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March 2019 £2.20 ISSUE

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Motor Cycling’s Midlands editor, Bernal Osborne, tackles a dreary, wet day aboard a 350 Panther. Osborne was also the acclaimed author of Modern Motorcycle Maintenance, first published in 1949, and which is still an appropriate read for owners of bikes built in the 1950s, 60s and even 70s. Photo: Mortons Archive www.mortonsarchive.com

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March 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 Matt Allen mallen@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.

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

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S

ince taking over from Pete Kelly esq at the helm of the good ship OBM, I’ve been fascinated by the directness of the connection that the publication has with its readers, and how so many of you wonderful folk keep in regular contact. Whether it be by letter, email, telephone, semaphore or carrier pigeon, it’s wonderful, and please keep it up!

Shortly after the last issue was sent out to subscribers, I got a phone call in the office, regarding a comment that I made in that issue – a tongue-in-cheek referral to how there’s no way that any kind of modern business could possibly work without any kind of internet presence. It’s a point that is, of course, totally incorrect, and was made in full knowledge that a great many companies who specialise in providing parts and services for those of us who love classic motorcycles so much have no need, nor desire, to have an internet presence. If you are of the opinion that it is vital for businesses to have a website, webshop, Facebook page, Twitter account and all the other palaver that is associated with running a business on the internet, then just cast your mind back a couple of decades and ask yourself how business was possible back then?

There actually seems to be something of a kickback against those companies that rely solely on the internet for their sales and promotion, partly thanks to people being bitten by online shysters who have sold products of a below-par standard, and partly because some of those businesses have realised that by having an online presence, and nothing else (i.e., no shop, and no stand at shows), doesn’t necessarily guarantee sales and awareness.

I admit to being something of a Luddite with regards to modern technology (as an example, I dislike ‘rider aids’ on motorcycles and the abundance of techno-gadgetry that is prevalent in modern cars), although I will happily admit to having bought bike parts through internet shops and auction sites, albeit primarily service items.

Okay, so I am going to be a little biased towards advertising in print – what newspaper or magazine editor worth his salt wouldn’t be? – but this little piece of soap box bravado isn’t about persuading people to advertise in the pages of OBM

(irrespective of how brilliant an idea that is, ahem). It’s more a recognisation of the fact that people want to deal face-to-face with vendors rather than with some faceless internet entity – whether it be at a motorcycle show, at an autojumble or via a good old-fashioned shop.

Whether it’s thanks to some ne’er-do-well selling inferior products on auction sites, or some other less plausible reason, folk really do seem to be turning to more traditional forms of purchasing bike parts for the simple reason that, when buying at a show or autojumble, you can actually see what it is that you are buying! It also has the rather convenient side effect of the potential of gained knowledge, as the chances are that the vendor is the sort of person who knows his stuff, so can direct you towards the appropriate product that you require – even if it’s something that he doesn’t actually sell himelf, he may know of another reputable person in the trade who does. Youngsters may not understand the concept, but it’s called ‘talking’, and it involves interacting with another human being via the medium of conversation... So, essentially what I’m saying here is something that we all knew all along.

That autojumbles, shops and shows are good, and the internet is bad. Okay, maybe not bad like a rotten apple, or bad like the Ariel-3, but just a necessary evil that isn’t quite as good as so many people make out. Like the Radio 1 playlist.

Having said that, and doing my due diligence, I feel that I must also point out that there are the times when you will need to do some research, or to order a part or compare some prices, and you’re nowhere near a show, autojumble or shop. This is the time at which the cold, endless expanse of the internet becomes a much friendlier place – when owners’ club forums are the shining beacon of light on a dark and misty night, eBay is the welcome glow of a motorway service station, and

specialists’ websites have the comfort of a warm blanket and a flask of hot tea. None of them are where you want to spend your entire weekend, but they’re all welcome when you really need them – when it’s past 11pm on a weekday night. They’re the metaphorical stop-off points on your way home from the autojumble or bike show.

So, now that I’ve wasted a third of a page rabbiting on about nothing in particular, I’ll draw your attention to a new little segment of OBM – a part of the Readers’ Tales section that we’re calling Insider Stories – tales from those of you who have worked (or, indeed, still do work) in the British motorcycle industry, epic fables of the fantastic things that never reached fruition, the heroes behind the scene, and the political and financial machinations of industry that led to a crumbling of British motorcycling manufacturing. If you have such a story, then please write it and tell us all about some of the goings-on behind the walls of Meriden, Small Heath, Plumstead, Selly Oak, and all the others.

Enjoy the issue,

March 2019

NEWS 3

Stafford marks the ‘ton’ This year’s Carole Nash International Classic MotorCycle Show, the 39th iteration of the Spring Stafford extravaganza, will celebrate 100 years of racing on the Isle of Man. Clearly, it’s not a century since racing on Mona’s Isle first started as, of course, that was celebrated back in 2007, but there have been 100 years in which motorcycle racing has taken place on the Island. Aside from the year that foot and mouth disease put a halt to racing (2001) the two world wars meant that there was a total of 12 years when racing didn’t take place. The Stafford display will cover the entire century of race machinery, with guest stars also including popular TT racers Ian Hutchinson and the sidecar racing Birchall brothers, Tom and Ben. Chester shop owner and exTT racer Charlie Williams will also be bringing his Yamahas, and launching his biography at the show too. Steve Plater will be interviewing the guests, and double TT winner Alex George will be answering questions too. Want more? Well, former Honda team-mates, Jim Redman and Tommy Robb, will also be in attendance.

You want to see the machinery too?

