Old Bike Mart - October 2018 - Preview

October 2018 £2.10

 400TH ISSUE 

OLD BIKE MART ’

’Normous Newark Autojumble

SUBSCRIPTION ONLY Available from the first Saturday of every month

NEXT ISSUE: NOVEMBER 3

October 21

newarkautojumble.co.uk

A slip and a potential soaking when a passenger makes a leap of faith from a Motomessenger outfit during a flood in the Thames valley. We take a closer look at sidecars and the part they played as commercial vehicles on page 36.

Photo: Mortons Archive www.mortonsarchive.com

2 NEWS

October 2018

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 Divisional advertising manager Billy Manning Advertising Leon Currie lcurrie@mortons.co.uk Alan Green agreen@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 ansaphone 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

s you’ll know from last issue’s editorial, Pete Kelly has slid across to the lofty heights of the editorial high chair of Railway Modeller Magazine, allowing me to perch myself in the still-warm and comfy OBM editor’s armchair, settling happily into the re-stuffed cushions and ignoring the threadbare arms and bits of horsehair hanging beneath.

As Pete mentioned at the time, he’ll still be showing his face around these parts in the future. Indeed, he’s prepared a fascinating article on the use of sidecars as commercial vehicles on page 36 of this issue, and his expertise, passion and knowledge of the classic motorcycle world will continue to play a large part in Old Bike Mart’s future.

Pete kindly introduced me to you last month, and you’ll have read various features I’ve written over the previous few issues, but you won’t

really know who, or what, I am. Well, aside from the self-admittance of being a motorcycle anorak who’ll happily talk about motorcycles dayin, day-out, I’ll be the first to admit that I don’t have the same level of experience of classic motorcycles as Pete or, for that matter, you lot. But, as I like to treat every day as a school day, I’m the pupil and you’re the tutors, and I’m looking forward to expanding my metrically-focussed toolkit (and mind) into the imperial realm.

Having spent a childhood in the Isle of Man in the Seventies, I grew up around big Japanese bikes, Italian classics, and Brit iron like Bonnevilles, Tridents and Commandos, but as you’d expect from a pre-teen who was a boy scout and therefore involved with the timing boards at the grandstand, the soundtrack to my childhood was one of race bikes, although they weren’t predominantly

An ecumenical matter – reverend’s collection under the hammer Aside from being a popular and well-known figure in his community of South Woodford in London, Father Robert Edward Hampson was also an avid motorbike collector and rider, and his collection of 12 classic motorcycles goes under the hammer at H&H Auctions at the National Motorcycle Museum on November 9.

Along with a 1951 Vincent Black Shadow – a very impressive form of transport for a vicar – that was rebuilt in 2011 at great cost, the collection includes

seven Sunbeams built between 1921 and ’38, including the only known example of a Model A26 from ’38 known to be on the road today, a Royal Enfield vee twin Model 180, a sidevalve Sloper BSA, an overhead valve Raleigh and a WLA Harley from 1947.

There are, of course, more bikes lined up for the auction (including a Moto Guzzi Lodola, a 1953 MV Agusta Pullman and a Victoria Bergmeister with its transverse vee twin engine). More details can be found at www. handh.co.uk

two stroke Yamahas, despite their popularity on the island in the lateSeventies. Remember Hailwood’s Ducati win in ’78? I was there, albeit tucked away behind the scoreboards, running back and forth with painted timing boards. Much like any other schoolboy of that age and in that scenario, being in and around bikes took its toll, in that I became fascinated with anything with an engine and two wheels – absolutely anything. And that included all the older machinery that I saw being used around the island during TT and Manx Grand Prix events, and in hill climbs and other events. Much to my chagrin, the family moved away from the island in my early teens, although my appetite for motorcycle magazines and literature was fuelled by as many paper rounds and gardening jobs as I could fit in around school, keeping the fire burning until I was in full-time employment with British Coal and gained the financial ability to actually get myself on to two wheels. Nine years later and the collapse of the coal industry meant I was made redundant, and after a year’s labouring and riding a Greyhound bus around America, I somehow managed to finagle my way into a job in the motorcycle media.

And, 20 years further on, here I am, editor of a fascinating magazine that I first picked up at an autojumble in Buxton Pavillion Gardens in the lateEighties!

Over the last month, we’ve received many emails and letters wishing Pete well, and thanking him for his time on Old Bike Mart. I’d like to add my thanks to that, and to also thank the previous editors for making OBM into what it is today. I’ll also point out things aren’t going to

change – if it ain’t broke, don’t fix it – and as Pete mentioned last month in his sign-off Prattle, Ken Hallworth’s vision of 33 years ago will remain, keeping us focussed on the world of classic motorcycles and bikejumbles.

Although, much like any classic machine, it will take some regular maintenance!

As you’ll know from the number on the front cover, this is issue 400, and it’s a bumper-sized edition.

Aside from being slipped through subscribers’ letterboxes in early October, it will also be bagged with the November issue of Classic Motorcycle Mechanics, and those of you reading via the bagged copies may not realise that OBM is a subscription-only title, and that you can’t buy it in the newsagent’s or supermarket, so have a look at the astounding Old Bike Mart subscription deals on page 63.

In the meantime, enjoy this issue, and I look forward to hearing from you, or meeting you at shows, rallies, club meetings and events in the coming months.

October 2018

NEWS 3

STAFFORD’S AUTUMN BONANZA

Classic motorcycle enthusiasts will be counting down to the annual Stafford show – with something extra-special lined up for this year.

The Carole Nash Classic Motorcycle Mechanics Show, held over the weekend of October 13 and 14, will feature a profusion of crackling two-stroke Grand Prix machinery, topped off for the first time in the 40-year history of Cagiva with a stunning display of no less than 11 of the factory’s red racers.

Cagiva riders Jon Ekerold (who rode for the factory in 1982) and Pier Paolo Bianchi (World 125 champ in ’76, ’77 and ’80, and Cagiva rider in 1988) will both attend with their

respective Cagiva race bikes and are due to be interviewed on stage by compere Steve Plater, alongside the third guest of honour, world endurance champion Terry Rymer.

