Old Bike Mart March 2015

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March 2015

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March 2015

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It was intriguing to learn about the plans by the parent company of the Indian Royal Enfield concern to develop a technology centre in Leicestershire in support of a larger new facility under development at Chennai, where a new factory now produces the classic 350cc and 500cc singles.

Helped along by a rapid surge in home demand for its motorcycles, and now exporting to more than 40 countries, Royal Enfield – now a division of Eicher Motors Ltd – sold more than 300,000 machines in 2014, and this year plans to sell no fewer than 450,000. An

impossible goal? Not when you consider that its sales have grown by 50% for each of the past three years.

Although the classic appeal of the Enfield range has been the main reason for its export sales in recent years, will all this research and development merely continue to improve what started off as basically a 1956 Redditch design?

The Indian company has made steady improvements throughout the years, such as the recent engine developments, disc brakes and improved electrics, but how much further can it go?

Bovingdon jumble cancelled

■ Circumstances beyond the organisers’ control have forced the cancellation of the Bovingdon BBC Jumble on Sunday, April 12.

Swiss Ace Cafe opening soon ■ Ace Cafe London informs us that the Ace Cafe Luzern will be opening this spring.

Located in the centre of Switzerland, it’s surrounded by some great twisty roads, and in keeping with the Ace tradition of being a ‘home’ and destination for all who share a passion for speed, thrills and rock and roll, the new cafe will soon be hosting ride-ins and ride-outs along with a host of meets, gigs and special events.

To discover more about the Ace Cafe Luzern, Sonnmatthof 2, 6023 Rothenburg, Luzern, Switzerland, call +41 79 223 6945, go to info@acecafeluzern.ch or visit the www.acecafeluzern.ch website.

Will the current range simply expand to reflect more lifestyle statements – a process that began when Watsonian-Squire was the main UK importer – or will something new eventually emerge?

The word ‘evocative’ crops up in the parent company’s press statements, the latest telling us: “Royal Enfield is fast becoming a very important player in the global mid-size motorcycle market, and is working towards reinventing this space with motorcycles that are evocative, engaging and great fun to ride.”

Maybe we aren’t going to see a new Meteor or Crusader Sports after all – but it will still be fascinating to see what it’s got in mind.

Classic promise for Anglesey Thunderfest Lots of ‘proper’ classics have already been entered for the 2015 Thunderfest at the Anglesey Race Circuit on May 30-31, which will appeal to riders who want a competitive event and the chance to go fast on a track, but without the banging of fairings that flat-out racing sometimes brings.

As classic riders grow older, there’s a growing attraction for the “almost, but not quite a race” that the event represents.

Also, instead of the silverware ending up in the hands of the same riders time after time, Thunderfest winners tend to be far more diverse – after all, it can be tricky to maintain a declared average speed for 25 minutes plus two laps.

Well tucked in on his lovely 175cc Honda, 60-year-old David Clarke is a previous Thunderfest winner.

NEWS 3

March 2015

Farewell to Nick Nicholls, the doyen of motorcycle racing photographers M

any people would argue that the most famous photograph in the history of motorcycle sport was that of Giacomo Agostini at Bray Hill, front wheel aloft, in the 1970 Senior TT, which led to that section of the historic course being renamed ‘Ago’s Leap’.

The man who took that picture was Brian ‘Nick’ Nicholls, who passed away at the age of 83 on February 4.

Nick Nicholls as many will remember him – in the thick of the action at a motorcycle race meeting.

Born on June 26, 1931, Nick was evacuated from London during the war, and later left his grammar school as soon as he could to take a job in a bank.

He bought his first motorcycle at the age of 21, and that purchase – together with his other passion, photography – would shape the path of his future career.

His first visit to the Isle of Man, and his first job as a fully-accredited photographer working for Canadian Motor Cycle Association News, came in 1956. It marked the start of a long career supplying images to the press, including the fledgling Motor Cycle News.

Despite his day job at the bank, Nick was soon travelling 20,000 miles per year at weekends covering bike events the length and breadth of the country – not just road racing but also trials, scrambles, sprinting and grass track meetings.

He carried on well into the 1970s and beyond, but his heart belonged to the halcyon days of the 1960s, when he was known by most riders. One anecdote from

Nick’s TT photos from the 1960s, such as this one of Tommy Robb riding a 50cc Honda during the 1962 event, are legendary.

the ‘early days’ was that Stan Hailwood would buy any picture of his son Mike in action, and had one of Nick’s photos of him winning the 1961 Senior TT blown up to 6ft x 4ft and placed on display in the Kings of Oxford showroom.

After gradually lessening his involvement in the modern scene, Nick became a regular

presence among the classic movement, particularly the pre65 trials and motocross world.

He died in a nursing home in south London after being unwell for some time, and the funeral took place at Honor Oak Crematorium.

Our condolences are extended to Nick’s family and his legion of friends.

Regulations out for VMCC Reivers’ Bamburgh Run

It sounds idyllic – a summer Sunday run for flat-tank and post-1930 motorcycles with girder forks along relatively quiet roads by the Northumbrian coast.

Regulations are now available for this year’s Bamburgh Run, being organised by the Reivers section of the Vintage Motor Cycle Club on June 14.

While the organisers are seeking the

biggest turn-out of old bikes possible, they stress that non-participating visitors who want to see the machines will be made most welcome at Bamburgh Castle, where the riders will gather from 10am for an 11am start.

For more information, contact Mike Coxon on 07919 666818, at coxonm1@yahoo.co.uk or by visiting the www.vmccreivers.co.uk website.

Blood bikes set to benefit from Prescott Bike Festival Four-times World Superbike Champion Carl Fogarty will be joined by threetimes British Superbike Champion John Reynolds and other motorcycling personalities including Steve Parrish, David Hailwood and Richard Cooper when the Prescott Hill Climb venue near Cheltenham hosts the Prescott Bike Festival on Sunday, April 12.

All proceeds from the event will support the blood bike charities, and as well as a great display of historic, modern and race bikes, including one

of Foggy’s WSB-winning Ducatis, Carlos Checa’s MotoGP Ducati and a rare experimental 350cc Manx Norton, there will be plenty of action as riders tackle the famous hill itself.

