Old Bike Mart - October 2019 - Preview

October 2019 £2.20 ISSUE

412

OLD BIKE MART SUBSCRIPTION ONLY Available from the first Saturday of every month

NEXT ISSUE: NOVEMBER 2

Sunday, October 27

newarkautojumble.co.uk

Back to 1965, and two youths astride their new purchases of a Royal Enfield Continental GT apiece. Will there be similar situations with the new 650cc Conti GT? (see page 34). Mortons Archive www.mortonsarchive.com

2 NEWS

October 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

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.

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

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

PRINTED BY

A

lthough news in the classic world has, of late, been of a fairly light and positive nature, a couple of things have popped up within the last few days (as I write this, the last couple of weeks as you read it) that maybe aren’t quite so optimistic, certainly at first glance.

Initially it’s the news about the Sunbeam MCC’s Pioneer Run changes, in which the club has decided to make some alterations that can make the run flow more easily, and reduce the level of aggravation that entrants undergo thanks to the heavy traffic conditions on the route. This all sounds very positive until you discover that, within the changes, is the fact that the route tweak that was applied last year to avoid the junction on the A23 (that saw slowmoving veteran vehicles merging with much-faster traffic) resulted in the A259 coast road being used for the final run into Brighton, was actually seen as being equally frustrating. This was due to the large number of traffic lights on the new route resulting in stop-start traffic, which doesn’t prove to be conducive to riding a pre-1915 machine, especially one with direct drive and/or a single speed! Brilliant, I hear you say, a London to Brighton run that will be easier to ride on a veteran machine, what could be bad about that? Well, the run will no longer terminate along Brighton’s Madeira Drive and will, instead, end at Brighton City Airport. For many, the Pioneer Run is all about that final destination (if that’s not too morbid a term), given that it’s a historic venue that has always, until now, been the target and focus of bikes that had left Epsom Downs some hours earlier. I know of at least

one vintage owner and rider who has struck the Pioneer off his to-do list because of the change, and it remains to be seen if the number of people who’ll be happier to have an easier run to Brighton Airport outweighs those who want the run to end on Madeira Drive.

Some have said that the change will take money away from Brighton, but the airport isn’t that far out of town (about seven miles from Madeira Drive) so presumably those folk that stay overnight after the run will still do so. And of course, benefits will accrue from this new arrangement – improved safety, less traffic, ample parking, plenty of room for spectators and on-site catering, all at one of the most historic aerodromes in Britain.

But the argument is still whether it remains to be an event that can be called the Pioneer Run – the event that started in 1930 on very different roads, and with a different destination to what will be used henceforth. Although I guess we should also bear in mind that the start of the run was originally at the old Croydon Airport, and not at Epsom Downs as it has been for many years, so it hasn’t really been on that original route for a long, long time! Regardless, it will still be the largest gathering of pre-1915 solos, sidecars, tricycles and quadricycles in the world, and next year’s 45-mile route will still be a spectacle that brings lumps to throats, creates goosebumps on the hardiest of forearms, and smiles to the grimmest of faces. March 22 will certainly remain an important date in the classic motorcycle diary.

The second issue that has sprung into sight concerns something a little more modern than veteran

bikes, although it has proved to be a very popular addition to the classic calendar in the 10 years in which it has been running. During the Isle of Man’s Classic TT festival (which now seems to be the primary focus of the Island’s Manx GP fortnight), the Vintage Motorcycle Club has been running an event at the old RAF station at Jurby in the north of the Island. Using the road racing circuit at the airfield (right next to the prison, that you may have seen recently on TV) for the parading of classic road and race machinery (many piloted by some of the most famous names in motorcycling sport), the Festival of Jurby would see 10,000 spectators on the day between the two main race days of the Classic TT, making it the biggest single venue attraction on the Island.

Now, you’d think that something that was so popular would be immune to any kind of financial risk or regulatory change, but that seems not to be the case. At the risk of sounding like one of those folks who blames the impending departure from the EU for everything, it appears that this could actually be the case, because there are some uncertainties with regard to the changes with EU medical cards that could affect medical cover for nonManx riders. Of course, the VMCC doesn’t want to put any of the riders or spectators at the event under any

risk, and in an official statement the club said: “Consequently, and pending professional advice, the committee has reluctantly, and with regret, decided to suspend the festival until further notice.” As you may have noticed, they’re not actually saying that the festival has come to an absolute end – contrary to what many posts on social media have said – as the event is being “suspended”. Much like the complications that arose at Scarborough’s Oliver’s Mount circuit, at which racing has now returned, hopefully by the time that next August comes around, any issues (whether EU-related or not) will be overcome and the festival will be up and running again.

Of course, for both of the cases which have been outlined here, we can only sit and wait to see what happens. Like many things in life, I guess…

Enjoy the issue,

October 2019

NEWS 3

Ten-times world sidecar champion, Steve Webster, guests at the show.

Stafford preview!

Taking place over the weekend of October 19-20, this year’s Carole Nash Classic Motorcycle Mechanics Show is, quite astoundingly, the 26th running of the event!

As you may know, the October Stafford Show tends to feature slightly more modern classic bikes than the equivalent show in April, that being reflected by the fact that this month’s shindig is sponsored by our friends at Classic Motorcycle Mechanics, who focus on ‘modern classic motorcycles’, if that isn’t too much of a contradiction in terms.

