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April 2019 £2.20 ISSUE

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’Normous Newark Autojumble Presumably refusing any refreshment from the Samuel Smiths establishment in the background, and astride the Model 90 Sunbeam that he’d owned from new, Bob Rowe continues on his way in the 1954 London-Edinburgh trial.

Photo – Mortons Archive wwwmortonsarchive.com

April 14 newarkautojumble.co.uk

2 NEWS

April 2019

Editorial

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

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

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

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s you may have noticed from the resounding thwack that this issue made when it hit the floor after being squeezed through your letterbox, this is the biggest ever issue of Old Bike Mart, a full 25% larger than the standard issue.

Aside from giving you more to look at over the top of your cereal bowl/plate of toast/bare knees as you’re sat on the throne, this is a direct reflection of the way that the classic industry and aftermarket suppliers are supporting not just this publication in particular (although that is rather nice, so thank you to all those advertisers who are supporting us and, by extension, our readers), but the world of classic motorcycling in general. Which does give a rather positive feel to the start of spring in Blighty.

Those positive vibes are reflected by the lengthening days, the lighter evenings brought about by the arrival of British Summer Time, warming sunshine and a distinct lack of the snow, ice and hail that we had this time last year (he says, desperately touching wood, crossing his fingers and hoping), and the frantic realisation that, at this current moment in time, I don’t have a single bike that is anywhere near close to being roadworthy. Of course, that is in no way an unusual situation, not for myself and not for many other motorcyclists in Great Britain. Although I have found myself getting frustrated, and enthused to actually do some work, by the number of exciting and interesting events that are going to be taking place during the 2019 season. Not that there’s a huge increase in the number of classic-specific motorcycle events this year, but for some unseen and unknown reason, I get the feeling that this will be a fantastic year for a wide and varied selection of weekends and weekday evenings for the classic motorcyclist. And, if you’re short of ideas for where to go on your classic (or even modern) motorcycle, then there are plenty of suggestions in this very issue.

While I’ve been getting enthused to open the garage door and lay spanners on at least one of my projects, I’m clearly not the only one, given the recent email I received from James Hewing, director of the National Motorcycle Museum in Birmingham.

Most of you will remember the horrific fire that engulfed the museum on September 16, 2003, with

so many bikes lost or seemingly beyond repair. At the time, it was stated that 380 bikes were lost – and, remember, the museum was opened in 1984, thanks to collector and construction mogul, Roy Richards, with an initial 350 machines on display. Although, at that point, nobody realised that the astounding breadth of knowledge and talent that is in the classic motorcycle world could be put to the task of rescuing so many seemingly lost bikes. Just 15 months later, the three destroyed halls had been rebuilt, as had a hugely impressive 150 bikes – that is one heck of a work rate, essentially averaging out at one bike being restored every three days for a year and a half! Since the museum reopened, and the collection expanded to in excess of 850 bikes, restoration work has continued on the remains of many machines, and James’ email brings forth the fact that the NMM’s chief restorer, Colin Wall (77 years old last month, and still going strong) is about to start work on pretty much the last “fire” bike that is left to restore! A big moment for all concerned!

The bike in question is a 1938 AJS R7 race machine, and while most of the major components have proved salvageable, the Ajay is in desperate need of both a front hub and a gearbox. The museum isn’t looking for free donations, and will happily pay for the required parts – it just needs both to be able to finish the bike! If anyone has any leads, or has the parts in question themselves, then please get in touch with James, either directly through the museum, or through OBM. I’m fully confident that the expansive network of enthusiasts, collectors and hoarders that read Old Bike Mart will be able to sniff out the requisite parts, and that the R7 will be up and running, and on display in the museum, by the summer.

Although I’m not quite as confident of my own ability to get any of my bikes finished in time

for the summer. In particular my Kawasaki Z650, which, despite the protestations of it being “a modern Jap bike” has, somehow, managed to reach the ripe old age of 42 this year. I’m hoping that I’ll have it finished, and able to ride on track, at the Festival of 1000 Bikes, and there’s still the opportunity to book yourself, and your classic motorcycle, on track at the Mallory Park event (and you can find more details on the website at www.festivalof1000bikes.co.uk). Remember, the track will be running in its classic format, without any of the chicanes that have been added in later years, and that’s one of the reasons why I’m so keen to get my old Kwacker finished for the middle weekend of July! Although I’m in no doubt that, much like other deadlines I’ve set myself for the rebuild, it’ll go whistling by in a blur of lost parts and limited abilities. Either way, the festival weekend is one that is marked in bold in my diary, along with so many other events for the next six months. I’ll see you there!

Enjoy the (biggest ever) issue,

April 2019

NEWS 3

Brough breaks world record!

While you might infer from the headline that it relates to some kind of speed record, it doesn’t. The barrier that has been pushed by this particular Brough is a financial one, set at the recent H&H auction at the National Motorcycle Museum – for this bike fetched an astounding sum of £425,000 at the start of March!

We mentioned the history behind the bike, as once owned by F P ‘Gentleman’ Dickson, in the last issue of Old Bike Mart.

Its history, plus the fact that it is a matching numbers machine, ensured that not only did it set a new record for the sale of a Brough Superior, but did so by exceeding the previous high by a full £100,000, and smashing its (admittedly conservative) presale estimate by more than a factor of two!

