The 2024 Classic Dirt Bike Showguide

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January 2024 ISSUE

463

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E D I U G W O H S This scooter owner attending the Elephant Rally in Germany in January 1967 took the name of the event quite literally and turned his Zundapp Bella outfit into a pachyderm! Apparently, there was a door in the elephant’s backside to allow the passenger to get into the chair. Wonder if they fitted a trunk?

• To find this and thousands more images visit: Mortons Archive www.mortonsarchive.com

2 NEWS

January 2024

Editorial

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“Would you tell me, please, which way I ought to go from here?”

“That depends a good deal on where you want to get to.”

“I don’t much care where –” “Then it doesn’t matter which way you go.”

Alice in Wonderland – Lewis Carroll

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dventures. Most people think they’re only had by small children and those who refuse to grow up. So many pack adventures away with old toys, perhaps to be reminisced over, but never to be experienced again. It shouldn’t be so.

This month we bring you the second part of Dave Broadbent’s excellent adventure in which he set out to recreate a photograph of his Uncle Don taken some 70 years ago. I am sure Dave won’t mind me saying that he is not in the first flush of youth, and, indeed, is now considerably older than his uncle had been when he made the same trip. But, despite initial trepidations, it didn’t stop him and the pride in achieving his goal shines through his words.

But you don’t have to go to Switzerland or the Arctic Circle or Mongolia; you don’t have to book time off work, negotiate time away with your spouse or promise your bank manager your first (and second) born in return for a loan.

An adventure is what you make it, and it can be a stone’s throw from

your own front door.

Imagine, if you will, an area around 25 miles square. Then imagine your house in the middle of that, or on the edge or twothirds across. Feel free to be creative. It doesn’t sound that big a space, but can you honestly say that you know every inch of it, that you have ridden down every single road in those 25 square miles?

Unless you’re a cab driver or have lived in the same place every day of your life, then it’s unlikely – there will still be a road or a lane or a by-road that you don’t know.

After all, the road less travelled doesn’t have to be a thousand miles away.

The next time you’re headed to a club meeting or just on a day out, leave an hour or two early. Take a less obvious route. Turn down a lane that isn’t listed on your directions and just see where it goes. It might not be eventful, it might even be dull, but not every round-the-world trip is filled with excitement every moment!

But, then again, it might be the riding road you’ve been looking

You don’t have to go as far as this adventurer on his Triumph, but whatever adventure you have, we’d love to hear about it. [Photo from the Justin Harvey-James Collection]

for all your life, or just have an unexpected and stunning view of a gem of a building. And you will know yourself, doing even a local trip on a classic motorcycle opens doors closed to a more modern machine. People talk to you when you stop on an old bike (even if you don’t want them to!) and it’s surprising who you meet. You will probably find countless other classic and vintage motorcycles (and motorcyclists) within a few miles of your house who you never knew existed before.

Whether it’s one or a hundred miles from home, make 2024 the year you have a new adventure.

It can be an hour or a day or a lifetime, but take time to squeeze that unknown road into your life.

All you have to do, as Lewis Carroll said, is begin at the beginning and go on until you come to the end.

Then stop.

January 2024

NEWS 3

Newark Winter Classic hosts two Norton legends

wo legendary figures in the history of Norton will be the special guests at the Classic Bike Guide Winter Classic show in the shape of Trevor Nation and Brian Crighton.

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Both gentlemen were a crucial part of the Norton resurgence in the late 1980s and early 90s, culminating in both the 750cc Supercup Championship and the British F1 title.

Brian ‘Mr Rotary’ Crighton, one of the leading designers and tuners in motorcycle racing.

TT winner Trevor Nation, who will be forever synonymous with the black and gold JPS Norton.

Having emerged from the caretaker shed at Norton, Crighton evolved into the rotary genius that was part of the racing phenomenon, to which Nation contributed with wins in the production class on both 750cc and 1000cc machines.

In doing so, the duo played a substantial part in the Norton team, which achieved its first win at Cadwell Park in 1988 on the development bike, the RC588.

Show-goers will get to see these racing legends in action as they discuss their current projects and reminisce about their past glories together. Joining them will be two of the iconic John Player Special racing bikes that propelled Norton to great success back in the 1980s and 90s, with both guests on hand to fire up the bikes Nation once rode in the show’s very own fire-up area.

The Classic Bike Guide Winter Classic will be held at Newark Showground on January 6-7, 2024 (we know that’s not much notice, but hopefully you will already have it marked in your diaries).

Go to www.newarkclassicbikeshow.com to find out more information.

Tiger Cub Club forms new section The Triumph Terrier and Tiger Cub Owners Association has recently formed a separate section devoted to those machine variants which were originally produced for trials, scrambles, and other off-road and competitive uses. There is currently growing interest in Tiger Cub trials bikes in general and original examples of TR20, TS20, T20S/C/ SM, etc are more sought after than ever before.

Many Mountain Cubs have been repatriated to the UK from America and rarer versions such as French Army and Comerfords derivatives continue to gain in popularity and value. At one time a considerable number of Cubs were converted to successful racing machines and recently some examples have been discovered and restored. A register of

these surviving genuine race bikes is being planned so if anyone owning or knowing of one still in existence could add any details, we would be grateful.

There is a considerable amount of information available from factory records etc regarding competition tuning and conversion.

Copies can be supplied on application, and the club is a distributor of the Tiger Cub Bible by Mike Estall which has many items of interest, pictures etc of the Cub in all types of competition. There are occasions when these machines need to be registered for use on road trials, trails and between sections. Advice on DVLA registration matters is available, which can sometimes be complicated if a machine has been

constructed from diverse components.

The first outing for the new Tiger Cub Club Competition section will be a club stand at the Classic Dirt Bike Show at Telford in February.

If any owners of suitable machines would like to exhibit their bikes at the event, please contact Mike Powell on 07887 917466 or email mike@tigercubclub.com as soon as possible for details.

Keeping a watch on Evel

WEEBLE'S WORLD One Man and His Dog

No words were necessary, no words were said. The hug was enough to say: “I am here for you, I will always be here for you as you are here for me.”

A hug* is an amazing thing. *A 20-second hug reduces the harmful effects of stress, relieves blood pressure, and ensures a healthy heart.

If you feel like splashing out for the new year, how about a new watch? We do mean ‘splashing out’, for this particular timepiece will cost you £1610.

The TTT Knievel is billed by Danish firm REC Watches as ‘a limited edition timepiece made from Evel Knievel’s iconic last stunt bike’. This puzzled us at first, the idea of one of Knievel’s iconic stunt machines being broken up to make jewellery, especially as Evel kept just about everything to do with his career. It turns out that this machine, the one on which Robert Craig ‘Evel’ Knievel was due to leap over a tank full of sharks at the International Chicago Amphitheatre in 1977 (he didn’t, having crashed in practice), now belongs to his eldest son, Kelly, and the actual parts which were donated to make the limited

edition of 736 watches were just the handlebar clutch levers. Given that, as you might expect, Knievel rescued and recycled parts (the engine in the ‘shark jump’ bike was originally fitted in the Harley XR750 which he used to jump over 14 Greyhound buses in 1975), we suspect Kelly has a box of levers with which to replace the ones used in these watches. According to REC, this watch has a dial influenced

by Evel Knievel’s persona and the case takes inspiration from the engine of the XR750 Shark Bike, while the unique dual case construction allows the user to switch between RIDE and DRESS wearing mode using the crown or bezel. We’re not sure why you would want to do that, but if you’re paying that sort of money for a watch you want as many bells and whistles as you can have.

4 NEWS

January 2024

TRISS SHARP 1934-2023

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t is with great sadness that we learned of the death of Tristram Sharp on October 23, 2023. Mike Jackson has been kind enough to write a few words for us on his long-time friend, who was born in 1934.

“It was in the early 1950s that the teenaged Sharp brothers, Triss and his younger sibling Bryan, began to dominate the 200/250cc class in both OTC and National trade-supported scrambles.

“They were both supported by DOT and their success was down to both good riding and their very potent Villiers engines, which were prepared by Triss Sharp Sr, who had been a very successful speedway rider in the 1930s and the first captain of Crystal Palace.

“It was around 1954 that the Sharps changed steed, on to ‘works’ Francis-Barnetts, likewise fitted with a pair of crisp 197cc Villiers engines that were assembled and maintained by Pop Sharp, rather than at the factory in Coventry.

They were members of the Bournemouth area motorcycle club, known as XHG Tigers (as were the Rickman brothers, Ivor England and, later, Jerry Scott). Such was the Sharps’ speed and talent that they were forever gaining places in 350 and 500cc races, which obviously delighted the crowd. Oh, and Triss occasionally appeared on a Gold Star in those events where minimum engine size was 350cc.

“In 1957/58 they were supplied with a pair of factory-prepared 500cc Triumph Trophy scramblers, upon which they competed with considerable success – frequently against the Rickmans and many other top riders. In 1956 I was able to persuade Pop Sharp to prepare the engine in my 197cc Francis-Barnett, which he continued to do when I changed to Greeves in 1958. The ‘boys’ were sufficiently impressed with the Greeves’ handling that they too then changed to Greeves, which included full factory support. It was a successful partnership, and they began riding for Greeves (and in the British teams) in the ISDT, gaining several Gold Medals. In 1959 Triss and I travelled together to compete in several international motocross events (including a couple of Grands Prix), in France, Holland, Belgium and Luxembourg.

“During this period both Triss and Bryan competed in trials, with a less serious approach to their scrambles but still usually ending up in the awards. When they retired, Triss carried on scrambling on a 650 Wasp.

But whatever machine Triss rode, he always undertook a raft of mods and improvements such as strengthening components where it was necessary, as well as saving a bit of weight which often ensured that a particular machine got better and better as the season progressed.

“Thus, whenever either brother ever sold one of their bikes, there was always a lengthy queue of eager buyers. I was lucky enough to snap up one of their 197cc black FrancisBarnett scramblers in 1957, and it transformed my results.

“As well as being a brilliant rider, Triss was a builder of exquisite machines that, in addition to looking superb, were highly functional.

When I was making ready to work in Long

Beach, USA, for Norton Villiers Corp, I bought the 250cc TSTS (Triss Sharp Trials Special), a Wasp-framed trials mount powered by a 250cc square barrel Villiers. It was light, it gripped, and it handled. The Yanks thought it sensational but, unfortunately, Californian trials were mostly held 400 miles north of the Los Angeles area, so, because I’d begun riding an Ajay Stormer in the desert, I hardly used the bike, other than for plotting and establishing the Laugh In Trophy Trial at Saddleback Park, specifically for the press and industry community, all of whom, with the exception of Harley-Davidson, were based in the LA area. I eventually sold the beautiful TSTS to a lady journo at Cycle News who later passed it on to the White Brothers Museum where it resides today.

“Triss started a high-tech engineering business in the late 1960s, which he ran – with enormous success – until his retirement. Away from work, he was a skilled boat-owning yachtsman and a very keen golfer, playing for years with the late Peter Stirland and other motorcycling luminaries. Triss had a 7 handicap, some nine points less than that of Don Rickman!

“His funeral was, as you will imagine, well attended with words from his brother Bryan and his family, including his grandchildren.

The service closed with David Bowie’s ‘Golden Years’ and a no more fitting song could have been chosen, for Triss really was one of the titans of the golden age of British scrambling.”

Triss Sharp on a 250cc Greeves in the 1962 British 250 MXGP at Glastonbury.

On the side of the Stars BSA produced its first motorcycle in 1910 and Watsonian started making sidecars two years later, both brands growing to become dominant in the UK market during the boom years of the 1950s.

While many famous motorbike factories closed their doors, Watsonian continued to manufacture sidecars in the heart of England and the popularity of modern classics over the past 20 years has provided a steady stream of new customers for traditional sidecars.

“We’ve received a lot of enquiries about fitting sidecars to the new BSA Gold Star and we managed to obtain one of the first production bikes so we could develop a kit,” explains Watsonian MD Ben Matthews.

“With its torquey engine and traditional steel tubular frame, we could see straight away that it would be well suited to sidecar work, and its authentic styling made it a perfect match for our Grand Prix sidecar.”

The Grand Prix sidecar has a GRP body that retains the octagonal nose and aluminium beading first seen on the Watsonian Sports sidecar of 1930. It sits in a steel perimeter frame, which is connected to the motorcycle with four arms, carefully positioned for a secure fit and stable handling.

The passenger sits in a plush upholstered bucket seat, protected from the elements by a generous Lexan screen and cushioned from the road by hydraulic suspension.

It is seen here with colour-matched paint and fitted with an auxiliary spotlight, but since every sidecar is built to order, Watsonian can add accessories to suit the customer’s specific requirements. The BSA Gold Star fitting kit costs £495 and prices for the Grand Prix sidecar start at £7195. For information on the range of Watsonian sidecars and fittings visit www. watsonian-squire.com or call 01386 700907.

6 NEWS

January 2024

We take a rain Czech on the Praga turn in the OBM Shed and wandered into News! We are telling you this because, like so many historic brands, Praga is back. It has just launched the ZS800 which it claims to be an evolution of the 1928 Praga BD500.

Hmm, we’re not sure about that.

The BD500 was quite a handsome motorcycle whereas the ZS800 is, well, just a little odd in our opinion.

It’s powered by the Kawasaki air-cooled four-stroke vertical twin that is fitted into the W800, although that’s more or less where the resemblance ends. At the front are girder forks and both forward and aft are hydraulically operated drum brakes. The 18-inch wheels are made from forged carbon fibre with

Apparently, according to Praga, the ZS800 will ‘deliver a riding experience to stir the soul’.

The factory calls the ‘sculpted’ girder fork the ZS800’s ‘jewel in the crown… and an exercise in master craftsmanship’. We will leave you to make your own mind up about that.

carbon spokes to mimic traditional wire spoked wheels – that truly is original – while titanium, chromemolybdenum steel, and aviation quality duralumin feature in the build, which is said to weigh just 312lb. But we are genuinely puzzled at exactly who this machine is aimed; it appears to have taken elements from classic, retro

and modern machines and not really brought them together as a cohesive whole – and we really don’t like that front end that owes more to a downmarket Confederate than a 1920s classic.

But Praga only has to find 28 people who disagree with us, because it only plans to make 28 ZS800s. How much do you think

each one will cost? Guess again.

The price tag on the ZS800 is £75,550. Presumably, as it’s built in Europe, there will then be import duty and 20% VAT on top of that, which brings the final cost up to close to £100,000. While we wish any new motorcycle success, we could buy a lot of bikes we actually liked for that money.

Bit on the Side Quiz answers (but no peeking! See page 8)

The titanium exhaust is 3D-printed while the wheels are truly innovative.

1. Surrey Sidecars. 2. Watsonian. A Fire at the works caused by a spark from a locomotive.

3. Osbourne Engineering Company or OEC of Portsmouth. 4. To reduce trail and lighten steering.

5. Mike Krauser, it’s powered by a BMW K1200 and features a sidecar fully integrated to the bike.

6. Dick Greasley in 1987. 7. Steib. 8. 120.645mph. 9. The Gemini saloons. 10. William Lyons of Swallow Sidecars built a Swallow bodied 7. Before he formed Jaguar. 11. Levis. 12. Big Four.

13. Wessex. 14. Bond Bug. 15. The late Phil Primmer, West Country Sidecars. 16. Zundapp KS601 (The Green Elephant). 17. Mumbai, India. 18. 1923. 19. The Panzerbike, powered by a T55 tank engine (620hp V12). It is 19 feet (5.8m) long, 9 feet (2.8m) wide and weighs about 5 tons (4500kg).

20. The Ritz makes a very special sidecar cocktail using cognac from 1865 – around £1500 per hit.

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raga was founded in Prague in 1907 and, after making cars and trucks, branched out into motorcycles in 1929. Initially twowheeled production only lasted for four years, and probably wouldn’t have been as long as that had the company not employed the brilliant engineer Jaroslav Koch who had worked for the Breitfeld-Danek company which Praga took over.

During the Second World War most of the factory was destroyed, and subsequently the government ran Praga, concentrating on production of trucks, heavy machinery and military equipment. In 1992 Praga was privatised and four years later re-established a motorcycle division which made off-road machines until 2003.

No, the A-Z of British Motorcycles hasn’t accidentally taken a wrong

8 BIT ON THE SIDE

January 2024

The Bit on the Side Quiz

Hopefully you are not all quizzed out after Christmas and our big quiz in last month’s issue because this time it’s our own Mick Payne asking the questions!

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raditionally I compile a little sidecar-themed quiz around this time, so here’s this year’s edition. I hope it provides a little

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post-Christmas fun. As always there are no prizes and, though I’m sure some may find it very easy, I hope it will test a few. I’ve compiled it

without using the internet, only using it to confirm a few points, and I really hope it will be completed without. Here we go then…

1. At the 1956 Motorcycle Show the Syvan, a sidecar doubling as a camping unit, was on display. Who was it built by? (Pic.1) 2. What company moved from Hockley to Greet in 1931?

Extra point if you know the reason.

3. ‘Odd Engineering Contraptions’ was the nickname of what motorcycle and sidecar company?

4. What is the main purpose of leading link forks?

5. Who built the Domani, a radical combo?

6. Who drove the first 100mph sidecar lap of the TT? (Pic.2)

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7. The LS200 sidecar for bikes from 250 to 350cc was made by which European company?

8. The Birchall brothers again set a TT Sidecar record in 1923.

What average speed?

9. Jim D’Arcy of Charnwood Classic Restorations built a few saloon sidecars, a model originally made by Fred Yates. What was the model?

10. What is the connection between the Austin 7 car and a classic sidecar company?

11. It was called the ‘Master Two-Stroke’ and Latin for ‘Light’, but what make was this bike and sidecar? (Pic.3) 12. What is this wartime Norton outfit? (Pic.4) 13. What make is the sidecar fitted to this BMW? (Pic.5) 14. Luke Skywalker drove a Landspeeder in Star Wars, but what was the futuristic vehicle based on?

15. Who built the Diplomat sidecar?

16. First held in 1956, the Elephant Rally was named after what outfit?

17. Cozy Sidecars are becoming a popular choice especially for Royal Enfields. Where are they based?

18. When was the first Sidecar TT? 19. What is possibly the largest outfit ever built?

20. What is the connection between Hotel Ritz Paris and a sidecar?

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See page 6 for answers.

10 MADE IN JAPAN

January 2024

Japanese V-twins:

Yamaha Virago Steve Cooper has skirted around the subject so far, but this month he’s going large on Yamaha factory customs – yes, it’s proper Virago time!

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hether you like factory customs or loathe them, there is absolutely no escaping the fact that Yamaha’s XV750 was a massive seller and especially so stateside. Some have gone so far as to state it’s the bike Harley-Davidson should have made if only it had had the guts to do so. The three-quarterlitre Virago delivered the goods in ways fans of the Milwaukee V-twins could only dream of!

The only possible negative could be the Yam’s styling which some might say was a little ‘camp’.

The first XVs had monoshock suspension which would later be replaced by dual shocks.

The model is also sought after for three-wheel conversions. This machine with an IRS rear end and reverse gearbox was built by Casarva Trikes of Peterborough.

The Yamaha XV750, the bike Harley should have made?

The XV750 effectively picked up where the old XS650 Customs left off and, arguably, did a better job of being a metric cruiser given that it was actually designed to be one rather than a repurposed street bike. And yet, even then, there’s an element of reuse with the big V-twin – it borrows quite noticeably from the XT500 trail bike in terms of cylinder and head design.

The motor ran two SOHC top ends, The Virago looked more like a metric driven by chains, with the pots set at cruiser than the XS650 ever had.

75 degrees and staggered to enable times from 1980 through to 1998; a two conrods to run on one crank record few Japanese bikes can match. pin. This arrangement also ensured That said, the Virago wasn’t without the rear cylinder received sufficient its issues. The starter motor and its airflow. The bike’s styling followed quirky planetary gear arrangement that of the last XS650s with the was always infamously loud – quiet addition of so-called ‘Italic’ wheels examples seem to have been the that mimicked those fitted to the LC exception. Downward gear changes two-stroke range. were often noisy and not without the In order to maintain clean lines occasional jerkiness, but much of and delete clutter, the engine this was due to the shaft drive which acted as a stressed member of the took some getting used to if the new chassis that was constructed as a owner had only ridden chain-driven steel monocoque. Within it were motorcycles. Other than that, the only passageways for the air feed to the carburettor and the air filter itself. The other beef was the smallish fuel tank obligatory kicked-out front forks were that some reckoned limited longdistance runs. balanced against a monoshock rear A 920cc version was rolled out end. High pull back bars, stepped seat within a year or so of the 750’s release and moderately forward-set footrests to be followed in 1986 by the XV1100 completed the running gear. which was essentially more of the The motor delivered an adequate same but larger and would remain on 55bhp at 7000rpm which was the sales sheets until 1999. With the complemented by 48lb-ft of torque new millennium came a new range at 5750 revs. This latter figure meant of Yamaha V-twins sold under the that, once moving, top gear was slightly dubious moniker of DragStar. often sufficient for all but low speed If the name sounded more than a little work. Virtually seamless fuelling via effete it did nothing to inhibit sales! the single Keihin carb made the bike Yamahas based around the Virago’s very easy to ride, which massively successor remain hugely popular increased its appeal. That the XV750 around the world to this day which remained in production as long as rather suggests the boys and girls back it did is testament to its well thought in Iwata have a fairly decent handle out design. Overall, the 750 Virago on designing metric cruisers. was sold around the world at various

Unsurprisingly, the Virago with its V-twin engine has been a popular choice for custom builders – in fact, today it’s harder to find an original machine than it is one that’s been ‘tweaked’ or completely rebuilt. This pair of XV920s was built by Moose Motodesign in Poland where the Virago is particularly popular among customisers.

Do you recall with absolute horror (and a slightly queasy stomach) those period Japanese tyres that were standard fitment to 1960s and 70s bikes? Are their road ‘manners’ seared into your subconscious?

The way they’d twitch and squirm, the dubious feeling of potential impending doom?

One of my earlier get-offs was on a gentle righthand bend I’d negotiated innumerable times before but, on this damp and intemperate Tuesday, the RD200’s rear wheel just simply had to break away, dumping us both in the gutter by the local post office.

At the time you might have put this faux pas down to the excesses of youth, the marked imbalance between ambition and ability or even just gross stupidity, but I somehow doubt it. Those Yokahama tyres (forever known as ‘Joke-ahamas’) often had a parlous grip on both asphalt and, so it seemed at the time, reality.

And it wasn’t just Yokas either – the Inoue rubber fitted to my mate’s GT185 were equally useless on occasion with tenuous grip, wayward directional stability and, occasionally, just downright cussedness.