Consequently, the autumn show’s special guests reflect this, with the 10-times world sidecar champion, Steve Webster MBE, plus Classic Motorcycle Mechanics contributor and prolific specials builder, Allen Millyard, who will both be interviewed by compere Steve Plater.

Allen will also be taking a number of his bikes, including multi-cylinder Kawasaki ‘triples’, and his recently completed six-cylinder Honda race replica.

And the guests aren’t just racers and builders, as pride of place will be given to the Kreidler 50cc race bike as ridden by Robert Dunlop early on in his race career, gaining him wins throughout Ireland and on the Isle of Man at the Jurby road races.

Of course, much of the Stafford show is about the club stands and traders, with

Bringing him his first race wins and the start of an illustrious career, Robert Dunlop’s Kriedler will be on display.

more than 900 traders, dealers and autojumblers in attendance!

The Bonhams auction area is set to be a very interesting place over the weekend, as we see how people are dealing with the looming October 31 departure from the EU

(or not…) and whether they’re spending big or saving for Armageddon!

The show opens at 9.30am on both days and, to find out more, and to save money by buying your advance tickets, visit www. staffordclassicbikeshows.com

Pinhard Trophy nominations open

Tiernan Classiics calendar on sale As has become traditional, Andy Tiernan Classics has produced another calendar in co-operation with the artist Mike Harbar (www.classiclinesartist.com) with six new pieces of artwork for the 2020 calendar.

Once more, proceeds from the sale of the calendars will go to the East Anglian Air Ambulance (www.eaaa.org.uk) and the last calendar raised £1601.59 for this good cause.

One calendar, including second class postage, is £10 in the UK, £15 for European postage, while for the rest of the world it is £17.

For further details please go to www.andybuysbikes.com/Calendars/ Calendar%20page.html and please pay by cheque drawn on a UK bank made payable to East Anglian Air Ambulance or by PayPal to AndyTiernan CalendarDonation@outlook.com.

Once again, the Sunbeam MCC is seeking nominations for one of the UK’s most prestigious awards – The Pinhard Trophy – which has been presented since 1950 to the best under-21-year-old sporting motorcyclist competing under ACU or SACU jurisdiction.

Last year’s winner was 19-year-old road racer Ryan Vickers, subsequent to the British youth motocross champion taking the British 600 Superstock title. Ryan had moved over to the tarmac in 2016, finishing second in the Thundersport series, then moving to Superstock in 2017.

Previous winners are a roll call of motorcycling greats from the last 70 years who have excelled in all spheres of the sport, including Mike Hailwood, Jeff Smith, Roy Peplow, Dan Shorey, Alexz Wigg, three Lampkins and a host of others who have gone on to be national and international household names. Not least being the late, great John Surtees.

The Pinhard Trophy is a huge threegallon cup together with a retention replica tankard. Sunbeam MCC awards the trophy in memory of Frederick William Pinhard, who died in 1948 while serving as secretary of the club.

All sections of the ACU, together with the Scottish ACU, are invited to submit entries as well as anyone who feels personally eligible to make an entry.

Entries can be for active competitors or administrators who were under 21 at the beginning of November 2018.

Editors of leading motorcycle periodicals are invited as judges together with the General Secretary of the ACU and three officials appointed by Sunbeam MCC. Entry forms, regulations and a list of previous winners are available from Sunbeam’s website or trustee for the trophy, Tony Lloyd, who can be contacted on aj.lloyd@virginmedia.com or 07751 300233.

Sprockets Unlimited, RIP John Page Many folk who have attended classic shows, autojumbles and the like over the years will know of John and Jane Page at Sprockets Unlimited, the specialists in classic, vintage and modern motorcycle chains and sprockets. Having been in business since 1984, and attending shows from the following year, the stand

has been a regular sight at shows all around the country.

Sadly, this is to be no more, as John passed away in August after a short illness.

Our thoughts go out to John’s friends and family, and especially Jane, John’s partner in life and business, at this sad time.

4 NEWS

October O t b 2019

Classic TT Auctions for Charterhouse The Isle of Man Government’s Department of Enterprise has signed an agreement with Charterhouse Auctioneers in Dorset to be an official partner of the Classic TT Races, presented by Bennetts.

The partnership includes Charterhouse running an auction of historic, vintage and classic motorcycles at the Classic TT races from 2020. The first auction is scheduled to take place during the August Bank Holiday weekend in 2020 in a specially constructed venue in the Mick Grant aboard his Kawasaki KR750 at Mallory Park.

Classic TT Paddock in Nobles Park, and will be open to live and internet bidders.

Astoundingly, several motorcycles have already been consigned for the inaugural Classic TT Auction in 2020, including Mick Grant’s Kawasaki KR750 that the Yorkshireman rode in 1977 at the Isle of Man TT, setting a new lap record of 112.77mph and clocking an astounding speed of 191mph on the run down from the Creg to Brandish!

Having been in Mick’s ownership since 1978, this historic green meanie is estimated at £200,000-220,000.

A 1952 ex-Arthur Wheeler MotoGuzzi, which won the 1954 Italian 250 GP, was taken to this year’s Classic TT and put on the Charterhouse stand to promote next year’s auction, and has also been entered into next year’s auction. It was well admired by many racegoers and caught the eye of motorcycle legend Giacomo Agostini.

He tried the bike out for size and could perhaps be tempted to bid for it at the Classic TT auction in 2020, where it is estimated at £30,000-35,000.

The 1952 Moto-Guzzi with Giacomo Agostini (centre).