With more than 70% of the bikes in the auction achieving a sale, H&H Classics made a total of £1.2m, while Mark Bryan, head of sales for bikes at H&H Classics, said: “I can’t say this result came as a huge surprise, given the steady rise in values of Brough motorcycles.

“But given this bike’s race history and its complete condition, it was always going to do well at sale. It went to an American buyer and will be going to the US.” Other bikes that sold didn’t necessarily

exceed their estimate, including another Brough Superior – a ’37 SS80 combination that reached £56,250 – a 1993 Ducati Supermono that sold for £73,100 and a Velocette KSS from 1934 that peaked at £14,625.

Bikes that eased over their estimate included a 1938 Manx Norton (£21,937.50), a ’56 DB34 Goldie (£15,468.75) and a Matchless Model X from 1932 (£19,406.25).

The result for other entries can be found at the website at www.HandH.co.uk

Classic Motorcycle Day at Crich Tramway Village The increasingly popular Classic Motorcycle Day at the National Tramway Museum, Crich, near Matlock in Derbyshire, will return this season on Sunday, July 7.

The National Tramway Museum, set in the heart of Derbyshire, is a charitable organisation with a large number of volunteers, whose motivation is to preserve the history of the tram. The Vincent HRD Owners’ Club has a passion for classic motorcycles and the combination of the two groups of transport enthusiasts makes for a classic day out.

Last year, more than 400 classic motorcycles and more than 1600 visitors attended the Classic Motorcycle Day, and this year it is likely to be even more popular.

It’s free entry for all classic motorcycle exhibitors thanks to local skip and grab hire firm Derwent Waste Management, which has yet again sponsored the event.

Big Bike Sunday 2019 Following a hugely successful event last year, which raised over £4500 for charity, the Girder Fork and Classic Motorcycle Club is holding another show this year, again at Skipton Auction Mart (BD23 1UD), on Sunday, June 30.

There were more than 100 motorcycles on show last year, covering a century of manufacture.

The show is open to all owners of two- and three-wheeled vehicles, from 50cc mopeds to trikes powered by car engines. The wider the variety, the better the show!

There will be prizes awarded for Best British Motorcycle, Best International Motorcycle and, new for this year, Best Japanese Motorcycle and Best Pre-war Motorcycle, decided by a judge.

In addition, Best in Show will be decided by a public vote from all the motorcycles on display. The award for Best Classic Motorcycle in Original Condition (i.e. non-restored) was introduced last year and supplied by OBM's publisher Mortons.

It will be presented this year by Pete Kelly, editor of The Railway Magazine Guide to Modelling. Pete is the former editor of, and a current contributor to, OBM. There will be a separate area set aside for pre-war bikes and the motorcycle clubs will be grouped together. Visitors can take advantage of the amazing displays of classic motorcycles, unlimited tram rides, exhibitions, shops, Rita’s Tearooms and the Red Lion pub, all set in the beautiful

The money raised this year will go to the club’s chosen charities, including the Manorlands hospice in Keighley and the Yorkshire Air Ambulance. The show opens to the public at 11am and the presentation of prizes will be held at about 2.30pm.

Exhibitors’ motorcycles should be in place by 10.30am. Entry is £3 for adults (under-16s are free) and there will be refreshments and stalls available. The event can be under cover if the weather is inclement.

Further details can be obtained from John Hunter at j.hunter359@btinternet.com and on 07960 917483.

surroundings of the Derbyshire countryside.

Admission costs £17.50 for adults, £14 for seniors, £10.50 for children, or £40.50 for a family ticket (two adults and three children).

These prices include free return within 12 months (subject to opening dates and excluding the Second World War events).

For motorcyclists on modern bikes and pillion passengers, there is a reduced entry price of £11 for the Classic Motorcycle Day. Registration for the event is via www. tramway.co.uk/whatson/classicmotorcycle-day/

Durham Dales Classic Motorcycle Run Organised by Teesside Yesteryear Motor Club, this established event hits its 25th year on June 9, and offers the chance to take in some of the most beautiful scenery the region has to offer. Starting and finishing from the Crown Inn, Manfield, near Darlington (postcode DL2 2RF), the run of around 110 miles covers some of the most picturesque roads in Weardale and the North Pennines, with a lunch stop being held at the Strathmore Arms in Teesdale.

Any age or make of machine is welcome, but the emphasis is on those from the classic period and numbers are limited, so pre-booking is recommended. Closing date for entries is May 10. For further details and entry forms visit www.tymc.org.uk or telephone Tiggy on 01642 700949 or 07761 937508.

4 NEWS

April 2019

Classic Kawasaki flagship models explained in detail Focusing purely on the air-cooled twin, triples and fours that Kawasaki produced in the late Sixties and early Seventies, this book covers quite a short time line in the Japanese company’s history, yet one that proved to be vital for Kawasaki’s longevity.

It begins with Kawasaki’s industrial heritage – of ship, train and plane building – and explaining how Kawasaki initially made engines for other manufacturers (in much the same way as Villiers operated), before building their own machines under the name Meihatsu, and with small-capacity bikes getting the Kawasaki moniker from 1957.