Fortunately for you, there’ll be some iconic race machines on display, including the

1926 AJS GR10 which finished third in that year’s TT in the hands of Frank Longman; an ex-HG Tyrell-Smith 1932 works Rudge, which also finished third in that year’s Junior TT race; a minuscule 50cc Honda CR110; a three-cylinder MV Agusta; a 1984 Ducati TT2 with TT history; an ex-Joey Dunlop Honda RC45; and plenty more.

Aside from the TT display, there’s also the race paddock and fire-up area, so race fans will be truly spoilt at Stafford.

Of course, as it’s deemed to be the largest classic bike show in the world, with

thousands of visitors flocking to Stafford County Showground every year from all corners of the UK and Europe, there’s far more to see than the multitudinous race machinery. Dozens of clubs stands, scores of autojumble pitches, and a plethora of traders with parts, clothes, paraphernalia and services to offer mean that you’ll struggle to see it all over the weekend of April 27-28. And then there’s the Bonhams auction too! More on this next month.

For more information, please visit www.staffordclassicbikeshows.com

Join the festival A swift reminder for those of you who like to ride their classic machinery on classic race tracks that this year’s Festival of 1000 Bikes at Mallory Park is taking entries for the July 12-14 event.

The venue's organisers are setting the Mallory track out in its pure classic form, without the chicanes that have been added in later years, and the weekend is split into two – with Saturday having road-going machines take to the track, while Sunday is for the noisy stuff, race bikes only! Entry forms for those who wish to ride on track over the weekend

Transport in the Grampians Nestled in some of the United Kingdom’s finest countryside, the Grampian Transport Museum is an award-winning museum of travel and transport with a strong motorcycle accent.

New for 2019 is a travelling exhibition from the British Motorcycle Charitable Trust, and more exhibits from Guy Martin, who is a close friend of the museum.

Motorcycle clubs attending the museum who field more than four machines can book a free lunch (yes, you read that right) as part of their visit, and will generally be made to feel very welcome. The museum is run by motorcycle enthusiasts, and the first thing you will see as you enter the museum is this racing Trident!

More information can be found at www.gtm.org. uk or on 01975 562292. The museum opens on March 30 for the 2019 season.

are now available at www. festivalof1000bikes.co.uk or from Allen House on 01283 540557, and signing-on and vehicle scrutineering will start at 3pm on Friday. Be aware that entries are filling up quickly, and at the time of writing (Valentine’s Day!) the track sessions are over half way towards capacity…

The weekend is again supported by Eriks, a manufacturer and supplier of engineering equipment (more info at www.eriks. co.uk), while club exhibits will include the LC club, who are celebrating their 30th anniversary at the festival where they will be

bringing up to 50 Yamaha ‘Elsies’ to parade on the track. Steve Parrish will be attending and will be doing a chat with the stars in the entertainment marquee on the Saturday, and a pit lane chat with the guest riders on the Sunday.

Anyone interested in taking part in the pre-65 trials, the grasstrack and sprint demonstrations, or having a trade, autojumble or club stand can contact the organisers through the website, or at events@ vmcc.net We’ll be printing more details, including the ‘past masters’ who’ll be taking to the track over the weekend, in a future issue of OBM!

Have you Kopped it yet?

If you’ve not visited the iconic Kop Hill Climb, then maybe this year you should break your duck, and head for the Chilterns to see a true piece of British motoring history.

It was first used, solely for motorcycles, back in 1910, when riders keen to prove both their own riding prowess and that of their steeds took to the steep and twisting Kop Hill road, runningg from Princes Risborouggh on to the top of the Chiltern hills. Events become popular at the venue, with cars soon joining in the fun, although the fastest run recorded up the hill was

motorcyclist Freddie Dixon, averaging an impressive 81mph in 1925! However, at that very meeting, an accident with a spectator resulted in a cessation in racing, with the event only returning to the calendar in 2008, although now the runs aren’t timed.

But the hill still attracts an eclectic mix of cars and bikes, from chain-driven veterans up to vehicles pre-1979.

This year’s event is running on September 21-22, and more details are available at www ww ww.kophillclimb.org.uk w

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March 2019

The Golden Era Run 2019 On Sunday, July 28, the North East Section of the VMCC will once again hold its Golden Era Run, now a firmly established annual event for motorcycles and three-wheelers made before January 1931. This friendly, non-competitive event offers opportunities to ride in good company over carefully chosen quiet roads in the beautiful Vale of York. It will once again begin, and end, in the atmospheric environment of the Yorkshire Air Museum at Elvington, near York.

This will be the 11th year the Golden Era Run has been organised and its section’s members are delighted that the efforts of the organising committee and supporting team have been recognised nationally by the VMCC. This year they have been given the EE Thompson Award, presented annually ‘for outstanding efforts in promoting or organising club events’.

The Golden Era Run has become successful not only through the efforts of its organisers but also because of the positive support it has received from the staff at Yorkshire Air Museum. Led by Ian Richardson, the museum’s PR manager, the team there has always been immensely helpful in both the planning and delivering of this event. This support was put to the test last year, when after weeks of scorching summer weather, the Golden Era Run’s participants had to endure an exceptionally wet day. It’s hoped that 2019 will see a return of the sunshine which is usually a mark of this event.

The Golden Era Run was first held in 2008, being specifically intended to promote the ownership and riding of veteran and vintage motorcycles. It recognises the limitations of performance which such machines possess, so entrants are offered two alternative routes

The Yorkshire Air Museum at Elvington, near York, provides an atmospheric backdrop for the annual Golden Era Run.

and may choose on the day which one they might prefer to ride. A flatter route of about 40 miles will suit the oldest and smallestcapacity machines, while a hillier one of around 60 miles offers greater challenges. Entrants should be members of the VMCC, but those of the Sunbeam Motor Cycle Club and from related clubs overseas are also most welcome.

