Old Bike Mart - April 2020 - Preview

April 2020 £2.20 ISSUE

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Walter Zeller, cresting Sulby Bridge on his BMW twin in the 1956 Senior TT, in which he finished fourth, some three minutes behind the winning John Surtees.

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

2 NEWS

April 2020

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 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

www.oldbikemart.co.uk

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 8.30am5pm 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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I

’m not the sort of person to join in with tittle-tattle, nor to invoke scaremongering or panic among the general public, but despite the fact that the media hype surrounding the recent coronavirus scare has generated the same kind of panic in the general populace that could only otherwise have been brought about by alien invasion or the zombie apocalypse, it most certainly does not mean that we should ignore it entirely. Although we also shouldn’t think that it will affect each and every minute of our far-tooshort lives either.

While, at the time of writing, the situation is changing hourly, with events being cancelled or postponed and personal travel highly frowned upon, we shouldn’t fall into the trap of assuming that absolutely nothing will be happening this year and resign ourselves to the fact that we’ll all be housebound for the entirety of 2020, selfisolating until the storm blows over, or until no one is left but the ultra-rich elite.

The fact is that Covid-19 (and can anyone tell me what happened to the first 18 Covids?) has brought uncertain future plans with regards to travel – large public meetings have already been banned, and this virus has already played merry hell with shows and race gatherings. And, as of the news just 20 minutes ago, only essential travel is suggested, although there’s no talk of this being legally binding. And don’t forget that essential travel – as well as that for leisure – can be undertaken on a motorcycle…

Self-isolation is already in play for many of us anyway, as we squirrel ourselves away in sheds, garages and lock-ups throughout the land, fettling our rides ready for the forthcoming glorious spring weather. And it could be argued that our favoured method of transport is also self-isolation – given that even if we travel with a pillion we have face and hand coverings and are out and about in the open air and not trapped within an airless box with dozens of other potential Typhoid Marys or Malcolms. Motorcycle clothing is the closest that everyday clothing comes to haz-mat suits, so if you do happen to venture out, you’ll probably be safer than any other member of public who is travelling, particularly anyone who’s exposed to the horror of public transport! As you’ll see

from the image here, I’m ensuring that I’m wearing face protection, and gloves, at all times.

For now, just remember that it is impossible to catch coronavirus from reading classic motorcycle magazines and periodicals such as OBM, or from old motorcycles themselves. Also, riding a bike on the highways and byways of our green and pleasant land is not only an invigorating experience that is good for soul, body and mind, but will neither increase the risk of exposure to undesirable bugs and nasties, nor require the use of unavailable consumables such as pasta and toilet paper. There’s also the very valid point that has become clear, over the last couple of days at least (by the time you read this it will either be far more obvious, or clear that it was all just a flash-in-the-pan) - the virus will kill businesses as well as people. Yet it could actually be something of a bonus for motorcycling. After all, who would wish to travel on a cramped bus, or shoulderto-shoulder on a tube in London, or even in the confined space of a car, when you could be out in the fresh air and still have the protection of motorcycle clothing? Naturally, this will most benefit the modern motorcycle market, yet that will always have a filter-down effect to the classic segment. If we can take one silver lining from this global pandemic cloud, then let it be that it can bring more people to motorcycling. (Although, in my recent experience, it has also made people more socially minded, and kinder too. Whether this lasts remains to be seen…)

It’s perhaps not necessary for me to say, but bear in mind that all of the events that are listed in the News pages or Diary Dates sections of Old Bike Mart (or, for that matter, any other publication) will undoubtedly suffer from, at least, a delay, and more likely a cancellation. However, don’t write off 2020 just yet, there’s still time…

Of course, this could be the perfect time to continue the shed-dwelling self-isolation with

an increasing focus on bike restoration and maintenance. Aside from keeping you away from the toxic virus-laden streets, this will also help to support the traders that specialise in classic motorcycles, many of whom are self-employed and/or sole traders, who are vitally in need of your support at a time that they can’t exhibit at shows. And while ‘non-essential’ shops have been asked to close, many traders focusing on supporting the classic bike industry have websites and mail-order facilities, which are still open for business. By supporting them we can ensure that – once this has all blown over – we’ll still have the incredible classic bike scene that so much of the rest of the world is jealous of.

We also need to be very aware that a great part of the OBM readership is within the more senior sector of the motorcycling public, and although governmental advice is to self-isolate, that doesn’t mean that we can’t keep an eye on each other, and check that we’re all doing well and aren’t in need of any provisions or aid. Many of us do this anyway – checking up on our mates at regular intervals – but the current scenario dictates that we do it a little more often. This doesn’t mean that we have to meet each other face to face – social media is a boon at this time, and there’s still the oldfashioned telephone!