The absorption of the Magura brand in 1961 gave the company a name for larger-capacity machines, with the Magura K1 being essentially a direct copy of the dry sump BSA A7. This

Peter ‘Top Gear’ Gaunt Harrogate Crematorium was packed to capacity as the motorcycling world paid tribute to Peter ‘Top Gear’ Gaunt on Thursday, March 7, writes Tim Britton.

The 82-year-old fought a brave battle against cancer but died on February 20. Known throughout the motorcycling world as a talented engineer, and one not bound by convention, Peter’s innovative way of thinking also appeared in the world of model aircraft.

However, for us it is Peter’s motorcycling exploits that we remember and from his early days with support from Triumph, then works status with Royal Enfield, the legendary ‘Gaunt Preparation’ became a byword for excellence.

became the 650cc Kawasaki W1 in 1965, labelled in promotional literature of the time as ‘the biggest, fastest, most powerful Japanese motorcycle’, and being the W part of this book’s title.

The four-stroke twins were joined by the two-stroke triples – the H in the titles – with the N100 project, that eventually reached production as the 500cc H1, also known as the Mach III, in 1968, at which point Kawasaki had already begun development of a four-cylinder four-stroke.

Initial development of the N600, the four-stroke multi-cylinder, was re-evaluated when Honda launched the CB750 in 1969, with Kawasaki’s redirected project being renamed as the T103, with prototype engines finished by the end of 1970.

The end result was the Z1, which entered production in May 1972, Embracing the lightweight ethos, Peter took it to a whole new level with a series of smallcapacity machines built around Suzuki and Jawa engines which launched the mini-bike on to the trials scene in the Sixties.

Peter was equally adept with bigger bikes too and took on the ISDT, where he rode a 500 AJS, and during his practice for this prestigious event he gained the ‘Top Gear’ nickname, which apparently refers to which gear he always had the AJS in!

As a Royal Enfield works team man, Peter would be involved in factory launches such as the end-to-end relay run which launched the Enfield Cafe racer 250 to the public in 1964… his comment of the run ‘…coldest I’ve ever been…’ Peter had taken the bike over in Fort William and ridden to Carlisle where the next rider would take over.

Latterly Peter applied his talents to the pre-’65 scene

bringing about a new direction in motorcycle production.

Any Kawasaki fan will be enamoured by this publication, with the fine attention to detail and behind-the-scenes information contained on the development of the company’s flagship models. Published by Veloce and priced at £30, this is a recommended read for any fan of classic Kawasakis.

More details can be found at www.veloce.co.uk

On a 250cc BSA, Peter takes on the Pre-65 Scottish.

with a BSA C10 and a 250 RE Crusader and, yes, both bikes were as light as possible and both were immaculately prepared. Our thoughts are with his family.

Sand & Motorcycles

The now very popular Sand & Motorcycles show in Pages Park, Leighton Buzzard, will this year be held on Sunday, September 29.

Attendance over the last two years has almost reached 1000 motorcycles, so this year the organisers are aiming to crack the 1000 bikes mark!

It's also the 10th show this year and the 100th anniversary of the Leighton Buzzard Railway, which hosts the show. Subsequently, the “10100-1000” show will especially welcome bikes of 100 years old or more, as well as catering for all motorcycles of any type or age.

The rather unusual show name is due to the local sand mining industry, and the full story can be seen on the SandAndMotorcycles page on Facebook.

The show is free and runs from 10am to 4.30pm, but it is best to bring a stand puck, as all parking is on grass. Music will be by the Rocker Covers, there will be ‘Drive a Steam Loco for a Fiver’, trade

stands, club stands, food and drinks, beer tent and a helmet park run by the Royal British Legion Riders, who also host and steward the show, which is sponsored by www.Kaapstadmat.com African motorcycle tours.

6 NEWS

Wiltshire wanderings By the time this issue plops on to your doormat, you’ll have just over a week before the Salisbury Motorcycle and Light Car Club’s Five Valleys Motorcycle Run on Sunday, April 14.

For 2019, the run has a new starting point on the B3089, at the Penruddocke Arms, in Hindon Road, Dinton, to the west of Salisbury (the postcode is SP3 5EL).

While the club was originally formed way back in 1928, the run is open to all motorcyclists who ride in the ‘spirit of the classic’. There’s an 11am start for the run, with signing on from 9.30.

For entrants, there’s an £8 entry fee, of which £3 will be donated to the Club’s chosen charity, the Wiltshire Air Ambulance. More details can be found at www.salisburymotorcycle andlightcarclub.co.uk

April 2019

Sledmere auction results The recent Dee Atkinson Harrison auction at Sledmere House was an outstanding success with 98% of all lots offered finding new homes for a house record of £460,000, including buyer’s premium. Of great interest was the amount of international bidders, from Australia, South Africa, Hungary, Czech Republic, Germany, Netherlands, Belgium, Sweden, Ireland and the Channel Isles.

The sale was led by a very good 1960 BSA Gold Star DBD34 (below, left), having had two owners from new and being part of a collection that had lived in a heated garage since 1993.

Estimated at between £15-20,000 it realised £27,300, underbid by an Australian client. A 1912 Rover 2.5hp (below, right) sold for £13,110, while a circa 1907 Fafnir engine in a frame project (below, centre) realised £2335.

