Old Bike Mart - November 2019 - Preview

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On the fringes of a campsite, many hands make light work fixing a puncture on an Ariel Huntmaster combination.

This glimpse of a bygone summer was taken in Devon in June 1963. Mortons Archive www.mortonsarchive.com

2 NEWS

November 2019

Editorial

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

Editor Dave Manning OBMEditor@mortons.co.uk Designer Tracey Markham Production editors Pauline Hawkins, Sarah Spencer Picture desk Paul Fincham and Jonathan Schofield Group advertising manager Sue Keily Divisional advertising manager Billy Manning Trade Advertising Team Leader (Classic Division) Leon Currie lcurrie@mortons.co.uk | 01507 529465 Trade Advertising Ricky Nichols rnichols@mortons.co.uk | 01507 529467 For Private Enquiries please visit

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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-5pm 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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o, October 31 has been and gone, are we still here? Or have we been ostracised from the rest of world thanks to our abandonment of the EU and/or because our parliament has become the laughing stock of modern civilisation? Either way, I have as much interest in the subject now as I did a month ago or, for that matter, three years ago when it all started.

But at least I’m fortunate in that I can easily distract myself with old motorcycles…

And it appears that I’m not the only one, if the information within the recent wad of blurb sent out by the Federation of British Historic Vehicle Clubs is anything to go by.

As you’ll probably be aware – given that I’ve mentioned the FBHVC in several of my editorial pieces in the last year – the federation is very much in the ‘good guys’ camp when it comes to ensuring that we’re going to be able to continue using our old vehicles on the highways and byways of this sceptred isle.

Included in its recent release, the FBHVC has stated that, thanks to its survey of 2016, there were 1,039,950 registered historic vehicles in the UK, 296,396 of which were motorcycles. In the federation’s Cost of Ownership Survey this year, it showed that the number of historic vehicles on the DVLA database has increased to 1,241,863 and, if the proportion of motorcycles remains the same as three years prior, then that means there are now about 347,700 registered bikes with a ‘historic’ status. The good news is that this is set to increase year-on-year, and that as the numbers increase then so does the political power that the historic vehicle movement has, which can

only be a good thing, regardless of how farcical modern politics has seemingly become (particularly with reference to the negotiations for departure of the EU, but also with regards to the orange Twittermeister in the Oval office).

Reflecting on the survey of 2016, there is further leverage available from people who actually aren’t directly involved in historic vehicles, given that 9.8 million people in the UK are interested in historic vehicles, 5.1 million would like to own one, 11.3 million think that historic vehicles should be exempt from restrictions, and no less than 21 million see historic vehicles as being an important part of the UK’s heritage! So although those of us owning what the DVLA allocate as being historic motorcycles amounts to only a small fraction of the UK’s population, the number that are actually interested in them, and want to see them continue to be used on the road, is actually rather a large fraction of the voting public.

The survey also showed how important ownership of a classic is, not only to the people who are the keepers of such vehicles – 60% of those folk say that ownership of a classic is one of the most important things in their life – but also to the industry that surrounds them. The parts manufacturers and suppliers, restorers, painters, chromers and mechanics, who are keeping these vehicles together and running, and then there are the events, shows, runs and rallies at which they’re used. The 2016 survey suggested that this was worth an astounding £5.5 billion to the economy, a figure that had risen by nearly 28% over the federation’s 2011 survey (a time span that also saw the number

of people employed in the industry rise by a commensurate amount, to around 34,900), and is likely to be even higher now (the federation has suggested that it is now £8 billion!).

And, especially apt in the have we/have we not left the European Union time frame is the fact that the historic vehicle industry (not including events) brings in about 25% of its total trade revenue from overseas – about £662 million! Right now, this country probably needs that very much, and any regulation would definitely have a negative affect…

These are levers that can be used against proposals to ban older vehicles from Low Emission Zones such as that in Central London (which is due to be stretched out to the North and South Circular Roads in October 2021, and remember that the Ace Café is on the North Circular!). And there are LEZ plans ready to be rolled out already in Birmingham, Leeds and Oxford, while others are in the planning stages for Bath, Bristol, Greater Manchester, Sheffield, Southampton, Tyneside and West Yorkshire. And it could be worse in Scotland, as there is talk of total prohibition of classic machinery in Glasgow and Edinburgh, rather than the tolls that are suggested elsewhere… Thanks to the rise in concerns over climate change, and public health implications coming to the fore, public opinion is moving against the motor industry, and that includes classics, so any exemptions from emissions zones and the like will only get more difficult to

JANUARY 11-12, 2020

Star Guest!

WORLD SUPERBIKE AND GP HERO

FRANKIE CHILI!

implicate. Essentially, the FBHVC has stated that it is vital that we explain our cultural and heritage values to those who may not look as kindly on the desire to use an old vehicle on modern roads.

While we’re lucky to have folk like the FBHVC (and MAG, FEMA and the BMF) on our side, and the future does look good for classic vehicles, it is certainly not a time for complacency, and we need to build our case and promote it. The survey undertaken also showed the pitifully low mileage that is covered by each historic vehicle, a figure that needs to rise if we are to avoid the dystopian future of only being able to ride our bikes for a limited distance each year.

So, it seems clear to me, we just need to ride our bikes more, and help the FHBVC to help us keep our bikes on the road of the UK. Even if we might not be allowed back into Europe any more…

Enjoy the issue,

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PA R K IN G

November 2019

NEWS 3

Frankie Chili in action on the WSB Ducati.