But the bikes aren’t all big capacity and big sales figures, as there’s also a 49cc Kreidler Van Veen entered into the auction that is only big in terms of how high it revs – up to 14,500rpm! It has an estimate of £8000-10,000.

Charterhouse are now accepting entries for this important auction of historic, classic and vintage motorcycles at the 2020 Classic TT. For further information regarding their specialist auctions, contact Matthew Whitney and the team of experts at Charterhouse, The Long Street Salerooms, Sherborne 01935 812277 or email bikes@charterhouseauction.com The diminutive jewel-like 1962 Kreidler Van Veen 49cc road racer.

Cover your support vehicles So, your motorcycle club is organising a long distance road trial, or a navigation test, a treasure hunt or a ride-out, and one or more club members offer loan of a van to follow the group and act as first response breakdown assistance and recovery rather than risk leaving the rider and potentially high value motorcycle stranded at the roadside, possibly for hours, waiting for help.

The nature or purpose of use of the van is beyond the normal annual insurance for the van and invalidates the cover, and any other drivers helping out are probably not on its policy anyway, and there is no cover for any damage to, or loss of, any rescued motorcycles being

carried in the van! Its drivers risk being charged with driving uninsured, you risk loss of the van, and club members risk loss of their motorcycles being carried in it!

Conveniently, MSM Insurance has brought in its new ‘motorcycle club support vehicles insurance scheme’ which provides fully comprehensive motor insurance on the van for the club, and up to four nominated drivers for one to four days for use as a breakdown support/recovery vehicle and includes £50,000 goods in transit cover for motorcycles picked up! More details from 01279 870535, email msm@msminsurance.co.uk or visit the website at www.msminsurance.co.uk

Easter MZ gathering at Coastal Camping event Despite having something of a niche interest, and being the object of much derision during the Eighties, MZ motorcycles have a very strong following, and a very active owners club.

Aimed at MZ bikes, but also open to other “freaky bikes and owners”, a Coastal Camping Weekend is happening on the Easter Weekend 2020, from the afternoon of Thursday, April 9 to Sunday, April 12, 2020. It’s at The Links Camping and Caravanning Park, Links Road, Mundesley, NR11 8AT. Please contact Nigel Stennett-Cox on 01692 406075 or binroundabit@btinternet.com initially. Camping will be £7 per person per night, and there’ll be a limited number of “hook-ups” available. Bikes only on field, please!

6 NEWS

October 2019

Exmoor Run The weather forecast was not good – but all of the attendants for the Taunton Classic Motorcycle Club’s annual Exmoor Run held on August 11 were hoping that it wouldn’t be as bad as last year! However, it appeared that Sunday would be an improvement on Saturday’s conditions and, sure enough, they woke to sunshine on Sunday morning.

No less than 84 riders had

Best post-1970 went to Alex Hooper’s CB550.

entered in advance, and at least 63 of those came along on the day, with the uncertainty coming from the fact that the club can never really be totally sure of the number, as not everyone remembers to sign in! Regardless, a further 60 riders risked the weather and registered on the day.

The ride was excellent – especially the section between Minehead and Dulverton, where the views were stunning and the heather looked spectacular.

And, yes, there was some rain, however, there was also a lot of sunshine!

Many lovely bikes were gathered and the judges had their usual struggle making their decisions for the various categories, although two were very easy to decide – The Oldest Motorcycle was ridden

A ’47 Model G Enfield with its proud owner, Norman Foster!

The Louisa Sheppy Award went to Mike Derrick’s Matchless.

by Terry Sharp on his 1936 Triumph Model 6/1, and the Pre–entered Participant who Travelled Furthest was Gordon Green, who came 149 miles from Birmingham.

Otherwise, Best Bike pre1970 went to Norman Foster on his 1947 Royal Enfield Model G; Best Bike post1970 was Alex Hooper’s 1978 Honda CB550; the two Highly Commended Motorcycles rosettes were awarded to Jason Youé on his 1959 Ducati 175TS and Geoff Warren on his 1990 BMW K 75S; The Louisa Sheppy Award (chosen

Terry Sharp’s lovely Model 6/1 Trumpet.

by Marion in Louisa’s absence) went to Mike Derrick’s 1957 Matchless G3 LS; and the Best Supported Motorcycle Club was Wells Classic Motorcycle Club.

The club would like to say thanks to Louisa Sheppy and her team for making everyone so welcome each

Dainty Ducati is deeply desirable!

year. In Louisa’s absence, riders were looked after very well by Marion, who not only chose her favourite bike for the Louisa Sheppy award but also presented the winners with rosettes and trophies.

Thanks also go to The Minehead Rugby Club for providing coffee and tea, and

Exmoor House at Dulverton for the lunchtime parking.

The biggest thank you of all of course must be given to all those who come along and take part.

Details of next year’s run will be available soon on www. tauntonclassicmc.weebly. com/exmoor-runs.html

8 NEWS

October 2019

National Motorcycle Museum Live Following the massive success of Museum LIVE over the past five years, Saturday, October 26 will see the doors of Birmingham’s National Motorcycle Museum thrown wide open, with free entry for all! Aside from the delights to view within the museum’s many halls, there’ll also

be additional attractions for this one day.

Held on the stage in the museum’s magnificent Britannia suite, TT legend and TV presenter Steve Plater will host two stage shows at 11am and 2pm, including road race legends Charlie Williams and John ‘Moon Eyes’ Cooper. Both Charlie and John will also be signing copies of their recently released books, while Henry Cole and his much more knowledgeable spannerwielding sidekick, Sam Lovegrove, will be presenting a live version of their TV show Shed and Buried.