There will also be a display of bikes from the ever-expanding Miller museum, in particular two vee four two strokes from 1969 – an ex-works 350cc Jawa that makes an impressive 80bhp at an ear-shattering 13,200rpm and was raced by Bill Ivy and Sylvio Grassetti; and a Moto Villa designed by the great brothers Walter and Francesco Villa that failed in accomplishing a race win before it was banned, when the 250cc Grand Prix regulations restricted bikes to two cylinders and six speed gearboxes.

As raced by the Villa brothers, the vee four powerplant in the Moto Villa 250 GP bike was set for great success, right up until the class was limited to machines with no more than two cylinders.

The 350cc Jawa from 1969 that was raced by Bill Ivy and Sylvio Grassetti, with its current caretaker, Sammy Miller.

Naturally, the event isn’t all about Grand Prix-racing two strokes, as being the world’s largest show of its kind, there’s far, far more to look at. This includes a massive autojumble that you can get lost in for hours, countless trade and club stands,

The South African Jonathan ‘Jon’ Ekerold will be regaling tales of life in the GP paddock at Stafford.

numerous club displays and one of the largest classic bike auctions you’ll experience (more details of which are below).

You’ll find the show at the Staffordshire County Showground (ST18 0BD), open at 9am on both days.

Pier Paolo Bianchi will join guests on the stage, and his GP Cagiva will be in attendance and fired up for an aural delight!

A few of the post-war motorcycles that’ll come under the Bonhams hammer.

Our prediction is that the Jubilee Bonnie will make far more than expected…

BONHAMS AT STAFFORD With this issue hitting your doormats on the 6th, you’ve just over a week before the Autumn Stafford Show (more correctly the 25th Carole Nash Classic Motorcycle Mechanics Show, at the county showground just to the east of the county town) and, consequently, Bonhams’ most focussed motorcycle auction of the year. Aside from some rather more modern machinery (the sort often referred to as ‘future classics’)

such as a Kawasaki H2R registered last year, the auction will have an expansive line-up of machines, plus more than 80 bikes from the Willowbrook Collection, which includes an oval-pistoned Honda NR750 from 1993 as well as the aforementioned supercharged Kawasaki, all of which will be offered with no reserve.

Somewhat older machinery includes a Silver Jubilee model Triumph Bonneville that has a mere 11 miles on

Ron Farthing Ron will be familiar to readers of Old Bike Mart. Indeed until recently his resident advertising spot on the top right hand side of OBM has been a familiar sight for the past 30 years or so. Sadly, after a three-year battle with prostate cancer, Ron passed away at St Margaret’s Hospice, Taunton, on August 18.

Ron kept riding up until recently.

His motorcycle of choice would be a flat tank V-twin, while his trusted pre-

A delightful mix of pre-War machinery. Please wrap each of them individually and have them delivered to my room.

its odometer; a Yamaha RD 350 F2 that’s covered less than one mile from new (how?); a ’62 Rocket Gold Star with full documentation from new; a 500cc Excelsior Manxman built in 1938; an overhead valve AJS K8 from 1928; and a host of other ultra-desirable bikes.

There are no less than 400 lots due to cross the auction block, and the two-day auction offers something for everyone, whatever their taste and budget. I have a feeling in

war Speed Twin also did the rounds, having seen trips, to name but two, to the Dead Sea in Israel and Kosovo, where an intermittent backfire caused the locals some angst.

Here is a picture of him and sometime partner-in-crime Eric Patterson (with son-in-law Andrew Bennett on the right) on a trip to India some years ago. Needless to say, the trip involved three days in the Delhi motorcycle market and the obligatory repatriation of several containers full of ex-WD gear!

my water that suggests I’ll not be taking anything away from the Stafford auction, but we’ll bring you the details of what bargains you could have had in the next issue.

If you want to be eligible to put in some bids, you can register online at www.bonhams.com. The auction starts at 11am on the Saturday (13) for the first 300 lots, and concludes at noon on the Sunday (14).

We’ll see you there!

4 NEWS

October 2018

BENNETTS CLASSIC TT Having been plagued with poor weather for the practice period, the big news from this year’s Classic TT (presented by Bennetts) was that John McGuinness won the Bennetts Senior race on his return to road racing after a 15-month break due to injury In fact, John hadn’t raced on the Mountain circuit since his first win in the Classic TT back in 2016.

John was, once more, riding the Winfield Paton, while fellow Paton rider Maria Costello dropped out of the race so wasn’t able to repeat her podium position of two years ago. On his way to a clear win, McGuinness recorded three laps at more than 110mph, while Jamie Coward grabbed runner-up on the Craven Manx Norton, and Lee Johnston claimed third on the Davies Motorsport four cylinder Honda 500.

After a delayed start to the Bennetts Senior Classic, due to an additional practice session being squeezed in on the Saturday morning, McGuinness also jumped aboard Mike Hailwood’s Ducati for a demonstration lap to commemorate the 40th anniversary of Mike the Bike’s incredible comeback win in ’78 after 11 years away from the island, with the Morecambe Missile wearing leathers to match.

The first race day was concluded with the Dunlop Lightweight, with Lee Johnston aboard the Padgetts Honda RS250 on which Bruce Anstey won last year’s race.

Anstey wasn’t racing due to illness, although he did take to the track on a demonstration lap aboard a Honda RCV supplied by Padgetts.

The fastest Lightweight rider in practice, Adam McLean on the Binch Racing Yamaha initially led the race, but was drawn in by Johnston, while veteran rider Ian Lougher clinched third on the Laylaw Racing Honda.

Waiting for the flag to drop, John McGuinness aboard the Paton 500 at the start of the Senior.

Resplendent in replica leathers and helmet, John McGuinness hammers the genuine Hailwood bike along Glencrutchery Road on his lap of the circuit commemorating Mike the Bike’s incredible TT win in ’78.

A delayed start to Monday’s racing commenced with the Locate Junior Classic, won by Dominic Herbertson on a 350 Honda prepared by Davies Motorsport. This was after last year’s winner Michael Rutter retired with a flat tyre. Jamie Coward was the bridesmaid once more, on his Craven Honda K4, with another third for Lee Johnston, on another Honda.