Enjoy the issue, and please stay safe,

April 2020

NEWS 3

Stafford Show postponed…

F ollowing the UK Government’s updates on the Covid-19 outbreak, Mortons Events has postponed the 40th Carole Nash Classic MotorCycle Show which was due to be held on April 25-26.

A spokesman for Mortons, publisher of Old Bike Mart, said: “The safety and well-being of our visitors, exhibitors, partners, contractors and staff is the most important factor and the key reason for

postponing the event. The events team have been continually monitoring the latest public health and Government guidelines regarding the evolving Covid-19 situation and acting in accordance with their advice.”

The show will now take place on Friday, June 12 and Saturday, June 13, 2020 (yes folks, that’s the Friday and Saturday, the Sunday is not included!) at the Stafford County Showground. All ticket and trade

bookings will be honoured for this new date.

However, if you are unable to make this new date, please don’t hesitate to get in touch.

For all ticket enquiries, contact the customer services team on 01507 529529 or email customerservices@mortons.co.uk For all trade enquiries please contact the shows team on 01507 529430 or email exhibitions@mortons.co.uk – lines are open Monday to Friday, 8.30am-5pm.

Wal Handley memorial The Gold Star Owners Club erected a memorial stone on Saturday, November 16 last year in Fingland, Cumbria, near the site where Wal Handley died on November 15, 1941. The decision to erect the memorial was made by the Gold Star Owners Club a few years ago, but these things take time – finding a stonemason, deciding on the design, agreeing the most suitable site, working out costings, etc. The local population of Fingland were extremely helpful and it could not have been done without them. Ron May (past chairman of the GSOC) gave the following short speech before the unveiling of the memorial: “Walter Leslie Handley was born on April 5, 1902 in Aston, Birmingham. After a hard childhood when his father died of cancer, he had to start work at the age of 12. He tried several jobs and then joined OK Motorcycles as a helper to the junior testers. OK gave him the first chance at the Isle of Man TT. On a wet and foggy first practice day he set off the wrong way along the course! He was flagged down at Governers Bridge and, to much ridicule from the press, was nicknamed ‘Comedy of Novice from Birmingham’ later changed to ‘Unlucky Handley’ in respect of his many breakdowns on the TT course. He had various racing exploits with OK, Rex Acme, AJS and Moto Guzzi motorcycles as well as MG and Riley cars. On June 30, 1937 he won a race at the notorious banked circuit at Brooklands with a fastest lap of 107.57mph, earning himself a Brooklands Gold Star. The machine he was riding was a BSA Empire Star running on alcohol as fuel. This

achievement spurred BSA on to produce the Gold Star model which went on to be a world leader at all forms of motorcycle competitions. Wal, as he was known, had many successes in racing; he was European Champion on three occasions and world record holder at Arpajon and Montlhery in 1930. At Brooklands in 1926, he broke records on his 350 Rex Acme against more powerful opposition. He contested 13 TT and won four between 1922 and 1934. Wal was the first to have two memorials dedicated to him in the Isle of Man– the first at ‘Handleys’ near the 12th milestone, after his only serious crash on the course. The second is a memorial seat on Alexander Drive, Douglas, near Quarterbridge. The memorial stone that the Gold Star Owners Club is unveiling today is a tribute to him for his racing career and also for his work in the Air Transport Auxiliary (ATA). Captain Handley was the commanding officer of ATA Ferry Pool No. 3 at Hawarden near Chester. He was killed close to where we are standing today on a flight from Kirkbride airfield on November 15, 1941.

Tributes were paid to him after his death – one said: ‘We have had riders who were erratic and others who were clumsy, but Handley was always visibly superb.’ Walter was one of our greatest aces – as it says on the seat in Douglas, Isle of Man – ‘None ever passed this way more bravely’.”

Capt WL Handley was killed on November 15, 1941, while serving with the Air Transport Auxiliary. The single-seat American fighter Bell Airacobra he was flying crashed shortly after take-off from Kirkbride

airfield, Cumberland. The accident was described by an eye-witness: “Walter took off from the aerodrome... and crashed into a ploughed field within five minutes of being airborne. When he took off the motor was ‘moving’ hard with an awful din and when he throttled down, it appeared to cut for a few seconds and then finally died out.

“Wal side-slipped towards a wood with, it seemed, the intention of putting his craft into the tree-tops. He missed the wood by feet.

“The starboard wing hit the ground first and the machine immediately exploded.”

The crash site was two miles (3.2 km) east of RAF Kirkbride near Fingland. The

Covid cancellation column

Sadly, due to the ongoing restrictions and constraints so rightly in place to prevent the spread of coronavirus, there is an everincreasing list of events that are being cancelled or postponed. There will be many more than those shown below, but these are the events for which the organisers have got in touch and informed us of the status of their events.