Paul Sample, the creator and artist behind the world-famous Ogri cartoon strips, will be attendance,

and showing 24 of his original large pen and ink cartoon strips that have never been on public view before.

They are a preview of an exhibition planned for next year, featuring more than 100 previously lost strips rediscovered in 2017.

With the ‘start up’ area in the museum’s courtyard, there’ll be aural delights at 10am and 3.15pm when a number of machines will be struck up to hear, including a ’72 MV Agusta four-cylinder 750cc, a pair of three-cylinder MVs of 500 and 350cc capacity, a ’64 Honda 125cc twin, an ex-Yvon du Hamel 350cc Yamaha from 1968, and George Brown’s Vincent Nero, among many others. Allen Millyard, creator of

many ‘specials’, will have several off his V-twin creations on show and being started, including his ‘Flying Millyard’ (below right) and his home-brewed V-twin Velocette.

As in previous years, there’ll be a ‘meet the experts’ area, with companies that help the museum with their restorations (Central Wheel Components, Redditch Powder Coaters and Calibre Customs), plus some of the museum’s own staff, all explaining the processes that they use.

There’ll also be trade stands, and a large autojumble area too, as well as the museum’s own shop.

The afternoon will also see the draw for the museum’s most recent raffle, and this time it’s a 1977 Triumph Trident T160V which has never been run or registered and is showing just nine ‘push’ miles only! Second prize is a Sealey retro style combination 10-drawer tool chest, worth £850,

and third prize is a luxury hotel break and dinner for two at the Marco Pierre White Steakhouse in the Manor Hotel, Meriden. You’ve still got time to buy a raffle ticket, at just £2 each, either online from www.thenmm.co.uk or by calling the museum on 01675 444123.

There’s loads more besides, and everyone attending the day will be handed a timetable when arriving, so you’ll be certain not to miss anything!

For further Museum Live 2019 updates/timetable see www. thenmm.co.uk

10 NEWS

October 2019

Middle England goes the distance The Middle England Classic Vehicle Club’s fourth long distance trial took place in warm and dry weather, and with light traffic, and 39 entrants lined up at the start – all sorts of folk on all sorts of bikes.

There were Hondas, from monkey bikes and step-throughs to dedicated trail bikes.

Old British rigids were well represented, as were the springers, and modern trail and adventure bikes were numerous. From 50cc to 450cc, something to suit all tastes.

Section 1 (Anderton’s Alley) was a U-shaped track on moorland, a good one to warm up on. Section 2 (Old Mills), a stony byway that caused few problems. Section 3 (Mad Dog) was another stony track, this time downhill with a restart followed by a slalom that a grass snake would have found tight.

It was then through Alston on the road to section 4, the timed section – a straightforward blast along the track. The route then crossed the road and went along a BOAT (a by-way open to all traffic) back through Alston and up the hill to Blagill, a field with four sections on the hillside. Three out of four were a good test of skill, but safe (first and last with restarts), while the third section was a straightforward climb up the grassy hill.

More road and another two BOATs to Beaumont, a classic undulating track with a restart. More road work to Steve’s Pleasure where two more sections waited, a straight blast up the moor, crossing a few ditches, and a track across the valley bottom

including crossing the river. The first caused few problems but dropping into the river demanded caution. Further down the lanes lurked Chicken Hut 1 and 2, grassy climbs that were great fun to finish with.

The club had then arranged an excellent Sunday lunch for all entrants (included in the entry fee) and marshals (free), creating a friendly atmosphere for the comparison of notes, tall stories etc. This went down well with all, and all expressed what a good day they’d had.

The next fun-packed day is October 13 – the last of the club’s five long distance trials – watch the website MECVC.org.uk for details.

CLASSIC MOTORBIKE SHOW’S PRIDE OF OWNERSHIP

Len Francis and his Jawa-engined Norton, winner at last year’s Pride of Ownership.

Entries are now open for the Classic Motorbike Show’s Pride of Ownership, held at Birmingham’s NEC from Friday to Sunday, November 8-10.

Private individuals are invited to submit their classic motorbikes and scooters, which must be manufactured before the year 2000, for consideration. The finalists will be selected for the grand finale display at the November show where a panel of judges will select the winners.

All finalists receive two tickets for each of the show days, free parking throughout and a commemorative certificate.

The winner and two runners-up will all receive trophies as well as the obvious bragging rights!

The 2018 competition was won by Len Francis and his 1950 Norton Jawa. Having entered for several years with an array of bikes, this was Len’s first Pride of Ownership win at the Classic Motorbike Show.

To enter, complete your application at www. classicmotorbikeshow.com. Entries close on October 25, 2019. You will also find the latest news and can buy your show tickets online.

Primarily a car show, the Classic Motor Show features 3000 vehicles and 300 clubs, supplemented by restoration companies, dealers, services providers, suppliers, auctions, a large autojumble, celebrities and live features.

Prototypes at Ardingly At the October 27 Ardingly South of England Classic Motorcycle Show, visitors will have an opportunity to view an extraordinary collection of rare (and even unique) Norton and AMC prototype and experimental designs.

On display will be examples of motorcycles that were initially designed for postwar production, but this never happened. Major components of each machine were

manufactured and tested – some even as complete road bikes – but they were all sent for scrapping soon after.