Dean Harrison won the RST Superbike on the Silicon Engineering ZXR750 for the second year on the trot, with fellow ZXR rider Horst Saiger in second, and local man Conor Cummins in third on the Padgetts Yamaha 750.

However, the real winners for the Bennetts Classic TT were the spectators, who were treated not only to some superb racing, but a spectacular assault on the senses from all the fantastic machinery being ridden around the Mountain circuit. Aside from the four race classes at the Classic (which is followed by the Manx Grand Prix and the modern classes therein) there is also a spectacular lap of honour between the Junior and Superbike races, in which upwards of 150 classic machines, and some classic riders too, take in one lap of the circuit.

If the Bennetts TT is anything to go by, then classic motorcycle racing is on the rise. If you can’t make it to next year’s Classic TT (and, really, you need to go) then you can have a teasing taster of the Manx atmosphere by watching the live timing app and listening to Radio TT online.

Aboard the Flitwick Motorcycles Enfield, young Olie Linsdell lifts the front wheel.

The Classic TT paddock holds many interesting and historic machines, and not all of them are raced. The collection that celebrated Honda’s RC30 had race bikes from all forms of road racing, from the TT to circuit racing and endurance.

Goff’s off… but only to a new gaff

Well-known for his replacement parts for classics, Paul Goff is set to move not just his home, but also his work premises this month. Consequently, there’ll be a couple of weeks of disruption to the normal mail order service of LED bulbs for all classics (inc 6v and positive earth), replacement alternators, generators and magnetos, and parts to suit, remote oil filter kits, replica Girling shocks and a repair service for Lucas Rita ignitions.

The email address and website remain the same at norbsa02@aol. com and www.norbsa02.freeuk. com (and there’s some interesting stuff on his website aside from the parts he sells – for example check out his Guzzi 1000S, his Dommi and 850 NorBSA!).

The new address is 49 Chequers Lane, Prestwood, Buckinghamshire, HP16 9DR, and the phone number is 01494 868218, but ring between 9am and 4.30pm, any later than that makes Paul grumpy!

Borderlands jumbling

Those of you who didn’t find the parts you wanted at Stafford will have another chance to stock up on parts for a winter project – or buy a new project entirely, by visiting the November A5

Autojumble on Sunday, November 11 at Oswestry Showground, Park Hall, Whittington Road, Oswestry (which you can find by tapping SY11 4AB into your satnav or mobile phone mapping app). Prospective stallholders can book a pitch by calling Cindy on 07794 035967.

October 2018

 5

6 NEWS

IT’S ART Shot at Black Hut

You may be aware of the calendars that Rachael Clegg has been producing under the ‘Milestones’ label, although you’ll perhaps not know that the images used in the calendars are now available, remastered, as limited edition art prints.

Rather than being simple nudity for the sake of it, all of Rachael’s images have a back story, with one example – Shot at Black Hut – paying homage to the first year of the full Mountain course in 1911 (previous to that, from 1907, it was run on the shorter Clypse course). That year Indian motorcycles finished first, second and third in the Senior, thanks in part to their two-speed gearbox and allchain drive.

Rachael herself appears in the images – invariably in the all-together – and, as this isn’t page three, we’re not a ‘redtop’ and we don’t rely on scandalism to increase our sales, if you want a peak, then you’ll need to have a look at Rachael’s website.

Aside from the art prints and calendars, there are also T-shirts and neck tubes, and there’s free shipping on any purchases within the UK on any order of £30 and above.

Just type in FREESHIPPING at the checkout at www. rachaelclegg.com/products

October 2018

National Motorcycle Museum Live October 27 sees the National Motorcycle Museum’s fifth annual free open day at the venue in Solihull, at which not only do all and sundry gain free access to the UK’s most expansive motorcycle museum, but the venue also plays host to a variety of extra attractions, not least of which are a large indoor autojumble and loads of trade stands.

Steve Hislop’s TT-winning Norton Rotary, the White Charger, will be fired up in the museum’s courtyard.

One lucky punter will be getting the keys to the latest of the museum’s raffle bikes – a Royal Enfield Interceptor.

Additionally, some of the museum’s own restoration team, plus many of the people and businesses who are involved with the work that the museum undertakes on its display bikes, will be on hand. This includes nearby wheel specialists Central Wheels, who will be available to chat and offer advice, with wheel-building demonstrations showing just how to align your spokes and nipples, alongside Calibre Customs, who paint the museum’s exhibits, and Redditch Powder Coaters. In addition, renowned tuner Fred Walmsley will be attending, as will military motorcycle expert and restorer John Moore, Norton Rotary race bike engineer Brian Crighton and The Classic Motorcycle’s very own James Robinson.

Retired racer and TV host, Norton test rider and the busiest interviewer on the motorcycle show circuit, Steve Plater will be introducing the Norton factory’s race star John McGuinness, alongside the factory’s CEO Stuart Garner and chief designer Simon Skinner. Previous Norton road race stars Trevor Nation and Mick Grant (who rode for the factory more than 40 years ago and is now involved in an advisory capacity) will be joining a question and answer session, while the latest V4 race and road bikes will also be fired up on the stage.

You want more? Road race legends John ‘Mooneyes’ Cooper and Alex George will be paying a visit, as

Multi-TT winner and Norton factory racer John McGuinness will be interviewed

by Steve Plater.

will TV star Henry Cole, who’ll be promoting (and signing) his new book A Biker’s Life.

You’ll no doubt be aware that all the bikes in the NMM are capable of being ridden and, to prove that very point, many will be spun into action in the courtyard ‘start-up’ zone, with the cacophony being increased by a number of MotoGP machines, and several of Alan Millyard’s incredible creations will also be clearing their throats, including his recentlyfinished six cylinder RC374.

As mentioned, entry is free, as is bike parking, while car parking is a mere £5. And, for one lucky person, the museum will also be drawing the raffle for the Royal Enfield Interceptor. For further Museum Live 2018 updates, and the timetable, see www.thenmm.co.uk

Norton’s CEO Stuart Garner will be interviewed by Steve Plater, and available to answer your questions.