Top of the tree is the Stafford Show in April, currently postponed until June, and there are plenty more: Pa Norton Memorial Service, April 4.

VMCC Rider Experience Day, April 4.

Kempton Park autojumble, April 4.

Normous Newark autojumble, April 5.

Ashford Classic Bike Show and Jumble, Easter Monday, April 13.

SBMOC The Martlet Run April 19 – postponed.

Moidart Road Run, April 30.

Founder’s Relay Rally, May 3 – postponed until later in the year, if a date can be found.

Poachers/Mermaid Bike Night for May 15 has been postponed, also Poachers meetings at the Red Lion in Spilsby.

Clifford Arms Classic Show, May 17.

Isle of Man TT, May 30-June 12.

Banbury Run, May 21, now moved to August 16.

ATA Accident Committee was unsure of the cause of the crash.

Just as the ceremony ended and everybody was milling about, a lone plane flew slowly overhead – a fitting flypast tribute to a great man.

It made me very proud to be standing there when the memorial was unveiled. It will still be there long after all of us and (probably) the Gold Star Owners Club have long been forgotten. But in the meantime, the GSOC are planning an annual visit to Fingland to keep the memory alive. If you are interested and want to visit, go to Fingland, Cumbria and the memorial is on the T-junction signposted above.

Malcolm Clarke, Editor, Gold Star Owners Club

Beeza hunt

Steve Wakefield is on the hunt for his father’s old BSA, which is an A10 built in 1955, and had the registration number of LUT 98. It was last on the road in April 2012, and while on a SORN declaration, was last MOT’d in 2006 at an MoT station at Motorcycle World on Normanton Road, in Derby, although this no longer exists. If anyone has any info on the Beeza, please pass it on to OBM, and we’ll forward it to Steve.

Suzuki hits milestone

Somewhat astoundingly, March 15 saw a manufacturer famous for sporting motorcycles produced in Japan reach its centennial birthday.

Founded by Michio Suzuki, the Suzuki Loom Manufacturing Company began business in 1920.

Since then, the company has diversified into not just a wide variety of motorcycles, but also cars, outboard motors and ATVs, becoming a force to be reckoned with not only in the production of road bikes, but also throughout motorsport as well.

4 NEWS

April 2020

Keith Hodgson starting his 1912 Royal Enfield 23⁄4hp

Bamburgh Run 2020 – new venue in place W

hile the everchanging self-isolation and current lockdown situations are causing havoc with events all around the country, this year’s Bamburgh Run – taking place on Sunday, June 14 – is potentially still set to run, being hosted from a new venue, Lady Waterford Hall in Ford Village, Northumberland.

The run has started at Bamburgh Castle a number of times and for the last three years has started from Etal Village, but this year Ford Village beckons. Intended for flat tank and girder fork machines, the run has two routes. The short run is around 50 miles, while the long run peaks at about 80 miles, all on quiet roads with superb views. There are plenty of refreshments available through the day, including tea and coffee at the start, a tea stop on the route and lunch

Ian Reavley on his 1914 Scott Standard

at the end, and entry is just £14. For spectators, there is plenty to see from about half nine in the morning – it’s set to

be a great day out!

Entry forms are available from either the www.marstonsunbeam. org or www.vmccreivers.

co.uk websites, or from TheBamburgh Run@ hotmail.com. If you aren’t online, then call Mike on 07919 666818.

Big bikes aim for big bucks in Skipton Following a hugely successful event last year, which raised more than £4500 for charity, the Girder Fork and Classic Motorcycle Club is holding another show in Skipton, North Yorkshire, on June 28 this year.

Held at Skipton Auction Mart (BD23 1UD) the show is open to owners of all two- and threewheeled vehicles, and the hope is that last year’s entry of

more than 100 bikes, covering 100 years of manufacture, will be exceeded, with awards being made to various classes, as well as Best in Show.

The money raised this year will go to chosen charities, including Manorlands and the Yorkshire Air Ambulance. The show will open to the public at 11am and exhibitors are asked to have their bike in place by

10.30am. The presentation of prizes will be held at around 2.30pm.

Entry is just £3 (children admitted free), there will be refreshments and stalls available, and the event can be under cover if the weather is inclement. Further details can be obtained from John Hunter on j.hunter359@btinternet.com or 07960 917483.

6 NEWS

April 2020

Heskeths through the lens B

eing something of an active club, the Hesketh Owners Club set themselves a photographic competition last year, and it finally came to a conclusion last month. It was meant to be a bit of fun but it ran a bit like an auction; nobody wanted to make the opening bid – but then it got all competitive and, one might even say, heated!