There will be stands from motorcycle manufacturers and clubs, demonstration areas, passenger ride experiences and trade stalls.

The Prescott Hill Climb venue at Gotherington, near Cheltenham GL12 9RD is just a 15 minute ride from the M5.

Lucas 7in headlamp shells now available

Paul Goff has announced that genuine Lucas 7in headlamp shells, as fitted to Triumph, BSA and Norton in the 1960s and 70s, are being made again.

Available in seven styles – black, chrome, with or without ammeters, switches and so on – all include rims and are marked with the Lucas name.

They are available from Paul Goff at 62 Clare Road, Prestwood, Bucks HP16 0NU (01494 868218) or norbsa02@aol.com, they cost £42.95

This chromed example is one of seven variations of Lucas headlamp shell that are being marketed again.

Red hot ‘big wheel’ sidecar action as ‘The Flying Tractor’ team wrestle with a Lydden left-hander.

Fancy having a go at sidecar racing?

Have you ever wondered what sidecar racing is like, and thought about trying it out?

British Historic Racing is hiring Mallory Park for a practice day on Friday, March 27, and with the blessing of the club the ‘big wheel’ sidecar blokes will be offering their outfits to novices to give them a taste of the sport.

The day is free, but the would-be racers will have to provide their own race kit of one-piece leathers, gloves, boots and a gold-stickered helmet – and then persuade David Sykes on 0116 287 6119 that they have a sincere desire to race outfits.

Most of the machinery will be from the new BEARS class, and will possibly include Dave’s own ironhead Sportster beast, ‘The Flying Tractor’.

BEARS outfits are road-derived bikes from Europe and the USA with a minimum of 17in wheels and a platform bolted on.

The current cut-off date for eligible machines is December 31, 1986, and the simple formula gives fast, furious and definitely the cheapest sidecar racing to be found anywhere.

There is a six-meeting series at six different circuits, and a minimum of four races at each meeting.

If you want to know more, call Dave on the previously-mentioned number or at sidecarstar@ hotmail.co.uk

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12 FROM OUR ARCHIVES

March 2015

The Navigator makes a splash

The standard Navigator came without the ‘bathtub’ rear end.

Developed from Norton’s surprise 250cc Jubilee of 1958, the punchier 350cc Navigator introduced two years later offered great handling and brisk performance. This is how The Motor Cycle saw the squat parallel twin.

B

“We can’t go through this!” The Navigators had to turn back at Lowsonford during a soaking wet ride in Warwickshire.

y the end of the 1950s, the concept of the British 350cc motorcycle was changing fast.

For many years, three-fifties had suffered from a built-in power-to-weight disadvantage by sharing the same frames and cycle parts with their 500cc counterparts. While this gave models such as the BSA B31, Royal Enfield Bullet, AJS Model 16 and Norton Model 50 a good reputation for robustness and suitability for sidecar use, it did nothing for their acceleration, braking and top speed.

One way of pepping up the performance of a 350cc engine was to fit it into a suitably modified 250cc frame, and BSA was one of the firms to do just that with the launch of its B40 Star in 1960.

For a while, AMC extolled the virtues of both the old-style AJS Model 16 and its unitconstruction Model 8 in front-cover advertisements in the motorcycle press. “For all normal requirements,” went the blurb, “the highly attractive Light 350 Model 8, with its extremely clean and equally lively power unit, fulfils every requirement with distinction. If, however, a 350 is required for prolonged use under exceptionally arduous conditions, or with a sidecar attached, the Model 16, incorporating the rugged duplex frame and cycle parts of the 650 twins, justifies the additional cost involved.”

With the success of Triumph’s 350cc TwentyOne, introduced as the Meriden concern’s first

unit-construction twin in 1957, Norton launched the 349cc Navigator twin in 1960.

This was as a bigger-engined version of the 250cc Jubilee, which had broken away from tradition completely when it appeared two years earlier both in celebration of Norton’s Diamond Jubilee and to provide a machine to comply with the coming learner regulations limiting engine size to under 250cc that would come into effect in 1960.

Breaking away from tradition is always a gamble, in Norton’s case even more so, because tradition had been the bedrock of Norton’s sales success for many years.

Nevertheless, both the Jubilee and Navigator were received with enthusiasm by the motorcycling press.

Rapid ‘Jubilee’?

Under the heading of ‘The Navigator sails in’, the report in the November 3, 1960 issue of The Motor Cycle began, in the often whimsical style of ‘The Blue’Un’: “One day last summer (this is a true story, by the way), a near-VIP on a visit to the Norton works had an urgent recall to his home base.

“To save time, he borrowed what seemed to be a current Norton model from the experimental department. But when he returned it later, he commented: ‘Whew! I knew the Jubilee was fast, but didn’t realise it had as much steam as that! What have you done to it?”

Joe Dick’s photo of this Norton Navigator is so beautifully composed it could be a painting.

March 2015 Norton hadn’t revealed the fact that the power unit was the prototype of the Navigator three-fifty twin that became available in both standard form and deluxe trim, the latter boasting a styled mid-section and ‘bathtub’ rear fairing.

For both versions the front fork was of the celebrated Roadholder design with shorter springs.

The 8in diameter front brake was housed in a full-width light alloy hub, complemented by a 6in rear.

Based on the Jubilee engine, and retaining the same squat appearance, the 349cc power plant had a bore and stroke of 63 x 56mm (as against the 60 x 44mm of the Jubilee), but while separate light alloy cylinder heads were featured, the cylinder block for the three-fifty was a onepiece iron casting.

The other major difference was the use of forged steel instead of nodular cast iron for the crankshaft, a change dictated by the increase in power.

Design of the crankshaft was, however, similar to that of the Jubilee, with an integral flywheel between the cylinders and conventional bobweights outboard of the crankpin journals. Matching bobweights were formed on the flywheel cheeks.

The crankshaft bearings, like those of the two-fifty, were particularly sturdy and of the same diameter and width as those on the 500cc and 600cc Dominator twins.

The cylinder axes were 33⁄8in apart and the cylinder block was spigoted very deeply into the crankcase mouth so that the flywheel intruded between the cylinders.

Gear-driven camshafts were disposed fore and aft of the cylinders, high in the crankcase.