The display stand will include one of the ultra-rare Jack Moore Norton 500cc twin-cylinder designs (below) which was due to go into production at Bracebridge in 1948 but was shelved due to the arrival of Bert Hopwood and his Dominator engine design.

Also on view will be two examples of the 650cc ‘unified twin’ (pic above), designed in 1958. Problems with this engine led to a delay in production and, eventually, to it being dropped in favour of an enlarged Norton Model 99 engine.

Another forgotten machine is the AMC Pluto ‘oil in frame’ 650 twin – yet another unique bike

that was built, tested and then parked and forgotten after only one was completed.

Did you know that Norton once produced a shaft-drive twin? You can see the engine and gearbox components of this equally unique design on display at the show.

For more details, check out www.elk-promotions.co.uk

12 NEWS

October 2019

Telford gets more Classic Dirt!

The extrovert Bernie Schreiber, the American World Trials champion of 1979, and Bryan ‘Badger’ Goss, the 1970 British 500cc motocross champion, are the exciting guests for the Telford Classic Dirt Bike Show of 2020.

Once again, two of the offroad circus’s biggest and most flamboyant names will grace the stage at the International Centre

at Telford on February 15 and 16. Californian-born Schreiber influenced the development of a new riding style by perfecting floating pivot turns and bunny hops to the conformist and traditional sport of trials in the late ’70s. Born in January 1959 in Los Angeles, Bernie was ranked seventh in the world by 1977 and his potential saw him gain a direct contract with the Bultaco

Bernie Schreiber aboard an SWM 250.

factory. A year later he finished third, winning four world rounds and, in ’79, took the title off threetimes world champ Yrjo Vesterinen, becoming the youngest ever champion in the process. In 1982 he also fulfilled a lifetime’s ambition by being the first and still the only non-European to win the Scottish Six Days, riding for the Italian SWM factory. As well as being contracted to them and to Bultaco, Bernie also had factory contracts with Italjet, Garelli, Yamaha and Fantic. Indeed, show consultant Alan Wright is arranging to have a full display of all such bikes and would welcome a call on 01789 751422 from anyone who could bring a tidy 250/350 monoshock Yamaha with red frame to Telford for the weekend. The rest are already secured.

Since retirement in 1987, Bernie has mainly lived in Switzerland, climbing to the top of the corporate ladder with Omega and Tissot, though he did spend three years in West Palm Beach as US sports marketing director for Omega. As you would expect, Bernie is a master at communication. The stage rapport with show compere Jack Burnicle each lunchtime should simply not be missed. Jack has a formidable talking machine facing him!

Bryan Goss is equally fascinating.

Throughout his long career he was known as ‘Badger’, though the characteristics he possessed were more akin to those of a pedigree terrier. His tenacious and doggedly determined style always saw him fight all the way to the flag. A Dorset-based twostroke man throughout his career, Badger was fortunate to live close to grasstrack legend Lew Coffin, who became his mentor in the early days. Early success came

with Cottons in 1961 but a move to Greeves for the following year saw him become near invincible in the south of England. A firm favourite with Greeves head honcho, Derry Preston Cobb, Badger (pictured right) lay just a single point behind the great Dave Bickers as they journeyed to the last round of the British 250cc scrambles championship at Boltby in October 1963. A first lap puncture curtailed Badger’s challenge, but he still finished runner-up to the Coddenham flyer.

Having struggled to find form in 1964, Badger took control of his own destiny by buying a Husqvarna, and the new combination soon becoming a winning one, though Bickers still beat him to the British 1965 crown. The following year was the start of a real purple patch, concluded at the Trophee des Nations that year held at Brands Hatch. On his 26th birthday he beat the cream of the world’s 250 racers in the opening leg and then repeated the feat in the second leg!

Badger had truly arrived!

Ironically, after so many seasons in the top three as a 250cc rider, Badger’s only British crown came on a 500 in 1970, his last year on Huskies. He simply dominated the series, racking up double the points of series runner-up Vic Allan, and clinching the title with one round to spare. But, for 1971, in a surprise move he switched to Maico power and was then shortly afterwards able to gain the UK importership rights for the West German marque.

His business immediately boomed as a result of the bikes’ success, and he sold more than 1000 bikes per year for three years in succession!

He retired in 1974, having been one of the lucky band of riders

who competed in scrambling in its heyday. A real character who has so many escapades to recall alongside some amazing and actually unbelievable tales, the sport of motocross was all the richer for the contribution of Bryan ‘Badger’ Goss.

Details of what else is on offer at Telford 2020 is to appear in next month’s issue, but don’t forget the annual Saturday evening Telford dinner when, over a sparkling wine or two, you can applaud Jack Burnicle extracting the best stories from this dynamic duo of yesteryear.

As usual, the impressive Telford autojumble, which always has a cornucopia of classic dirt bikes, parts and accessories, opens an hour earlier, at 9am, than the main show (which runs until 5pm on Saturday and 4pm on Sunday), with a marginal extra charge for the advantage! Tickets are available from www.classicmagazines.co.uk/ product/show/id/18 and further information can be found at www. classicdirtbikeshow.co.uk

Uprated Bantam gear has got some bite!

BSA Bantam kick-start shafts were changed for the production of the B175 model – the very last one to be produced in 1970. The change was made because the gear-change shaft which runs through the middle of the kickstart shaft had, on earlier engines, such a tight tolerance that with very little use the two parts began to foul each other and slowly but surely affect the ease of changing gear.