October 2018

 7

8 NEWS

October 2018

Tapping it

RECORD BREAKERS

Triumphs grab the glory

While the factory had no involvement (and probably isn’t even aware of the event taking place) Triumph is back in the UK records books, after the recent Speed & Wheelie Records meeting at Yorkshire’s Elvington airfield. The event saw Bob Cornforth (above) keen to best his own record of 128.569mph in the M-AG1350 class (Modified Mod Gas

1350cc) with his four cylinder Daytona – which he did, utterly obliterating his previous best by posting a 163.363mph run over the standing start one mile course. And meanwhile, Paul Green’s Thunderbird (left) set a new record in the P-PG-650 (Production Pushrod Gas 650cc) class, shattering his old record by 16 miles per hour by recording an impressive 116.567mph run.

Stamped and delivered The Isle of Man Post Office has continued its traditional love of motorcycles with a new range of stamps, entitled Great British Motorcycles – A Celebration of Innovation. The new range of stamps focusses on a selection of the most significant and ground-breaking motorcycle engines in the golden age of the last century.

The stamps combine the paintings of Graham Crowley with archive imagery from Mortons, to honour the many engineers, teams and riders who pushed the envelope, often using the famous TT course as their test bed.

Each of the 12 first class stamps features a painting of a classic

engine as created by Graham Crowley, a renowned painter and motorcycle enthusiast, or an image of the motorcycle in action (which, as an aside, were taken from Mortons Archive – one of the greatest collections of motorcycle images in the world – which is available for you to view and purchase images from at www.mortonsarchive.com).

The bikes featured are a Zenith, an Excelsior Manxman (naturally), a Douglas flat twin, a vee four AJS 500, a Vincent vee twin Series C and a Manx Norton single. The featured riders are Eric Longden, Dennis Parkinson, Freddie Dixon, Walter Rusk, Alex Phillip and Harold Daniell.

If you desire a set for your collection, they can be purchased from

www.iompost.com/stampscoins/collection/great-britishmotorcycles-/

Fitting oil taps to classic bikes to prevent oil from running out of the tank and filling the crankcases when the bike is stationary and not running (colloquially known as ‘wet sumping’, as you’ll all know) has been common practice for a long time. However this has its consequences if the rider forgets to turn the tap on before starting the engine! As a solution to this potential problem, Kingpin Components is now able to supply a combined oil tap and switch which can be connected to any magneto cut out, which prevents the magneto from sparking, and thus the engine from running, if the oil tap is turned off.

Available in both ¼” and 3/8” BSP, and with male and female fittings, these can be made to fit most bikes with a separate oil tank.

If your magneto doesn’t already have a cut out then don’t panic, as Kingpin Components can also supply a range of new points caps to allow cut outs to be fitted on magnetos that didn’t previously have them.

These taps are available for £43 plus P&P from www. kingpincomponents.co.uk

10 NEWS

October 2018

Ready for the weather?

After perhaps the best motorcycling summer on record, many of us are heading into the off-season unprepared. Rather timely, a press release popped into the OBM in-tray with some appropriate information from motorcycle accessory distributor Motohaus.

It supplies SDoc100 Technical Fabric & Leather Wash and Reproofing Spray which can revitalise and waterproof your riding attire, whatever its fabric and construction.

Over time, bike clothing gets clogged up with dirt and grime and becomes unable to deter the ingress of water (ie, you get wet) and the Fabric & Leather Wash removes all of the crud and contaminants without damaging any sensitive waterproofing membranes and breathable fabrics. There are no special

procedures required, just hand wash or run on a cool cycle, even with leather. Once washed and dried, you apply the Reproofing Spray, which does what the name says – it replenishes the water resistance of fabrics (again, including leather). You spray the outer shell of the garment, allow it to soak in and then activate the waterproofing by applying an even heat with a hairdryer. Not only does it repel water, as well as oil and dirt, but it also protects against bleaching from UV radiation.

The two components will cost you £23 – the reproofing spray is a tenner – which is a tiny amount compared to replacing your kit. You can find the SDoc100 products in many bike shops and clothing dealers, or visit www. motohaus.com or call 01256 704909.

Eight decades of AMC, one day of jumble The South of England Classic Bike Show & Jumble celebrates 80 years of Associated Motor Cycles at the event on Sunday, October 28. Being formed from the amalgamation of Matchless and AJS in 1938, AMC produced machines at its factory in Woolwich which, after 1963, included Nortons.

Guest of honour for the weekend will be Colin Seeley, known for his aftermarket frames and complete Seeley-badged machines. Colin purchased the AMC race shop when it closed and has had a long association with the company, regardless of his creation of the likes of Seeley Hondas and the GT500-engined bikes as raced

by Barry Sheene (two of which will be in attendance). Colin and other former AMC employees will take part in a question and answer session hosted

by Brian Crichton and there will be an expansive display of Matchless and AJS bikes, thanks to the Sussex branch of the AJS & Matchless Owners’ Club.

And, given the location of AJS Andover,

Screens for flies While most of us with classic bikes will want to use classic parts when we work on them, the recent growth in interest in classically-styled bikes such as café racers, street scramblers and the like, has resulted in a growth in aftermarket parts that are actually ideally suited to use on a classic bike.

Take, as an example, the flyscreens that have been developed by Italian firm Givi. Initially intended for use on modern machinery

Sat atop one of his own creations, powered by an 850cc Norton Commando engine, this is Colin Seeley.

there’ll be a number of the new, small capacity AJS-badged bikes on display as well.

There’ll be a ‘fire-up’ area, alongside a mobile dynamometer, while there are five indoor halls of bikes and bikejumble, club stands and more, all for bikes of the pre-1980 time period.

The show and jumble can be found opposite the Gardener’s Arms pub in Ardingly, West Sussex, RH17 6TL.

such as the BMW R9T and Triumph’s range of Bonneville twins, they’ll be suitable for just about any other bike with a single round headlight. This is the 100AL windshield, featuring a grey anodized aluminium finish, with either a gold or silver anodized aluminium riveted GIVI label, depending on the colour selected (it’s available in black as well as the brushed aluminium).

Various fitting kits are available for some specific (modern) models and it’s priced at just ten bob over one hundred quid. More details can be found at www.givi.co.uk or you can call Givi UK on 01327 706220.