Long, flat-base tappets operated in guides pressed into tunnels in the cylinder block casting, so only short pushrods were necessary.

As with the Jubilee, the rockers were mounted on eccentric spindles, and valveclearance adjustment was made by first slackening a clamp screw (which located a flange on the outer end of each spindle) then rotating the spindle with a screwdriver.

Driven from the right-hand end of the inlet camshaft was a twin contact breaker assembly. Each set of points could be moved independently on the base plate so that the ignition timing could be set accurately for each cylinder.

Composite frame

The Navigator had coil ignition, and the rotor of the Wipac six-volt, 50W alternator was mounted on the driving side of the crankshaft, outboard of the engine sprocket.

Twin ignition coils were clipped to the frame top tubes, beneath the three-gallon fuel tank.

The other main point of interest for both the Jubilee and Navigator was their composite frame, with a tapered, ovalshaped, pressed-steel front-down member embracing at its upper end the malleable iron steering head.

At the lower end the pressing changed to channel section and curved rearward to pass part-way beneath the engine/gearbox assembly.

Twin tubular loops, bolted to the front down member just below the steering head, passed horizontally rearward to the rear suspension upper mounting points, then curved downward and forward to meet the lower end of the front-down member.

FROM OUR ARCHIVES 13

Norton’s 349cc Navigator parallel twin featured a one-piece cylinder casting and forged steel crankshaft. Note the depth to which the cylinders are spigoted into the crankcase mouth, and the stubby, ultra-short pushrods.

The twin contact breaker assembly was driven from the right-hand end of the inlet camshaft.

The seat pillar was a channel section pressing, to the rear of which was welded the rear fork pivot support.

So much for the technical details, but how did the Navigator go and handle?

Vic Willoughby seemed suitably impressed after trying one out on a wet and miserable day in Warwickshire, and a sub-heading paid accolades such as ‘Handling to enhance even Norton’s tradition’ and ‘Smooth, zestful speed’.

After splashing through the flooded country lanes all day long, Vic wrote: “I can think of precious few other machines on which I should have been anything like so happy to try out the navigation – sorry, steering – in the vile conditions in which I first rode a prototype of the standard version.

“Rain, incessant, highly concentrated and all-pervading, smothered everything as I swung out of the factory gates and took a fix on sales manager Smith. Hot on the scent of some swervery, Bill headed his de-luxe model over Birmingham highways that were everywhere saturated, often awash and occasionally flooded. But to say I felt confident would be a prize understatement.

The deluxe version of the Navigator sported a full rear fairing.

“The Navigator fitted me as perfectly as if I’d been upended and had it poured on to me.

And Bill, some 6 or 7in taller, looked every bit as comfortable.

“From Solihull we took to some of Warwickshire’s most beautiful lanes – narrow, sinuous, rich in autumn hues. Fallen leaves abounded, sodden and pulped by passing tyres. Some sections of the road surface were completely hidden, yet the Navigator flowed happily round every turn with never a twitch – as stable a two-wheeler as ever was.

Turned back

“Through Widney Manor and past Packington House we droned until we came to Lowsonford, where 2ft 6in of flood water turned us back and we wended our way by Claverdon and Henley-in-Arden to Wootton Wawen.

“Use of the Dominator front fork and brake proved to be a stroke of genius, giving leechlike roadholding and superb braking. The rear brake was appreciably less impressive and needed heavy pressure.

“The cylinder block and pistons were nearly new, so a thrashing was out of the question. But judging by the way the model sang swiftly up to 30mph in bottom gear, 45mph in second and 60 to 65mph in third before a brief burst at 70mph on something less than half-throttle in top, I’d say the Navigator will match the best touring threefifties for zip.

“Together with the superb and effortless handling, this liveliness convinces me that scaling up a two-fifty is a far better way of making a good three-fifty than scaling down a five-hundred.

“At 330lb, the Navigator weighs about 80lb less than some three-fifties produced by the second method.

“Starting is child’s play, and idling slow, regular and dependable enough to turn any grandfather clock green with envy.

“On the way back to Birmingham via Tamworth-in-Arden, I tick-tocked along at 25mph in top, feeling every power impulse but no transmission snatch. True, no-one but a philistine would do that normally, but accelerating the Norton from 30mph in top was nothing out of the ordinary – though using the gears is the short cut to real zest.

And there was no perceptible vibration.

“Will the Navigator catch on? Any machine that can give me that much sheer enjoyment in such depressing conditions is a sure-fire winner.”

Unfortunately, the demise of the British three-fifty was just around the corner with the emergence of machines such as Honda’s 100mph 305cc CB77 – but it was all good fun while it lasted.

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14 NEWS

March 2015

Flying start for Putoline Classic Dirt Bike Show

B

ig crowds, stunning machinery and an electric atmosphere ensured a flying start for the Putoline Classic Dirt Bike Show at Telford on February 21-22.

Under the new ownership of Classic Bike Shows, the status of the former ‘Wrighty’s Show’ was confirmed as the biggest trade and social event in the classic off-road calendar, with some thoroughly deserving bikes scooping the awards.

A Maico Mega 2 exhibited by Steve Butler, Glenn Whittock and Terry House was selected Best in Show — and the trio weren’t even aware that they were in line to pick up a trophy!

“The bike was built only recently,” said Glenn, “and we just intended to come to the show, catch up with some old friends and present it to Terry so that he can use it in competition. We didn’t know we were officially entering it to be judged, and were delighted to win not only the Best Motocross award, but also the overall Best in Show.”

Steve Butler, who worked on the bike along with Glenn, had previously been a grand prix mechanic for the Maico factory, and some of the techniques he’d learned there were incorporated into its construction. “It’s based on the engine design from the successful 1980 season, when four of the bikes I worked on finished in the top 10 in the opening race in Austria,” he said.

Glenn then made use of modern engineering methods to refine the bike for 2015 events.

Steve Linsdell’s 350cc Royal Enfield took the award for best road racer, and John May’s 1965 Bultaco 10 Sherpa was adjudged best trials machine. The best enduro was Heidi Cockerton’s 1965 Suzuki S10, and in the best grasstrack/speedway category, Paul Muller’s 1974 Jawa Speedway took the honours.