Even the later Japanese-made Dunlops, as fitted to my RD350B, were rubbish compared with the Avon SMs that replaced them!

There were a select minted few who could afford to have the OEM Japanese rubber removed before the bike even turned a wheel in anger and replaced by decent British tyres. We tended to think that such individuals were either being bankrolled by mum and dad or had stupidly well-paid jobs – yes, we were jealous on both counts. And yet, despite their reputation, those discarded Oriental hoops of doom had a commercial value. They were sometimes fitted to trade-ins, thereby allowing the dealer to make as much profit as possible or sold on to local breakers for a few bob. The impoverished among us might, in times of penury driven desperation, hurl some pound notes into the grease-stained paw of said breaker simply to keep on the road.

So, if the Japanese were so spectacularly good at making decent motorcycles, how come they were, to use modern parlance, simply pants at making tyres? The reason is, apparently, as simple and straightforward as it is disturbing. At the outset the various motorcycle factories tended to design and build their exported bikes for specific markets, ditto the tyre suppliers. Without exception, those creating twowheeled rubber in the Land of the Rising Sun spotted that a lot of UK weather seemed to mirror Japan’s (with the notable exception of their supremely hot summers, obviously). Therefore a huge assumption was made that what worked for Hinata in Hokkaido or Kazuki in Kyushu would be perfectly suitable for Derek in Devon or Clive in Caithness… Wrong!

The Japanese tyre engineers had overlooked one pivotal point. Japan’s tarmac roads utilised local stone to provide the intrinsic grip that tyres need and, in principle, the same applied in Blighty. However, the devil was in the detail. In Japan the principal stone was volcanic in nature while in Britain our road engineers were using granite-sourced stone.

Volcanic stone is significantly more abrasive than granite which meant tyres that heated up quickly in Osaka or Chiba did anything but in Oxford or Chelmsford. Simply put, Japanese motorcycle tyres of the period were just not suitable for highways based around the less abrasive granite used here. It took a fair old while for this to get back to Japan and a lot longer before the rubber boffins really got their heads around this apparent anomaly. Decades on, we can now happily run so-called ‘budget’ tyres from China, Turkey, Taiwan or wherever on our classics with impunity. The days of being dumped on your ear by capricious rubber are, thankfully, well and truly over.

12 BLACK SHADOW

January 2024

The Vincent Black Shadow at 75 Our November issue celebrated the 75th anniversary of the BSA Bantam but also celebrating its 75th birthday in 2023 is the Vincent Black Shadow. Alas, due to space, we are marking this momentous occasion just a little belatedly, with help from David Wright, the author of ‘100 Years of the Manx Grand Prix’.

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oth the BSA Bantam and the Vincent Black Shadow were launched in the same year, and both models were gamechangers of the early postSecond World War motorcycling scene, albeit at opposite ends of the capacity and performance scales.

The 998cc Series B Vincent Rapide had been launched in 1946, but even its market-leading 110mph performance was not enough for some. Recognising the pressure from buyers for more power, Philip Vincent was the prime mover in getting the Vincent HRD Company Ltd to launch the 125mph Black Shadow in 1948. Initially called the Black Shadow Sports Rapide, the performance delivered by its 55bhp was such that it would take the opposition 20 years to catch up.

Yet it so nearly didn’t happen.

A schematic drawing of the Vincent Black Shadow.

A schematic drawing of the Vincent Black Shadow.

Seventy-five years after it first rolled out of the works on the Great North Road, the Black Shadow is still as imposing and handsome as ever.

Once it was reported in the press that the prototype had been tested at 122mph, there was no going back for the model.

In response to those owners who wanted more power, Vincent put the idea of a new model to the firm’s managing director and finance man, Frank Walker.

Walker was unimpressed and refused to finance further development. So engineer Phil Irving and racer and head of development George Brown just went ahead anyway and developed a testbed bike that was nicknamed ‘Gunga Din’. A 1947 Rapide, Gunga Din was used as a development tool for a new high-performance version of the Rapide and was one of the factory’s race bikes. As a fait accompli, that

With everything possible removed, including the seat and his trousers (he only kept his bathing trunks on because of Utah’s public decency laws), Rollie Free pilots his Vincent to 150mph on the Bonneville Salt Flats.

prototype was loaned to journalist Charles Markham. He wrote an article for Motor Cycling in May 1948 in which he revealed that the new Vincent had achieved 122mph while being tested. It no longer mattered what Frank Walker thought; the genie was out of the bottle and the new machine was on display at the Earls Court show later that year.

The extra performance of the Black Shadow came from upping the compression ratio to 7.3:1 and increasing the carburettor to 1 1/8inch, with ports polished and flowed to suit. Engine components were selected and matched for weight and fit, with some being polished and the whole assembled with extra care. All of this was aimed at making the bike go faster while stopping was improved by the fitting of ribbed cast iron brake drums and Ferodo MR41 linings.

Ogled by many over the past 75 years, the Black Shadow’s 150mph speedometer dial hinted at performance to come.

January 2024

BLACK SHADOW 13

Marianne Weber photographed at 112mph on Robert Everts’ Black Shadow in 1951. This took place on the Brussels to Antwerp road and Miss Weber might have achieved a higher speed were it not for a strong crosswind.

The appearance was similar to the Rapide, but a distinguishing feature of the Shadow was the engine and gearbox unit being finished in a gloss black coating known as Pylumin. A small number – as few as 15 – were sold with unpainted polished cases, becoming known as White Shadows.

Early claims of the Black Shadow’s outstanding performance were confirmed by road tests in the motorcycle press, all of which were achieved using lowly 72 octane ‘pool’ petrol (then the best available), with testers clad in bulky Stormguard topcoats. In 1949, The Motor Cycle would wax quite lyrical about this new machine, calling it ‘a connoisseur’s machine; one with speed and acceleration far greater than those of any other standard Contemporary advertising would give motorcycle; and it is a motor no clue that the trip to Montlhéry had cycle with unique and ingenious not been quite as triumphant as Phil features which make it one of the Vincent had hoped. outstanding designs of all time.’

However, unlike Charles Markham, commonplace; 100 mph was held on brief stretches and, occasionally, the magazine’s road tester noted the needle of the special 150mph that the Black Shadow’s cruising Smith’s speedometer would indicate speed was severely restricted by 110. No airfield or stretch of road Britain’s road conditions. ‘It is could be found which would allow difficult for the average rider in absolute maximum speed to be this country to visualise a route on obtained… Flash readings in two which the Black Shadow could be directions of 118 and 114 were driven for any length of time at its obtained, and in neither case had limit or near limit. During the test the machine attained its maximum.’ runs speeds of 85-90 mph were

In May 1952, Phil Vincent took four Black Shadows and two Black Lightnings to L’Autodrome de Linas-Montlhéry along with a large team which included 11 works riders, among them Gustave Lefevre (who had set an unofficial record on a Black Lightning at the same circuit in 1950 and would win the Bol d’Or seven times on a Manx Norton) and Vincent head tester Ted Davis, in addition to journalist Vic Willoughby and an 18-year-old apprentice called John Surtees. The team took eight long-distance records and might have done even better had the tyres not begun to delaminate (this happened to Surtees at 129mph) which must have been a little embarrassing for Tom Joy of Avon Tyres who was one of the team.

The Black Shadow in cutaway form.

The machine that started it all: Gunga Din at the Vincent works.

A Black Shadow being ridden at a more leisurely pace outside the Vincent works.

14 BLACK SHADOW

January 2024

‘A fact – not a slogan’.

This is also the 75th anniversary of the Vincent Black Lightning, the fully race-prepared version of the Black Shadow and, arguably, the most legendary motorcycle of all time. It also created one of the most iconic motorcycling photographs of all time when Rollie Free, stripped down to a pair of bathing trunks, was immortalised lying full length along a Vincent as he sailed towards the American motorcycle speed record, being clocked at 150.313mph. Vincent claimed Free was riding a Black Lightning, but it was probably a Black Shadow which had been bought by John Edgar in California and built to custom specifications. No matter, it was in effect the first

Black Lightning and reinforced Vincent’s accurate sales slogan ‘The World’s Fastest Standard Motorcycle’. More than 70lb lighter than the Black Shadow, the Black Lightning came in racing trim with the 998cc V-twin upgraded with topquality racing equipment, including larger inlet ports, super-strong connecting rods and racing carburettors; 31 would be built between 1949 and 1952.

Vincent twins dominated the upper end of the motorcycle market at home and abroad in the late 1940s and early 1950s, but they cost almost 50% more than top models from Triumph and the like. Through those years they were subject to mild development

This Vincent Black Shadow was constructed entirely from newly manufactured parts supplied by the Vincent Owners Spares Company when it was realised that it would be possible to make a complete engine using the VOC Spares Company’s stock.

An engine was built in 2005 and then it was decided to go the whole hog and produce a frame and fork (until then unavailable new for half a century) to prove that any parts needed for a post-war Vincent could be supplied. It was registered by the owners, the Vincent Owners Club, in 2007 (as a 2007 machine) and currently resides in the Classic Motorcycle Mecca collection in Ivercargill, New Zealand. [Photo by the Vincent Owners Club]

It should also be mentioned that the Vincent Black Shadow shares its 75th birthday with the Vincent Owners Club, formed in 1948 and the world’s first one-marque owners’ club that was independent of the factory.

and went from Series ‘B’ to Series ‘C’, then to Series ‘D’ and finally came the enclosed Black Knight (to Rapide specification) and the Black Prince (Black Shadow spec).

Despite the premium prices that buyers paid for a Vincent, in the autumn of 1955 the company found that selling prices no longer covered the costs of production and so the building of Vincent motorcycles came to an end.

Some 1800 Black Shadows were

built and, during the past 75 years, a popular pastime for owners of Rapides has been to convert them to Black Shadow specification. This muddies the waters when it comes to identification, but to most of us the primary indicators of a legendary Black Shadow are still the black enamelled engine, the ribbed brake drums and the unmissable 150mph speedometer.

Gunga Din was found in a sad state in an outbuilding at the former Vincent factory in the early 1960s. Harpers Engines, which was occupying the works, wanted £250 for it, but no one wanted to buy it. It was sold to an American who then began to strip it for parts and sell off components. Fortunately, two Vincent enthusiasts, Richard Garrett and Keith Hazelton, made it their mission to track down as many of the machine’s original parts as possible. It was eventually restored to concours condition in 2009, although it still has a dent in the special Montlhéry fuel tank that was on the bike when discovered.

16 READERS' LETTERS

January 2024

readers’ letters

Please send all letters to Old Bike Mart, Mortons Media, Morton Way, Horncastle, LN9 6JR or email OBMeditor@mortons.co.uk and please include your locality

✪ White Diamond Star Letter

Impressive service from Kenistons of Romford

As a naive youth of 18 working in the stores of a Vauxhall main dealer in Romford back in the early 1970s I had just bought my first decent bike.

For what seemed like an eternity I had been saving up for a deposit on the most glorious 1969 Honda CD175 in a gleaming metallic blue which had been sitting, waiting for me, on the forecourt of Kenistons, a bike shop in Victoria Road owned by two brothers. Every Friday night when I got paid I was round there making sure that no one else was after it.

At long last the day finally came to collect it and my elder brother drove me to the shop which was owned by two of the nicest guys I have ever met. Both of them and their mechanic, Bill, spent ages showing me all the controls and how to work such things as ‘indicators’ and unbelievably an ‘electric starter’. Of course, I didn’t listen much as I was so keen to get it home and show it off. I had never ridden a bike so smooth or so quiet before and was elated on that first ride home.

Sadly, a few days later my joy turned to despair when one night while ‘tearing along’ (as my mum later described it), the bike started violently snaking and I was thrown off. I still remember, more than 50 years later, how it seemed I would never stop sliding on the tarmac while trying to get away from the bike which was showering me with sparks and kept hitting me in the back. Dad, who had been on the pillion, disappeared over my shoulder into the void.

Having picked myself up and, checking that I was still in one piece, I began frantically trying to shift the wreckage before it got hit by a car.

Several people drove by, gawping at me. Even in the ‘good ole days’ help was not always forthcoming.

Eventually a guy did stop and when I told him I couldn’t see my dad in the pitch black he drove off to phone for an ambulance (no mobile phones in those days). As he returned, a police

car arrived and one of the coppers, using his police issue searchlight, started looking for Dad, eventually finding him semiconscious in a ditch.

The other cop, though, immediately started accusing the good Samaritan of knocking me off the bike, and then having heard my protestations, then reckoned I must have been riding too fast anyway!

Dad got carted off by ambulance to Harold Wood Hospital where he was treated for mild concussion and I suffered the indignity of a young nurse picking bits of gravel out of my backside.

Back to the bike. We managed to get it trailered back to Kenistons a few days later and was told: “Leave it with us young man, we’re pretty sure we can fix it up.”

Sure enough, about a week later I was allowed to phone from work to see how things were progressing and one of the brothers said: “If you want to bring your helmet with you tomorrow morning your bike will be ready to collect and you’re not to worry about the cost, there will be no charge.”

Well, I was there like a shot on the Saturday morning to find the bike looking resplendent with a new silencer, two new indicators, bar and footrest rubbers, plus two new tyres.

It turns out that, upon inspection, they had found that the previous owner had repaired a puncture using a cycle tube patch which, of course, had parted company under the weight of two blokes.

The Kenistons, although they could not possibly have previously known about this, took responsibility and footed the bill themselves! Two perfect gentlemen.

I later went on to buy a brand new CB250 from them before finally part exchanging that for a less than salubrious BSA Lightning from Read Titan; but that’s another story.

John Turner, Hull

Here is the Reverend John Lines MBE with his Thunderbird. This photo was borrowed from the Royal British Legion Downs Branch to whom we are very grateful.

A Nod to the marvellous LE Velocette The latest OBM arrived here this morning and I vanished into my den to have a truly wonderful read! The article about LE Velocettes, or ‘Noddies’ as we called them in the police, evoked so many memories.

I started to ride Noddies when I was on foot duty at Penge in South East London. At the time I had a lovely Triumph Tiger Cub and found hand change a bit funny to start with! They were called Noddies because we were unable to salute senior officers while riding so had to nod, thus Noddies!

They were so quiet, ideal for going round on night duty.

The Job also tried out 150cc Triumph Terriers, but obviously they were far too noisy, I can just imagine the complaints from our worthies if they had come in. The Noddies were really like big armchairs, you could not fall off them.

I transferred to Traffic Patrol in 1963 and started to ride my beloved bathtub 650cc Triumph Thunderbirds which were followed by various models of Saint until the BMWs came in. I never could get a clean gear change on the BMWs which really annoyed me as I

liked to set an example on the machine I was riding. One of the by-products of my cancer was that I have lost my balance which is rather frustrating. I have two ex-Metropolitan Triumphs on display at the Dover Transport Museum, one a bathtub Thunderbird which was actually at my garage and that I rode a great many times, the other is a Saint with a full fairing on it. Hopefully, when I reach the end of the road, they will stop there, complete with the mannequins I purchased to put my old uniforms on alongside them.

I have recently donated my bathtub Speed Twin to the museum so at least I can sit on it and remember all those wonderful Triumph rides over so, so many years.

I actually rode the Thunderbird in the Queen Mother’s 100th birthday celebrations at Horseguards. It seemed really strange putting on my police uniform again, especially as I had been retired for a good number of years. See what your efforts do – open the memory banks for so many of us oldies!

John Lines, Canterbury, Kent

More insurance woes for the older rider

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Just a couple of my own experiences of topics aired in Old Bike Mart.

My car recovery service is with one of the smaller companies (Rescue-MyCar) and on the occasions I’ve used it I have found the service prompt and efficient and for a very reasonable premium.

Likewise, with the motorcycle scheme run by one of the leading motorcycle insurers. On the last occasion, the ignition failed on my CG125 just north of Doncaster and the recovery service told me that a van was on its way from Nottingham and would be with me in a couple of hours. They kept me informed and the van promptly arrived and soon whisked me home.

But my experiences with the parent insurance company were not as good.

As I approached my 84th birthday I got a letter informing me that they would not be renewing my policy. Before I had time to respond I received an

invitation to renew the policy, which I did. I can only presume that the first letter was on account of my age, as I have never made a claim and have had an unblemished riding/driving record for many years. Strange that car owners can always find insurance whatever their age though they might have to shop around and be prepared to pay a higher premium.

Not long after this I had a low-speed tumble on the CG. This sadly convinced me that my weakening body was unable to cope with a 125 and it was now time to give up my favourite hobby of 68 years riding. I notified the insurance company which sent me a substantial refund though I didn’t expect any.

I have been an avid reader of OBM since it was a duplicated sheet and will continue to subscribe. It just gets better and better.

Geoffrey LP Huck, Huddersfield, West Yorkshire

18 READERS' LETTERS

January 2024

Flying the flag for Bantam grasstrack racing Thank you for the Bantam Fest in the November issue of OBM. I don’t think that any mention was made of the Bantam Grasstrack Racing Club which, in the 1970s, gave many of us a lot of motorcycle sport-based fun.

Grasstrack racing was very popular and it was possible to attend meetings most weekends in summer without having to travel long distances. As well as ‘club’ and ‘centre’ grasstrack

events, there were also many meetings at agricultural shows and the like. They often concluded the show event and, best of all, for the riders, often paid cash prizes. Any of us who were occasionally lucky enough to win a little prize money rapidly found ourselves out of pocket as it was the lucky winner’s duty, on the way home, to buy the beer.

Of course, it was a given that we all badly needed to take on quantities of liquid

refreshment, having sweated in the midday sun while wearing black leathers.

At about this time, Carl and Sylvia Stanton, two of Shropshire’s best, had the splendid idea of starting up a grasstrack club using only BSA Bantam-based machines. In those happy days Bantam bits were very cheaply available from breakers’ yards and it wasn’t difficult to modify the running gear and soup up the power units. This was the basis of

In search of an elusive Bianchi In my teens, 60-plus years ago, I took a fencing class (foils, not chain link) and my mentor used to arrive on a small motorcycle, which he kindly allowed me to ride up and down the private road where the class was held. I loved it. I have always thought that it was a 75cc Bianchi, two-stroke, three-speed handlebar change. I have never seen a mention of it.

Did such a thing exist or have I been misled all these years?

If not Bianchi, any ideas what it might have been?

Kevin Lay

Our best guess in the OBM Shed is that it was a Bianchi Gardena which was a 75cc three-speed two-stroke produced from 1958 to 1964. Does this ring any bells, Mr Lay?

highly affordable competition which was huge fun. It put many of us on the path to proper, full-blown club grasstrack racing. That’s not to say that there wasn’t fierce and excellent competition on our Bantams.

It would be fitting to give this mention to Carl and Sylvia who opened the door for many of us to an accessible and hugely enjoyable form of motorcycle sport.

Thank you to you and your

colleagues for our OBM. Every month its arrival is rather like receiving a letter from an old friend. Also, as I don’t get out so much these

days (age and decrepitude!) it does help me to keep in touch with my lifelong addiction to motorcycles.

David Bill

Chance meetings in different places After an encounter in North Wales in September, I’m wondering which Hesketh in the gathering is owned by the husband of a woman I met, and who he is.

I was walking near Llanbedr and came to a viewpoint with a panoramic view of the Llyn peninsula, all of Yr Wyddfa (Snowdon to you and me), and the Rhinogydd. A woman was there looking at the shrouded view through binoculars.

After the usual pleasantries she asked me where I lived. When I said Dorset, she said she’d been to a crowded Bournemouth and the New Forest the previous bank holiday and had visited the motorcycle museum. Oh yes? Her husband was a motorcyclist and had raced and

had worked for a company called Hesketh (which, she said, no one’s heard of), for all of its existence. I said I had heard of them. I think he’d lost a Hesketh in a fire but still has one. So, who is he?

At that time I was reminded of another encounter some years earlier.

I was stopped, in Sidmouth I think, cleaning the crud out of the carb on the Sloper. I was packing away when a car came alongside and a woman leapt out and said: “Oh, what a lovely old bike’ and ‘Have you had an Everoak helmet; my name is Vero, my father owned the company.”

(Everoak, geddit?) I was getting ready to start it when she said: “Oh let me – I know how.” She was slight, and wearing lightweight shoes; I

didn’t tell her about the valve lifter...

So, she leaped back into the car and disappeared.

Anyone who visits Harold Willis’ grave in Llanfair (just up the road from Llanbedr) should also go to the viewpoint. It’s on a mountain road over the shoulder of Moelfre, starting from a turning by Hafan Artro restaurant in Llanbedr and has a Bwlch y Groes style section at the beginning. Dropdown to Cwm Nantcol after the viewpoint and follow another road back to Llanbedr.

Stay between the stone walls.

John Witcomb We know the Hesketh community is quite a small one, so who was the gentleman whose wife Mr Witcomb met in Wales? Ed.

20 EVENT

January 2024

Ardingly Classic Bike Show and Jumble One of the final shows of the year was beset by a few heavy autumn showers, but Brian Crichton was undaunted by a drop of rain.

J

ulie Diplock of Elk Promotions finished her 2023 show season with a blue blood spectacular by welcoming Vincents as the main theme, attracting 17 examples at

the South of England Showground at Ardingly, West Sussex, on the last Sunday of October.

Vincent specialist and club member ‘Gypsy John’ Newson of

Running the Vintage Japanese club stand, Graham Prevett with his all-original US import 1972 Honda CL175, one of 20 Hondas he owns. In the background is Chris Williams’ award-winning 1972 Suzuki T500.

Oxney Motorcycles organised the Vincent stand which brimmed with fascinating models, the star attractions being drag race legends Mighty Mouse and Super Mouse owned by Brian Chapman. The line-up also included a Grey Flash replica racer, the ex-John Renwick sprint sidecar Epimetheus, a fearsome 1665cc 170bhp Brighton Speed Trials record holder – and Roy Robertson’s 166mph (on petrol) lightweight Egli.

Joining the Vincent party was Brian Gains’ 1962 BSA A10 with a 1952 Black Shadow V-twin engine taken out to 1110cc. The motor was prepared with twin plug heads and Mikuni carburettors by Vincent speed specialist, the late John Renwick. “It really goes,” said Vincent Sussex Section member Brian. “It’s terrifying – a real beast.

It likes to be given its head but I haven’t dared open it up fully.” This may be the only BSA-Vincent extant.

Standmaster Gypsy John himself displayed a glittering 1939 500 Series A Comet and a 1955 Norton Wideline framed V-twin Vin-Nor café race special with Quaife fourspeed box.