Under Pressure An important part of any workshop is a compressor, yet so many compressed air supply systems are dimensionally inconvenient (they’re too big) or incomprehensibly loud. There is, of course, an option.

Sealey has increased its range of 12-volt mini air compressors and the latest addition features a twin cylinder design that delivers 45 litres per minute and is capable of up to 80psi. In other words, more than enough for the inflation of any motorcycle, car, trailer or truck tyre.

Conveniently, if you need to drag it outside on a dark winter night (or morning) to put some wind into a lumpy tyre, it also features a built-in light. It has integral storage for the 650mm long air output hose and has a threemetre power cord with a plug for use in a cigarette lighter (which, in these PC days,

is referred to as a ‘vehicle accessory socket’).

For further details, or to view the rest of Sealey range, visit www.sealey.co.uk or alternatively call their customer service department on 01284 757500.

Old Bike Mart is subscription only!

While regular readers will be perfectly aware that OBM is not available on the shelves of newsagents, supermarkets or convenience stores, those of you who have either picked up a gratis copy of this very issue at the Stafford Carole Nash Classic Motorcycle Mechanics Show, or who obtained it thanks to it being bagged with our sister title Classic Motorcycle Mechanics, may not know this fact.

Even though this is the 400th issue, OBM has only ever been available via subscription, and at some astoundingly cheap rates too, as a full year’s worth is only £17! Other pricing options, and the varying ways of how to get your subscription, can be found on the form on the page on the inside of the back cover.

You’ll be at Mannheim, my son Running for the last 43 years, and with more than 4000 exhibitors and dealers, Veterama is Europe’s largest market for vintage cars and motorcycles, and it’s held over the weekend of October 12-14, which means it tragically clashes with the Stafford Carole Nash Classic Motorcycle Mechanics Show. With the location being the spiritual home of the automobile, given that the first powered wheeled vehicle took to the streets of Mannheim no less than 133 years ago, it’s little wonder that folk travel from all around Europe and beyond – Latvia, the Netherlands, Great Britain, Italy, France, Germany, Finland, Poland and Sweden – for this one weekend.

More details can be found at www.veterama.de

Hidden pleasures

Last month we made the enquiry about what machinery you have in your garage, shed, lock-up or lean-to that you may not have openly admitted to, and we’ve already had a couple of folk admit to some bikes that are most certainly pleasures, and they really shouldn’t be hidden! Doug McGarvie sent us a pic of his Kawasaki W800 and Sterling retro flat tanker (below).

Theo dropped us an email to tell us that his work tourer for his 50-mile round trip commute is a Honda CRF 250 Rally, his “ring ding ding grumpy pseudo classic” (a term he assigned to it himself) is an ’89 MZ ETZ 250 called Vlad the Inhaler (and he apologises for the name!), and the guilty secret is a Vespa PX125!

October 2018

  11

12 

October 2018

October 2018

NEWS 13

Pinhard Trophy - encouraging the youth in motorcycle sport

Diamond week for Brough club’s anniversary ride In a celebration of their 60th year of existence, the Brough Superior Club organised an across-Britain ride, with the destination being Sammy Miller’s museum in Hampshire. But rather than it being a simple point-topoint ride out, the club spent a full week traversing the country, visiting important places in Brough’s history.

The route started at Brooklands, travelling through Dorset to Clouds Hill (the National Trust property that was home to T E Lawrence at the time of his death),

onwards to visit a number of Brough-related venues in Nottingham, then to RAF Cranwell (where Lawrence served as an airman in 1926 and ’27), and to the National Motorcycle Museum to gaze upon its collection of Broughs, before heading to Middle Aston House, between Oxford and Banbury, where the main part of the rally took place. The club then rode to the Miller Museum, at which the accompanying photograph was taken with Sammy himself.

Created in 1950, the Pinhard Trophy celebrates the achievements of young riders in motorcycle sports of all types.

Set up by the Sunbeam Club – and, as an aside, remember that the club doesn’t just focus on Sunbeams, but on all early motorcycles, and organises pre1940 events such as the Pioneer run, as well as classic and modern trials – in memory of Frederick William Pinhard, who was the serving Sunbeam Club secretary when he passed away in 1948.

Previous winners include such greats as John Surtees in 1954, Mike Hailwood in ’58, Graham Noyce in ’75, Dave Thorpe in ’82, Steve Colley in ’91, Dougie Lampkin in ’93 and current MotoGP riders Scott Redding (2008) and Bradley Smith (2009).

So, as you can see, the trophy includes everything from trials to road racing via speedway, enduro and motocross.

To be eligible, motorcyclists must be under the age of 21 at the beginning of November, and

must be involved in bike sport under the auspices of the ACU or Scottish ACU (meaning that they can be either competitors or administrators), and the club is seeking nominations right now!

As you can see from the picture below of Hailwood receiving the trophy, it’s a huge, three-gallon cup that is retained for a year, while the winner gets a replica to keep after their year of ownership.

The winner is decided by a panel of judges, including editors of leading motorcycle periodicals and three officials appointed by the Sunbeam MCC. The magazine editors and the three club officials are joined by the general secretary of the ACU to discuss the applicants, after appropriate candidates have forwarded their details to the club.

Entry forms, regulations and a list of previous winners are available from the Sunbeam Club’s website or trustee for the trophy Tony Lloyd, who can be contacted on aj.lloyd@virginmedia.com or 07751300233.

Honda heaven at Washington’s wheels museum Fans of the two-wheeled products that have come from Soichiro’s factories in Hamamatsu (and Ohio) will be wanting to direct their vacations towards Washington State and, specifically, the America’s Car Museum. Despite its name, the museum doesn’t just focus on four wheelers, and has recently added Brown M Maloney’s expansive collection of Honda motorcycles to its display.

Maloney owns and operates three radio stations in Washington State, and has amassed an impressive collection of vehicles, including the one hundred and twenty-five Hondas that currently

reside in the museum.

These range from the very earliest Honda two wheelers, such as the ‘Cubby’ bicycle motor built in 1952, through to the models that set the Honda freight train rolling in the Sixties, such as the 125cc CB92, and through to more recent innovations, including the vee twin CX650 turbo and super-wide CBX1000.