Among the historic machinery from off-road competition and road racing were the rare Norton Kneeler from the Sammy Miller Museum and the Honda on which Graham Noyce took world motocross glory in 1979.

Graham spoke on stage with Classic Dirt Bike editor Tim Britton – but not before he was reunited with his 500cc factory mount for the first time in over 20 years.

With trade and autojumble plots taking every available inch of space, many bargain hunters left happily with parts, tools, accessories and riding kit.

Event organiser Richard Graham said: “The effort from clubs, private entrants and organisations in bringing together such an incredible array of bikes has been superb, and all credit must go to them. My thanks also go to the traders for their great contribution to the show.

“I couldn’t have wished for a better start for the Putoline Classic Dirt Bike Show, and I’m already looking forward to getting started on the plans for next year.”

The next event to be organised by Classic Bike Shows will be the Carole Nash International Classic MotorCycle Show at Stafford on April 25-26 – one of the biggest classic bike exhibitions in the world.

To learn more, visit www.classicbike shows.com

Displayed by Glenn Whittock, Steve Butler and Terry House, this 1981 Maico Mega 2 was adjudged both the best motocross machine and best in show. Photo: Bill McKeown.

John May’s 1965 Bultaco 10 Sherpa was a worthy winner of the best trials bike award.

Photo: Bill McKeown

ABOVE: Steve Linsdell’s newly-restored 350cc Royal Enfield took best road racer award. Photo: Bill McKeown

Motocross legend Graham Noyce is pictured on stage with his 1979 world championship-winning 500cc factory Honda. Photo: Redcat

At the Saturday night dinner, and in appreciation of all his work for the show, Alan Wright was presented with this fine caricature. Photo: tiM BRitton

LEFT: Another gem from Heidi Cockerton’s collection of exotic Japanese bikes, this 1965 Suzuki S10 took the best enduro award.

Photo: Bill McKeown

Something completely different was this superb Norton Kneeler from the Sammy Miller Museum.

Paul Muller’s 1974 Jawa speedway bike took the award for the best grasstrack or speedway machine at Telford.

Photo: Bill McKeown

16 NEWS

March 2015

Bringing the NMM to life

‘Hands on’ experiences, a racing team launch and an annual ‘free entry’ day change the image of the National Motorcycle Museum Pete Kelly spends a morning with NMM director James Hewing to discover how 2015 promises to be a vintage year in more ways than one.

W

hat would a Japanese visitor think as he walked around the hallowed halls of the National Motorcycle Museum, situated beside the A45 between Coventry and Birmingham?

Would the largest collection of British machines in the world confirm to him that our manufacturers paid the price for complacency when Japanese products stormed the market in the 1960s and 70s – or would he be genuinely surprised by the sheer imagination and inventiveness displayed by literally hundreds of British manufacturers as they tried out practically every engine and frame design over a period of dominance lasting more than 60 years?

With the blessing of the family of the NMM’s late founder Roy Richards, whose work continues in trust, director James Hewing is determined to change any perception of the priceless 1000-plus collection in his care as ‘crusty old exhibits’ by bringing the museum alive and making it more inclusive than ever .

“We have great plans over the next few years to make the National Motorcycle Museum a truly dynamic resource for everyone who loves old motorcycles,” he said. “Building on Roy Richards’ incredible legacy, we want to give enthusiasts the chance to take part in some unique activities that just wouldn’t be possible otherwise.”

Friends scheme

The ambitious programme for 2015 includes building up the recentlylaunched Friends of the NMM scheme that offers members much more than unlimited free entry to the museum for the duration of their membership along with 10% discounts in the museum’s restaurant and shop.

Benefits include priority access to the programme of one and two-day escorted classic bike tours offering rides on historic machinery such as a Vincent Black Shadow and a Brough Superior. These tours will visit places of interest within reasonable riding distance of the museum, with the support of the museum’s restoration team in a back-up van carrying tools, basic spares and standby machines.

Other ‘take part’ activities to which the same Friends’ discounts apply will include Mallory track days, workshop instruction days (on which participants will be invited to learn the basics of balancing a carburettor, adjusting a clutch or timing a magneto), and twice-a-year training days to learn about and ride veteran and vintage bikes with their lever throttles, hand gear changes and manual advance and retard mechanisms.

The idea of changed perceptions is also behind the newly-formed Team National Motorcycle Museum Racing (see news pages) in which William Dunlop will ride one of the museum’s original Norton rotary bikes from the 1992 British Championship season in the Motorsport Merchandise Formula 1 Classic TT race on Monday, August 31.

The machine will be adapted from its original short circuit design by Brian Crighton, who admits there is

The logo of the National Motorcycle Museum Friends.

James Hewing was thrilled to ride the famous Hislop ‘White Charger’ Norton rotary at last year’s phenomenal Classic TT Festival at Jurby.

quite a lot of work to be done to prepare it for the unique and challenging island circuit.

“With such an up-and-coming young rider as William, our participation in the Classic TT will reach out to a new audience by showing them that the NMM is anything but a dull, dry place,” said James, who took part in the cut and thrust of 350cc production racing during the 1980s.

So successful was the museum’s free open day to celebrate its 30th A youthful James Hewing brushes anniversary last autumn that it will past a fallen marker cone in a 1980s NMM director James Hewing poses with one of the museum’s latest acquisitions now become a live annual event with production race at Elvington. on February 18 – the 1964-5 P1 Triumph Trident pre-production prototype. museum tours, ‘Stars on Stage’ appearances, an autojumble and “For the next two years I restored the “When I told him, he said: ‘It’s as with the later twin-shock bike, trade stands. This year’s date will be old Matchless in my bedroom, but probably because you had it but it had long been my dream to Saturday, October 31. after reaching the age of 16, I rode a tensioned up like a violin string!’” ride one.”

Being a family business and not Yamaha FS1-E for a year. Two weeks As his passion for motorcycling Since coming to the museum, he publicly funded, the NMM has to after my 17th birthday, I passed my test grew, James moved on to big has also tried other rare machines earn money, and one of the most on a borrowed Yamaha RS125, but Japanese and Italian machines, and including the Cosworth Norton successful fundraisers has been when everyone else seemed to be became a voluntary instructor in the Challenge that he rode last year at offering some exotic motorcycles as riding a 250cc or 350cc Yamaha, the old RAC/ACU training scheme.