Twenty-six folks took part (from a total membership of 90) submitting 80 photographs, all of which can be seen on the website at www. gallery.heskethownersclub.org. uk/#collection/246468 It’s always good to hear of a bike club getting proactive in such a way, and a real bonus for the Hesketh mob was having entries

Heskeths lined up at Easton Neston, taken by Elaine Rowles.

from beyond our shores including Australia, Spain, Italy, Canada and the US! The variety of pictures is broad, from action shots to detailed technical close-ups. There’s even a few pictures of kids posing for proud grandfathers!

Jonny Henchman, a freelance professional photographer, helped the judging process and, after

some considerable debate, the winner was announced as Merv Matthews from Barry, Glamorgan.

Merv bought his bike new in 1982.

It’s done a good few miles, including several European tours with his wife Lynda. The bike has been reasonably trouble-free, although at one point he had the frame replated in nickel which, unbeknown to Merv at the time, had weakened all the brazed joints and he then had to find a new frame. This led to a complete restoration to concours standard which, in recent times, has won him several prizes. The picture is a silhouette taken against the background of Lavernock Bay in Glamorgan.

The runners-up were Elaine Rowles from Barnstable with a picture from the last photoshoot at Lord Hesketh’s grand house at Easton Neston, Towcester (now owned by an American/Russian billionaire) and Chris Nix with an

Chris Nix's drip-catching bucket!

amusing image of a drip bucket hanging off the rev counter gearbox to catch drips. It was made using CAD and Rapid Prototyping; Chris lives in Marbella, Spain. Mick Broom (the well-known Hesketh engineer) responded to this photo with an article in the club magazine on oil seals and how to fit them properly.

The club is set to run this competition again in time for its 40th anniversary in 2022, and may even create a calendar too.

Merv Matthews' V1000, in front of Lavernock Bay.

8 NEWS

April 2020

George Beale joins Charterhouse

herborne-based Charterhouse Auctioneers is delighted to announce ex-bike and car racer, George Beale, has joined its classic and vintage motorcycle and car department.

George’s motorsports career started in 1965 when he competed in motorcycle trials and scrambles, and it continues today – he was a class winner in the 2018 Gordon Bennett Classic Car Rally.

In between, he started restoring and collecting motorcycles in 1970, was a Yamaha dealer from 1976-81, owned the biggest private motorcycle racing team between 1978 and ’81 and competed in the legendary Mille Miglia in 2010.

He was sales director at H&H Classic Auctions from 2005 to 2018, during which time he has consigned five of the top 25 motorcycles auctioned in the world for clients and holds the highest price for a client’s Brough Superior SS100 sold at auction.

Charterhouse is now accepting entries for its busy programme of specialist motorcycle and car auctions, including its Isle of Man Classic TT auction on August 30.

S

George Beale can be contacted on 07808 159149 or via email on gb@ charterhouse-auction.com, while the Charterhouse team of specialists

George Beale with a 1924 IoM TT trophy, entered into the Charterhouse Classic TT auction on August 30.

From left: Richard Bromell (director), George Beale and Matthew Whitney (head of classic cars and motorcycles) with a 1956 BSA Gold Star entered into the IoM Classic TT Motorcycle Auction on August 30, with an estimate of £20,000-25,000.

are at The Long Street Salerooms, Sherborne in Dorset (DT9 3BS, 01935 812277, www.charterhouse-auction. com).

Off-road foot armour As a pair of boots that suit classic road-riding, green laning, trails and scrambles, these TCX Terrain 3 boots are near ideal. They’re light, surprisingly comfortable and pliant, even when brand new, for a pair of heavily armoured off-road boots, and not with the garish bright colours that most modern off-road footwear is adorned with.

Fastened with three easily adjustable over-centre buckles, the upper is leather with a polyurethane shin plate, with an elasticated collar to prevent dirt ingress at the top of the boot, while reinforced toe and heel cups arm against rock strikes and the like. The boots are lined with the TCX ‘T-dry’ waterproof lining, with an Ortholite footpeg proving an impressive level of comfort.

With the subdued anthracite colour, they’re priced at £239.99, and are available from TCX stockists countrywide. Dealers can be found through the locator at www.nevis.uk.com

10 NEWS

April 2020

Gone missing Last month we mentioned that the first step in being able to recover your stolen vehicles is to ensure that you have a record of everything in your garage, shed and/or lock-up. It’s potentially quite an exhausting task, but even if you only record frame and engine numbers then it’ll give you a significantly better chance of proving that bikes – or parts of bikes – are yours when they’re recovered by our boys in blue.

We can also aid in confirmation of ownership by marking the components on our bikes. While many classic motorcycle owners won’t want to alter the paint or polish on their bike, there are ways around this, by either using invisible ‘DNA’

markings (various types are commercially available), but also by marking individual parts in a way that makes them distinguishable to you, and by taking pictures of those markings as proof.