The sale included the Mike Hanson Collection of veteran and vintage spares, motorcycles and cars, with the 300-plus lots of spares realising some £70,000, led by two pairs of Vincent Bampton forks at £3000 and £2800, and a NOS Belstaff Trailmaster jacket and trousers sold for £770. His most expensive bike was a 1927 Sunbeam Model 9 at £19,550 (top, right),

Stratford Autojumble

It’s been said before – in the pages of this very publication, in fact – but autojumbles are having something of a renaissance, as classic bike and car fettlers are realising that the handson approach of an autojumble is far more rewarding than the ‘lucky dip’ approach that can result from sight unseen sales as experienced via the internet and mail order.

Thanks to this, the Bard’s home town plays host to a new autojumble from May of this year, with the town’s racecourse holding ’jumbles on May 12 and September 15.

The venue is Stratford-uponAvon Racecourse, on Luddington Road, Stratford-upon-Avon, Warwickshire. More information is available from 01507 529529 or www. stratfordautojumble.co.uk

All points for charity We have a few more details of ‘Gypsy’ John Newson’s forthcoming trip around the British Isles for you, as mentioned in the last issue.

John’s impressive road trip on his 1954 Vincent Series C Rapide will cover about 2500 miles in 12 days, departing from his Oxney Motorcycles base in Kent and incorporating the four furthest points in the UK, all on his unrestored Vinnie. John is covering his own expenses, and

all money raised will go to the Rye Harbour branch of the RNLI. John starts his trip on June 27, and we’ll be reporting on his progress in the pages of Old Bike Mart.

You can donate at https://www. justgiving.com/crowdfunding/ vincentrapide.

sold to a Hungarian client, followed by a 1930 Velocette KTP at £9775 to a gentleman who drove from Guernsey for it, and a Norton ES1 project, from around 1932, at £9200.

The next auction is on July 6, and for more details contact Andy Spicer on 01377 593593.

8 NEWS

Acid attacked Following a mention in the letters pages a couple of issues ago, we have good news from the Motorcycle Industry Association (MCIA), as they have secured battery exclusion from the Offensive Weapons Bill!

Following the spate of acid attacks experienced in London and elsewhere last year, the Government developed proposals to restrict the sale of acid and acid-related products.

This was included in the Offensive Weapons Bill, which included a range of measures relating to other items which could be used aggressively, such as knives, vintage weapons, etc.

The MCIA identified an unintended consequence of this action in relation to batteries containing acid, in particular the outlawing of mail order battery sales. This was proposed due to difficulties in age verification during mail order transactions and would have resulted in major challenges for the motorcycle aftermarket sector.

After working with the Bill team from the Home Office, and also with members of the House of Lords, the MCIA team was able to convince the Government to change the proposed legislation to exclude vehicle batteries and avert the potential damage to MCIA members’ businesses.

MCIA CEO Tony Campbell commented: “No one would argue against the core purpose of this Bill, but as can happen with this type of legislation, unrelated issues get entangled with unintended consequences. Therefore, timely and decisive action by the team at the MCIA resulted in this positive outcome and avoided any disruption or threat to our members’ businesses”.

April 2019

Parallel world

One of the best ways to ensure that your bike tracks straight and true is to have the frame geometry checked. Even standard frames, with no history of crash damage, have been found to be out of line, and some frames were even designed thus!

Misalignment may not even be noticeable, particularly with a road-going machine,

but race vehicles have, by necessity, a reason to be as close to perfect as possible.

With a background in engineering, and the experience of riding a Norton Commando for 30 years, Simon Ratcliff (right) knows all about making a classic bike handle – and those years have brought him the knowledge that it’s not just about setting up the isolastic system properly!

A mechanical engineering degree and automotive HND tie in with a career covering motorcycle courier and mechanic with the result

International Enfields Hosted by the Mid-Shires branch of the Enfield Owners’ Club, this year’s International Royal Enfield Rally takes place over the weekend of July 19-21 at Stanford Hall in Leicestershire.

In partnership with the VMCC’s Founders Day, the Enfield side of the event will include a concourse d’elegance, an arena trial and ride outs, plus the camping, on-site catering and bar, Wall of Death, etc. that are associated with the event as a whole. If you wish to camp, you need to book your pitch before July 5, by contacting John Dove on 07766 947932.

Given that this year sees the Royal Enfield Bullet celebrate 70 years since first rolling off the production lines, you can be guaranteed to see many versions of the ‘Built like a gun’ single cylinder, from the original Redditch models through to the more recent, built-in-India versions.

www.oldbikemart.co.uk

being a method of precisely aligning the rolling chassis of a motorcycle that may be suffering from steering and handling issues.

In celebration of five years of trading, Simon’s business, Parallel Engineering, based on the Shropshire / Staffordshire border, is offering free consultation and repair on the frame of any classic race bike (note – the offer is for race bikes only!), although much of Simon’s work is for road bikes. More details can be found at the website www. parallelengineering.co.uk

Cover for ‘jumblers’

Aside from offering cover for classic vehicles, Peter James Insurance is now offering cover for those folk who spend their weekends selling classicoriented parts at autojumbles and shows.

The scheme offers product liability cover, with no exclusion on safety-critical parts, even if the parts concerned are second-hand and, as an annual policy, costs can start from £224 (for both public and product liability cover) for claims-free cases looking for product liability cover up to £2 million – giving you cover for as many events as you can attend in a year.