Dijon, a circuit he found quite similar raffle prizes. The current raffle, old Matchless was my first big bike By the 1980s he was riding 350cc to Donington Park, but he found for a brand new 961cc Norton cafe on the road.” power-valve Yamahas in production the Challenge quite heavy for a racer worth £18,000, will be drawn racing circuits like Donington Park, racing bike. “Sometimes I have to during the Carole Nash International Violin string Mallory Park, Elvington and his pinch myself to realise it’s all Classic MotorCycle Show at Stafford The G80 took him on his first visit to home circuit of Darley Moor. happening,” he said. on Sunday, April 26, and the May to the TT, during which one day his “If you could ride any bike out of October draw, for a ‘Shadow-ised’ primary chain snapped as he was the whole NMM collection,” I asked, Latest arrival Vincent Rapide complete with giant riding down in the direction of “which would it be?”

The National Motorcycle Museum’s speedo and black crankcases, will Governor’s Bridge.

“Easy,” he replied. “I’ve already collection is growing constantly, one take place during the museum’s “I managed to get another one,” said done it – on the Norton Rotary of the latest arrivals being the 1964-5 open day.

James, “but while I was tensioning it ‘White Charger’ at Jurby last year. It’s Triumph P1 Trident pre-production The acquisition of the BMS (Bruce up an old sage came up to me and quite unusual to ride, a bit two- prototype.

Based around a Main-Smith) Archive brand name at asked: ‘Do you know about bike stroke-like with a lack of engine Bonneville chassis with widened a Bonham’s auction shortly before maintenance? What happened to your braking further up the rev range, bottom rails and restored James Hewing’s appointment has primary chain?’ and the handling isn’t as sure by John Woodward, who was a also added to the NMM’s reputation. member of the Triumph “Rather than just looking at the development team, it also boasts a bikes, we want any visit to the normal Bonneville tank – which I museum to be a living experience,” must admit I much prefer to those said James, whose previous job was that finally materialised on the chief executive officer of the Vintage production versions!

Motor Cycle Club.

More bikes than ever seem to be He was introduced to bikes at the crammed into the NMM’s halls these age of 12 by his older brother, who days – indeed the need for more rode a 175cc two-stroke CZ to work space is becoming an issue – and and taught him to ride it on a car park changes since my last visit also behind one of the family’s shops. include improved bike descriptions, “The first time I got on I dropped the audio-visual stations and the clutch, twisted the throttle and it construction of a slowly-revolving went clean away from me!” he said. turntable on which individual bikes “A couple of years later my brother, will be shown to their best effect. who also had a 1948 Matchless G80 If you haven’t visited the museum rotting in a shed, told me that if I for some time, you might be could restore it, I could have it when I surprised by just how much is going was old enough to ride. If I couldn’t, on there! For more details visit he wanted it back. www.thenmm.co.uk The National Motorcycle Museum’s frontage by night.

38 IT’S MY BIKE

March 2015

On wings of thunder

Pete Kelly visits Somerset to learn about the restoration of a Triumph Thunderbird that’s belonged to the same family for 65 years.

I

n 1950, Terry Parsons’ Triumph Thunderbird was bought brand new from Godfreys of London W1 by his late grandfather, Harold — and it’s been in the same family ever since, with five generations now having sat on the majestic sprunghub machine.

After Harold passed the Triumph on to Terry’s RAF pilot dad, Cliff, it lugged a double adult sidecar around for a while, with Terry and his older brother Harold junior inside, but the Triumph has now belonged to Terry for 41 years.

Family snapshots show Terry crawling all over the Thunderbird as a small boy, and it must have left a mighty impression because by the age of 15 he was tearing around a field in Aldershot, where he then lived, on a Triumph Tiger Cub. Several years before he’d ever be allowed legally to ride the Thunderbird on the road, he asked his dad if he could have it. His wish was granted, and on his 17th birthday, after passing his bike test on an RD200 Yamaha, he picked up his younger brother Michael from school on the Thunderbird as promised.

It was one of the proudest days of Terry’s life, and although the old

machine was subsequently fitted with ape-hanger bars, king and queen seating and so on, he always kept the standard-length front forks and resisted selling it at a time when the chopper people were going crazy for sprung-hub Triumphs.

“That bike has always looked after me,” says Terry, who recalls speeding along one day in the pouring rain on the approach to a roundabout, only to discover that he had no brakes.

“There was no way I was going to get round, so I bunny-hopped straight on to it and off the other side,” he said. “Even though I then had to lean it right over, it still stuck to the road.

It’s a lucky bike.”

When people tell him that sprunghub Triumphs don’t handle, he says: “If you’ve never ridden one, mate, just try it. With that big sprung hub, the back wheel is just like a gyroscope.” He also has some good advice about working on sprung hubs: “If you don’t know what you’re doing be careful, because the results can be quite grenade-like!”

After passing his test, Terry, a selfemployed builder who now lives with his wife Heather in a small village near Yeovil, Somerset, used the Thunderbird as daily transport between his then-Aldershot home

and the garage in Farnham where he worked as a mechanic.

For many years the Triumph was on and off the road, being rebuilt in various guises. It was painted red and black when Terry embarked on his life-long scrambling career at the age of 19.

With his passenger David Bell, he still campaigns a fearsome 1982 850 Norton Wasp outfit on which he has won many sidecar cross trophies. As well as competing in all seven rounds of the British Twin Shock Championship, they love racing in special events such as the brilliant floodlit midnight scramble at Kleinhau in Germany.

The Thunderbird had been stored for a decade, when, four years ago, Terry finally decided to give it the thorough nut-and-bolt restoration it deserved, and he knew exactly the man to see it through – his lifelong motorcycling friend Michael Hattemore – who has several bigsingle Suzukis and has restored to perfection a 1956 alloy-engine Tiger 110 of his own.

They were young motorcyclists together in Aldershot, and knowing that I was visiting Terry on February 11, it was very kind of Michael and his partner, Cathy Habgood, to drive

Heather Parsons sits astride the 1950 Thunderbird while Terry keeps hold of their small dog Diesel. Next to Heather is Cathy Habgood, who made such a brilliant job of the wiring and seat restoration, and her partner Mike Hattemore, who played a huge role in sourcing parts and rebuilding the bike.

all the way to Somerset to help fill in some of the details.

