Old Bike Mart - February 2019 - Preview

February 2019 £2.10 ISSUE

404

OLD BIKE MART ’

’Normous Newark Autojumble

SUBSCRIPTION ONLY Available from the first Saturday of every month

NEXT ISSUE: MARCH 2

February 24

newarkautojumble.co.uk

Winters in Bavaria can be harsh, but these visitors to the 1967 Elefantentreffen (known to us Brits as the Elephant Rally) are well prepared as darkness descends. Photo: Mortons Archive www.mortonsarchive.com

2 NEWS

February 2019

Editorial

www.oldbikemart.co.uk email: info@oldbikemart.co.uk

Editor Dave Manning OBMEditor@mortons.co.uk Designer Charlotte Fairman Production editors Pauline Hawkins, Sarah Spencer Picture desk Paul Fincham and Jonathan Schofield Group advertising manager Sue Keily Divisional advertising manager Billy Manning Advertising Leon Currie lcurrie@mortons.co.uk

01507 524004 Marketing manager Charlotte Park Circulation manager Steve O’Hara Publisher Tim Hartley Publishing director Dan Savage Commercial director Nigel Hole General queries Customer Service number: 01507 529529 Telephone lines are open: Monday-Friday 8.30am-6pm, Saturday 8.30am-12.30pm and 24hr answerphone Archive enquiries Jane Skayman jskayman@mortons.co.uk 01507 529423 Founder Ken Hallworth OLD BIKE MART (ISSN:1756-9494) is published monthly by Mortons Media Group Ltd, PO Box 99, Horncastle, Lincolnshire LN9 6LZ UK. USA subscriptions are $48 per year from Motorsport Publications LLC, 7164 City Rd N #441, Bancroft WI 54921.

Periodical Postage is paid at Bancroft, WI and additional entries. Postmaster: Send address changes to OLD BIKE MART, c/o Motorsport Publications LLC, 7164 City Rd N #441, Bancroft WI 54921.

715-572-4595 chris@classicbikebooks.com PUBLISHED BY

PRINTED BY

I

t was only a single day of being patient – in both senses of the word, being parked in a day ward awaiting surgery on my throttle hand’s damaged ligaments – but it was a day that resulted in a chance to catch up with some reading. Not of novels (although like many folk, I like to ‘escape’ into a world of science fiction, horror or crime) but of a more professional manner. Not that I’ve ever considered my anorak level of interest in motorcycles as being anything approaching the term ‘professional’…

No, what I mean is that I’ve caught up with the motorcycle books and magazines that have been piling up on my desk. Some of those books are reviewed within these pages, others I’ve yet to even flip open the cover.

But, amongst that reading material were a few back issues of OBM, kept for reference and inspiration.

And inspire me they did. One of the pieces that I re-read was an editorial written by previous editor Pete Kelly, about the reducing numbers of classic bikes being ridden. Pete had gone over the reasons given then, and I feel it deserves a review now, given that of late I’ve spoken to a few people who have become reinvigorated about the classic motorcycle scene – some of them being folk who many really wouldn’t expect to be riding such old machinery.

And, reflecting Pete’s thoughts, a common topic of discussion within the pages of OBM, and of the other titles that I looked over during my day in hospital, was the increasing price of classics and the ‘investment scenario’ that is, potentially at least, taking bikes off the road as they get stored in private collections instead of being used as they should be – motorcycles built to be ridden and enjoyed. And

it’s clear that there’s a correlation between any reduction in the number of classic bikes being ridden and the cost (or, to be more precise, value) of the bikes themselves.

Conversely, some of the people who have stated that a classic bike is too valuable to use also have a modern bike, of equal or greater value than the classic machine that they yearn for, or even own yet refuse to ride! A modern bike that will only be reducing in value as it’s used, while the classic will certainly not lose value, even if it’s being used on a regular basis.

I heard one gent suggest that if someone really wanted an expensive classic bike, they would find a way to pay for it. Now, aside from resorting to bank robbery, there is no way that I would be able to afford a Flying Squirrel, unless I sold my house and then I’d be living under a tarpaulin next to my classic Scott… Yet there are fans of steam traction engines, commercial aircraft aficionados and train enthusiasts around the globe, and how many of them can afford the objects of their desire? The classic bike world is actually a step ahead, as we have the opportunity to ride bikes that we would never be able to afford, thanks to schemes by the Vintage Motor Cycle Club, the National Motorcycle Museum and others, and there are a number of companies that run rental schemes too. And there are cheap classic alternatives that maybe don’t have the kudos of the popular models, but can still be interesting and enjoyable classics – there’s little wonder that small-capacity European machines built in the Fifties and Sixties have a gathering pace of interest…

Mind you, there could be other reasons dissuading folk from the ownership of classic two wheelers.

Some may have an unreasonable fear of being mocked due to a lack of knowledge about their classic bike of choice, although the ‘rivet counter’ type of classic bike buff does seem to be in the minority nowadays, with most marque experts just happy to see their favoured models being ridden, rather than restored to absolute factory standards only to be locked in an airless bubble for the rest of eternity.