For those needing only public liability cover, rates are lower, with full peace of mind for 12 months costing from £84 for those who are claimsfree. Designed to protect you in the event that a member of the public suffers injury or property damage and claims that it was the result of your negligence, this cover will pay the cost of legal expenses and compensation claims (up to the value of £2 million or £5 million, depending on the policy), and is a general requirement for most event organisers.

Cover is run through Peter James Insurance’s sister company, Stewart Miller Insurance. For more information call the team on 0121 422 2282 or visit www.stewartmillerinsurance.co.uk

10 NEWS

April 2019

The Shining Bucks British & Classic MCC presents its annual Shiny Bike Night at The Plough at Cadsden, just two miles north-east of Princes Risborough in Buckinghamshire on Wednesday, June 19. There’ll be lots of prizes, good food, beer, music, raffle and a lovely country setting. This is an event purely for classic bikes, with no cars at all!

More details can be found at www.bbcmcc.freeuk. com, by email to norbsa02@aol.com, or phone Dermot on 07940 492348. Those of you who just like to follow the demands of a sat nav can get there by typing in HP27 0NB.

May the 4th be with you Bryan Reynolds for 60th anniversary rides Having originally opened in 1959, the 59 Club celebrates its 60th anniversary in style this year, with two special rides to St Paul’s Cathedral in central London on Saturday, May 4. All are welcome to celebrate the 59 Club and its diamond anniversary with a service and blessing at 5pm in the City of London’s iconic landmark.

The first of two separate ride-outs to the city is from All Saints Church, Uxbridge Road, London, TW13 5EE, meeting from 1.30pm and departing at 2.30pm. The second is from the Ace Cafe London, North Circular Road, London, NW10 7UD, meeting from

2pm and departing at 3pm.

The doors of St Paul’s will be open at 4.15pm, and attendees should be seated by 4.45pm. Please note that bag checking will be in operation, and no sharps, tools or similar items will be allowed inside the cathedral. There is no cloakroom facility, so all clothing, helmets etc. will have to be kept with you at all times, and no filming or photography is allowed inside St Paul’s.

More information about the 59 Club – a registered church charity and motorcycle club led today by Father Sergiy Diduk – and its long history, can be found at www.the59club.co.uk

Central England trials series A new Central England Trials Championship series catering for classics and twinshocks kicked off on March 24, with the Golden Valley Club’s 25-mile route of the Cotswold Cup in Stroud.

Held over five rounds in the Midlands and south of England, it’s the brainchild of veteran organiser Tim Fairbrother, and further rounds will continue the format set on the Cotswold Cup with a choice of easy or hard sections for pre-1970 British machines, pre-units and twinshocks, while the rigid bikes and the sidecars tackle the easy option. The events are also open

to modern sidecars and trail bikes, plus riders aged over 40 years on monoshock steeds. “A bigger entry generally makes for a better event,” said Tim. “It enhances observer numbers and makes the whole event worthwhile.”

The following rounds are – May 26, Sam Cooper Union Jack (solo only), Stratford; August 25, Golden Valley (sidecar only), Stroud; September 15, Moto Britannica, Forest of Dean; October 20, Greensmith, South Birmingham; and November 3, Guy Fawkes, Golden Valley, Stroud. More details can be found at www. sbmctrials.co.uk

Call to Arms for third classic show Once again, the Clifford Arms public house in Great Haywood, near Rugeley, Staffordshire, will be holding a classic show – its third to date – on Sunday, May 19.

As with previous years, the entrance price either to display a car or bike, or for public entry, is by donation to one of the charities the pub supports – Air Ambulance, Blood Bikes and Crohn’s & Colitis UK – and there is also space for classic clubs (or private individuals) to exhibit. Email barry.owen573@ ntlworld.com for details. Last year (see photo) nearly £1000 was raised for these worthy causes, and the hope is that this year they’ll raise above that total.

The Rudge Enthusiasts Club announces with great sadness that Bryan Reynolds, a founder member of the REC, died at home on Thursday, January 31.

Bryan is probably best known to many folks through his books Don’t Trudge It, Rudge It! and Rudge-Whitworth: The Complete Story but he was also very active over the years within the club in many other ways, always forthcoming with spares, helpful advice and historical information on all things Rudge. He helped with many restorations and certainly helped to keep many bikes on the road.

In addition to the above, Bryan was also the Rudge Marque Specialist for the VMCC and he had a long-standing involvement with the Brooklands’ Society, of which he was a founder member.

Bryan was a very enthusiastic REC member throughout his life and will forever be remembered. Without his commitment and energy (he held several committee posts, including chairman) the Rudge Enthusiasts Club would not be the club it is today.

Condolences and our appreciation of Bryan’s work have been made to Rose, his widow.

April 2019

11

April 2019

39TH CAROLE NASH INTERNATIONAL CLASSIC MOTORCYCLE SHOW 13

Celebrating 100 years of TT Racing

A

lthough the Isle of Man TT races were launched in 1907 there has, in fact, only been 100 years of actual racing on the island, as long as you include the forthcoming TT of this year.

A total of 12 years were lost as a consequence of the two world wars and the foot and mouth epidemic, the latter causing the cancellation of many sporting occasions throughout the UK, including the TT. As a result, while the centenary year was 2007 – a century after the races first started – we can celebrate 100 years of TT all over again in 2019!