Assembly and registration will take place from 9.30am, when initially all bikes will be on display to visitors in a handsome secure location within the air museum, then at about 10.30 riders will begin their runs. The first section of both runs is the same – to a stop for refreshments at the picturesque Lakeside Cafe, at Allerthorpe Lakes, near Pocklington – after which the bikes will then continue on their chosen route, returning to Yorkshire Air Museum by 2pm. On their return the bikes will once again be placed on display, with marshals present to look after them while their riders and supporters are treated to a fine roast lunch in the air museum’s own NAAFI restaurant – an original Second World War aerodrome building.

A static display featuring motorcycles relevant to the Golden Era Run will be present

Pioneer Run

Make sure that you’re up and about bright and early on March 24, as that is the day of the Sunbeam MCC Epsom to Brighton Pioneer Run. This year, it’ll run over a new route to keep things safer for the entrants.

Entries are, of course, closed now, not that that’s any reason for us not to mention it nor, for that matter, any reason why you shouldn’t go as a spectator or take your classic for a run out. You don’t have to be actually involved in the run itself to take your classic out for a ride to Brighton…

Starting at Tattenham Corner in Epsom at 8am, and finishing at Madeira Drive in Brighton (also the venue for the famous Brighton Sprint) some time later, this is a fantastic opportunity to see veteran machinery being used on public roads as, remember, the Pioneer is only for bikes made prior to 1915!

throughout the day to be a point of contact for visitors to the museum. Members manning it will be there to discuss and promote the purpose of the Golden Era Run while the machines are out on their rides, but also to answer wider questions about the purpose and membership of the VMCC. The all-inclusive cost of entry to the Golden Era Run will be £27, and all entrants will receive a memento of the event, a printed programme and a box of Yorkshire Tea kindly provided

by Taylor’s of Harrogate, a longstanding supporter of this event.

The space available to assemble motorcycles within the museum’s grounds and to accommodate diners in the NAAFI means that there has to be an upper limit of 70 machines. This number of participants, however, ensures that the event is memorably convivial, a major factor which has encouraged many entrants to take part in the Golden Era Run every year.

For organisational reasons, it is not possible to enter the Golden Era Run on the day, so please book in advance. To find out more about entering, please contact Graham Wilson by email on gericwilson@ntlworld.com, or mobile number 07772 724078, or contact Graeme Rimer – email graeme.rimer@btinternet.com, or mobile 07526 484729.

Nigel Rollason RIP OBM is saddened to hear the news of the death of Nigel Rollason, the TT Riders Association member (and ex-president) with an impressive record on both two and three wheels, having won both the 1971 Senior MGP, and also the 1986 Sidecar TT. He was also the very first rider to win the Senior TT on a two-stroke. Our thoughts go to Nigel’s friends and family.

John Haynes RIP While his company wasn’t the only one to be printing workshop manuals for cars and motorcycles, it most certainly is the most wellknown.

Born in Ceylon (now Sri Lanka) in 1938, John Haynes was clearly a hands-on kind of chap himself, as he built a special based on an Austin 7 while he was at boarding school in the UK. The interest it created encouraged him to print a booklet detailing the work involved, which sold 250 copies.

The first manual, for an Austin Healey Sprite – which he wrote while posted in Aden with the RAF – was printed in 1966, and aside from the numerous car and bike manuals that have been printed since, he also started the Haynes Motor Museum in Somerset in 1985 and became an OBE for his services to publishing in 2006. His legacy will live on, not just in the publications and the museum, but in the way that he has introduced and encouraged so many towards home maintenance and restoration of cars and motorcycles.

March 2019

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Popham Japs The VJMC is delighted to confirm that its Popham autojumble will be held on Sunday, April 9 at Popham Airfield, Hampshire, SO21 3BD, from 8am to 2pm.

Massive pitches are available at just £10 each, while public admission is a mere £2 per person. There will be catering facilities and toilets on the site, along with free parking.

This autojumble will be for motorcycles and bike parts only and, by the nature of the organising club, we can be sure that the far greater majority of the parts that’ll be on display and for sale will be for classic Japanese bikes.

Just arrive, pay for your pitch, and start selling! There’s no need to pre-book!

Department of corrections Following a rather significant number of emails regarding the content of the last issue – yes, we all know that the 650 Tiger was built in Meriden and not Hinckley. And, yes, the news piece on the Ariel mistakenly showed a picture of an Ajay… suitably chastened, we promise to try harder in the future, and those responsible have been taken outside and hung by their toes from the nearest lamppost.

March 2019

Bioflow for biking It’s no secret that the average age of Britain’s motorcyclists is rising, year on year. This means a couple of things – there aren’t enough young riders coming into motorcycling, and that we’re all goingg to be suffering fro om aches and pains that do nothing in the way of improving our riding experience.

While we can all try and persuade youngsters to ride bikes, the en nd choice is their ow wn, but there are actu ually a few things we can n do to make motorcycliing better for us, too. Modeern clothing

A shed load more

Is your shed filled with automotive memorabilia? If it is, then it could be featured in a new television series, due to be filmed later this year.

Motorbike-mad TV presenter Henry Cole and his trusty helper Sam Lovegrove, best known for their appearances on The Motorbike Show and Shed & Buried, are searching for unique items lost in people’s sheds, lofts, garages and barns, to fix up for a profit. Mechanical curiosities are always a favourite, but all manner of vintage paraphernalia is of interest, including furniture, electrical items and tools.

To find out more, or to apply to be included in the programme, visit www.henrycole.tv

that keeps us warmer and drier helps, and a decent diet and fitness regime will help with flexibility and circulation (as our doctors keep telling us!). But here’s something that is perhap ps a little less scientific, yet has had proven benefits for many peop ple.