Having chatted to various people about the potential for joining in with classic bike riding, one particular thing that seems to crop up – which I’m certain will create some heated discussion – is the ‘Sam Brown’ belt, the dayglow aid to visibility that has oft been derided and reaches its zenith with the full size bright yellow dayglow bib. I’m all for allowing riders to wear whatever they so choose when they’re riding their steed of choice, but the simple fact is that many riders don’t see such an item of apparel as being ‘cool’. There may be some safety benefits (which are entirely debatable thanks to the ‘Sorry mate I didn’t see you’ factor brought by drivers not even looking, let alone seeing) but it needs to be made clear that they’re not a compulsory item to wear on a classic bike…

Any claims of a classic bike being unreliable or incapable of coping with modern day traffic are easily countered – as Steve Cooper states in his feature on page 16. When a bike that is undoubtedly a classic holds its own as a modern form of transport, you’ve not really got an excuse have you?

And can we improve the situation?

Yes – just carry on doing what we like doing best! Buying, restoring, rebuilding and (above all) riding classic bikes. There’s no better way

to inspire someone to own a classic than by being seen out and about on one. Ride to shows, pubs, transport cafes, rallies and even just to work, and don’t just limit your rides out to club runs. After all, while club meetings are fantastic, they are preaching to the converted… if we are to expand the scene, then we need to talk to youngsters and the nonexperienced about owning, riding, and maintaining an old bike. And why not lend your own bike to a potential convert?

Of course, there is one very good way of persuading other riders to own (and use) a classic bike. The powers of inspiration and aspiration are much underrated… and your stories of bravery and derring-do aboard your classic steed (or even just how many times your C15 breaks down) are a vital part of Old Bike Mart. And that’s something that we want to carry on – by regaling your stories in these pages we can continue the passion, enthusiasm and knowledge, and help to give classic bikes the positive future that they so deserve. We look forward to hearing from you!

Enjoy the issue,

February 2019

NEWS 3

Alf Hagon – About more than speed The name Alf Hagon is known by many people, for several different reasons, and this new bookazine from Mortons puts the detail into all of them. From running the successful Hagon shock absorbers and wheel repair business in Hainault, Essex, back to his first days of riding a bike and gaining the competitive urge that saw so many achievements and accolades, everything is covered in exquisite detail.

While remaining on two wheels, Alf’s racing career was one of the most eclectic.

From his successful grasstrack career onwards to breaking records while sprinting and running at top speed events on bikes such as that gracing the cover, as well as the motocross and road racing, and the lesser known development work that he also undertook, Alf has long deserved far more recognition than he has received.

With a fascinating variety of images from the Mortons archive, plus many from the Hagon family photo album, there are also first-hand reports from many of the race and record meetings that Alf took part in, taken from The Motor Cycle and MotorCycling.

Priced at £6.99, it’s available from any newsagent worth their salt, direct from www.classicmagazines.co.uk, or from shows such as Stafford. And there is, of

ALF HAGON ABOUT MORE THAN SPEED

The life and times of motorcycling’s alternative thinker

The life and times of motorcycling’s alternative thinker

Youthful enthusiast to record-breaking superstar – Hagon’s incredible journey!

000 Alf Hagon_SEP.indd 1

13/12/2018 12:28

course, the possibility that Alf will be on the Hagon stand at the Stafford Show in April, and if so, he’ll be signing copies.

Will you be my friend?

We all like to support the kind of causes that we’re really interested in, or in which we have a vested interest, and the warmhearted feeling brought by supporting such ventures is made all the better when you get something back in return.

The National Motorcycle Museum’s scheme – Friends of the NMM – involves a year’s membership that not only entitles you to unlimited free entry to the museum, 10% discount in the museum shop, a free Bruce Main-Smith photocopy set and a quarterly newsletter, but also access to a number of specific events through the year.

For 2019, these include workshop training days (which are free), classic bike tours using some of the museum’s own bikes (with a ‘hire’ fee that varies depending on the machine being used), a ‘try a classic bike’ day in March with a selection of veteran and vintage bikes on the museum’s grounds at a nominal fee of just £12.50 for half a day, and other days yet to be announced.

The cost is something of a bargain for any diehard classic fan, as you only need

visit the museum three times in one year and you’ll have got your money’s worth, even without taking the other advantages into consideration!

For adults between 18-65 it’s £29.95, senior citizens of 65+ it’s £27.45, for juniors up to the age of 18 it’s £19.95, and a family (two adults and two children) is £49.95. You can join on 01675 444123,

Festival of 1000 Bikes 2019

A bit of early information here, just to make sure that you don’t double-book yourself, as this year’s Festival of 1000 Bikes, organised by the Vintage Motor Cycle Club, is to be held at Leicestershire’s Mallory Park over the weekend of July 12-14.

All of the usual attractions will be on site – with track time for appropriate machinery.

Saturday is intended for road-focused machinery and Sunday will be the ‘noisy’ day for race bikes, displays of classic trials and grass track, loads of trade, autojumble and club stands and entertainment laid on in the marquee situated in the centre of the track. No surprise, then, that this has the potential to be one of the most entertaining and social classic motorcycle weekends of the year!

Entry forms are now available at www. festivalof1000bikes.co.uk or from VMCC HQ at Allen House on 01283 540557.

at www.thenmm.co.uk or by emailing shop@thenmm.co.uk Also, videos of the Friends events can be viewed at the website.

Customised classic You may notice something slightly different with Martin Bratby’s Sunbeam S8.