There have been cases where proof of identity has been given by initials engraved or stamped into a carb, magneto or dynamo, or under a footpeg, or even a card with owner’s details slipped into a handlebar. All of these can help to get your bike returned to you if it is stolen.

There’s also the point that motorcycles are often stolen to order. This is more often the case with more modern machinery than those we’re likely to have tucked away, but if those light-fingered

rapscallions don’t know what we’ve got, then they’re not going to steal them to order!

The trick is making sure that they don’t find out what you’ve got… It’s one thing to ensure that no one is following you when you ride home, and it’s certainly a good habit to carry on past your house and turn around if you think that someone is indeed trailing you, but the tea leaves have found a new way of discovering where you stash your pride and joy, and it’s something that many folk are using to actually help prevent theft.

Tracking devices have been proven to work in finding the location of a stolen machine, but thieves are also using them to find out where a desirable motorcycle is being stored. The trackers are slipped under a seat, or glued somewhere unobtrusive when the bike is seen out and about, and then the location of the bike can be ascertained without having to follow the owner home. The only real way to counteract that is to keep an eye on your bike at all times, so that you can see if anyone starts to tamper with it and stick a tracker in place.

It all sounds a bit ‘James Bond’, but it does happen…

And now to some sad news – that of stolen machinery. Roger Caunt of the NACC Leicester Section has had two

motorised bicycles stolen from a garage in Leicester on January 2 this year.

The first is a Cyclemaster (engine number 138987) in a Raleigh All steel bike frame (number 7924NN) from circa 1954. Unregistered, it has a motorcycle-type rear stand fitted to an extended spindle and a Huret speedometer.

The other is a 49cc Teagle (pictured) from 1955 in a 1996 Atlas bicycle with 28in wheels, made in India. The engine number is 10428, and the registration is WTC 845.

Both had been displayed at Founders Day last year on the NACC stand, and both machines have other features to easily identify them, should dealers or readers come across them. If anyone has any information, please call 07944 681195.

Our OBM-reading security and motorcycle theft specialist, Ken German, also suggests that classic/vintage owners could – subsequent to reporting their theft to police – have a respected central social media reference point giving their own information.

Then not only would police take information and reference from it but owners could seek both solace and encouragement, and also have a nation of enthusiasts looking out for their bikes.

'Moon Eyes' Cooper appearing at the NMM Somehow managing to take advantage of what little space is left in the many halls of the National Motorcycle Museum, there’s an exciting new display

in Hall 2 of the museum, which will be available to see until the end of 2020.

This new feature is dedicated to John ‘Moon Eyes’ Cooper and

includes not only his famous Ago-beating F750 BSA triple, but also a live interview conducted with John by the museum’s archives and collections

assistant, Sarah. This informal chat gives a fascinating insight into the racing career of ‘Moon Eyes’ and contains some choice anecdotes!

12 NEWS

April 2020

A view of some of the bikes on show after the 2019 run, the static display and some of the museum’s aircraft

Golden Era Run 2020 N

ow firmly established in the calendar for motorcycles and three-wheelers made before January 1931, the Golden Era Run, as organised by the North East Section of the VMCC, is set to hold its 12th run on Sunday July 26, virus permitting. This friendly, non-competitive event offers opportunities to ride in good company over carefully chosen quiet roads in the beautiful Vale of York and is open to members of the VMCC, the Sunbeam Motor Cycle Club and riders from abroad. It will once again begin and end at the splendid Yorkshire Air Museum, at Elvington, near York.

The Golden Era Run’s organising committee and supporting team were delighted last year that the event had become popular and successful enough for their efforts to be recognised by the VMCC, which presented them with the EE Thompson Award, ‘for outstanding efforts in promoting or organising Club events’.

The Golden Era Run became successful through the efforts

of its organisers and because of the sustained and enthusiastic support it has received from the staff at Yorkshire Air Museum.

Led by Ian Richardson, head of memorial and heritage, the team there has always been immensely helpful in both planning and delivering this event. The accent on interesting machinery will be aided once more by the museum, this year with the running-up of the engines of a number of historic aircraft, including hopefully the handsome De Havilland Devon and the impressive Douglas Dakota.

The museum has once again also applied for a fly-over by the Battle of Britain Memorial Flight, but weather and other factors on the day mean this cannot be guaranteed, of course.

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 performance limitations of such machines so entrants are offered two alternative routes and may

Post-ride lunch for participants and supporters in the NAAFI.

choose on the day which one they would prefer to ride. A flatter route of about 40 miles suits the oldest and smallest-capacity machines, while a more hilly circuit of around 60 miles offers rather greater challenges.