The oldest machine that came chuffing into the show hall was a magnificent 1904 Humber tandem forecar in Colin Chambers’ family for 71 years. The Chambers family purchased it from the family of war poet Siegfried Sassoon in 1952 and paid £40. The newest exhibit was a 2015 Hinckley Triumph Bonneville with perhaps not quite such an illustrious history – yet!

Is this the only BSA-Vincent in existence? 1962 A10 motored by an 1110cc Black Shadow high performance Renwick-prepared engine.

Terry Williams with Barry Sheene’s 1973 Seeley Suzuki TR500 on which 1976 and 1977 500 world champion Sheene won the Shellsport 500 championship and numerous other awards. The raucous stroker was one of the fire-up stars.

Smoking!

Steve Chapman with his father Brian’s Vincent drag bikes – Super Mouse (foreground) and single cylinder giant-slaying Mighty Mouse. Best SS1/4 times were 8.25s/169mph and 8.81s/157mph respectively. Grey Flash replica in the background.

Vincent stand organiser and Vincent workshop specialist Gypsy John Newson of Oxney Motorcycles shows off his sensational 1939 Series A 500 Comet replica and recently completed Oxney Vin-Nor special (1955 Wideline/1000cc new Wyatt crankcases).

January 2024

EVENT 21

Paul Adams in the fire-up paddock with his 500 Vincent Comet sprinter made up from donated parts in the 1980s by VOC North Kent Section.

Toting the camera on the left is Alex Rollings of the YouTube Classic Motorcycle Channel.

Two 500cc Suzuki two-stroke twins were displayed, both winning awards – a second place rosette for Chris Williams’ all yellow race style 1972 example on the five-bike Vintage Japanese MC stand, and a competition class win for Terry Williams (no relation) and his 1973 ex-Barry Sheene Suzuki GB racer.

In 1973 the Seeley-framed TR500 put Sheene on the podium in first or second place 14 times and it was instrumental in securing the 1973 MCN Man of the Year award for Sheene. Engineer-designer owner Terry is researching a technical guidebook to Seeley-framed motorcycles, having spent much time interviewing Colin Seeley who died in 2000.

Star exhibits Mighty Mouse (500cc) and Super Mouse (1000cc V-twin) were displayed by Brian Chapman’s son Steve, Brian being at home to look after his wife Renee. As a boy Steve and his younger brother Graham accompanied Brian to drag race events, travelling in his dad’s Vincent sidecar with his mum on the pillion, and Mighty Mouse behind them on a trailer made from a bedstead. Carpenter Brian was on a shoestring budget but Mighty

Mouse astounded the drag race scene by being the first 500 into the nine-second bracket (1974) and then into the eights (1977) over the standing-start quarter-mile. And when Super Mouse was unleashed in 1981 it recorded a stupendous 8.25-second quarter with a terminal speed of 169mph.

Talking about those days Steve said: “It chokes me up just thinking about the day Dad got Mighty Mouse into the eights. It was a gradual process building up the performance. When he finally did it, it was unbelievable at the time.

The drag racers of the day were all pioneers. There were no computers.

It was a brilliant era.”

All the Vincents on display had a story to tell and were magnets for show-goers, including 66-year-old Peter Walker from Eastbourne who took up classic road racing just two years ago on Honda twins and a BSA Bantam. Can you beat that!

Well… try this. His older brother Kevin decided to get into bikes aged 67. He took his test nine times, passing at the age of 69 and then buying a Triumph XC to tour the UK and Europe. Like the Vincents, the Walker brothers are ageing with style.

SHOW WINNERS

Pre-50: 1937 350 BSA Empire Star (Simon Warren) 1950-59: 1958 650 Triumph Thunderbird (Pat Murray) 1960-69: 1966 250 Ducati Scrambler (C Tanner) 1970-on: 1977 750 Triumph Trident T160 (CK Middleton) Competition/special: 1973 500 Seeley Suzuki TR ex-Sheene (Terry Williams) 250 and over: 1947 998 Vincent Rapide (Eddie Wallbank) Under 250: 1967 175 BSA Bantam D10 Bushman (Raymond Leggett) British: 1965 750 Norton Atlas (Ken Rawlinson) Overseas: 1977 981 Laverda 3CL (Martyn Carter) Vincent: 1952 500 Comet (Martyn Carter) Club stand: Francis-Barnett

The 1964 250 Francis-Barnett Cruiser 89 of Simon Freeman fronts up Best Club Stand winners. Club president Simon travelled from King’s Lynn, Norfolk, and his Cruiser was 1960s runner-up award winner. A good day for Fanny-B fans.

Overseas class-winning 1977 Laverda 3CL 981cc triple with owner Martyn Carter discussing its Latin temperament with a fellow enthusiast.

Best British winner Ken Rawlinson and his 1965 750 Norton Atlas. Ken revealed that he has recently bought the late Paul Smart’s Norton Dominator 600SS.

Mark Vane and pillion Ann Guy on a 1948 Vincent Black Shadow covered 82 miles from north Kent to display. Mark’s dad Ron was a 1960s drag race record holder while Ann’s late husband Chas Guy ran leading Vincent dealership Conway Motors when it was based in Whitstable.

Peter Jackson and his 1928 AJS 350 K6 Big Port on the AJS-Matchless stand. Earlier this year Peter, 84, attended a Big Port rally in Holland to celebrate the model’s 100th year. His machine is one of the most original examples.

22 READERS' TALES

January 2024

✪ This month's Key Collection prize winner ✪ ✪ Readers' Tales

My biking recession: Part 2

And then there was Jacqueline….

When we left John Edwards a few issues ago, it seemed as if his motorcycling life was over. But that would all change when he met one very special lady…

My 1967 Honda CB440 ‘Black Bomber’ outside my home. I found the handling a little scary but that was probably just down to my loss of confidence.

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I

n Part 1 of this tale (in OBM459), having averred that I seemed to be turning my back on bikes by 1972, I then mentioned a brief flirtation with a Honda and two BMWs. The Honda was their rather tasty ‘Black Bomber’ CB440 twin. I had read about these bikes with interest and then first seen them at the TT in 1967, mostly ridden two-up by German couples attired in expensive-looking leathers. I had been impressed by both.

This was Honda’s first road bike to use a twin cylinder DOHC engine, their first to use torsion bars to control the valves instead of conventional coil springs, and their largest road bike at the time.

It was perhaps not too surprising then that I was more than just interested when I came across a second-hand model in the May of 1972. This bike had come in that very day as a part exchange at local dealers Gray & Rowsell in Shoreham. The salesman, who I knew well, offered it to me on the spot, ‘sold as seen’ for the £100 it owed them. Like so many in the past, this was another of my impulse decisions, a bargain not to be missed. Was my biking life thus saved?

Not yet. Having ridden the bike for a while, I found the performance impressive but the handling to be a mite scary at speed. Was I just out of practice or did this signal the beginning of the end?

As I was still a member of the Brighton & District MCC (in fact, having remained their membership secretary) I had the opportunity to ride the Honda to a BMW test day organised by the club at Henfield in Sussex and see how I felt riding other bikes too. On what turned out to be a pleasant, sunny summer Sunday, I met up with my friends there to ride the latest R50/5 500cc and R75/5 750cc BMWs. In the course of that day, I not only enjoyed riding both BMWs round the designated course, but I also took the Honda around the same route and also a Yamaha

RRP £74.99

XS650 which, as it happened, belonged to the same very likeable guy from whom I’d bought the ‘Cinderella’ Norton 99 a few years earlier.

All this riding didn’t prove conclusive since the BMWs are in any case very different bikes what with the torque reaction of the horizontally opposed engines and, to my mind, being long distance touring machines.

At that time, the XS650 Yamaha twins were being mooted as Japan’s answer to the Triumph Bonneville. I must confess I found the one I rode to be very nice and a much more pleasant bike than any Bonneville I ever straddled. Having said that, I’ve never really enjoyed riding Triumph’s Bonneville, their engines always seemed to vibrate too much for my taste. Nevertheless, I must agree that they are up there as one of the best-looking bikes ever.

As for the Honda, with hindsight I now realise I should have ridden it more often and restored my confidence before stupidly deciding that, at the age of 32, I no longer had the nerve for fast motorcycles. Instead, I sold it after only a couple of months.

I then had only two bikes, the CSR Matchless and the 175cc Ducati Silverstone, both broken, in my lock-up. Fortunately, I continued to remain an active member of the Brighton & District MCC and, within a few months, this saved me from becoming an ex-biker.

A fateful meeting

In August 1972, fellow club members, Dennis Harman (sales manager at Beamish Motorcycles) and his delightful wife, Iris, invited Chris Peet and me to join them on a visit to a club scramble near Petworth. Also spectating at this event was Julie, a young lady member of the club, with her Suzuki TS125.

Julie was accompanied by another girl who’d been given a ride to the event by their mutual friend Tony on the pillion of his Triumph Daytona.

Me on a BMW R50/5 at a test day at Henfield. [The Beemer is still on the DVLA’s database but appears to have been off the road for many years. Does anyone know where it is? Ed.]

January 2024

READERS' TALES 23

Here I am riding the BMW R75/5 at the same test day.

Although my enduring love of motorcycles still inclined me to gravitate towards any girl who owned one, Julie was a lot younger than I was and anyway – with all due apologies to Julie – her friend, although she didn’t seem to own a bike, was far more eye-catching. This girl had long wonderfully silky dark hair and the most beautiful dark brown eyes behind black rimmed glasses which to me, because I love girls in glasses, made her even more attractive. In a nutshell, she bore more than a passing resemblance to the beautiful Nana Mouskouri, the lady I’d had a crush on forever.

If you remember from Part 1, Miss Mouskouri was the singer who I was dashing home to watch on TV one evening when I very nearly crashed an ice cream van on the way.

It turned out that Julie’s friend’s name was Jackie and since she was at a scramble, she wasn’t dressed to impress, unlike the on-stage persona of Nana Mouskouri. But to me she was equally beautiful. I think at that moment I was too tongue-tied before this beauty and she was perhaps a bit shy, so, although we chatted a bit, we didn’t do so for long. The meeting passed but the memory endured.

It was not until the following Wednesday’s club night that Dennis had my ear and said: “I saw the way you were staring at Julie’s friend on Sunday. She’s been invited with Tony to Scott’s 18th birthday party this coming Friday and a little bird has told me that if you turn up too, you could get lucky.”

I was probably 10 or 12 years older than anyone else who might be going to the party.

This was a scary thought for a 30-something bachelor, but I had to go. Once there, I plucked up the necessary courage, used what charm I could muster and got to know Tony’s friend Jackie somewhat better. However, surrounded by all these youngsters, I didn’t have the confidence to risk causing a fuss at the party by trying to steal her from Tony. In the event, I gave another girl a lift home that night in my Mini and, ironically, Jackie didn’t leave with Tony on his Daytona but went off with another chap on the back of a GS500 Suzuki. Big chance blown on my part or what?

Not quite. Happily, on the following Wednesday, Julie and Jackie were both at the bike club again. This time, back on home ground and in the absence of Tony, things went much better and it was I who took Jackie home….

And then I kissed her… Wow!

“Miss Nana Mouskouri, please take a back seat...”

I never guessed on that enthralling evening that this attractive girl would be the one to

On my 1967 Honda.

My fellow club member Dennis Harman and his wife Iris aboard a BMW R75. It was Dennis who invited me to the scramble where I first met Jackie.

revive my enthusiasm for riding bikes. But that was later. Until then, for many delightful months the romance trumped everything else and bikes weren’t very important.

Nevertheless, because I’d first noticed Jackie at a motorbike scramble and she seemed happy to ride pillion on motorbikes, it wasn’t long before my latent enthusiasm for actually riding motorcycles myself began to resurface.

When we went to the next club scramble, it was a bonus to discover that Jackie was, like me, also keen on photography. She asked if she could use my camera to try her hand at what I was doing, photographing the riders as they sped past. No worries, she wasn’t likely to drop it or anything.

“Just a couple of tips,” I said. “Pick them up early, pan with them and be sure not to stop panning as you click the shutter.”

We shared the camera for a while and when we developed the film a few days later in the tiny built-in darkroom in her bedroom, I was surprised to see that all the pictures were spot-on. It was impossible to tell which of us had taken each shot. This was impressive as it was Jackie’s first attempt at action photography and I had expected at least a few failed results on her part.

As our relationship blossomed, I very soon discovered that Jackie was remarkably good at lots of things, not only those that women naturally do well such as dressmaking, for instance, but so much more. As time went on, she was always happy to join me in the garage, wielding spanners like a pro on the little Ducati/ Tricati project. I also found she could be a bit bossy, which did inevitably cause a

problem – they say that the course of true love never runs smoothly and it’s true.

I nearly lose the girl

We had a spat one time which resulted in my biker friend, Ron Burgoyne, taking Jackie out for an evening. They went to his gun club, presumably so that he could show off his prowess and impress her. Unwisely perhaps, Ron let Jackie have a go with his Colt 45 revolver. I had also used this intimidating cowboy six-shooter and they have a real kick to them. Despite this, and with no previous experience with any kind of gun, Jackie managed to score better than he had done.

How embarrassing. Later, when she told me about this, she revealed that she had of course, held the gun with both hands, visualised me as the target and sure didn’t intend to miss!

24 READERS' TALES Needless to say, Ron never mentioned this.

Oh, and he didn’t score with Jackie, either.

Being the innate gentleman that he was, Ron would never dream of stealing his best mate’s girl. Anyway, as he had suspected, we were soon quickly back together. Following this hiccup, I knew for sure I didn’t want to lose this delightful and astonishingly capable woman. Golly gosh, I could so easily have lost her. There was no escape for me now, I was truly in love.

So, the time had come for me to settle down and get a proper job. Once again, fortune was on my side. It turned out that one of the sales engineers at my old company lived only a few doors away from Jackie’s bedsit in the suburbs of Brighton. On one of the occasions when I saw him, this guy called out: “When are you coming back John, they’d welcome you with open arms…”

It was perfect timing. I rather reluctantly left the photo shop at the end of that year and started 1973 back in my old job as a crane engineer. Within a week, I’d slotted back in like I’d never left. I’d enjoyed my long sabbatical and my mindset was now completely different.

An important part of returning to ‘proper’ work was to go back to commuting by motorbike instead of by car. The ride is always something to look forward to in the mornings and, after a hard day at work, there is nothing like a blast on a motorbike to clear your mind and relax your brain. (Some readers may recall in one of my previous readers’ tales, that I once told a work colleague that if I couldn’t ride my motorcycle to work, I wouldn’t be there). So, this time round, I knew the job wouldn’t get me down.

January 2024

Lady in red: Jackie in a gown she made herself, indeed a lady of many talents.

Jackie was keen on my plan and we agreed that we both needed me to get a bike to commute on and, more importantly, it had to be one on which we could go motorcycling together. However, finances determined that it wasn’t until the end of that spring that I went up to Comerfords in Thames Ditton looking to buy a bike. Their sales manager, Bert Thorn, had two very low mileage second-hand T350 Suzuki two-stroke twins for sale. One was in lime green and the other was in red. I’ve always loved twin two-strokes and red is my favourite colour, so that was the one I bought.

When my mate Ron saw the Suzuki and learned of the other one, he went straight up to Comerfords and bought it. Sadly, for him (who I discovered much, much later, had remained forever in love with her), although there had been two Suzukis, there was only the one Jacqueline – and thanks to Ron’s decent nature, she was to be forever mine.

Jackie on the 1972 Suzuki T350 – you can see why I fell in love with her!

liked being a passenger in a car as she always felt trapped and nervous. On the other hand, on the back of a bike, riding close with her rider, she felt perfectly secure, enjoyed the speed and found it all very exciting. She never minded whether the weather was fine or wet; in fact, we once specially got dressed up in our wet gear one memorable rainy evening and had a great time chasing the downpours in a summer storm. Later, towards the end of that year, we were to be found skating around in the cold, icy suburbs

of Brighton collecting donations for the local Evening Argus newspaper’s Christmas Appeal. It was really cold but, true to form, there were no complaints. Jackie accepted the whole evening as a satisfying and enjoyable challenge.

There it is then; thanks to my special girl, Jacqueline, instead of my life of riding bikes finishing in the early 1970s, it was set fair to continue for many more years, with longer and even more enjoyable commutes, lots of different bikes and loads more fun.

Jackie restores my love of riding

Jackie and the Suzuki at a Christmas Appeal Evening in Brighton.

Jackie in her Lewis Leathers suit on the T350.

So, this fabulous lady and I spent the summer of ’73 riding together on the delightful 315cc Suzuki and I found her to be the best pillion passenger I’d ever carried – total togetherness, just perfect. Interestingly, she later confessed that from childhood she had never really

I will let you into a secret, the black ‘T-shirt’ that Jackie is ‘wearing’ in this picture was a later Photoshop addition! You can see why I wasn’t going to let this lovely lady go!

26 EVENT

January 2024

IT’S A FAIR KOP!

Dave Dixon could just have taken some photos and reported on the renowned Kop Hill Climb for OBM, but where would be the fun in that? Instead, our intrepid correspondent decided to have a go…

S

ituated in the Chiltern Hills about eight miles from bustling High Wycombe, the pretty market town of Princes Risborough nestles in the leafy Buckinghamshire countryside and had been for centuries a peaceful place.

But, beginning in 1910, the bucolic atmosphere began to be disturbed by motorcycle speed trials held on the nearby Kop Hill Road. Cars began to participate a year later. Perhaps residents were not altogether disappointed when it all came to an end in 1925. Despite being warned, a spectator too close to the road suffered a broken leg when struck by a competing vehicle.

RAC stewards halted the event and that was the end of racing for more than 80 years. The ‘Kop’ was, incidentally, the last competitive motor race to be held on a public road in England.

To bring this into a motorcycling

context, Freddie Dixon participated on that final day, achieving a speed of 81mph on his specially tuned 736cc Douglas. This established a record which as far as officialdom is concerned has never been broken.

More than eight decades of peace and quiet reigned until chairman of the Risborough Area Residents’ Association, Tony Davies, began casting around for an opportunity to promote his town. Tony was the founder member of the Risborough Community Action Group and clearly well versed in the history of the area. His research in 2008 led to creation of the Kop Hill Climb Committee which was committed to the reintroduction of the defunct Kop event. The group was successful in its determination and in gaining the necessary sponsorship to enable the return of the hill climb in 2009.

During a gap of so many years times had moved on, bringing with them some very different

constraints – particularly in the field of health and safety. This is really noticeable if one compares (for example) old motor racing photographs with those of the new millennium. The Kop today is a meticulously organised two-day event which is very ably supported by an army of volunteers who do all they can to ensure the safety of all concerned.

The hill climb itself is professionally regulated by an ample number of orange-uniformed members of the British Motorsports Marshals Club. A mandatory driver briefing was very crisply delivered each day by Marion Quarrington who kept to her script but still managed to inject some humour into the lecture. We all did our best to nod sagely at the right moment, especially when reminded that this is a charity commemoration, NOT a speed trial. No timing of runs would be carried out and we were made Tracie Shippey with her 1929 Scott TT replica.

aware that the police who would be around probably knew that the standard 60mph speed limit was still in place for the Kop Hill Road.

There were a few glum faces at this point and it just might have seemed a bit later that a few participants had been suffering from loss of memory or hearing – or both.

After the briefing we returned to headquarters, in our case this was a windswept green gazebo under which cowered our three motorcycles. The weather on that first day was quite humid but dry. Indeed, it was fair for the first day but on Sunday we found that it was not to be a fair Kop. More about that later...

From an Austin to a Merlin

The field by this time had become pretty crowded. Almost 200 bikes of all types had arrived, plus a similar number of cars ranging from Brough Superiors through Rolls-Royces and

Kop royalty with, at the front, a Brough Superior MAG-engine Straight Four, the second attempt by Brough to build a four-cylinder motorcycle.

Bentleys to the more humble Austin (for example). A couple of huge LaFrance machines from the early 1920s were spotted, too. Just around the corner hiding behind a hedge was also a clutch of showmen’s steam engines. An unusual exhibit was a restored and running Merlin aircraft engine which had originally been installed in an Avro Lincoln bomber. Overall, this could genuinely be called an eclectic mix.

The first motorcycle organiser was Bob Woodman, who played a major part in moulding the event into what it is today. The entire show has grown considerably since 2009 and this year was set to pass the £1 million mark for donations to charities.

Bob recently handed the baton to our Hedgehog friend Andy Clarke who has worked very hard for many months to make sure the event was a success.

This restored and running 27-litre Rolls-Royce Merlin engine was originally installed in an Avro Lincoln bomber.

January 2024

EVENT 27

We were also treated to a flypast by a Lancaster bomber.

Parked next to us was a genuine ex-Ray Petty Manx Norton (number 3) which was proving troublesome.

One of the nice things about meetings such as the Kop – and probably in most areas of motor sport – is the way people are always ready to help out. In this case, our gazebo-owning friend Andy was able to lay hands on suitable replacement sparking plugs. Andy’s plugs helped initially but the next day the bike proved to be difficult (for which read ‘impossible’) to start, which was a real disappointment –

not just for the owner of three days, but for those who had hoped to hear it run in the ‘race paddock’ which Andy had arranged in the corner of the rally field.

The race paddock was Andy’s new idea for the Kop this year.

With railings and straw bales, a number of machines with race pedigree had been arranged. So many of our old machines have an interesting story, particularly so for well-known racing ironware (which mine isn’t, but it was there anyway). Having been interviewed

about our machines we each proceeded to where we would take turns in starting our engines.

Several used the starter roller which had been provided. But there was a hero. There’s always one, isn’t there? In this case it was a very competent-looking Dutch guy with a 350cc BSA Gold Star.

This machine had achieved 13th place when competing in the Isle of Man TT in 1952. His sturdy leap on the kick-start produced life at the first attempt. We were all suitably impressed.

The former Ray Petty Manx Norton being fettled.

Yours truly and the Gold Star in the paddock.

The holding bay of the race paddock.

Another Manx Norton in the paddock, this time a ’52.

28 EVENT Another significant bike in the paddock was a 1928 494cc Sports Model Douglas SW5. This would be very similar to the machine on which Freddie Dixon (no relative of your humble scribe) made his record run all those years ago.

Among all these celebrity machines was something which seemed suspiciously modern – a 1979 900cc Benelli. The bike had been ridden by Joey Dunlop in the 1981 Isle of Man TT, but, due to a late change of machine, Joey’s ride was deemed “unofficial”. Sadly, it didn’t end well when the machine was forced to retire due to a failing oil supply.

Kick, kick… press!