For more information about other exhibits at America’s Car Museum, visit www. americascarmuseum.org.

An impressive variety, and number, of classic Hondas can be viewed at the America’s Car Museum in

A young Mike Hailwood collects the Pinhard trophy in 1958.

14 BIT ON THE SIDE

October 2018

Global delivery service – a postie bike that goes the distance Mick Payne shows us that neither age nor engine capacity should be a hindrance to transcontinental adventuring

I

’ve always been a fan of small motorcycles, and for several years my daily commute was a 197cc James Captain which had similar performance to a Honda step-through. Much rarer though, as the little Honda is the most numerously produced vehicle in the world. Ever. It is used all over the planet as basic everyday transport, and in Australia and New Zealand it is the bike of choice for the postal service, a little like the General Post Office BSA Bantams of yore.

The Runt, standing proud in all its glory.

to take a sidecar round the world.

Bantams have been fitted with This time he’s going to break his sidecars, as has at least one ‘Postie’ own age record – at 71 he’s doing bike, but, unlike the Bantam outfits, this little Honda CT110 is being used what most of us would think we are too old to consider. His mantra of for a very different purpose. It is “you’re never too old to have a happy ‘round the world’ transport for one childhood,” does go some way to Bob Dibble. As an Australian, from explaining his attitude, but also bear Scarborough in Queensland, Bob is in mind that he has to break his trip: as familiar with the little Honda as “I have to return to Oz for medical a Briton would have been with its reasons for a couple of weeks, as I BSA equivalent. He is also familiar had a cancer op last year and am with long distance travel. “In 1997 I due radiation treatment this year. used a 1967 HR Holden, that blew My message to you all is… get your its gearbox in Spain, and then over blood checked regularly!”

2011, ’12 and ’13 my wife Yan and I spent eighteen months travelling the world with a Changjiang sidecar Prepped and folding fitted to a ’95 Yamaha Diversion 900,” The little Honda is a super little outfit he said. that must be easy to manhandle; They visited 50 countries and even my Jawa/Velorex when loaded covered an impressive 65,000km was difficult to push around. The (40,600 miles). “It’s not official but Mighty Runt, as it is known, is “exGuinness Records tell me it was postal service, a 2001 model that the longest continuous sidecar cost $500, it has a slightly shaved journey,” Bob said. He also thinks head, sports muffler and an oil that, at 65, he was the oldest person cooler”. For peace of mind, Bob fitted

Bob and the Runt. And a tank.

In troubled lands. Is the presence of armed guards comforting or worrying?

The sort of sign that most of us don’t see every day.

heavier spokes and 3.00 rather than standard 2.75 tyres. “The sidecar I designed and built with the help of a mate – the superbly-named ‘Teabag’ – and it folds for shipping and is built as strong and light as possible,” he said. Because it folds, it ships as 1.5 cubic meters instead of the 4.5 cubic metres that a normal outfit would take up, thus saving on shipping charges.

“Nobody’s taken a postie rig around the world and, to my knowledge, nobody has taken a rig that small around the world either.”

So far, Bob’s notched up 23,000km (a hugely impressive 14,400 miles) and has even climbed Pike’s Peak – at 14,115 feet high it’s the tallest

Heading for the clouds – CT110 outfit versus Pike’s Peak.

mountain in Colorado and the scene of the famous speed hill climb.

He’s just crossed the Caspian Sea (the ship was “a rust bucket of epic proportions”) and is currently in Kazakhstan, with the plan being to head east, through Pakistan and India, before passing through Indonesia and then home, via Darwin.

If one of these machines appeals to you, then Pembrokeshire Classic Motorcycle have two CT90s, the Runt’s dual purpose cousins, but you’ll have to get your own Teabag!

I’m sure everyone wishes Bob well, and you can follow him on Facebook at ‘Bob Dibble Motorcycle Adventurer’.

Bob’s first trip with a sidecar, a Chinese chair attached to a Yamaha Diversion.

October 2018

  15

16 MADE IN JAPAN

October 2018

Chart-topping X Factor star... four decades on Steve Cooper regales the way that Suzuki grabbed the two stroke crown in 1978

B

y the latter part of the 1970s it was obvious that Suzuki’s GT250 was showing its age.

Despite being the bestselling 250 in the UK, the clock had been ticking for the model for longer than many realised. Essentially a revised T250 Hustler, it had sold well enough, but Yamaha’s RD250 was technically and dynamically a better machine. In 1976 Suzuki had upgraded the GT from three to four main bearings on the crank, added additional transfer ports and revised their geometries, but it was really only a papering over the cracks exercise. The quarter litre category was a hugely fertile market to all of the big players; if you got a 17-year-old hooked on a brand with their first bike then, chances were, they’d buy another. Brand loyalty sold bikes but, by 1977, Suzuki wasn’t selling too many GT250s, even when substantially discounted. A couple of years before, sales had been buoyant, but Yamaha’s astute restyling that delivered the seminal ‘coffin tank’ models had been a master stroke.

Beavering Boffins

Back in Hamamatsu, Suzuki’s R&D had boffins beavering away working on a new model that, they hoped, would totally outshine the tuning fork brand once and for all. Yamaha had seriously eclipsed Suzuki and there was a desire to repay the compliment, and it was going to be delivered as a sharp slap to the face. The new machine was going to use Yamaha’s famously successful reed valve technology and take it one step further.

Although the carbs were still fixed to the back of the barrels, they exited directly into the crankcases, thereby delivering their fuel/air mixture in the most direct route possible… well, almost. Technically the optimal route would have been via disc valves on the ends of the crankshaft, but this added width to the engine and cost to the build.

The other key area that Suzuki’s development teams worked on was weight reduction. The new machine was almost 20kg lighter than the old GT and it showed. As much as possible was made from plastic and what wasn’t plastic was steel that had been thinned down or removed. The GT250’s frame had been a twin down tube affair, but its replacement ran a single down tube from the head stock, bifurcating into a pair of thinner tubes that cradled the engine. Nothing had been carried over from the old 250 other than the model name, which was still, officially, GT250. Yet, to add confusion while at the same time giving the new machine its unique identity, the bike was marketed as the X7.