Newark Winter Classic

Breaking the stranglehold that religious festivals and cultural pressures have on the festive period and the new year, any excesses can be walked off with a healthy stroll around the former RAF Winthorpe, north of Newark, Nottinghamshire over the weekend of January 11-12, 2020.

You’ll more likely know this as being Newark Showground, home to the regular ’Normous Newark autojumbles and, on that particular weekend, the Carole Nash Classic Bike Guide Winter Classic!

Guest of honour will be Pierfrancesco ‘Frankie’ Chili, the Italian ex-World Superbike, 250 and 500 GP rider, and while Frankie never got a world championship – his best was fourth in WSB in 1998 and 2000 – he was one of the most popular riders in the paddock, and he’ll be there all

weekend for interviews with Steve Plater (above, with Frankie) and for signing/ photo opportunities, and there’ll also be the chance to win a lunch with Frankie!

London Museum, gone for good Sadly, the struggling London Motorcycle Museum closed its doors for good on October 7, with some of its exhibits being sold at the Stafford show auction later that very month.

This, despite the fact that back in May the museum had celebrated 20 years of “sharing our rich and varied British motorcycle history and culture with visitors from around the globe”.

In the past, the museum had twice appealed for help to pay its bills.

The museum was founded by dealer Bill Crosby and housed his private collection of about 200 motorcycles of historic interest. When, in August 2018, Crosby retired after 60 years in the trade and sold his dealership, Reg Allen Motorcycles of Hanwell, he appealed for help to save his separate London Motorcycle Museum from closure. However, despite offers of physical help, he said no one had come up with financial assistance.

The prospect of selling his motorcycle

collection in 2018 obviously hurt Crosby.

He said at the time: “The museum is rich in bikes but selling them is not the answer is it? I shall keep on selling them and end up with an empty barn. It has taken me 65 years to build the collection.

If someone could pay the rent, I could manage the heating, lights and insurance.”

There was more sad news for the museum recently with the passing of one of its dear friends and supporters, Les Williams. “Les was one of our guests of honour at our grand opening and has remained a supporter and honorary member since. His history with Triumph is something of legend and he will be missed by many. Our thoughts go to his family and friends at this time.”

With many of the museum’s bikes selling at the Bonhams auction at Stafford, we can only hope that they reappear once more, either in another museum or, better still, being used on road or track in the future.

As last year, there’ll be the chance to try out motogymkhana, and one of the three halls will host a custom bike and scooter display. In fact, the Winter Classic has become something of a hotbed of classic scooters, with many being fired up for all to hear (and smell). There’ll be loads of owners’ club stands – the top three displays each get a cash prize – while private show bikes are judged so you could go home with a trophy!

Private entry spaces are now available – people can go on to the website to apply for a space – and there’s still space for a few trade stands (contact exhibitions@mortons. co.uk or 01507 529430 for more info).

More information is available from www. newarkclassicbikeshow.com and the show location is Drove Lane, Winthorpe, Newark, Nottinghamshire NG24 2NY.

100 not out for Builth Wells MC Is this the oldest bike club in Wales? The Builth Wells MC in Powys has a long history of great sporting events, with the trade-supported Kidston Scramble and the Eppynt Road Races, better known as the Welsh TT, with its winding roads through what has been a military training ground in recent years.

The club is hosting a special centenary party, starting at 7pm on Saturday, November 30. It’s in Strand Hall, on Strand Street in the town centre, and all riders who competed in any Builth Club event will be made very welcome. Expect to see competition bikes on show from current club members and an amazing array of silverware and photo albums covering all the great events the club has put on.

More details are available from club chairman Brian Jones on 01982 552591 in the daytime or 552568 in the evening. Or via email at bcjassoc@hotmail.co.uk

4 NEWS

November 2019

Sam’s the man for Moidart Organisers Andrew Johnstone and John McCrink are pleased to announce that the 11th Moidart Peninsula Classic Motorcycle Road Run will take place on Thursday, April 30, 2020.

They are delighted to add that the guest of honour for the event is none other than trials legend and all-round motorcyclist Sammy Miller. Sammy is no stranger to the Highlands, having competed in the Scottish Six Days Trial on several occasions, winning the event no less than five times.

He is looking forward to returning to Lochaber and will, of course, take part in the run itself.

At 86 years young he is as keen on motorcycling now as he was way back in 1954 when he made the long journey from his native Belfast on his Villiers-powered ‘Samuel Hamilton Special’ to the Scottish Highlands to compete in his first SSDT. Not surprisingly, he returned home with the Best Newcomer’s Award in his rucksack.

Year on year the event increases in popularity with more and more enthusiasts keen to follow what was, for several decades, the Thursday route of the SSDT. The run is now firmly established as the opener to a fantastic few days of classic motorcycling in and around Kinlochleven, with the main event being the world-famous Pre-’65 Scottish Two-Day Trial, taking place on the Friday and Saturday.