The Bio oflow Elite magneetic wristband has proved helpful forr people with poor mobility due to rheumatism, poor circulation, arthritis, sciatica, joint problems and long-term injury and pain – things that many motorcyclists have discovered as they get older!!

It’s easy to be cynical about such claims, but there have been so many cases where people have benefited from wearing magnetic bracelets (or belts for ankles, arms or waist) that the website is, at the very least, worth perusal. The range

starts at £37.50. More information on Bioflow magnetic therapy products is available from Jenny Ryan, 0114 2307844 / 07817 671259, jennyryan@magneticpower4u. com or at the website www. magneticpower4u.net

The Oxney Tour John Newson, of Oxney Motorcycles in Romney Marsh, Kent, is taking his Vincent Rapide for a ride in June. Not just any ride though, for it will be to raise money for the East Sussex branch of the RNLI. So, on June 27, John will point his unrestored ’54 Rapide in the direction of John O’Groats, after which he’ll head to Land’s End via a less-than-direct route which will ensure that he incorporates the four furthest points of the United Kingdom – east, north, west and south. He estimates that the trip will take 12 days and cover in the region of 2,500 miles. Some Vincents don’t cover that sort of mileage in 10 years...

John will be covering the expenses himself, so any sponsorship will go directly, and entirely, to the RNLI. Sponsorship details will be posted on a website and Facebook page soon.

March 2019

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South west earlies

If you’re a fan of very early motorcycles – and, let’s face it, what reader of Old Bike Mart isn’t? – then here are two dates for you in the beautiful south west of England, suitable both for locals and for anyone visiting the area.

July 14 sees the Dorset Section of the VMCC holding the 41st running of the Veteran and Vintage Run. Starting at Leigh Village Hall, near Sherborne, the route of about 45 miles, suitably chosen for the demands of the veteran and vintage machines, will include a coffee stop. Assembly is from 10am onwards, for an 11am start, while the cost of the run is £3 with lunches available for an extra £5.

On August 18, the Somerset Section will hold the third Veteran Only Run, based at the Haynes International Motor Museum in Sparkford, Somerset. As the name suggests, only veteran machines will be accepted for the run itself, at an entry price of £3, although there’s no reason why anyone else can’t attend to spectate. A suitable flat route of 45 miles will include a coffee stop, with assembly at 10am for a start time of 10.30am.

It is important to keep these older machines in use and, just as importantly, be seen out and about on our roads.

Riders will be made most welcome in the company of fellow enthusiasts.

For further details of either event please contact Rod Hann on 01935 872528 or by email on rodhann@ hotmail.co.uk

March 2019

Car Number Classics by Nicholas Young Reviewed by Julie Diplock Don’t be misled by the title, there’s just tons of interest for the veteran motorcycle enthusiast in this tome.

Where records have survived, it covers every single (ie one letter, one digit) UK registration from A1 – Y1 and all of the English and Welsh double-letter numbers issued as at January 1, 1904 (AA – FP) when compulsory registration was introduced.

Scottish and Irish double-letter numbers are also included, but to a lesser extent. Wherever possible, each registration number is accompanied by a photo of the original vehicle, and also the current vehicle. In most authorities some 35% of the vehicles registered were motor bicycles, tricycles or quadricycles, so there is plenty of motorcycle content in this book.

There’s a strong emphasis on social history and many motorcycling names stand out, including Frank Applebee (Scott),

Olive Berners (latterly Mrs Walker), Canon Basil Davies (‘Ixion’) and Muriel Hind.

The book gives fascinating insights into how the early registration system worked. In the early days of registration, you could register your vehicle anywhere in the UK no matter where you lived.

Many motorcyclists registered their bikes in remote parts of the Kingdom (mostly Scotland and Ireland) in order to secure a fashionably short plate.

When a vehicle changed hands, the new owner could retain the number that was already on the vehicle or they could re-register it if so wished. If the latter course was chosen, the number became void and could be re-issued. The former owner had no right to retain the number so there was often a collusive arrangement with the new owner if the original owner wished to retain a distinctive number. Once “voided” the original owner could then apply for

the number to be re-issued to their new vehicle.

After the Roads Act 1920 came into effect, a number remained on its original vehicle until it was scrapped or permanently exported.

There was no provision for a transfer so, after much lobbying, the government agreed to an “extra statutory concession” which allowed for transfers on payment of £5.

This book is really entertaining; at well over 1000 pages I certainly do not profess to having read the whole thing, but it succeeded in keeping me greatly entertained over the Christmas break.

My only criticism would be that although there is an index of people, there is no index of vehicles by make.

It was written by car number enthusiast, actor Nicholas Young, who has spent more than four years compiling the book, which was initiated by Noel Woodall. It’s a lavishly illustrated hardback

printed on quality paper and having studied the book, it’s well worth every penny. The author is currently working on the follow-up volumes, so watch this space.

In hardback, with no less than 1312 pages, the £50 plus £8.50 p&p is very well priced. To order a copy, contact the publisher www. carnumberclassics.com or email ny@nicholasyoung.com or call 020 8998 0007.

Efficient support system While parking your motorcycle on soft, unstable ground can be accomplished by using any one of a number of sidestand ‘pucks’ available, none of them cater for the problem of picking the puck off the ground after you’ve mounted your bike and are preparing to ride away, until now.

The Thunderfoot manages it through the use of a simple retractable cord system. That means that when you pull up to a

stop, you pop the puck under the sidestand, and simply extend the cord and hook its strap on your bike’s bars. And then, when you’re ready to leave, it’s simply a case of getting on your bike, taking it off its side stand, and waiting for the puck to retract up the cord to your hand. It can then be easily slipped into a pocket or tank bag.