After making a start on restoration, and even painting it Thunderbird blue, Terry had reluctantly put the Triumph into storage to concentrate on sidecar cross. “The biggest issue had been the unreliability of the dynamo charging for the lights,” he

What an inspired name Triumph chose for the burgeoning American market of 65 years ago.

Restoring the sprung hub inside and out caused a few headaches, but the end result was worth it. Note the stainless spokes, fasteners and spring.

Standing square, on its rear stand, the Thunderbird shows off its stunning looks.

The low-slung seating position made the 1950 Thunderbird a joy to ride. The well-padded pillion seat was made by Cathy Habgood.

Stainless steel and polished alloy enhance the Thunderbird’s looks. The large-diameter exhausts were ceramic chromed to eliminate ‘blueing’.

The single seat and tank rack lead the eye to a classic Triumph headlamp cowling – and the sweep of the bars makes for the perfect riding position.

said. “I just put everything into boxes in the hope that another opportunity would come along.”

For this final restoration, Michael crammed everything into his car and took it back to Farnborough, where he unboxed it and loosely assembled the old Triumph. He made a careful list of what was missing or needed replacing, and trawled the internet for some difficult-to-source parts.

Finding sprung-hub components was something of a nightmare. “The blocks, which eventually came from the USA, were the worst, and some other special hub parts came from New Zealand,” said Michael.

“A guy in Australia had a brake drum and sprocket, and because the threaded part of the drain plug had broken off the gearbox casing, we ended up with a new gearbox from Canada.”

The original mudguards were also in a bit of a state, especially the rear, which Terry had drilled several times in order to fit various seats, but they were skilfully repaired by Dave Hughes.

A dealer managed to find a rocker box, but replacing the twisted kickstart also required research, as several types were made. A new 12v dynamo came from France.

Terry prepared the engine while Michael concentrated on the general rebuilding and restoration, enlisting the services of many specialists along the way.

As well as making a wonderful job of the wiring, Cathy worked wonders on the sprung single-seat cover and separate mudguard-mounted pillion; JBS Painting (01935 863676) painted a mountain of parts, including the faultless gold-lined strip on the wheels; ACE Classics found some small cycle parts, Basset Down did the dynamic crank balancing and Rocker Box of Farnham supplied some muchneeded engine and gearbox parts.

Tony Harland carried out the rebore and head work; Active Springs found the saddle springs and Camcoat of Warrington ceramic chromed the pistons, large-diameter exhausts and silencers, the latter sourced from Armours of Bournemouth.

40 A BIT ON THE SIDE

March 2015

What if you left that car behind for good?

With the willing co-operation of his better half, Mick Payne makes a 500cc Royal Enfield EFI and Stratford sidecar his sole means of transport for a fortnight.

W

The Royal Enfield EFI 500 and Stratford sidecar coincided with the end of the balmy weather and the start of October’s storms – as the large puddle in which it is reflected testifies.

hen was the last time a police motorcyclist going the other way on a dual carriageway waved to you? Or a car overtook you on the same piece of road with the passenger filming you on his mobile? Or someone pulled alongside, wound down his window, said he used to ride an Enfield in the army, and asked whether the sidecar was a Watsonian?

The Desert Storm Enfield and colour-matched Stratford that I rode for just over two weeks had that effect on people.

It was editor Pete’s idea to run a sidecar outfit as the only transport, as would have been the case in the 1950s and early 60s, and as a few die-hards still do today. There would be no cheating either, because I left my car at The Watsonian Motorcycle

and Sidecar Company’s Blockley headquarters.

Unfortunately the loan coincided with the start of the autumn storms, but still, it would have been far too easy a task in the balmy, warm days that were rapidly becoming a memory.

We picked up the outfit, consisting of a not yet run-in bike and brand new sidecar, on a stormy October Saturday, and were told we could use it until Watsonian needed it back for the NEC Bike Show.

Fuel light

Going over the starting procedure, Ben Matthews said: “Wait for the engine management light to go out and press the starter button.” He also warned me that, when the amber fuel light flashed, I’d have about 50 miles left.

53

March 2015

Motorcycle club journals are the icing on the cake O ne of the greatest advantages of joining a motorcycle club is to receive regular issues of the club journals – and what great anecdotes, maintenance advice, facts about model history and news of past and future activities they contain.

Each month, Old Bike Mart receives copies of many of these magazines and newsletters, whose editors are committed to giving their best and encouraging members to contribute their skills, stories and pictures for the benefit of the membership as a whole.

Some have great titles like

Roadholder (Norton Owners’ Club), Jampot (AJS & Matchless Owners’ Club), The Star (BSA Owners’ Club), Nacelle (Triumph Owners’ MCC), The Radial (Rudge Enthusiasts’ Club), Yowl (Scott Owners’ Club), Fishtail (Velocette Owners’ Club) and Open Megga (Classic Racing Motorcycle Club) to name but eight, and one thing they have in common is that they are always well put together and extremely interesting to read.

Other regular titles that OBM sees and enjoys include Bantam Banter, the magazine of the BSA Bantam Club, for

Bantam motorcycles built between 1948 and 1971; Horizontal View, the magazine of the Cossack Owners’ Club and Club News, for Sunbeam Motor Cycle Club members.

We have so much to learn from each other, and OBM recognises and respects the efforts of each and every one of these editors for squeezing so much interesting and enjoyable reading between the pages and doing their best to please everyone who shares the hobby we all love.

Long may it continue!

CLUB CALL Old Bike Mart intends to make this new regular club listings section the best in the business, so if your club is not included, please write or send us an email with its title and membership application details as shown below. To contact the editor, email: OBMEditor@mortons.co.uk ■ Adler to Zundapp German Motorrad Branch of the Vintage Motor Cycle Club for classic German motorcycles. Membership enquiries: adtrizun@tiscali.co.uk ■ Aircooled RD Club Membership enquiries: Ian Neil, 2 Francis Road, Lichfield, Staffordshire WS13 7JX ■ AJS & Matchless Owners’ Club Membership enquiries: AJS & Matchless Owners’ Club, 3 Robinson Way, Telford Way Industrial Estate, Kettering, Northamptonshire NNB16 8PT (01536 511532 or www.jampot.com) ■ Ariel Owners’ Motor Cycle Club Membership enquiries: Andy Hemingway, 44 The Avenue, Clayton, Bradford BD14 6RR (01274 418336 evenings, 07734 324961 mobile or andy_hemingway@yahoo.com).