It’s marginally longer than the standard bike, and with very good reason, as the eagle-eyed among you will already have realised. More pictures and a whole bevy of words, some of them regarding the Sunbeam, will appear in the March issue of Back Street Heroes magazine, available from all good newsagents from Thursday, February 7 or direct from www.classicmagazines.co.uk

Velos on the Pork Highway The Kent and Sussex Velocette Owners Club, ably assisted by the Men of Kent VMCC, will again be holding their annual meeting at Hamstreet Hall – postcode TN26 2NW – on the Early May Bank Holiday (Monday, May 6) from 9am. There’ll be cheap burgers, tea and coffee with all proceeds to the Air Ambulance – last year £280 was raised and donated to the charity.

As the name of the organising club suggests, this is basically a motorcycle meet with the emphasis on Velocettes, although all others are welcome, and you can email veloseckent@gmail.com for more details.

4 NEWS

February 2019

A Gentleman’s conveyance Brough Superiors have, of late, seemed to be fetching higher and higher figures at auction. And it’s highly unlikely that the bike you see here is going to buck the trend…

This legendary SS100 was owned and ridden by FP ‘Gentleman’ Dickson, a famous rider in the 1920s with successes in most UK rallies and races. It will be sold on March 2 by H&H Classics at the National Motorcycle Museum for a conservative estimate of £160,000 to £200,000.

Gentleman Dickson was George Brough’s closest friend and they entered many races together as the Brough factory team, including the International Six Days Trial – perhaps the most important competition at the time – in which the pair won gold medals in Scotland and in Austria where they were the overall winners.

In 1930 FP Dickson rode this bike, TV 2001, in the ISDT in Switzerland along with George Brough and Eddy Meyer as the Brough team. On the first day Dickson crashed heavily, breaking his leg and being taken to hospital in Geneva by car. His teammates decided to retire from the event and follow him to the hospital but, on the way, George Brough was hit head on by a car being driven on the wrong side of the road. He also sustained a broken leg and later sued the driver for substantial damages, having to use a walking stick for the rest of his life.

FP Dickson convalesced in hospital but unfortunately died in mid-February 1931, aged just 42, after pneumonia set in arising from failure to have his

foot amputated. He was buried in Geneva with George Brough attending the funeral.

The matching numbers bike is complete, has undergone some restoration work and is part assembled for the auction. Dave Clark, technical officer of the Brough Club, has inspected the bike and declared that all the parts are present. The club registrar has

supplied documentation to prove its authenticity and there is a huge amount of paperwork including the original build record and buff log book showing that it was first registered to George Brough himself, before going to FP Dickson.

That’s the kind of history that leads to bikes breaking sales records, so time will tell what this machine achieves at auction…

Banbury Run award criteria

Colin Bentham astride his AJS.

Somerset trials: no tribulations Of late, there seems to be an expanded interest in classic trials and similar off-road events – as you’ll have seen from the number of mentions in the OBM news pages – and the Somerton Classic Motorcycle Club’s trial is one that has benefited from this interest, and which now has to cap the entry number to 100 riders and, thanks to the enthusiastic interest, late entries will not be accepted.

The event is a British bike-only, two-day trial on June 8 and 9 this year, held at Lower Pitts Farm, Wells Road, Priddy, BA5 3AZ, in the beautiful Mendip Hills of Somerset.

There will be three routes suitable for all capabilities with a good ride around the farm, comprising two laps on Saturday afternoon and four laps on Sunday. There’s free camping, a chuck wagon and toilets on site, with local pubs nearby for those who like to spend their evenings in a proper chair at a solid bar.

Regulations are available to download on the website at www. somertonclassicmotorcycleclub.co.uk or by email from stuartwigmore@btinternet.com

Expanding on the mention in the last issue, you’ll recall that entrants in the VMCC’s Banbury Run, held on Sunday, June 16, can qualify for a number of different awards.

Included in those awards are the coveted Silver and Gold awards. In order to achieve one of these, the rider and his/her machine are required to enter the timed event and to cross the starting line on time; travel the prescribed route under the machine’s own power, or that of the rider and/or passenger; the rider must have the time card stamped at all controls after the start, and be signed off at the finish. Riders who comply with the rules, and who are no more than three minutes early or five minutes late (at all time checks) will be awarded a Gold award, while those who’re no more than three minutes early or 15 minutes late will be awarded a Silver award.

To qualify for a concours or general award (as mentioned last month, there are plenty of these!) the machine must have travelled the prescribed route as previously described, although the timing is not taken into account.

In total, there are a further 10 performance awards, 17 concours awards and another three awards for combinations of age of rider and machine. These are just for the Sunday run, although the event actually encompasses the whole weekend, with a run out on the Saturday being open to more modern machinery, given that Sunday’s event is for pre-1931 machines (i.e. veteran and vintage) only.

Entry forms, the full regulations and autojumble forms for the venue at Gaydon’s Motor Heritage Centre can be downloaded from www.banbury-run.co.uk

February 2019

 5

6 NEWS

February 2019

Winter warmers

It's one 'L' of a bike...

While you may not realise it, if you learnt to ride a bike in the late ’70s or early ’80s you will have seen this motorbike while studying the Highway Code! It’s a 1973 Triumph TR6R Tiger 650 that was owned, from new, by the Ministry of Transport and featured in the 1978 Highway Code.

Only ever pictured from behind, to show signalling while riding a motorcycle, its number plate is clear to see. It was sold at auction by the Ministry of Transport and bought by a traffic police officer in 1978, and has been owned by the current seller, Nick Searson, since 1982.