Neat and efficient.

Priced at a tenner (well, £9.99), more details can be found at www.thethunderfoot.co.uk

March 2019

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March 2019

Facing a Rapide sale For many, the litre capacity vee twins produced in Stevenage under the Vincent banner are right at the top of the classic British motorcycling ladder.

Being originally marketed as ‘the world’s fastest motorcycle’ certainly doesn’t do the reputation of Rapides any harm, nor does the fact that they have an ability to better 120mph and easily cruise at motorway speeds in modern traffic, regardless of the fact that even the last models off the production line are now at least 68 years old.

When it comes to buying a Vinnie, those with many original parts and matching numbers will always fetch a premium – and look, here’s one now! Following many years of storage, KXF352 was purchased by the vendor with the intention of conducting a thorough nut and bolt restoration.

A lifestyle change of direction has resulted in his decision to part with the machine, thus allowing a new owner the opportunity to restore this iconic machine to its former glory. Whilst KXF352 is not DVLA registered, the machine comes with its original buff log book, as issued in 1951.

The Rapide, and other vehicles, will go under the hammer on March 23 with Mathewsons at the Thornton Le Dale auction rooms, on the edge of the North York moors, which are open seven days a week for pre-sale viewing, although a quick phone call (01751 474455) prior to travelling is advised.

Mathewsons collect about 90% of their auction vehicles themselves, free of charge, and have an auction, on average, once a month. More details can be found at www.mathewsons.co.uk

The Gatwick Speed Trials

1931 to 1939

The author of this book, Bill Haylor, worked at Gatwick during the war, and has carefully recorded the history of the motorcycle speed trials held over a timed quarter mile at the Gatwick horse racing course, before World War Two changed the nature of the site completely.

Bill considered the history and the success of these popular competitions – as organised by the Sunbeam MCC – should be recorded lest they be lost in the annals of time. The twice yearly speed trials (sprints) over the 1931-’39 period attracted large entries, including Brooklands stars such as Eric and Noel Pope, Eric Fernihough, Francis Beart, Basil Keys, Jack Surtees, Ben Bickell, etc, on various capacity machines chosen from the large selection of makes then available, and in various states of tune, including supercharging.

After the Second World War reached its end, since Gatwick was no longer available the Sunbeam MCC moved sprint activity to Ramsgate and, later, to other sites.

This book is for those interested in the nostalgic history of motorcycling and the famous names and activities of the past, all attempting to shave that vital half second off their time. Period photos are included, as well as extracts from The Motor Cycle and Motorcycling to give the atmosphere of the time.

This book is available from Baz Staple, 18 Chieveley Drive, Tunbridge Wells, TN2 5HQ, or call 01892 535671 or email

Bike4Life

Held at RAF Cosford, just off the M54 in Shropshire, on Sunday, April 28, the Bike4Life festival is a long-running charity fundraising event for the Midlands Air Ambulance.

With an attendance of more than 12,500 bikes last year, 2019 will see an addition to the show in the form of a vintage and classic bike display, and the organisers would like to invite exhibitors of pre-1990 machines.

Relocated Engineerium Run The Sussex British Motorcycle Owners’ Club Engineerium Run on Sunday, April 14, will now be starting from Blatchington Mill School, Neville Avenue, Hove, BN3 7BW, rather than the historic Victorian pumping station in Hove from which it takes its name.

The run will return to the school, at which there will be hot food, tea and coffee available.

Registration starts at 9am, with the first bike planned to leave at 10am.

The route is 65 miles long although there is a 35-mile option. The end of the run will see a presentation for Best Pre-1960, Best Post-1960 and Best in Show.

Entries can be pre-booked (at £12 per rider and £5 per pillion for classic, modern bikes are £14) at www. sbmoc.vpweb.co.uk, although day entries will be accepted (subject to availability) at £15.

events@sunbeam-mcc.co.uk. It costs £19.40 plus postage and packing (which, for the UK is £4, or £8.50 elsewhere in the EU). Cheques should be made payable to Sunbeam MCC Ltd. Since this is a limited edition, with some 30 copies left, those wishing to reserve a copy at £19.40 should pay now and could either collect at the club stand at Ardingly Classic Motorcycle Show on March 31, or at the Pioneer Run on March 24 at the club stand in Brighton.

Celebrity guests this year are: Ron Haslam, Carl Fogarty, Neil Hodgson and Steve Parrish, and there are a large number of traders and stands in and around the RAF Cosford site which is, in itself, well worthy of a day out.

Entry forms can be obtained from david.spruce@midlandsairambulance. com while more details can be found on the Facebook page at www.facebook.com/Bike4LifeFest/ posts/1026963237505335

Jacques Drion, sidecar racer

Word has reached the OBM subterranean lair that Lothar Mildebrath, over in Germany, is busily undertaking research for a book on French sidecar racer Jacques Drion and his well-known passenger, Inge Stoll (who was, of course, the first lady to compete in the Isle of Man TT). To complete his research, Lothar would like any information on Jacques’ previous passenger, during the 195253 seasons, who was Bob Wilson.

The three races that Lothar knows Bob Wilson chaired for Jacques are: Grenzlandring, Germany, August 31, 1952; Monza, GP of Nations, September 14, 1952; Barcelona, Spanish GP, October 5, 1952.

Is there anyone out there who may have any information about Bob that we can pass on to Lothar?

If you do, could you please contact John Edwards on 07908 466918 or at jeddy524@hotmail.co.uk

12 NEWS

March 2019

'New' Norton to be won

As a quick reminder, this year’s Stafford Show will see the draw of the National Motorcycle Museum’s raffle for a Norton Commando and a work bench, so you still have just about time to ensure that you have the tickets to be in with a chance.