The Moidart Run is open to motorcycles (and outfits) made before 1979 and an increasing number of riders on old trials

Sandwiched between Moidart organisers John McCrink (on the left) and Andrew Johnstone is the legendary Sammy Miller, guest of honour at the 2020 event.

and enduro bikes seem to enjoy participating. Entrants come from all over the UK, as well as Europe and the US. As always, the route starts and finishes in Kinlochleven and covers around 120 miles of some spectacular and awe-inspiring Highland landscape. It even includes the short Corran Ferry crossing which everyone seems to enjoy. Once on the peninsula the opportunity exists to visit the infamous Devil’s Staircase which, although no longer used, was once a major spectator attraction at the SSDT. Both the coffee stop at Glenfinnan (in the shadow of the world-famous railway viaduct) and lunch at Strontian illustrate what the run is all about – namely

fun, camaraderie and a shared enthusiasm for old motorbikes.

Combine all of that with the experience of riding the ‘Road to the Isles’ and you can understand why people come back year after year to do the ‘Moidart’.

Kinlochleven on the first weekend of May is the only place to be for classic motorcyclists and Pre-’65 trials enthusiasts and we can once again look forward to a warm, highland welcome from the good folk of the village.

For an entry form email johnmccrink@googlemail.com or send a large SAE to John McCrink, Braeside Cottage, Grange Road, North Berwick EH39 4QT. Entries are limited to 80 riders and close on February 28, 2020, or when full.

Grab some Teng for your workshop!

Regardless of how competent you may, or may not be with regards to spinning the spanners, ownership of a classic motorcycle dictates that you need, at the very least, a bare minimum of tools.

Now, this will dictate a significant layout of the one thing that most of us are short of – cash. Unless, of course, there’s another way of gaining the requisite toolage that doesn’t involve resorting to the lowest form of thievery – enter a competition to win loads of tools. And, lo and behold, here’s one right now!

This is the chance to win yourself a truly astounding, and comprehensive, set of Teng tools, with no less than 1055 pieces, including the statuesque tool cabinet you see here, all of which is worth in excess of a very impressive £8000! The kit includes pretty much everything you’ll ever need to strip, maintain and rebuild

motorcycles, including ¼”, 3/8” and ½” drive ratchets, spanners, screwdrivers, pliers, sockets, Allen keys, heel/pry bars, locking spanners, rivet guns, wire cutters and strippers, drill bits, needle files, a 40-piece knife set, a torque wrench and much more, all set within a top box, middle box and rolling cabinet combination. And yes, it includes both imperial and metric-sized tools! As an idea of just how much there is here, it weighs in at over 180kg…

The closing date for the competition is the last day of this year, so head over to page 48 and get the form filled in!

In case you’re wanting to make a swift buck, be aware that there are no cash alternatives available. The winner will be the first name drawn at random. Terms and conditions apply. To view the privacy policy of MMG Ltd (publisher of Old Bike Mart) please visit www. mortonsmediagroup.com/privacy.

Harry Woolridge RIP Many of our readers will know of Harry Woolridge thanks to his publications, which included Triumph Speed Twin & Thunderbird Bible and the Triumph Trophy Bible, both of which were written with the aim of setting out useful and authoritative information for classic restorers.

Yet there was so much more to the 88-year-old, who sadly passed away earlier this year.

Starting in Meriden’s service department in 1954, Harry moved to the experimental department in 1960 to work under development chief Frank Baker, who pursued racing projects without the authority of Meriden boss Edward Turner. In addition to his week’s work, Harry would spanner at

weekends for experimental’s head tester Percy Tait at race circuits.

When Doug Hele took over the experimental department in 1963, work began on developing the 750cc triple destined to become the T150 Trident and Harry had the exciting job of road testing the first prototype, easily the fastest motorcycle he had ever ridden. In 1965 he took a new post, working with his old boss Frank Baker on production troubleshooting, which included using a newly installed rolling road to overcome ignition snags. He recalled using the rig to cure a spate of seizures suffered by big twins made by BSA, Triumph’s parent company, and that Meriden was never credited for the work.

Harry was promoted to being a production foreman, a job he didn’t much enjoy, then was made redundant by Norton Villiers Triumph in the wake of the October 1973 factory sit-in crisis. Two years later he returned to Meriden to work for the cooperative set up to run scaleddown production, first as an inspection foreman and then as warranty manager. After Meriden closed in 1983, Harry worked at Norton’s rotary operation at Shenstone until redundancy came around again, after which he joined the Les Williams operation in Kenilworth as a stores manager and machine builder.

OBM’s thoughts go to Harry’s friends and family.

6 NEWS

Miller museum theft

Seemingly, nothing is safe nowadays. We recently heard that the Sammy Miller Motorcycle Museum down in the New Forest, has had the Guide Dogs for the Blind donation box smashed and the contents stolen. The first that staff knew about it was when they noticed their donkeys wandering around the drive, indicating that the gate to the donkey enclosure had been left open. Further investigation showed that one of the donkey carts had been used to carry the donation box from its location to the front gate, which is where it was smashed open.

Bolt removal, made easy In the restoration of a classic motorcycle, or even just in general maintenance, there is a virtual guarantee that, at some point, you’ll encounter seized fasteners. One of the weapons in the armoury that you can use in such an instance is the ‘easy out’, or bolt extractor of the type seen in this kit from Sealey. Although, unlike most bolt extractors, this kit also comes with a set of matching stepped drill bits, that give a conical hole in the seized bolt to allow the corresponding extractor to have a stronger grip. Due to the design, the heattreated chrome molybdenum screw extractors are only suitable for fittings with a right-hand thread.

Usually £71.94, in the Sealey Christmas promotions the kit is just £51.54, which is a bargain price if it means you get that stubborn exhaust bolt out!

