Real Classic July 2016 preview

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COMMANDO 1000 z GUZZI AMBASSADOR z DAYTONA 1200 z TERROT!

Running, Riding & Rebuilding RealClassic Motorcycles

ISSUE 147 z JULY 2016 z £3.60

WHAT LIES WITHIN

REALCLASSIC 147; PUBLISHED IN JUNE 2016

08

RC REGULARS THE CONTENTS PAGE ....................................4

The cover bike has been an unattainable dream for decades. No longer…

TRIUMPH DAYTONA 1200 ............................6

TERROT! ......................................................54

Twenty years ago, there was a gentleman’s agreement which voluntarily limited sportsbikes to 125bhp. Triumph’s 147bhp flagship four blew that limit into history.

Was it a risk worth taking, ponders Nolan Woodbury?

Keeping a vintage French motorcycle on the road is far from straightforward.

However, as Andrew Tucker has discovered, it’s easier now than it was four decades ago…

Loads and loads of experience, opinion, one or two lonesome facts and tussocks of entertainment here as always. More please!

NORTON COMMANDO 1000.......................62

MOTO GUZZI AMBASSADOR ......................28

Guzzi’s V7 saw service on two continents, with America’s CHiPs and the Italian Carabinieri. Nigel Shuttleworth finds a couple rather closer to home…

Odgie meets a classic rider who, rather than buy a new 961 Commando, has instead brought Norton’s traditional big twin bang up to date. It’s all, he explains, about the bike…

Lots going on: loads to see, folk to meet and places to eat

ROYAL ENFIELD SUPER 5 ............................36

TRIUMPH 6T PROJECT ................................84

In 1961 teenager Eddie lusted after the first British five-speed production motorcycle, Enfield’s 250 single. Nearly forty years later he made that dream come true, and Lawrence Howes has ridden the result

Over the last half century, Gordon Geskell had built up quite a stock of spare parts.

Perhaps, he mused, it might be possible to assemble them into an actual motorcycle.

Perhaps indeed…

AJS MODEL 18.............................................46

SUNBEAM MODEL 10 SORTED ...................90

We all start somewhere. Frank Westworth started out on a 1948 AJS 500 single, just like this one

When Ian Soady bought a girderforked, hand-change, pre-war single, he inadvertently chose one of Sunbeam’s more unusual models. And it needed more than a little TLC…

WE’VE GOT MAIL! ........................................16

EVENTS ........................................................72

READERS’FREE ADS ....................................78

The usual eclectic mix of machines. Bikes for everyone, surely?

PUB TALK ...................................................102

‘Three wheels on my wagon, but I’m still rolling along’, but not so for PUB who forgot about the three-wheeler day. So it was ‘two wheels on my wagon, but I’m still rolling along’ on her HRD when she fortuitously stumbled on the Jack’s Hill Café Gathering anyway. So how many one-time three wheeler makers can readers think of?

TALES FROM THE SHED .............................108

If in doubt, read the manual. But what if the manual’s wrong? Frank Westworth rediscovers frustration…

BULLET BUILD.............................................96

After 25 years of misuse and maltreatment, this Indian-built Enfield was just about on its last legs. Stephen Herbert reckoned it could be brought back to life, and set about its restoration…

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RC COMPASS CHALLENGE.........................114

Some truly remarkable navigational skills and imaginations are on display here. Get riding; it’ll soon be winter!

TURNTO

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P7

TODAY & SAVE

Twenty years ago, there was a gentleman’s agreement which voluntarily limited sportsbikes to 125bhp. Triumph’s 147bhp flagship four blew that limit into history.

Was it a risk worth taking, ponders Nolan Woodbury?

Photos by Nolan Woodbury

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TRIUMPH DAYTONA 1200

LEADING FROM THE FRONT There’s so much sound advice in John Jordan’s Ariel Escapade, joining the appropriate owners’ club being the first gold nugget. I’m afraid that many of my fellow countrymen eagerly snap up any old bike they can get their hands on. As a result they have no brand loyalty and so find joining the owners’clubs an unnecessary expense, so beat themselves with their own made rods.

Yes, with the Leader Val Page and his team created a really modern motorcycle, but with the ghost of the German firm Adler with them.