Remember this is a 1977 Norton Commando Interstate 850cc, of brand new condition. It has never been run, and never been registered!

Aside from the Commando, there’s also the second prize of a Sealey MC680E electro hydraulic motorcycle lift, capable of lifting bikes of up to 680kg in weight, and worth in the region of £1500 (yo ou can see more info at ww www ww.sealey.co.uk). w Finally, there’s a third d prize of a luxury hotel break and dinner forr two at the Marco Pierre White Steakhouse in the Manor Hotel, Meriden, conveniently close to o the museum! www. man norhotelmeriden.co.uk The draw willl take place on Sunday, April 28 at the International Classic Moto orCycle Show, Stafford.

Tickkets cost £2 each and can be obtained via the museum on 01675 444123 or online at ww www ww.thenmm.co.uk w

Banbury 2019

While entries for this year’s Banbury Run will undoubtedly have reached the 500 entry level by now, the event is still very much open and welcoming to all the folk who aren’t riding a machine in the run itself. After all, aside from the spectacle of 500 veteran and vintage motorcycles taking to the highways and byways of Oxfordshire, the start/finish venue of the British Motor

Museum in Gaydon is not only interesting in itself (and there is free entry for entrants and spectators alike), but with the numerous trade and autojumble stands that will be attending for the weekend, it makes it a near-essential event for any fan of the old and eclectic.

The run itself is on Sunday, June 16, but the venue is playing host to the VMCC for the full weekend, and camping is available for Friday, Saturday and Sunday nights (visit www. britishmotormuseum.co.uk or call 01926 649649 Monday to

Friday, 10am to 5pm to book).

There’s a social run open to any VMCC club eligible machine on the Saturday, departing at around 10am, and following a provided route sheet. It will have a suggested coffee and lunch stop.

You may already be aware that the usual bus shuttle service used in the past to transport spectators from Jaguar/Land Rover car parks on to the museum site will not be happening this year, thanks to the fact that all spectator car parking will be on site, just a short walk from the autojumble and museum entrance.

Museum Live!

Another date for your diary, as the National Motorcycle Museum has released the date for its annual Museum Live event, which is Saturday, October 26 this year.

As in previous years, the museum will have free entry for the day, with not only the museum’s exhibits being free to view, but with the added bonus of there being an indoor autojumble, a ‘stars on stage’ feature where Steve Plater will host question and answer sessions with stars of the trade (yet to be announced), an outdoor ‘start-up’ area with old (and new) race bikes being started for all to hear, a food court and bar with live music, plus the draw will be taking place for the museum’s summer raffle of a classic motorcycle.

We’ll be giving you more details in future issues.

Mecum’s record breaker

As part of the 235 bikes that had been part of the MC Collection in Sweden that were sold at the Mecum auction in Las Vegas back in January, this ‘Big Tank’ Crocker sold for a frankly amazing $704,000! Yes, folks, that’s over half a million quid! I think we can safely say that the OBM garage will not be home to a Crocker at any point in the future…

Dread not the Bamburgh Run! Making its debut at this year’s Bamburgh Run, held in the beautiful village of Etal in Northumberland, is the Vintage Motorcycle Club’s iconic Dreadnought.

Regular readers of Old Bike Mart will know of the Dreadnought’s history, of how it was built by Harold ‘Oily’ Kerslake in 1903 and how it covered something in the region of 60-70,000 miles by 1911 in Oily’s care, many of which were covered in long distance trials, such as the London to Edinburgh.

The bike was bequeathed to the VMCC in 1962, and is regularly used in runs and at the club’s training days, with its 402cc De Dion engine (bought by Oily for £4.50) still plodding up hills and down dales a full 116 years after it was made!

And you can ride in the company of the Dreadnought at this year’s Bamburgh

Don’t bleat about cold pinkies As is the way of things, even clothing benefits from technological advancement. While being made from leather (in the case of these Furygan gloves, goat skin), the Midland D30 Evo has advancements that differ from traditional gauntlet or short motorcycle gloves as they not only have, as the name suggests, D3O® protectors, but also are equipped with Furygan’s Sensitive Science inserts on the forefinger and thumbs, meaning they can be used with touchscreen devices such as mobile phones, tablets and sat nav devices.

The CE-approved gloves are waterproof, have a brushed-knitted lining, and mid-season weight thermal padding. A hook and loop wrist adjuster ensures a secure fit and a comfort leather reinforcement has been included at the top of the palm, where the friction with the handlebar grip is at its greatest.

The palms themselves have a double leather layer and foam reinforcement.

Available in sizes S-3XL, the Midland D3O® Evo glove has an RRP of £74.99, and you can buy a pair from all Furygan stockists.

Run, with it being ridden by VMCC Reivers section’s Jonathan Hill, on June 9. The run is for veteran, vintage and girder fork machines, and entry forms are available from www.vmccreivers. co.uk or www.marston-sunbeam.org or you can send email enquiries to TheBamburghRun@hotmail.com

14 BIT ON THE SIDE

March 2019

Watsonian sidecars Mick Payne takes a look at the long-lived Gloucestershire brand.

L

ast time I compiled a set of features on Britain’s sidecar manufacturers, there were more than twice the number there are now. Watsonian was strong then and is, if anything, even stronger now – indeed, it has been around since the dawn of motorcycling!

It was in 1912 that Fred Watson, faced with a familiar problem, worked on an idea that was to help change motorcycling. Living as he, and many others, did in a terraced house with a passageway, he had a dilemma. A solo would fit and could be taken to the rear of the house, but a sidecar? His solution was to design a sidecar that would fold inward

and make a vehicle just over 2ft 6in wide, and so was born the Patent Collapsible Sidecar Company Ltd. By the end of 1914, Watsonian, as the company had become, had a range of 11 models and the need for a folding variant was diminishing.