BSA’s answer to this was to modify the kickstart shaft to give greater clearance but the problem is that thousands upon thousands of D10, and D14 four-speed models had been

made before the upgrade. As thousands of these are still being used for trials and road use then the demand vastly exceeds supply!

Now Alan Wright has had manufactured a large batch of the bigger and stronger big bore five-eighths (as distinct to half-inch) shafts which in recent times have been near impossible to buy.

Fitting is simplicity itself as the bigger shaft is a push fit to install in D10 and D14 models with the only work required being to bore out the outer case cover to the bigger bore diameter, and Bob’s your uncle!

Behemoth beats bike thieves While theft was once thought of as a minority concern for classic bike owners, it’s something that has become more prevalent in recent years, so we can never have too much security for our beloved machines.

New from renowned security experts Squire (running since 1780!), is the Behemoth lock and chain set, complete with its Sold Secure Motorcycle Diamond rating, meaning that the chain cannot be cropped with hand bolt croppers. And the name suits it as, with the 22mm diameter, 1.5-metre long hardened alloy steel chain weighing in at no less than 21.5kg and the 100mm-wide padlock a hefty 4.3kg in its closed shackle form, it is Squire’s toughest ever lock and chain set.

The padlock has a 20mm hardened boron alloy steel shackle, secured by a six-pin tumbler cylinder within a hardened steel body with a corrosionresistant finish, and the end result is a lock that can withstand a tensile pull of more than 24 tonnes!

For motorcycle security at home or at work, and for chaining motorcycles to ground anchors, this is just about as good as it gets. But then it does cost £589.99.

To find where you can purchase your Behemoth, look at the dealer locator on the website at www.bickers-online.co.uk

There are already plenty of people making big bore kick-starts, including Alan, so you can now upgrade the whole gear-change operation. The new shaft costs £49.50 (plus postage and packing) from Alan on 01789 751422. Incidentally, Alan can also supply the 420 pitch gearbox sprockets in sizes that will appeal to the ever-growing tribe of Bantam trails riders, with 13-tooth (at just £14.50) and 14-tooth sprockets available.

There’s an alternative though, as the concept of using 520 size chains has been practised by many northerners for some years and kept a

closely guarded secret. They swear by its longer life on both gearbox and rear wheel, thus giving reduced wear and tear on the northern pocket! And Alan has 10-tooth, 520 pitch sprockets available.

For those riders with a high top gear (also available with a lower second gear from Alan) the preferred 520 gearing option is a 12-tooth engine sprocket, a 10-tooth gearbox sprocket and a 44-toother on the rear wheel.

Brighter Brit bike LEDs show the way LED headlight bulbs for our old bikes have only been around for a couple of years and, during that time, have been developed to give a brighter light and a better beam too. LEDs could have been invented for classic bikes – they give modern lighting performance while only drawing a very vintage amount of electricity, allowing their use all the time in daylight as well as night time.

Paul Goff is pleased to announce what is probably the final evolution of the British Pre-Focus 12v LED headlamp bulb, in which the LEDs have been repositioned to give the best beam m pattern possible and increased in power to give a brighter, longer beam.

These new ‘Daylighter HPs’ are only

s 12v and are available in to suit eith her positive or negative earth vers sions for £26.95 each.

Th he original Daylighter BPFs, whiich are suitable for 6v mac chinery as well as 12v – as welll as positive or negative eartth – have also had the beam patttern improvements and are still available at £23.95.

Paul will be at the Stafford Sho ow in the Prestwood Hall in n October with the new Daylighter LEDs and his usual range of electrical parts for old d British bikes.

Altternatively, visit Paul’s website at ww ww.norbsa02.freeuk.com or p phone e 01494 868218, or contact Paul Goff, 49 Chequers Lane, Prestwood Bucks. HP16 9DR, or email norbsa02@ aol.com

14 MADE IN JAPAN

October 2019

Suzuki TS400 Last month, Steve Cooper showed us that Suzuki’s TM400 dirt bike was something of a loose cannon and, ultimately, doomed to ignominy in the archives of motocross history. Now he tells us what happened next...

I

t’s highly unlikely that the negative feedback on the TM400 didn’t get back to Japan, yet that didn’t prevent the Hamamatsu boys from launching a trail bike based heavily around the flawed concept that was the Cyclone. Sometime in 1970 the decision was made to launch a tamed version of the TM400 for use by the general public in response to Yamaha’s RT1 360 trail bike that had debuted that year. Suzuki was effectively one model year behind arch rivals Yamaha, having launched its very capable TS250 a year after Yamaha’s ground-breaking 250 DT1; therefore the resultant TS400 was always going to happen. Named the Suzuki TS400 Apache, the big two-stroke single would remain on the firm’s sales lists for just six years before being axed in the industry-wide response to two-strokes and environmental impact.

The initial 1972 J model, like every subsequent iteration, ran what was essentially a TM400 bottom end with a supposedly detuned barrel and, mercifully, a revised and significantly more userfriendly electronic ignition setup. The bike’s chassis was loosely based around the motocrosser but, thankfully, with strengthening and reinforcements in strategic areas. Revised coils facilitated a lighting kit and, unusually for a Japanese trail bike of the period, the system ran on 12 volts rather than the usual six. Looking at the TS400J now, it’s tempting to say it was something of a parts bin special with an amazingly shallow headlamp pinched from any number of smaller road bikes in the range and a pair of all-steel forks that looked suspiciously like they were borrowed from the TS250. Due to the harmonics of the large motor a short ‘up-and-over’ exhaust as per the 250 was never going to be viable so the Apache was obliged to use a low slung ‘downand-up’ system similar to the Cyclone’s but this time with noise-reducing baffling. The initial response from dealers and customers was overwhelmingly positive, and nothing like the reactions to the Cyclone. The bike won fans for its easy-going nature, huge slice of creamy torque and a decent turn of speed. Period reports liken it to a four-stroke in its power delivery and most tests suggest the TS400 was probably the best dual-purpose trail

bike on the market at the time.