November 2019

Telford Classic Dirt Bike Show Once more, the second weekend in February sees a mass migration of off-road classic machinery heading to Telford, for the 2020 Classic Dirt Bike Show, sponsored by Hagon Shocks.

As you’ll now doubt know, not only is Hagon a key provider of shock absorbers to the motorcycle aftermarket, but is also a company with a significant background in classic off-road motorcycle sport too, as you’ll know if you’ve read the bookazine about Alf Hagon (available from Mortons, a none-too-subtle plug I know, but it is a very good read).

Held over the weekend of February 15-16, 2020, the show’s guests of honour are Bernie Schreiber, the American World Trials champion of 1979, and Bryan Goss, 1970 British 500cc motocross champion, both of whom will be interviewed on the main stage throughout the duration of the show.

Naturally, an off-road show isn’t just about ex-racers, as the machines take the prime focus, and the Telford arena is crammed full of scramblers, motocrossers, trials and enduro bikes and classic trail weapons too. There’s traders in aftermarket parts, race associations, clothing suppliers and, outside, an autojumble that always has an amazing selection of project bikes and spare parts.

At the time of this magazine going to print, there was still limited space for traders, clubs and private entries – anyone with trade/ club/private entry enquiries can contact exhibitions@mortons. co.uk or call 01507 529430, while more details are available on the website at www.classicdirtbikeshow.co.uk

A comprehensive line-up of CCM/Clewes Stroka machines, at the show last year.

Bernie Schreiber threading his Bultaco over some lumpy scenery.

Bryan ‘Badger’ Goss in action back in ’66.

8 NEWS

November 2019

Hull RSPCA Motorcycle Show The weather on September 8 was perfect, with not a cloud to be seen and the owners on their highly polished motorcycles rolled up in force, numbering a record 350 motorcycles on the showground, and a record number of visitors paid to come and enjoy the show too.

The show is a competition of five classes featuring British bikes, European bikes, Japanese bikes, American bikes and custom bikes and trikes. Entrants bring a tin or packet of cat or dog food with them which is gratefully received.

Alongside many modern machines, some of the motorcycles at the show

worth a mention included a Silk Scott, a BSA Rocket Gold Star, a Benelli, a Brough Superior, an Ariel Leader, a 1970 BSA Thunderbolt, a Zundapp, several Norton Commandos, a CCM Spitfire, several Triumph-engined specials, a Laverda RGS 1000, a Yamaha RS 200, a Bridgestone 175 Hurricane from 1965/6, and, for the first time at the show, a 1978 Honda CRZ250 R motocross bike.

The riders came from as far afield as Lincoln, Bourne in south Lincolnshire, Mexborough, Halifax, Grimsby, York, Leeds, Pickering, Thurnscoe near Barnsley, West Ayton,

Christopher Lawson and the Frank Palmer Memorial Trophy for winning Best in Show with his Suzuki GS1000.

Scarborough, Sheffield and Selby. There was good attendance from the East Coast Classic Bike Club and the local bike owners from Hull and East Yorkshire turned out in force to support the event too.

All the motorcycles were well presented and made it extremely difficult for the judges; however decisions were made and the following trophies were presented.

The Colin Russell Memorial Trophy for the Best Vintage British bike was awarded to P Gibson with his Triumph 5T. Show sponsor, 5-Ways Motorcycles of Walton Street, Hull, judged the Japanese class and presented The Frank Robinson Memorial Trophy to Christopher Lawson on his Suzuki GS 1000E, who was also awarded the ultimate prize of Best in Show and the Frank Palmer Memorial Trophy.

There were several motorcycle stalls displaying bikes or information, including sponsor 5-Ways Motorcycles, the Revitt Red race team and local motorcycle restorer SW Bikes.

An owner of several race bikes attended, plus a T-shirt stall holder from Nottingham, as well as ROSPA, ARB, and MAG – all motorcycle-related charities. The local allotment association had also brought along their stand and these all provided lots of interest

Not much in the way of spare parking space as the RSPCA was crammed with bikes of all forms.

for the crowds.

The RSPCA Hull & East Riding Branch provided several stalls and games.

Fantastic food provided by members of the branch was well received too – all of which, along with the motorcycle-dedicated raffle, helped the branch raise the massive sum of £4900, which was another record.

The motorbike-related prizes are donated by shops

in Hull and throughout Yorkshire, and by traders at the Stafford International Show in April.

The food and equipment is sponsored and branch members are grateful to everyone for their unwavering support.

Guy Martin kindly donated a special edition copy of his most recent book, Head Up Me Arse, which was well received and auctioned and

The Cross Keys public house at Grasby, Lincolnshire held two quiz nights to raise funds for the animal centre too. A branch spokesperson said: “To everyone who attended or helped, or who donated time and money, we thank you from the bottom of our hearts.

Next year’s show will be on Sunday, September 13 and we look forward to seeing you again. Please stay safe!”

10 NEWS

November 2019

Middle England’s LDT review Looking back on a good first year of its championship, in spite of cancelling an event, the Middle England Classic Vehicle Club is keener than ever to continue its Long Distance Trials through some of the most spectacular scenery in the north of England.

The key people have got together to review the last year, learnt lessons, and come up with a few improvements for next year.

The championship will be limited to

MECVC events only, mainly because of the confusion caused by the two different class structures of the MECVC and the ACTC Championships.