■ AMC Hybrids Association Membership enquiries: Peter James Owen (0116 348 2355 or petejowen@hotmail.co.uk) ■ Bath Classic Motor Cycle Club Membership enquiries: Rich Warne, 5 Grasmere, Trowbridge BA14 7LL (01225 776528 or secretary.bcmcc@blueyonder.co.uk).

■ Benelli Motobi Club GB Membership enquiries: Val Peace, 85 Ballamaddrell, Port Erin, Isle of Man IM9 6AU (07624 433629 or membership@benelliclubgb.net.

■ Bridgend and District Motorcycle Club Membership enquiries: Bob Merchant 07977 902046 or r.j.merchant2911@btinternet.com ■ Brimbo — British Motor Bike Owners Membership enquiries: Ray Peacock, The Crown Inn, Common Road, Shelfanger IP22 2DL (01379 652113) ■ British Motorcycle Riders’ Club Oxford Membership enquiries: Kenneth Drinkwater, Brill Bike Parts, Unit 7, Brook Farm Barns, Dorton, Buckinghamshire HP18 9NQ. ■ BSA Bantam Club Membership enquiries: Bryan Price, Old Orchard House, Shepton Lane,Pickworth, Sleaford, Lincolnshire NG34 0TYQ (01529 497304 before 9pm or membership@bsabantamclub.org.uk) ■ BSA Owners’ Club Membership enquiries: Rob Jones, PO Box 235, Havant, Hampshire PO9 9DJ (membership@bsaownersclub.co.uk) ■ Bucks British & Classic MCC Meets at The Plough at Cadsden, Princes Risborough, Bucks HP27 0NB on Wednesday evenings. Membership enquiries: www.bbcmcc.freeuk.com or norbsa02@aol.com ■ CBX Riders’ Club Membership enquiries: www.ukcbxclub.com ■ Classic Racing Motorcycle Club Membership enquiries: Sue Wale (01162 770458) ■ Cossack Owners’ Club Membership enquiries: Gina Inman (01780 720420 or membership@cossackownersclub.co.uk) ■ Cumbria Classic Motorcycle Club Membership enquiries: Mike Shovlin (01228 530329 or mikeshovlin44@btinternet.com) ■ Ducati Owners’ Club GB Membership enquiries: Kevin Baker, Kiln House, Brick Kiln Lane, Gornalwood, Dudley DY3 2XA. Call 01384 868844 or email memsec@docgb.net ■ Excelsior Talisman Enthusiasts Membership enquiries: Colin Powell (01494 762166 or colinpowell328@gmail.com) ■ Francis-Barnett Owners’ Club Membership enquiries: Jack Lloyd, 153 High Road, Benfleet, Essex SS7 5HY. ■ Gold Star Owners’ Club Dedicated to the preservation, maintenance and enjoyment of the classic BSA Gold Star and Rocket Gold Star.

Membership enquiries: Karin Clarke and Denise Butler 01724 761237 or goldstar59@tesco.net ■ Greenwich Motor & Motorcycle Club Membership enquiries: Monty Lane, 14 Ribblesdale Road, Fleet Estate, Dartford DA2 6JH (01322 222197) ■ Greeves Riders’ Association Membership enquiries: Andrew Barnett, 2 Manor Farm Cottages, Ashton-under-Hill, near Evesham, Worcestershire WR11 7SL or download application form from www.greeves-riders.org.uk/home

■ Hednesford Motorcycle Club Membership enquiries: Eileen or Mick Gallear on 01543 572076 or eileen.gallear@sky.com ■ Indian Motorcycle Club of Great Britain Membership enquiries: John D Wright (0191 252 2840 or membership@indianmotorcycle.co.uk) ■ Indian Riders Motorcycle Club Membership enquiries: clubsecretary@indianriders.co.uk ■ Irish Classic Racing Association (ICRA) Membership enquiries: Lynn Conroy, 38a Ballynichol Road, Comber, Co Down BT23 5NW (02891 878217) or Pat Kearney, 25 The Crescent, Millmount Abbey, Drogheda, Co Louth, Republic of Ireland (0035341 9837651).

■ Italian Motorcycle Owners’ Club GB Membership enquiries: Phil Cody, 4 Heys Farm Cottages, Heys Lane, Romily, Stockport SK6 4NS. Contact: Stuart Boulton (01162 126189) ■ Jawa CZ Owners’ Club Membership enquiries: Tony Thain, The Old Dairy, Achnaha, Kilchoan, Acharacle, Argyll PH36 4LW or www.jawaczownersclub.co.uk ■ LE Velo Club Membership secretary: J Skillen, ‘Shalimar’, 3 Copeland Drive, Comber, Newtownards, BT23 5JJ or newmembsec@mypostoffice.co.uk ■ Lothian and Borders Classic & Vintage Motorcycle Club Membership enquiries: Elma Belleville (01896 830577 or elmab@btinternet.com.)

■ Maldon British Motorcycle Owners’ Club Membership enquiries: Roger Beadle (01245 355402), Pauline Hodkinson (01245 321573) or rogerbeadle@btinternet.com.

■ Marston Sunbeam Club & Register Membership enquiries: Paul Hutton (01902 713147 or paulhutton@btopenworld.com) ■ Moto Guzzi Club GB Membership enquiries: Uki Broker 07986 949899 or membership@motoguzziclub.co.uk www.motoguzziclub.co.uk ■ MZ Riders’ Club Membership enquiries: MZ Riders’ Club, 181 Devizes Road, Hilperton, Trowbridge, Wiltshire BA14 7QS. ■ New Imperial Owners’ Association Membership enquiries: Mrs Jane E Jarvis, Smithy Cottage, Arddlin, Llanymynech, Montgomeryshire SY22 6RX. (01938 590744 or info@new-imperial.co.uk) ■ Norman Motorcycle & Cycles Club Membership enquiries: Tony Gutteridge (01634 389771 or tonygutteridge@blueyonder.co.uk).