John pointed out the lack of a top-yoke, pure Adler. Dare we mention the Continental habit of fitting fully enclosed rear chaincases? One other of the amazing things about the Ariel Leader / Arrow is the wonderful single casting of the engine crankcase and inner front chaincase, which also incorporated the gearbox shell. This enabled all the technical bits to be hung in the box-section frame, another stroke of genius. And let’s not forget that basically the same frame was ultimately used to hang a four-cylinder four-stroke inline engine, laying down with all the valves to the left, and shaft final drive, pre-dating the BMW K layout of many years later…

John’s comment about the‘useless’parking light is probably because the part of the screen protecting the hands has been painted over, so the parking light would not show to the front.

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The pressed steel handlebars idea was also used by the early German scooter manufacturers and, since the Ariel days, by many other motorcycle manufacturers. One can’t help feeling that if the Leader / Arrow concept was introduced today it would be hailed as something incredible. Back in the early 1960s its sheer brilliance was light years ahead of any other manufacturer but was too much for the conservative market prevalent at the time.

I converted my Ariel two-stroke to 12V using the standard alternator but requiring two 12V coils and a handful of suitable lamp bulbs. But it was patently obvious that the frame and cycle parts were crying out for a larger engine and – gulp – a set of bigger, beefier brakes.

We were fortunate that in the same issue FW waxed lyrical about the BSA C15, made by Ariel’s parent company. So we can compare two motorcycles aimed at the same buyers – one an antique when new, the other incredibly looking into the future. If Val Page had stuck to the Adler gearbox as well as the engine, the Ariel may well have had a longer, happier life. Instead the Leader’s life was cut short by Ariel’s long-time gearbox supplier concentrating on the BMC Mini, so was unable to supply the smaller motorcycle manufacturers…

David Bullivant, member 1638

FILTER TIPS Do you know any suppliers who sell replacement filter gauzes (not plastic) for petrol taps? Mine is a Ewarts pull and turn type, fitted to my Ariel Leader. Also, who supplies or manufactures white wall tyres, 16 by 3.25 for the same?

Very interesting feature on John Jordan’s Leader – enjoyed it. But please mention that the indicators are upside-down. The lug on the lens should fit into a rubber slot at the bottom. If not they will fill with water.

Ken Pallett, member 3921 Apart from Mitas, only the Dunlop K82 is easily available in that size and it’s not a white wall. Quite a few tyre manufacturers do make white walls these days, but they’re generally intended for heavyweight cruisers and would somewhat overwhelm a Leader! Most Ewarts push-pull fuel taps use filter gauzes soldered to their bodies. We’ve never seen gauzes being offered for sale on their own. R&F, collectively

See RealClassic.co.uk for hundreds of classic bike profiles

Keeping a vintage French motorcycle on the road is far from straightforward. However, as Andrew Tucker has discovered, it’s easier now than it was four decades ago…

T

Photos by Andrew Tucker

his Terrot HST and I have been together for nearly 41 years.

We made our acquaintance in August 1975 as a result of my inability to solve cryptic crosswords. I was holidaying in Cornwall with a group of friends and the others were fully immersed a broadsheet cryptic. I slunk away to browse the small ads in, I think, the Cornish and Devon Post. There it was; ‘Old French Motorbike for Sale’ (OFMfS) nearby. The cryptic set must have been struggling at that stage because there was an unseemly rush to leave the house and see the OFMfS. To say that the Terrot was down at heel would be an understatement; an antique dealer would be in ecstasy over the ‘patina of old age’, also known as rust, missing paint and peeling chrome. The rear number plate showed TR 1930 in recently applied selfadhesive letters and numbers. However, to the shock and horror of all concerned, it started and ran, emitting that strange smell of partially burned stale petrol. There was no way that I wasn’t going to buy it. However, how does one transport a French motorbike,

four people and their luggage in a Vanden Plas 1300 automatic?

The seller must have wanted rid of the Terrot. He offered a deal; £120 delivered to Sawbridgeworth, Hertfordshire. Now the hitch was that I didn’t live in Sawbridgeworth but in Halstead, Essex. However, Sawbridgeworth is a good deal closer to Halstead than is Lostwithiel and a suitable van could be hired for very little.

Photos were taken, sketches made, parts labelled and letters written to the VMCC asking for help. Coincidentally, at about the same time a friend had bought an 1860s / 1870s Rudge tricycle in need of restoration and asked for some help. In return the major frame parts were sandblasted and primered.