The volunteer marshals/observers will be encouraged to commit to the events.

Instead of a free meal they will be given £10 towards their expenses if they do one section in the morning and move on to another in the afternoon. A great day out watching and marking the entrants in

the fresh air of Weardale, Cumbria and Northumbria – who can resist?

Previously, the club has provided the entrants with a free meal, but next year the club will try to organise refreshments and a meal to be available as an option to buy when they enter. This will give the entrants more choice and also reduce the entry fee. A further reduction will be the charity donation, which will also become an option on the entry form.

The guys are already out and about, searching for more and different sections.

It’s hoped that the number can be increased for each event without adding to the mileage, but this partially depends on how many people offer to marshal. Perhaps the riders can help by persuading family or friends to do this (or doing it themselves)?

Again, let the organisers know (perhaps on the entry form) so they can arrange the trial accordingly.

The 2020 events are as follows – the Durham Dales Trial, March 15 (for cars and bikes); and two bike-only trials on July 19 and October 11.

More info can be found on www.MECVC. org.uk or ring Bernie Pugh on 07835 407626, or Graham on 07989 446131.

Congratulations must go to the 2019 class winners – Steve Kingston, Class A (Rigids); Andy Hesketh, Class B (Twinshocks); and Len Abbott, Class C (Monoshocks).

Derrick Cornell RIP Derrick Cornell sadly passed away recently after a short illness. He was ‘bike mad’ from an early age, repairing machines at his mother’s family house. He progressed to a workshop next to a pub in Bishop’s Stortford, Hertfordshire, and then shortly afterwards moved on to a double-fronted shop in the town.

He took on a Greeves franchise, sponsoring Don Smith who also managed his shop and later became European Champion in the trials world, progressing to No. 1 trials rider on a Greeves.

Derrick sponsored Peter Smith on the latest Greeves Scrambler and was to become one of the first to champion on a Triumph/ BSA Matisse. Derrick was also one of the first to develop a Greeves twin cylinder for road racing, which Reg Everet rode quite

successfully. I worked for Derrick shortly after leaving school and spent many happy trips picking up new Greeves bikes from the Thundersley factory, mixing it with the late Dave Bickers and very friendly with Mike Jackson. In 1963, Derrick moved to larger premises in Chelmsford, Essex, successfully selling quality cars and bikes.

Derrick’s daughter sadly died after a horse riding accident, but he is survived by his son and second wife, Margaret. Of course I had to have my first Greeves in 1959 and won many awards in the Eastern and South Midlands Trials. I have kept in touch with Derrick since this time and am sad to have lost a great friend – his last wish was to ride to his funeral in a motorbike and sidecar hearse.

Jim Petts

Derrick pictured with Peter Smith and a Cornell MX Greeves in 1962.

12 NEWS

November 2019

Rod Coleman RIP Sad news from the world of motorcycle sport, as Roderick William Coleman, born June 19, 1926, passed away last August.

Probably best known for his victorious performance in the 1954 Junior TT, riding an AJS 7R3, Rod is also remembered for his ride on the AJS Porcupine twin that he rode to a win in the Swedish 500cc Grand Prix, also in ’54. But back in his homeland of New Zealand, he also ran a very successful motorcycle business, distributing AJS, BSA, Matchless, Montesa, Norton, NUS, Triumph and, most famously, Suzuki!

Following his father into motorsport was only natural. After all, Percy Coleman showed his son the way, having started racing on grass track ovals when he was

just 16, later setting numerous Australian speed records in 1914 on an Indian, and claiming the Open Australasian championship on the same eight-valve machine in 1918. That success led to an invitation from Indian to race in the US, and when he returned to New Zealand he raced Harleys, but a trip to the Isle of Man in 1930, to ride a Royal Enfield, secured him the distribution rights to the brand in New Zealand, and thus started the Coleman motorcycle business.

Initially, young Rod wasn’t lined up to move into the family business, having started medical school in 1946. But “I found that when I got into dissecting humans, I didn’t like it…”, so he turned to motorcycles, and began racing, on dirt tracks, in 1948.

Riding the Porcupine at Brands Hatch, for the John Surtees Day in 1981.

‘Driving made simple

Having accumulated many screwdrivers over many years, the one thing I find incredibly frustrating is rooting through a single drawer in my toolbox trying to find just the one particular ‘driver. I could, of course, organise my drawers a little better, or I could make one simple purchase to solve all the issues.

This comprehensive new screwdriver set from Kamasa Tools (part number 56131) offers a fine selection of good quality screwdrivers and also includes a bit-driver and two sets of hex keys (both metric and imperial).

Made from chrome vanadium steel with a satin chrome finish, there are 17 soft-grip screwdrivers including Philips, Star, Pozidrive and flat heads, while the kit also includes the hex keys, a bit driver and 10 bits of flat, Pozidrive and Star configurations.