Assembly and registration will take place from 9.30am, when all bikes will be put on display in a prominent and easily accessible position within the grounds of the air museum, then from 10.30am riders will begin their runs. The first section of both runs is the same, to a refreshment stop at the attractive location of the Lakeside Cafe, at Allerthorpe Lakes, near Pocklington. After this the riders will continue on their chosen route, returning to Yorkshire Air Museum by 2pm. On their return the machines will be placed on display once again, under the careful watch of marshals, while the riders and supporters enjoy a fine roast lunch in the Air Museum’s own NAAFI restaurant, housed in an original Second World War aerodrome building.

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

VMCC North East Section member Steven Rowley on his 1928 BSA 500cc Sloper

One of the entrants: a fine 1930 Raleigh Model MH30, of 500cc.

the day, to be a point of contact for visitors to the museum. Members manning it will be there to discuss

A ‘Trusty’ Triumph Model H of 1919, standing before a Gloster Meteor.

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 VMCC, its purpose and membership.

The all-inclusive cost of entry to the Golden Era Run will be £27, which will include for all entrants a memento of the event, a printed programme and a box of Yorkshire Tea kindly provided by Taylor’s of Harrogate, a long-standing supporter of this event. The space available within the museum’s grounds to assemble entrants’ motorcycles, and to accommodate diners in the NAAFI, means that there must be an upper limit of 70 machines. That number of participants, however, ensures that the event is memorably friendly and convivial; a major factor which encourages many riders 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. Contact Graham Wilson by email on gericwilson@ntlworld.com, or mobile number 07772 724078, or Graeme Rimer on email graeme. rimer@btinternetcom, or mobile 07526 484729.

April 2020

NEWS 13

Celebration of heroes While so many events are being cancelled and postponed, it still seems reasonably safe to consider that those towards the end of the summer will be taking place. So, it’s time to put self-isolation to the back of your mind, and think ahead to the time when we’ll be able to drag our classics out of the garage and go out and play. In fact, it’s an ideal time to enter that most iconic of all festivals, The Kop Hill Climb weekend of September 19-20.

M

ore than a century ago an intrepid group of motorcyclists gathered at the foot of a steep Chiltern hill and started a tradition that’s still flourishing today, the Kop Hill Climb. After its initial rather amateur start, Kop Hill Climb went on to be a premier ‘must attend’ event for the next 15 years. Being just a short drive away from the new circuit at Brooklands meant that motorcyclists and car drivers could easily compete in both. Despite the introduction of cars the following year and the furious attempts by many famous drivers of the day, motorcycles remained the fastest machines to take to the hill.

Pictures of the day show that no expense was spared by the likes of Malcolm Campbell, Count Zborowski and Henry Seagrave taking to the hill in ever more powerful aero-engined, monster cars, to try to take the hill record.

Yet the record stands to a motorcyclist, the ebullient and fearless Freddie Dixon on his 500cc Rudge. Today, looking at the smooth, closed road that winds its way up through the woods, it’s hard to imagine what it must have been like back in those halcyon pre-war days.

The Chiltern hills are formed of chalk and the unmade road of those years would have been little more than a farm track. Yet in 1925 Freddie recorded a time that has never been beaten. An average speed of just over 81mph. Yes, averaged. That must have meant he was taking those curves at more than 100 miles an hour. On chalk.

On a 1925 Rudge, albeit one which was highly tuned and modified.

Archive photos show us that the distance between the thousands of spectators and the competitors was no more than a grass verge and a slender rope away from contact.

So it was probably inevitable that things might go awry. At the 1925 record-breaking event, a spectator pushed his way forward, despite the best efforts of the RAC officials on the hill to stop him. A Bugatti, a Type 35B racing model, ran over his foot. Unfortunate enough, you may think, but worse was to come. He complained to friends in the House of Commons, a debate ensued and, within a week, all racing on the roads of Great Britain was banned.

Fortunately, thanks to a relaxing of the rules forbidding motoring events on public roads, Kop Hill Climb was revived in 2009.

To be clear, Kop Hill Climb is now a very different event, certainly not the race to the top at all costs it once was. Today it’s not timed, and is more of a show and go – a celebration of those early years, an event that gives riders an open well-made road completely clear of traffic and a chance for them to show the 18,000 or so spectators just what their machines are made of.

Given that the emphasis is now not solely on racing, Kop Hill Climb can probably boast a wider range of pre-war machines (and they must be road legal) than they ever had pre-war.

So what’s it like to run the hill?

Many Old Bike Mart readers will already be able to answer this question, but for those just wondering whether to put Kop Hill Climb on this year’s very short event list, here’s a guide. After being called up from the paddock you will be ushered to the start line to sit, engine ready, under the large start banner. The hill before you starts off innocuously enough with a quarter of a mile of tarmac that slowly rises to the bend that takes you up through the woods. Vast crowds, with their view enhanced by raised walkways, line the road.

After that deceptive start, the hill rises steeply. At its steepest it rises from one in six steep to one in four!