A Norton/Watsonian ambulance was supplied to the military for use on the front line in 1916 that looked worryingly like a wooden coffin – the grey paintwork and a Red Cross emblem were the only things distinguishing it from the standard tradesman’s box sidecar.

By the end of the conflict, Watsonian was the largest sidecar manufacturer in Britain, even producing a taxi version to help ex-soldiers find work.

In 1930 the works in Hockley were razed to the ground when a spark from a locomotive set fire to the cellulose workshop and, a year later,

The Watsonian brand has a strong bond with Royal Enfield.

the name was officially changed to Watsonian Sidecar Company Limited, following a move to Greet where the business remained for the next 50 years. The company again helped the War Office during the Second World War with the Norton ‘Big Four’ military model, plus making rucksack frames and camp beds. Postwar, Watsonian went from strength to strength adopting the new wonder material, glass-fibre, keeping the company afloat in the lean years when employees’ skills were put to use making vehicle parts and even fairground equipment!

John and Jill Hind with their Thunderbird and Monza.

Keith Wash’s Jet 80 attached to a BSA.

An original Monaco mounted to a Vincent.

Avon chair on a fully luggaged BSA twin.

While still building traditional ‘coach built’ models for the family man, the sporting rider or even tradesmen, it embraced GRP with the original Monaco. Introduced in 1955 and costing £112, it was aimed at the enthusiast although, a year later, the Bambini was introduced at only £52. This was aimed firmly at the burgeoning scooter and lightweight market. Although not as famous as the AA sidecar, the Bambini morphed into the Bambox used by RAC patrols.

The next generation introduced the Silk chassis and the sidecars that are still the company’s core products, the Monaco (confusingly, a different model to the first Monaco), Monza and the lovely GP. The company is now at Blockley, where the site has been many things including a prisoner of war camp and a Polish refugee centre.

Nearby, in Bideford-upon-Avon, Squire Sidecars built the popular ST1 model that quite probably kept

This Bambini, fitted to a Lambretta, shows the adequate weather protection it afforded!

the UK sidecar flag flying for a while.

In 1989, the two manufacturers combined to give the old company a new lease of life. Next month, we’ll take a look at where the business is now and where it’s heading.

Watsonian Squire, 70 Northwick Business Centre, Blockley, Moreton-in-Marsh, Gloucestershire GL56 9RF, 01386 700907, www.watsonian-squire.com

March 2019

15

16 MADE IN JAPAN

March 2019

Yamaha YDS5E

Steve Cooper looks at an intermediary Yamaha model that cemented their fine 2T reputation.

T

he earliest YDS1 had been based around the German Adler MD250, and the subsequent YDS2 embraced a raft of oversights, omissions and lessons learnt from that first machine. Persevering with the basic design, the next in the series, the YDS3, found critical acclaim around the world and was one of the mid-1960s machines that cemented Yamaha’s position as a key player, especially with the introduction of Autolube lubrication. Skipping a Mk 4 model due to superstitions around the number, the next bike in the series would be the YDS5 and here Yamaha took a strange decision. The allnew 350cc YR1 of 1967 utilised horizontally split crankcases which simplified assembly, reduced production time and saved money, so a 250cc version would have been a natural choice, but no. Yamaha chose to carry on with the vertically split engine layout that had served them well for many years, but the new motor wasn’t a simple upgrade of the outgoing YDS3.

Even if a small-bore version of the YR1 350 would have been logical, Yamaha chose to substantially revise the older YDS3 design. After almost a decade the clutch was relocated from the left-hand end of the crankshaft, where it had operated at engine speed, and moved to the main shaft of the gearbox. This move alone took the YDS5 variant much closer in layout to its big brother 350 and also significantly reduced engine vibration. However, the method of gear selection still remained firmly rooted in the late 1950s, retaining the complicated shift mechanism with its plethora of rods, springs and clips. In retrospect, it was almost as if Yamaha was hedging its bets and genuinely not sure which engine layout was really the best. And, just to prove that the company was still perfectly happy to make maverick decisions, it fitted the bike with an electric starter! Quite why Yamaha thought it was necessary has never been made clear; certainly no sports 250 two-stroke twin from the tuning fork brand before, or since, has been thus equipped. It did, however, give

With the YDS5E engine squeezed into an RD56 chassis (plus Gary Nixon in the pilot’s seat), Yamaha had a winning combination with the TD1C. The e YM2C C ha ad a 305cc ve ers sio on of the e powerplant and no electric foot, and dirt rty t aspirations!

Thanks to heavier tubing and expansive bodywork, any increase in engine performance was somewhat negated.

the American sales team a useful handle when advertising the machine. It was sold as the Electra, presumably to reflect its electric foot; actually and more confusingly, it was generally sold as the Catalina Electra. The Catalina moniker had been pinned on the YDS series for a number of years, either to imply glamour – Catalina was a destination for the rich and famous of the time – or in reference to Yamaha’s competition on the island racing in the late 1950s.