The set is supplied with a useful plastic stand that makes all the drivers and accessories easily accessible, unlike my Drawer Of Many Drivers... It is available now from your Kamasa stockist, and very good value, typically priced at just £49.54. But make sure you check for the best prices and special offers. Further details can be found at www.kamasa.co.uk

Those dirt tracks were soon turned into tarmac, with New Zealand’s first all-tarmac track, Wanganui, completed in 1951, but it was in 1949 that Rod and two other Kiwi riders travelled to the Isle of Man TT. Unfortunately, Rod crashed in practice, breaking his jaw, but he subsequently re-set it (that medical training paid off), taped plaster around his mouth and fed himself through a straw, in which condition he raced the Dutch TT and the Belgian GP! He returned to Blighty in ’51, buying a new Manx Norton and AJS 7R to race in 500cc and 350cc classes respectively, and through the season consistently became the top independent rider, and there was little surprise that both Norton and AJS were keen to hire him as a rider. With his business head on, and wanting to deal in AJS road bikes, he signed up to ride a 7R in the Ulster GP of that year, also riding the Porcupine in the 500cc GP, replacing Les Graham, and setting the fastest times in practice!

However, terrible weather in the race caused misfiring on the twin, a problem that was repeated in the Italian Monza GP. The following two seasons saw problems emanating from issues within the AJS factory, culminating in troubled reliability with the race machinery, and haphazard race development. However, when AJS bought Norton in 1954, the change brought better equipment, and

Rod pushing his Norton ashore for the 1951 TT.

those first places in the Junior TT and Swedish GP. Racing against the streamlined Gileras, Nortons and Moto Guzzis (the AJS factory dictated that their customers wanted to “see the construction” of the bikes, so fairings weren’t allowed) kept Coleman out of the limelight somewhat, and he also had to keep a close eye on his business, particularly given that he had taken on a Suzuki franchise. While the business was still distributing British machines, it was the Japanese bikes that proved incredibly successful, with Coleman becoming

Suzuki’s second distributor in the world – quite some achievement!

Sponsorship of numerous riders over the years meant that Coleman Suzukis were successful globally, including notable riders such as Pat Hennen and Cal Rayborn.

Latterly, Rod was a keen exponent of classic racing, taking part in events all over the world, as well as restoring classic race and road machinery to a very high level – high enough to build machines for the Honda factory in Motegi!

An impressive career in motorcycling, and a character that will be much missed.

Tank top travelling It seems that modern life involves far more accoutrements than we ever used to need.

Remember when a trip away on the bike involved no luggage other than your wallet and a toothbrush? Nowadays we seem to need all manner of odds and sods – mobile phones, cameras, chargers, spare batteries, spare gloves, glasses, spare glasses, ‘layering’ garments, not to mention the different medication that most of us need now…

So, rather than stuff each and every pocket of jacket and trousers with things that we’ll never find if we’re in a hurry, surely it’s far easier to have a bag that we can easily affix to our bike each time we head out for a ride?

Okay, so there’s nothing especially new or adventurous about a tank bag, but the two new ones from Givi – called Gravel-T – are a little more than a bag with magnets, which

is basically what some older tank bags amount to.

With two sizes – 20-litre or six-litre capacity – they’re rated as being totally water resistant, without seams, and are doublelined and structurally reinforced to protect the contents and hold the bag rigid (so no flopping down the side of your tank like older bags).

Both have a transparent upper pocket to hold a map (or smartphone or tablet) to allow easy navigation, and all the zipper closures are waterproof and there’s also a water-repellent cover for truly torrential days.

The bags can also be easily detached from their base, which remains on the tank, so your belongings can be with you whenever you leave the bike, and they also have a padded shoulder strap and a rubber handle too.

Priced at £123.50 for the 20-litre bag, and £70.50 for the six-litre, more information about these products or any other accessories for your motorcycle can be found at www.givi.co.uk or call 01327 706220.

14 MADE IN JAPAN

November 2019

A skinny tank and basic instrumentation epitomised the TC Suzuki range.

A single into a twin’s frame, the Trail Cat had a two-by-three transmission.

Suzuki’s TC Range Tucked away in Suzuki’s back catalogue is a plethora of supposed trail bikes that didn’t always make it to the UK, or even Europe, but really could do with more exposure and acknowledgment than they often get.

Steve Cooper ensures that they get it!

T

he model range seems to start off with the best of intentions but ends up trying to be all things to all riders and not necessarily with the best results. One of the cutest has to be the exquisite gem that is the TC90. Styled to look like little else, the diminutive trail bike was gifted a full chrome expansion chamber with skeletal heat guard similarly finished and any number of eye-catching candy paint schemes. Innumerable younger teenagers must have pestered their parents for a TC90 based on looks alone. And the smallest TC in the range was pretty cool both off and on the dirt. Suzuki engineered the tiddler with a dual output ratio gearbox; inside the main transmission housing was a conventional four-speed gear cluster which then mated to a two-speed output arrangement. Boasting some 11bhp and almost 8ft-lb of torque, the disc valve motor and transmission gave many a youngster a solid introduction to motorcycle riding on tarmac and dirt.

Suzuki only had the TC90 on the sales lists for two or three short years before it was replaced by a reworked 100cc version. The TC100 was gifted a low slung, satin black exhaust and trick paint work, as per the factory RM moto-crossers. The new bike, still with its dual range transmission, was

A diminutive beast the TC may be, and dwarfed by a not-all-that-big scribe, but it was deceptively good fun nonetheless…

marketed as the Blazer, strangely alongside the TS100 sold as the Honcho. The TS100 had a conventional five-speed box and, as such, marked out the format for all future Suzuki trail bikes, i.e. no strange transmission systems. The cynic might suggest that Suzuki was fed up of the dual ratio concept, but no. From 1974 to 1975 this novel idea was reprised and up-scaled on the TC185, which now ran a 2 x 5 speed transmission. Sold as the Ranger, alongside the more conventional TS185 it, by all accounts, proved to be a popular machine.