After owning my DBD34 Goldie for five years I had discovered about a fortnight before how to start it first kick. On this occasion I thought it would amuse the watchers if I cheated. So, after the usual priming, setting of advance/retard, choke and a few sucking in kicks, I simply pressed the red button and grinned foolishly at the crowd as the electric starter whizzed the thing into ear-threatening life. This, you understand, was totally nothing to do with being a bit of a coward. The engine was already warm so a short burst of 5000 revs was achieved.

The exhaust blew quite an amount of straw bale into the air but most of the spectators were still there when the dust settled.

I spoke briefly with Allen Millyard who was at the show on the first day with his three-cylinder ‘Flying Millyard’. This same machine had been at the Goodwood Festival of Speed the previous weekend and is probably Allen’s best-known

January 2024 bike. Apart from being such a wonderful piece of engineering from a pleasant and unassuming man, it is quite refreshing to see a wondrous creation which is not just completely practical but one which is so often displayed at widely varying events such as Goodwood and the Kop. The YouTube Classic Motorcycle Channel includes a great sequence of Allen attacking the hill climb on the Merkel. It is worth watching for the engine sound alone. As the machine roars sedately into the distance a most unusual exhaust beat can be heard – completely unlike any production triple you might care to name.

Vehicles which had been accepted for the Kop Hill Climb could be simply displayed on the field or those who were more adventurous could pay a little more to gain entitlement to two runs up the hill on each of the two days.

How I got to run the hill – to my surprise

The road to hell being paved with good intentions, I had offered my steed to Andy because he was short of suitable machines for the race paddock. Little did I expect him to arrange a full pass so that I could run the bike up the hill. As a rider who had commuted and toured for more than six decades the idea of anything even remotely competitive filled me with severe dread. You might imagine the thoughts of high speed mayhem which came to mind over the following weeks?

So, it seemed a good idea to have a trial run to become familiar with Kop Hill Road before the actual day. The trusty Bonneville – a 1959

An impromptu stop at the Hampden Arms to rest John’s Royal Enfield while I set off to scout Kop Hill Road on my Bonneville on a reconnoitre before the event.

model – was wheeled out and accompanied by son John and with Hedgehog Penny as pillion we set off for the location.

A mile or so short of the destination John’s ’61 250cc Crusader Sports overheated, requiring an emergency stop at one of our familiar places of safety (the Hampden Arms in Great Hampden) and thus this senior citizen was despatched to try out the hill all on his own.

Four trial runs were made.

Although noise was kept down as much as possible, progress was satisfactory. The track has a single blind summit a short distance from the start line. The road continues straight so full throttle can be held until approaching a moderate right-hand bend. The gradient varies between 1 in 6 and 1 in 4, being steepest near the top. When travelling in anger, it has to be said that the actual steepness is

Allen Millyard about to set off on the remarkable Flying Millyard.

The Goldie purring away at 5000rpm.

After Andy returned without the BSA’s oil cap, my son John and Penny went off to find it. Amazingly, Penny spotted it and retrieved it! That’s me pointing for extra emphasis and for the benefit of anyone who doesn’t know what an oil cap looks like…

something one doesn’t even notice.

Well, I didn’t anyway. Blame my optician. Approaching the top on the final run I was feeling quite reassured and carried on gently to meet the others in the Hampden refuge.

It is strange that on the day of the actual hill climb runs, a sense of nervousness returned. This was despite various fellow Hedgehogs saying that the whole event was intended to be “fun”, not a trial…

The paddock in sunshine – yes, the sun did shine!

Andy going for it on the Goldie. I wasn’t jealous at all.

January 2024

EVENT 29

The Gold Star again but this time with Andy on board.

Pushed to the start line

My particular Gold Star is geared for circuits such as the Isle of Man and retains the original close ratio RRT2 gearbox. It wasn’t worth changing gearing for the event so much clutch slip and a slow takeoff were anticipated. Because the bike is fitted with a racing clutch which will only tolerate slipping for a very short while before overheating, the DBD34 was pushed to the start line holding area. The watching crowds probably wondered who it was pushing an apparently non-starting motorcycle?

Among the waiting riders ahead was Tracie Shippey with her Scott.

Daughter of racer Colin Heath, Tracie seemed appropriately relaxed. We later noticed that the nice photograph we took of her at the start line had been bombed by a maniacally grinning rider behind her.

Within a few minutes it was the turn of the Goldie and its geriatric pilot to make the run. The first

I’ll be back!

disappointment was not being fierce enough with the revs on getaway. Releasing the clutch fully at about 40mph resulted in a sluggish acceleration followed by more clutch slipping and throttle opening. The revs came up on approach to the first hill.

Still in first gear but at about 5000 revs, the machine was starting to fly, travelling fairly close to the advised speed limit. One couldn’t possibly say which side of 60mph this might have been.

During briefing we had been warned that anybody riding beyond their capability would receive a very unwanted visit from the clerk of the course. In my case this was clearly going to be a very unlikely event. Still cursing at the mistimed getaway, I even had time to wave at a couple of marshals as I trundled by. All too soon the chequered flag came into view which, for a few seconds, made me feel like a proper hero.

Andy had taken his beautiful 650cc Triton to the event but

Our Penny doing a bit of a glamorous pose – either that or she was really bored by now and wanted a nap…

had long wanted to ride a Goldie so I lent mine to him for run two – and for the first run the next day. Generous, but maybe not altogether the right decision.

The first bit of chagrin was when Andy managed to ride the bike through the field to our HQ after his run. No pushing!

There he informed us that he had travelled about a third faster than your grey-haired amateur and correspondent. Well, he does have racing experience, but there’s only so much a chap can take. Having completed our runs for the day I sulkily took a proffered pint of Landlord and began to cheer up considerably a few minutes later.

Oil is not well…

On day two Andy took the first run on the Goldie (my choice) and made a rubbish start, so that cheered me up a bit. But then he pursued his normal meteoric path and arrived back, all smiles and without the oil tank filler cap. The oil level was still well up

My son John with the Ariel VG and very smartly dressed for the occasion.

but it is amazing how far a little spilled oil can go. Not only was it all over the bike from the gearbox back, but totally soaking the leg of Andy’s racing leathers. It didn’t really matter too much but clearly nothing – not even Andy’s right leg – will go rusty for a while.

Our chief organiser John had been observing all these shenanigans before silently mounting the Ariel VG and chugging off with Penny on the pillion. Nobody took much notice, assuming he was off for another run up the hill climb course.

Which, in fact, he was.

You may be surprised that on his return we found that he had been on a mission of great importance – looking for the departed oil filler cap. And he found it too! Or more accurately, it was spotted by young Penny. Seated in the vantage point of the pillion, she had spotted the missing cap at the roadside.

Well, that was a miracle and it probably saved twenty quid or so for a replacement.

From there the day went a bit downhill. Just as we began to think that the forecast of heavy rain was unduly pessimistic, down it came.

The Kop was indeed not fair! We huddled on the bikes beneath the gazebo, watching glumly as many people began to go home. We ate damp chicken kebab sandwiches.

Soon it seemed that only 25% of us were left.

And then the rain eased off although the sun didn’t come out. But, still, we slowly became less soggy and our more intrepid members (John and Andy) made a final run up the hill.

Your scribe? Well, no. Does a wiser head prevail? I had decided that the damp track would be greasy and it wouldn’t be polite to fall off in front of the few remaining spectators.

After all, to still be able to ride after 62 years in the saddle is quite special. One doesn’t want all that to end just yet.

I’ll try harder next year – and that’s a promise!

Kelvin Yrjö ‘Vesty’ Tatum Vesterinen SPEEDWAY AND GRASSTRACK MAESTRO

A TRIALS ICON

FEBRUARY 10-11, 2024 TELFORD INTERNATIONAL CENTRE

N G I L A S R A T S THE OFF-ROAD Highlight of the off-road calendar returns… with three special guests

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nyone with an interest in the offroad world can’t fail to be excited about this year’s Classic Dirt Bike Show.

Once again sponsored by our friends at Hagon Shocks, the two-day event features not one but THREE very special guests – multiple world champions Kelvin Tatum, Neil Hudson and

Yrjo ‘Vesty’ Vesterinen.

You can read more about the star trio if you turn over to our next page.

But there’s far more to the event even than just these

fabulous off-road stars.

Hundreds of off-road beauties will be on display to fill you with delight and awe. There’ll be the biggest collection of off-road trade and autojumble stands in the UK as well as the biggest and best clubs from up and down the land.

And there’s something even better… with a few weeks still to go to the event, you can save a whopping £4 off the gate price when you purchase your ticket online today.

All you need to do is head to www.classicdirtbikeshow.co.uk and click on the ticket tab.

See you there!

Doors open at 9am for the Autojumble & 10am for the halls

Neil Hudson

GET YOUR TICKETS .

ONLINE AND SAVE £4 E, LIN ON IT’S £16 £20 ON THE GATE. UNDER 16s GO FREE WITH A PAYING ADULT

SHOOTING STAR OF MOTOCROSS

32 DIRT BIKE SHOW FEBRUARY 10 – 11, 2024.

The kings of dirt…

Welcome to our off-road legends: ‘Vesty’, Kelvin and Neil

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t’s legends time at this year’s show, which is once again sponsored by Hagon Shocks.

The event promises to be a thrilling celebration of off-road motorcycling with iconic riders Yrjö ‘Vesty’ Vesterinen, Kelvin Tatum and Neil Hudson as special guests.

Classic Dirt Bike editor Tim Britton will also be there, with copies of CDB Issue 70 (Spring 2024) and subscriptions on sale.

Yrjö Vesterinen, affectionately known as ‘Vesty’, is a three-time world trials champion.

Born in Finland, he gained global acclaim for his extraordinary accomplishments in trials riding. His exceptional skills, unwavering determination and profound love for the sport have made him an inspiration to riders and enthusiasts worldwide.

His period of dominance was the 1970s, where, from 1976-78, he was the

Kelvin Tatum: Speedway and grasstrack maestro

Neil Hudson: Shooting star of motocross

One man very familiar with having a microphone to hand, and joining Vesty on the stage as star guest, will be Kelvin Tatum, a serial winner on the shale and grass.

Hailing from Surrey, Kelvin boasts a remarkable racing career that saw him representing speedway teams ranging from Poole to Peterborough and even racing in Poland. A multiple British Speedway

The only Brit ever to win the motocross 250cc world title, Neil Hudson had a relatively brief career, but one which brought massive success.

A star in the late 1970s and early 80s, Pensfordborn Neil only entered seven world championship campaigns, and at a time when only the top 10 riders scored championship points, the Somerset man was a regular on the

Yrjö ‘Vesty’ Vesterinen: A trials icon

Championship title holder and three-time crowned world longtrack champion, his contributions to the world of dirt bike racing are celebrated by fans and fellow racers alike.

But those contributions didn’t end when he hung up his leathers.

Following his racing achievements, the Epsomborn racer has seamlessly transitioned into becoming an accomplished

TV presenter and commentator. His engaging personality and deep passion for the sport make him a perfect addition to the Classic Dirt Bike Show.

Throughout the weekend, Kelvin will be available on stage for live talks, where showgoers can hear first-hand anecdotes from his illustrious career and gain valuable insights into the world of professional racing.

undisputed world best, and for four other seasons he was in the top three.

Oh, and for good measure he was Finnish national trials champ every year from 1970 to 1980.

His presence as one of our guests of honour at the Classic Dirt Bike Show is a testament to his enduring impact on off-road motorcycling.

The event, dedicated to preserving the heritage of dirt biking, provides the ideal platform to honour Vesty’s legacy. Visitors can

scoreboard from the off.

His early career at world level was full of promise, and at the end of his debut season he had scored points in 14 heats and was selected for Great Britain.

In 1979 he was runnerup in the championship to the Swede Hakan Carlqvist, the following year was decimated by injury, but his high point came in 1981.

In that campaign the Yamaha-mounted rider

look forward to lively talks and engaging discussions with this trials legend, where he will share insights from his illustrious career and inspire a new generation of riders.

scooped the world crown.

However, within a couple of years he had stepped away, retiring from racing aged just 25.

Neil, renowned for his smooth riding style, will be appearing on stage with host John McCrink on the Sunday of the event at 12.30pm for a live chat.

Showgoers will be able to hear stories from one of the sport’s great competitors.

Don’t miss the chance to be part of this unforgettable weekend at the Classic Dirt Bike Show 2024. Grab your tickets now for a front-row seat to this enjoyable event at www.classicdirtbikeshow.co.uk

GET YOUR TICKETS AT WWW.CLASSICDIRTBIKESHOW.CO.UK 33

Aces of clubs

The heartbeat of the off-road world

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THE GALLOWAY MOTORCYCLE CLUB

f ever an area of motorcycling was built from the grass roots upwards, the off-road community is it. And this year’s Classic Dirt Bike Show features everything that is best about the dynamic world of offroad motorcycling as it opens its doors to the best off-road clubs in the United Kingdom.

Wander through the buzzing club areas and you will see members showcasing their machines and exchanging tips on the art of mastering a variety of off-road challenges.

From vintage motocross enthusiasts, trials riders and their tribulations to modern enduro teams, each club brings its own distinct flair to the event.

Here’s a few clubs we think you have to see during your trip to Telford:

NATIONAL TWINSHOCK

These guys will be gracing the show with their presence and showcasing some of the finest examples of twinshock bikes. You can catch them at stand A22.

The club booth will also feature all the upcoming dates for the twinshock championship rounds,

along with entry forms if you want to get involved.

Fancy giving Geoff Shuttleworth’s new book a gander? You can pick that up at the stand, along with obtaining your annual IOPD competition licence. Oh, and there will also be a free 2024 calendar available to showgoers, but it’s only for the first 100 visitors, so be quick!

BULTACO CLUB UK

The Bultaco Club was founded in 2018 and launched at The London Off-Road & Racing Show at Kempton Park. Primarily dedicated as an owners’ club, the club’s aim became to support the preservation and restoration of all types of Bultaco machines.

With an ever-growing membership, the club hosts a Bultaco weekend where bikes can be ridden in a fun atmosphere.

If you want to know more about the club, head on over to www.bultacoclub.co.uk where all manner of useful information can be found.

Make sure you visit stand B37 to marvel at the stunning machines on display. They might even let you join if you ask nicely!

OWD CODGERS CLUB

We’ve heard that as you get older, you tend to get ‘mardy’ and moany, and if the Owd Codgers have anything to say about that, it’s true!

But what they may lack in

The Galloway Motorcycle and Light Car Club was formed in the 1930s and grew to become one of the largest clubs in Scotland, inspiring many talented riders and champions.

In the 1960s the scramble track at Airds, Crossmichael, became its home, attracting riders and spectators from north and south of the border with its exciting races and challenging terrain.

You can catch this prolific club at Telford where you can pick the brains (not literally) of the knowledgeable club members.

You can even ask them questions about their brilliant Galloway OffRoad Motorcycle Festival.

Oh, and did you know that show commentator John McCrink is part of this esteemed organisation? tolerance, they make up for in their love for their trial bikes.

Make sure to visit stand A6, where members will regale you with old, old, old and very old tales from ‘back in the day’!

With a lifetime of stories and knowledge to pass on, they may be codgers, but boy, can they still ride their bikes.

This is just a taste of the clubs at this year’s show. But don’t stop here – there are so many more, all with real people such as you, and each with a motorcycle history and story.

Be sure to explore all the other displays at the show. A massive thank you to our clubs, the true beating heart of this pastime.

Trade central – it’s wall-to-wall spares, wares and expertise

There is no bigger gathering of vintage and classic off-road dealers, traders, jumblers and suppliers than at the Classic Dirt Bike Show at Telford.

This year’s event, sponsored

by Hagon Shocks, is the biggest incarnation yet of the show with many (off-road) household names. Here are just a few highlights of the businesses you may come across at Telford: Central Wheel/SMPro will be exhibiting a full range of stainless steel and galvanised

steel spoke kits, along with the company’s range of chrome, stainless and alloy replacement rims.

British and SSDT trials champ Steve Saunders will be taking his 2024 TRS trials bike range to the show – the brand originally co-founded by seven-time world champ Jordi Tarrés.

Beta Motorcycles will also be there, showing off its 2024 trials and enduro ranges from one of the biggest stands in the show.

Wulfsport, a staple of the off-

road scene since 1980, will be bringing a full range of clothing for you to try and then buy. From kids to big kids, there will be everything for the racer and trials rider, including the new 2024 Maico range.

The team from classic specialist InMotion will be showing off its wares and making sure you keep your old Bultaco going, plus they can help you with just about every other twinshock too.

Meanwhile, the folk from

Holab, specialists in MX plastic restoration, will be talking all things… well, erm… plastic!

They will be using their specialist techniques to show how they can help you bring your bike back to its former aesthetic glory.

Once your plastics are looking lush, why not have a chat with the guys at Evo M, the graphics specialists, who manufacture vintage motocross decal kits and seat covers from the 1970s through to 2000? Even if your bike isn’t listed, they’ll still

doubtlessly be able to help you.

There’s Phil Denton Engineering, too, a specialist in parts for all Japanese classic, twinshock and Evo MX machines. If these guys don’t have your part, it was probably never made in the first place.

Last but not least, a shout-out to DocWob, which will be bringing an incredible collection of classic and current motocross bikes from some very famous riders.

Set your faces to ‘stunned’ when you see this display.

34 DIRT BIKE SHOW FEBRUARY 10 – 11, 2024. & 10am for the halls Doors open at 9am for the Autojumble ONLINE, £20 ON THE GATE. £4. £16 GET YOUR TICKETS ONLINE AND SAVE LT UNDER 16S GO FREE WITH A PAYING ADU

OVER 12 THOUSA SQUARE ND OF OFF-RFEET OA RACING D HEAVEN

TIMETABLE SATURDAY

11am – Yrjo ‘Vesty’ Vesterinen and Kelvin Tatum, on stage with host John McCrink 12.30pm – Rockshock Classic Trials Championship presentation 1.30pm – Sammy Miller interviewed on stage with host John McCrink 2.30pm – Martin & Tony from Hagon chat with Kelvin Tatum 3.30pm – Yrjo ‘Vesty’ Vesterinen and Kelvin Tatum, on stage with host John McCrink

SUNDAY

11.30am – Yrjo ‘Vesty’ Vesterinen and Kelvin Tatum, on stage with host John McCrink 12.30pm – Special guest Neil Hudson on stage with host John McCrink 1.30pm – Yrjo ‘Vesty’ Vesterinen and Kelvin Tatum, on stage with host John McCrink 3.15pm – Awards presentation 4pm – Show closes

FOUR OF THE BEST… The long, dark winter is always a busy time for those who love restoring and fettling their bikes.

But now it’s time to down tools and show off your handiwork… or to admire the work of others… and there’s no better place for that than at the Classic Dirt Bike Show.

Here Tony from show sponsor Hagon Shocks picks out just four of his favourite bikes from the many private entries that will be on display all weekend. There will be so many more… which will you choose as your favourites?

Some would say the Honda RTL 250 was the first decent four-stroke trials bike the Japanese manufacturer made, and Tony King’s 1988 incarnation is a stunning example. A bike already featured in Classic Dirt Bike magazine (grab your copy today), this machine has been restored to the highest of standards and is still sporting its HRC exhaust. Could this be Best in Show?

1

Tony’s second selection is Trevor Petrie’s 1989 CCM 350.

It’s a proper stroker with a 350cc Rotax on a five-speed box. The Rotax engine was such a strong little motor and so versatile and it also translated well into the trials arena.

This bike has been lovingly restored to as near factory standard as possible.

2

Robert McLaurin will be taking his Triumph TR6 Trophy SR 650 (US spec) to the show. Built in 1965 and shipped to the US, it was sold by Johnson Motors and spent the next 53 years in sunny California.

It was brought back to the UK five years ago and converted into a ‘desert sled’-style racer, using some original and aftermarket period correct parts.

3

Some dirt bikes just ‘have it’, and the 1977 Suzuki PE250 featured here oozes charisma (the PE standing for Pure Enduro!)

Clive Riley is the owner of this beautiful, air-cooled machine, sporting a 250cc reedvalve motor, an engine which was built with sustained, high-speed riding in mind. One of the last of the twin shocks, just about every dirt bike rider has a soft spot for a PE.

4

36 READERS' TALES

January 2024

The St Gotthard Pass winds its way through the Alps…

The Pilgrimage Last month Dave Broadbent recounted how he set off to recreate a photograph taken of his uncle Don on top of the St Gotthard Pass.

Now he reaches the place – and finds his camera isn’t working…

At the top of the pass I found hotels, restaurants and souvenir stands – but no ice cream!

PART TWO

A

ll of the older passes in Switzerland are daunting because they are steep and narrow. It is ridiculously easy to drop a heavily laden bike on one of these hairpins so concentration is paramount. The modern roads are much wider and a lot of effort has gone into making them less steep, but this one was so old most of its surface was still cobbled, so I began my ascent with due care.

For the most part the climb was okay, if rather bumpy due to the cobbles, but a couple of the corners were tricky and one saw me a millisecond away from it all going wrong as the revs dropped away just a little too much for comfort. But the motor responded instantly and pulled me out of trouble, for which I am forever grateful, and I lived to get it wrong another day. Despite the squeaky moment, a couple of corners later, I made it to the top!

I parked the bike and strode around, taking in the scenery of the many bikes and a few hundred tourists wandering about eating burgers and schnitzels – but, alas, no ice cream! I searched for a while, but without success.

…and some of it is still cobbled!

There is a business opportunity at the top of the St Gotthard Pass waiting for an ice cream vendor who’s up for a challenge.

The other notable absentee from the summit was a message, left by my old pal Geoff who had happened to pass this way a few weeks earlier. Knowing of my impending trip, he had hidden a message of congratulation under a rock. The rock was part of a cairn of sorts, and he had videoed the whole thing. Sadly, when I got there it was apparent that the pile of stones was

not as it had been and there was no note to be found. Nevertheless, this delay was to prove central to the success of the whole endeavour.

A photographic conundrum

I finally gave up on the search for a rock and set off back down the pass. I quickly found the spot I had identified earlier as a good candidate. What hit me almost as quickly was how in the world I was going to enact a selfie in this place? A retaining wall of stone

January 2024

READERS' TALES 37

Mission accomplished (with a little help) as here I am, 70 years on, standing in my Uncle Don’s footprints.

had been erected opposite which made mounting the tripod of my selfie stick impossible. I had never thought about this when planning the task, having imagined a gentle slope with which to work. Now I was stuffed. I had considered the idea, put forward by the local tourist office, to arrange a professional photographer for the occasion. I was warming to the idea until I found out it would be about £500! So I had splashed out the £9.99 on the selfie stick instead.