Yamaha boasted 29bhp from the motor (25 at best was more likely) and made much capital of the fact that the iron barrels of the YDS3 had now been ousted by cast alloy units with iron liners. The process by which the iron was bonded to the alloy was said to be subject to patents, and at least one UK magazine carried an article extolling Yamaha’s prowess in this area. Arguably the bike was very much work in progress as the earliest YDS5Es sold were supplied with iron barrels! The YDS5E was supposed to be a step change above and beyond the YDS3, yet with extra weight to lug around, due to heavier gauge steel tubing used in the chassis, the new machine weighed almost 20kg more than the one it was replacing. The 5’s inlet tract had been reworked to reduce induction roar as the YDS3s were well known for wailing through their airboxes. The YDS5E was noticeably quieter but also felt slower; many suspected the revised system was at fault. Scarcely 12 months later the 1968 YDS5E received revised barrels with gullies (known as Z ports) machined into them, along with windows cut in the rear faces of the pistons; these revisions did a lot to improve the bike’s performance. It’s possible the YDS5E might have been a real flyer right out of the crate if only Yamaha had advanced one of its early prototypes that had been built and tested with disc valve induction.

Styling-wise, the new model broke away from some of the rounded profiles of the old YDS3 and went for strangely angular panel work that was almost Eastern European and not too dissimilar to the YR1 350. Boltedon chrome panels with kneepad rubbers followed the 1967 familial look and mimicked both the 125 AS1 and 180 CS1 of that year.

Elsewhere the bike was firmly grounded in the early 1960s, running enclosed suspension and d a comb bineed speedo and d tacho set in the binnacle-sty tyle y headlight bo owl. Much of the running gear from m the various preceding 250ss and 305s was utilised, givingg the bike a slightly gawky kyy appearance.

A capacious seaat completed the gentlleman tourer lookk, along wiith a deeply valanced rear mudguard.

And yet, even if the new bike looked a little ungainly and conservative,

On sale for just two years, and ousted by a ground-breaking machine that set Yamaha’s fortunes for the foreseeable future.

The chrome panel and kneepads on the fuel tank gave a family resemblance to the smaller AS1 and CS1.

there was supposed to be a feisty beast within. And to a fair degree this proved to be the case when the new TD1C 250 racer was unveiled. Borrowing the basic architecture of the YDS5E, the new racer proved to be phenomenally popular in the hands of privateer racers and tuners. Within weeks of the new racer being sold, Gary Nixon would win the 1967 Daytona 250 with a TD1C engine in a GP-winning RD56 chassis – the YDS5E had potential.

Yamaha would expand the model’s appeal by using the bike as a basis for the inevitable street scrambler. The resultant 305cc YM2C was essentially the same bike but fitted with raised exhausts, exposed suspension and raised braced bars. The electric starter wasn’t used and its absence, plus the extra 59 cubic centimetres, ensured the bike became a strong seller. The YDS5E ran for two sales years (’67-’68) before being ousted by yet another revision of the now venerable 56 x 50mm motor. Within a few years there would be a new style of Yamaha twin on sale and it would go on to be a fundamental keystone to the company’s success…

With the YDS5 being a substantial development of the YDS3, shown here, would Yamaha keep the fine handling of which Mike Evans was so impressed?

What’s your next project? If you’re a serial fettler-cum-shed dweller then it’s just as well to have an idea of where you’ll be spending your hard-earned cash next. Over the last few years the scene has moved on substantially, with immediate availability diminishing while prices are rising. Grasp that nothing is cheap any more, and the rest makes sense… of a kind.

There was a time when you could snap up a dog-rough bike and be reasonably certain of finding the parts you needed, but those days seem to be well behind us. You can still play the ‘build one good bike out of three wrecks’ game but it’s now substantially more expensive in terms of donor machines (these are all termed ‘project bikes’ now, by the way) and purchasing those allimportant missing parts. Even the small and previously insignificant components are making serious money.

Not so long ago, pundits advised sidestepping the good-looking bikes in favour of one that was actually running despite cosmetic issues but the tides seemed to have changed substantially. Locating key and missing components is now both a laborious and costly process. When gravel-rashed silencers for late ’60s Suzukis now fetch £250 a pop, cylinder heads with damaged fins for large-capacity Kawasaki triples are selling at £175 each and a Yamaha YR5 seat in poor condition will make £200, you know buying a totally complete machine is the way to go.

And if you intend to buy in the missing bits from outside the EU while we’re still in it – or later after we’ve left – then remember both HMRC and Royal Mail will want their slice, which is on top of the purchase price and shipping costs.

Common sense and financial logic now argues that you should buy the most complete machine you can afford.

Peripheral stuff such as cables and seat covers can be replaced but you will struggle to find the important parts such as panels, seat bases/trim, gauges, carburettors or airboxes. Everyone is on a budget and that budget varies, but if you buy cheap with kit missing it’s going to be a seriously false economy.

Any old bike purchased is something of a gamble but if it runs without any undue noises, then chances are you’re on to a good thing. Four strokes that leak oil out of the head gasket aren’t automatically a cause for a rebuild; clean the engine off and try retorquing the head down. Numerous old Japanese classics can be saved from a full rebuild via this dodge and, if it isn’t successful, what have you lost other than a few hours of shed time?

The same logic applies to two-strokes; it’s emphatically not a given that every old stinkwheel needs new crank seals. Personal experience with a ’67 Yamaha twin has shown that used 50-year-old seals are not necessarily only fit for the bin.

Unless the machine in question is going to be a show pony then control cables are never going to be an issue. Either NOS, period pattern or modern reproduction Bowdens are out there and readily obtained.

Pistons and rings may have seized with age but a can of easing oil, or some diesel allied to some patience, can work miracles. And if they are beyond salvage then NOS or pattern replacements are available at semi-sensible money. With gearboxes, if there’s oil in them then the chances are it’ll be fine – but if it’s not, the likes of eBay are fairly littered with NOS cogs.

If you plan what you’ll be buying first rather than rush into it, then your next project should be a task of joy rather than a purgatorial nightmare. Even if the bargains have long gone, at least it’s still viable to get an old Japanese bike back on the road... as long as you buy with your head switched on and your heart turned off!