Even if the frame plate detailed the bike as a GT250, it was sold and known as the X7.

If this was an apparently perverse decision

by Suzuki there was, in fact, some logic to the moniker. The original 250cc T20 from the 1960s had been variously marketed as the Super Six in Europe, because it was the only 250 with a six speed box, or the X6 in the USA. The implication was that the new GT250 was

Nimble and feisty, the X7 took the two stroke battle to Yamaha's door.

even better than the X6/T250/GT250 even if it still only had six ratios in its gear train. Quite why Suzuki chose the X7 name remains an open question. It had called the mid-1960s T200 the X5 Stateside, so the ‘X’ designator was established on the other side of the pond.

And yet the X7 was primarily destined for Europe… an odd call by anyone’s standards.

A fast learner

So was the X7 a success? Yes, and a totally unqualified one. Almost overnight it became the default, must-have, learner machine in the UK and dealers were soon struggling to keep pace with demand.

Everything about the X7 was fresh and new. The kickstart was finally on the righthand side, the engine was finished in a funky gun metal grey, a brand new design of alloy wheels put the X7 on par with its peers, the styling was angular but didn’t crib a thing from the coffin tanked RDs and it appeared to have an exhaust system that was closely modelled on racing expansion chambers.

If the looks weren’t enough to whet a learner’s appetite, then there was the performance. Suzuki had claimed 30-31bhp from the old GT250 so its claim of 29bhp for the X7 looked a bit odd, or maybe they were just being a little more truthful this time! Horsepower aside, the X7 pretty much smoked everything else out there and the press loved it. From 3000-6000rpm the machine was relatively docile and surprisingly tractable, but when the tacho needle went beyond the 6000 mark the 250 simply took off, unlike anything learners had had access to previously. A lot of the performance came from the all-new engine, which breathed much better than the old GT250, but it was the significant weight reduction that allowed the X7 to make the most of what was on offer. Within weeks, sales of Yamaha RD250 began to take a hammering as the X7 became the new champion, with a small sub-culture growing up around, what was at the time, a ground-breaking machine.

The style of the X7 was set to bring learners towards...

A 250cc twin, with a six speed transmission, that came to life at 6000rpm.

And, ironically, it was partly due to the X7 success and, latterly, Yamaha’s reply to it, that the fate of quarter litre learner bikes was sealed. Teenage motorcycle road casualties had been on the increase since the start of the 1970s and the powers-that-be were getting worried. When the 250cc learner limit had been introduced back in 1960 the average quarter litre machine struggled to better 70mph, yet in less than a single generation there were 250s capable of nearing the 100mph barrier. The speed and flighty handling of the X7 were light years away from that of something akin to a 1961 AJS Model 14 and pressure was growing on the government to stop the carnage.

One of a kind

The X7 would remain a favourite for learners up until the introduction of the 125cc learner laws in 1983, even when it was supplanted as the must-have 250 by Yamaha’s liquid-cooled RD250LC. Fast as anyone needed and with a true Jekyll and Hyde character to it, the X7 was one of a kind. Even if its introduction hastened the 125 law, it’s hard not to celebrate the 40th anniversary of the fastest, air-cooled, learner legal, 250… ever!

... the factory's larger models, such as the GS1000S.

How much? Are you serious? How can they justify that kind of money?

Do any of those questions sound familiar to you? If you own a classic Japanese motorcycle then the chances are you’re probably ahead of me on this one by a country mile. In case you weren’t aware, key parts to Oriental bikes have recently seemingly rocketed in price. Yes, we all know that stuff such as tanks, seat bases and mudguards have always been on the salty side of reasonable, but when did service items get so stupidly expensive?

My own personal angst was catalysed after finding that my Suzuki Stinger may have a dodgy condenser which has allowed one set of points to arc and pit prematurely.

Whilst I know I could probably swap out the condenser for a new one and dress the points, I always like to have a Plan B – ie a spare ready and waiting to drop right in.

To make matters even more entertaining (read, worse) Suzuki, in their infinite wisdom, opted to use two manufacturers for the bike’s ignition system; Kukosan and Nippon Denso. Looking at the systems via my parts book revealed that only two things on the ignition side transfer over between the two types – nothing and bugger all. Staunchly British bike owners are now doubtless laughing uncontrollably at my plight…

In reality, dual sourcing is something the automotive industry has done for years and it makes sense… well, for the vehicle manufacturers at least. Having once owned a Renault Five for which were listed five different starter motors, you will, I hope, excuse me for saying that dual sourcing isn’t helpful to owners once the vehicle has gone out of warranty. Personally I’m beginning to think that most of the world’s ills in general, and the automotive side in particular, are foisted upon us by those fractions-of-a-penny bean counters who glorify in the name ‘accountant’.

Back at the plot, my friendly dealer found out that Suzuki apparently still list the points I need (Kukosan type if you actually wanted to know) and they were only £43 plus VAT each, or some similarly outrageous price. With condensers I’d be looking at more than £100 which, to me at least, does seem on the excessive side of avaricious. Ah ha, you say, what about eBay? £43 pounds there as well, unless I fancied a set from China that might fit, well, some sort of vehicle… possibly.

Thankfully the Lightbulb of Common Sense illuminated and a revised search by part number threw up a decent selection of options. Yet, after drilling down through the seller’s application lists it was readily apparent that they had no idea about Kukosan or Nippon Denso, and probably cared even less. Finally, after a serious amount of lateral thinking, I found a vendor in Australia who had sets of OEM quality points made by Daichi for £14 a pair – ie one third of the cost of the genuine sets from Suzuki. But wait, that’s not £14 a pair, that’s £14 for a pair of pairs… result or what? Deal done, I struck up a conversation with the seller and we anoraked about old bikes. Less than two weeks later the points arrived and the guy had even included some kickstart rubbers free of charge; a true gentleman.

So what are we to glean from all this?

Stock up on consumables for your current bike(s) whenever you see them reasonably priced. Search by part number as well as model description. Don’t automatically pay top dollar because it’s the easiest option. Always ask for a deal on multiple unit purchases. And, if I hadn’t been able to find any Kukosan ignition points anywhere? There’s a company in Germany that makes a fully electronic ignition system for £280. Compared to the price of genuine parts from Suzuki, I’m beginning to think that that’s a bargain. Why? Because it’s available off the shelf and will never need setting up ever again, and there’s no service parts needed!