In celebration, this April’s Carole Nash International Classic Motorcycle Show will not only have guests of honour that have featured in the TT’s history, but also a large number of machines that have also been part of the Isle of Man’s prestigious race history.

Guests include current race stars such as multiple race winner Ian Hutchinson (the only rider to score five race wins in one week at the TT) and Tom and Ben Birchall, the siblings who have won eight sidecar TTs, hold race and lap records for sidecars on the Mountain Circuit, and have claimed three world titles too! Retired Island racers will also be in attendance, with a great number of ‘names’ taking to the stage to be interviewed over the weekend.

Chester-based dealer, ex-racer and TT commentator Charlie Williams will be launching his autobiography at the show, and the Mitsui Yamaha TZ250, on which he took his last TT win in 1980, will be on display.

Charlie will also have his own stand

at the show, where he will be selling the new book.

Glaswegian Alex George will be recalling his Mountain victories, perhaps most notably that aboard ‘Slippery Sam’, the Triumph production racer on which he and Dave Croxford won the 10-lap Production TT in 1975.

While he never actually claimed a TT win, John ‘Moon Eyes’ Cooper is still a legend of the Mountain circuit, while history shows he was more successful on the North West 200 track, with a pair of wins, and at his home circuit, Mallory Park, where he defeated Giacomo Agostini.

Of the two riders to win three grand prix in one day, Jim Redman will also be at Stafford, as he also claimed six TT victories during his race career. Jim’s team-mate in the Honda team in 1962, Tommy Robb, will also be taking to the stage, also being interviewed by yet another TT legend, Steve Plater!

One hundred years of TT racing has also brought a diverse and eclectic array of machinery to be displayed at Stafford. Included will be a 1926 AJS GR10 – the actual machine which finished third in the 1926 TT in the hands of Frank Longman, and beautifully restored by owner Paul Hipkins; a 1932 ex-HG Tyrell-Smith factory Rudge, which finished third in the 1932 Junior TT; an example of Honda’s minuscule 50cc CR110 works racer; the MV Agusta 500cc triple as used to great effect by Italian ace Giacomo Agostini; Malc Wheeler’s Moto Cinelli Formula 2 World Championship Ducati TT2 from

Dropping down from Signpost Corner, Charlie Williams on the 347cc Yamaha at the TT in 1977.

1984; Joey Dunlop’s Honda RC45 and lots more besides.

Of course, Stafford holds a great many more treasures besides those machines raced at the TT. Aside from the numerous club stands with hundreds of fascinating machines, there will also be a pair of prototype bikes on the Footman James stand, as supplied by the Sammy Miller Museum – a 1955 Norton F Type that was never actually raced, and the 1953 Kneeler, which claimed records for Norton including the coveted one-hour 500cc record, for which it recorded 133.7mph!

Additionally, there’ll be the Bonhams spring auction, including a glut of magnificent V-twins, including the Brough outfit that featured in George & Mildred as well as Dad’s Army, a 1926 SS100, a 1922 Chater-Lea, a 1914 ZenithJAP, a 1924 SS80, plus many other interesting and historic machines.

Those are just some of the highlights, as the Stafford Show holds far more than can be explained on just one page of Old Bike Mart. The best way for you to experience it all is simple – head to Staffordshire County Showground (just to the east of Stafford, on the A518 at ST18 0BD), on April 27-28.

The 1973 250cc TT – Alex George exits Parliament Square in Ramsey.

In a full-on race tuck, Tommy Robb screams through the bottom of Bray Hill in the 1962 50cc TT.

Before the successful partnership with Honda, Jim Redman in the 1959 Senior TT, failing to finish on the 500cc Norton.

Norton took full advantage of the Kneeler’s record-breaking for their advertising campaign in 1953.

Parliament Square again, and John ‘Moon Eyes’ Cooper takes part in the 1968 250cc TT.

The F Type Norton will be at the show, thanks to the Sammy Miller museum.

Fans of British sitcoms of the Seventies may recognise this Brough Superior sidecar outfit, appearing in the Bonhams spring auction at Stafford.

14 NEWS

April 2019

Watsonian sidecars

Following on from last issue’s potted history of Watsonian Squire sidecars, Mick Payne describes the current range of the Cotswolds’ greatest manufacturer of motorcycle outfits.

“I

The biggest seller is the evergreen Grand Prix range. “We sell the Grand Prix, the Manx and the GP700 in roughly equal quantities,” Ben said.

Styling is all carried out inhouse but, when I enquired if they intended building a super modern sidecar of the type so popular in France and Germany, the answer was quite predictable. “We don’t have any plans to make ultra The International, as attached to modern sidecars. It’s not where the Royal Enfield’s adventure-friendly market is for us. We have introduced Himalayan. a couple of more modern styled models over the last few years but “Sidecars have become cool again there isn’t really the interest to justify and they are definitely appealing to a younger market,” he explained. the development costs. Retro style is Much like F2 (as in last December’s where the market is at the moment issue of OBM) they are not really into and the classic Watsonian style suits fitting to sports bikes with aluminium that perfectly.” Ben also thinks that frames as they require complicated the bike-riding demographic has sub-frames to accommodate the changed from the sports bikes of sidecar attachments. “They aren’t the ’90s to cooler stuff like modern particularly nice to ride either”. I’m Triumphs, bobbers and cafe racers. sure a few sidecarists might disagree with that remark though. “However, generally we’ll take on pretty much anything with a conventional frame.” Favourites are most classic machines and the like of modern Triumphs, although Ben did add: “Bikes that use the engine as a stressed member generally need a subframe fabricating before we can start fitting the sidecar. This isn’t usually a problem but can add some considerable cost.”

