mm Grimeca SLS rear drum, and 35mm longer Koni rear shocks, instead of the Marzocchis it came with. This lifted the rear end, which sharpened up the steering on the long wheelbase bike (was 1530mm, now 1500mm) and improved ground clearance.

Up front, the 750 Sport’s trademark motocross-style leading-axle 38mm Marzocchi street fork was retained, having been chosen by the bike’s creator Ing. Fabio Taglioni mainly to prevent the 19-inch front wheel making contact with the horizontal front cylinder under braking. But in pursuit of better race rubber and sharper handling, the Tunstalls fitted Old Yellow with an 18-inch front wheel with a WM3 aluminium rim, coupled to a WM6 rear. “Because the orifices in the stock fork damping chamber were quite small, you needed thinner-weight SAE 5 oil to get the fork working

1: Black covers are retained; they were a feature on the first 750 Sport, of which this is – or at least was – an example.

2: Syd’s Cycles proudly proclaimed on the petrol tank, with Ducati on their too.

3: The cockpit, with which Alan Cathcart is well acquainted.

4: The standard 200mm singleleading show Grimeca rear brake is retained.

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Ducati | 750 Sport aka Old Yellow

properly,” says Malcolme. “Another big help was taking the pre-load spacers out and putting air caps on, and introducing 6-8 pounds of air to make the progression more linear, not so aggressive at full compression. That all calmed the front end down.”

The father-and-son team’s development of their relatively humble valve-spring Ducati motor was relentless. “We initially ran it on standard camshafts, but with Imola exhaust pipes and 40mm carburettors,” recalls Malcolme Tunstall. “But then for extra performance, Sydney took some 900SS desmo cams and machined the oil ways on the closing lobes, then narrowed and polished the rocker arms to run the opening lobes only, using S&W coil springs. We kept the stock points ignition, but fitted Delco coils off a Ford car to give a fat enough spark to let us do so, with Mallory condensors, plus we junked the generator and ran the 12v battery at total loss, with 34° advance. That saved quite a bit of weight, though this was never a light bike – I reckon it weighed 395lb [181kg] with oil but no fuel. We ran it like that for a couple of years, and in that form Old Yellow was very competitive – it was at least as fast as a Desmo at the time, and in fact I think it might have been a little faster than some of them, because it was properly tuned. I won a lot of Superbike races despite running against 1000cc fours of all kinds, even ones in Rickman frames which handled properly!”

These upgrades certainly worked, as Malcolme finished the 1977 season as Florida Superbike and Grand Prix (i.e. Open class) Champion. Now qualified as an AMA Expert, his first professional outing was the Superbike race at Daytona in March 1977, the one that Cook Neilson won on the California Hotrod 900SS

Above: Alan Cathcart racing Old Yellow at the 1983 Battle of The Twins (BoTT) Daytona race. They came third.

Ducati. “It was a real eye opener!” he recalls. “I’d never ridden at Daytona before, so going on the bankings for the first time was quite intimidating, I can tell you!

But the memories of riding Old Yellow there are just wonderful, and how rock solid it always was on the bankings.” Malcolme finished 16th on his Daytona debut, improving to 11th the following year, when he also raced Old Yellow in the AMA Superbike round at Loudon, NH. He finished 10th there versus stiff local opposition and the factory-backed Japanese teams, on a tight track where the Ducati’s long wheelbase was a handicap, albeit more than offset by its torquey motor.

He also finished ninth at Pocono, Pa., to end up 14th in the final AMA Superbike standings.

For 1978 Old Yellow had benefited from further tuning, with capacity bumped up to 905cc via 88mmbore forged Arias pistons fitted to stock 900SS conrods, and still running in 900SS cylinders with cast iron liners.

Larger 43mm inlet/33m exhaust valves, with dual coil springs and titanium spring retainers, were operated

by Norris 445 high-lift cams, with separate high-level megaphone exhausts. “Initially we raced it in 1977 and early ‘78 with an inch and 5/8th diameter Imola exhaust with a crossover pipe,” says Malcolme. “But then we went to an inch and 3/4 headers, and rolled our own one-piece megaphone cones to make them equal length, with no balance pipe. But I later learned from Dr.Taglioni when he saw the bike at Daytona when you raced it for us there in 1986, that we should have had a balance pipe, because it makes more power and torque. Oops!” It must have been quite a thrill having its creator Dr.T there to show him their bike? “It was wonderful – he spent quite a lot of time with us, and THE CLASSIC MOTORCYCLE | AUGUST 2026

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Ducati | 750 Sport aka Old Yellow

“It was at least as fast as a Desmo at the time — and I think it might have been a little faster than some of them.”

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1: Old Yellow’s current owner Gary Lewis, Malcome Tunstall and Cathcart.

2: Ing.Fabio Taglioni with one of his creations, in 1986. He was complimentary about the performance the Tunstalls were extracting from the old bike.

3: Daytona 1986; Alan Cathcart, Syd Tunstall and Old Yellow. And it was always ‘Old Yellow’ not ‘Yella.’

4: The Syd’s Cycles shop in St.Petersburg, Florida.

5: From Daytona 1983, Alan Cathcart and Old Yellow.

was so complimentary about how well our valvespringer was running against the faster desmo bikes – it was quite unreal.”

So yes, I did indeed ride Old Yellow at Daytona several times, after the Syd’s Cycles valve-spring V-twin Superbike was retired from racing for the 1979 season while the Tunstalls concentrated on an all-new 950cc desmo V-twin Superbike racer they’d found the budget to build and race. It spent most of the next couple of years living in the Syd’s Cycles truck as a just-in-case spare bike that was fortunately never needed. I’d met the Tunstall family on a previous visit to Daytona – must have been the Union Jack on their bikes that attracted me to them, besides Ivy Tunstall’s cups of proper English tea! I’d raced my 350cc Aermacchi on Daytona’s Infield course in the inaugural 1981 Vintage GP, finishing fourth overall and second in class – but I still hadn’t ticked racing on the steep 31° bankings off my bucket list. It was something I had to do myself – and the debut of the Battle of the Twins class in 1981 gave me the perfect platform to do so. By now eight years into my 50-year racing career, I’d spent much of that time racing my own V-twin 750SS Ducatis.

But I’d foolishly sold them both, so I needed to borrow a suitable bike! Syd Tunstall drew the short straw as the first person I approached for such a loan, but he couldn’t have been more accommodating. “Sure,” said Syd, “you can ride Old Yellow. It needs the cobwebs blowing out of it!” Son Malcolme had won the final race of the BoTT class’s inaugural 1981 season at Daytona in October, so I was joining a winning team.

As one of the massive 144-bike entry for the BoTT category at Daytona’s Cycle Week 1982 the following March, I had to race in one of the heats to try to qualify to be one of the 80 starters for the Main. I was running in the Modified Production/MP class, halfway house between the Grand Prix and Stock Production

categories, which meant retaining the headlamp shell and rear light alongside other silhouette rules. Old Yellow was a pretty typical MP BoTT bike, but despite its age was far from a slowcoach into the bargain. “Don’t underestimate this motorcycle,” said Syd, as I prepared to lose my virginity on the Daytona bankings. “It’s fast.” It was, too – I clocked 138mph through the traps on a half-faired motorcycle that first year, improving to 148mph by the last time I raced it there in 1986 on a bike that had remained unmodified in the meantime, as I became more adept at riding the banked Speedway.

Old Yellow had been great training wheels!

That debut year saw me satisfy my ambition to race the bankings, with an honourable fourth place in the MP class, and a small fistful of greenbacks by way of prize money to help defray the costs incurred by the Tunstalls in letting me tick that box. Only one problem – just as Salt Fever is the inevitable side-effect of riding at Bonneville, so the Banking Bug is contagious at Daytona. One year later Old Yellow and I met up there again in March 1983, and this time I qualified in pole position in timed practice for the Modified Production heat race. Losing the tow of the faster desmo Ducatis consigned me to fourth place at the flag, but at least I was through to the 13-lap 50-mile Main. But by now I was learning the Art of the Draft, and thus wafted past Dennis Hatch’s 900SS desmo on the run to the flag, to earn third place and a visit to the rostrum. This was getting addictive! The chance to join the Syd’s Cycles team on their annual August trip up north to the Pocono Speedway in Pennsylvania for the AMA National there, gave me the chance to finish one step higher in the MP BoTT race on Old Yellow, with a second-place finish on my first visit there.

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the Daytona Chicane, thanks to the leading-axle fork and 115mm of trail. But that, coupled with its relatively porky weight, made it an ideal tool for Daytona’s bumpy bankings. Unlike on certain other bikes, I never once experienced a tank-slapper riding over the bumpy access tunnels to the Speedway, and it was super stable in braking as hard as possible from flat out in top gear on the Tri-Oval banking down into the 30mph secondgear Turn One. I had to use the rear drum brake pretty hard as well as the twin front discs to stop, though – and with the valve-spring motor I had to be careful not to use excessive engine braking, as I’d been accustomed to do as a last resort with my desmo V-twins. But the lusty engine with bags of torque drove hard out of the exit of turns, abetted by the Tunstalls’ retention of the flywheel in tuning the engine. 17/34T gearing permitted 8500rpm on the bankings running on my own, with an extra 500 revs as a safety margin for getting in someone’s slipstream.

For 1984 the AMA organisers sought to combat the huge growth in Battle of the Twins entries by running a separate Lightweight BoTT race for under-750cc bikes, which I managed to win on the smallest capacity bike but one in the field, the 580cc Ogier Laverda. After a celebratory cup of Ivy’s tea the Tunstalls kept me busy by offering Old Yellow again for the Heavyweight MP race, in which I once again finished fourth – still up at the sharp end, albeit not on the box this time. I gave Daytona a miss in 1985 while I recovered from a hand injury, but for 1986 I was reunited with Old Yellow for a final canter round the bankings together to fifth place at the finish, with that 148mph speed trap time the fastest we’d gone together yet.

Later that year I purchased the bike from the Tunstalls and brought it to Britain, intending to race it in Classic events for which it was very much eligible.

But a combination of circumstances meant I never did so, hence in 1990 I sold it to Steve Higham of Wigan,

Above: From 1986, Cathcart and Old Yellow again, Daytona BoTT again. This time, it was fifth, with 148mph through the speed trap.

Below: Friends reunited. Cathcart gets reacquainted Old Yellow.

Lancs., who planned to do what I hadn’t. He rebuilt the engine with the help of Steve Wynne, of Mike Hailwood TT fame, and because the original five-speed gearbox which had survived the bike’s entire racing life (with the gears slightly undercut by Syd’s Cycles to ensure perfect meshing) was plain worn out, he replaced it with the last set of Hewland gears made for Hailwood’s TT-winning bike. But for personal reasons it took Higham till 2006 to complete the rebuild, whereupon he consigned it to a 2007 Bonhams San Francisco sale, where it sold for $23,985 including buyer’s premium.

The new owner was Bellevue, Washington Ducati dealer/collector Gary Lewis, who repainted what had by now become a rather tired-looking motorcycle EXACTLY as it had looked the last time I rode it in 1986 at Daytona – taking great care to duplicate Syd Tunstall’s hand-written Syd’s Cycles banner on the fairing! He then brought the completed bike to Barber Vintage in 2014, where he kindly allowed me to shake it down via a dozen laps of the Alabama circuit. Both Malcome Tunstall who joined us there – Syd was sadly too unwell to travel – had tears in our eyes when we saw Gary’s impeccably accurate restoration of a bike that had played such a key role in our racing lives. Sliding aboard the spacious seat, with its stretched-out stance that had allowed me to get tucked right away behind the screen in pursuit of the last extra ounce of speed on the Daytona bankings, was a poignant reminder of the Way It Was. Thanks, Gary….

Revisiting Old Yellow’s cockpit was also a reminder of the Tunstall family’s quixotic achievement of going racing at the highest level in the USA on a shoestring for over two decades, spending hard-earned dollars in pursuit of success. From Derbyshire to Daytona was a journey made possible for Syd Tunstall and his family thanks to their ingenuity, dedication and downright determination. Old Yellow epitomised End that achievement.

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Starting on Friday 31st July with an all day ride out followed by a 100 mile run on Saturday 1st August.

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100 years

Countless memories ~ Endless passion On behalf of the Ducati Owners Club, we extend our warmest congratulations on this remarkable milestone. We are proud to be part of the Ducati family and to share in the camaraderie, adventures, and memories that these extraordinary machines have created.

Here’s to the next 100 years.

Forza Ducati!

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Ready for the rough

Fought across rough heathland, through bracken and along quarry tracks, prewar scrambles asked much of man and machine. This AJS is just the type of tool designed for the job.

Words: PHIL TURNER Photographs: GARY CHAPMAN

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AJS | Scrambler

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’ll be honest: I knew almost nothing about early scrambling before starting this feature (having read it, you may conclude I still don’t).

I’ve certainly never had the inclination to line up for a scramble; the thought of doing so is enough to bring me out in a cold sweat. Even so, digging into the history of the sport, and riding a machine of the type built for it, proved unexpectedly absorbing.

By the 1930s, Britain’s motorcycling fraternity had already established its off-road great rituals: the Six Days, the Colmore, the Manx, and a host of club trials that tested reliability rather than outright pace. Yet from within that world came something more loose, more exuberant and, in its way, rather more British: the scramble.

Like so much in inter-war motorcycling, it evolved rather than invented; a by-product of enthusiasm, geography and spare time. Clubmen who’d grown weary of the observation routine of trials wanted something faster and more decisive: a contest where the winner was whoever crossed the line first, not whoever dabbed least. The terrain was the same – heathland, moor and rough pasture – but the attitude was different.

The Camberley genesis Most historians trace the first organised scramble to the 1924 Southern Scott, held by the Camberley (Witley & District) Club over Bagshot Heath. That part of Surrey was already a favourite of the army and motor clubs alike, its sandy soil and long climbs were ideal for poorly suspended machines with modest ground clearance. One reporter, observing the mêlée of sliding singles and shouting spectators, described it as “a rare old scramble,” and the label stuck.

By the early 1930s, the word had entered the ACU vocabulary, albeit somewhat grudgingly. The Union’s South Midland and Southern Centres saw the most activity, followed by the Yorkshire clubs who could call upon the Dales’ natural amphitheatres. Competitors would arrive by road, remove lamps and guards, and take the start on machines that had probably been ridden to work the previous week.

A lap might be anything from a mile to five. The courses were basically raw ground — bracken, cart tracks, old quarry faces, even ploughed fields — and it was this sheer unpredictability that was the attraction.

In contrast to the regimented, time-controlled trials, the scramble was a simple proposition: line them up, drop the flag, and see who was still running after half an hour. The better-organised clubs introduced heats and a final, though timing was rarely to the second.

What mattered was the spectacle — bikes slithering up slopes, riders standing on footrests (a relatively new technique), engines roaring against the wind.

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Spectators came in droves. The admission was minimal, the access close, and the racing visceral.

There was an honesty about it all — no grandstands, no pits, just riders and machines against terrain. The Second World War would later formalise motocross as an international discipline, but the essence was already here.

The machines The typical scramble entry of, say, 1934, would have been a mixed bag: maybe a handful of purposeprepared overhead-cam singles from Norton or Velo, plenty of pushrod machines from BSA, Triumph, Rudge and AJS, a few two-strokes and side-valvers and home-modified specials. Suspension at the rear was still a decade away; girder forks did what they could at the front, while the rest of the punishment went through saddle springs and backbone. Tyres were a

1: Girder forks aren’t the best off-road; on the rough stuff was where the advantages of ‘teles’ really shone.

particular compromise: Dunlop’s ‘Sports’ pattern and Avon’s ‘Studded’ were about as aggressive as you could get, and both wore almost smooth quickly.

2: Neatly tipped up silencer is a concession to off-roading.

For A J Stevens & Co., then still trading under its own name before the Matchless takeover of 1931, the 1930s were a decade of both consolidation and quiet innovation. The company’s 350 and 500cc OHC singles were competitive on the road, but the firm was also producing solid, well-engineered OHV versions that lent themselves admirably to off-road work.

The pre-war AJS single was, in many respects, an ideal scramble mount. The frame was rigid but robust; the engine compact, with good torque from low revs; and the clutch and gearbox strong enough to tolerate repeated standing starts. Riders raised the exhaust, fitted a larger section rear tyre, and substituted wider

AJS and the art of the durable single

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AJS | Scrambler

bars. Beyond that, little alteration was needed.