Many of the very earliest machines from around the turn of the century start wheezing here.

The hill then levels out before a small chicane slows down the faster bikes and the chequered flag is waved. For many the next bit is as enjoyable as the climb. The descent by another hill takes you through the town of Princes Risborough – a chance to wave to the residents who come out in their hundreds to cheer on the hill runners. Then it’s back to the paddock to join the festival and do it all again in the afternoon.

The paddock itself, crowded though it is with hundreds of magnificent machines, is only the start of the treat for those interested in things automotive. Kop Hill Climb has become a mecca for clubs, from priceless veterans to cheeky, somewhat careworn tiddlers.

Expect a few older ex-TT riders to ride the hill in 2020 to mark this 110-year bike anniversary.

Kop Hill Climb is run entirely by volunteers, about 300 of them, and all the income supports local charities. Last year saw the total collected since 2009 amount to more than £750,000. Yet Kop Hill Climb still remains one of the most relaxed, friendly and open weekends in the historic calendar. An English garden party of picnics and entertainment blended with the noise and fury of more than 700 cars and bikes from across the ages.

So, get fettling in the shed and get your entry in as soon as possible as the event is always oversubscribed.

Come as an individual or perhaps get members of your club to join with you. Club pitches are free with only the members who display or run the hill paying a fee for charity.

It’s April 1 for pre-war bikes, two weeks later for postwar bikes, with entries closing at the end of May. With pre-war bikes getting priority, start planning for a truly great weekend later this year.

To register go to www.kophillclimb. org.uk and scroll down to ‘Entrants’.

14 MADE IN JAPAN

April 2020

Honda's quarter litre trail bike was an instant hit.

Honda XL250 Moto or Sportt It’s a given that, in the '60s, Honda had mastered the art of making high-quality four strokes with anything from one to six cylinders. The firm had confounded so-called experts by delivering unerringly reliable motorcycles to the masses in huge volumes with nigh on faultless dependability yet, as Steve Cooper points out, they were about to confound those self-same experts once more…

A

s the decade of flower power and psychedelic drugs flipped over into one of glam rock and manic two strokes, the world’s largest motorcycle manufacturer was working on a project that would confound the pundits. Although already famous for small four stroke singles, few would have thought The Big Aitch would be up for making larger one pot wonders.

Multiple cylinders were perceived as the firm’s raison d'être, so why deviate from such a well-proven and successful formula?

Honda’s well documented diversification into four wheelers had taken resources and focus away from the motorcycle bedrock.

After the launch of the CB750/4 many felt the firm was sitting on its laurels... and to a degree this was true. Yamaha’s surprise launch of the groundbreaking DT-1 wrongfooted everyone, but Honda suffered more than Suzuki or Kawasaki in terms of missed sales. It wouldn’t be until late 1971 that there were rumours that Soichiro and colleagues had a market place equivalent.

Early the following year at the Las Vegas Convention Centre, the wraps came off the all-new XL250.

As with most motorcycles, the focus of the XL250 was its engine, which was rapidly shown to be a genuine tour de force, breaking ground in almost every area.

Starting at the bottom of the design, the first avant garde feature was the horizontally split crank case that featured a trochoidal oil pump. The crankshaft assembly featured a pressed-up design running on roller bearings with roller bearing big end, plain bearing small end, along with an analogue of Honda’s famous centrifugal oil filter. In a move to reduce overall engine height and boost power, Honda controversially opted for a short stroke motor (74 x 57.8mm) which, in theory, should have damaged torque output.

However, Honda had an ace up its sleeve here with the top end design that totally flaunted convention and effectively defined the design as groundbreaking.

The engine featured a four valve head (a first for a production machine from Honda) running just a twin lobed camshaft, bearing on to a pair of forked rockers. The use of twin inlet and exhaust poppet valves gifted the cylinder head with 20% extra valve area, which enhanced engine breathing. Utilising

a narrow included angle between the two pairs of valves delivered shorter valve stems and thus reduced loading and reciprocating masses, along with offering improved airflow and hence cooling. The use of a centrally mounted spark plug gave almost perfect flame path propagation and ensured an almost ideal fuel burn, thereby maximising power and fuel efficiency. Much was made of the flow dynamics of the head, which featured individual ports for each valve which helped to enhance torque delivery.

The engine of the XL250 Motor Sport was the product of countless hours of R&D and innumerable prototypes. Evidence of the thought that went into the finished design was the six bolts that held down the cylinder head, the magnesium alloy outer engine cases and the way the cylinder had been engineered to allow almost uninhibited air flow around the engine by leaving a clear space between the barrel and the cam chain housing.

In comparison to the power unit, it’s possible that Honda might have scrimped on the running gear, but they didn’t. A robust single downtube frame with bash plate bequeathed the bike good off-road manners and the only negative normally fired at the bike was that its dirt manners somewhat eclipsed its tarmac abilities.