That the Terrot engine ran was a key point; especially because it was not possible to just lift the head and check on the bore and piston. The cylinder barrel is blind with screw caps over the valves. As it turned out, the piston, rings and bore were all OK. While the bits were away being ‘seen to’, it gave me time to work out what I had bought.

TERROT 350

Going places? Grab your jacket, hat, gloves and get that old bike a-rolling!

Send details of your event to RCHQ@RealClassic.net and we’ll list it here and on RealClassic.co.uk

JULY 2ND

➧ The Norton Owners’Club host their NORTON FESTIVAL at the Sammy Miller Museum in New Milton, Hampshire. Bikes expected include the new Norton 961 flattracker, Brian Crighton’s 700cc rotary special, many different Manx and Inters plus club members’machines. nortonownersclub.org ➧ The BUCKINGHAM CLASSIC is a social gathering for older vehicles, younger interesting vehicles and petrolheads, held alongside village family fun day and beer festival at the Richard Roper playing field, Lenborough Road, MK18 4JG. buckinghamrotary.co.uk JULY 3RD

➧ Brooklands Museum hosts the ‘then and now’BROOKLANDS MOTORCYCLE SHOW with club displays and vintage racers in action on the test hill. Plus special guest Steve Parrish, and displays from current manufacturers. Opens 10am, standard museum entry charges apply (adults £11). 01932 857381 / brooklandsmuseum.com ➧ There’s an AUTOJUMBLE at the Newark and Notts Showground.

Bring your old bike to join the display of up to a thousand classic cars and motorcycles (reduced admission for classics from 10am).

Early birds before 9am £10. Then £6 from 10am, under 12s free.

Free parking. Stalls £20 on the day; discounts for prebook. 01507 529470 / newarkautojumble.co.uk JULY 8TH TO 10TH

➧ The East European RED STAR RALLY takes place at Fleet Hargate near Spalding. Combined rally for all Soviet and East European vehicles, hosted jointly by the Cossack, MZ Riders and Jawa CZ clubs. £15 rally fee. Contact cossackownersclub@ googlemail.com JULY 9TH AND 10TH

➧ The Roxby HERITAGE WEEKEND includes tractor pulling, traction steam engines, stationary engines, vintage tractors, classic cars and motorbikes, military vehicles, plus

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various displays, trade and craft stalls and children’s entertainment with free camping for exhibitors. Located in the fields adjacent to the Fox Inn, Roxby near Staithes, North Yorkshire, TS13 5EB. ➧ The CHESHIRE STEAM FAIR at Daresbury, Warrington, WA4 4AG includes wall of death, steam engines, classic cars, vintage tractors, classic motorcycles, fairground organs, miniature steam engines, stationary engines and vintage commercials. 01751 200839 JULY 10TH

➧ The Sunbeam MCC’s GARDEN OF ENGLAND RUN welcomes all potential veteran, vintage and postvintage participants, no need for membership. Starts and finishes at Headcorn Airfield in Kent on the A274. 45 mile‘vintage friendly’route, lunch stop at the Lord Raglan near Staplehurst. Afternoon tea, on-site camping. 01737 555413 / sunbeammcc.co.uk ➧ The south Cotswold VMCC welcome all motorcyclists to their MID-SUMMER MEET and concours from 11am at the Whitminster Inn, on the A38, GL2 7NY, around four miles south of Gloucester. Informal bike gathering and show with trophies, refreshments. ➧ RC readers with appropriate motorcycles are invited to join the Dorset section of the VMCC on their VETERAN & VINTAGE RUN which meets at the Village Hall, Leigh at 10.30pm. 01935 872528 JULY 13TH

➧ The mid-Lincs VMCC host their SUNSHINE RUN, a 90-mile meander which starts 10am at Caenby Corner café, junction of the A15 and A631 outside Lincoln, LN8 2AR. Scenic roads and a lunchtime stop at Markham Moor . All welcome, 01427 872247 JULY 16TH

➧ Norvil host an AUTOJUMBLE at The Corner Garage, Burntwood WS7 1JP, with free stalls for anyone who wants to sell secondhand Norton parts. Book your stall space in advance: 01543 278008 /

norvilmotorcycle.co.uk ➧ The GREAT NORTH JUMBLE starts 7am at the North Yorkshire Events Centre at Scorton, five miles off the A1 at Catterick. Admission £3, huge jumble site with indoor and outdoor stalls. Call 07909 904705, pitches from £12. Plenty of parking, plus refreshments. ➧ The Cheffins CAMBRIDGE VINTAGE SALE of vintage and classic motorcycles, spares and literature, tractors, cars, commercials, etc, is at the Saleground, Sutton, near Ely, CB6 2QT. 01223 213777 / cheffins.co.uk JULY 17TH

➧ There’s a classic car and BIKE SHOW at Warlingham Rugby Club, Limpsfield Road, CR6 9RB from noon until 5pm. Vintage, American and classic cars, trucks, vans and bikes.