Although Watsonian Squire stopped importing Royal Enfield Watsonian’s new showroom, deep in the Cotswolds.

bought Peter’s share of the business in 2006 and Mike’s last year,” explained Ben Mathews, a man with the sidecar industry at heart. The Peter and Mike in question are Peter Rivers-Fletcher and Mike Williams, who founded Squire Sidecars back in 1974 and eventually absorbed Watsonian’s business. Mike has retired now but is still available on an advisory basis, and is still involved in another side of the company, manufacturing small caravans.

Watsonian employs 11 people and has dealers in Germany, Holland, Belgium and Sweden as well as a branch in the US. Glassfibre moulding and upholstery is contracted to other companies: “We have two that laminate bodies for us, one in Reddich, and the other in Cheltenham. We own all our own moulds and build them as required.”

A GP700 attached to Triumph’s big and brutal Rocket III.

The svelte and sporty Meteor, with styling based on the sidecars that were made from Mosquito bomber auxiliary fuel tanks.

bikes in 2013, it is still a dealer in the marque and can supply solo machines or outfits. It’ll be interesting to see what it comes up with to fit the new twin-cylinder Royal Enfield Interceptor; the company has already mated the more modern Himalayan to a newly designed adventure type chair. Given the traditional ‘International’ name it suits the bike so well that they could have come from the same factory.

Definitely on my lottery win list!

I’d like to thank Ben and Dan Sager of ‘The Fabulous Biker Boys’, who handle WS’s PR, for their help in

The popular Grand Prix, attached to a Hinckley Bonneville.

The quirky Honda DN-01 is the motive force for this Monza.

compiling this feature.

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

April 2019

15

16 MADE IN JAPAN

April 2019

1969 Suzuki T125

Of diminutive stature, and fighting well above its weight, a Suzuki two-stroke twin, the Stinger, gives Steve Cooper a real buzz.

F

ifty years ago, one of Japan’s most unusual motorcycles rolled off a production line at Hamamatsu. Despite only sporting 125 cubic centimetres of engine capacity and weighing little more than a moped, the new arrival made a disproportionate impact. Nothing before or since has ever looked like a Suzuki Stinger. The bike was Suzuki’s own take on a peculiarly American concept known as the canyon racer. In essence, any bike thus titled was stripped back to its bare bones, denuded of unnecessary fripperies, i.e. minimalist.

In semi-official Suzuki-speak, their all new Stinger was a ‘creek machine’ and, although not exactly powerful, it certainly turned heads and continues to do so to this very day.

The bike might look singularly unique but dig a little deeper and you’ll find that a lot of the running gear is actually shared with a wide range of the peer group. Wheels, brakes, controls, suspension and front guards were all used on the firm’s various small capacity machines. And even if Suzuki made much about the so-called ‘GP derived’ frame, the fact is it was shared with the TC120 trail bike. Where the Stinger does differ from everything else that Suzuki made was the engine, which remains genuinely exclusive.

The most obvious feature of the power unit is its strange, almost horizontal, orientation and even if it looks similar to machines made in Italy by Moto Rumi, there’s no component swap-over. The basic engine construction is typical of any Japanese stroker twin with a horizontally split crankcase holding four main bearings in place via C clips. Characteristic of Suzuki’s strokers, the motor is force-fed with oil via a pump in the right-hand engine case delivering oil to the outer main bearing and the back face of each cylinder. Electrical power comes from an AC generator mounted on the left end of the crank and, in characteristic Suzuki mode, there are two, totally different, units used almost at random. Nothing from the Kokusan generator fits the Nippon Denso version, and vice versa. Suzuki’s biggest challenge in the bike’s development was the intake system which features an airbox buried within the bowels of the frame and a unique Y boot to the carburettors. These units are, not too

The enigma wrapped up in a riddle!

If only you could hear the soundtrack to this image!

surprisingly, used only on the Stinger and nowhere else. They gave manufacturers Mikuni numerous challenges, being the very first downdraft carbs ever made in Japan for motorcycle use. Such is their construction that they run the float valve assembly within the fuel inlet! And, perhaps, the bike’s crowning glory are the gloriously over-thetop raised expansion chambers and their super funky tail pieces.

Despite what was unquestionably a massive R&D programme, the bike was only officially sold from 1969 through to 1971… that said, many Stingers were still gathering dust in dealers’ showrooms as late as 1974. The Mk I model was supposedly a one-year-only machine and featured chrome exhausts with satin black end cans. The Mk II ran ’70/’71 and featured satin black painted exhausts and chrome end cans. In among these two versions there were three subtly different fuel tanks, three versions of the front guard, the same number of handlebar variants and two styles of knee pad rubbers.