While the Tiger 650 wasn’t the factory’s top-of-the-range machine in ’73, it is nonetheless renowned as being one of the Hinckley factory’s nicest models to ride, and with the history that this bike carries it

certainly has a part in the heritage of British motorcycling. As you may have realised, the bike is now for sale, and will go to auction with H&H Classics on March 2 at the National Motorcycle Museum in Birmingham, with a guide price of between £4500 and £5500.

The bike comes complete with a copy of the Highway Code and a road safety magazine featuring an interview with the police officer where he states he owned the featured bike.

Given the conversations arising from last month’s editorial comment about suitable clothing for winter riding, it’s probably appropriate to mention a modern alternative to many, many layers and the thickest, woolliest jumper that your dear ol’ ma could knit.

Staying warm on a bike is all about keeping your core heated. Drop temperature from your core, and you’ll start to shut down, and while heated grips, gloves and socks all improve comfort, staying safe is all about the core warmth.

British company, Keis, have been making electrically heated motorcycle clothing for some time, with continuous upgrades and

improvements over time as technology has improved. Part of this regards the fact that the heated clothing needn’t be powered by the bike’s electrical system nowadays, which could be advantageous given the potential efficiency or otherwise of an old bike’s battery and alternator. Or the fact that it could, of course, have a 6v system.

The bodywarmer that you see here is Keis’s new B501W, with the last letter denoting the fact that it is for the form of a lady, although there is also a version for us less-curvaceous blokes too. Heating panels front and back ensure the body’s core is evenly warmed, and the collar is also heated to give comfort to the neck – an area often left exposed to cold entering between the helmet and jacket. With stretch panels to allow easy movement, and a low-profile construction to ensure it fits under close-fitting jackets, the B501 has dual-power supply, so can be either plugged into the bike’s electrics (as long as it’s 12v) or, as alluded to earlier, run on the optional rechargeable battery pack, available in 2600mAh or 5200mAh versions.

The bodywarmer has integrated pockets for battery and cables, and can also be connected to any of the Keis gloves, trousers or boot insoles.

Available in sizes 6-16 (the men’s bodywarmer is available from 34 to 52-inch chest) it retails at £150, while the optional battery packs start at £49.

More information is available from the website at www. keisapparel.co.uk or call 01256 704909.

February 2019

 7

8 NEWS

Lots in Ledbury

An interesting and eclectic variety of machinery heads to the auctioneer’s block on February 9, as the HJ Pugh auction in Ledbury, Herefordshire, takes place.

Many of the HJ Pugh auctions involve agricultural machinery, architectural salvage and workshop tools, but the motor vehicle auctions invariably throw up something interesting! With a Vincent Comet, an early Honda CB twin, and a unit Triumph 500 appearing as early lots, there are also other classic, vintage and modern motorcycles and cars, as well as projects, literature, spares and parts to go under the hammer.

And you don’t even have to be at the venue, as bids can be made over the internet, thanks to www.easyliveauction.com More details can be found at hjpugh.com or from 01531 631122.

February 2019

Easy polishing The term ‘using some elbow grease’ is one that’s synonymous with hard graft, as is the phrase ‘polished by hand’.

You won’t need either, with the new Sealey CP1205KIT polishing kit, which contains a 12V compact, lightweight, cordless polisher, with a soft grip to reduce vibration. There are two speed settings, and the variable speed control trigger and side handle makes this polisher easy to use. There is an integral LED battery level indicator and this model is also supplied with two foam pads and one wool polishing pad, a canvas storage bag, a one-hour mains charger and two li-ion 1.5Ah batteries, so you need never get halfway through polishing your bike’s panels and then have to stop thanks to running out of battery life.

For further details, or to view Sealey’s full range, visit www.sealey.co.uk or alternatively call the customer service department on 01284 757500. The recommended price for the polisher kit is £149.70, but as it is often the case that Sealey stockists operate promotional deals on various products, it is worth your while to pay regular visits to such stockists and ask what their current deals are.

80th Pioneer Run reminder

Sunbeam Welsh week

While the Sunbeam MCC’s Welsh week has previously only been open to members of the club, for 2019 it’s being opened to allcomers. That is providing they’re riding pre-1940 motorcycles and three-wheelers of course!

Starting on Saturday, June 22, and running for a full week, it’s based around Radnor Revivals, Brynwyddog, Llanbister, Llandrindnod Wells, Powys LD1 6TL, and the team of Bev, Tim and Jack Kemp offer a week’s riding in stunning countryside, averaging about 90 miles per day with accommodation in well-equipped comfortable lodges, with two or four sharing. There is also a camping, caravan and motorhome site available, with a wellequipped wash block. Home-cooked food is provided, breakfast, packed lunches and two course evening meals, in a separate lodge with a great communal atmosphere.

Accommodation is £260 per person with four sharing a lodge, or £300 per person for two sharing, and £230 for campervans etc. Entry fee extra. Contact Bev Kemp at vsekemp@btconnect.com or call 07876 597697, but make sure you do it before the closing date of May 1.

Just a swift reminder for you all that the 80th Pioneer Run takes place on March 24 with a 300-plus entry for two and three wheelers from all over the world. Entries are now closed for this year, but it’s still a spectacular event for spectators and enthusiasts of veteran, vintage and classic motorcycles.