Just then an old Volvo estate pulled into the same layby behind me. Seizing what could be a rare opportunity, I immediately walked up to the driver to ask whether he would like to take my photograph,

Heading back to France.

just like the old snap I was holding in my hand. The occupants were three young Dutch people, all of whom spoke perfect English.

Thom was a mechanic, travelling with his girlfriend Jony and his younger brother Bram on a tour of Europe and they were currently en route to Austria.

They were instantly gripped by the story of the picture and lost no time at all in adopting me as a bumbling old Englishman who needed assistance. Jony immediately decided I didn’t have quite the right place – and Bram obligingly jogged further down the pass to establish that, yes indeed, the view was better further down. With that, the three kids jumped back into their car, with

my photograph, and set off down the hill with two sets of eyes fully committed to matching the view with the photo while yours truly rode along behind with my own set of eyes similarly committed to staying on the narrow cobbled and very steep surface.

A happy Anglo-Dutch alliance!

They very quickly found the precise spot and, within moments, under intense Dutch stage direction, about 30 snaps were taken with their cameras (the battery in mine having just expired) which were then WhatsApped to me. Brilliant.

There was no way on Earth I could have achieved the result these three kids did without a full camera crew and closing the road. Did I mention occasional moments when other road users came down the pass having to negotiate photographers in the road? There should be medals.

We then enjoyed iced tea at the roadside in an impromptu picnic.

It was a wonderful moment which restored my faith in human nature as the four of us put the world to rights with no justification or cause other than strangers meeting on a road. Without question it was a memory to savour as they were directly responsible for the excellent result which guaranteed the success of this trip. As we finally parted, they said they would ride down the pass behind me and take some more photos for which I was grateful as such pictures are very rare. Once again they appeared in my WhatsApp account the following day. That night should have been a celebration but in Switzerland they often close everything on a Sunday. So it was a takeaway pizza and a bottle of Pepsi on a bench.

Monday was a slow start as I had no need to repeat the Gotthard trip and I also needed to go to the post office to buy an Autobahn Pass.

I’m not sure that’s what they call it, but it’s a sticker that goes on your windscreen and costs 40CHF (40 Swiss francs is around £36). The

But that photo wouldn’t have happened without these young Dutch people, so hats off to them!

fact you only need it for the next six hours is of no interest to the Swiss, who will simply reply that it is valid for 12 months. You don’t need one if you intend to avoid motorways, but if you are caught on a motorway without one, I am assured that the fines are “eye watering”. So I bought one, even though I hoped to be out of Switzerland by early afternoon.

Roadworks ahead – and ahead – and ahead

The ride didn’t start well as I don’t think I gave my GPS time to get her act together before setting off. I suddenly found myself leaving Airolo through some major roadworks in quite the wrong direction on a dual carriageway – and with seven miles until the next junction. Half an hour later I once again approached Airolo through another set of roadworks that were quickly becoming a feature of this trip.

My next error of judgment was not taking a course in the Swiss language before setting off. I rode past a large orange sign that contained the word Susstenpasse within its text. I was sure I was to see that later in the day and so carried on to the motorway. Several miles later I approached my exit which would take me west over the Susstenpasse – and discovered it was closed. So that’s what the sign had said!

As I zoomed past the non-exit, my miles to destination trip went from 150 miles to 183. I was now committed to travel about 15 miles north in order to pick up the A8, and then return all the way back down again, effectively two sides of a very long, thin triangle. As I toured along the A8 I was once again beset by roadworks. Most of them appeared to involve tunnels along the route, but it was not obvious what anybody was actually doing, unless they were redecorating the internal walls with new concrete effect wallpaper?

Whatever it was, it created challenge after challenge for which the GPS was unprepared. Several

diversions were simply best guesses at keeping going in roughly the right direction. Consequently, the final leg of my visit to Switzerland was rather blighted and seemed to take forever in queue after queue of traffic and in temperatures that were once again heading upwards as the A8 follows a valley, or series of valleys, which always guarantee highest temperatures.

Nothing to see here, officer…

One positive from this arduous trip was during a coffee stop. I had parked in a beautiful piece of shade – which was actually in a no parking area, directly against the glass wall of the services. I bought some water and an ice cream and prepared to play the innocent abroad to any jobsworth coming my way. The very chap turned up as I was halfway through my Magnum, wearing the orange jacket and riding the motorcycle of a Swiss motorway cop! He was actually leading some other miscreant into the services for presumably some previous infringement and proceeded to harangue this chap mercilessly while documents were examined. When I had been told the scope of Swiss motorway fines were eye watering I simply accepted the description. I now had the opportunity to see eye watering applied with relish and it was not a pretty sight. The offending motorist appeared to crumple as if his recently acquired ticket in his pathetically outstretched hand weighed about 50 kilos. If he wasn’t crying, then he wasn’t far off. I hurriedly finished the ice cream to enable me to make a start getting my gear on. “Nothing to see here officer, just on my way…” He rode slowly past my bike, giving it a good hard stare. Had I not invested my 40CHF into the motorway sticker back in Airolo, I feel I would be writing this to you from Devil’s Island…

Next month: Having evaded the Swiss police, Dave makes it back to France.

January 2024

SAMMY MILLER 90 39

Sammy Miller’s birthday party Our editor Blue was lucky enough to receive an invite to this surprise birthday party but, after falling over George the OBM Dog and spraining an ankle, handed over reporting duties to Michael Jackson.

(Blue would like to know where our slice of cake is!)

N

ot a month slips by without seemingly another fresh story in the press about the Sammy Miller museum. But, with the proprietor’s 90th birthday approaching, Sharon Bumpstead, the museum’s manager, received a request from her boss to close the doors on Sunday, November 12, and invite about 30 of their closest current contacts, including retired former staff.

Now Sharon realised that, with barely 30 guests plus family members, Sam was selling himself short for what was undoubtedly a milestone event – and one deserving of at least threefold the envisaged total. Sharon is possessed of an infallible memory and it was therefore an easy task – albeit undertaken in considerable secrecy – to forward an invitation to several dozen kindred spirits, all of whom have a historic link with the museum itself or with Sam personally. The said invitation stressed the ‘surprise’ element and requested each recipient’s discretion.

However, a few days before

the Great Day, Sam somehow discovered what had been arranged, but immediately endorsed Sharon’s plan. Meanwhile, his own plan of how best to kick off a 90th birthday was most unusual, yet totally in character. In full fit-as-a-fiddle style, but without helmet, boots or leathers, his plan began astride a gloriously noisy Gilera-4, initially circling the courtyard’s fountain, then riding the exotic 70-year-old racer through the museum’s front door! (For their next anniversary, maybe a few OBM readers might be inspired to try something equally spectacular at home, in which case do please proceed with caution!)

That entrance is how this memorable occasion commenced; no sooner had the bike’s decibels died down than Alan Cathcart, who had been pressganged into the day’s MC, greeted everyone with an outline of the proceedings to follow.

Trays of Buck’s Fizz and lesser liquids were appearing while Alan was speaking, helping to create a noticeably increasing ambiance. As one looked around the foyer or along the gallery passages, it was obvious the place was chock-ablock with two-wheel chums. There was Allen Millyard and family, unwittingly perhaps representing the Exotic Inventor community, and Stuart Graham and John Kidson on behalf of countless TT winners (John is, of course, a major figure in the British Motorcycle Charitable Trust (BMCT), a charity which has provided financial support to several of Sammy’s projects, both on the restoration side as well as with bricks and mortar). Deep in conversation from the trials

Sammy, Rosemary and the Miller family.

From left: Stuart Graham (the only man to win TT on both two and four wheels), Sammy’s wife Rosemary, Samuel Hamilton Miller and his son, Stuart.

minded, and nobody knew or cared how planned this was.

Sammy delivered an emotional pre-gateau speech, chronicling his amazing career, and thanking a great many people who’d historically helped him, a number of whom were present. Sam’s was the penultimate address; having duly cut the technicolour cake, to heartfelt applause, he asked Lord Montagu for his off-the-cuff thoughts.

From left: Ron Langston, Gordon Blakeway, Sammy Miller. These three gentlemen comprised the very successful Ariel works trials team from the golden age of competition and are the only surviving complete team from the 1950s and 60s.

The birthday boy making an entrance into his own party on a Gilera.

[Photo by Brian Crichton]

Sammy with his former race NSU Sport Max flanked by Lord Montagu on the left and Alan Cathcart.

world were Ron Langston and Gordon Blakeway who, for many years, together with Sam, formed Ariel’s official trials team, chalking up countless wins and class cups against perennially strong opposition from AMC, BSA, Greeves, Royal Enfield and Triumph. Oh, and Don Rickman, who resides just two miles from the museum, modestly waving a metaphoric flag for scramblers past (not forgetting that he and brother Derek’s Metisse factory was located barely 1500 yards from today’s venue). Also present was Kevin Downer, the UK’s M’sieu Metisse, while another local personality on parade was Gordon de la Mere, the widely respected Moto Guzzi guru.

Following a short impromptu welcome from the birthday boy, folk mingled contentedly, unfazed by a lively horde of Miller grandchildren!

Talk flowed among the adults and, inevitably, time flew for everybody.

While the 100 or so guests had been happily yarning – a habit our American friends call ‘bench racing’ – Sharon’s team had been stocking the onsite coffee shop with a top-quality buffet, a most welcome respite from the constant excitement.

That respite was relatively shortlived as it was soon time for the cake cutting ceremony. The actual cutting was delayed as four or five luminaries – in a disciplined sequence – alighted the miniature stage, grabbing the microphone and speaking briefly without notes. Sam’s son Stuart delivered an impressively articulate chip-offthe-old-block speech-ette, as did Stuart Graham, the only man to win a TT on a bike and in a car! Nobody

Cake cutting time!

Ralph Montagu is a composed speaker. He focused on a remarkable fact that had emerged during the previous half hour’s spontaneous speech session. It had transpired that Sammy had won more than 1400 trials events outright. Having digested this figure – which he was probably hearing for the first time – Lord M had but one reaction. Such a feat, he stated, should be in the Guinness Book of Records! And he is 100% correct. What do folk think? Your comments would be enlightening.

And so ended a very different sort of day. I’ve been to a function or three over the past half century but, thanks to everyone involved, Sammy’s 90th was unique!

40 A-Z

January 2024

A-Z of British Motorcycles O:

Part 33

In our second serving of the letter O, we must apologise for the omission of Ortana from Egham in Surrey and Overdale from Scotland, not to mention Over-Seas, which, as the name suggests, was aiming for the foreign market. It just made the mistake of starting up in 1914…

OMEGA (COVENTRY)

If you cast your mind back to OBM441, you may recall mention in the A-Z of British Motorcycles of the motorcycles sold by the department store, Gamages. From 1919 to around 1923, the Gamages name was applied to motorcycles built by William James Green who also happened to be building motorcycles under the name Omega. As Green had only just started up in business, the Gamages contract must have been quite a boon to the new company and one could presume that the Gamages and the Omega were essentially one and the same.

Green was not without experience, having previously worked for Humber and Premier, and had in fact launched his first Omega-titled motorcycle in 1914, not, as we have seen, an auspicious time for such a move. Thus it was from workshops in Croft Road, Coventry, that he showed his first post-war machine at the International Cycle, Motor Cycle and Accessories Exhibition at Olympia in 1919, a 292cc side-valve JAP lightweight which had three transmission options.

Initial success allowed for a move to larger premises and a 545cc Blackburne model was added to the range, followed by an ‘all-weather’ machine with sprung forks. Green also introduced a lightweight which wasn’t included in the Omega range but was called the Omegette. How many were built is unknown but it’s likely to have been very few.

Although Blackburne and Barr and Stroud engines were used in Omegas, by 1926 the range was

In a previous job, William Green had been the overseas sales manager for Premier, so this endorsement from far away was clearly pleasing enough to feature in an advert.

predominantly JAP-powered while a three-wheeler was added in 1925, available in either sports or family versions. It doesn’t appear to have been popular with either sportsmen or families. It also seems to have stretched the company financially and, by 1927, it ceased all motorcycle production.

RIGHT: Given that this advert dates from 1919 when the first post-war Omega had only just been launched, the phrase ‘world famous’ may be a little disingenuous.

ONAWAY

Like so many early marques, little is known about Onaway except that motorcycles were made under that name in St Alban’s Road, Waterford, Hertfordshire, from 1905 to 1908 – sadly, we don’t even know the names of anyone behind the company. However, the first Onaway was quite a hit at the Stanley Show in 1905 with its innovative frame design that saw the chassis constructed of straight tubes with the engine in a cradle.

At the time The Motor Cycle described it thus: ‘A motor bicycle which makes its first appearance before the public is the Onaway, which differs completely from any other machine exhibited last week. Every tube of the frame is perfectly straight, and the frame itself is necessarily strong… There are no pedals, but large footboards are provided, and as these project considerably on either side of the machine, the latter can be leant over without falling on its side.’

A choice of a 5hp Belgian Kelecom engine or a single was available, while a large seat was mounted on coil springs and, with the mentioned footboards, gave a surprisingly comfortable ride. But the buying public was not convinced and few were sold.

Intriguingly, during our research, we came across mention of a BC Ward who, in 1939, worked as an electrical engineer for the Metropolitan Borough of Bermondsey and listed his address as being in Half Moon Lane, Herne Hill. The large house is still there and it is still called, as it was in 1939, ‘Onaway’.

Could there be a connection?

ORBIT

Orbit was founded by Samuel Dorsett – who we met in last month’s A-Z of British Motorcycles when he was involved with the Wolverhampton company, Omega Motorcycles.

(In fact, it’s technically a third appearance by Sam as he was also a founder of the Dorsett, Ford and Mee Engineering Company which produced Diamond motorcycles which were featured in Part 9 of the A-Z back in OBM439.)

Sam Dorsett is one of motorcycle’s forgotten pioneers. Not only was he involved with several Wolverhampton companies, he also filed a patent in 1915 for ‘Improvements relating to Internal Combustion Engines for Cycles’, being ‘the construction of a selfcontained power unit comprising engine, carburettor, magneto and transmission gear, so that the whole can be mounted beneath the usual bottom bracket and between the cranks of an ordinary pedal bicycle,

The 1922 265cc Orbit.

‘The Orbit encircles the world’ was a rather grandiose claim, and not a very accurate one.

the complete power unit being slung from the bottom tube and chain stays of the cycle frame.’

Orbit appears to have been a secondary project for Mr Dorsett as he remained – at least nominally – part of DF&M, even when setting up Orbit in 1913. That June the first Orbit was launched and was essentially, like many of its peers, a bicycle driven by a small engine. Even without the onset of the First World War, it seems unlikely to have been much of a success and, indeed, few were made.

Orbit’s own engine.

But, in 1921, new models were unveiled at Orbit Works in Vane Street, Wolverhampton, using a 261cc two-stroke engine produced

by Orbit itself which The Motor Cycle described as ‘a conventional but well-carried-out design of the three port type’. Orbit even went on to supply other local manufacturers with its engine.

Motorcycle and Cycle Trader was a little more effusive, writing in 1921: ‘The complete engine is attractive in appearance, being well proportioned, while a feature which at once strikes the observer is the ample area of the cooling fins, especially on the cylinder head; this has an appreciable effect on the efficiency of the unit, for overheating is unknown and a minimum of plug trouble – an all

too-common fault with two-stroke engines is experienced.’

It continued: ‘As one would expect after a careful examination of the unit under discussion, it pulls remarkably well on the road, and has quite a respectable turn of speed.

Owing to the large fins and ports the engine keeps cool even at the highest attainable speeds, while an excellent feature is that it is not prone to four-stroking. All the proprietary units, including carburettor, magneto, and sparking plug, are of good quality, and the unit is supplied … complete with engine plates, silencer, magneto and carburettor, ready to drop into the frame. Immediate deliveries in quantities can be given, and we understand that the price is reasonable.’

However, when the range was

expanded the following year, the company turned to Barr & Stroud, Blackburne and Bradshaw for motive power. In 1923 an oilcooled Bradshaw 350 followed and the company took a stand at the Olympia show to show off its wares (the Bradshaw 350 and two Orbit-engined machines) , but it seems that Orbit had overexerted itself; Sam Dorsett had died in 1920 which may also have affected the company. The range was pared back to the oil-cooled Bradshaw-engined machine and the lightweight using Orbit’s own engine. By 1924 production had come to an end. The residual machines and parts were sold to a Mr E Morse and Diamond motorcycle manufacture would later move into the factory.

January 2024

A-Z 41

ORMONDE

Ormonde was a very early manufacturer of motorcycles, producing its first machine in 1900, having previously constructed bicycles. It was, as you might expect, a primitive affair, using a Kelecom or an Antoine engine, both from Belgium and two companies that were interconnected. Ormonde is noteworthy for its ambition; in just three years it had announced not only a motor-bicycle, but a four-person carriage, a forecar, trailers and tandems!

Machines also had novel features such as a fuel gauge. In 1903, it also developed a new system of transmission which was a combination of both belt and chain that The Motor called ‘one of the best things in transmission yet brought out’.

Ormonde realised the value of entering the fledgling arena of motorsport and fielded two machines in the 1903 Paris-Madrid race, one ridden by AC Wright and the other

by Sidney Bowkett who was engaged

by The Motor to report on the race.

Although neither finished, they were the last two British two-wheelers to

retire. Ormonde also took part in a number of reliability trials and hill climbs – in one 100-mile reliability run in 1903, Ormondes took three of the top five places with Wright winning on a tandem, an Ormonde ‘bicycle and side-carriage’ taking second and another tandem in fifth place (although the tandems each appear to have been piloted by just one rider).

By 1904, engine builders Kelecom had been absorbed into Ormonde which should have made the company successful. But, on a Saturday

ORWELL

For more than 200 years, Ransomes, Sims & Jeffries was a powerhouse of the British agricultural manufacturing industry, putting Ipswich on the map with such inventions as the world’s first commercially available petrol-driven lawnmower as well as traction engines, combine harvesters and ploughs, among many other products. But, during the First World War, the company began to develop a series of electric road vehicles, as well as constructing FE2 fighter airplanes.

With the war over, the aeroplane workshop

OSMOND

afternoon in April 1904, fire broke out at the Ormonde works which stood beneath the Sketch Club and by the Old Punch Bowl Club in Wells Street, just off Oxford Street in London. By the time the fire brigade arrived the basement and ground floor were ablaze and fire was spreading. Despite fire crews from all over the West End being called to the fire, many motorcycles were destroyed and stock was damaged if not by fire, then by smoke or water. It was all over for the innovative Ormonde.

was used to produce battery-powered lorries and, from 1924, trolley buses.

These vehicles were developed by Belgian electric engineer Paul Hubert Mossay who had previously worked for British Westinghouse Electric and Manufacturing Company. In 1919, Ransomes commissioned Paul Hubert Mossay to design and build an electric motorcycle and sidecar, also under the name of Orwell.

This Mossay did, installing the nickel-iron NIFE batteries under the seat in the chair.

OSBORNE

Completely unrelated to Frederick Osborn or OEC, the Osborne Motor Co started building motorcycles in around 1907 in Salthouse Lane, Lincoln, just yards away from its contemporary, Lincoln Elk. At the Stanley Show in 1908, Osborne exhibited a 3½hp Peugeot-engined machine which had a sliding back wheel to take up the slack of the belt and negate the need for a jockey pulley, while also on display was a new type of spring fork.

By 1911, the company was claiming that its motorcycle was ‘the finest in the world’ and extolled potential customers not to ‘be misled by parties interested in the sale of other Machines really not

Sid Bowkett and the Ormonde he rode in the 1903 Paris-Madrid race.

The curious Ormonde tandem.

OSCAR

We do like the notion of ‘Machines at Special Prices to Influential Riders’!

half so good.’ However, despite these grandiloquent claims and possibly because customers could only purchase a machine directly from the company in Lincoln, the firm had disappeared by the time war broke out.

Now virtually forgotten, Osmonds Ltd produced motorcycles between 1902 and 1924. Well, sort of.

The company had been started by Frederick James Osmond in 1894 to build bicycles and was based in Tomey Road, Greet, Birmingham. By the turn of the century Osmond had retired which begs the question ‘why?’, for it would have been very unusual for a Victorian businessman to retire when aged under 40, as he was. The company, now headed by Andrew Beattie, turned its attention to motorcycles and cars, launching the ‘Slip-Not motor bicycle’ in 1902 and displaying it at that year’s Stanley Show. It seemed that the firm wanted a foot in both camps. Motor Cycling in 1902 reported: ‘The claim of Osmonds, Limited, is, not that they have produced a racing motorcycle, but that their machine is still

a bicycle, with the addition of an engine capable of propelling the machine and rider at the rate of 30 miles an hour … Although bicycle parts have been used throughout, strength has been increased where necessary, and replacements can be made with facility at bicycle prices.’

But the company was now in dire straits and it seems that the Slip-Not may not have gone into production.

Little was heard from Osmonds for the next few years, although it seems that it may have continued to develop models, enough so that a fellow Greet-based company by the name of the James Cycle Co was keen to purchase Osmonds in order to acquire its two-stroke machines. It would build the machines, but they would retain the Osmond badge.

Osmond production moved to Sparkbrook, it showed two models at Olympia and then

Well, not quite. The assets of the Ormonde Motor Co were bought by Taylor, Gue, a Birmingham company which had made frames for Ormonde.

The purchase allowed Taylor, Gue to produce its own motorcycle in 1905.

It was not, however, a success, and the ‘Veloce’ was quietly discontinued.

Taylor, Gue would later become Veloce and, in 1913, changed its name to Velocette…

RIGHT: A fuel gauge was quite the innovation at the time.

The machine was capable of a top speed of 16mph and was much cheaper to run than a conventional petrol-engined motorcycle.

The Orwell combination was registered for the road – it bore the registration plate DX1834 – but never went into production.

Instead, Mossay used it to commute from his home at 322 Norwich Road, Ipswich, to the massive Ransomes factory in Duke Street.

We would dearly love to know what happened to the electric Orwell motorcycle.

Although this 1953 scooter never went into production, it deserves a mention for being the brainchild of one Roger Dennistoun ‘Dennis’ Poore. With its rounded glass fibre bodywork and a planned choice of either a 122cc or 197cc Villiers motor we’re not sure why it never made it beyond the prototype stage. Poore was anything but poor and with his wealth a previous project had been to start the magazine Autosport which would continue in print for the next 69 years. He was a keen racer, even finishing fourth in the Formula One British Grand Prix in 1952.

But he is perhaps better known as a director of the Manganese Bronze and Brass company and

Fellow Paris-Madrid competitor, Mr AC Wright also rode an Ormonde.