Factory interest was largely informal. AJS, like most British manufacturers of the period, relied on the success of clubmen rather than a salaried team. There were favoured riders, to be sure — men who received spares ‘at trade’ or the occasional experimental part — but the great virtue of the AJS single was that it didn’t need factory pampering. Its metallurgy and construction were already proven in the TT and longdistance trials, and it would withstand rough treatment that would cripple flimsier mounts.

Indeed, several riders of the day noted that an AJS would maintain oil pressure and carburation integrity long after rival marques had succumbed to the dust.

The magneto platform, sensibly mounted high on the crankcase, was less prone to water ingress than some, and the firm’s adoption of enclosed valve gear on certain models reduced the risk of silt abrasion

Above: There’s nothing without a purpose on the 350cc AJS.

— small advantages, but cumulative ones over an hour’s thrashing.

Factory connections By mid-decade, with AJS now under the Collier brothers’ control within Associated Motor Cycles, the Wolverhampton design influence continued but production moved increasingly toward shared components with Matchless. It was not unusual to see AMC works riders turning out on AJS-badged singles in local scrambles, the distinction between marques more a matter of badge than substance.

The company’s London distributors were quick to capitalise. Adverts in The Motor Cycle of 1935 and ’36 quietly emphasised “Proven in competition” beside images of mud-splattered machines — an implicit nod to the scrambles and reliability trials that kept the brand’s sporting image alive through lean years.

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“A simple, strong and utterly functional tool. A proper scrambler, in the 2 original sense of the word.”

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Those riders fortunate enough to live within reach of Plumstead could expect a degree of assistance: trade access to parts, technical advice, even a word in the right ear for a piston or camshaft. It was informal, certainly, but no less effective for that.

Technique and Tradition To modern eyes, the riding technique of the period looks almost comic, with riders bolt-upright, elbows in, steering on throttle and bodyweight, but given the limits of suspension and tyres it was effective enough.

The idea of standing on the footrests was still novel; many older hands thought it undignified, yet the younger generation gradually refined the style that would become orthodoxy after the war.

Mechanically, the lessons learned were equally valuable. Frames began to acquire greater ground clearance and stouter gusseting; sump plates became standard; fuel tanks were narrowed to permit easier weight transfer. All of this fed into post-war design thinking, not least within AMC, whose rigid-frame singles of the late 1940s owed much to pre-war off-road experience.

Endurance and evolution The last pre-war scrambles were held on the very same tracts of heath where the army was already preparing for mobilisation. When the sport resumed, the landscape — literally and metaphorically — had changed. Continental influence, particularly from Belgium and the Netherlands, introduced the continental ‘moto-cross’ style of massed starts and shorter laps. But the British scramble remained distinct

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for years afterwards, rooted in its club culture and its reliance on production-based machinery.

AJS, of course, returned with renewed purpose, producing the Competition models and the legendary 7R by the end of the decade. Yet the DNA of those machines — the torque, the stamina, the robust cycle parts — can be traced directly back to the roughground contests of the 1930s.

Riding a 1930s AJS scrambler – on the road I’ve ridden a fair few pre-war singles before, but never an off-roader like this one, and it took a bit of adjustment. Even wheeling it out of the workshop, the thing felt every inch a working machine: narrow, and quite uncompromising. The footrests were high, the bars wide and flat, and the saddle offered little in the way of padding – though mercifully, sprung. It wasn’t built for comfort, and didn’t pretend otherwise. This machine is unashamedly ‘of a type’ rather than a catalogue machine; it’s like what would have been found at a late 1930s scramble, let’s say.

The motor started easily once I’d remembered the knack: a tickle, a firm swing, and it fired with that typical AMC chatter, a sharp, metallic note that sounded busier than it really was. Once settled, the engine felt willing, though a touch harsh at low revs, as if happier when kept on the boil. It pulled well enough through the middle range but didn’t like being lugged, and there was a definite sweet spot around the 45–50mph mark where everything seemed to smooth out.

The handling was… honest. The rigid rear end transmits exactly what’s happening under the back wheel, which is both useful and fatiguing in equal

1: Simple pushrod 350cc engine was in production before, during and – long – after the Second World War. 2: Wide and flat handlebars hint at off-road intentions.

3: Note the T-bar throttle stop fitted to the carburettor, not usually on Ajays but a fixture on Nortons and Velos.

4: That’s your rear springing and ‘audible warning device.’

5 : ‘A simple, strong and functional too.’ That sums the AJS up. It’s why its stablemate Matchless G3L was so popular with servicemen during the Second World War. 6: Some off-road action from 1928; a scramble, literally…

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AJS | Scrambler

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AJS | Scrambler

Main: Effectively this is a bitsa, though it looks well enough and ‘of its time.’

Right: Front brake on the left hand side was a distinctive AJS feature dating back to pre-AMC days, though was alter taken up by Matchless too.

measure. It tracked well enough over good surfaces, but hitting a ridge or pothole reminded me very quickly that suspension travel wasn’t yet a thing. The girder forks did their best, but even well-bushed they can’t disguise rough going. I found myself picking lines carefully, just to keep the thing composed.

The controls felt typically pre-war: all slightly heavier than you’d ideally like, yet mechanically satisfying once used to them. The clutch freed off nicely when hot; the Burman box, slow but positive, rewarded an unhurried approach. The brakes were about as effective as you’d expect: effective enough for the speeds involved, provided you planned ahead.

What surprised me most was the overall tightness of the thing. Despite its age and basic appearance, there was a sense of precision about the way it all hung together; it has been put together by someone who knew how they wanted it to feel. The steering was light and predictable, and although the ride was never comfortable, it was controllable. On open roads, once the engine found its stride, it would hold a steady pace with little fuss.

It wasn’t an easy bike to ride quickly, but it was a satisfying one to ride properly. I had to think about everything: gear changes, throttle openings, road surface, gradient. There’s no room to switch off, and perhaps that’s why these machines made such capable competition mounts in their day; rewarding attention rather than aggression.

After an hour or so, I’d had enough of the pounding from the back wheel, but I also understood what the off-road men of the 1930s were working with: a simple, strong, and utterly functional tool. Not overly exciting, not particularly comfortable, but capable, reliable and direct. A proper scrambler, in the original sense of End the word.

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Rear view

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Foreground is the Conway Motors Vincent Black Lightning recreation.

Fine turn out at Tenterden Collaboration between a museum and a motorcycle club brings an interesting event to an old Kentish town.

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small town’s museum and its motorcycle club might not seem to have much in common, but when the two had significant anniversaries it was an opportunity for them to combine, which resulted in a bright and colourful occasion.

Tenterden is a market town in a rural part of Kent. Its population is in that happy range of numbers which means it still retains a strong community spirit. Although there’s proof Tenterden has more than 1000 years of history, the museum opened just 50 years ago. By then, the motorcycle club was long established, having been formed 80 years ago. Outside the museum’s permanent home in the town, the council gave permission for a section of the car park to be used for a display of competition motorcycles representing the various activities with which Tenterden Motor Cycle Club members were, and continue to be, involved.

Given the nature of the surrounding area, no surprise that trials bikes were the most numerous. It was almost a history lesson in the evolution of the discipline with pre-war models through until present day ultra-lightweight offerings, including an OSET electric bike. The oldest bikes were the property of Dave Blanchard. His 250cc

Words and photographs: ALAN TURNER Triumph Tiger 70 and a 500cc Ariel Red Hunter both date from 1938. The Ariel was a former road racer and over the years both bikes had taken various riders to success in off road events.

Another small group of bikes represented trials’ big singles era, a time when offroading drew much attention and with the support of British factories the investment was readily translated into road bike sales.

By the 1960s, lightweight bikes were the way to go and they could also be found.

With an ample choice of fields, grass track was also hugely popular. Local former grass track champion was fortunate to acquire two bikes, each representing popular local stars.

There was a Hagon-JAP owned by Malcolm Simmons as well as the JAP special built and raced by Reg Luckhurst. For comparison was the more recent bike owned by Paul Hurry, Graham’s son. All had enjoyed spectacular track racing careers.

There was more nostalgia for grass track fans with the recreation of a once wellknown combination. Left-hand sidecars were a very popular class, attracting large entries, but so often first over the line was number 777, the number under which the crew of driver Ron Waters with passenger Graham Croucher. John Morris has been involved as a sponsor in modern sidecars

but was responsible for the Triumph Bonneville-engined, Featherbed framed three wheeler.

The Waters/Croucher partnership went on to road race and that was another interest represented. One time 125cc world champion Bill Ivy was remembered with a CR93 Honda with which he was sponsored by his one-time employers, Chisholms of Maidstone. A Monard, built by Geoff Monty, was an interesting piece of biking history, as well as a Tiger Cub race bike, a model raced back in the day, but largely overlooked by the classic revival. A bike many would most like to take home was the replica Vincent Black Lightning, the work of Conway Motors that continues to supply Vincent parts.

Meanwhile, the Tenterden Town Museum was also holding the interest of the many visitors with guides to answer and explain exhibits. The local history extends to include an area devoted to motorcycling, much of which involves the motorcycle club. It has become a repository for archive material and memorabilia of riders who represented the club in national and international events. It may be a small town, but its club members notched up an impressive number of successes. Entertainment from the local choir, refreshments from the local WI, d Tenterden knows how to do these things. En

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Event report | Tenterden show

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1: A former local legend. The replica Ron Waters’ grass track sidecar outfit.

2: Fifties trials hardware. Richard Tree’s AJS in the foreground was rebuilt with a new frame following a road accident.

3: Joan Westbrook tried this Sprite as an alternative to her long-favoured BSA.

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4: A 1934 250cc Rudge currently displayed in the museum. Constantly modified, it was road raced until the mid1950s.

5: This Ariel Arrow sprinter has a remarkable history and will feature in a future issue of TCM. 6: This HagonJAP was almost unbeatable in the hands of Malcolm Simmons.

7: Ariel Red Hunter and Triumph Tiger 70 are currently owned and campaigned by Dave Blanchard.

8: Catering, sunshine, entertainment and motorbikes. All boxes ticked?

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Looking the part Though this might not be a ‘real’ 1974 Ducati 750SS, it comes at a fraction on the price – and looks great too.

Words: JAMES ROBINSON Photographs: YESTERDAYS

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Ducati | 750SS tribute

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any will be aware that the original, 1974 Ducati 750SS is, in terms of price at least, the ‘ultimate’ of the Ducati V-twins made in the firm’s 100 year history. Built in strictly limited numbers with just 401 of the original ‘round case’ versions made and now selling for vast amounts (in Bonhams’ recent online sale, one finished in an unoriginal paint finish realised upwards of £80,000) for many of us, that now takes them into the realms of ‘never going to happen.’ Which is where something like this one featured might come in.

Offered by Dutch dealer Yesterdays (see our back page for their advert) this machine – like the real 750SS – is inspired by the famous Ducati that Paul Smart rode to victory in the 1972 Imola 200, beating like-mounted teammate Bruno Spaggiari.

In 1971, Ducati had brought out its first roadgoing V-twin, the 750GT, then added a Sport version soon after, of which some special ‘Super Sport’ variants with Desmodromic

valve gear were made and raced. It was these which Smart and Spaggiari used to beat probably the best-ever Formula 750 field assembled, with Giacomo Agostini (MV) among them.

White the Sport and Super Sport created their own narratives, the 750GT was replaced in September 1974 (so 1975 season) by the 860GT. The engine became more ‘production friendly’ and designer Fabio Taglioni looked to improve reliability, as

well as ease of maintenance. The styling was also changed with the legendary Giorgetto Giugiaro, mostly behind car designs such as the first VW Golf and DeLorean, among many others, was the man behind the new look. Giugiaro’s ‘edgy’ stye with squared off engines and petrol tank was quite different from what Ducati customers were used to at the time; today, they’re celebrated as being of their time. Production of the 860GT began in September 1974, with the

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Ducati | 750SS tribute

electric start GTE arriving in January of the new year. Neither model was made in vast numbers, though it was the late part of 1974 when the vast majority were produced.

The new 864cc engine had a power output of 57bhp a 7700rpm, somewhat down on the original 750SS; but that machine was an uncompromising production racer, only really built for track, whereas the 860GT was more of a refined tourer. From that basis, this fine 750SS replica has been created, using details (big Imola fuel tank, humped seat and cockpit half fairing, most obviously) and the finish which were distinct to the limited numbers racer on the road. This example has obviously seem some hard use too as it bears track scrutineer stickers, all adding to a delightful patina – and it’s now available for a fraction of the price of a true 1974 nd 750SS. Take a look at www.yesterdays.nl E

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De Dion | Special

Mystery machine Though there’s varying degrees of unknown motorcycle, this one has just about everyone stumped, as it has for done years.

Words: SIMON ROBINSON Photographs: GARY CHAPMAN

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t’s unusual that a motorcycle appears and nobody can identify it. It’s even more unusual that a motorcycle can appear nearly 50 years ago and still remain unidentified in spite of some of the big names in vintage motorcycle history having a go.

That’s the case with the machine shown here though.

In 1979, then owner Mr Roe wrote to Bob Currie, who was the founding editor of this title and a well-known motorcycle journalist, historian and author, with Mr Roe seeking information on what he might have. At the time, Currie admitted that it had him stumped. Bob said the bottom half of the engine was clearly a De Dion set of cases (it’s cast into them) which he believed to date from no later than 1906. However, the rest of the machine – bar a few obviously proprietary parts like brakes, forks and gearbox – had him baffled. He believed at that time that the frame looked like either a Rudge or a Chater-Lea from the mid-1920s. The machine had clearly been updated, but by whom and for what reason was a mystery. Currie suspected it to have been in the mid-1920s though, judging by the cycle parts. The top-end of the engine was the biggest baffler of all. At that time just a sprocket protruded from the right-hand side of the water-cooled head. That and the ‘battery’ (Currie’s description) of oil-pumps on the tank led Bob guess that it was some form of rotary valve configuration. Currie appealed to the readers of this title, but nothing was forthcoming. And so, the machine remained a mystery.

Fast forward to 2017 and Ian Hatton of vintage motorcycle dealer Verralls (see their advert on page three) received a telephone call from someone who said they’d like to sell their grandad’s old motorbike. It was initially described as a ‘Norton Big 1’ (Ian assumed they meant ‘Big 4’) but when he saw it, it became clear this was not only not a Norton, but it wasn’t like anything he’d seen before. A deal was done and Ian acquired the machine. From the engine number, the base De Dion engine was dated to 1900.

It was an obvious non-runner at that point. It had tyres that were more akin to coal, they were so solid. No exhaust was fitted and the engine was full of Castrol R. The benefit of the latter was that once it was warmed and cleared, it revealed the engine to be in generally THE CLASSIC MOTORCYCLE | AUGUST 2026

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fine form. Removing the head revealed that it is of a rotary-valve configuration. The chain from the right side of the crankcases drove a sprocket at the top of the head which then, unusually, was converted from a horizontal axis shaft into a vertical one in line with the bore of the cylinder. This spindle then drove a conical valve with a cutout to release gases for inlet and exhaust when aligned with the relevant port. With no ignition system in place, Ian rigged up a forwardmounted magneto driven by another chain. With the tank cleaned, an attempt was made to start it which whilst successful, showed that the machine had so little compression that it could barely move itself on the level. A puck was mounted to the top of the piston to improve compression and this has helped give the bike a bit more pep in its step. Missing an exhaust, Ian used an AJS 7R ‘elbow’ piece, attached to an old Cortina section into a silencer that had been hanging on the wall of Verralls’ premises since Ian started work there in the early 1980s. Attaching the exhaust to the cylinder’s left-side exhaust port was the next challenge. With the

1: Array of pumps and gauges have a multitude of uses.

2: There’s no doubt of the engine’s origins, thanks to the casting.

huge bore diameter port having a thread, something needed to be found to screw into the head to create a flange to secure the exhaust pipe. The solution came from the unlikely source of a bathroom supplies company. Ian spied an old sink drain plug adapter, with its large threaded section usually clamping a drain plug in the bottom of a domestic sink as looking ‘about right.’ On trial it fitted perfectly! The plastic trial piece was replaced with a brass one, which, with holes drilled, made an ideal adapter to fit the exhaust.

With the engine running, attention was turned to the rest of the device. When stripped, it appeared that the cycle parts were largely as brand new. The brakes looked unworn, leading to the suspicion that a new frame was purchased by someone to fit their trial engine into. But what was the frame? Eventually it was identified as a Zenith, originally fitted with a JAP single engine and dated from its numbers as being made in 1922. Which all fitted in nicely with Bob Currie’s 1979 assumption that the machine had been manufactured in the mid-1920s. Despite offers from people wishing to

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De Dion | Special

buy the chassis, Ian couldn’t bring himself to split up what was looking like a very special bike. Albeit one that nobody could identify. Similar offers were made for the Wex carburettor, but these were met with similar replies from Ian. The machine wasn’t being broken up after all these years.

Some history has been partly traced, although it’s confusing. It’s believed that that the machine was built by a ‘Mr Lucas.’ He turns out to be Richard Saville Clement Lucas, who was born in Marylebone, London, in 1896, first son to Richard and Kathleen Lucas.

Richard junior went on to lead a fairly extraordinary life, not only becoming a Second Lieutenant in the Royal Artillery in the Great War but also rowing for England in the 1920 Summer Olympics, the first after the First World War, held in Belgium. There was some controversy over whether Richard won a gold or silver; officially, it’s silver but the finish was so close that many believed Richard had won gold but as the finish was judged by eye – unlike today’s high-tech affairs – the judge’s decision was final and silver was awarded

Above: Well, it’s certainly different.

The ‘special’ remains an enigma.

“The top end of the engine was the biggest baffler of all.”

to Lucas and his teammates. Richard’s always wife insisted he’d won gold though! Lucas also went on to row for Oxford in the university boat race on several occasions. Later in life, Lucas went on to rescue and restore historic sailing yachts from his home on the River Hamble, the most famous of these boats being ‘Lulworth’ which Richard lived on with his wife Irene until his death while sailing another small boat in 1968.

The slightly confusing part comes in that there can be no trace found of Lucas ever racing a motorcycle or having much to do with engineering. He was clearly a practical man – restoring yachts isn’t easy – but this machine has all the hallmarks of someone who had a real passion for proving out their rotary-valve cylinder head, which doesn’t really fit in with Lucas.

While researching this bike, it became clear that others were updating old De Dion engines well into the period this machine heralds from. One such individual was a B C F (Benjamin) Fellowes. Fellowes, from Nottingham and born in 1900, wrote in The Motor Cycle magazine of January 1922, explaining what works he’d THE CLASSIC MOTORCYCLE | AUGUST 2026

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“Despite lots of research and several blind alleys, we’ve ended up with as many questions as we started with.”

1: Druid-type side spring front forks and tin front brake.

2: Fuel carrying capacity is diminished by the cooling system.

3: There’s a single Wex carburettor, tucked away.

4: Handlebars and controls are pure circa 1920, the date of the cycle parts, rather than the circa 1900 engine.

5: You’d not want to too gar on that saddle…

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done to his 1899 De Dion powered machine following ‘much interest’ in the awards and achievements he’d managed in the previous couple of years. It seems that Fellowes had successfully competed in the London-toEdinburgh Trials in 1920, 1921 and 1922. In the first two, he’d won a gold medal, placing him well ahead of many of the contemporary machines which is why his success had caused such interest. In his article, Fellowes details what he’d done to his machine and he also explains that the first thing he did was to increase the compression.

He then lengthened the stroke by filling then re-drilling the crankpin half an inch further out, to give the machine a longer stroke via a wider throw. He then had to fit a compression plate of the right thickness to give him clearance and sufficient compression. Once this was achieved, he went to sorting the cylinder head.

Fellowes stood by the old De Dion automatic inlet valve setup though. With tuning the tension spring (with

various springs from a roller blind…) he managed to get an optimal lift of three-sixteenths of an inch. This gave his machine the power to climb hills with the best of them, when coupled to a Phelon and Moore gear.

Fellowes’ engine was housed in a Chater-Lea frame, but one of an older era as he describes it as having once housed a Minerva engine, which would place it early in the 20th century. Period reports describe it as having a ‘racy’ appearance with dropped handlebars and a dropped rear of the frame. Then in 1922 – after successfully riding from Nottingham to London, then to Edinburgh – the front downtube of the frame snapped while riding home. Frustratingly, this is where the trail goes cold for now.

I asked Ian whether when he stripped the engine there was any sign of the stroke having been lengthened, but he didn’t think so, which perhaps is conclusive that Ian’s machine isn’t that of Fellowes development,

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De Dion | Special

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but another that someone else was running alongside Fellowes.

Another rabbit hole I went down which caused a little bit of a (quickly deflated) eureka moment was when I spotted a machine called a ‘GRI.’ Built in Scotland from 1920-1922, this motorcycle was also a four-stroke with a rotary valve head, also driven by a chain which ran up the right of the engine. It had a collection of hand oil pumps on the side of the fuel tank too. You can see why it was starting to look promising…

That is until I found a sectioned view of the engine which showed that whilst it did have a rotary valve, this was positioned above a conventional poppet valve. The rotary valve was only used to divert the gases in/out of the engine as appropriate to the stroke and the poppet valve protected the rotary valve from compression forces. Ah, well, another answer to be discounted.

Back to our machine. Ian uses the bike on occasion

8

7: Exposed chains all add to the ‘Steampunk’ type appearance. Though this machine was built years before that term was coined.

8: Gauges, gauges, everywhere…

9: Three-speed Sturmey-Archer gearbox dates to the frame, rather than the engine.

10: Magneto came from Ian Hatton’s stash, as when the machine was acquired, there wasn’t one fitted.

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now. He said that it pulls quite well, and that everything is beautifully made, including the brass petrol and oil tank and the radiator. All of which fit so nicely together, they have an appearance of something from a high-end production, rather than a ‘happy amateur,’ as Fellowes described himself. The cylinder head is also expertly cast and finished. So, was this machine built purely as a test-bed for the rotary-valve cylinder head? Was it even originally built for a motorcycle or was it an engine someone found that was destined for a boat (is that the Lucas connection?) or a stationary engine and built into a motorcycle? We’ve ended up with as many questions as we started with. But on the meander through history to try and work it out, we’ve given old Fellowes a bit of air-time, and we’ve all learned a little something which means that as is often the case with researching such things, the answer isn’t always what End it’s all about.

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From the vault

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info@electrexworld.co.uk THE CLASSIC MOTORCYCLE | AUGUST 2026

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Behind the scenes of the auction Many readers will have been to the Bonhams’ Stafford sale and seen the ordered, nicely presented machines, stood in rows. An awful lot of work has gone into getting to that stage; this is how it happens.

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fter years of being an insider looking in, albeit working for the company which organises the shows, for 2026 I joined the Bonhams team as a freelance member of staff, with my first assignment being a six-day excursion to the Stafford show, where Bonhams was once more holding its biannual ‘blue riband’ sale.

This year, there were two headline compilations; on the Saturday, The Connoisseurs Collection, which was coming from Japan, where Motorcycles Director Ben Walker and specialist Andy Barrett has been to view and catalogue it, then on Sunday, the David Plant Collection, coming from the rather closer Isle of Man. The Japanese line-up included some amazing, historic machinery and was to run exclusively on Saturday, while the Plant assemblage on Sunday was to be joined by many others lots and collections too, including that formerly belonging to Rex Judd, ex-Brooklands record breakers and top-level Norton and Douglas racer in the 1920s. The Judd offerings included the c1902 Holden (see our May 2026 issue) plus others.

Added to that, on Sunday there was also a multitude of other machines, from all manner of sources, areas and indeed eras, making for a diverse sale. The total number of lots were 245, split into 93 on the Saturday and 152 on the Sunday, plus one Saturday and one Sunday withdrawal.

This isn’t an auction report (that was featured last month) and is more about

what setting up the sale entails. I found it fascinating, just the scale and level of everything, with the logistics and organisation involved mindboggling. Here is just a taste of what goes into it all, with my diary…

Tuesday, April 21, 2026 Left home in Suffolk at 7am, arrived on site at Stafford around 10am, having only minimal delays on route. Drove into the showground through the main gates and parked round the back, near the auction halls, feeling like it was my first day at school. Then met by Bonhams’ Motorcycles Head of Department James Stensall, as I wandered around outside, looking to find my way in. James was dressed in work kit; I’d had a message from Ben the night before asking ‘Have you got any steel toe caps?’ and though I hadn’t, I’d borrowed a pair off my brother. James was sporting his already.

Went in and met the few guys I didn’t really know, as well as said hello to plenty of familiar faces, or ones that I knew but never particularly engaged with.

The halls were pretty much empty save for tape on the floor and then the big doors opened and ‘The Whale’ (Bonhams Motorcycles’ long wheelbase van-based truck) backed up, as the first things started to be unloaded.

Large teams were already in place – there was Stafford regular Andy Lee and the gang, all primed for unloading. Plus Bella, Andy’s

black labrador, primed for attention and food. The first Moving Motorcycles truck arrived from Milton Keynes and the fork lift driver (another Andy) was soon doing his thing, whizzing off the metal pallets aka stillages at an impressive rate. I was gaping, mouth open, like the new boy I was.

Then I watched as bikes were checked in

by Dave ‘Witho’ Withington, as they started to be lined up. I was put with experienced consultants Mark Garside and Martin Heckscher and shown the ropes about what our detail would be for the first few days; effectively, it’s checking the bikes are as described, as best can be done. That’s frame number, engine number, whether the engine turns over and if any SRN (Sale Room Notice) is required against the description.

By mid-afternoon all the Isle of Man trucks have arrived – bar one. After phone calls and some consternation, it appeared shortly before 5pm (after being found parked at the other end of the showground) and was swiftly unloaded, with all hands on deck. We left the showground at about 6.30pm, then back to the hotel for dinner.

Wednesday, April 22 Breakfast at just after 7am, me joining Senior Specialist Bill To, who had arrived the night before. After that followed Harry Taylor (Sale Coordinator) and Andy Barrett in at about 8.15am, travelling in Harry’s daily-driver Porsche, which is older than him…

Above: How it all begins; a great, big empty open space. Note the tape lines on the floor.

Left: The Bonhams truck known as ‘The Whale’ has its belly emptied. No sign of Jonah, but there’s was plenty in there.

Right: This is the early stages of where the documents desk will be.

Cathy Chester watches over her domain.

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1 1: Some of the early arrivals, loosely in place.

2: One of the trucks arrives.

3: What lies beneath.

Motorcycles are neatly packed in.

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4: The forklift in action. Bikes are stacked on the bespoke transport system.

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5: Off the lorry, next to be unloaded.

6: The teams work swiftly, as the forklift keeps bringing more.

7: Motorcycles, motorcycles, everywhere…

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1: Smart Trident café racer one of the last to be untied.

Stillages are swiftly restacked and back on the trucks.

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2: Check in time.

Everything is cross referenced.

3: Once the motorcycle is found, then it’s worked out where it needs to be put.

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4: Important provisions. Harry Taylor and Andy Barrett bring in the sandwiches.

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5: Ducati GT is wheeled into its spot,

by James Stensall.

6: Mark Garside looks for the frame number. Martin Heckscher looks on.

Teams of two check the numbers.

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7: The missing Isle of Man truck appears, on Tuesday. It was the last of the IoM lorries to arrive and, a long while after the others, despite leaving at the same time.

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8: Fresh from the docks. Two of the lorries coming straight from the port, the Japanese consignments on board.

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Starting to look a bit like a sale room now.

Once in, it was back to checking numbers and details. An example was an early Ariel; the frame number was stated but not visible so we looked over the machine closely and located it, then had to clean the paint off to expose it. I asked old hand Mark about it, regarding the scraping off of paint; he said check with vendor depending on bike.

We went through the Rex Judd bikes, with Martin present, who’d written the descriptions. Interesting about Douglas stuff; Martin had managed to have an annotated picture description prepared for the catalogue. During the day, the first Japanese containers turned up, while it just so happened that a man arrived to deliver his MHR Ducati, the same time as the truck parked, so I was given my first solo job and helped said chap unload it, took him and the documents to Cathy Chester – who runs the documents area – and such like.

Scotch egg and other such treats for lunch; the fridges are always well stocked.

An army marches on its stomach! Got through most of the checklist folder available. By day’s end, much of second hall was filled up, while the guys had come in and built the office and podium too.

Left showground with Mark in his van and we went for a pint, bought for me by Witho at The Swann in Stone. Dave was pleased as he’d already filled his loyalty card! The team effectively headed up by

This is the checklist that each machine is subjected to. Engine and frame numbers are checked, as is if there’s compression plus whether there’s anything in the toolbox.

The Japanese trucks were packed by the vendor, as opposed to the other lorries, which were in Moving Motorcycles purposebuilt containers.

Andy Lee are all locals and have all done the sale for years; among them there’s Witho, ‘Denny’ (Phil Denny) and Al Daniels, all of whom were familiar faces to me albeit we’ve only ever been on ‘how do’ nodding terms. Witho was most excited about his post-sale walking holiday, that he goes on with two mates from school and they’ll walk a good deal of miles per day and stop at a pub every night. Not bad for 78.

Back to the hotel for dinner and another pretty early night.

One bike model was confused; a Triumph was described as an SD when it was a H. An SRN was added. All of the bikes coming in from Japan had been checked for numbers and photographed there, but the team only had three days, so it had been a hard job.

Last of trucks arrived today, these more of the Japanese consignment. Lightweight Suzuki things (basically engines clipped to bicycles) seemed to turn over but only backwards. Mark doggedly determined to find numbers at times, often with success; an ABC for example, which was the opening lot of the whole sale. Nobody wanted an SRN on the first bike up.

In between times, Bill showed me a bit of how he does a probate valuation, as the team try to keep on top of things that they’d normally be doing in the office, even if they’re all out on site. Back to the hotel; already working through the menu choices.

Thursday, April 23 Breakfast at just after seven, sat with Mark.

Made an off-piste breakfast order, which caused some confusion! Lift in with Mark.

We had quite a list to get through, while did the job we were supposed to – spotted a few errors here and there, normally just typos, while there were photographs required.

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Moto Guzzi is unloaded Note the glorious sunshine; it’s not so much fun in the rain, so the boys tell me…

The two ‘Sheene bikes’ safely unloaded from their Japanese container.

This is where the office needs to be.

And this is the office quickly taking shape.

While round the corner, the registration desks are built.

Bit of building work to do here too. This will be transformed into the auctioneer’s rostrum.

Ta-dah! With impressive speed, the front piece takes shape. It’s like these guys have done it before...

Few chairs for auction goers to sit on…

Friday and auctioneer Briony ‘Bee’ Harford is recording some videos for social media, previewing the sale.

Much of the David Plant Collection in situ. Note the white tape still on the floor, while the machines have yet to be lined up exactly.

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Bonhams | Sale insight

Saturday morning and the important stuff.

Witho takes the breakfast order.

Hard-working auctioneer Bee records yet more, telling buyers what they need to be bidding for.

Friday, April 24 Breakfast just after seven, déjà vu as sat opposite Mark again, though today had poached egg and haddock, after a couple of days of ‘full English’ or variations of. Took the car in this morning and would leave it there. Once at the showground, it was doing the last of the checks.

Friday lunchtime was ‘fish and chip’ day, so everyone was bought such (or a variation of) for lunch. We sat outside in the sun and ate them. Good they were too.

There was much afternoon excitement as a potential buyer had emailed and requested a viewing today, as he was away at the weekend. That’s fine – a few others had done similar – but this one was different in that he was flying himself and two pals in by helicopter. He was also a significant buyer in the car world, while he was a fan of 1990s sportsbikes really. A landing area had to be arranged and at around 2.30pm, a big, black helicopter hove into view, before it landed and three gents emerged from it.

The others showed the visitor round first, while I was summoned to do the ‘old stuff.’

Obviously, my enthusiasm is hard to hide and I was soon babbling away, racing the chap from bike to bike, explaining all the while just exactly why he needed a load of old machines in his already stacked garage. I’m not a good salesman but I am enthusiastic about pretty much any type of motorcycle and that’s what I tried to convey.

We were back to the hotel by about 7pm.

Lots more staff had arrived now too, people who would be doing the IT, the sales clerks, the desk team, accounts… While those of us who’d been there a few days were

Pre-sale and Ben Walker poses in the seat of the withdrawn Husqvarna, Andy Barrett alongside.

Looking into the Husky’s history warrants more time spent on research, as it appears it may have a famous former owner…

now trying not to duplicate food or eat too many chips.

Saturday, April 25 – first sale day An early start, too early for the hotel which didn’t start breakfast until 7.30 at the weekend, so it was a cup of tea in the room then away by 7.45am. Had a lift in with Mark Garside and Martin Heckscher, as were trying to keep as few vehicles on site as possible, with space at a premium.

There was definitely a hubbub about the place, as the sale was to start at 2.30pm of The Connoisseurs Collection, which had attracted a lot of interest and that was reflected in the number when the doors opened. Was as busy for viewing as can remember in the post-Covid area, and looked great as well.

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Ready to go. Superstar auctioneer Briony ‘Bee’ Harford, poised for action. She presided over every lot in the sale. Photograph by Bonhams.

used to! Though in truth I felt underdressed compared to the rest of the guys, as I was tie-less, sporting a blazer, shirt and trousers.

Witho took the breakfast order – sausage and bacon bap for me – and came back with laden arms. Andy Lee organised the sweep stake among the staff; everyone gets a bit of paper and has to write on it what they think the top lot will sell for. The chosen one was the Sheene RG500; I demurred from the opportunity, as did Ben. Ben because he knew what at least one client was potentially prepared to bid to, me because I’d been chatting to Ben when he was emailing someone about it and I didn’t want it to look like insider information, being as I was the new boy. The truth was, I didn’t know the figure, but nothing sets up the wrong vibe as much as the new boy scooping the kitty, especially when there’s a suspicion of insider knowledge.

Sale Coordinator Harry already had the nickname Koala (which he has thoroughly embraced) as the rest of boys reckon he’s a protected species…

What actually happened in the sale proper was reported last issue, but suffice to say, there were a lot of relieved and happy faces. It was exciting too, while it was the bidder on the telephone to Martin Heckscher who bought the expnsive MV; Martin was almost as thrilled as if he’d bought it himself. Ben was on the telephone to the underbidder, who consoled himself with several other purchases.

Late afternoon request for a video of the BSA-JAP special for a guy in Denmark, so did a walk around video of that. Then

it was my first book meeting, just before 7pm; basically, the whole running order for the next day’s sale is gone through lot by lot. Consultant Phil Ingle kindly explained to me what was what and stood next to me. It starts at the first lot and is effectively chaired by the auctioneer, in this case Bee (Briony Harford); she wants to know what is the situation regarding interest in the lot, absentee bids, who the consignor is and whether there’s any discretion. Plus if the vendor will be in the room – to give a nod to approve a below estimate sale, generally – and if the consignor will be with the vendor.

Also, if there’s anyone particular coming for a lot and if that’s the case, then who will be pointing out where that person is located in the room, if it’s someone known and, again, if it will be pointed out. Typically, there’s two spotters, one either side at the front, plus someone directly in the auctioneer’s eyeline but nearer the back of the room, again to point out any bidders. On the Saturday these were Denny and Witho on the flanks, then ex-motorcycles department and now cars Sale Coordinator Annika Morrill directly in front of Bee. Nobody wants to miss a prospective bidder.

We left the showground sometime after 7.30pm and headed to the hotel and dinner.

Literally over food and in the bar the team were taking calls from potential buyers; it was insightful to see how long it goes on and how diligent they all are. Poor old Bill was answering question about a Sprint Sunbeam in between mouthfuls of his dinner. During said feed, two bottles of fizz were delivered to each of the four large staff

tables, James gave a short speech and the day’s success was toasted.

Sunday, April 26 – second sale day Awake again early, a few messages from people; a friend of my cousin in Australia was dead keen on one of the Rex Judd machines, so they were asking for more information.

Early on, there was a decision taken to have a shunt around in the halls, moving the two star ‘solds’ to the front of the saleroom so they could be seen by the general showgoers, rather than those who had paid for a catalogue to come in, with the Judd machines repositioned.

More buzz was brought to the staff, by the information that new ‘big boss’ Julie David was coming to the sale. Having worked in the automotive industry, Julie was tempted by the Bonhams opportunity.

Now installed as Global MD of Bonhams Cars – the umbrella under which the motorcycle department operates – Ben met her first thing and I was introduced. It was the first time someone in Julie’s position had attended a motorcycle sale and meant a lot to the motorcycle team. She’d come direct from Bonhams’ Cars Monaco sale to Stafford. Explaining to Julie I’ve known Ben for nearly 25 years when he was the Bonhams new boy and I was similar at The Classic MotorCycle and that we’re the same age, means that we struck up a friendship that endures. We also managed to get the subject onto Ben’s Hillman Imp obsession (he had about 10 in various lock-ups when I first met him and though they’ve

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1

3 1: Mission control.

With the sale underway, the backroom staff do their thing.

2

2: The Saturday book meeting. Having been at the showground since 7.30am, it was over 12 hours later when the team left.

all gone, to be replaced by a garage full of bikes, he’s just bought a new, tuned-up gold Imp...) which I’m not sure what it will 3: Sunday morning and good to go again. have done to his prospects of future career Some shifting of progression and promotion. motorcycles was As the sale was underway, had word done before the from a prospective buyer that one of second day. the machines in the sale wasn’t quite as 4: Andy Lee has been described; he’d spoken to the owners club working for Bonhams and was of the opinion it needed a SRN at Stafford for many years; here, he poses adding. Bonhams’ always aims for accuracy with the recordand so we said absolutely, will do, just need breaking MV. 4 proof; I was detailed to find the man on the owners club who’d made the observation which I duly did. He came armed with his records, torch and friend, to have a close look and reckoned that the frame on the machine was identical, but originally part of a different model, which used the same frame. So we prepared a last minute SRN; Harry had it printed out and stuck on the motorcycle with minutes to spare, while Andy wrote out a note for auctioneer Bee to read out before the lot went through.

Sunday’s sale didn’t maybe hit the heights of the day before, but there were still some extraordinary prices, as detailed last month, or if you want to see the full list of prices realised then the results are on bonhams.com/motorcycles It was about 5.30pm when I left, the sale over, for an easy journey home in just two and half hours. Sunday nights are the time to travel! All in all, I reflected on the drive, it had been a great experience, which made underlined the old adage that making things appear easy and effortless takes The team on Monday morning for the final breakdown; from left Andy Barrett, Ben Walker, End Andy Lee, Bill To, Cathy Chester and James Stensall. Photograph by Bonhams. an awful lot of hard work.

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Rebuild | Ducati, Cucciolo Well, that looks the part.

John Lay’s efforts have resulted in a smart machine.

Mobility for the masses While Ducati is now known for its high-performance sportsters, the firm’s early two-wheel forays were much more simple.

I

t is somewhat ironic that in an era when Ducati is dominating both the MotoGP and World Superbike race series and of the back of that, selling many V-four engined road bikes, that its humble beginnings with a small single cylinder sub-50cc motor are almost forgotten.

Paul Smart put Ducati V-twins on the world racing stage with his historic win at Imola in 1972 and Mike Hailwood further added to their racing credentials at the 1978 TT before the likes of Carl Fogarty in World Superbike and Casey Stoner in MotoGP started the current levels of racing success that has kept the name to the forefront of enthusiasts

Words: IAN KERR Photographs: JOHN LAY consciousness. The firm has won the last four MotoGP championship consecutively, and looks odds-on to take this year’s World Superbike crown.

Ask most ‘Ducatisti’ what is the most important bike the Bologna firm has ever produced though and they would probably say the seminal 916 that stunned the world at its launch in 1994 due to its beautiful flowing lines.

But, even this really pales into insignificance when you consider that these machines would probably not exist were it not for the ‘Cucciolo’ (little Pup) which saw the light of day in 1943 and turned the company from an electronics concern producing radios

and electric razors into a motorcycle maker.

The Cucciolo’s engine was designed in 1943 by a lawyer and writer based in Turin by the name of Aldo Farinelli, who had the foresight to see that there would be a need in post Second World War Italy cheap and economical transport.

With the help of engineer Aldo Leoni, Farinelli managed to have a prototype running by 1944 and a year later working with the small Turinese firm SIATA (Società Italiana per Applicazioni Tecniche Auto-Aviatorie, known for its development of racing car engines) actually started production of the Cucciolo.

It should be remembered at

this point it was just an engine to be clipped onto a bicycle frame and was one of many such power-plants on offer to the public, but was among the first and stood out by being a four-stroke, as opposed to a two-stroke, but despite this, it only weighed in at 17lbs in old money, or 7.7kg in current currency. The engine’s distinctive exhaust note sounded like a small puppy dog giving, it its name, which stayed with it throughout the various models.

Given the success of the motor, the small Turin factory was unable to meet demand and sought a manufacturing partner. Ducati in Bologna, a company which was in the

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Classic life

The Cucciolo engine. Note the pushrods. It came in a shopping bag.

And it works too!

Mr Lay takes it for a ride.

Reworking complete, enabling the Bing carburettor to be used.

process of rebuilding after being heavily bombed in October 1944 by the Allies, entered into a licensing agreement and soon turned 15 units in 1946 into 25,000, after gaining exclusive rights later on.

In 1946, both SIATA and Ducati produced an updated version known as the T2. Major changes were made by Ducati chief engineer Giovanni Fiorio; primarily the barrel was now removable after four studs were undone and the spark plug increased from 12 to 14mm, plus a smaller oil filler was repositioned.

The first of many sport versions were produced, with a full 50cc along with a higher compression ratio resulting in an ignition advance that required Benzole to be added to the fuel. The extra capacity upped the bhp to 2bhp and the speed was now up to

Left: Pipe bending skills came in handy. Above: The pipe fitted. The benefit of working on small machines is evident!

65kph/40mph. As well as the sporting model there was cheaper version of the original T1 with no clutch or gearbox.

In 1948, the T3 version gained a few more ‘cubes’ to give it 60cc, the valve gear became enclosed and lubrication was now by means of grease. It featured a three-speed gearbox with a foot operated lever and this was the first complete Ducati motorcycle – the 1949 60 Sport.

Not long after, a 65cc version appeared with conventional

pushrods and a redesigned cylinder head. It was in 1952 that Ducati changed tack and produced a complete machine utilising the motor, using the three-speed gearbox. The fuel tank was integrated into the frame, which now had a swing-arm type suspension, pressed steel frame and the larger engine capacity. The new model ran alongside for six years until the Cucciolo was finally dropped. And with that, Ducati set off on the path which leads it to where it is now.

John Lay is the former chairman of the Oxford British Bike Club that originally started up the now-famous Cassington Bike night in June which attracts thousands each year. Despite obviously having a stable of shall we say conventional British machines, he also has a penchant for unusual machines from all over the world, including the 48cc Cucciolo featured here.

A regular at Kempton autojumbles, John was offered a ‘Ducati’ to go with the one

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Rebuild | Ducati, Cucciolo he had and after agreeing to take a look at the machine, it arrived at the next club night in a shopping bag… Although he had no bicycle to attach it to, the price was right so he decided to take a chance on it and completed the deal.

Once he emptied the bag at home, he was able to see what he had actually bought. All of the engine seemed to be there plus the clamps that fit round the bicycle bottom bracket, clutch cable, free-wheel drive and the decompressor cable with its handlebar leaver.

Missing, was the peddling gear and its axle, down-tube clamp, exhaust nut, pipe and silencer.

Also the HT pick-up was damaged and the carburettor was absent.

With no pedal cycle on the horizon, John set about the motor while waiting for a suitable mount of the right vintage (and price) to attach it to and besides it was a suitable project to take care of spare hours during Covid lockdown.

However, it was to prove a project that easily surpassed that period and then some.

The missing exhaust nut didn’t prove to be too difficult to sort out with an odd piece of Hexagon bar of suitable

Above: Pedal crank was missing and so required some work.

The Lay lathe, which saw plenty of use during the project.

size turned and bored it to fit. Although an exhaust was available on a certain auction site for £65, John decided to have go at creating his own from steel tubing and a pipe bender he had for his previous occupation as an electrician.

His first attempt showed he had not forgotten on how to do it, with a very acceptable version with no kinks being the end result. All that was then needed was to form a flange at the cylinder end which was done with the aid of a hammer and lots of heat.

Left: This was the outcome of much effort.

Next to receive attention, the broken HT pick-up which was dug out, before making a new insulator and cap turned up from black nylon and threaded before being screwed into place.

A self-tapping screw was driven down into the HT coil output wire. The raised head of the screw forming the termination

for the plug lead. With a lead and spark plug connected – the plug being laid on the cylinderhead – the engine was spun over with an electric drill: the result, a nice fat spark at the plug points.

Investigation showed that a locking ring was missing for the inlet manifold which is screwed

Mark I up and about.

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Classic life

New bicycle, more suitable than the first incarnation.

into the head and another session on the lathe soon sorted that problem out. It was then the turn of the missing front clamp bracket that needed to be created, along with new nuts as the material John used was thicker than the original.

John then realised he did not actually have a carburettor for the bike, but after buying a cheap Chinese item for just under £8, a club member gave him a correctly sized Bing. He then realised the flange was 90 degrees to the inlet pipe and at an odd angle. The result was another session on the lathe with a new one sorting things out.

Fortuitously, a cheap bicycle appeared and although not exactly what was required, it served as a test bed to see what problems would arise when mating the power plant to the steed.

A slightly more modern bike than of the correct period resulted in the engine not sitting squarely; the pushrods hit the down tube and lastly the spark plug fowled the front mudguard. The amount of work machining parts and making things fit would if fully

documented rival a volume of War and Peace.

Having sorted things, a more period bicycle appeared with hub brakes and being old enough to obtain a historic registration number from the DVLA, which meant starting again with more fettling; no such luck that the work he had done would fit the new bike.

John ended up making his own starting system, rebuilding wheels, making another inlet and exhaust system, creating a stand, providing lights, the list goes on and on. So much for just rebuilding an engine and clipping it to a bicycle.

Once up and running, John had more problems getting it run properly so it could be used, but his determination and considerable skill set to finish it and put another Cucciolo back on the road was eventually rewarded with a registration plate from DVLA and a useable mount. It might not be as desirable as a race bike, but in many ways it is far more important in not only Ducati’s history, but showing how the powered two wheeler has evolved and played an important role in proving End mobility to the masses.

Building in a drum brake, which were fitted front and rear.

The Cucciolo engine, where it all began for Ducati.

Making the rear stand underway.

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Rebuild | MZ TS125 Project – part 18

Words and photographs: PHIL TURNER

On the road again

Fresh rubber goes on in sweltering heat, a flat battery scuppers the maiden voyage, and the little MZ finally hits the road.

W

hen we left things last month, the MZ had finally burst into life: briefly, but enough to fill the garage with a satisfying blue haze. A few jobs remained before it was fit for the road: tyres, a weeping fork leg, and a set of indicators that had stubbornly refused to play ball since the wiring was done.

Tyres seemed the most important of that list, so I started with those. The original plan had been to drop it at a local garage, but I didn’t fancy riding there on the old rubber, or the faff of organising a lift home and then back again to collect it. A quick internet search turned up tyres, tubes and rim tape for £88.08 the lot, which was more than acceptable. I had a set of levers in the toolbox and a free Saturday morning, so I decided to do it myself.

What I had rather failed to account for was the weather. That particular Saturday happened to be 32 degrees C outside, which took me neatly full circle back to the scorching day I’d first decided to strip the MZ down. I find the act of tyre-changing strangely satisfying, mind you, so a bit of heaving and perspiring later I had the fresh set on.

Signalling intentions With the front wheel off, I took the opportunity to investigate the fork leg that had started seeping oil again. Happily, it turned out to be exactly what I’d hoped: it just needed nipping up a little. I’d been rather too ginger with the pliers and socket during the build, understandably perhaps given that I’d stripped a thread on a

previous occasion, but a careful turn or two was all it needed.

While I was in the mood for ticking things off, I turned my attention to the indicators: non-functional since the new wiring went in. A session of tracing wires and cross-referencing the three different diagrams I’ve accumulated confirmed that everything was present and correct, with one exception: a section of fused wire in the headlight shell, left over from the old loom.

With that renewed we had functioning lights, but blinking out of sequence. A closer look at the handlebar switch revealed the culprit: its mechanism, simple as it is, was managing to connect both sides simultaneously. A bit of fiddling and a methodical reassembly sorted it.

I also figured a rear-view mirror might

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Classic life

New tyres, tubs and rim tape were purchased.

Time to get the tyre levers out.

Back out into the great outdoors.

The MZ emerges.

Indicators hadn’t worked since the new wiring room was fitted.

be advisable, so a reasonably priced universal clamp-on number was purchased and added. I’d also decided the pillion footrests had seen better days, so in a fit of extravagance I ordered a new set of those too.

Guilty as charged With the tyres on and the fork and indicators sorted, the temptation to just go for a ride was too much to resist, so I did the thing we’ve all done at some point. I got fully kitted up in a jacket, helmet, gloves and boots, pushed the MZ out into the full sun, and started kicking.

Several increasingly desperate minutes later, I had nothing to show for it. It would fire briefly then die, start again and stop again. I was absolutely ruined. I pushed it

back into the garage, stripped off the riding gear and conceded defeat.

I was just about to start fiddling with the carburettor when the words of my riding mate Paul repeating an old adage suddenly came back to me: “Most carburettor problems are electrical.” Of course! The battery! I’d spent hours kicking the thing over playing with the fuelling, and then just had an entire morning switching the indicators on and off, it’s got to be flat. Sure enough, connecting my trusty OptiMate confirmed it had less than 50% charge remaining. I left it to do its thing overnight and went to cool off.

Pogo-sticking Frustratingly, it was a couple of weekends before I got another go, though in hindsight

Leaky fork leg had to be rectified to.

that wasn’t entirely a bad thing, as the temperature had dropped to something rather more suitable for riding gear and kickstarting.

I thought for the very first run it would make sense to head for the industrial estate on the edge of town – only about a mile from my house, and very quiet on a Sunday morning – and it’s downhill all the way back, if we had to push it home.

Mercifully, there would be no pushing, but as soon as we started climbing through the gears and picking up a bit of speed, I felt a pogo-sticking sensation from the front end. It felt too severe to be the road surface — as bad as they are these days — so I put that down to an improperly seated front tyre. More frustratingly, upon turning round to head back to the workshop, I was

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Rebuild | MZ TS125 Project – part 18

Careful stripping and reassembly required.

The nest of wires inside the headlamp; a missing fuse wire was restored.

Back to working properly with the turning lights doing their flashing.

suddenly unable to get first gear. It felt like it engaged, there was a definite ‘clunk’, but no drive. I could get second, third and fourth, so with a lot of revving and clutchslipping, we pogoed our way home. Some investigation needed…

The final tally Right at the start of this project, I had a loose ambition to do the rebuild as cheaply as possible. That aim of course slid somewhat along the way — through the odd error and moment of hamfistedness on my part, and a couple of conscious decisions like the Vape electronic ignition — but I think we’ve ended up somewhere reasonable.

Parts, new and used, came to a total of £1427.99, with tools and workshop sundries adding a further £211.87 — though those will of course see use again. All in, the grand total comes to £1639.86 I don’t think that’s too bad at all, helped enormously by the bike being free in the first place — so one final thank you to Jon for his incredibly generous gift at the start of all this. The little MZ is no showwinner, and you could argue there are more desirable classics to spend that kind of money rescuing, but if this build has proved anything it’s that bringing a classic back to life doesn’t have to be the preserve of the wealthy or the formally trained. A bit of patience, a workshop manual, a decent internet connection and a willingness to get things wrong and try again will carry you a long way.

So a couple of teething problems to sort, then all that’s left is to get out and enjoy the Suffolk and Norfolk back lanes. Hopefully I’ll see you out there…

New rear footrests in situ. With tyres fitted, ready to go.

Purchases this month: Tyres, tubes and rim tape – £88.08 Rear view mirror – £16.21 Rear Footpegs – £27.85 Project grand total: £1639.86

End

Ready for exploring, The MZ will be just the job, once a few glitches are ironed out.

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Stafford International Classic MotorCycle Show 2026 The International Classic MotorCycle Show at Stafford remains one of the highlights of the motorcycling calendar and, as ever, provided no shortage of sketching subjects. From concours restorations to delightfully scruffy survivors, the show continues to offer a remarkable cross-section of motorcycling history under one roof. fascinating Gold Star special with links to one of Britain's most famous tuners were a pair of lightweight machines that, although far removed from the glamour of racing motorcycles, are every bit as interesting in their own way.

Taylor-Dow Special

The centrepiece of this month's sketchbook is this fascinating TaylorDow Special, a machine whose history stretches back to the formative years of Eddie Dow's legendary association with the BSA Gold Star.

Taylor-Dow was the Banbury partnership of Arthur Taylor and Eddie Dow before the latter became one of Britain's best-known Gold Star tuners and dealers. During series of highly-developed racing Gold Stars, including the distinctive number 44 machine raced by Bill Siddles.

The owner purchased the machine some 50 years ago after spotting the Gold Star

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advertised in Motor Cycle News for £180, with no mention of its racing history.

Subsequent correspondence with Eddie Dow revealed that the Gold Star was in fact number 44, although the original outside-flywheel engine had already been removed and sold separately before the motorcycle changed hands. That engine formed part of Taylor-Dow's experiments to improve the Gold Star, using an unconventional one-piece crankshaft and outside-flywheel arrangement in pursuit of greater performance and reliability.

Although the original competition engine remains elsewhere, a substantial portion of the machine survives. The frame, forks, rear wheel and brake drum, engine

plates and gearbox are all original to the Taylor-Dow Special, while decades of research uncovered further details of its Norton-type front wheel.

Rather than a straightforward restoration, the motorcycle represents 50 years of research, detective work and craftsmanship. The distinctive tank, seat and oil tank were recreated by Terry Hall, engine work entrusted to Brian Shackleford, wheel building to Steve Gagg and the paintwork to Brian Steeples. As a result, the machine preserves not only part of the original Taylor-Dow Special itself, but also the story of one of the more intriguing chapters in Gold Star competition history.

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L.E.R.I. 49cc Lightweight This little LERI was sketched on the Italian Owners Motorcycle Club stand and stood out among the larger and more glamorous Italian machines surrounding it. While it lacks the sporting pedigree of its neighbours, it represents an equally important chapter in Italy's motorcycling history.

Built in the late 1950s, the LERI is powered by a 49cc DEMM two-stroke engine mounted in a lightweight bicyclederived frame. Machines such as this provided affordable transport for thousands of people during Italy's postwar recovery, when economical mobility was in high demand. LERI itself grew from a Milan-based bicycle manufacturer and, like many small Italian firms of the period, supplemented its own frame production with proprietary engines sourced from

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specialist manufacturers.

The DEMM power unit was one of the most widely used Italian cyclemotor engines of its era. Although modest in output, it offered reliability, simplicity and excellent fuel economy. Coupled to a three-speed gearbox, it provided enough performance to keep pace with urban traffic while remaining within the regulations governing lightweight motorised transport.

The most unusual feature is its braking system. The right-hand brake lever operates both front and rear brakes through a three-cable arrangement, effectively creating a linked braking system decades before the concept became common on modern motorcycles. Two cables operate the front brake assembly while a third applies the rear brake, creating

a surprisingly sophisticated solution on such a modest machine, although one suspects it required a fairly determined squeeze of the lever.

The machine also illustrates the transitional period between bicycles and motorcycles that characterised much of Europe's postwar transport. With its slender frame, pedal-equipped cycle parts and tiny engine, it occupies the middle ground between the two, reflecting a time when practicality and economy were often more important than speed or prestige.

This example wears its years well, displaying the sort of honest patina that can only come from a lifetime of use. It may not be the most valuable motorcycle on display, but it is certainly one of the more intriguing.

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1936 Rixe Autocycle This 1936 Rixe Autocycle was sketched from the National Autocycle and Cyclemotor Club stand, a perennial favourite of mine at any show and always a good source of unusual lightweight machinery.

Founded in Bielefeld in 1921, Rixe began as a bicycle manufacturer before entering the motorcycle market in 1935.

This machine therefore dates from the company’s earliest period of motorcycle production, when Rixe was fitting reliable

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98cc Fichtel & Sachs two-stroke engines into bicycle-derived frames. The Sachs unit produced a modest 2.3 horsepower, but offered economical and dependable transport at a time when affordability was often more important than outright performance.

Another interesting feature is the twospeed gearbox, operated by a tankmounted pre-selector change. It is a surprisingly sophisticated arrangement on what was essentially an autocycle and

reflects the ingenuity often found in these small-capacity machines.

According to the display information, the motorcycle was purchased at a German motorcycle event and remains largely in its discovered condition. That originality only adds to its appeal, providing a glimpse into the sort of practical transport that helped establish Rixe as one of Germany's most successful two-wheeled manufacturers.

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Going up the Downs

The Snow-Mann Test Day was held on May 10, 2026, providing a good and varied day out for two- and threewheeled enthusiasts.

Words and photographs: ALAN TURNER

T

he East Sussex Section of the VMCC has run the Snow-Mann Test Day for a long time. The event is held on Bopeep Lane, on a stretch of the byway that was once a competitive car hill climb ascending Bostal Hill, on the South Downs behind the famous Seven Sisters cliffs.

That was a long time ago and nowadays, it’s consistency, not outright speed, that provides the competitive element. Adding in the necessity of stopping within a proscribed box just before the finish line means the throttle is emphatically obliged to work both ways.

It has proved to be a popular formula, a way to ride older bikes in competition, but without using them on the ragged edge. Bikes must be pre-1980 models, but that is the only real restriction. The Snow-Mann can be all things to all riders. Once open this year, the entry list filled quickly. Numbers are limited to give everyone a chance, but the result was a glorious assortment from Veteran to PreModern, to use the entry form parlance.

Activities started with the slalom, just 10 cones marking a zigzag course around the farmyard. What could possibly go wrong?

Plenty! The farmyard surface was far from smooth and some of the bikes may have been fine for the sweeping curves of the open road, but tight turns, CBT-style, around the cones, were a different matter. If things were challenging and the score sheet already blemished, then perhaps redemption might be found on hill performance, the ascent of which was what the day was about, after all.

The first run up the hill determined a standard time. In the light of that experience, riders were allowed to adjust the figure before they made three further runs, when marks were at stake.

The pre-Second World War bikes made up Class 1, the earliest entry was the 1914 Rudge

1 Multi of Paul German, but sadly became an early withdrawal. Several riders are regular attendees and Geoff Stovold (BSA B250) had enjoyed success in previous Test Days, but this year he also encountered problems. The lighter, earlier machines can be less of a challenge around the slalom. Richard Entract topped the class as his 1925 500cc Ariel, losing two on the slalom, but steadily ascended the hill with no real sense of strain or urgency. His 13 mark total gave him a useful margin over next-best Tim Simkins on a 1928 Mk.I ‘cammy’ Velocette, with 26 marks.

Richard Bailey had little opposition in the Early Classics, but Late Classics were more keenly contested. Losing just six marks, Dean Waters’ impressive ride on a 1955 Ariel Red Hunter was good enough to top the class.

Previous winner Alan Ross was out again on his 500cc B34, the sporting single BSA pitched between cooking B33 and Gold Star. His seven-mark loss was just one too many this year. A Sunbeam S8 is a less common sight now, but this was Malcolm Fish’s steed for the day, which took him to third in class.

The ‘Pre-Modern’ class (1965-80) accounted for all but half the solo entry, with bikes from the continent and Japan as well as the UK. Specials included Keith Mills’ Triton cafe racer, a neat Tribsa from Roger Harrington and an unusual combination of BSA C15 power unit in AJS Stormer cycle

parts. Best performance went to Lambrettariding Peter Moriarty. Smaller machines took the first four places, so Harley-Davidsonmounted Peter Koren’s 10-mark loss (five on the hill, five on the slalom) was a good effort.

Just two marks behind was Glen Price with his big V-twin Moto-Guzzi, which took steady coaxing around the slalom cones.

Scooter wheels shod with 10-inch rubber are not the easiest to manoeuvre around the slalom, but Pete Moriarty put in an steady, so clean, performance. His total single mark loss was deducted after combining all three runs, making his total deviation from his standard time less than a second. As well as best overall, as a member of the three-strong Odd Mod Squad of Lambrettas, he helped them take the Team Award.

Just two outfits this year, Tim Eade with his 1938 Ariel Red Hunter and single-seat sidecar with relative comfort for passenger Martin Russell, while Michael Chewter’s roadregistered 1963 Royal Enfield Constellation boasted a 1960s-style racing sidecar, a flat platform with just a bubble screen. This was the perch for the intrepid Keith Jarvis. The latter duo was awarded the class.

With many familiar names among the entry, Bopeep is an addictive event. Hopefully, there will be an opportunity for the successful to maintain their status, or for the also-rans to End do better, next year.

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Event report | Snow-Mann Test Day

1: Looking the part?

Malcolm Lawrence and his 1928 AJS 350cc K6.

2: Neil Kerr and his 1928 overhead valve Sunbeam negotiate the slalom.

3: Alex Hume and an unusual combination of BSA C15 powerplant and AJS Stormer cycle parts.

2

3

4: Michael Chewter and Keith Jarvis get the Enfield outfit off the line.

5: Richard Entract and his Ariel took class award for the oldest bikes.

6: Class winner Dean Waters and his 1955 Ariel Red Hunter.

7: Commando enthusiast Alan Green and his Kuhn/ Dunstall version.

4

5

8: Onward and upward. Start and next batch of bikes to ascend.

9: Pete Moriarty and his Lambretta took ‘Best Overall.’

RESULTS CLASS 1 PRE WAR Richard Entract 1925 Ariel SP 500, (13 marks lost)

CLASS 2 EARLY CLASSIC (1940-54)

6

7

Rick Bailey, 1947 Velocette KSS (26)

CLASS 3 LATE CLASSIC (1955-64)

Dean Waters, 1955 Ariel Red Hunter 500 (6)

CLASS 4 PREMODERN (1965-80) Peter Moriarty, 1966 Lambretta SX200 (1)

CLASS 5 SIDECARS AND THREEWHEELERS UP TO 1980 Michael Chewter/Keith Jarvis Royal Enfield Constellation (2)

TEAM AWARD:

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Odd Mod Squad: Peter Moriarty (1966 Lambretta SX200); David Garrett (1965 Lambretta TV200); Max Aldous (1967 Lambretta SX200) (14) THE CLASSIC MOTORCYCLE | AUGUST 2026

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OLD BIKE MART WITH YOU Rufforth Autojumble at Rufforth Park, Wetherby Road, Rufforth, North Yorks YO23 3QH. 8am start. £2 entry. Tel: 01904 738620 or 07713 164848. Email: info@ rufforthautojumble.com. Web: www.rufforthautojumble.com.

What3words: suggested.withdraws. adventure.

Lincoln Autojumble at Lincs Showground, Grange de Lings, Lincoln, Lincs LN2 2NA. 7am-2pm. £2 entry. Tel: 07720 950920. Email: info@lincolnautojumble.com.

What3words: successes.shed.living.

National Sprint Association Championship Round at Smeatharpe Airfield, Clayhidon, Honiton, Devon EX14 9RF. Email: brittain133@gmail.com. Web: nationalsprintassociation.org/ all-events. What3words: gap.otter. outline.

Bikes and Beers at Salt Flats Clothing, Unit 13, Anglo Industrial Park, Fishponds Road, Wokingham, Surrey RG41 2AN. 10am-4pm. Tel: 0203 3185014. What3words: dive. mimic.idea.

Shelsley Walsh Bike Bonanza at Shelsley Walsh Hill Climb, Worcester, Worcs WR6 6RP. 8am-5.30pm. £22 entry. Tel: 01886 812211. Email: info@shelsleywalsh.com. Web: www. shelsleywalsh.com. What3words: boomers.only.novelists.

Brechin Bike and Trike Fest at Brechin Public Park, Brechin, Angus DD9 7AT. Free entry. 11am start. Tel: 07570 411495. Email: gordon@rewacotrikesscotland.com.

What3words: annual.shipped.sits.

Dereham Motorcycle Rally at Aldiss Park, Norwich Road, Dereham, Norfolk NR20 3PX. 10am-4pm. £1 entry. Email: tom@apollo-group. uk. What3words: nibbled.exacts. blemishes.

Boxford Vintage and Classic Vehicle Rally at Hadleigh Road, Boxford, Suffolk CO10 5JH. £10 entry. Email: info@boxfordrally.co.uk. Web: www. boxfordrally.co.uk. What3words: character.intend.vintages. In aid of Suffolk Lowland Search and Rescue.

1000 Bikes Revival at Mallory Park Race Circuit, Kirkby Mallory, Leics LE9 7QE. £30 entry. Tel: 01775 768661. Email: info@livepromotions. co.uk. Web: www.1000bikesrevival. co.uk. What3words: angry.debater. hangs.

Brooklands Motorcycle Day at Brooklands Museum, Brooklands Drive, Weybread, Surrey KT13 0SL. 10am-5pm. Tel: 01932 857381. Email: info@brooklandsmuseum.com.

Web: www.brooklandsmuseum. com. What3words: analogy.future. alive.

Motorcycles at the Manor at West Ashby Manor, West Ashby, Horncastle, Lincs LN9 5PY. 11am start. Email: info@ motorcyclesatthemanor.co.uk.

Web: www.motorcyclesatthemanor. co.uk. What3words: steady.enigma. forensic.

Hillside Autojumble at Hillside Nurseries, Basingstoke Road,

Alton, Hampshire GU34 4BH. 7am start. Tel: 07734 888325. Email: enquiries@hillsidecarbootsale.co.uk.

Web: www.hillsidecarbootsale.co.uk.

What3words: swims.rides.custard.

5 Classic Motorcycle Show and Bikejumble at Battlesbridge Antiques Centre, Maltings Road, Battlesbridge, Essex SS11 7RF. £5 entry.10am-5pm. Tel: 01268 769000.

Email: info@battlesbridge.com.

Web: www.battlesbridge.com.

What3words: outward.blossom. rapport.

5 Ride To The Park at Betteshanger Park, Sandwich Road, Deal, Kent CT14 0BF. 10am-1pm. Email: info@ heritagesprint.co.uk. Web: www. heritagesprint.co.uk. What3words: mostly.cleanser.prompting.

5 Classic Motorcycle Day at the National Tramway Museum, Crich Tramway Village, Cromford Road, Crich, Derbyshire DE4 5DP. 10am5pm. Tel: 01773 854321. Email: enquiry@tramway.co.uk. Web: www. tramway.co.uk. What3words: mint. rapport.tango.

5 Langford and Ulting Country Fayre and Classic Vehicle Show at the Museum of Power, Hatfield Road, Langham, Maldon, Essex CM9 6QA. 10am-4pm. £10 entry. Tel: 01621 843183. Email: events@ museumofpower.org.uk. Web: www.museumofpower.org.uk.

What3words: scarf.spout.routs.

5 NCC Bedfordshire’s Back to Basics Bike Show at the White Horse, Mill Road, Husborne Crawley, Beds MK43 0XF. 11am-4pm. £3 entry.

What3words: drop.head.cools.

British Bike Day at the Sammy Miller 5 Museum, Bashley Crossroads, New Milton, Hants BH25 5SZ. Tel: 01425 620777. Web: www.sammymiller. co.uk. What3words: community. engulfing.proof.

5 Motorcycle Show at the Norfolk Tank Museum, Station Road, Forncett St Petter, Norfolk NR16 1HZ. 10am start. £1 entry. Tel: 01508 532 650 or 07703 337714. Email: info@norfolktankmuseum.co.uk.

What3words: novels.speedy.blacked.

South Downs Ride for Autism 5 leaving from Ryka’s Café, Old London Road, Dorking, Surrey RH5 6BY at 11am to ride to the Ceasefire Café, Yapton Road, Ford, Yapton, Arundel, West Sussex BN18 0HR. Web: www. supergoodbikersforautism.com.

Supporting Supergood Bikers for Autism.

Berkshire Motor Show at Prospect 5 Park, Liebenrood Road, Reading, Berks RG30 2ND. Free entry.

10.30am-5pm. Tel: 07990 667503.

Email: stephawbery@outlook.com.

Web: www.berkshiremotorshow. co.uk. What3words: punks.runner. back.

10-12Still Kicking at Bottisham Airfield Museum, Wilbraham Road, Bottisham, Cambs CB25 9BU. Web: thetimingchest.com. What3words: ballpoint.motivate.tungsten.

11 South Midlands Autojumble at Rosson-Wye Livestock Centre, Overross, Ross-on-Wye, Herefordshire HR9 7QQ. £5 entry. Tel: 01989 750731.

Email: southmidlandsautojumble@ outlook.com. Web: www. southmidlandsautojumble.com.

What3words: slogged.locate. character.

11 East Sussex VMCC’s Ashburnham Bike Show at Ashburnham Cricket Ground, Ashburnham, Battle, East Sussex TN33 9NU. 12-5pm. £5 entry. Tel: 07876 193394. Email: Ashburnham.bikeshow@yahoo. com. What3words: blank.magazines. untruth.

11 The Gate Revival Car and Bike Meet at The Gate, Rickmansworth, Northwood, Middlesex HA6 2RH. 10am-1pm. Tel: 01923 836513.

What3words: loads.camera.whips.

11 Old Boot Bikers’ Meet in the Meadow at Horses Meadow, Munden Road, Dane End, Ware, Herts SG12 0LP. 10am-4pm. £5 entry.

Email: stepharm28@outlook.com.

What3words: liability.conducted. plant.

11 Bikers Breakfast at the Greyhound, North Street, Winterborne Kingston, Dorset DT11 9AZ. 9-11.30am.

Tel: 01929 471332. Web: info@ greyhoundinnfreehouse.co.uk.

What3words: challenge.paves. shuttle.

11 Wallop Wheels and Wings at the Army Flying Museum, Kentboro, Stockbridge, Hants SO20 8FB. 10am4.30pm. Tel: 01264 781086. Email: event.support@armyflying.com.

Web: armyflying.com. What3words: flag.elections.lateral.

11-12 Straightliners Jet Fest at Melbourne Raceway, Ash Lane, York, North Yorkshire YO42 4SS. Tel: 07971 172210 or 07921 712266. Email: trevor@straightliners.co.uk. Web: straightliners.events. What3words: dwarves.router.bogus.

11-12Rona Steam and Vintage Rally at Little Smithcott Farm, Idover Lane, Dauntsey, Wilts SN15 4JL. £5 entry.

Email: ronasteamandvintagerally@ gmail.com Ehat3words: inhabited. crackling.steamed.

12 Classic Car and Motorcycle Breakfast Meet at the Black Swan, Old Lane, Ockham, Surrey KT11 1NG. 8.30-11am. Tel: 07704 615446.

Email: Michael.philps@yahoo.com.

What3words: bolts.gained.exit.

12 Eastbourne Historic Vehicle Club Bike Fest on Sovereign Harbour, Eastbourne, East Sussex BN23 5QF. 9am-3pm. Email: jim.fitton@ btinternet.com. Web: www.ehvc.biz.

What3words: waving.legs.sugar.

12 Stevenage & District MCC Presidents Run leaving from the Plume of Feathers, Little Wymondley, Hitchin, Herts SG4 7HY at 11am. Web: stevenageanddmcc.co.uk.

12 Sunbeam MCC’s Fen Tigers Run from/to Wadlows Lodge, Six Mile Bottom Road, West Wratting, Newmarket, Cambs CB21 5NE. Tel: 07960 848541 (7-9pm). Email: fentigerrun@btinternet.com. Web: sunbeam-mcc.co.uk. What3words: hissing.prop.flagpole.

12 Lowestoft Classic Vehicle Rally on the Village Green, Church Lane, Lound, Suffolk NR32 5LL. 9.30am-4pm. Tel: 01502 561674 or 07452 130156. Web:

www, lowestoftclassicvehicleclub. blogspot.co.uk. What3words: officer. perfumes.groomed.

12 Worsley Autojumble at Bridgewater School, Worsley Road, Worsley, Manchester M28 3WQ. 8iam start. £2.50 entry. Tel: 07889 362012.

Email: worsleyautojumble@hotmail. com. What3words: sits.always.vest.

12 Bancroft Steam Day at Bancroft Mill Engine Museum, Gillians Lane, Barnoldswick, Lancs BB18 5QR.11am-4pm. £8 entry.

Tel:07707670177. Email: info@ bancroftmill.org.uk. Web: bancroftmill.org.uk. What3words: zoos.hormones.renews.

18 South Yorkshire MAG Bike Show at The Market, 2-4 Wentworth Road, Elsecar, South Yorks S74 8EP. 1pm start. What3words: former.ushering. community.

18 Iconic Motorcycle Sale at Kempton Park Racecourse, Staines Road East, Sunbury-on-Thames, Surrey TW16 5AQ. 11am start. Tel: 01926 691141.

Email: enquiries@iconicauctioneers. com. Web: www.iconicauctioneers. com. What3words: crowd.costs. foam.

18 Kempton Park Motorcycle Jumble at Kempton Park Racecourse, Staines Road East, Sunbury-onThames, Surrey TW16 5AQ. Web: www.kemptonautojumble.co.uk.

What3words: crowd.costs.foam.

18 Lilith’s Bike Night at the Travellers Rest, Main Street, Brookhouse, Rotherham, South Yorks S25 1YA. 3pm start. What3words: walks. gymnasium.hurls.

18 Huggy’s Speed Shop Autojumble & Vincent Owners Club Day at Unit 2 Mallory Park Race Circuit, Church Road, Kirkby Mallory, Leicester LE9 7QE. 9am-3pm. Free entry. Tel: 01827 712906. Email: huggysspeedshop@yahoo.com.

Web: www.huggysspeedshop. co.uk. What3words: scorching.sides. winner.

18 South Yorks MAG Bike Show at the Market, Elsecar, South Yorks S74 8EP. 1pm start. What3words: cases.flop. tickets.

18 Ronin MCC Bike Show at the Plough, Shaw Heath, Stockport, Cheshire SK2 6QZ. 12-5pm. £2 entry.

What3words: truck.invite.bend.

18 Mercia Chopper Club’s Car & Bike Show at Alcester Rugby Club, Birmingham Road, Alcester, Warks B49 5QF. Midday start. £3 entry.

Tel: 07898 276253. What3words: handbag.atoms.precluded.

18-19Cock O’ The North at Oliver’s Mount, Scarborough, North Yorks YO11 2YW. Tel: 01723 333321. Email: office@oliversmount.com. Web: oliversmount.com. What3words: prices.grit.race.

18-19Classic Nostalgia at Shelsley Walsh Hill Climb, Worcester, Worcs WR6 6RP. 8am-5.30pm. £27 prebook or £35 on the gate. Tel: 01886 812211. Email: info@shelsleywalsh. com. Web: www.shelsleywalsh. com. What3words: boomers.only. novelists.

19 The Taverners’ Founders Day at Stanford Hall, Lutterworth, Leics LE17 6DH. 8.30am start. £12

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YOUR EVENT SHOULD BE HERE The Classic MotorCycle is anxious to learn all about your motorcycle-related events.

Contact us at The Classic MotorCycle, Kelsey Media Ltd, Diary Listings, PO Box 99, Horncastle, Lincs LN9 6LZ or email obmwallplanner@mortons.co.uk

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Table Top Autojumble at St Patrick’s Church Hall, Manor Road, Hayling Island, Hants PO11 0QU. 12-3pm.

Email: thehappyhippy@hotmail. co.uk. What3words: strange.famed. cuddled.

Squires Autojumble at Squires Café Bar, Newthorpe Lane, Newthorpe, Sherburn-in-Elmet, West Yorkshire LS25 5LX. Tel: 01977 684618. Email: info@squires-café.co.uk. Web: www. squires-café.co.uk. What3words: grazed.hardening.tangling.

Oxford HOG’s Charity Bike Show at the Horse & Jockey, Faringdon Road, Stanford in the Vale, Oxon SN7 8NN. 2-6pm. What3words: posts.trade. irrigate.

Bike Night at the Boat Inn, Meadow Lane, Loughborough, Leics LE11 1JN. 6pm start. Tel: 07852 825780.

What3words: slim.plus.link.

Calne Bike Meet in the town centre, Calne, Wilts SN11 0EH. 8am-6pm.

Email: enquiries@calnebikemeet. com. Web: www.calnebikemeet.com.

What3words: mills.cubs.pillows.

Ton-Up Day at Jacks Hill Café, Watling Street, Towcester, Northants.

10am-4pm. Tel: 0330 043 3435.

Email: hello@jackshillcafe. co.uk. Web: jackshillcafe.co.uk.

What3words: decoding.altering. wages.

Honda Owners Club Classic Bike Show at the Sammy Miller Museum, Bashley Crossroads, New Milton, Hants BH25 5SZ. Tel: 01425 620777.

Web: www.sammymiller.co.uk.

What3words: community.engulfing. proof.

Waterlooville MCC’s Fossils Charity Bike Run from/to Horndean Technology College, Barton Cross, Horndean, Hants PO8 9PQ. £18 prebook or £20 on the day. Tel: 07846 230847. Email: wmcc.fossils@outlook.com.

Web: waterloovillemotorcycle. club. What3words: reduce.crazy. charge. In aid of SERV Wessex and Hampshire and Isle of Wight Air Ambulance.

Ardingly Classic Bike Show & Jumble at the South of England Showground, Ardingly, West Sussex RH17 6TL. 10.30am-3.30pm. £7 entry. Earlybird from 8am tickets £10. Tel: 01797 344277. Web: www.elkpromotions. co.uk. What3words: firework.koala. kingpin.

Circle of Friends Biker & Fun Day at Strawbridges Garden centre, Doncaster Road, Darfield, South Yorks S71 5EZ. 11am-6pm.

Free entry. What3words: trump. shapeless.treatment. In support of Yorkshire Air Ambulance.

The Goldtop Shop’s 5th Birthday Party at Goldtop Motorcycle Outfitters, Pilgrim’s Annex, Blyth Farm, Gipsy Lane, Bishop’s Stortford, Herts CM23 1HA. 11am-3pm.

Tel: 0208 088 4840. Web: goldtop. co.uk. What3words: cube.strength. companies.

Stickney Autojumble at Main Road, Stickney, Lincs PE22 8AG. 7am start. Free entry. Tel: 01205 480274.

Web: www.stickneycarbootsale. co.uk. What3words: across.prancing. ballots.

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Breakfast Club at Mono Motorcycles, Row C New Barn Offices, Funtington, Chichester, West Sussex PO18 9DA. 9-11am. Tel: 01243 576212 or 07899 654446. Email: info@ monomotorcycles.co.uk. Web: www.monomotorcycles.co.uk.

What3words: rice.chainsaw. verifying.

26 Newbury American Autojumble at Woodside Farm, Hermitage, Newbury, Berks RG18 2JU. £5 entry. 9am start. Tel: 07947 889129.

What3words: seaweed.inform. buggy.

26 West Suffolk Classic Show at the Great Meadow, Arms Lane, Kedington, Haverhill, Suffolk CB9 7QQ. 10.30am-4pm. Free entry.

Email: wsuffolkclassic@gmail.com.

What3words: operating.pigs.wanted.

26 Classic & Iconic Motorcycle Day & Autojumble at the Rural Life Living Museum, The Reeds Road, Tilford, Farnham, Surrey GU10 2DL. Tel: 01252 795571. Email: dave.allways@ rural-life.org.uk. Web: rural-life. org.uk. What3words: laugh.pigtails. terminal.

26 Norfolk Ride for Leon leaving from Clinks Care Farm, Church Road, Tofts Monk, Beccles, Suffolk NR34 0ET to ride to the Swan Inn, The Street, Alderton, Woodbridge, Suffolk IP12 3BL. Web: www. supergoodbikersforautism.com.

Supporting Supergood Bikers for Autism.

26 Bike Meet at the Admiral’s Arm, West Street, Queenborough, Kent ME11 5AD. 12.30pm start. Web: www.theadmiralsarm.co.uk. What 3words: shade.private.reclaimed.

26 Indian & Victory Day at the Ace Café, Ace Corner, North Circular Road, Stonebridge Park, London NW10 7UD. 9am start. Tel: 0208 961 1000. Web: London.acecafe.com.

What3words: fuels.losses.lions.

31-Aug 1 Shudy Camps Bike Night Weekender at Shudy Camps, Mill Green, Cambs CB21 4QZ. Tel: 07766 444051. What3words: timed.online. parting.

31–Aug 2 Gloucestershire Vintage & and County Extravaganza at South Cerney Airfield, Northmoor Lane, South Cerney, Cirencester, Glos GL7 5QD. Email: enquiries@svtec.org.uk.

Web: www.glosvintageextravaganza. co.uk. What3words: pleaser. apartment.junction.

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AUGUST 1 1

OLD BIKE MART OUT NOW Rufforth Autojumble at Rufforth Park, Wetherby Road, Rufforth,

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North Yorks YO23 3QH. 8am start. £2 entry. Tel: 01904 738620 or 07713 164848. Email: info@ rufforthautojumble.com. Web: www.rufforthautojumble.com.

What3words: suggested.withdraws. adventure.

Festival of Wheels at Trinity Park, Felixstowe Road, Ipswich, Suffolk IP3 8UH. 10am-5pm. Web: www. motoshowevents.com. What3words: coffee.interrupt.corn.

Bikes and Beers at Salt Flats Clothing, Unit 13, Anglo Industrial Park, Fishponds Road, Wokingham, Surrey RG41 2AN. 10am-4pm. Tel: 0203 3185014. What3words: dive. mimic.idea.

Picnic in the Park at Woodside Park, Rookes Lane, Lymington, Hants SO41 8FP. 11am-5pm. Free entry.

What3words: breath.craft.twinkling.

Brickmakers Bike Show at the Brickmakers, Sprowston Road, Norwich, Norfolk NR3 4DY. Tel: 01603 947881. Midday start. Free entry. What3words: living.hung. stray. In aid of Norfolk Accident and Rescue Service.

Rushden Classic Car and Bike Show in Hall Park, St Mary’s Avenue, Rushden, Northants NN10 9NG. 11am-4pm. Tel: 0300 302 3150.

Email: administrator@rhts.com.

Web: www.rhts.com. What3words: quirky.informer.otherwise.

Hillside Autojumble at Hillside Nurseries, Basingstoke Road, Alton, Hants GU34 4BH. 7am start. Tel: 07734 888325. Email: enquiries@ hillsidecarbootsale.co.uk. Web: www.hillsidecarbootsale.co.uk.

What3words: swims.rides.custard.

Ride To The Park at Betteshanger Park, Sandwich Road, Deal, Kent CT14 0BF. 10am-1pm. Email: info@ heritagesprint.co.uk. Web: www. heritagesprint.co.uk. What3words: mostly.cleanser.prompting.

Motorbike Show at the Museum of Power, Hatfield Road, Langham, Maldon, Essex CM9 6QA. 10am4pm. £9 entry. Tel: 01621 843183.

Email: enquiries@museumofpower. org.uk. Web: www.museumofpower. org.uk. What3words: scarf.spout. routs.

Triumph Owners Meet at the Sammy Miller Museum, Bashley Crossroads, New Milton, Hants BH25 5SZ. Tel: 01425 620777.

Web: www.sammymiller.co.uk.

What3words: community.engulfing. proof.

THE CLASSIC MOTORCYCLE ON SALE

GIANT AUTO & BIKE JUMBLE SCORTON - North Yorkshire Events Centre DL10 6EJ

5 mins off A1 at Catterick, B1263 Catterick to Teeside road – 1 mile east of Scorton - Starts 7am

UNDERCOVER & OUTSIDE

18th July & 15th August 2026 ADMISSION £3.00 • PITCHES FROM £15 EVERY THIRD A MASSIVE 10 ACRE SITE OF AUTO AND BIKE JUMBLE INSIDE AND OUT SATURDAY OF AMPLE PARKING – EXCELLENT REFRESHMENTS EVERY MONTH CALL BERT ON 07909 904705 THE CLASSIC MOTORCYCLE | AUGUST 2026

088 Diary_aug26.indd 89

GREAT NORTH JUMBLE

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entry. Web: stanfordhall.co.uk.

What3words: bucket.circulate.stop.

Smokin’ To Sammy’s at the Sammy Miller Museum, Bashley Crossroads, New Milton, Hants BH25 5SZ. Tel: 01425 620777. Web: www. sammymiller.co.uk. What3words: community.engulfing.proof.

VJMC 44th Anniversary & ’70s Day at the Ace Café, Ace Corner, North Circular Road, Stonebridge Park, London NW10 7UD. 9am start. Tel: 0208 961 1000. Web: London.acecafe. com. What3words: fuels.losses.lions.

Octaride Bike Fest at Newmarket Road, Flint Cross, Royston, Herts SG8 7PN. 9am-6pm. Web: octaride. co.uk. What3words: heartened. pylons,body. In aid of East Anglian Air Ambulance.

Cars ‘n’ Coffee ‘n’ Bikes at the Anglia Motel Café, Washway Road, Spalding, Lincs PE12 8LT. 9am-1pm.

Classic Vehicle Breakfast at Battlesbridge Antiques Centre, Maltings Road, Battlesbridge, Essex SS11 7RF. 9am start. Tel: 01268 769000. Email: info@battlesbridge. com. Web: www.battlesbridge.com.

What3words: outward.blossom. rapport.

Classic & Retro Show at Walsall Arboretum Extension, Broadway, Walsall, West Mids WS1 2QA. 10am4pm. Web: classicmotorevents.com.

What3words: pill.metro.sung.

Lincolnshire Classic Motor Show at the Lincolnshire Showground, Lincoln LN2 2NA. 10am-4pm. £15 prebook or £20 on the gate. Tel: 01775 768661. Email: info@livepromotions.co.uk.

Web: lincolnshireclassic.co.uk.

What3words: successes.shed.living.

Gossop Rocks Car & Bike Show at Dormans Youth Arts Centre, Dormans, Crawley, West Sussex RH11 8HZ. 12-4pm. Free entry.

Tel: 01293 526388. Email: info@ ccys.org.uk. Web: www.ccys.org.uk.

What3words: prove.poet.total.

Rochdale Car and Bike Show at Falinge Park, Falinge Road, Rochdale, Lancs OL12 6JE. 10am-4pm. £5 entry. Email: rochdalerotary@gmail.com. Web: rochdalerotary.org. What3words: supporter.gear.tulip.

West Somerset Bike Meet at Barbarians Rugby Club, Ellicombe Lane, Minehead, Somerset TA24 6TR. 2pm start. £1 entry. Tel: 01872 540575. What3words: avoid.cages. streak.

Open Day at David Silver Spares, Unit 14 Masterlord Industrial Estate, Station Road, Leiston, Suffolk IP16 4JD. 10am-4pm. Tel: 01728 833020.

Email: sales@davidsilverspares.com.

Web: www.davidsilverspares.co.uk.

What3words: paramedic.gearbox. paid.

Twisted Turnout at Watsonian Sidecars, Unit 72 Northwick Business Centre, Blockley, Moretonin-Marsh, Glos GL56 9RF. Web: www. twistediron.co.uk. What3words: ashes.childcare.lamenting.

Bike Meet at the Maypole Inn, The Street, Borden, Sittingbourne, Kent ME9 8JN. Midday start.

What3words: singing.shins.juggles.

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Sell your bike for free at

www.bikemotormart.com

+ Get your motorcycle noticed by potential buyers both online and in the Magazine. Choose from three unique packages and boost your advert’s visibility by featuring it in additional leading motorcycle magazines, including Classic Bike Guide, The Classic Motorcycle, Scootering, Motorcycle Sport & Leisure, MoreBikes and Classic Motorcycle Mechanics.

Packages are available to private sellers only. If you’re a motorcycle trader, please contact Leon Currie for tailored trade rates – Email: leon.currie@kelsey.co.uk or Call: 01507 529465

The Classic MotorCycle Reader Adverts For Publishing

Make

Model

Year

Send Completed Form to: The Classic MotorCycle, Trading Place, PO Box 99, Horncastle, Lincolnshire LN9 6LZ Section (must be completed)

Price

❏ For Sale ❏ Wanted ❏ Miscellaneous

Category (must be completed) ❏ Chopper ❏ Enduro ❏ Cruiser ❏ Adventure ❏ Touring ❏ Naked ❏ Sport Touring ❏ Sport ❏ Trike ❏ Scooter ❏ Moped ❏ Classic ❏ Off road ❏ Wanted

Photo ❏ Enclosed photo

Name: ...............................................................................................................

Address:........................................................................................................ .....................................................................................................................................

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Terms and conditions for private advertisers 1. The advert provided by the customer must be legal, decent, honest and truthful and comply with the code of the Advertising Standards Authority (www.asa.org.uk). Kelsey Media may amend the advertisement to comply with these requirements.

2. Kelsey Media is not able to verify the truthfulness of any statements made by a customer in the advert copy. Accordingly, the customer will be

090 Reader Adverts Coupon TCM_AUG.indd 92

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I confirm that I am not a dealer

Date: ........................................................................................................................

OFFICE USE ONLY MONTH

responsible for any losses, expenses or other costs incurred by Kelsey Media which are caused by an untrue statement made deliberately.

3. Kelsey Media reserves the right to edit an advert to fit the allotted space and can only accept one advert per coupon.

4. Whilst every effort is made to include your free advert correctly, we are unable to take telephone calls should an error occur.

5. Please enclose a stamped addressed envelope if you would like your

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6. The publisher reserves the right to place this advert free of charge in other Kelsey Media related publications.

DATA: Protection of your personal data is important to us. Personal data will be stored securely and will only be used for the purpose of processing the advertisement. Data will be stored for a period of 6 months and then destroyed.

17/06/2026 15:19:50

BOOK YOUR AD NOW!

online www.classicmotorcycle.co.uk post Fill in the coupon on page 90 For Sale

1935 AutoMoto A24S - 250cc Side Valve

protection cover in place over new upholstered cream seat.

Spare tyre. Accessories and new can of 4 litres Silkolene 20w-50 oil. Please call 07798573337, Herefordshire

Trading place

BSA Golden Flash

Honda CB400A

2837

BSA A10 Golden Flash

£2,500, 1935 AutoMoto A24S - 250cc side valve. Fully running very rare and original French machine, V5 and UK road registered, 250cc side valve motor with three speed hand change gears and lever throttle.

Professional showboard included. Please call 07889808018, Bucks 2712

AJS Model 14

£4,950, 1958, metallic gold, well presented, new tyres, rims, exhausts, silencers, battery, easy starter, running well, 55,156 miles, photos available, V5C, offered from private collection, free delivery arranged. Please call 01723372219 2557

1963, £4,000, ex police, 650cc, complete rebuild over the last 2 years. Wheels, engine, mag, tyres, 12 volt electrics via alternator, cables, chains, historic registered, BSAOC dating certificate, tax and MoT exempt, starts and runs well. Please call 07940235502, Stirlingshire 2519

BSA A65

£1,350, 1958, 250cc, little used in recent years, running well when last ridden, mileage 26,505 believed to be genuine, converted to 12V electrics, matching frame and engine numbers, a nice lightweight bike for when the bigger ones get too heavy, owned for 17 years, interesting reg no 4563WE. Please call 07511382660

£5,500, 1968, Race Parade Sprint 4LS disc rear 750cc twin GP carbs Bespoke alloy tanks, CR gears SRM oil pump, clutch, contact for pictures and information. Please call 07780636713 2556

BSA C11G

£2,750, 1975, £700 has been spent on this bike by previous owner, may swap for Bultaco Persang 250. Please call 07518788905 2947

1928-52, polished alloy, new craftsman built, bullet shape, c/w chassis, fittings, would exchange with 125/250cc motorcycle, any year, 1920/50s box of spare fittings. Please call 01132871253 Honda 250 C72 Dream 1972

£2,600, 1950, runs, rides and looks great, V5, ready for the road, contact for more details and photos. Please call 07743498497 2911

BSA Gold Star

£9,000, BB34, 1954, new tank and seat, alloy wheels, rebuilt mag, 4 spring clutch, new piston rings, new guards. Please call 01268775479 2561

excellent condition, runs perfectly, all original, 25,000 miles, wire wheels, Supertrapp exhaust, history file, handbook, toolkit, keys, will be sold with 12 months MoT. Please call 07771910002 2996

1972, £2,400. Honda C72 Dream, 1964, UK bike, 3 owners from new, 12volt, electric & kickstart, starts, runs, goes through the gears etc, speedo shows 300 miles. bit oily rag condition so ride or restore. some engine and carb work done, V5, may take p/x. Please call 07876704268, Norfolk 2852

TCM Readers adverts_AUGUST.indd 91

Honda XBR500

2720

2869

1954, 350cc, project in need of completion. New tyres fitted.

New mudguards fitted. New battery fitted. Black plastic

1968, 100% original, everything works, runs as well, ideal restoration project, needs new head gasket, engine is in good condition, 17,000 miles, contact John. Please call 07463541606 2907

Graisley Sidecar

Ariel Huntmaster

Ariel Red Hunter

2732

Honda CB175 Sloper

Bultaco 250T

2948

1955, good runner, magneto rewind, £2800. Ariel Sq 4 4G engine in s/a frame, rebuilt motor, project, rolling chassis, £3000.

VB engine 600cc, 1950, £350.

F/W hub and sprocket rear, £60.

Please call 07923099041

£2,200, 1978, automatic, very good all round condition, original orange paintwork, historic registration, owned 2 years, well maintained, garaged, featured in real classic issue, please call for details, Essex. Please call 07745603453

Triumph 21

£3,750, 1966, total restoration to as new condition, blue and white, easy starter, lovely to ride.

Please call 01617733577 2867

Kawasaki KH100

1975, £2,750, N reg, 706 miles, MoT and tax exempt, runner, good condition, rare, great restoration project.

Further information contact Dave 07739 800478. SM1 3NE. Please call 07739800478, Surrey 2601

THE CLASSIC MOTORCYCLE | AUGUST 2026 91

17/06/2026 15:21:13

Trading place Kawasaki W800

BOOK YOUR AD NOW!

online www.classicmotorcycle.co.uk post Fill in the coupon on page 90

Royal Enfield Bullet

Triumph Tiger 100

Miscellaneous Enamel Sign

The Unapproachable Norton’ enamel sign, no distress or chips, size 10x8” manufactured by Garnier London, 1940s, £40 inc postage and packaging. Please call 020839975412558 £3,950, 2015, fsh, MoT, two owners, 10,800 miles, fully equipped for touring, excellent throughout, red/cream, ideal silver bikers tourer. Please call 01297489578 2870

£2,500, 2007, very low mileage, 304klm, low seat fitted, tyres like new, some spares and original seat. Please call 01524733604 2559

Royal Enfield Clipper

Motolug SE Bike Trailer

foldable bike trailer, good condition, delux model with spare wheel, lighting board and tie down straps, £25 ono. Avon front tyre 3.2-19 Speed Master MKII, new, £20. Please call 01392877758 2609

Norton ES2

2908

Triumph Tiger 100

Norton Jubilee

R A Jones

Classic Motorcycles

Wanted Classic Motorcycles

All makes Any Condition From Concours To Projects

Mobile: 07779 999 025 Tel: 0161 748 0865

£2,500, 1955, very good condition, tyres good, no MoT or tax required, a few spares.

Please call 01524733604 Suzuki Intruder Blue

2527

Wanted

From Single Bikes To Collections Nationwide Collection Motorcycles Sold on Your Behalf Call Robert or visit website for more information and customer reviews

2560

1957, £4,250, reg. non transferrable, Fr. No. 4M-72273, Eng. No. 74493, restored, unused many years, acquired in 2018, recommissioned, mag, rewound, dynamo overhauled, electronic voltage reg, fuse, LED lamps fitted, new Avon tyres.

Lovely ride. Please call Harry 07967454086, East Yorkshire.

£6,950, 1957, pre-unit 500cc, alloy engine, metallic grey, many new parts fitted with receipts, during 12 years ownership, featured on TV, showroom condition, offered from private collection, free delivery. Please call 01723372219

(Manchester)

E: rajonesclassicmotorcycles@gmail.com W: rajones-classicmotorcycles.co.uk

1965, £6,500, a lovely ground up rebuild, no expense spared, serious offers only no test pilots or tyre kickers, it’s a shame to part with this bike I’ve put so much into it , but giving up riding, the next owner will not be disappointed just buy it and ride it. Please call 07971336218, Lancashire 2944

Spares for sale 1995, £3,000, a beautiful bike with a character to match, believe it has two owners including my dad. It has low mileage for the age and has been well looked after. Please call 7727182455, Staffordshire

Kawasaki Workshop Manuals

British Motorcycle wanted

for restoration project, anything considered and any spare parts, Midlands area preferred, but will travel for right bike, Leicester.

Please call 07538696157 2731 Classic Motorcycle Wanted

any classic motorcycle wanted by enthusiast in any condition.

Please call 07811189755, Nottinghamshire 2946 Classic bike

1972, RE400, GT250, KH400 wanted any bike/parts, any Jap classic bike/parts wanted consider anything in any condition can collect genuine buyer. Please call 02036332173, Blackpool 2741

2778

Triumph T100 unit engine

Triumph 5T Speed Twin

Haynes workshop manual for Kawasaki ZX600 1990 to 2000.

Also ZX900, 1000 and1100 liquidcooled fours, both hardback, unmarked white pages, £11.95 each. Please call 07399359072, Kent

1960, has been stored since rebuild with many new parts, seals, tyres etc, engine. Please call 01484656196 2995

Norman Nippy MK4 £575, 1961, Villiers, 2 speed, much work done by previous owner, starts and runs, everything works, V5C in my name, paintwork needs attention in places. Please call 01508499794 2665

92

2653

1956, Triumph pre unit, 51,130 miles, easy starter, runs and rides as it should, 12V conversion, new chain, clutch rebuilt, matching numbers, V5 and buff logbook present, not concours but far better than an oily rag condition, £5750 may take p/x. Please call 07876704268, Norfolk 2613

Rickman Metisse Mk111 Large Capacity Tank 15 Litres.

£660, new Large Capacity Tank 15 Litres for a Rickman Metisse Mk3. Made of 14 gauge high Quality alluminium. Polished to a very high Standard. Comes with Monza Fuel Cap and Fuel Tap. Please call 07971651258, MidGlam 2978

wanted 1968 onwards, any condition or full bike, anything rusty, crashed, bits missing.

Please call 07903515877 2726

WANTED

ANY CLASSIC BIKE

Nice bikes, rusty wrecks, garage clearances

TOP PRICES PAID

Polite collection from any area by genuine enthusiast Call Leslie 01925 381 058 anytime or e-mail

bsam20s@btinternet.com

THE CLASSIC MOTORCYCLE | AUGUST 2026

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NEW WEBSITE NOW LIVE

www.bumpstop.co.uk

Suitable for: vintage/classic/modern motorcycles Used by: Police, Suzuki GB, Condor Ferries etc.

Ideal for: van, trailer, workshop, transportation & security

Andy Tiernan Est. 1972

tel: 07958 472564 sales@bumpstop.co.uk

www.drclassic.co.uk

1953 AJS 18S 500cc ....................... £3250 1959 AJS 20 500cc...........................£4250

Range of 50-60s & 70s classics always in stock Check out the website! www.drclassic.co.uk - Export no problem!

WANTED! WANTED! Classic motorcycles always wanted! Bikes & collections bought outright for cash! In all conditions. Delivery and Collection Service

SOLD

D. R. Classic Motorcycles Ltd. Viewing strictly by appointment only!! (Burton-upon-Trent)

TEL 01283 536379 MOB 07889 292536 EMAIL richard@drclassic.co.uk

1960 BSA A10 650cc....................... £4500 1972 BSA A65 Firebird 650cc......... £5000

Aviation Classics Monthly

Aviation Classics Monthly celebrates the legendary aircraft that ruled the skies from the Second World War to the end of the Cold War. Every issue dives into iconic machines.

Expect meticulous features, rare photography and special artwork, bringing the engineering, missions and people behind these aircraft to life. It’s aviation history told with authority and style.

Plus: Every issue includes a six-page gatefold cover with poster artwork worthy of framing.

SOLD 2005 Royal Enfield Bullet 500cc.... £2000 1966 Triumph Tiger Cub 200cc ...... £3500

1964 Triumph T90 350cc ................. £4500 1955 Triumph TR5 500cc ................ £6000

Subscribe today!

shop.kelsey.co.uk/aviation-classics-monthly 1964 Triumph TRW 500cc ............... £4500

1951 Triumph T100 500cc ............... £6350

1970 Triumph T120 R 650cc............ £7350 1963 Velocette Venom 500cc.......... £5250

1959 AJS 16MS 350cc nice in swinging arm........................................... £3500 1953 AJS 18S 500cc nice bike ............................................................... £3250 1959 AJS 20 500cc lovely twin ................................................................ £4250 1956 ARIEL Fieldmaster 500cc Very smart in maroon ............................ £4650 1957 ARIEL Huntmaster 650cc Lots of money spent! ............................. £3650 1947 BSA C10 250cc lovely, original oily rag........................................... £2650 1938 BSA M20 500cc lovely authentic .................................................... £7250 1941 BSA WDM20 500cc, im army green ............................................... £6850 1959 BSA M21 600cc late model ............................................................ £4000 1960 BSA A10 650cc, smart in red .......................................................... £4500 1971 BSA A65L 650cc nice in red ........................................................... £5500 1961 BSA Super Rocket 650cc in fine trim.............................................. £5250 1932 FRANCIS BARNETT 147cc lovely lightweight................................ £3250 1926 HUMBER 350cc Andy's favourite flat tank ...................................... £5500 1956 MATCHLESS G3L 350cc local engineer's bike .............................. £3250 1960 MATCHLESS G5 350cc lightweight, loads of bills.......................... £3000 1965 NSU Quickly 50cc beautiful! ........................................................... £1850 1912 P+M 3½ HP 500cc outstanding with wicker side car ................... £20,000 1965 PANTHER 35 250cc lovely 2-stroke twin ........................................ £2750 1956 PANTHER 100 600cc last of the tele-rigid ...................................... £6500 1914 RADCO 211cc Two stroke lightweight............................................. £4000 1938 ROYAL ENFIELD T 150cc. OHV rare.............................................. £5000 2005 ROYAL ENFIELD Bullet 500cc, very smart! ................................... £2000 1966 TRIUMPH Tiger Cub 200cc French Army bike................................ £3500 1964 TRIUMPH T90 350cc nice one! ...................................................... £4500 1951 TRIUMPH T100 500cc nice one! .................................................... £6350 1955 TRIUMPH TR5 Trophy 500cc smart desirable bike......................... £6000 1964 TRIUMPH TRW 500cc lovely bike .................................................. £4500 1970 TRIUMPH T120R 650cc lovely Bonneville ...................................... £7350 1952/55 VELOCETTE Mac 350cc choice of two .......................... £4750/£4000 1963 VELOCETTE Venom 500cc home to roost ..................................... £5250 SEE WEBSITE FOR CURRENT LIST/VIDEOS

www.andybuysbikes.com

GOOD PRICES PAID. IMMEDIATE DECISIONS. NO MESSING

TEL: Andy or Jo (01728) 724321

Old Railway Station, Station Road, Framlingham, Woodbridge, Suffolk IP13 9EE

Mobile 07802 896114 Email: andybuysbikes@hotmail.com THE CLASSIC MOTORCYCLE | AUGUST 2026

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PREORDER TODAY

E GUARANTE E U S S I T X E N YOUR 3 GREAT REASONS TO PRE-ORDER Delivered straight to your door Free postage and packaging ➤ Buy direct from the publisher

he Kelsey Image Archive is one of the biggest and best collections of motorcycle photographs in the world.

We host exclusive collections from famous photographers such as Nick Nicholls, plus glass plate images dating back to just after the First World War. The Kelsey Image Archive, known to many as the Mortons Archive, has already worked alongside a number of national media organisations for various documentaries and features on iconic bikes, racers and events – giving access to millions of images and documents from different eras of motorcycling.

We offer a century’s worth of motorcycle articles, news, interviews and images in our extensive collection of magazines. The archive has original copies of parts books, sales brochures, maintenance manuals and road tests.

See for yourself You can now delve into and explore the Kelsey Image Archive for yourself by booking time in the archive for research purposes.Perhaps you’re a journalist looking for information and footage of a famous rider, or are producing a book or documentary and want to take a look at some of our collections. You might even be looking for images for an event or business use.

Prices vary on the amount of time you rent the space for.

For more information visit: www.mortonsarchive.com

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PRE-ORDER TODAY: www.classicmagazines.co.uk/preorder-issues

image archive www.mortonsarchive.com contact our archivist Jane Skayman on 01507 529423 email jane.skayman@kelsey.co.uk for any enquiry.

THE CLASSIC MOTORCYCLE | AUGUST 2026

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Classic life

Opinion | Roy Poynting

Keeping ‘em rolling Inadvertently, the ranks of the ‘rolling restorers’ may have been joined, as one job leads to another, which leads to another, which leads to another…

I

’ve never really considered the pros and cons of doing a ‘rolling restoration’ because most of my purchases seem to have required reduction to their component parts followed by reassembly in (hopefully) a much better cosmetic and/or mechanical state. In contrast, the ‘rolling restorers’ are obviously ready and able to deal with one bit of a bike at a time, do whatever needs doing to it, and move on to other parts at a later date. Even if this had suited my projects it wouldn’t have truly appealed to me because I’d be wary of it turning into a never ending ‘Forth Bridge’ project where the first part would be due for further attention before I’d finished everything else. At the very least, it would be grubby and part-worn.

On the other hand, I can see that projects tackled piecemeal mean the bike needn’t be out of commission for long periods, plus they allow your finances to recover between the sub-projects. They also avoid the danger of being overwhelmed by assorted parts which can become lost, mixed up, or of which you’ve forgotten the purpose. And – what I’ve recently realised – a partial restoration can sometimes result from particular circumstances without any prior intention, such as with the improvement to my MZ’s brakes which I discussed recently. I could simply have had the shoes relined, reassembled the hub, and hoped for the best. But even if that was successful it wouldn’t have been very satisfying, so – without really planning to – I got further involved.

The trigger was that the right-hand fork leg was leaking oil. Very slightly, and easily curbed with a bung in its lower end, but who knows how long it had been occurring, and how much oil had been lost? In any case, the aluminium sliders’ original paintwork had suffered numerous chips which had been semidisguised with dollops of black household enamel. So, off they came, and the source of the leak was quickly identified as a squashed fibre washer under the spring retainer. But while I had the sliders apart I could hardly resist stripping and repainting them, and fitting

Roy Poynting has been a regular contributor to The Classic MotorCycle since 1995 when he entered and won a writing competition.

A veteran of many restorations, he continues to be an enthusiastic rider.

new seals. And equally obviously I had to replenish the oil, although making space to undo the fork-top nuts involved temporarily removing the brake and clutch levers.

So, then I felt obliged to polish the levers and their mounts, the brake plate, and the opposite-side cover plus the aluminium rim. But this work revealed both how tatty the once-galvanised spokes were, and the impossibility of effectively cleaning the hub with them in situ. So they were cut out and the cleaned-up hub – naturally treated to new bearings – was rebuilt with stainless-steel spokes. Fortunately this is a simple job on an MZ with spokes having no angled neck and just a single crossover. But then a closer look at the seemingly unworn tyre revealed it had probably been on the wheel from day one, so that had to be replaced as well.

Naturally, all this emphasised how scruffy the front mudguard was, so it was off to the factor’s emporium for cans of paint stripper, silver paint, and bituminous underseal: the one bright spot being the discovery that seemingly feeble modern strippers actually work, provided the object is well doused and wrapped in aluminium foil overnight. Now the end was in sight, but I could see the fasteners were all a bit corroded.

I debated replacing them with new stainless-steel items, but the bolts wouldn’t have had the authentic recessed heads, so it was over to the wire wheel to tediously clean the old ones. Reassembly of everything was straightforward, apart from having to contrive a tapered washer to correct distortion a ham-fisted past owner had inflicted on the centre boss of the back plate.

But have I simply effected a repair or started something more ambitious? Well, I must admit the freshly blinged-up front wheel makes the back end of the bike look quite scruffy, and a new exhaust system would greatly improve the overall looks…and…and…

It seems I may have joined the ranks of the End Rolling Restorers without even trying.

“I polished the levers and their mounts, the brake plate, and the opposite-side cover plus the aluminium rim. But this work revealed both how tatty the oncegalvanised spokes were, and so it went on.”

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10/11/2515 June 2026 10:41 am 097 Next month_aug26

THE SEPTEMBER ISSUE WILL BE ON SALE FROM FRIDAY, AUGUST 7.

★★★

NEXT MONTH ★★★

Real versus retro

Considering Enfields, Bonnies and Gold Stars et al.

Head to classicmagazines.co.uk to preorder your next issue of The Classic MotorCycle We will send it directly to you – easy! Save time by not having to nip out to the shop, hurrah! www.classicmagazines.co.uk/pre-order-tcm

097 Next month_aug26.indd 97

Just Ask your newsagent to reserve your copy each month

KELSEYmedia

18/06/2026 10:12

Classic components | Poppet valves

Staying power

For over 100 years, engineers have sought a better solution than the poppet valve for engine inhaling and exhaling. However, despite much time and money being spent developing alternatives, the poppet valve remains the only choice for most four-stroke engines.

Words: RICHARD ROSENTHAL Photograph: KELSEY IMAGE ARCHIVE

Role The poppet valve – with mushroom shaped head and slim stem – controls the inhaling of fuel/air vapour into the combustion chamber and the exhaling of spent gases.

To perform this role, the valve lifts axially off its valve seat and its angled seating face forms a temporary gas tight seal with its valve seat when closed.

Size Usually, the diameter of the inlet valve head is approximately 25-35% of the cylinder bore diameter and, generally, its diameter is larger than the exhaust valve for best gas flow. The inlet gas flow is designed in relation to the engine’s state of tune. The exhaust valve’s head diameter is normally about four fifths that of the inlet valve head. As they are subject to greater combustion heat and no cooling from incoming fuel vapour/air, exhaust valves are made of tougher alloys than inlet valves.

There are exceptions, including the early motorcycles I love riding which often have identical/interchangeable inlet and exhaust valves; their engines are in a much lower state of tune and develop less heat.

On the down side, their cast iron barrels/ cylinder heads with scant finning dissipate heat poorly.

For performance development, inlet valve diameter may be increased to 45-47% of the bore diameter for small bore engines and 40-42% for larger ones. Alternatives include more valves per cylinder, with three, four (the favourite, with two inlet and two exhaust) and five known.

Limitations include making valves so large the cylinder head region between valves is minimal and cracks easily, while also the gas flow from over large inlet valves may be of detriment to gas flow within the combustion chamber.

While manufacturers size valves and their stems to suit applications or design concepts, a compromise between a valve’s stems binding as they heat and expand within their guides and best heat dissipation from stem to valve guide is

98

The simple poppet valve; still the device of choice after upwards of 100 years.

usually a clearance of circa 0.002in per 0.125in diameter of valve stem.

Materials Many veteran/early vintage engines used carbon steel for inlet and exhaust valves.

Today, some makers opt for an appropriate grade stainless steel alloy for modern touring tuned engines, industrial units and as replacements for classic machines, though they aren’t always the best choice for our older motorcycles if developed by the maker or later for performance, making the combustion chamber and its exhaust valve/s run hotter.

As makers developed sports engines, they would often choose a steel alloy such as cobalt-chrome or silchrome for both valves, but if even more heat was created, a premium austenitic steel such as KE965 (Kayser, Ellison & Co) which withstands temperatures of up to 900C would be employed for exhaust valves.

Today, makers may opt for austenitic

stainless steel for moderate performance, including motorcycle engines. A material such as nickel-chromium alloy (which may be hard surfaced with Stellite for example) can be used for high performance engines valves which may/may not be turbocharged. Less commonly titanium alloy was/is successfully employed with the advantage it’s lighter.

Sodium filled valves, hollow valve stem partially filled with sodium, has/is used for the valves of performance engines, but this is more common in the car rather than motorcycle world. As engines warm, the sodium melts and its liquid form moves within the valve stem absorbing heat from the valve head carrying it to the walls of the hollow stem This heat travels through the valve guide into the cylinder head, from where it is dissipated by the engine’s normal route. To make valves more durable they may be coated with materials such as chromium or Stellite, End as mentioned earlier.

THE CLASSIC MOTORCYCLE | AUGUST 2026

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12/06/2026 13:35:37

YESTERDAYS ANTIQUE MOTORCYCLES Pannenweg 260, 6031 RK Nederweert, The Netherlands

1912 MOTOSACOCHE M5 290cc ....... .......................................................£19,575

1919 HENDERSON Z2 1168cc four cylinder .......................................£71,750

1922 MATCHLESS Model H2 996cc V-Twin .........................................£21,325

1924 HENDERSON De Luxe Combination 1305cc four cyl...£66,925

1928 BMW R63 734cc OHV Flat Twin .......................................................£51,750

1929 AUTOMOTO AL9 348cc side valve................................................£6915

1929 ASCOT-PULLIN Sports Utility 496cc OHV ..................................£34,750

1929 HENDERSON KJ 1305cc four cylinder .......................................£77,825

1939 MOTO GUZZI Condor 498cc Production Racer .......................£34,750

1947 VELOCETTE KSS 348cc OHC .........................................................£9875

1949 MOTO GUZZI ALBATROS 247cc Flex Sidecar......................£39,150

1982 HESKETH Vampire 992cc OHC V-Twin .........................................£18,695

We buy and sell pre-1940 motorcycles and other interesting bikes All prices in GBP

WE HAVE 150+ BEAUTIFUL MACHINES FOR SALE, STILL TOO MANY TO LIST! We reserve the right to change prices without prior notice

Tel: 0031 495 546054 e-mail: office@yesterdays.nl www.yesterdays.nl Visitors by appointment. We ship worldwide at cost.

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