Starting from Tattenham Corner in Epsom at 8am – yes, it is a ridiculous time for a Sunday morning in March, but it is worth it – the run finishes on Madeira Drive in Brighton (as shown in the image left) some time later, that time being rather changeable given the vagaries of running a motorcycle built prior to 1915! Although the organisers suggest that 2pm is the closing time.

For those folk who are taking part – have an enjoyable day, wrap up warm, ride safe and let us know how you got on!

Emancipation Run clarification!

Last issue we mentioned that, having run since 1927, the Emancipation Run first included motorcycles at last

year’s event, with the VMCC being invited to take part and the club’s Dreadnought, as built by ‘Oily’ Kerslake,

ridden by John Macmillan to great effect.

Thanks to this success, the run is now open to bikes built before 1905, and not just members of the VMCC or the

Sunbeam Motor Cycle Club, but to the owner of any such a veteran machine.

Details of the 2019 event will be released by the Veteran Car Club soon.

February 2019

 9

10 NEWS

February 2019

The Inaugural Clive Bennett Run Clive Bennett was one of Ariel’s unsung heroes. An unassuming but brilliant engineer, who rode at low-key level in scrambles, and road racing – plus Red Marley’s Hillclimb – Clive was an important member of the Selly Oak firm’s competition and experimental shops; he was ultimately appointed to a senior position in charge of development, and left his ‘fingerprints’ on a number of successful machines. It may also be remembered that his younger brother Dave, a highly promising road racer, was tragically killed in 1952 while challenging for the lead astride a ‘works’ Norton in the Swiss Grand Prix at Bremgarten.

Clive’s greatest achievement, perhaps, was Ariel’s HT5 trials bike, in production from 1956 onwards but, as so often the case in the British motorcycle industry, his input to what became a much-indemand model received little recognition in the contemporary press. He was also responsible for the Mk II HS scrambler, upon which Ron Langston competed so successfully, qualifying for Britain’s 1958 Motocross des Nations Team and, from time to time, beating Jeff Smith.

Following the introduction of the HT5 – as seen here (right) with Clive and Ron – the official factory trials team consisted of Ron, Sammy Miller and Gordon Blakeway; an almost unbeatable trio as far as winning the coveted Manufacturers Team Prize in national trade-supported trials was concerned. It’s thus no surprise that Ron Langston – arguably Britain’s best post-war all-rounder – formed a close friendship with Bennett, which continued long after Ariel ceased trading, right through in fact to Clive’s untimely passing, following a heart operation in 1994. The lack of recognition accorded to Ariel’s loyal stalwart has long rankled with Langston, whereupon on August 5 last year – ably assisted by the Ariel Owners Club’s Peter Kent – he organised a Clive Bennett Tribute Run. In perfect weather around 40 kindred-spirit participants set forth from the historic Swan Inn (close by Cleeve Hill) on a 40-mile trickle through the Cotswolds, arriving at Ron’s residence on the outskirts of Chipping Campden in plenty of time for an enjoyable barbecue. A highly agreeable gathering ensued, for Ron had invited a great many two-wheel friends, as

well as displaying a selection of his own bikes. Based on the occasion’s undoubted success, and the unveiling of a suitably engraved headstone, it is a sine qua non that this was the first of many future Clive Bennett Runs.

Pinhard Trophy winner 2018 Awarded yearly to sporting motorcyclists of under 21 years of age in the UK, and now in its 68th year, the Pinhard Trophy is curated by the Sunbeam MCC, and has been previously received by riders such as Scott Redding, Graham Noyce, Doug Lampkin, Mike Hailwood, Steve Colley, Jamie Dobb and John Surtees.

Founded in 1924, the Sunbeam MCC don’t just focus on bikes of that name, but on all classic, veteran and vintage machinery and, aside from organising events such as the Pioneer Run, they also award the trophy in memory of Frederick William Pinhard, who died in 1948 while serving as secretary of the club.

After some very close

voting – undertaken by editors of leading motorcycle periodicals, the general secretary of the ACU, the president of the Sunbeam MCC and two officials appointed by the Sunbeam MCC – the massive threegallon cup was presented to 19-year-old road racer, Ryan Vickers (pictured right), at the ACU awards dinner on January 26.

Last year proved to be outstandingly successful for Ryan, taking the British 600 Superstock title by winning 10 out of 12 races; of the other two he scratched from one to take a wild card in World Supersport, and fell in the other while leading.

Ryan was a British Youth Motocross Champion and moved over to the tarmac

in 2016, finishing second in the Thundersport series on a Honda CB500. He moved to Superstock in 2017 and took most of the year to adjust, gaining third, second and first in the last three races.

But the thing of particular interest to us here is that

Ariel under starter's orders While car auctions are of little appeal to the two-wheel-focused OBM audience, if there’s a classic content then they suddenly become far more interesting.

And the potential for actually finding a bargain at an auction rises if the majority of those folk attending to bid on articles for sale haven’t got an interest in whatever it is that you wish to buy. So, if a bike is for sale at a classic car auction, then there’s a greater chance for the committed OBM-er to get his or her hands on an appropriate steed without too much bidding competition, right?

Except that, in pointing out this 350cc Ariel Model 16, registered in 1955 and heading to the Historics auction at Ascot racecourse on March 2 (with no reserve), we’ve alerted you to its availability and opened the market to more potential bidders. Although, this does show that motorcycles do go for auction at sales that are mostly of other vehicles, and it’s always worthwhile looking through the listings and catalogue of any local auction – you may just find that machine that you’ve always yearned for.