OSBORN

Remember OEC from last month? We mentioned then that the gentleman behind that company had built his first motorcycle, a primitive machine using a 4hp engine, in 1901. It used an MMC engine suspended from the front downtube but appears to have been just for Frederick Osborn’s own personal use. Clearly, he felt there was mileage in the machine – or certainly in the idea – and he began building motorcycles in 1922 and OEC would, in spite of some ups and downs, continue until 1939.

later as chairman of Manganese Bronze Holdings at a time when it owned Norton, AJS, Matchless and BSA. When the company was separated into Norton-VilliersTriumph and Carbodies, builders of the London black cab, Poore was in charge of NVT, swiftly selling off BSA’s non-motorcycle interests and then decided to close the Meriden factory. That did not go well. Having failed to save the British motorcycle industry (and, some say, hastening its demise) he went on to run the taxi manufacturer until his death in 1957.

It’s said that the Oscar prototype went on to be used for testing by Siba which was, at that time, part-owned

by Manganese Bronze.

According to the company, the light motor bicycle was going to be the bicycle of the future and that ‘what Osmonds do to-day, the World will do to-morrow’. That didn’t really work out as it had planned.

A rare beast indeed, this 1922 Junior project was offered for sale by Bonhams at Stafford in 2012 and sold for £920. Does anyone know how restoration of that project fared?

promptly disappeared once again. Following the end of the First World War, a new model with a 104cc engine was unveiled in 1922 and

called the Junior. The Junior lasted for two years, a little longer than the Royal which was introduced in 1924 but did not last the year.

January 2024

43

feedback In OBM459, we printed some photographs taken by Harry Stewart and which had been sent to us by his granddaughter, Mandy.

We are delighted that Fred Baker of Forest Hill, London, has been in touch to identify the people in two of those pictures.

Fred says that the crew on the sidecar outfit [Pic.1] are Frank Wilkins and, in the chair, Kay Saunois. He adds: “They were a very successful pair in trials and scrambles from the 1940s to the 60s. I cannot remember them riding any other bike than an Ariel.

They also rode in the International Six Days Trial, winning a few Gold Medals – to win a Gold you had to finish with no marks lost. In the late 1950s they rode a 650 Ariel sidecar from GB all the way to Austria, rode in the ISDT, won a Gold, then rode the outfit back to Blighty. Frank lived in a terrace house with no garage, so his bikes lived in the street outside of his house.”

Pic.2, Fred tells us, is Basil Hall who, together with Harold Lines, was Great Britain’s top scrambles rider in the 1940s and early ’50s and both were members of the British team of the Moto Cross Des Nations for several years. Fred apologises he cannot help with the other photos but we are more than pleased with his valuable information.

We’re not sure how we have missed using this lovely photo [Pic.3] sent in by Terry Bullard some time ago. That’s Terry, aged about two years old, with his dad’s sidecar outfit – he believes it was a Sunbeam. He says: “Mum always told a tale of a screeching sidecar wheel bearing being fixed at the roadside by lubricating with butter scraped from our sandwiches!”

The outfit was then replaced by public transport for a few years until Mr Bullard bought an Excelsior Autobyke to get to work. This eventually gave way to a new Phillips Gadabout bought from the local Halfords, but Terry says that his dad eventually acquired a 1951 Ariel KH and a Busmar Astral sidecar so Mrs B could be mobile, too.

Peter Cranmer has sent in two photos that he recently

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If you’d like to share an old picture or two with Old Bike Mart readers, or can add anything to recent ‘Unearthed’ topics, write to me, Blue Miller, OBM, Media Centre, Morton Way, Horncastle, Lincs LN9 6JR email OBMfeedback@gmail.com 2

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found in an old family album from 1941. They show his father, Harold Cranmer, and some of his army friends having fun with a motorcycle at an army camp in Wilmslow, Cheshire. Peter’s dad is sitting on the bike – possibly a BSA M20 in one photograph [Pic.4] and is on the left in the second [Pic.5].

Peter says that “[Dad] joined the army when war broke out and was posted to the Royal Army Service Corps (RASC), driving lorries. The RASC were in charge of logistics, supplying all the food and ammunition to the troops. He was sent to France with the British Expeditionary Force (BEF) in March 1940 before being evacuated from Dunkirk.

He was then posted to the camp at Wilmslow. In December 1941 his unit was sent overseas to Singapore. He arrived weeks before its fall to the Japanese.

After a brief spell working on the railway, he was sent to Japan in a “Hell Ship”. There he was sent to Kukuoka prison camp. There he worked in the largest steelworks in Japan, Yawata. This was the intended target for the second atomic bomb but, due to bad weather and poor visibility, the secondary target of Nagasaki was chosen. Close call! He was later freed by the Americans and returned home. I wonder how many of his friends survived? He loved motorcycles and cars all

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his life. He had many bikes from Bantams to Ariel Square Four outfits and encouraged me into motorcycling. He loved attending

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trials, scrambles and road races, visiting the TT races several times.

He was riding his Yamaha YB100 right up to his early death at the age of 64, caused in part by his treatment during the war.”

We have another military memory, this time from Alan Melling whose wife’s father, Thomas Dando, served in the Airborne division in the Second World War as a dispatch rider. Alan has sent us a photograph [Pic.6] of his father-in-law in Normandy in 1944. He thinks the motorcycle is a BSA M20 but asks if anyone can add more information.

Our old friend Arthur Pentney has been landed with the job of giving this 1953 BSA Bantam [Pic.7] some tender loving care, but what, he wonders, is this electrical device [Pic.8] clamped on to the frame?

Dave Arnold discovered this photo [Pic.9] of a rather lovely machine (the bike he adds, not the Cortina!) when sorting stuff for an elderly relative. He doesn’t know where or when the picture was taken and his relative doesn’t remember anything about it, but in this case we do. We in the OBM Shed say it’s a Goodman HDS, designed and built by Simon Goodman in Worcestershire in the early 1990s using a HarleyDavidson 1200 Sportster engine in a Norton Featherbed-style Reynolds 531 frame (‘HDS’ stood for ‘Harley-Davidson Special’). If memory serves us rightly, only around 10 or 15 of these specials were built – we believe that Harley refused to supply Goodman with engines – and we also recall that Simon was a member of the family which started Velocette. But can anyone tell Dave and us more?

44 EVENT

January 2024

Penistone Agricultural Show

For a century and a half, Penistone has held an agricultural show and Fred Austin has been to a few (not all 150 he hastens to add!) where, as he did for the 2023 event, he can always find a few cracking motorcycles.

T

he Penistone Agricultural Society of the small town just outside Barnsley has held its show for well over 150 years. The 2023 show was actually its 150th edition and that number would have been higher had it not been for cancellations brought about by the likes of foot and mouth disease and the Covid-19 pandemic.

People come from all over the world to attend this massive show, both as participants and visitors, and it’s a shame it’s only held on Saturday as it would benefit from being a full weekend show.

That aside, it’s an absolutely fantastic family show full of different things to see and do and one that I have been privileged to have attended for well over 20 years.

Exhibitions are that many I just couldn’t list them all.

This time around the weather was achingly hot and I must apologise for some of the pictures – as it was so bright I struggled to eradicate the glare of the sun beating down.

Oh, and we all got a lovely presentation plaque on the day to commemorate the 150th show.

Here’s to this year’s event!

46

January 2024

Products Micro Round Diamond Coated File Set Files are one of those essential additions to a workshop to which you perhaps give little thought – until you need one! In particular, small files can be invaluable for a number of tasks – cleaning up electrical terminals and connectors, making holes in components a little larger and much neater and for various filing and shaping tasks in DIY projects, model making and jewellery work.

New from Laser Tools is this Micro Round Diamond Coated File Set (part number 8645) which is designed for precision filing and shaping in various applications. This set includes a total of 12 round micro files, designed with flexible shafts for ease of use and precision work. The files are coated with hard-wearing diamond particles,

making them ideal for precise filing tasks — particularly good for removing corrosion from terminal connectors, but the applications are endless.

The set offers a range of file sizes to accommodate different needs: two files with a diameter of 0.7mm; two with a diameter of 0.9mm and one each of 1.35mm, 1.55mm, 1.7mm, 2.0mm, 2.3mm, 2.55mm, 2.75mm and 3.0mm. Each file has a length of 125mm, which provides ample reach and manoeuvrability for various filing tasks.

The files come with vinyl-dipped handles that provide a comfortable grip and control during use.

This really is a useful and versatile file set and is supplied in a plastic storage case, which helps keep the files

organised and protected when not in use.

The diamond-coated files and range of sizes make it a valuable addition to any toolbox or workshop for precise filing and shaping tasks in all those small, hard-to-reach areas.

Now available for purchase from your Laser Tools stockist and online retailers with an RRP of £35.81.

For details visit www. lasertools.co.uk

Richa Inferno heated gloves Now, once upon a time, we would have scoffed at heated gloves but, as time passes, they – along with such things as comfy slippers and those electric chairs that gently tip you upright without having to fight your way out of sofa cushions – have become strangely attractive.

New from Richa are the Inferno heated gloves which feature ‘active heating’ from the Gerbing Xtreme Microwire system and have heating elements throughout the entire glove, meaning riders’ hands will be kept toasty.

Riders can choose from three levels using a button on the glove – a status light shows the chosen mode at a glance.

They have several useful features designed to keep out draughts and raindrops

including a long cuff, an AquaShell LTZ waterproof and breathable membrane and a Cordura 600D textile outer. There’s also a tri-fleece lining, knuckle protectors, a wrist closure and a drawstring around the cuff. The Inferno gloves come as standard with a motorcycle battery connector kit, and a battery kit can be purchased separately.

Available in sizes S-4XL, the Richa Inferno heated gloves have an RRP of £219.99 and are in stock with authorised Richa dealerships now.

Visit www.richa.eu for more details.

I want to be Allen Millyard T-shirt

Allen Millyard’s amazing creations (you see him here with his Kawasaki Z1 Super Six engine) have become famous and admired across

the world, and his machines have also managed the impressive trick of appealing to motorcyclists whether they ride classic machines, choppers or mad-asyour-hat superbikes.

Now you can have a T-shirt which expresses what so many people have thought with its ‘I want to be Allen Millyard’ slogan.

The T-shirt is sold through Henry Cole’s website (one suspects that Allen is too busy doing ‘stuff’ to flog shirts), where you can also purchase a mug with the same phrase.

Available in navy blue in sizes from medium to 4XL, the ‘I Want to be Allen Millyard’ tee costs £27.50 from www.henrycole.tv

TCX Dartwood WP boots These days, finding a pair of boots suitable for motorcycle riding can come down to a choice of something lairy and worthy of Valentino Rossi’s tootsies or going for footwear that might let you – and your feet – down if the worst comes to the worst and you have a spill.

That’s why we like Dartwood WP boots from TCX for the simple reason that not only do they not look like we’re just about to line up on a GP grid, but they also offer excellent protection. Oh, and they look pretty good, too.

The Dartwood WP has classic styling with a full-grain leather upper and exposed red stitching elements. The T-Dry waterproof membrane ensures they can be worn all day long without letting in any water (important at this time of the year), while the OrthoLite

footbed gives long-term cushioning with high levels of breathability for utmost comfort. The clever Zplate shank on the midsole and D3O inserts on the malleolus area (the bony bits either side of your ankle – we had to look it up in the OBM Shed’s battered dictionary) and reinforcements on the toe and heel provide CE-approved levels of safety.

There is also a reflex insert on the rear of the boot for added visibility in poor conditions, plus a Groundtrax outsole in wearresistant rubber that provides increased stability.

If you think you can’t be bothered with laces, then you don’t have to! Lace these boots up once and then use the crafty side zip to take them on and off from then on.

A handy elastic band makes sure that the laces don’t flap around while you’re riding.

Available in a choice of black or brown, in sizes EU 38-48 (UK 5-13), they have an RRP of £189.99, while, for an extra £10, you can have a GTX variation – which has a Goretex liner – as well as a ‘less worn’ effect on the outer sole.

The GTX version is, however, only available in black.

For details and stockists, see www.tcxboots.com

January 2024

CLUB CALL 47

CLUB CALL

To contact the editor, email: OBMEditor@mortons.co.uk

If your club is not included on this page, please write or send us an email with its title and membership application details, as shown here.

■ Acorns Motorcycle Club Off-road club in Stafford. Membership enquiries: Roger Simkin 07971 950921, 01785 213277 or rog.ers@btinternet.com ■ Adler to Zundapp German Motorrad Branch of the Vintage Motor Cycle Club for classic German motorcycles. Membership enquiries: adtrizun@tiscali.co.uk ■ Aircooled RD Club Membership enquiries: Ian Neil, 2 Francis Road, Lichfield, WS13 7JX. ■ Airevalley Classic Motorcycle Club (Girder Forks) Membership enquiries: Nick Jones 07707 519104. jones19687@btinternet.com ■ AJS & Matchless Owners’ Club Membership enquiries: 3 Robinson Way, Telford Way Industrial Estate, Kettering, NN16 8PT, 01536 511532 or www.jampot.com ■ Ariel Owners’ Motorcycle Club Membership enquiries: Roger Gwynn, 99 Gloucester Street, Norwich, NR2 2DY, 01603 447213, membership@arielownersmcc.com or www.arielownersmcc.com ■ AMC Hybrids Association Membership enquiries: Peter James Owen, 0116 348 2355 or petejowen@hotmail.co.uk ■ Bath Classic Motor Cycle Club Membership enquiries: Membership secretary, 22 Delamere Road, Trowbridge, BA14 8ST, 01225 769223 or bathclassicmotorcycleclub@gmail.com ■ Benelli Motobi Club GB Membership enquiries: Val Peace, 85 Ballamaddrell, Port Erin, Isle of Man, IM9 6AU, 07624 433629 or membership@benelliclubgb.net ■ BMW Club UK & Ireland Membership enquiries: www.thebmwclub.org.uk ■ Brimbo — British Motor Bike Owners Membership enquiries: 01379 897096 or www.brimbo.co.uk ■ British Motorcycle Preservation Society North Wales: www.bmpsnwales.org.uk Barnsley: Fred Austin, 01226 245611.

Meeting place at present n/a.

Sheffield: Pete Johnson, 07707 803932. Second and fourth Monday of the month from 8pm at the Bridge Inn, Hollow Gate, Chapeltown, Sheffield S35 1TZ. Manchester: Bob Taylor 0161 330 4358. First and third Monday of the month from 8.30pm at the Beconsfield Conservative Club, The Gables, Stamford Street, Ashton-under-Lyne, PL6 6QL. All are also on Facebook.

■ British Motorcycle Riders’ Club Oxford Membership enquiries: Mark Howard at mark.keelerhoward@gmail.com ■ British Two-Stroke Club Ltd Membership enquiries: Victor Hurst, 15 Sutton Close, Cowplain, Waterlooville, Hampshire PO8 8QQ. tbtscmembership@outlook.com ■ BSA Bantam Club Membership enquiries: Bryan Price, Old Orchard House, Shepton Lane, Pickworth, Sleaford, Lincolnshire NG34 0TQ, 01529 497304 before 9pm or membership@bsabantamclub.org.uk ■ BSA Owners’ Club Membership enquiries: Rob Jones, PO Box 235, Havant, PO9 9DJ, membership@bsaownersclub.co.uk ■ Bucks British & Classic MCC Meet at The Plough at Cadsden, Princes Risborough, HP27 0NB, Wednesday evenings. www.bbcmcc.freeuk.com or norbsa02@aol.com ■ Bultaco Club UK Membership enquiries: Trevor Gear 07540 972366 or info@bultacoclub.co.uk ■ CBX Riders’ Club Membership enquiries: www.ukcbxclub.com ■ Classic 50 Racing Club Membership: Lynne Tolhurst, Gwerncynydd Fach, Nantmel, Llandrindod Wells, LD1 6EW, secretary@classic50ccracingclub.co.uk ■ Classic Racing Motorcycle Club Membership enquiries: Anji Yardley anji.yardley@crmc.co.uk ■ Clifford Arms Classic Car & Bike Club Membership enquiries: Barry Owen, Clifford Arms, Great Haywood, Stafford, ST18 0SR. ■ Conwy Motorcycle Club Morfa Bach car park, Conwy LL32 8LD Conwymotorcycleclub.org.uk or email conwymotorcycleclub@gmail.com ■ Cornwall Black & White MC&LCC Membership enquiries: Lloyd, 01209 213386.

■ Cossack Owners’ Club Membership enquiries: Gina Inman, 01780 720420 or membership@cossackownersclub.co.uk ■ Cotton Owners’ & Enthusiasts’ Club Membership enquiries: John and Evelyn Hedges, 01179 322832 or john.hedges2@talktalk.net ■ Cumbria Classic Motorcycle Club Membership enquiries: Mike Shovlin, 01228 530329, mikeshovlin44@btinternet.com ■ CX-GL Motorcycle Club (UK) Membership enquiries: Membership Secretary, CX-GL MCC UK, 1 Larch Road, Denton, M34 6DY. ■ DOT Motorcycle Club Membership enquiries: Mark Gooding, www.dot-motorcycle-club.co.uk ■ Ducati Owners’ Club GB Membership enquiries: Kevin Baker, Kiln House, Brick Kiln Lane, Gornalwood, Dudley, DY3 2XA, 07538 116239 or email memsec@docgb.net ■ ACC Autocycle, Cyclemotor & Moped Club Membership enquiries: www.autocycle.org.uk ■ Excelsior Talisman Enthusiasts

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Membership enquiries: Colin Powell, 01494 762166 or colinpowell328@gmail.com Exeter British Motorcycle Club Membership enquiries: membership@exeterbritishmotorcycleclub.co.uk Exeter Classic Motorcycle Club Membership enquiries: exeterclassicmotorcycleclub. epizy.com/7membership.html Federation of Sidecar Clubs Membership enquiries: Ted Cheer, www.fedsidecarweb.com Francis-Barnett Owners’ Club Membership enquiries: FBOC Membership Secretary, 31 Fitton Road, St Germans, King's Lynn PE34 3AU. 01533 617195 or 07549 329000. lizwil35@ gmail.com Furness British Motorcycle Club Membership enquiries: Paul Taylor, 01229 464263.

Gold Star Owners’ Club Membership enquiries: Rachel Luke, 01460 74714 or rachelluke54@hotmail.co.uk Grampian Classic Motorcycle Club Meet on the first Tuesday of the month at The Royal British Legion, Oldmeldrum, Aberdeenshire. Contact membership secretary mauriceiclarke@btinternet.com Gravesend Eagles Motorcycle Club Membership enquiries: John Pattinson, 01474 813239, john.pattinson80@gmail.com or gravesendeaglesmc.co.uk Greenwich M&MCC Membership enquiries: Mrs G Claridge, 32b Elm Grove, Peckham, SE15 5DE, 0207 732 1129.

Greeves Riders’ Association Membership enquiries: Andrew Barnett, 2 Manor Farm Cottages, Ashton-under-Hill, Worcestershire WR11 7SL, www.greeves-riders.org.uk Harley-Davidson Riders Club GB www.hdrcgb.org Hedingham Sidecar Owners Club Membership enquiries: Richard Baxter, 07985 444405 or membership@hedinghamclub.co.uk Hednesford Motorcycle Club Membership enquiries: Eileen or Mick Gallear, 01543 572076 or eileen.gallear@sky.com Hesketh Owners’ Club Membership enquiries: Dave Hartell, 13 Fernbank Close, Halesowen, B63 1BL, 0121 550 3632, secretary@heskethownersclub.org.uk or www.heskethownersclub.org.uk Highland Classic Motorcycle Club Membership enquiries: Email hcmcmemberships@gmail.com or www.highlandclassicmotorcycleclub.co.uk Huntsman Motor Cycle Club, Kent Membership enquiries: www.huntsmanmcc.co.uk Indian Motorcycle Club of Great Britain Membership enquiries: John Wright, 0191 252 2840, membership@indianmotorcycle.co.uk Indian Riders’ Motorcycle Club Membership enquiries: 07751 575107 or clubsecretary@indianriders.co.uk International Laverda Owners Club Membership enquiries: Ruth Coster, membership secretary, email membership@iloc.co.uk or 01628 481611. www.iloc.co.uk Irish Classic Racing Association (ICRA) Membership enquiries: Lynn Conroy, 38a Ballynichol Road, Comber, Co Down, BT23 5NW, 02891 878217; Pat Kearney, 25 The Crescent, Millmount Abbey, Drogheda, Co Louth, 0035341 9837651.

Italian Motorcycle Club Membership enquiries: Phil Cody, IMOCUK.2015@yahoo.co.uk Jawa CZ Owners’ Club Membership enquiries: Pete Edwards, 29/31, Cromford Road, Langley Mill, NG16 4EF, Jawaczownersclub@gmail.com Kettle Club (Suzuki GT750 owners) Membership enquiries: kettleclubtreasurer@gmail.com, 07837 162827 or kettlemembership@hotmail.co.uk LC Club Membership enquiries: www.lcclub.co.uk Ledbury Motorcycle Club Membership enquiries: Mr Nigel Hibberd, 01885 483593.

Leominster Classic Motorcycle Club Membership enquiries: Roger Brooks, 07722 424619, membership@lcmcc.uk or www.lcmcc.uk LE Velo Club Membership secretary: Peter Walker at membership-sec@le-velo-club.com or join at www.le-velo-club.com London Douglas Motorcycle Club International club for Douglas enthusiasts.

Membership enquiries: Reg Holmes, 48 Standish Avenue, Stoke Lodge, Patchway, Bristol, BS34 6AG or www.douglasmcc.co.uk Lothian & Borders Classic & Vintage Motorcycle Club Membership enquiries: Elma Belleville 01896 830577, embelleville@hotmail.com Lymington Motorcycle & Light Car Club Ltd Membership enquiries: Geoff Price, 01425 270418 www.lymingtonmotorcycle.co.uk

■ Maldon British Motorcycle Owners’ Club Membership enquiries: Roger Beadle, 01245 355402 or rogerbeadle@btinternet.com; Pauline Hodkinson, 01245 321573.

■ Manchester Eagle Motor Club www.facebook.com/meaglemc or manchestereaglemotorclub@outlook.com ■ Marston Sunbeam Club & Register Membership enquiries: Ken Jeddere-Fisher, 01993 881807 or secretary.mscr@gmail.com ■ Martello Sidecar Owners’ Club Membership enquiries: Steven Lancaster, 07583 860591 or steven_lancaster@yahoo.com ■ Morgan Three-Wheeler Club Membership enquiries: Richard Analfi, 01772 468966, membership@mtwc.co.uk or www.mtwc.co.uk ■ Morini Riders’ Club Membership enquiries: Les Madge, 01647 24523 or membership@morini-riders-club.com ■ Moto Guzzi Club GB Membership enquiries: Jennet Chisholm, 01425 277344, www.motoguzziclub.co.uk or membership@motoguzziclub.co.uk ■ Moto Rumi Club Membership enquiries: motorumiclub@gmail.com www.motorumiclub.co.uk ■ MZ Riders’ Club Membership enquiries: 181 Devizes Road, Hilperton, Trowbridge, BA14 7QS. ■ National Autocycle & Cyclemotor Club Membership enquiries: www.thebuzzingclub.net ■ New Imperial Owners’ Association Membership enquiries: Jane E Jarvis, Smithy Cottage, Arddlin, Llanymynech, SY22 6RX, 01938 590744 or info@new-imperial.co.uk ■ Norman Motorcycle & Cycles Club Membership enquiries: Tony Gutteridge, 01634 389771 or tonygutteridge@blueyonder.co.uk ■ North Cotswold VMCC Membership enquiries: ncvmcc@gmail.com or www.northcotswoldvmcc.com ■ North Devon British Motorcycle Owners’ Club Membership and rideout enquiries: Yvonne Coleman, Bassett Lodge, Pollards Hill, Torrington, EX38 8JA, 01805 622049.

■ North East Motorcycle Racing Club Membership enquiries: Donna Davison, 7 Goschen Street, Blyth, NE24 1NJ, 01670 362267 or rsnemcrc@gmail.co.uk ■ Norton Owners’ Club Membership enquiries: Jill Woodward, PO Box 6748, Leamington Spa, CV31 9PU, membership@nortonownersclub.org www.nortonownersclub.org/membership ■ NSU Owners’ Club Membership enquiries: Rosie Canning, nsuoc@btinternet.com ■ Panther Owners’ Club Membership enquiries: Charlie Skinner, membership@pantherownersclub.com or www.pantherownersclub.com ■ Pembrokeshire Vintage & Classic Motorcycle Club Membership enquiries: Glyn Garland, 01437 890976 or pembrokeshiremotorcycleclub.co.uk ■ Plymouth British & Classic Motorcycle Club Membership enquiries: Nick Medlin 07967 777637 or nickvhsg@aol.com ■ Poynton Motorcycle Club Membership enquiries: Ian Robins, ianrobins@live.co.uk www.poyntonmotorcycleclub.co.uk ■ Raleigh Motorcycle & Early Reliant Owners’ Club Raleigh motorcycles, mopeds, three-wheelers and Reliants from 1935 to 1973.

Membership enquiries: Chris 07485 164508. membership@rmerc.co.uk Vehicle dating: Tony 07854 302383. vehicledating@ rmerc.co.uk ■ Royal Enfield Owners’ Club Membership enquiries: Teresa Langley, Strathaan, Ardgay, IV24 3BG, membershipsecretary@royalenfield.org.uk ■ Rudge Motorcycle Club Membership enquiries: 07721 381356 or m.griffiths12@btinternet.com ■ Rudge Enthusiasts’ Club Ltd Membership enquiries: www.rudge.co.uk ■ Salisbury Motorcycle & Light Car Club www.salisburymotorcycleandlightcarclub.co.uk ■ Scarisbrick & District Armada Motorcycle Club Membership enquiries: John Makinson, 46 Martin Lane, Burscough, L40 ORT, 07710 607835 or john@sdarmada.co.uk ■ Scott Owners’ Club Membership enquiries: Allium House, 36 Water Street, Birmingham, B3 1HP, membership@scottownersclub.org or 0208 953 5732.

■ Scottish Classic Racing Motorcycle Club Membership enquiries: Agnes Cadger 01294 833320 or agnescadger@tiscali.co.uk ■ Somerton Classic Motorcycle Club AMCA-affiliated for classic trials in Somerset. www.somertonclassicmotorcycleclub.co.uk ■ South Wales Classic Motorcycle Club Membership enquiries: admin@ southwalesclassicmotorcycleclub.com www.southwalesclassicmotorcycleclub.com ■ South Wales Sunbeam Motorcycle Club Membership enquiries: Reiner Stecker, Balaton, PenYr-Eglwys Road, Llantwit Fardre CF38 2HJ. 07977 427675 or swsunbeamclub.secretary@gmail.com

■ South Yorkshire Sidecar Club Membership enquiries: John Askham, 0114 249 0295 or whatafiasko@googlemail.com ■ Stevenage & District Motorcycle Club Membership enquiries: Mick Taylor, 07773 432738.

■ Sunbeam Motor Cycle Club All makes up to 1939.

Membership enquiries: Nick Hooper, 07531 353016 or on email at membership@sunbeam-mcc.co.uk ■ Sunbeam Owners’ Fellowship, S7, S8 & S7 Deluxe www.onthebeam.co.uk Membership enquiries: rotor@onthebeam.co.uk ■ Sussex British Motorcycle Owners’ Club Mondays 7.30pm at Clymping Village Hall, A259, Littlehampton, West Sussex BN17 5RU. Membership enquiries: George Short, 07900 465517 or dgshort@hotmail.co.uk ■ Tamworth & District Classic Motorcycle Club Membership enquiries: Bob Salmon, 01827 61608 or www.tanddcmcc.co.uk ■ Taunton Classic Motorcycle Club Membership enquiries: www.tauntonclassicmc.weebly.com ■ Taw and Torridge Classic Bike Club Contact Doug Bushby 07832 786136.

Email dougbushby@gmail.com ■ Teesside Yesteryear Motor Club Membership enquiries: membership@tymc.org.uk and www.tymc.org.uk for general information.

■ The Motor Cycling Club Membership enquiries: John Childs, 57 Ash Grove, Wheathamstead, St Albans, AL4 8DF, www.themotorcyclingclub.org.uk ■ The Thirty Motorcycle Club of Ulster Membership enquiries: gshilliday@btinternet.com ■ Three Percenters Clean & Sober Bike Club Membership enquiries: Cathryn via membership@ threepercentersmcc.org or visit www.threepercentersmcc.org ■ Trident & Rocket 3 Owners’ Club Membership enquiries: membership@tr3oc.com or visit www.tr3oc.com ■ Triking Owners’ Club Membership enquiries: R Shepherd, 07973 295273 or trikingowners@gmail.com Facebook: Triking Owners Club www.forum2.trikingsportscars.co.uk ■ Triton Club France Membership enquiries: Shelagh Moore, rockhenry@hotmail.co.uk ■ Triton Owners’ Club Membership enquiries: annefairview@btinternet.com or www.triton-owners-club.co.uk ■ Triumph Owners’ Motor Cycle Club Membership enquiries: Laurence Mee, 6 Bramley Walk, Horley, RH6 9GB, membership@tomcc.org ■ Triumph Terrier & Tiger Cub Owners Association All marque enthusiasts welcome. Membership enquiries: Cameron Stephenson, 3 Mabel Street, Wigan WN5 9EJ. 07748 692407, cameron@ tigercubclub.com or www.tigercubclub.com ■ Velocette Owners’ Club Membership enquiries: Jeff Whitworth, 20 Woodside Way, Aldridge, WS9 0HY, 01922 453659 or jbdoublu@yahoo.co.uk ■ Vincent HRD Owners’ Club Membership enquiries: www.voc.uk.com or membership998@voc.uk.com ■ Vintage Japanese Motorcycle Club Membership enquiries: www.vjmc.com ■ Vintage Motor Cycle Club International club for enthusiasts of motorcycles over 25 years old. Membership enquiries: 01283 540557, general@vmcc.net or www.vmcc.net ■ Vintage Motor Scooter Club For all makes of vintage scooters.

Membership enquiries: Marge Harrop, 11 Ivanhoe Avenue, Lowton St Lukes, WA3 2HX, membership@vmsc.co.uk ■ Waterlooville Motorcycle Club All bikes welcome. Membership enquiries: www.waterloovillemotorcycleclub.co.uk ■ Wessex Vehicle Preservation Club, Classic Bike Section Membership enquiries: Val Baker, 01202 631094 or download application form from wvpc.org.uk ■ West of Scotland Vintage Motorcycle Club Membership enquiries: enquiries@vsmcc.co.uk ■ Westland Classic Motor Cycle Club Membership enquiries: Henry Pinney, 01935 892443 or www.wcmcc.org.uk ■ Wolverhampton Classic Motorcycle Club Membership enquiries: 07989 700679 or tonyclements356@gmail.com ■ Yamaha Virago Star Owners’ Club (VSOC) Membership enquiries: Malcolm Bland, PO Box 188, Cleckheaton, BD19 9AA, secretary@vsoc.org.uk (please quote OBM) ■ Yorkshire Coast British Motor Cycle Club Membership enquiries to 07810 832318 or visit ycbmcc.weebly.com ■ Z1 Owners’ Club Membership enquiries: Jerry Humpage, 18 Pear Tree Road, Great Barr, B43 6HY, 0121 357 8849, 07818 450432 or jhumpage@fta.co.uk ■ 59 Club Motorcycle Club Wednesday and Saturday evenings, Plaistow HQ; last Thursday of month, All Saints, Hanworth, 6.30pm. www.the59club.co.uk or 07423 591001.

48 EVENT

January 2024

Lincolnshire Wolds Vintage Hill Climb Last September saw the second running of the hill climb at Scamblesby and Derek Manders was there to enjoy the fun.

T

he Rotary Club of Louth did it again! “Did what?” I hear you ask…

Following the success of the

A good-looking Norton 16H.

inaugural event in 2022, the very capable Louth Rotarians pulled off another fine event on the outskirts of Scamblesby, just south of Cadwell

Park in the Lincolnshire Wolds. It was a success aided and supported by the Mablethorpe and District Motor Club, the motorsport permit holders, volunteer marshals from the British Motorsport Marshals Club, land owner Steve Hunt, and the residents of Scamblesby village and the surrounding area, who tolerate a day of disruption to make the competitors, spectators and static exhibitors very welcome.

There was glorious sunshine all day, a very relaxed atmosphere, slick organisation of runs up the hill, catering vans selling woodfired pizza, coffees and teas, hog roast, burgers (very tasty!) cakes, a mobile bar and, of course, an ice cream van! For added ambiance, music was also supplied by Chloey Rose and Horncastle’s finest, country blues and ragtime band Itchy Fingers.

This is an event for both two and

A New Imperial with, in the background, a pair of Rudge Autocycles.

four wheels and in the latter category there were loads of cars to look at and lust over in the static display area, with the owners loving to chat about their vehicles to interested folk. The hill climb event was open to pre-war vehicles with a varied selection from a Morris Minor of 1932 vintage, a 1912 Talbot Tourer, an Amilcar CGSS from 1927 and a 1934

My ride for the day, a 1934 Bentley, one of the 2000+ Bentleys built by Rolls-Royce in Derby between 1933 and 1940.

Riley 9, owned and driven by John Hannis, the local Velocette guru.

There was also a 1934 Derby Bentley owned by my good friend Larry Riches – this car was also my transport to the event, and my seat for a blast up the hill as a passenger.

Lovely fun!

Motorcycle-wise (which is of greater interest to OBM readers)

A gentleman disembarking from his ’39 Velocette MAC.

January 2024

EVENT 49

A partnership of two venerable American names.

I spotted some interesting machines in the competitors’ area. These included a Rudge Autocycle of 98cc, 150cc New Imperial, 250cc Cotton twin port, 350cc Calthorpe, three or four Velocettes, one of which was being campaigned by Adrian Rhodes, son of Ivan, otherwise known as ‘Mr Velocette’.

Add to those a 16H Norton and a 1000cc AJS from 1936, and there was quite a variety, but the motorcycle which stood out to me was a BSA M20, a bike which I used to own and sold many years ago for £70. I even managed a photo of me sitting on it, happy memories.

Cars and motorcycles had three runs up the hill during the day, every one of the drivers grinning as they left the starting block.

A catalogue of entries was available which listed 27 cars and 18 bikes, but there were far more than these numbers on the day, due, I would assume, to late entries.

Unfortunately, the only area open to spectators was the first stretch after the start line. It would have been nice to watch from further up the hill, but I can fully understand this not being allowed due to the safety risk to spectators. Hopefully in future years a suitable solution can be found.

But, all in all, a really good day in all respects. Organisers, marshals and helpers, you should feel proud of yourselves, job well done.

See you later this year – I’m tempted to enter the 1939 Velo MSS in 2024…

Local Velocette guru John Hannis in a 1939 Riley 9 with John Mundey riding shotgun.

A lovely AJS keeping company with a Scott Super Squirrel.

Me astride my old BSA M20…

…and the Beezer about to ascend the hill.

Being a Velo man, of course I made a beeline for anything from Hall Green.

Perhaps my own MSS will be in the pits this year?

-MACHINES FOR SALEAll classic motorcycles wanted, in any condition, mint, project, basket cases, Brit, JAP or Italian, good prices paid, polite collection any area. Call Lesley 01925381058 anytime.

Email:bsam20s@btinte rnet.com (T)MA723623C

Ariel Huntmaster 650cc, 1958, from private collection in concours condition, matching numbers with Buff logbook and V5C, enclosed chaincase, 12V electrics, mileage showing 51,000, photos, manual, ready to ride, free delivery, £6250. Tel. 01723 372219.

Yorkshire OB723751C

Ariel Arrow, 1964, 12V e lectronic ignition, indicators, new carb, £2500.

Tel. 07759 034161. East Kent OB723274C

Ariel VH, 1958, new seat and carb, just done a season of club runs, £3000.

Tel. 07759 034161. East Kent OB723275C

Buell Ulysses, 2006, £2000.

Tel. 07973 732501. OB723562C

BMW R1100RT, 1997, 63,000 miles, ideal for those touring miles in comfort, not used 3 years, on Sorn, needs some fettling including front brake, full BMW luggage, just £1000.

Tel. 07866 504421. Near Bristol OB723267C

Ariel Square Four, 1951, restored 25 years ago, engine rebuilt 10 years ago, electronic ignition and voltage regulator, many new parts over the years, refurbished oil pump, distributor overhaul, new valves, £9500. Tel. 07447 555690.

Staffordshire OB723498C

www.oldbikemart.co.uk

BMW R60/2, only 20,000 miles and sounds very smooth, all works as it should but I have moved and I am short of space, £8000, contact for more information. Tel. Dave 01252 321951.

OB723272C

James scooter Model SC1 or SC4 wanted or parts.

Tel. 07850 575172. OB722137C

BSA A10 Spitfire, 1957, Replica all correct parts, vgc, V5C, on the road, £6000 will take Matchless G11, 600cc CS project or BSA B50 project in p/x plus cash. Tel. 07881 444161. OB723587C

BSA C15 250cc, 1962, blue/black, chromium tank, luggage rack, lovely looking, recently running, owned 34 years, photos via Email. g.crabtree@hotmail.co. uk Tel. 02084 411618; 07719 094185. Herts, North London OB723584C

BSA Super Rocket, 1959 twin, red/black, chrome mudguards, headlamp, twin clocks, Avons, stainless rack, V5C, superb bike from private collection, photos available, free delivery, £6950. Tel. 01723 372219. OB723671C

Gilera Sport 150cc 1954, prime example, ex-museum, less than 5000 miles from new (believed accurate), £3950. Francis-Barnet Plover 150cc 1958, just recommissioned after storage, little work remaining, good runner, on the road, £1750. Tel. 01789773801. Warwickshire OB723968C

Harley-Davidson Panhead Hydra-glide rigid frame untouched, completely rebuilt engine, new Mikuni carb gearbox, wheels new tyres, many original parts, comes with original rebuilt buddy seat, quiet exhaust, panniers original carb etc, now run in, 12 volt conversion, used in Goodwood parade this year, export packing and facilities possible, current UK V5, Tel. 07747 863382 might take p/x.

Email. curly.arkoss@yahoo.c o.uk OB723253C

www.oldbikemart.co.uk Harley-Davidson 2015 883L recent 5000 miles service & MoT, fitted new rack and screen, good condition, £7250. Tel. 07896 588380. Notts OB723560C

Honda CD175 1978 model, beautiful condition, excellent chrome work, presently on Sorn, owned since 2000, £3250 ovno. Kent area.

Tel. 01795 410561 or mobile 07935 091198.

OB723660C

1970 Honda CL70, NOVA registered, Honda Owners Club Vehicle Dating Certificate, 4379 miles, not running, no spark, bike is mostly original and complete, bike comes with new wheel rims and spokes, £1200, viewing welcome. Tel. 07876013313. OB723257C

-MACHINES FOR SALEHonda VFR1200 FD 2014 metallic red, 29,500 miles, serviced toolkit manual, 2 x keys, £5200.

Honda CB750/4 KA, 1979, black L/M, £5200.

Norton Interstate FTD CB500, black, 1972, £5200. Racing L/suit unused, H 5'10" C 44", £150. New L/jacket 5 x pockets, black C 44/46, £70. Tel. 07759 607498.

Berks OB723588C

Honda XBR500,1986, electric start, alloy spoked wheels, Mikuni flat sided carb, GB 500 Styling, sounds lovely, MoT, £2995. Tel. 01915 362671; 07710 757007.

Tyne and Wear OB723469C

Matchless G12, 1959, 650cc, good order on the road, retiring from riding, £4500. Tel. 07715 873604. Durham Email. mrrotavater@gmail. com OB723255C

1966 Kerry Capitano 48cc moped, rare automatic, restored condition, rebuilt saddle, new rear wheel, re-lined brakes and clutch, good starter runs well, V5, £1500 ono, could deliver. Tel. 07951 702293. Email. rfrowsell@gmail.com OB723474C

Matchless G11, 1957, electronic voltage regulator, rebuilt dynamo and magneto, lovely chrome and black tank, everything works as it should, moving house no space for it, will be greatly missed, £5000.

Tel. 07447 555690.

Staffordshire OB723500C

Norman Lido 1963, rare, resprayed original colour, new transfers, much time and money spent, speedo 7854, V5C in my name, further details please contact, £750 cash on collection, price very firm. Tel. 07847 830078. Kent OB723582C

Norton 650SS, 1962, all matching numbers, full history including Green log book, runs and rides well, recent magneto complete overhaul, more photos and video available, previously featured in Real Classics, £7250 ono. Tel. Mick 07391 499572.

Email. michaelbethell@hotmai l.co.uk OB723259C

Norton Dominator 88, 1955, excellent condition and very original with stainless rims and spokes, in frequent use, £4950 no offers. Tel. 07903 166239. Worcestershire OB723669C

Norton Dominator 99, 1961, silver/black, restored during 2016, placed in private collection, receipts for £3000, now recommissioned, ready to ride, V5C, photos, immaculate throughout, free delivery arranged, £7250. Tel. 01723 372219.

Yorkshire OB723670C

Norton Dominator Model 99, 1960s, it's a project barn find 90% complete, matching frame and engine numbers, has a registration number, gearbox complete, engine near enough complete, £2800 ono.

Tel. 07973 771197.

OB723471C

Royal Enfield Bullet 350, 1999 for sale, currently not running but mechanically sound, missing battery but engine turns over with kick start, 13,270 miles, £2000. Tel. 07760 108350. Winchester OB723269C

-MACHINES FOR SALE-

Triumph T100A 500cc, complete 1961, 95% assembled and restored has all the parts just needs assembling, fully reconditioned, 5TA, Green log book, all original Parts Ilford IG2 area, £3200. Tel. 07598 922760 OB723247C

The London Douglas Motor Cycle Club Ltd is an international club for Douglas owners and enthusiasts. Bimonthly magazine - the envy of many other clubs, that links like minded enthusiasts in over 34 countries.

Register of all known Douglas motorcycles worldwide, comprehensive spares service, marque specialist for technical help, dating service on all models. Write: Reg Holmes, 48 Standish Ave., Stoke Lodge, Patchway, Bristol.

BS34 6AG. www.douglasmcc.co. uk LO722933C

-MACHINES FOR SALE-

Royal Enfield, 1959 350cc Bullet, very original, runs very well, lots of patina, UK reg, ride or restore, p/x maybe £2650. Tel. John 07543 888385. OB723481C

Suzuki GT500, 1977, Cafe Racer winter project with V5C, 2 owners, originally main dealer promo bike, the bike is as you see in the pics, I have heard the bike run. Tel. 01915-362671; 07710757007. Sunderland.

OB723470C

Sunbeam Model 9, in lovely condition and good running order, 1929, mine for 15 years, reluctant sale due to a bad hip. Tel. 07860 633611 anytime for more information.

Nr Kettering OB723654C

Suzuki K11 80cc sports, spares or repair, engine rebuilt with new bearings and seals with new o/s barrel and piston, spare engine with good crank and bearings, new o/s side panels, no documents, Nova number, needs tyres, seat cover and ignition switch, nine runner, £1500 ono. Leeds. Email. a3rlp@icloud.com OB723251C

Triton wideline T110 650 pre unit, stunning beautiful bike regd as a Triton runs lovely, historic vehicle must be seen, note lights are not wired up, bargain at £5995 ono. Tel, 07931 557018 or 01613 350497. OB723265C

Triumph 5SW, 1940, fully restored to correct wartime specification including 8 inch headlight, control levers, tool boxes and field stand, on the road, current V5, £9750. Tel. 07703 345033.

Hants

Triumph T120 Bonneville, 1964, matching numbers, good condition, not mint but nice engine, spot on, runs and rides good, starts easy no smoke, £6250. Tel. 07976 770783. West Yorkshire OB723668C

1966 Triumph Tiger Cub, stainless rims, new tyres and chains, loads spent, lovely bike, £3100 ono. Tel. Roger 07725 983272.

OB723270C

All classic motorcycles wanted, in any condition, mint, project, basket cases, Brit, JAP or Italian, good prices paid, polite collection any area. Call Lesley 01925381058 anytime.

Email:bsam20s@btinte rnet.com (T)MA723624C

Triumph Tiger Cub 1966, Bantam Cub stainless rims and spokes, new tyres, repainted in correct colours square engine needs wiring (included) and minor work to engine, no V5 but has certificate, £1650. Tel. 07775575452. West Yorkshire OB723590C

Yamaha XS250SE, US Custom, 1984, currently on Sorn but has passed MoT, spare engine, forks, front wheel and tons of spares available to be included in the sale.

Located in Reading.

Tel. 07941 805741.

OB723473C

Yamaha XS650 Special, 1980 US Import, 7009 genuine miles, registered historic vehicle, fantastic well cared for example, £4650 open to sensible offers. Ring for full details. Tel. 07860 644519.

Coventry OB723258C

Early clip on engines, 1900-1930 complete or basket cases. Tel. 01729 850411. SM715330C

Triumph Tiger Cub 1963 on wanted, V5 document, with or without frame, will pay fair price. Tel. 07775 575452. West Yorkshire OB723591C

All motorcycles wanted, modern or classic, any condition, garage clearances etc, nationwide collection.

Tel. 07774 964386 or 01244 532443. (T)

AC723619C

Andy Tiernan buys all pre war BSA's, also consider flat tankers, all makes especially Y13 v-twins. Tel: 01728 724321, 07802 896114 (T) or email: andybuysbikes@hotma il.comAN723682C

BMW airheads wanted.

1970 through to 1995.

Any model considered, rough, mint or even spare parts. Please ring John on 07836 758534. (T) JT723728C BSA Bantam, Villiers engined bike,CZ, MZ or any older Japanese two-stroke wanted for a restoration project, finished my last project and looking for the next, will travel, your price paid. Tel. 07538 696157.

Leicester OB723695C

OB723716C

Triumph Tiger Cub, 1958, good working condition, easy starter, rides really well, excellent easy project or just ride as is, V5 in my name, ready to go, £2750 ono.

Tel. 07949 067122.

Bucks OB723268C

-MACHINES WANTED-

Velocette wanted, pre or post war, any model considered. Tel. 01270821387. (T)DA723740C Vincent wanted, any model considered or spares. Tel. 01270 821387. (T) DA723724C

Wall Autowheel complete or parts. Tel. 01729 850411. SM715329C

Wanted BSA Sloper / Blue Star parts, will consider buying complete machines as we are desperate for spares. Tel: 01728 724321, 07802 896114 (T) or email: andybuysbikes@hotma il.comAN723684C Wanted Honda XL500S, single cylinder engine in bits or complete bike. Tel. 07831 291291.

OB721050C

obmservices guide -BALANCING-

-BEARINGS-

-CHROMING-

-ELECTRICAL-

-BRAKES-

-BLAST CLEANING-

-ENAMELLING & POWDERCOATING-

-CHROMING-

-ENAMELLING & POWDERCOATING-

-CLUBS-

www.oldbikemart.co.uk www.oldbikemart.co.uk

-CABLES-

-BRAKES-

-ELECTRICAL-

-ENGINE & GEARBOX OVERHAULS-

-ENGINEERING-

obmservices guide -LED BULBS-

-ENGINEERING-

-MAGNETOS-

-MAGNETOS-

-PAINTWORK-

-EXHAUSTS-

-NUMBERPLATES-

-PAINTWORK-

-FRAME ALIGNMENT-

-PETROL TANK REPAIRS-

-HUBS-

obmservices guide -PETROL TANK REPAIRS-

-POLISHING & CHROMING-

-CYCLEMOTORS-

-SPEEDO REPAIRSCyclemaster 32cc, 1950s, new tyre tube powder coated coaster hub BEC carb CDI mini mag, ready for fitting new cables, levers, silver or black, buyer collects, £395. Tel. Peter 07967 931506.

Surrey.

Email. pnpharris@yahoo.com OB723667C

-MISCELLANEOUSChrome lady mascot fits car, motorcycle, 4 1/ 2" high, £40. Tel. 01360 311587. OB723564C

-SHEET METAL WORK-SPEEDO REPAIRS-

-SPRING MAKING-

-POWDER COATING-

Motorcycle loading system for van or trailer including electric winch and remote control, put your bike onto the trolley in your garage or workshop and push it with ease to the back of your van or trailer, connect the winch cable and load your motorcycle with no effort, will easily cope with heavy machines, unused, surplus to requirements, £675.

Tel. 07876 243190.

Cambridge OB723276C

-SERVICES-

-MISCELLANEOUSNumber plate letters, 1 3/4" front, 2 1/2" rear, white, adhesive 50p each. Postage £1 or send stamped addressed envelope.

M. Moore, 1 Middle Road, Poole. BH15 3SH. Tel. 01202675945.(T) MM723640C

Racing leathers two piece, black, padded knees waist 36", leg 29", no tears, vgc, £50.

Motorcycle boots, calf length, size 10 almost new, side zips, rear reflector strips, £30. Tel. 07817-227637. North Yorkshire.

Email. okrollem@gmail.com OB723566C

SPS mini boring bar complete with stand, fittings for cylinders, boring tools in box plus micrometer, buyer to collect, £400. Tel. 07498 409175. Email. diana935@sky.com OB723475C

-OFF ROAD COMPClubman trials shocks, £98 pair inc VAT. Tel. NJB Shocks 07788 715163 (T). www.njbshocks.co.uk o r e m a i l : norman@njbshocks.co .uk NJ710814C

Francis-Barnett Falcon Trials, rigid model 1953/ 54, totally original apart from new wheel rims, frame number VTM73218C, engine number 375A3025, extremely rare to find one in this condition, £3950.

Tel 07779 722767.

OB723278C

Husqvarna Scrambles 4 speed bikes and spares for sale, 1966-1971.

Please phone with your requirements. Tel. 07779 722767. OB723277C

Trials Ariel HT5 500cc Jim Susans frame, short stroke motor, diaphram clutch, REH forks, Rickman hubs, aluminium tank, Lucas racing mag, used about 6 times since rebore and engine rebuild, £12,000.

Giant Fathom E+3 electric mountain bike, medium frame, purchased March 2021, very good condition, with everything working as intended, £1200, message me for photos.

Tel. 07748 997106. Kent OB723696C

-SPARES FOR SALE-

-SPARES WANTED-

-STAINLESS STEEL-

BSA ZB34GS 1950 + 60 piston wanted this is the short rod type. Also complete kick start ratchet set for B type rigid/plunger gear box, 1950s. Tel. Dave 07920 529079.

Derbyshire/ Notts OB723563C

BSA DA10 c/cases 1960 excellent, £175. D/ side conrod v/good, £50.

A7/10 camshaft 67-356, £40. Dunlop alloy rim WM1 x 19, good, £150.

A65 nos pil pump, £145.

Ant's head h/lamp cover, £40 + p&p. Tel. 07738715039. OB723748C BSA s/arm, std gearbox, new bearings, bushes m/ shaft fitted for Norton clutch, £275. A65 eight inch front wheel with Borrani WM2 x19 rim, £275. A10 Spitfire camshaft, very good, £60.

Tel. 01653 696115.

OB723574C

Dynamos, Dynamos, Dynamos, dynamos, dynamos, dynamos, dynamos, dynamos, dynamos, dynamos, dynamos, dynamos, dynamos, dynamos, dynamos, dynamos, dynamos, dynamos, dynamos, dynamos, dynamos, dynamos, dynamos, dynamos, dynamos. Paul Dunn 01782-856839, www.dynamosdynamo s.com (T).PA723744C Harley-Davidson 45 clutch hub unused, rear sprocket retoothing kit, unused, aluminium heads vgc, lefthand sidebar.

BSA 1930s combination handlebar levers, nos WM20 field stand piston unused, 350 Empire Star etc. Tel. 07530 832272.

OB723747C

Velocette spares MOV iron cylinder head, barrel and rocker cover, £200.

Beasley aluminium barrel and head, £200. MOV crank case with Tiger Moth magneto, £200.

Venom timing gears, £50. Tel. 01223 523478.

Cambs.

Email. sheelaghmneal@gmail. com OB723572C

-WHERE IS IT NOWAny info Crusader Trials, left Redditch Works, Dec 1963 sent to Enfield dealership New Zealand, later returned to UK Lancashire, Derbyshire, original as left factory assumed not registered. Tel. 07967 195409. North Staffs Email. johnrocket37@yahoo.co. uk OB723589C I would like to find my D14-4 Bantam the reg number was TV0 72G, it was my first bike I had, would love it back, can anyone help. Tel. Steve 01223 500586.

Cambridge OB723570C

I'd love to know where my previously owned 350 Triumph 21 WNX 28 is now, many happy hours spent riding it, be currently in ownership and on Sorn, maybe the current owner could make contact please. Tel. 07850 471172. Email. airbournedelta@hotmail. com OB723262C

obmservices guide -SPROCKETS-

-WELDING-

BSA, Triumph, Rudge or Velocette spares wanted for my ongoing projects, anything considered, any quantity, will consider a complete bike for another project, will travel. Tel. 07983 832076. Staffs OB722405C

Honda Revere 1991, 600cc V Twin, wanted clutch basket assembly in good condition. Tel. 01267 222993.

Carmarthen OB723561C

-TAX DISCS-

Montesa wanted BR10, 110 and Impala parts.

Tel. Lloyd 01209 213386.

Email. lloyd7342@gmail.com OB723750C

Speedometer wanted, two Smiths chronometric speedos wanted for my bikes, either 120mph or 80mph and also a Dshaped speedo (Bantam), one needing work or damaged considered, is postage possible after payment? Tel. 07538 696157.

Leicester

-TRANSPORT-

OB723697C

-TRAILERS-

Speedometer wanted, two Smiths chronometric speedos wanted for my bikes, either 120mph or 80mph and also a Dshaped speedo (Bantam), one needing work or damaged considered, is postage possible after payment?

Tel. 07538 696157.

Leicester OB723698C Wanted alloy inlet manifold or scrap BSA or other 650 donor head to provide manifold for reconverting A10 Rocket head to single carb, tatty, welding, originality no problem. Tel. Will 07973 224839.

Email. wjf@hotmail.co.uk

-SIDECARS-

OB723279C

Wanted any amount of British spares Triumph, BSA, Norton etc, cash paid on collection anywhere anytime, distance no object large or small amounts, projects, pre-unit Triumphs, Nortons, BSA etc. Tel. 07443 642408.

West Yorkshire. Email. trevcollie@gmail.com OB723478C

Wanted Norton upright racing gearbox, 1937-49.

Centre stand for rigid or plunger frame, bolt through petrol tank, alloy or steel. Andre steering damper for Norton. Also late short stroke Manx engine, original or replica. Tel. 01132871253. OB723569C

2 off Watsonian VG, 19" wheel type sidecar chassis, both complete with fittings, first, fully restored on a bike, second, removed from another bike, unrestored.

Tel. 07913 633583. West Midlands OB723466C Black fibreglass sidecar on a steel tubular frame, all fittings, screen and tonneau cover, photos available recently taken off a Honda 500, £400 ono.

Tel. 07758 318476 OB723649C

Honda 1960/70s, large amount of new old stock, parts for C100/C102, C50, C200, S90 C90, CB160, CD175A, C72/ 77, CB450KO, etc, plus H/bar switches, electrical, indicators, contacts, condensers, headlights, cables, r/sprockets, H/ bars, speedos, r/ counters, books, manuals, Owner Hand Books, gasket sets, fork stanchions, brake shoes, clutch plates, for example I have 10 A4 pages of parts just for C100, similar lists also for above, £1750 will split.

Tel. 07759 412450.

Cheshire OB723653C

Sidecar wanted or complete combination, anything considered either pre-war, 1950s or modern fibreglass as I have various options to bike fitment, one needing work or chassis alone ok.

Tel. 07983 832076.

Staffs OB722406C

Wanted Motorcycle Sidecar Outfits - Pre War and Post War, also all vintage girder fork motorcycles. Please contact 01257 271005 or 07980 036474.

Anytime 7 Days. Email. andrew185@btinternet. comAN721149C

Wanted motorcycle single-seater sidecar from the 50's! I am interested in models like Watsonian Ascot Coupe, Busmar Durham single seater or Swallow Comet Saloon or similar in good condition. Germany.

Email. thomas.heymann@online home.de OB723477C

-WHEEL BUILDING-

-WHEEL BUILDING-

62 DIARY DATES

Diary Dates

Please be aware that some events listed may not be taking place. You are advised to check before travelling.

JANUARY 2024 6 6

6

6-7

6-7

7

14 14

YOUR OLD BIKE MART WITH YOU Beginners’ Motorbike Maintenance Course at Malc’s Motorbikes, Unit 14 Theobalds Grove Train Station, Waltham Cross, Hertfordshire EN8 7BG. Tel: 01992 630279.

First Saturday of every month: Rufforth Autojumble at Rufforth Park, Wetherby Road, Rufforth, North Yorkshire YO23 3QH. Tel: 01904 738 620. Email: info@ rufforthautojumble.com; web: www. rufforthautojumble.com Classic Bike Guide Winter Classic Show at the Newark Showground, Lincoln Road, Coddington, Newark, Nottinghamshire NG24 2NY. Tel: 01507 529529.

Web: www.classicbikeshows.com Winter Steam Gala at Severn Valley Railway, Kidderminster Town Station, Comberton Hill, Kidderminster, Worcestershire DY10 1QX. Tel: 01562 757900. Email: contact@svrlive.com; web: www.svr.co.uk Bike Day at the Ace Cafe, Ace Corner, North Circular Road, Stonebridge Park, London NW10 7UD. Tel: 0208 961 1000.

Web: london.acecafe.com Rickinghall Winter Warmer Autojumble at Rickinghall Village Hall, Hinderclay Road, Rickinghall, Diss, Norfolk IP22 1HD. Sandracing at Mablethorpe beach, Mablethorpe, Lincolnshire. Email:

January 2024 mablethorpesandracing@gmail.com Web: mablethorpesandracing.co.uk 14 Bike Day at the Ace Cafe, Ace Corner, North Circular Road, Stonebridge Park, London NW10 7UD. Tel: 0208 961 1000.

Web: London.acecafe.com 17 FEBRUARY ISSUE OF CLASSIC MOTORCYCLE MECHANICS OUT TODAY 20 Kempton Park Motorcycle Jumble at Kempton Park Racecourse, Staines Road East, Sunbury-on-Thames, Surrey TW16 5AQ. 8am-2.30pm.

Tel: 01507 529430.

Web: www.kemptonautojumble.co.uk 20 Scorton Auto and Bike Jumble at the North Yorkshire Events Centre, Atley Hill Road, Scorton, Richmond, North Yorkshire DL10 6EJ. Tel: Bert on 07909 904705.

21 Huddersfield Autojumble at Old Market Building, Brook Street, Huddersfield, West Yorkshire HD1 1RY. Tel: 01773 819154 or 07795 505388. Email: jeffpff@hotmail. co.uk; web: phoenixfairs.jimdofree.com 21 AJS and Matchless Owners Club Day at the Ace Cafe, Ace Corner, North Circular Road, Stonebridge Park, London NW10 7UD. Tel: 0208 961 1000.

Web: London.acecafe.com 21 Mid Kent’s Bike and Autojumble at Lockmeadow Market Hall, Barker Road, Maidstone, Kent ME16 8LW. Tel: 01732 840787.

Web: www.midkentsautojumble.co.uk 26-28 Winter Steam Gala at Great Central Railway, Great Central Road, Loughborough, Leicestershire LE11 1RW. Tel: 01509 632323. Email: sales@gcrailway. co.uk; web: www.gcrailway.co.uk 27 Rockers Reunion at The Empire, High Street, Aldershot, Hampshire GU11 1DJ. Tel: 07936 713934 or 01772 761522.

27 Lincoln Autojumble at RAF Hemswell, Hemswell Cliff, Lincolnshire

27 28

28

28

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31

DN21 5TJ. Tel: 07720 950920.

Email: info@lincolnautojumble.com Web: www.lincolnautojumble.com 59 Club Autojumble at All Saints Church, Uxbridge Road, Hanworth, Middlesex TW13 5EE. Tel: 0208 894 9330.

Three Counties Showground Autojumble at Three Counties Showground, Malvern, Worcestershire WR13 6NW. Email: matthew@classicshows.org Normous Newark Car and Motorcycle Autojumble at Newark Showground, Lincoln Road, Coddington, Newark, Nottinghamshire NG24 2NY. Tel: 01507 529430. Email: info@newarkautojumble.co.uk Web: www.newarkautojumble.co.uk Sandracing at Mablethorpe beach, Mablethorpe, Lincs. Email: mablethorpesandracing@gmail.com Web: mablethorpesandracing.co.uk Australia Day at the Ace Cafe, Ace Corner, North Circular Road, Stonebridge Park, London NW10 7UD. Tel: 0208 961 1000.

Web: London.acecafe.com FEBRUARY ISSUE OF CLASSIC BIKE GUIDE OUT NOW

FEBRUARY 1

Classic Bike Night (and every Thursday thereafter) at the Victoria Bikers Pub, Whitwick Road, Coalville, Leicestershire LE67 3FA. From 6pm. Tel: 01530 814718.

Web: www.vicbikerspub.co.uk 2 MARCH ISSUE OF THE CLASSIC MOTORCYCLE IN SHOPS TODAY 2 Bikes and Banter with John McGuinness, Dean Harrison and Jamie Whitham at the Mercure Norwich Hotel, Boundary Road, Norwich, Norfolk NR3 2BA. Tel: 07932 724462. Web: www.bikeandbanter.co.uk 3 OLD BIKE MART WITH YOU TODAY 3 First Saturday of every month: Rufforth Park Autojumble, York. See advertisement on this page for full details.

3 Ton Up Club’s 17th Winterblot at the Ace Cafe, Ace Corner, North Circular Road, Stonebridge Park, London NW10 7UD. Tel: 0208 961 1000. Web: London.acecafe.com 3 Beginners Motorbike Maintenance Course at Malc’s Motorbikes, Unit 14 Theobalds Grove Train Station, Waltham Cross, Hertfordshire EN8 7BG. Tel: 01992 630279.

4 Bike Day at the Ace Cafe, Ace Corner, North Circular Road, Stonebridge Park, London NW10 7UD. Tel: 0208 961 1000.

Web: London.acecafe.com 5 FEBRUARY ISSUE OF REAL CLASSIC OUT 9-11 Winter Steam Gala at Spa Valley Railway, West Station, Nevill Terrace, Royal Tunbridge Wells, Kent TN2 5QY. Tel: 01892 537715. Web: www.spavalleyrailway.co.uk 10-11 Classic Dirt Bike Show at Telford International Centre, St Quentin Gate, Telford, Shropshire TF3 4JH. Tel: 01507 529430.

Web: www.classicbikeshows.com 10-11 The Dragon Rally at a secret site. Web: www.conwymotorcycleclub.org.uk 11 Singles Sunday at the Ace Cafe, Ace Corner, North Circular Road, Stonebridge Park, London NW10 7UD. Tel: 0208 961 1000. Web: London.acecafe.com 1 MAG’s Fred Hill Memorial Ride from the Ace Cafe, Ace Corner, North Circular Road, Stonebridge Park, London NW10 7UD. Tel: 0208 961 1000. Web: London.acecafe.com 15 MARCH/APRIL ISSUE OF CLASSIC RACER OUT 17 Scorton Auto and Bike Jumble, North Yorkshire Events Centre, Atley Hill Road, Scorton, Richmond, North Yorkshire DL10 6EJ. Tel: Bert on 07909 904705.

8 Normous Newark Car and Motorcycle Autojumble at Newark Showground, Lincoln Road, Coddington, Newark, Nottinghamshire NG24 2NY. Tel: 01507 529430. Email: info@

newarkautojumble.co.uk Web: www.newarkautojumble.co.uk 18 Bike Day at the Ace Cafe, Ace Corner, North Circular Road, Stonebridge Park, London NW10 7UD. Tel: 0208 961 1000.

Web: London.acecafe.com 21 MARCH CLASSIC MOTORCYCLE MECHANICS OUT NOW 24 Sizewell Sortout at Sizewell Sports and Social Club, King George’s Avenue, Leiston, Suffolk IP16 4JX. Tel: 07752 128568. Web: www.facebook.com/ theeastanglianauto jumbleatgleveringhall 24 Bideford Classic Motorcycle Show at Bideford Premier Market, Market Place, Bideford, Devon EX39 2DR. Email: info@bideford bikeshow.org Web: www.bidefordbikeshow.org 24 Lincoln Autojumble at RAF Hemswell, Hemswell Cliff, Lincolnshire DN21 5TJ. Tel: 07720 950920.

Email: info@lincolnautojumble.com Web: www.lincolnautojumble.com 24-25 Bristol Classic Motorcycle Show at the Royal Bath and West Showground, Shepton Mallet, Wiltshire BA4 6QN. Tel: 01507 529430. Web: www.classicbikeshows.com 25 Horsham Historics Preservation Society’s Ardingly Autojumble at the South of England Showground, Ardingly, West Sussex RH17 6TL. Tel: 07711 177229.

Email: horshamhistorics@aol.com Web: www.horshamhistorics.co.uk 25 Sandracing at Mablethorpe beach, Mablethorpe, Lincolnshire. Email: mablethorpesandracing@gmail.com Web: mablethorpesandracing.co.uk 25 Huddersfield Autojumble at Old Market Building, Brook Street, Huddersfield, West Yorkshire HD1 1RY. Tel: 01773 819154 or 07795 505388. Email: jeffpff@hotmail.co.uk Web: phoenixfairs.jimdofree.com 25 59 Club Renewal Day at the Ace Cafe, Ace Corner, North Circular Road, Stonebridge Park, London NW10 7UD. Tel: 0208 961 1000. Web: London.acecafe.com 28 MARCH ISSUE OF CLASSIC BIKE GUIDE OUT TODAY

MARCH 1 2

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5 6 9

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APRIL ISSUE OF THE CLASSIC MOTORCYCLE IN SHOPS Curborough Twisty Sprint at Curborough Sprint Course, Netherstowe Lane, Lichfield, Staffordshire WS13 8EJ. Tel: 07887 553325. Email: secretary@marshalsnw. co.uk; web: nora92.com/club/marshalsnorth-west or marshalsnorthwest.uk Bike Day at the Ace Cafe, Ace Corner, North Circular Road, Stonebridge Park, London NW10 7UD. Tel: 0208 961 1000.

Web: London.acecafe.com MARCH ISSUE OF REAL CLASSIC OUT Classic Bike Night (and every Thursday thereafter) at the Victoria Bikers Pub, Whitwick Road, Coalville, Leicestershire LE67 3FA. From 6pm. Tel: 01530 814718.

Web: www.vicbikerspub.co.uk MAY ISSUE OF THE CLASSIC MOTORCYCLE OUT OLD BIKE MART WITH YOU TODAY Kempton Autojumble at Kempton Park Racecourse, Staines Road East, Sunbury-on-Thames, Surrey TW16 5AQ. 8am-2.30pm. Tel: 01507 529430.

Web: www.kemptonautojumble.co.uk VMCC Autojumble at the Bath and West Showground, Shepton Mallet, Somerset BA4 6QN. Tel: 01297 32853 or 07847 430741. Email: daveatterbury@hotmail.com Web: www.vmccsomerset.co.uk/autojumble Sandracing at Mablethorpe beach, Lincs.

Email: mablethorpesandracing@gmail.com.

Web: mablethorpesandracing.co.uk

Please send your diary dates to obmwallplanner@mortons.co.uk