18 READERS' LETTERS

October 2018

✪ Muc-Off Star Letter

Classics and their limitations.

Ride with forethought.

I was surprised on opening the latest copy of OBM to again find the picture of my wife, Patricia, and myself riding our outfit through Banbury; printed beside the headline “Intimidated by modern traffic”.

We have been riding our outfit (and sundry other solos) for 48 years, on routes ranging from rural Cumbria and Ireland to urban Birmingham and Wolverhampton, and at no time have we felt intimidated by the traffic. Whilst I am sure most riders of motorcycles old or new prefer lightly trafficked roads in the open country, I do not believe that, except possibly for those riding clutchless machines, a

comparatively short stretch of urban riding should be a problem. Remember the limitations of your machine (in our case slow acceleration and extended braking distances), be aware of and be courteous to other road users, don’t expect everyone to give way to you but be grateful when they do, take your time and look forward to the open road ahead.

For our part we thoroughly enjoyed the Banbury Run and the opportunity to again ride with a splendid turnout of veteran and vintage machines. A big thank you to the organisers.

Brian Empsall, Lichfield

And if anyone needed any inspiration to get out and ride their classic, veteran or vintage machine, then Brian has just supplied it! There is no reason why anyone should feel intimidated by modern traffic and, while some drivers are impatient and selfish, you must remember that many other car, truck and bus drivers just love to see classic vehicles out and about being used. We can all relate to the conversations that strike up in car parks, at petrol stations and outside transport cafes with fellow travellers, and they’re just as happy to see you when they’re in motion in their tin cage! – Ed

Keep your motorcycle in concours condition with the help of Muc-Off. Its fantastic range of bike-cleaning products will make short work of shifting all sorts of road dirt. Get that muck off with Muc-Off! Each month the star letter on OBM’s ‘Your View’ page will get a litre of Muc-Off Bike Cleaner for your clean start. Visit muc-off.com to see the full range or find Muc-Off on Facebook.

Is smoking unsociable now?

I read with interest Arthur Pentney’s letter (OBM September). There is no doubt that there are changing attitudes towards old bikes on our roads. One in particular concerning riders of two stroke machines.

I am finding that the smoke trail left by my Greeves is causing annoyance to other drivers. Last year I was subjected to a particularly nasty road rage attack where a van driver overtook me on the brow of a hill, narrowly missing a head on crash with another vehicle. Further down the road, when I caught up with him at traffic lights, he hurled four letter abuse at me, ranting on about my stinking, polluting old bike.

With the governmental moves to get diesel cars priced off the road, together with other ‘save the planet’

measures in the pipeline, the humble two stroke is, I fear, going to be a target for the green brigade.

Whilst I have as yet not had another case of road rage, I am conscious that cars are staying well back until they see a gap to get by me. I would add that I am using less than the original 20-to-1 petroil mix recommended by Villiers.

John Wakefield, Cambridge

As you may know, the two stroke engine has already been legislated off the road in several areas, despite the fact that small capacity two strokes can be very fuel efficient. In California, for example, they’ve been banned from road use for many years. – Ed

Entrevaux memories

I read with interest the article by Ian Kerr on page 37 of the August OBM and would like to add to it.

Michel Lucani, the owner of ‘Musee de la Moto Entrevaux’, in the ‘good old days’ when old motorcycles were two a penny, was following a lorry which was heading for the rubbish dump. He noticed that there was an old motorbike on the load so he stopped the lorry and asked if he could have the bike.

Thus started his collection. He then acquired some other abandoned motorcycles.

Noticing that he collected bikes, several people contacted him to say: “I’ve got an old bike in the shed. Would you like it?” Finally he decided to open the collection to the public. Chatting with him about mechanical things, he informed me that he had been Ettore Bugatti’s mechanic. Ten years later I went on a tour of the Alps with a group (which included Michel Bugatti, son of Ettore) from the village where I live.

We stopped for lunch at Entrevaux. I told Michel that I would like him to come to the museum with me to see a motorcycle.

On entering I said to Mr Lucani: “I’d like you to meet Ettore Bugatti’s son.” I then said to Michel: “Mr Lucani was your father’s mechanic.” For the next few minutes I didn’t exist.

Michel has a Bugatti which he has owned since forever. His sister also had a Bugatti. In the early Fifties she swapped it for a fridge and was very happy as fridges were expensive. The world of motoring has greatly changed!

Cordially, Dru Barron.

Not Dead Yet – but does it still exist?

Details from Down Under The bike requiring an ID on page 20 (OBM Readers’ Letters, September), featuring the parents of Hugh MacKenzie, is a 1926 Triumph Model Q. The Model Q was the up-market Model P, with additional nickel plating and polished carb, crankcase and gearbox, plus an aluminium piston instead of the cast-iron piston of the standard Model P. Hence at £46-10-0 was £3-2-6 more expensive than the 1926 standard Model P.

Peter Cornelius, (Triumph Specialist for the VMCC, now resident in New Zealand.)

Interesting to see Andy Blackman’s letter last month about the Bristol connections to Fred Launchbury and George Todd. Many years ago I went to Bristol one evening with the legend who was George Hardwick, maybe 25-30 years ago. We went to visit a man who I would call a garden shed engineer, of whom there were many at that time due to the aerospace industry at Patchway and Filton. It all seemed very secretive in a knock three times on the door and whistle a tune sort of way! Once we were inside, much technical conversation took place and parts were exchanged, I’m not sure who was doing work for whom. What caught my eye was a small racing motorcycle on the workbench, that was probably a Bantam, very small and very well engineered. The letters on the tank spelled the name BINDY and when I asked I was told it stood for British Is Not Dead Yet. Not quite I thought. Could this have been one of the famous racing Bantams and, indeed, does it still exist?

Andy White, Email

ENDOFPREVI EW

I fy oul i k ewhaty ou’ v e r eads of ar ,whynot s ubs c r i be,ort r ya s i ngl ei s s uef r om:

www. c l as s i c magaz i nes . c o. uk