More details of the Ascot auction can be found at www.historics.co.uk

the trophy is a refreshing connection between opposite ends of the motorcycling spectrum – not only giving much-needed publicity to up-and-coming riders, but also bringing a classic bike element to the modern sports scene too.

Patrick Godet Frenchman Patrick Godet, the well-known Vincent guru, builder and enthusiast, has died, aged 67, at his Normandy home.

Godet bought his first Vincent, a Black Shadow, in 1974, started a Vincent Owners’ Club section and when he wanted parts he couldn’t get, started making them.

Consequently, a business soon developed and he then went racing on his Black Shadow too, eventually building a raft of raceware campaigned by all manner of riders, that excelled first at home, then abroad.

But it was his Egli-Vincent Godet – bikes with the Vincent V-twin and frames by Fritz Egli – for which he was best known, selling more than 250 of the bespoke machines, all made with the approval of Fritz Egli himself.

February 2019

  11

12 

February 2019

February 2019

NEWS 13

The Mike Hanson Collection auction Sledmere House, in the East Riding of Yorkshire, plays host to DAH Auctions on March 2 as they have been asked to auction, without reserve, the collection of veteran and vintage motorcycles that were collected and owned by Mike Hanson. The collection majors on early and rare machinery from the dawn of motorcycles through to the 1930s, with a large amount of the collection being projects and rare spare parts.

There are several early Rover projects – including engine number 162, which dates from around 1904; there is an unrecorded Whitley of Coventry engine in a frame; a Fafnir engine from around 1909 in a frame; a circa 1921 Matchless H2 engine; various early gearboxes,

magnetos, tinware and wheels. Among the complete bikes are a 1927 Sunbeam Model 9 of 493cc estimated at between £6000 and £8000, and a 1930 Velocette KTP at £5000 to £6000. And remember, these are with no reserve, so everything will sell!

The auction also contains lots from other vendors, including a 1960 BSA DBD34 Goldstar with matching numbers (feistily estimated at between £15,000 and £20,000) and a 1912 Rover 31/2hp at £10,000 to £15,000. Entry will be £5 for two people (with one auction catalogue), and more information is available from Andrew Spicer on 01377 253151 and andrews@ dahauctions.com

Middle England expands!

Following last month’s news about the Middle England Classic Vehicle Club’s new Long Distance Trial Championship, it’s catching on fast! Not only have the Airedale & Pennine Club joined in with their event on May 19, but Fell Side Auto Club have now had their Northern Trial on February 23 accepted to count towards the championship as well! This makes five rounds, and there’s still time to enter. There are classes for rigids, springers (all twinshocks), the more modern monoshocks and sidecars too.

If you are interested in riding, or other clubs are interested in running a round, then please contact the MECVC chairman, Bernie Pugh, or Graham

Lampkin, who are quite happy to help competitors or other organising clubs. These events are the future – a good day riding in stunning countryside, with gentle sections providing a friendly competition.

If you would like more information, visit the club’s website (at www. durhamdalesclassictrial.org. uk) or Facebook page, or contact Bernie the chairman on berniepugh.mecvc@gmail. com. If you want to speak to someone who has experienced these events as a rider, you can ring Graham Lampkin on 07989 446131. And remember, all these events make for a pleasant day out as a spectator, in glorious countryside with like-minded motorcycle folk.

Fifty years of Fours

As the Talking Japanese feature on page 16 illustrates, this year celebrates a full half-century since Honda launched the single overhead cam 750/4.

Celebrating the launch of the world’s first mass-produced four cylinder motorcycle (cue wailing and gnashing of teeth from Indian, Nimbus and Ace owners – please notice the ‘mass-produced’), this T-shirt features the iconic Four in all its glory.

Available in black, blue or olive green (shown here) for just €25, including free worldwide shipping, the T-shirt is available exclusively by heading to www.cb750four.us

14 A BIT ON THE SIDE

February 2019

Merlin Sidecars T his month’s piece on sidecar builders was going to be H for Hedingham, but sadly, although I am sure they are in some form of manufacture, I am unable to source much information.

For this reason I’ll skip to M, and Merlin Sidecars will be featured instead. Now I know Merlins aren’t going to be to everyone’s taste, but they have fitted many of their own chairs to Hinckley sports bikes. Mind you, a lot of people aren’t going to consider them classic either!

Cast your mind back to Eric Oliver and Stan Dibben’s Sidecar GP win in Belgium.

The year was 1954 and it was the final sidecar win for Norton too; they managed the result by streamlining the bike and sidecar to maximise

what power they had. This is not normal with most road-going chairs, even with faired bikes, and I dread to think what happens to the air between the bike and sidecar. This is something Ken Minns of Merlin, and his sons Michael and Peter, have tried to resolve, their own racing experience having helped for they are no strangers to the Isle of Man course on two and three wheels.

They started trading in sidecars around 21 years ago and as Mike said: “We wanted something different and a bit spectacular.” Their inspiration might have been when Ken’s father built an outfit in the 1950s, chairing up an Ariel Square Four; performance parameters were already being set. Then, in the Seventies, Ken Minns was

top ten in the British Sidecar Motocross Championship, with his sons following on with an old F2 (350 Yamaha LC) road racing outfit, progressing to a Yamaha FZR600 engined machine with which they won the Auto 66 Club Championship a few times. You can see where their styling ideas come from.