Quite why there was such an apparent market segment crossover is anyone’s guess but Suzuki allegedly defended this doubleheaded approach by subtly implying the TC range was really trail oriented, leaving the TS range to be dual purpose and, at the same time, have enduro use capability.

Quite how this all stacked up some years on when the PE range arrived is anyone’s guess, with more than a few wags suggesting PE stood for Pukka Enduro!

If that all sounds a little muddle-headed then perhaps you should check out the TC120 which really doesn’t seem to fit into the range like the 90, 100 or 185. Listed for just four model years, the TC120, sold and known as the Trail Cat, is an oddball little single that looks vaguely familiar. The reason is because it used the same frame as the T125 Stinger yet the Trail Cat is a simple two-stroke single whereas the Stinger is a twin. The piston ported engine was derived from any number of similar Suzuki engines and the TC120’s running gear borrowed fairly heavily from the T125’s wardrobes. The seat, oil tank, rear guard, lights, indicators and handlebars were Stinger-esque but the fuel tank and front guard appear to be unique to the TC even if the footrest bar is T125 derived. Once again, the quirky dual-range transmission was present but this time the bike had to make do with just three main ratios so Suzuki’s PR team could only crow about a six-speed box and not eight or even 10.

By now you might rightly think that there were sufficient, dual range, single cylinder TCs in the range – but no!

Almost before the Trail Cat was cold in its grave, Suzuki replaced it with the TC125 Prospector which, to the uninitiated, looked remarkably like the much more common, five-speed, TS125 Duster. Both TS125 and TC125 models proved to be hugely popular and the pair were still in vogue and on sale fundamentally unaltered right up to 1977 when the TC iteration of Suzuki’s eighth litre on/off roader was finally put to bed in favour of the TS. In reality that is the potted history of the

Easily operated by the rider’s heel or hand, a simple way to change between high and low ratios.

TC singles but not the TC concept. Once again the wiles of Hamamatsu logic are capable of tying the enthusiast’s mind in never-ending loops of contorted reason.

Why? Because the firm also chose to use the TC moniker to prefix a range of two-stroke twins whose off-road capabilities were poor to say the least.

Smallest, and possibly least likely to injure anyone on the rough stuff, was the beautifully styled TC200, aka the Stingray.

On the books for just two years (’68 and ’69) the TC200 was the smallest of a trio of street scramblers aimed at capturing a slice of market share. Supposedly styled after the desert sleds that had raced across the western deserts, the Stingray sold directly against Yamaha’s much less enthusiastically named YCS1C. With some 23bhp in what was a road frame bestowed with high braced bars, bash plate, mid-level pipes and close-fitting, street-type mudguards, the TC200 had little if any real dirt track capability but sold well enough to those who only wanted to potter around on dry trails. As a footnote to Stingray history, a small cache of them rocked up in the UK when there was a brief shortage of T200 Invaders. Dealers were told to tell the customer they were lucky to have a Suzuki 200 at all and this was the most desirable model. Most of these same punters were then given two spare, amber, flasher lenses and told to install them ASAP in place of the rear, US spec, red ones!

Slightly less sane was the TC250, which ran essentially the same format but this time perpetuated upon the hugely successful T250 aka Super Six aka X-6.

Pretty much more of the same, just heavier at 290lb dry, the TC250 really wasn’t ever intended for the rough stuff and would cost careless owners dear if they’d binned it on a rocky trail.

Surely it can’t go on, you say, but it did… for one final spin of the wheel. The TC305 Laredo was the street scrambler version of the firm’s stunningly competent T305 Raider. With a claimed 37bhp on tap and a top speed just shy of the magic ton, the Laredo must have been a nightmare to ride on the dirt with a kerb weight of some 335lb. Yes, as mad as mad could be, and yet Suzuki’s period brochure shows a hunky young fellow riding this wholly unsuitable machine off-road and pulling gratuitous wheelies, for crying out loud. Thankfully, none of the twin TCs were graced with dual ratio transmissions and the twins were safely off the streets and, more crucially off the dirt, by the beginning of 1969. The street scrambler craze was dead and riders wanted ‘proper’ trail bikes.

A fair proportion of those in the classic motorcycle world dabble in selling spares and, if you currently don’t, perhaps you should? We’re not talking about the premises-based, full-time dealers, or the consistent, 24/7 eBayers, or the weather hardened autojumblers – just the average bloke in the shed who grabs a box of parts when he sees them because it contains a few trinkets he needs. If you look at what you have but don’t need, there’s no reason why you can’t earn a few bob and help fellow enthusiasts. Most of us have been there at shows or ‘jumbles where the seller is trying to shift stock that’s been hanging around for ages. The box may contain seven Yamaha indicator relays, four oddlooking Suzuki rectifiers, a fuse holder for who knows what etc. but, tucked away in the corner, is that oddly shaped Honda headlight reflector you know you need and need it badly! The seller wants the box gone, you don’t want the other stuff but you can’t get the deal you’d like. We all know that the Honda headlight reflector is the ‘must-have’ part so you make an insulting offer, then barter and finally walk away with a small box of junk and that one part that’s immensely valuable to you and you alone probably. But what about the rest of it?

One man’s junk is another man’s gold, so they say, and even though the remaining contents of that box is of no use to you, someone, somewhere, needs it… all of it.