■ North Devon British Motorcycle Owners’ Club Membership and ride-out enquiries: Yvonne Coleman, Bassett Lodge, Pollards Hill, Torrington, N Devon EX38 8JA (01805 622049).

■ Norton Owners’ Club Membership enquiries: Barrie Swann (01949 838752 or newmembers@nortonownersclub.org) ■ Panther Owners’ Club Membership enquiries: Gunnar Schroder, Romboland, 10, S-680 50 Eksharad, Sweden (gunnar.schroder@yahoo.se) UK postage to Gunnar up to 20g, 68p.

■ Plymouth British & Classic Motorcycle Club Membership enquiries: Nick Medlin 07967 777637 or nickvhsg@aol.com ■ Poynton Motorcycle Club Membership enquiries: Ian Robins (ianrobins@live.co.uk).

More details at www.poyntonmotorcycleclub.co.uk.

■ Raleigh Safety Seven & Early Reliant Owners’ Club Covers all Raleigh motorcycles, mopeds and three-wheelers along with Reliants from 1935 to 1973 Regal models.

Membership enquiries: Mick Sleap, 17 Courtland Avenue, Chingford, London E4 6DU or msleap@btinternet.com.

■ Royal Enfield Owners’ Club Membership enquiries: Christine and Gordon Gambrell, 30 Bushey Row, Bampton, OX18 2JU or membershipsecretary@royalenfield.org.uk ■ Rudge Enthusiasts’ Club Ltd Membership enquiries: Richard Baileff, 14 Spynke Road, Norwich, Norfolk NR3 2SE (01603 405127 or richardbaileff@hotmail.co.uk)

■ Scott Owners’ Club Membership enquiries: Richard Tann, 88 Deacons Hill Road, Elstree, Hertfordshire WD6 3JQ (020 8953 5732 – leave a message – or richardtann@btinternet.com) ■ Scottish Classic Racing Motorcycle Club Membership enquiries: Agnes Cadger 01294 833320 or agnescadger@tiscali.co.uk ■ South Wales Sunbeam Motorcycle Club Membership enquiries: Dave Harrison, 8 Wern Street, Clydach Vale, Rhondda CF40 2BQ. Call 01443 435125 or email dave.harrison47@yahoo.com ■ Sunbeam Motor Cycle Club (for ALL makes up to 1939) Membership enquiries: Peter Donaldson, 28 Lesney Park Road, Erith, Kent DA8 3DG (01322 332087 or peterdmsc@hotmail.co.uk) ■ Suzuki Owners’ Club Membership enquiries: Suzuki Owners’ Club, Suite 240, Divo House, 29 Belmont Road, Uxbridge UB8 1QS. ■ Teesside Yesteryear Motor Club Membership enquiries: Bernard 01642 327243 or membership@tymc.org.uk ■ The BMW Club UK and Ireland Membership enquiries: Call freephone 0800 085 4045 or visit www.bmwclub.org.uk ■ The British Two-Stroke Club Ltd Membership enquiries: Robert Hill, 8 Pagham Gardens, Hayling Island, Hampshire PO11 9SS (robertbtsc@live.co.uk) ■ The Girder Fork & Classic Motorcycle Club Membership enquiries: Bert Peace, 7 Meadow Lea, Sutton-inCraven, Keighley, West Yorkshire BD20 8BY (01535 633587) or email Brian Sanderson at briansanderson@talktalk.net ■ The Kettle Club (Suzuki GT750 owners) Membership enquiries: kettlemembership@hotmail.co.uk ■ The LC Club Membership enquiries: Lawrence Catchpole (www.lcclub.co.uk) ■ The London Douglas Motorcycle Club (The international club for Douglas enthusiasts).

Membership enquiries: Reg Holmes, 48 Standish Avenue, Stoke Lodge, Patchway, Bristol BS34 6AG or www.douglasmcc.co.uk ■ The Morini Riders’ Club Membership enquiries: Morini Riders’ Club, The Barn, South Road, Timsbury, Bath BA2 0NA (01761 479220 or www.morini-riders-club.com) ■ The Motor Cycling Club Membership enquiries: John Childs, 57 Ash Grove, Wheathamstead, St Albans, Hertfordshire AL4 8DF (www.themotorcyclingclub.org.uk) ■ The Trident & Rocket 3 Owners’ Clubb Membership enquiries: membership@tr3oc.co.uk or visit www.tr3oc.co.uk).

■ Three Percenters Clean and Sober Bike Club Membership enquiries: Sally@threepercentersmcc.org or visit www.threepercentersmcc.org.

■ Triumph Owners’ Motor Cycle Club Membership enquiries: Laurence Mee, 6 Bramley Walk, Horley, Surrey RH6 9GB (membership@tomcc.org) ■ Triumph Terrier and Tiger Cub Club All enthusiasts for the marque welcome whether they have a bike or not. Membership enquiries: Mike Powell, Reynards, Back Lane, Worthen, nr Shrewsbury SY5 9HN (01743 891889 or mike@tigercubs.plus.com .

■ Velocette Owners’ Club Membership enquiries: Jeff Whitworth, 20 Woodside Way, Aldridge, West Midlands WS9 0HY (01922 453659 or jbdoublu@yahoo.co.uk) ■ Vincent HRD Owners’ Club Join on line at www.voc.uk.com or call 01322 666455 for info.

■ Vintage Motor Scooter Club Membership enquiries: Marge Harrop, 1 Ivanhoe Avenue, Lowton St Luke’s, WA3 2HX (membership@vmsc.co.uk) ■ Wessex Vehicle Preservation Club, Classic Bike Section Membership enquiries: Val Baker (01202 631094) or download application form from wvpc.org.uk.

■ West of Scotland Vintage Motorcycle Club Membership enquiries: enquiries@vsmcc.co.uk ■ Z1 Owners’ Club Membership enquiries: Jerry Humpage, 18 Pear Tree Road, Great Barr, Birmingham B43 6HY (0121 357 8849, 07818 450432 or jhumpage@fta.co.uk