“A really bad crash at Cadwell in 1994 resulted in me badly breaking my pelvis,” Mike explained. “It took about a year to learn to walk again.”

This was the catalyst for their first sidecar enabling him to get back on the road, thus was evolved the first Super Sport.

It was based on a Yamaha FJ1200 with the chair being designed and built fully inhouse. “We use Wasp leading link forks as it just isn’t cost effective to build our own,” he explained.

Unusually, all glass-fibre work is done in-house along with all other engineering.

“There is just the three of us and, although we have fitted other sidecars, we tend now to just fit our own.” These are the Super Sport and F2 models, although they also make a copy of the DMD

Streamliner fairing (seen right). Everything is made to order and the customer can specify just how they want the build to go. A build will take around six months - probably why so few come on to the market -and there's also an enthusiastic owners’ club.

Racing still plays an important part in the family life; Ken, still rides an F2 outfit and was 2018 North East Champion, aged 74. Both sons race solos; Mike has finished in second place twice at the Manx GP while Peter finished fourth in 2013 as best newcomer. Whether you like the undoubtedly modern styling or not, just cast your mind back to that Eric Oliver outfit that, in the early Fifties, changed the appearance of outfits forever, racing improves the breed!

Merlin Coachworks, Front Street, Pity Me, Durham, DH1 5DE www.merlinsidecars.co.uk merlincoachworks@ btconnect.com 0191 386 6777

February 2019

  15

16 MADE IN JAPAN

February 2019

1969 Honda CB750/4 Four cylinder motorcycles were nothing new in 1969, but Steve Cooper shines a light on the one that made the biggest impact.

I

f you have never sampled an early Honda CB750/4 I’d urge you to do so before they are all consigned to sterile museums or dark anonymous warehouses. No, we’re not talking about the super rare sandcast models which are only for those with financial reserves to rival those of Croesus, but rather the first batch of pressure die cast 750 4s that arrived in the UK in 1969/1970. Those first machines began the cult of the superbike in the UK that continues to this day. The CB750 was first unveiled at the 1968 Tokyo Motor Show to gasps of disbelief and looks of stunned amazement. There, in metal, rubber and plastic, was a bike most could hardly imagine, yet it actually existed and was soon to be available for the general public to buy… well, those that could afford it anyway.

The bike was produced as a direct request from Honda’s American sales organisation.

The staff there knew that Honda had already captured the hearts and minds of American motorcyclists with both its racing exploits and its commercial two wheelers.

The question was posed to Mr Honda himself – surely it must be possible to use some of the experience of racing at GP level to produce a larger capacity machine?

Until this point Honda’s largest road-going machine had been the opinion-splitting CB450 twin. If Honda could make double overhead cam 125cc five cylinder race bikes, what could stop them making a machine that would latterly be known as ‘king of kings’?

It was already accepted that multi-cylinder machines were the future of motorcycles and Honda was no stranger to the concept, having first raced a four pot 250 (the RC160) as early as 1959/1960, if only in Japan. Soichiro Honda was very well aware of the potential of a transversely mounted four cylinder machine. Gilera’s 500/4 had a substantial impact upon the previously all-prevailing singles but, even then, in the post-war era, the concept was hardly new.

Two graduate engineers, Piero Remor and Carlo Gianni, had a four pot 500 running in 1922 and this machine would, after several changes of owner/manufacturer, become the famous Gilera four. There was little doubt that whoever could come up with a transverse four suitable for day-to-day use stood a good chance of seriously grabbing both the headlines and substantial sales.

It could be argued that this changed motorcycling forever, although Kawasaki were working on something very similar at the same time...

The styling may not be particularly extravagant, but it is timeless nonetheless.

The stunning reality is that although the resultant 750/4 might have been jawdropping to the general public, it probably wasn’t necessarily that hard for Honda’s supremely gifted R&D team to design and draw. Remember these were the self-same guys who had helped Honda to global GP domination with 50cc twins, four and five pot 125s and, of course, the incredible 250 and 350 six cylinder screamers. This was a company that, a decade previously, had been summarily dismissed by British industry doyen Edward Turner as being incapable of making large-capacity machines, yet now won GPs and world titles... these guys really didn’t know the world ‘impossible’.

From race to production

And so, in 1969, when the first Honda 750/4s reached the public, was it really, genuinely, any wonder that the machine was just so damn right fresh out of the crate? In the eyes of those who aspired towards ownership it must have seemed amazing, yet, to Honda, it was no surprise at all. The countless hours and days of prototype shake downs had doubtless reinforced what the top brass at Honda already knew. If they could make multi-cylinder machines that revved to 15,000rpm plus and these motors lasted throughout the fiercest battles on GP circuits, then a road-going four that revved to 8,500rpm to deliver some 67bhp was, technologically, a metaphorical walk in the park. Unquestionably the new 750/4 was a breathtaking machine, yet, in terms of pure technical achievement, the earlier CB450 twin with its double overhead cams and torsion bar valve control was infinitely more of a challenge.

To further support this, if you do the maths, the CB450 has a significantly greater bhp/litre than its larger, younger, brother!

Yet all of this is purely academic; Honda had produced this machine to answer a perceived market demand, but also to draw a line in the sand stating: “We are Honda, no one can do what we do!”... which was only partly true.