You just need to marry up the right parts to the right people. Don’t believe me? Well, you recently bought a box of tat to get the reflector and the seller had been trying to shift that small box of apparently random stuff for ages… see how it works? Most of us have been there looking for that one part to sort out an ongoing project and will have paid more than we should do for it, after all you’ve just done exactly the same!

Love or hate the thing, the internet is a damn useful tool and simply by Googling the part numbers of those parts, searching for similar on eBay, joining the appropriate Facebook pages etc. you will be able to determine what bikes they fit. Now get off your backside and offer the indicator relays, rectifiers, fuse holders to the folk that need them. They may still be of little value in your mind but there’s an enthusiast out there who recognises that fuse box and needs it badly – well done, you’ve just made your first sale.

If you have multiples such as those rectifiers don’t tell the world you have four, offer one up and see if you get a feeding frenzy. Should such a happy scenario occur then you’ll know (A) how desirable said item is and (B) what its current market value is. And, no, you’re emphatically not profiteering from or exploiting the classic scene; all you are doing is moving parts to people who need them and getting some of your hard-earned cash back from that box. You might not think the Suzuki regulators are worth much but should they happen to fit, say, a Stinger you may very well be forced to suffer from a sudden embarrassment of riches!

There’s an American eBayer with a trading name along the lines of ‘your treasure, my trash’ or something similar and that rather neatly sums up the Japanese bike scene’s current situation; it might all look like junk but if you spot that one part needed to get your bike back on the road then its worth to you is, potentially, immeasurable. There’s a guy on the internet who only sells bike keys from closed-down dealers and he buys his stock from the specialists who hoover up NOS but can’t be bothered with nadgery stuff like keys. At 10 cents a key he punts them out at $10 globally and gets hundreds of old bikes unlocked and/or running again.

It’s only ever junk if no one needs it!

November 2019

15

16 A BIT ON THE SIDE

November 2019

The story of ‘Pete’ Some of us regularly change our bikes, while some keep a single machine for many, many years.

Mick Payne is something of an anachronism, as he has done both…

T

he shortest period I ever owned a bike was 11 days, a Honda 400 Four F2; the longest was a Triumph T140E that lasted 32 years with me. Which probably speaks volumes for what I thought of that little Honda! Mind, that 32 years pales into insignificance with the hero of this piece. ‘Pete’ is a 1958 Triumph T110 bought new by Peter Ward, the bike’s only owner; he even kept the promotional literature of the other machines under consideration. However, local dealer Wall and Sager in Lancaster were to profit from

Engine out, the rebuild begins…

Peter’s decision to buy a Triumph.

As so often was the case, a sidecar was fitted to ensure family transport and a prestigious Steib was chosen.

This, with the period DMD ‘dustbin’ fairing, makes for a distinctive and unique outfit, even without its history. This includes trips, with his wife and daughter Sue, to Ireland and, in 1964, to the Isle of Man TT where it must not have looked out of place with that fairing. Good things come to an end though and ‘Pete’ was laid up and stored in Peter’s workshop, although Darren

Waller, who was to rebuild the machine, did comment: “I’d say it was more to do with the worn-out main bearings”.

Darren first became acquainted with the machine when Peter’s daughter, Sue, contacted him to ask if she should allow the chap clearing her deceased father’s workshop to take the bike as payment for the work he had done. I’m sure Darren would have been diplomatic but I’m in no doubt we can all guess his true sentiments.

The outfit, however, became his responsibility to recommission: “I say recommission rather than restore as the aim was to retain as much of the bike in its original condition as possible.

“The original plan was to get the bike running as quickly and cheaply as possible and give Sue one last ride on her dad’s bike”. We’ve all been there, I’m sure, the TMJ (Ten Minute Job) that sort of escalates. “What ensued was a 14-month strip and recommission of the whole outfit,” Darren explained. “The engine and gearbox were fully checked and rebuilt by Triumph expert, Ken Hodgeson.” The paintwork on both bike and chair have been merely cleaned and left original, “it shows the wear and tear of its entire life”. With originality becoming more desirable, this makes a refreshing change from over-restored ‘show ponies’. Darren did

Sue, as a child, aboard the outfit in its original guise, and her mum standing alongside.

Either in Ireland or at the TT. LEFT: Some enthusiastic riding on that trip to the Isle of Man in ’64.

RIGHT: Darren and Sue with the reinvigorated outfit!

the work in-house including powder coating, engineering and polishing: “I’ve got a £300 car, but a fantastic shed!”

Sue was reunited with the bike in May this year but had to wait another three months to sample it as an outfit again.

“She got to ride again in the sidecar she last sampled as a girl, a very emotional evening and a proud one for me,” Darren explained. “Sadly the costs involved in the rebuild have meant that neither Sue nor I are in the position to keep ‘Pete’ for ourselves, so the difficult decision has been made to sell.” They would like it to go to someone who will keep the outfit running and enjoy ownership. To this end, the bike is listed on eBay

or Darren can be contacted direct on jdmototech@yahoo. co.uk and, as he says: “I’ll give my mobile number to anyone interested to talk about the rebuild. Just have an hour or so to spare!”

I thought I might have it myself when Euro millions came up with ‘you have winning numbers’.

Sadly, the winnings in question amounted to only £2.90. We can all dream!

Rebuilt and running again, and sadly now for sale.