Honda had focused on making the bike trail-riding friendly, which was perfectly in order for its target (and largest) potential market, America. Here in the UK, riders only had three Japanese, quarter litre trail bike options. Of the trio, the Honda XL250 was arguably the best for off-road use, with Suzuki’s mega-tough TS250 making a damn fine road machine. Yamaha’s DT250 was potentially the middle ground champion, yet remained a tad heavy away from the Tarmac or hard trails. The Motor Sport Honda was a niche market product that rapidly became a dirt rider’s favourite and appealed to those who didn’t want a stroker.

It was an easy bike to ride and delivered a controllable wide band of torque, unlike some of the stinkwheels.

The bike moved from instant showroom sales hit to marketplace stalwart and ran from 1972 through to 1987 in America, and beyond in certain markets. Over those 15 years the model would receive numerous upgrades that encompassed laid down

As you can see, wh hile the basiic arch hitectture remained consistent...

... various tweaks and changes were made...

... over the XL250's lifetime.

rear shocks, latterly Pro-Link monoshock, a radial four valve head and, in 1981, a 23-inch front wheel that Honda engineers reckoned made it a better dirt bike. Whilst the rolling diameter did indeed aid rock and log climbing, it also caused untold issues obtaining spare rubber when the original hoop wore out – Honda quietly dropped the idea after just 12 months apparently!

If further verification of the bike was ever needed then it’s surely the vilification of what should have been the most obvious and logical upgrader of the Honda XL250 Motor Sport. Just two years after the bike was unveiled, Honda divvied up a 350cc version which should have been ‘more of the same but even better’, but alas it was not to be. Overweight and vibratory, the XL350 was a step too far and arguably only a little better in terms of tarmac use and was only listed from 1974-78. The XL250 was very much a case of ‘right first time’ and, to this day, remains an exemplar of lower capacity trail bike design.

As I write this month’s rambling thoughts the winter is swiftly passing by, yet today has been one of the coldest days of the new decade so far – so why the hell have I spent the morning freezing my proverbials off, fettling a bike outside? It’s not as if I need it for work tomorrow morning and, as I’ve no intention of entering it in any events, I’m not working against the clock for some front-line show. The reasons are as perverse as they are irrational – selfinflicted pressure, and I know I’m not the only one who subjects themselves to it.

If you fettle, renovate, restore or repair old bikes then you’ll know that there are timescales to most tasks. Maybe an afternoon set aside to sort out points and timing; probably a day for a full fork strip and rebuild; possibly a week for a simple engine overhaul, etc, etc. Parts, finances, spare hours, third party suppliers and much more all add to the mix, extending a project’s time frame. In the back of your mind you’ll be telling yourself to get a wiggle on and finish this, rebuild that, sort out something else, but unless you really are on a tight deadline, why are you beating yourself up for something that really is only a hobby? Okay, yes I know that old bikes can be an all-consuming passion, but you get the picture.

If my bike in question is destined to be ready by spring or early summer, does it really matter if I don’t fire it up today when it’s officially brass monkey weather? Let’s be blunt here. Does the world actually end if I leave it for a few more days? There’s bound to be something else I can do, in the relative warmth of my workshop, that will also progress the project, so why suffer unnecessarily?

I have restored bikes in stupidly unrealistic time frames, working late into the night in order to get ready for a show, but that was as much to do with bad planning as it was to do with enthusiasm.

I’ve also taken 14 years to restore another bike simply because I was struggling for parts. The latter scenario became a millstone around my neck simply because the whole thing had dragged on for so long and had almost reached the tipping point. Not the one where you can finally see the wood from the trees, but more akin to the moment where you want to take every last vestige to the local tip and divest myself of the mechanical albatross! Somewhere in between those two extremes is the middle ground and, patting myself on the back here, I reckon I’ve located said area of terra firma.

The green street scrambler that has catalysed these words has been Work In Progress for several years now whilst I collected parts, but only up on the bench for two years. In that time it’s thrown me curved balls, delivered the odd hissy fit and cost me more than I expected, but surely that’s the nature of the game? I’ve had to walk away when I’ve been waiting for the postie to arrive with vital parts, the timelines have been revised several times whilst awaiting for third party suppliers to do their respective things and, on occasion, I’ve actually gone out and ridden a working classic… radical or what? If the bike’s rebirth is a few days further down the line what does it really matter?

Under that umbrella sobriquet called ‘restoration’ there’s a gamut of tasks that varies from job to job and no two projects are ever the same. Why put yourself under the cosh for something that’s supposed to be fun? Tomorrow is supposed to be warmer so the initial fire up can wait until then… or the next day.

The enjoyment of old bikes should be a pleasure, not a chore!

April 2020

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