Unknown to Honda, small-fry Kawasaki had also been working on an extremely similar design, yet were still some time away from unveiling their very own SOHC, air-cooled, 750/4. Seriously wrong-footed by Honda, Kawasaki would scrap their challenge for the world’s first superbike and then come back fighting even harder with the 900 DOHC Z1 just three years later. They’d have their fair share of glory but, for the interim, Honda was unquestionably top dog.

If a four cylinder power plant and disc brakes weren’t enough, that paint was enough to put any monochrome British bike into the shade.

Owners of Brit bikes were used to seeing an oil tank, but it’s not a feature that lasted on Japanese multis.

Real world use

Even today, out on the road with a ’69/’70 CB750/4, it’s not hard to see just why the bike received so many accolades and plaudits.

Throwing a leg over a machine designed half a century ago, it’s extremely hard to believe that it really is that old. Yes, modern machines are significantly faster, agreed they handle better and there’s no disputing that bikes of significantly larger capacity weigh substantially less, but that misses the point entirely. What never fails to impress is that the first 750/4s can still be used in modern traffic without any serious or worrying issues.

In fact there’s only one area where this grand old dame shows her age, and that’s the front disc brake. The small pad area, allied to a now archaic pivoting caliper design, delivers little feel at the lever. While the set up still works, pulls the bike down from speed and passes MoT requirements (not that it needs to now!) it’s not exactly awe-inspiring. Fortunately the rest of the machine is, and still impresses.

Honda could have gifted the motor with more power, but it really doesn’t need it in daily use.

It’s a machine you commute to work on, use for a long weekend away, tour Europe on, even production race and it would still take you to work again on Monday morning. And this was the bike’s greatest strength; it could do this ad nausea, with only the most basic of servicing.

Other than points, tappets and oil, the bike demanded little by way of fettling from its owner and, in a world where quarterly top end rebuilds were previously the order of the day, along with oil leaks and electrical nightmares, the Honda offered an almost unimaginable level of sophisticated reliability.

It’s that final word – reliability – that helped sell the 750/4, even if it was expensive. Class costs, but if the end product was bombproof, surely second best was a false economy? Yes, the contemporary British bikes handled better but, as one wag put it – “What’s better, a bike that handles like a dream but breaks down, or one that handles okay but never fails?” The amazing success of Honda’s first four cylinder road bike succinctly answers that question.

The CB750 is occasionally referred to as being the first production bike with a brake disc. It wasn’t, but it was the first mass production bike thus equipped…

“It’s more than I want to pay,” came the reply on social media to my mate, Simon. It’s a common enough response from someone interested in NOS (New Old Stock) parts and, on the face of it, a reasonable reply. Simon was selling one of the trinkets he’d acquired from a closing bike dealership and had posted the part up on the internet. Interest had been brisk and he’d had offers for said widget, but nothing like its market value.

Truth be told, Simon and many of his ilk have had a gut full of online auction sites and the frankly crazy chancers that seem to inhabit them. Simon is one of a dying breed of classic fans operating in what’s now a rapidly shrinking pool. He buys up dealer stock, grabs what he needs for his own projects, and then moves on the surplus.

There was a time when bike dealers were only too glad to move on dusty moldering parts for little more than beer money, simply to free up storage space and make a few bob. When the classic scene kicked off, the sharpest of the parts hunters hoovered up all the high value items, leaving what they perceived as dross for anyone else daft enough to buy it. How times change! Those supposed second knockings are no longer valueless items, and their perceived worth has now probably increased in value tenfold.

Not that long ago you’d have struggled to sell a shop-marked Yamaha DT50 petrol tank, but now we’re into serious three figure territory. Offer a solid seat up on eBay for almost any Japanese bike more than 15 years old, and watch the feeding frenzy. And don’t even go there for Fizzy parts, because it’s frankly almost obscene.

Simply put, nothing for almost any piece of old Japanese iron is cheap now.

Market forces have exponentially ramped up the prices, and it shows no signs of slowing down any time soon. You might argue that Simon and his like are nothing more than profiteering rogues, but answer me this... if people like him didn’t go out and buy NOS, where would you get your vintage Japanese spares from? Dealers don’t have the time or the resources to market their NOS caches online, and the few that have tried have often wished they’d not bothered! Many potential and actual customers’ expectations are totally at odds with both the item they want to buy, and its condition.

A 35-year-old left-hand headlamp bracket for, say, a Kawasaki triple is unlikely to be in pristine condition, yet many potential buyers seem to think it should be. Phrases such as ‘shelf marked’ seem to have little redolence and they genuinely expect the part to be better than new. Sadly, the repost ‘suck it up buttercup’ doesn’t seem to sit too well when online disputes occur! So this is why the NOS hunters are increasingly looking to other ways of moving on parts; online auctions can be a veritable minefield for folk selling bike parts that are decades old.

If we are being honest here, most of us should be downright grateful that the likes of Simon take on the frankly odious task of buying up NOS. Even finding the parts is hard enough, not to mention the countless hours opening boxes, sifting through shelves of crud, ferreting through drawers and the likes. Simon & Co use their money, their vehicles and their resources to obtain your NOS parts. And, generally, they have to take the lot; there’s no option to sift through the detritus and cherry pick. And why would you anyway?

One man’s trash is another’s treasure etc. Simon and his close mates might not want a left hand side panel for a Suzuki X5, but someone will. And is it unreasonable to ask £35 for it? As many NOS hunters reply when someone reckons the price is too high... go and make another one for that money!