Side stalls, BBQ, live music, kiddie funfair. 07739 643407 ➧ The Worcester Auto Club host their STAR BIKE AWARDS from 9am to 2pm. Five classes for various concours awards, bikes must be displays from 11am to 1pm to qualify. Admission free. The Tower, Perdiswell Park, Worcester, WR3 7SN. robsa10@btinternet.com ➧ The Appledore VINTAGE AND CLASSIC RALLY includes two classes for motorcycles (pre and post-war to 1972). Camping. Entry fee is a charitable donation. 01233 758357 JULY 20TH

➧ The Yorkshire Classic MCC’s BIKE SHOW opens 6.30pm the Bronte Hotel in Haworth, BD22 8RA. Admission £3, proceeds to two local charities. More vintage and classic entries welcome. Awards, raffle, autojumble stall. 01484 852184 ➧ RC readers are invited to join the Dorset section of the VMCC on their MIDWEEK RUN which meets at the Hunters Lodge Inn, Wincanton at 1.30pm. 01963 364579 JULY 19TH TO 23RD

➧ More old bikes and military machines are welcome to join the huge WAR AND PEACE REVIVAL event at Folkestone Racecourse

See RealClassic.co.uk for hundreds of classic bike profiles

in Hythe, Kent, CT21 4HX. Historic military vehicles,‘home front’ and‘living history’exhibitions, steam engines, tractors, RAF and vintage aero, stacks of trade stands, model village, veterans service and such. Camping, refreshments and entertainment on site. warandpeacerevival.com JULY 23RD

➧ The KEMPTON AUTOJUMBLE opens 9.30am at Kempton Park racecourse near Sunbury. Huge bikejumble with around 250 outdoor and indoor stalls, massive range of old parts, new spares, accessories, etc, all five mins from J1 off the M3. Admission £6. Refreshments.

Free car park. 01507 529435 / kemptonparkautojumble.co.uk JULY 24TH

➧ The South of England Summer CLASSIC SHOW and bikejumble opens 10am at the South of England Showground, Ardingly, RH17 6TL. Large indoor motorcycle-only show for pre-1980 motorcycles with club stands and hundreds of machines on display. 01797 344277 / elkpromotions.co.uk AUGUST 5TH TO 7TH

➧ The Gloucestershire VINTAGE AND COUNTRY EXTRAVAGANZA includes extensive motorcycle displays, the chance to drive a steam engine, plus classic cars, tractors, commercial vehicles, vintage bus and coaches, scooters, traction engines, miniature steam, industrial trucks, military vehicles, caravans and more. Also a special countryside arena, falconry displays, trade stands, models, crafts, vintage fairground, vintage tea room, etc. Proceeds to charity. Opens 10am to 5pm at South Cerney Airfield in Cirencester.

Tickets £10 (discounted in advance). glosvintageextravaganza.co.uk

SEND YOUR EVENT INFO to RCHQ@RealClassic.net for inclusion in the magazine and website listings

Have you got something to say about your classic bike? Would you like to see your P&J preserved on the printed page? Here’s how to claim your 15 minutes of fame. Get that keyboard clattering and write for RealClassic… ➤ WE WANT TO PUBLISH more stories about real life classic bikes. You don’t need to be an inspired writer to see your story in RealClassic, but you do need to say something relevant. We like profiles about a single model (or maybe two very similar ones; a pair of Triumph twins, for example), which should be at least 1000 words in length. Most RC features are between 1000 and 2500 words. If your story is longer than that then it’s heading towards being a series (or a book!).

If your thoughts run to under 1000 words then they’ll probably appear in the letters section. ➤ TO SEE WHAT WE MEAN look at Oily Boot Bob’s Crusader stories, the Velo MAC or Norton Big4 articles in RC142. These are just what RC readers are keen to read. (We don’t need any touring or travel tales, thanks). ➤ NO NEED TO WORRY about your writing, grammar or punctuation; we’ll make sure that your article reads the right way. