Classic Bike Guide August 2025 issue **20 PAGE FREE PREVIEW**
ENTRIES
ATE NEIL REDLEY COLLECTION
T h e A u t u m n St a fo rd
S a l e
The Classic Motorcycle Mechanics Show
StaffordI11-12October 2025
BRINGYOURMOTORCYCLE TO BONHAMS, WE’LLSELLIT TO THEWORLD Visit bonhams.com /motorcycles pick up thephone, or drop us an emailto:
We’renow inviting entriesfor ourAutumn Staffordsale- whetherit’sabarn-findBSA ,a concours Ducati,aone-owner superbike, or an entire collection,wewanttohearfromyou! Bonham shas be en settingthe be nchma rk fo rmotorcycleauc tions globally,withove r £4.4 Million sold alreadythisyear-right nowisagreat time to getinvolved. If you’re thinking of selling -evenjustconsidering it -get in touch. No pr essur e, just pr oper advice andgloba lexposur e. Let’smakeyourbikethe next headline lot.
ENQUIRIES
Inter na ti ona lD eptD ir ec to r
+4 4(0) 20 89 63 2819
be n.wa lker @b onha ms.c om
He ad of Dep ar tm en t( UK ) +4 4(0) 20 89 63 2818
ja me s.stense l@bonham s.com
Sen io rS pe cia li st
+4 4(0) 20 89 63 2822
bill.to@bonhams.com
Sp ec ia li st
+4 4(0) 20 7468 8258 andrew.barret t@bonham s.com
La nc s, Yo rks, Ch esh ir e, N. Co u nt ie s& Sc ot la nd +4 4(0) 7811 89 99 05
ma rk.gar side@bonhams.com
Mi dl an ds ,Pea kD is tr ic t&Wal es +4 4(0) 7710 6158 68
phil.ingle @b onha ms.c om
Li nc s&E as tA ng li a +4 4(0) 1507 4818 90
DavidHaw tin
•REQUEST ACOMPLIMENTARY AUCTION VALUATION
•FOR DETAILS OF YOUR NEAREST SPECIALIST
•TODISCUSS SELLING AND BUYING AT AUCTION
•TODISCUSS YOUR PROBATE VALUATION REQUIREMENTS
•FOR WILL AND ESTATEPLANNING
Le ic s, No rt ha nt s, He rt s, Be ds , Bu cks&O xo n
What’s going on in our world of old bi kes 026 We’veBeen To:Langport Bike Show
This newshowsti ll has agreat vi be and is getting bigger 028 We’veBeen To:BRIMBO 50th anniversary show Happybirthday, BRIMBO! Agood turnout, good weather,and grrrreat cake!
030 What’son
August is chockablockwithshows, events, and meets… so getout there
031 Old Bike Mechanics Directory
The essential list of those geniuses able to help us all out –let us know yours!
032 Lewis Leathers
We look at the lifeofDerek Harris, who took Lewis Leathers into the future
034 Vintage bikes touring Tasmania
We look at some of the bi kesand owners that toured around this amazing island
042 Your Guide To:MV125 GTLS
Funcan be small –and beautiful. This MV is astunner
050 Frank Recalls: Triumph Trident
Frank recalls arareT150V with adrum brakeand great ride
058 Whatthe hellisfat track?
Maria has agoatwhat we all dread –your bi ke slipping and sliding!
064 When Will IBeFamous? Kawaski Z750S
Unlovedevenfromnew,this is one super inline-four –and cheap
072 Reader adverts
Lots to buyand tempt, and it now goes onlinefree, too
084 In TheWorkshop: Clutch cush dr ives
Steve repairs his juddery clutch with newrubbers –you cantoo
088 In TheWorkshop: Oli’s odds and sods
Oli has been li ke aman on amission, finishing all the little jobs
090 In GoodbTheWorkshop: ye,BSA B31
After sellingthe B31, Matt decides there’s aload of jobs to finish…
092 In TheWorkshop: CBR600F Racer,tourer,ornamentand resto. This 1990s favourite brings issues
098 Frank’sFamous Last Words
Our Frank laments hisloveofdoomed restoration ‘projects’…
Time…
Greetings! May your oil be the correct weight for these wonderful temperatures and the nuts and rivets be to the satisfaction of those counters we all love to hear.
It is written in statute that we never have enough time.Beauty youcan buy, feign intelligence youcan, andwealth can befabricated,yet time dripsaway, regardless of our best efforts
But who says youcan’tmakethe most of it?For severalyears, Maria had this great idea to make themost of living inNorfolk and on thelongest day, see the sunrise in the east and the sunset in the west. This year’ssummer solstice wasa Saturday, so no excuses! Up at 2.45am to head out by 3.15am on our waytoNess Point, Lowestoft, the most easterlypoint on the UK mainland
Riding at this timeisodd. Youtravel towardsasteadilyincreasinglight, even at that time, yetit’sblackinthe mirrors. And thereisnothing around– for about 50 miles, we possibly sawfour vehicles. It wasperfect temperatureto ride in, but as youdipped down into towardsthe rivers and streams, it got noticeablycolder, while rising up brought warmth –itwas
day would be the
a good average speed
estimated the daywouldbethe hottest of the year so far.We didn’ttake the mickeyofthe limits… just keeping agood averagespeed brought ourtravelling time down nicely.
The BMWR100RShummed along –this old barge is made for this. Snacks, acamera, anda drink (don’tforget the kitchen sink –Maria)wereswallowedupinthe briefcase panniers, while Maria’s Tribsa stayedat home as we didn’twant to risk anyissues with the impending heat later on in the day, so her Ducati Scrambler made light work.
Getting to Ness Point with 15 minutes to spare, for some reason, we were surprised that othershad the same idea. We met four riders heading forLand’sEnd that evening, via breakfast in London, and aladycalled TraceyMusgraveplaying asoothing backing sound on twogiant Earth Gongs as the sun rose into aperfectlyclear sky.
The rest of the daywas endless, and included plenty of riding, aservice,seeing some people,a poorlydog,and then riding up to Hunstanton to see the sun set. The carnivalwas infull swing as manybikers joined holidaymakerstosee the end of the day. Severalhundreds of miles in mainly 30-degrees heat and 17 hours of daylight
fnally caught way home,
fnallycaught up with us on the wayhome, but the amount we had managedinone day wasincredible.The bikes nevermissed abeat, the peace beforemost areawake wassublime,and doing the same feat in a carwouldhavebeen much less involving. Some people will neverfnd out what old bikes have to offer.Let them into our secret –but warn them it’saddictive.A chap recentlyfelt he needed to sell his Commando due to his hip.But drivenby the recent dip in value and the realisation of whathe’dbemissing, he opted for an electric start instead. That’s the spirit –these things arenogood if youdon’t enjoythem!
Enjoy,
■ Speedway– the second most popular sportinthe countr y. In 1980…But flattrack is growingand hasa vintageclass!
Speedwaywas amains tayfor motorc ycle spor t. It was seen as agood eveningout ,t here wouldbeat rack in many townsand cities,and it wasn’t ex pensive.
Formany, many reasons, it ’s beendiminishingovert he last 40 year s, andjus tl as tmonth Birmingham Speedway announced 2025 is thel as tseasonofspeedwayracingin thesecondl argest city.There arenow about20t rackslef t in theUK.
Speedwayisn’t over.Far fromit, thanks to theenthusiasm of alarge core of people.But it will take time,changes,luck and, of course,money.LikeSit tingbourne Speedway trackin Iwade, in theshadowofthe Sheppeyand Kingsferry bridges in Kent.It’sbuilt around an oldSecondWorld Waranti-aircraft gunsitethatwould have been in aper fect position to track aircraft as they approached theRiver Medway,Thames, andthe Swale. In fact,speedwayhas helped preser ve this historic site on theedgeofthe marshes, giving it anew lease of life,yet keeping theexcellent remainsintac t. Meetings forthe Kent Eagles areheldregularly,and they arereally pushingyoung riders.It’slessthananhourfromLondon, and to findout more,goto kenteagles.com
Meanwhile, therehas been aquiet,slow-growingflame fromacrossthe pond –flat trackracing. Flat trackismostly runonspeedwayovals butcan be on horsetrottingtracks, andsomeTTcourses even have left andright turns! Bikesrun arearbrake andsuspension, whereasspeedwaybikes have no brakes andver yminimal frontsuspensiononly– andwhenwe sayminimal,wemeanrubberbands
Raceshaveheats andfinals like otherracingand speedway, butyou canhave12ridersinstead of four,and racesare over longer leng ths, too. This brings entertaining racing forcompetitors andspectatorsalike –one element speedwayoften failed on wasasthe bikesand riders has evolvedtobesogood, theraceisoften wonbywhoever gets into thefirstcornerfirst.
TheAmericans have been racing oval ssince time immemorial,whenIndians fought Harley-Davidsons.But whilet he spor tisnew over here,t he Brit ishwentoverand caused asensation with factor yteams in the1960s to push Brit ishmakes like Triumphand BSA.
Like allsport s, it hashad highsand lows in theUS, but whilepresently small, flatt rack is only growingint he UK andits fanbaseiskeen, andcritically, younger. This means they ’reswitchedonwit hwhatpeoplewanttoday
Oval raci ng isn’ td is ap pe ar in g, bu ti th as ha dtoevo lve. An dfl at tr ac kr ac in gw il lh avea pa rt to pl ay to ke ep th is exci ti ng wo rlda li ve an dt hr iv in g. If yo u’ ve neve rb ee n be fo re,goa nd have an ig ht at th er ac es . Dirt trac kr ider s. co.u k
LaverdaJota
–happy 50th! –hap
Nevermeet your heroes, or so the saying goes. It’s usuallysound advice, but renowned bikejournalist Roland Brownfinds an exception –the bikethat started his career
Wordsand photography thankstoRoland Brown
The story thatwas to become the LaverdaJota,that mighty Italian triple,began 50 years agothis summer –abike manystill revere as the fastest and fnest superbike of the1970s. It wasverymuch atwo-wheeledherobackthen. Conceived by Slater Brothers, the Breganze frm’sUK importer,the exotic 981cc triplewas goodfor 140mph –givingita strongclaim to be the world’sfastest superbike –and wonthree UK national production championships at the hands of ace rider Pete ‘PK’ Davies.
As amotorbike-mad Hertfordshire schoolkid in the mid-1970s, the rocket shipfromnorthernItalyseemed to me as out of reachasanApollo spacecraft. But by aseries of coincidences, I’deventually ride asuccession of Jotas and gettoknow RichardSlater and PK Davies –all of which confrmed that meeting your heroes can be averyrewarding experience
Iwas captivated by Laverdatriples even beforethe Jota wasborn. Therewas nothingoftwo-wheeled interest near my hometown of Tring, until aguy named
1976 LaverdaJota
Roland’s job wasformed withaJota
“Asamotorbi ke-mad Hertfordshireschoolkid in the mid-1970s,the rocket ship from northern Italyseemed to me as out of reach as an Apollo spacecraft.”
Chris Morphyopened adealership named MorphyMotors in thenearbyvillage of Long Marston, specialising in Italian exotica. Whilesaving school holidayjob paytowards aYamahaFS1-E, I’dcycle over thereand press my nose against the window to admire the gleaming metal from Ducati, Moto Guzzi andthe lesser-known but equally glamorousLaverda
The showroom rarely seemed to be open, butoccasionallyriders of theseimpossibly glamorous machines would thunder pastmy pushbike on the local roads. Morphyhimself reputedlyhad connections at the Laverda factory,and acouple of timesIsaw him in town on abig blue triple,the original 3C. Unknown to me,itwas at about this time that theJota wasbeing hatched. Laverdahad
beenproducing the 3C, developed from its SF paralleltwin family, fora couple of years Thebarrel-chested DOHC triple’sblend of claimed80bhp performance, stable handling and respectablereliability (oncesomeearly ignition problems were sorted)had already earned it afne reputation.
The Slater brothers, Rogerand Richard, had been dyno-tuning the 3C engine
for racing, discovering that it wasbeing strangled by the exhaust collector box. They’ddesigned abig-borecollector which, along with free-breathing silencers, boostedoutputsubstantially. Theyftted a single seat and rearset footrests to make amodel that theycalled the 3CE, the E standing for exhaust.
The Slaters had seen even morepower after ftting factoryendurance racingcams and high-compression pistons –90bhp at 8500rpm on the venerable Heenan &Froude water brake dyno,onwhich the stock3Chad made less than 70bhp Meanwhile,the factoryhad been working on an updated model to be called the 3CL, with cast wheels, disc brakes and aneat tailpiece.The ingredients for something special were in place
In August 1975, RogerSlater suggested the concept of ahotted-uptriple at a meeting at the Breganze factory. “My opening gambit wasthat we neededto charge moremoneyfor the alreadypricey 3C,”helater recalled. “This went down like alead balloon, so Ifollowedupby presenting our powerreadings with the endurance cam, pistons and exhaust.
“I suggested the factorycould supplysome UK bikesbuilt to our newspecifcation.
“Roland, your tyre’s flat!”
1960s FrancescoLaverda
1970s Massimo Laverda
We would need anew colour scheme, and the bikemust have an appropriate name.All the faces around the boardroom tableviewed me with great suspicion.”
After alengthypause,Massimo Laverda asked what the name of thismodelmight
be.Slater’sresponse ofJota –“aSpanish gypsydance in rapid triple time” –was receivedbyroarsofapproving laughter, after whichthe groupleftfor the traditional lengthycelebration lunchatthe local Albergo Al Toresan.
Progress wasrapid, and an initial batch of Jotas reached the UK in late December. The renowned Laverdadealer,tunerand racer Phil Todd, boss of Croydon-based Motodd, got his frst bike built up on New Year’sEve.Hebecame the frst person in
1990s Laverdafactory
1997 Richard Slater,Slater Laverda
“The secret, they revealed, wasrun it in quickly. Revi thard, to morethan8000rpm, and changethe valvesprings mid-season because performance dropped of when theytired.”
the countrytoride one… and, later the same day, to crash one
The Jota’sfortunes soon improved dramatically, especiallywhen Slaters went racing with the hard-riding Pete Davies. While Ispent the famouslylong, hot summer of 1976 caning my newlyacquired ‘Fizzie,’ Davies wasmuscling the Jota to capturethe Avon-sponsored national production race championship after winning six outofseven rounds.
Some rivals sugg ested PK’sJota was illegallymodifed, but theSlaters insisted it wasnodifferenttoall the rest. The secret, theyrevealed, wasrun it in quickly. Revithard, to morethan 8000rpm, and chang ethe valvesprings mid-season because performance dropped off when theytired.
The Jota’sreputation wasfurther boosted by magazine coverage,especially that August in weekly paper Motor Cycle, whose tester John Nutting recorded 140.4mph at the MIRA proving groundnear Hinckley. This waswind-assisted and one wayonly, butcruciallymade the triple faster than Kawasaki’sZ1, and thefrst bike to top the one-forty mark.
Davies wontwo more national proddie titles in the next three seasons, losing outonlyin1977 when he missed several rounds following twobig crashes, one while leading abig Silverstone F1 race on amodifed triple.Heand the Jota were picturedonthe January1979 cover of Bike In the featureinside,the “quiet, unassuming” PK reckoned the secretto riding the big, heavy triple wasthat you had to be the master of the situation.
“Thereare some bikes on whichyou can justsit thereand open the throttle and let it go,but withthe Jota you’ve got to grab hold of it and tell the bastard that it is going to go round the corner at this speed… Some people tend to feather the throttle abit. They’renot quite sureofthe powerand that sends thehandling to pot… You’ve got to drive it into corners, getthe poweronashardasyou can, andthen it handles atreat.”
Slater Brotherspolished the image with cleveradvertising, notablywith the line ‘Park the Jota, James’ and an image of a sharp-suited rider outside the spectacular Chateau Impney–which, despite itsexotic look and name,was ahotel in nearby
Droitwich. The brochurebragged ‘Jota –a legend in its lifetime’and quoted the 140.4mph top speed: “No other production road machine has yetbeen timed as fast.”
But while the Jota ruled roads and race tracks through thelate 1970s,Laverda was suffering setbacks, including the death of founderFrancesco Laverdaand his son Massimo,who’d taken over,suffering from along-term illness.Mechanical problems, notablywith main bearings and valve
springs, also dented the triple’sreputation for reliability
Positive updates over time included newMarzocchi forks, revised seat, leftfoot gearchangeand optional half-fairing. Paintwork,whichwas redorgreen in 1976, changed to silver,then gold, then orange for three yearsfrom1979. But progress from Japan wasfar moredramatic. By 1981, Suzuki’sGSX1100 and Kawasaki’s GPz1100 were making 100bhp and Honda
had taken performance to anew levelwith the CB1100R.
MorphyMotors had closed by this time, and Iwas ajournalismstudent with a ratty,production-raced Yamaha RD400C that had clip-on bars and no sidestand. After securing afortnight’splacement at SuperBike,I leant it against the offce wall in Croydon while Isortedthe magazine’s post, made tea, and wrote afew short news stories Ihoped would make into print.
The editor wasMikeScott, these days the veteran editor of MotoGPbible Motocourse,and wasbackthen arapid road-tester who had raced atrick-framed LaverdaMontjuictwin. Oneday he summoned me to his offce,told me the magazine wasdue to collect aJotatestbike from SlaterBrothers… and asked if I’dlike to take the train to its base near Bromyard, Herefordshire, and ride it back.
Feeling about as qualifed to ride it as to pilot Apollo 18, Iobviouslybit his hand off. My excitement wasnot damped by the following day’sdownpour. Thankfully, I managedtosplash backonthe newlyhalffairedorang etriple withonlyacouple of hairyslides. Mike requested ashort story, whichwas publishedacouple of months later and became my frst ever bike test.
“The Jota’sdemanding character, occasional niggles and lackofcomfort prevent it from being an ideal all-purpose iron,”I concluded in period fashion.
1985 SFC1000
“In another sign of the times, the front cover featured aLaverdaand a well-bui lt blonde wearing an unzipped leather jacket and notmuch else.”
“But hit the open road and you’ll fnd out whatthisbike is all about.When you’reout theregetting it on, youwill forgetthe aches because you’ll be too busy enjoying the ride and trying to tame the beast.”Inanother sign of the times, the front coverfeatured a Laverdaand awell-built blonde wearing an unzippedleather jacket andnot much else
That Jota experience presumably helped me land the staff writer’sjob at rival Bike in early1982. And by curious coincidence,the frst bike Itested for the
1979 Bikemagazine’s January cover
from 1984
Starsalign for 50th birthdaybash
Laverdaowners reading this magazinehot of the pressorpromptlydownloadedhave just enough time to join theJota’s 50th anniversary celebration, taking place in the Cotswolds on Sunday, August 3. The gathering is li kely to attract morethan 250 Laverdas, the majority of them triples, as well as manyofthe keypeople involved in the Jota story
“We’ll have aline-up of aJota of each colour and year,plus specials including the CropredyLiberator,” said Malcolm Cox, longtime Laverdaenthusiast andtuner,who is organising theevent. “Roger Slater and Pete
magazine wasLaverda’slatest, the 120 Jota, arevampedversionofthe legendary–if no longer all-conquering –triple,now with a120-degree crankshaft instead of the old 180-degree layout.
Davies both liveinthe States and areflying over to be there.”
RichardSlater,PhilTodd andformer Laverda dealer and racer RogerWinterburn will also be coming, but the gathering is likely to be the last of its type. “The people who were involved with the Jota in the 1970s areall gettingpretty old now– RogerSlater is 89,”said Cox. “There won’t be another event likethis.”
It is aimed at Laverdaowners, and attendanceisbyinvitation onlyto prevent the venue in Wi llerseyfrombeing over-run
If you’re interested in attending, contact Malcolm Coxatcoxeng@gmx.com
Charging around on the notably smoother-running Jota fora fortnight was ahugethrill, oneofthe highlights beingmy frst chance to experience speed-testingat the fabled MIRA–inreality,a windswept,
Bikemagazine
outdated facility ill-suited to motorbikes. The mile-long straight ended with timing lights, followedbyastretchoftarmac –by this time worryinglyshort, for the fastest bikes –and then agraveltrap.
The top speed we quoted withmy June ’82 test wasa suspiciously rounded 135mph, possibly because the timing lights had failed, whichtheyoften did. Idon’t remember the reason,but Idovividly recall going through the lightswithhead down and throttle open, then sitting up and grabbing the frontbrake lever– at whichpoint the Pirelli Phantom squealed and the ‘bars snapped right,hittingthe lock-stop with abang. Ireleasedthe lever justintime, braked again, and just about stopped beforethe gravel, riding back with the adjustable‘Jota bars’ distinctly off-centre.
Iwas keentoget dramatic pics onthe photo session, as wasmynew boss, editor Dave Calderwood, who turned up at my
favourite roundabout near Tring witha promising photographer he wanted to try out. Irode round until I’dworn ahole in the right knee of my Levi’s,followedbyone in the bike’sengine cover–ground clearance wasnever aJota strength –whichended the session.
We cured the leak with Araldite,but the snapper turned out to be hopeless, so we hadtotry again afew days later –this time with Dave shooting out of the back of acar,while Ifollowed, bolt upright in ill-matching blue leathers. The pics were dull but at least useable, andthe Laverda wasstill running well when Ireturned it to newimporter Three Cross Motorcycles in Dorset.
Sadly, that couldn’tbesaid of the next Jota that Itested for Bike, in 1984. This wasthe last model with that famous old name.Itwas avariant of the restyled, morerefned but still air-cooled RGS and RGA triples that Laverdahad
recentlyintroduced, complete with a twin-headlamp half-fairing made from a bendableplastic called Bayfex.
The competition washot:our fvewaygiant test in the Isleof Man included Kawasaki’snew liquid-cooled GPZ900R and Yamaha’sFJ1100. Three Crosshad done its best to getituptospeed, ftting the still 981cc engine with atuningkit and baffefree race pipe. The triplewas sleek, loud, and bursting with character.
But the Jota started running roughly even beforewereached the Island, where it onlymanagedacoupleofTTcircuit laps beforedropping avalve andhad to be trailered back to Dorset. Three Crossboss Keith Davies accused me of blowing it up by pulling wheelies,whichI hadn’t. Guess the tuningmodshad simply been asteptoo far
The following year Itested the fnal derivative,the SFC1000, whichwas stylish and charismatic –but adinosaur alongside the likes of Suzuki’snew GSX-R750. The Japanese manufacturers’ pace of development in the mid-1980s has arguably not been matched beforeor since.Laverda could not possibly keepupand did not survive the decade.
My ownJota experience hadn’tquite ended, though. By this time I’dtradedmy RD400C for aGSX1100 and wasfriends with racing rivals including Vince Field, aseriouslyquickBrummie who would become National Production champion. Vince wasbeing helped out by asoftlyspoken ex-racer who turned out to be none other than PK Davies –and this long-time fan wasthrilled to meet him.
Through club racing I’dalso got to knowSteve Elliott, an amiableLaverda fanatic who had enjoyed taking on the Japanese bikes on hisSFC750twin. Steve later formed afrm called Palmelli with a friend, to build revamped versionsofthe SFC, whichhad become acult model with
prices to match. In the mid-1990s, the duobranched out to offer ‘new’ triples, combining reconditioned original bikes with manynew parts to produce machines as close as possible to showroom condition.
Palmelli’sJota, whichtheysold through Slater Brothers, wastypicallyalate-model naked, 180-degree triple,with orange paintwork and silver frame,though any variant or colour could be ordered. Options included lower-compression 3CL pistons, bettersuited to modern fuel; asuperior Motodd ignition; and amodifed clutchthat meant younolonger had to be able to crack walnutswith your left hand to ride in traffc.
Thisvisuallystandardbut subtly improved Jota wasquick, well sorted and fun to ride –arguablybetter than any ever assembled in Breg anze.Almost two decades after I’dset off on my frst ever road test, it wasatreat to meet Richard Slater ag ain and ride arorty triple away
from his Herefordshirebase (brother Rogerhad emigrated to the States years before).
Another 20-plus years down the line, Richardhas closed Slater Brothers and retired, and the Jota is ancient history. Laverda, whicharound the turn of the centurybriefy seemed set for revivalunder Aprilia’sownership,has faded from the scene.Manycurrent motorcyclists have barelyevenheardofthe marque
But nobody who livedand breathed motorbikes in Laverda’slate-1970s glorydays–eventhose of us with noses pressed ag ainst ashowroom window –will forgetthe mighty triple.Forged in Breg anze and fnished in Bromyard, the Jota wasamong the brightest stars of agolden ag efor motorcycling. Half acenturyafter its conception, it still epitomises what afast, loud,exhilarating Italian superbike should be.
Do youlove Laverdas
Find outmoreabout this greatmarque by joiningthe International Laverda Owners Club.
Benefitsinclude:
•Countrywidemeetings
•Bi-monthlymagazine (LaVeraVista)
•Extensive archivecovering allmodels
•Annualeventsprogramme
•Singleand joint membership
•Technicaladvice
•ClubMembers receive free entr ytothe Laverda Museum
•Tool Loans
•OnlineClubShop or areyou just
To enquire fur ther aboutthe beneftsofbecomingan ILOC member.Pleasecontact:RuthCoster, Membership Secretar y. Email: membership@iloc.co.uk.
Or sign up onlineat www.iloc.co.uk
Join ourfacebookgroup at www.facebook.com/groups/iloc1/
Who’swho ||
EDITOR || Matt Hull
editor@classicbikeguide.com
PUBLISHER || Tim Hartley thartley@mortons.co.uk
ARTEDITOR || Kelvin Clements
PAGE DESIGNERS || Druck Media
PRODUCTION EDITOR || Lucy Wood
GROUP ADVERTISING MANAGER || Sue Keily
ADVERTISING || Simon Meyer01507 529310 smeyer@mortons.co.uk
ARCHIVE ENQUIRIES || Jane Skayman 01507 529423 jskayman@mortons.co.uk
SALES AND DISTRIBUTION MANAGER || Carl Smith
HEADOFMARKETING || Charlotte Park
PUBLISHING DIRECTOR || Dan Savage COMMERCIAL DIRECTOR || Nigel Hole
EDITORIALADDRESS || KelseyMediaLtd, Media Centre, MortonWay, Horncastle, Lincs LN9 6JR WEBSITE || www.classicbikeguide.com
GENERAL QUERIES AND BACK ISSUES || 01507 529529 24hr answerphone Email: help@classicmagazines.co.uk Web: www.classicmagazines.co.uk
SUBSCRIPTION ||
Full subscription rates (but see pages 22 and 23 for ofer): (12 months 12 issues, inc post and packing)–UK £64.80. Export rates arealso available –see page22/23 formoredetails. UK subscriptions are zero-rated forthe purposes of Value Added Tax.
DISTRIBUTION || Seymour DistributionLtd, 2East Poultry Avenue, LondonEC1A 9PT.
PRINTED BY || Acorn WebOfset Ltd, Normanton, West Yorkshire.