Now throw in a 90cc version which may, or may not, have been called the Wolf and it all gets a little messy. To add some spice to the mix (if any were needed!) there was also a Stinger with low slung pipes as well, which seems to have been sold exclusively in SE Asia. Overall sales figures for all versions are notable by their absence but what is a given is that Suzuki got rid of their final stocks to America, where there was the largest market, by producing a T125R. Looking at the R model you really cannot help but think Suzuki were glad to see the back of the model. Finished in Morrow Green and with the Mk I’s exhausts, it was arguably the least attractive offspring of the litter.

Whether the design was a brave attempt at a new type of machine or a step too far depends very much on personal opinion, but what’s not up for debate is the fact that Suzuki pulled the plug on the Stinger in 1971 and didn’t revisit the concept until 1975 with the frenetic GT125, whose only commonality with the Stinger was the use of the same conrods. Arguably, sales of the Stinger were low simply because it was a 125 and if it had been a full 250 then it might very well have found broader appeal. However, most owners probably expected too much from the quirky little twin; it was never going to have the legs of Yamaha’s seminal AS1. Worked too hard, too often, Stingers had a propensity for top end seizures with the piston often smeared around the bore. Strangely, Suzuki had opted to use cast iron barrels, which are more prone to heat retention, on the bike. This, and the fact there is no finning or appreciable air gap between the two pots, only exacerbated an already compromised situation which was in turn made even worse by the oils of the day.

With only two oversize pistons available (0.5 and 1.0 mm) once a Stinger had nipped up on its second rebore it was often time to move on and buy a bigger bike anyway.

That svelte, arrow-like tank shape gave the T125 much of its iconic look.

Times have changed, oils have drastically improved, and Stingers no longer have to be beasted on the road to keep up with other teenage hooligans. The bike is unlike pretty much anything else out there in the classic stroker world and makes for a stunning back roads ride. The engine is super torquey and significantly more flexible than its peers, the handling is amazingly good for what is a budget chassis and even the brakes are decent. But all this is inconsequential in comparison to the exhaust note, nothing but nothing sounds like a Stinger given the beans.

That, and its unique looks, mean you’re unlikely to be on your own for long at any bike meet, pub or club night. Suzuki Stinger – the enigma wrapped up in a riddle!

Near horizontal cylinders and downdraught carbs gave Suzuki some development work to do.

High-level pipes are part and parcel of the ‘canyon racer’ look.

In this digital world we inhabit you might quite rightly think everything you need to know has been documented; surely it’s all out there on the web? Well, yes and no; there’s a lot of myths, old wives’ tales, fables and legends bandied about. Yet in the words of the X Files... “The truth is out there”... somewhere!

There’s little doubt that the original Kawasaki H1 and H2 triples genuinely did handle like drunken cows on roller skates, yet are they honestly that bad?

That depends on who you ask, what their other riding experiences are like and, quite crucially, how they ride. Stick a skinny bloke on an H1A fitted with US market socalled Western bars and it can all get rather squirrelly, but fit a set of flat bars to the selfsame bike then add a fat geezer and the bike begins, only begins mind, to actually handle in a more acceptable manner. This tells us something crucial about the early H1s; which is that their weight distribution is wrong, with far too much rearward bias. The larger H2 has more power but, fortunately, a slightly better chassis that takes in some lessons learnt from the H1.

Without question a ’72 H2 is still a scary ride, yet if you want to prove a point, drop the 750’s motor into an H1A chassis. Do this and see just how flawed the 500’s frame is... oh, and yes, the big motor will fit, by the way. So we’ve learnt that big Kawasaki triples don’t handle – but that’s only part of the story yet, for many, it’s the only thing they want to hear. Later 750s have a revised frame and, most importantly, a swinging arm that’s almost four inches longer to aid stability. Ride a ’72 and ’75 back-to-back and they are most emphatically not the same machine in terms of terrible trouser moments. This column has contacts who ride the H series regularly and don’t have issues. Why? They have owned their bikes for years, know their machine’s limits and its characteristics so aren’t phased by the foibles that have others panicking.

Many fans of the humble two-stroke lament the fact that Yamaha never launched their jaw-dropping GL750. For those that don’t know, it was a fuelinjected, liquid-cooled, inline four and, yes, almost a TZ750 on the road a year or so before the big race bike broke cover.

Yamaha got spooked by the oil crisis of the early 1970s and dropped the GL750. It would have been a quality act as well, given that it featured fuel injection borrowed from the company’s ski-mobiles. Several mock-ups-cum-prototypes were exhibited and it’s accepted that at least three seen in Europe and Japan were non-functioning examples. Various components were made from finely sanded wood painted to look like alloy. This, and the fact that no one saw one running, have led to the rash assumption that Yamaha was never serious about the project. Or were they? Just how close did the GL750 get to production?

Answer... a damn sight nearer than many imagine! It’s no secret that the 750/4 stink wheels shared a lot with the big four-stroke range Yamaha was working on at the time and, in particular, they borrowed heavily from the ill-fated TX750 twin. In fact most of the GL’s running gear was TX500/TX750 derived. No commercial four-stroke twin putting out 63bhp EVER needed double skinned steering head bearing mounts! Nor would the fundamentally flawed 750 ever need such a heavily braced steering head, gusseted frame rails or brace swinging arm mount. Be under no illusion, the GL750 was an awful lot closer to production than perceived facts would have it.

In a world where claim and counter claim are taken as verbatim when trotted out on the web, sometimes it pays to keep your own counsel and do your own detective work. Mulder and Scully weren’t wrong!