In 1973 the K model was brought more into line with series production and the old lower steel fork sliders were swapped out for lighter alloy units. A lockable filler cap was added and the headlight defaulted to the same as those used on a wide range of the then popular GT twins.

Cynics might very well suggest that the outgoing J model had been something of a toe in the water along with a tentative production run that used up odds and sods Suzuki happened to have lying around but, having shifted some 19,000 J models, it was obviously a viable concept.

Other than a few tweaks, plus the usual cosmetic changes, the K was similar to the older model but Suzuki were latterly stung into action and didn’t necessarily go off in the right direction.

The J and K were generally well received other than a strange foible when ridden hard on unstable surfaces. Both bikes had been equipped with 19-inch front wheels which were fine on metalled roads but tended to “wash out” on sand or loose stones. Perhaps already wary following the issues with the wayward TM400, Suzuki chose to embark on a root and branch revision of the bike. The successive L model of 1975 is probably best viewed as an interim format as it shared the crankcases with the J and K versions but ran a new chassis and top end. Although the frame’s various geometries remained unchanged, the build moved from single to twin downtubes. In response to perceived failings, the front wheel’s diameter went up two inches to 21. This necessitated a revised cylinder that moved the exhaust port from the lefthand side to the centre and, of course, a different exhaust which ran more baffling to keep the environmentalists happy. A new parallel-finned cylinder head also appeared and, according to some sources, the compression ratio was raised from 6.8:1 up to 7.3:1. The previous satin black engine finish was dropped in favour of plain alloy and there was some in-depth tinkering with gear ratios. All of these changes were supposed to make the TS400 a better, more rounded package yet somehow it all went a little off-piste.

The new chassis hadn’t improved on the old frame’s handling and most riders

who had sampled the two designs back to back reckoned the twin tubed frame had lost the ability to scratch around secondary roads in general and tight bends in particular. The combination of the larger diameter front wheel and new frame had the bike (and rider) sitting significantly higher than before, leading to the bike feeling almost unstable on the wrong surfaces. A change in fork design with more advanced innards should have been a positive move but they were overdamped, further exacerbating the now nervous ride. Whether the dealer/ customer feedback became scrambled in translation isn’t clear but the general consensus was that Suzuki had undertaken an awful lot of hard work for no discernible benefits.

Engine/chassis numbers would suggest that sales of the revised L and M models were down by as much as a quarter even when the latter, 1975, model received some more subtle tweaks and a more adventurous paint scheme. By 1976 it was becoming obvious that Suzuki were not exactly wild about the now ageing Apache but still made an effort by carrying out cosmetic changes, if for no other reason than to distinguish it from the previous incarnation. The A model reverted back to black painted engine cases and ran a simple orange paint scheme bereft of graphics. A quirky white front guard was added with a turned up front peak which did little for the bike’s looks and other than the apparently random satin black paint on the wheel hubs, the 1977 B model was unchanged. The fact that the penultimate, A, version had sold less than 6000 units probably did little to encourage any further development.

Two-strokes were bad for the planet and Suzuki were now focusing on four-strokes in general and the SP370 in particular as a direct replacement for the biggest TS of them all. Today the Suzuki Apache is almost a somnambulant footnote in the annals of two-stroke trail bikes but if you can track one down and blag a ride, you’re unlikely to be disappointed. As a back lanes tool they take some beating and if you’re fortunate enough to be able to own a J or K variant you may very well have one of the best big-bore, dual-purpose stinkwheels ever made!

If you accept, and you really should do, that NOS (new old stock) spares for Japanese parts are becoming ever rarer, then you’ll understand why folk who are obsessed with Oriental iron are finally repairing parts rather than replacing them. As more folk jump on the classic Japanese bandwagon and begin chasing an ever-dwindling stock, it’s easy to see why spares prices of anything with any life in them are rising. Those on the outside of the scene have, with some justification, been claiming for ages that many of the 100 point perfect restorations seen at the likes of Stafford are little more than cheque book restorations. And yet this phenomenon is beginning to die out because there aren’t the new bits to be had, and no one takes cheques any more!

Apparently we Nippophiles are having to accept second, third or even fourth best and adopting the make-do-and-mend approach that our Anglophile cousins have been using very successfully for ages. Reworking old parts, whether with your own hands or using external resources, is for many the bedrock of a ‘proper’ restoration. Those mildly damaged crankcases, the cylinders with missing fins, the scarred clutch covers etc. are now being actively reworked and refinished because there’s bugger all spare ones to be had. Fans of Japanese machinery are also commissioning small runs of obsolete engine bearings and even investing in having key items such as con rods and crankpins remade.

Without question, the presence of the internet has made this and more besides so readily achievable. People around the world can virtually come together and agree to jointly fund a batch of Suzuki T125 centre bearings, obscure Yamaha commuter twin pistons, Kawasaki disc valves or Honda CB92 footrest rubbers. Without the web there would be a lot more old Japanese bikes sitting in stasis until the end of time.

Where it all gets a bit messier is when it comes to tinware. If you have a damaged or bent side panel then a decent metalsmith will generally be able to help and, if push comes to shove, they can generally make a perfectly good facsimile. Where it all goes pear-shaped is when you look at Japanese steel mudguards. British and some European bike fans are so much better catered for in this crucial area because decent replicas are sometimes available but not so with Japanese bikes in general. Yes, the ubiquitous Yamaha Fizzie is well catered for and at least one enterprising individual has commissioned a batch of small capacity Suzuki front guards that fit a fair range of models – but generally things aren’t good.

My extremely long-term project that is the Yamaha AS1 landed on my drive after some 30-odd years in a damp Welsh coal cellar, so you’ll have a notion of what it looked like. The original guards were beyond scrap so I was more than happy to swap some old random parts I had for a rechromed rear guard, knowing these are rarer than rare.

Unfortunately, upon closer inspection, it turned out to be paper thin in key areas and not particularly viable. Stripped of chrome, it was indeed holed in numerous places and arguably bin fodder – but where do you get a spare from? At just 0.6mm thick when new, the insanely thin, eroded steel doesn’t take kindly to welding or brazing and generally collapses when silver soldered. Thankfully my local chromer will work with leaded steel so a plan was hatched. I’ll have to cut, shape, fettle and tin internal repair patches then sweat and solder them into place. The guard will be carefully linished, then subjected to heavy copper plating before being polished, nickeled and then finally chrome plated. This journey won’t be speedy, simple or inexpensive but at least I’ll have a rear guard. No one in their right mind would say Japanese motorcycle restoration is cheap, easy or quick… if it was then everyone would be doing it!

October 2019

15

16 A BIT ON THE SIDE

October 2019

The missing link?

Given the asymmetrical nature of motorcycle sidecar combinations, handling is always going to be a little interesting, and Mick Payne takes a closer look at how it can be improved.

T

he telescopic motorcycle fork has been with us for a very long time.

Well over a century, in fact. It was 1908 when Alfred Angus Scott fitted one to his groundbreaking two-stroke machines and the design has been developed ever since. It isn’t without its detractors however; expecting a pair of sliding legs to cope with steering and braking is a tall order, and add a constantly changing wheelbase and trail and there must be better ways of going about it?

Throw a sidecar into the equation and we can add side loads too and, if those forks flex, they are going to stick.

When Mr Scott developed his three-wheeled Sociable

A less elegant solution to reduce trail!

post-First World War it is noticeable that he was a good enough engineer to realise that the single front wheel needed better location. He gave it conventional rack and pinion steering as used on ‘real’ cars; sadly, he seemed to have used up all his mechanical know-how on the frame and steering, leaving little to consider aesthetics or even fit for purpose. Perhaps inevitably his concept of melding car and sidecar came to very little, only around 200 were ever made.

Modern opinion seems to be that leading link forks are essential for pleasant sidecaring, with hub centre steering also gaining in popularity.

Leading link forks have the ability to separate steering and braking forces while still giving good suspension travel.

It is noticeable that the only manufacturer of production outfits, Ural, choose to use them and they are pretty much ‘go anywhere’ machines.

In most riders’ view that type of fork’s main attribute is that it can be engineered to reduce fork trail. Less trail equals less effort!

Indeed, in the classic era, some of the more enlightened

The forks on this Levis show how trail can be altered by altering the length of the linkages.

manufacturers offered ways of reducing trail. Various ways were tried including offset yokes, lower castings with a different axle mounting or, in the case of Vincent, adjustment via eccentrics to achieve the same end result.

With even older machines it was possible to change the length of the lower fork links to reduce trail. When girders were modified as such it was not unusual to see an extra dorsal tube incorporated to add some much-needed stiffness to combat the side loads generated by the chair.

My own BSA A10 steered quite well with the standard setup, although I suspect that BSA compromised on the fork geometry knowing that many machines would be fitted with sidecars. One lovely machine I rode was a Panther 45 fitted, as standard, with Earles type forks and a Squire ML1 sidecar, its light weight making it an easy steerer. My favourite outfit remains Keith Wash’s Asphalt Animal, a Guzzi 1000 and Hedingham ’car fitted

Leading link forks were used on Greeves trials machines in both solo and sidecar forms.

with Unit forks. Probably the best balance of power and handling I’ve experienced, although some of the big Japanese outfits built by Jim D’Arcy come close.

At the other extreme was another rig built by Unit, an early Buell Lightning and Sprite. The owner wanted the sidecar to be easily detached so he could still ride it as a solo.

I rode this machine, known as Bart’s Buell, while attending a rally in Belgium and it is probably the scariest outfit I’ve ridden in my life. With the short and steep geometry that Eric Buell favoured, it was twitchy to say the least. Factor in that Bart was Belgian, so his sidecar was on the right, and it was a bit of a beast to control.

My passenger had been on the local Trappist Ales so failed to notice my white knuckles and blood-drained face...

Hub-centre steering on Dave Baker’s Astra-powered BMW.

So, remembering that experience, trail probably is important on a sidecar outfit but leading links can be an expensive option – still far cheaper than buying a Vincent though. I wouldn’t let having to ride with standard forks put me off nonetheless, you might not have quite so precise steering and your shoulders will ache more but it’s a bit like power steering in cars, we all did without it for decades, but now we’ve got it we probably wouldn’t want to give it up!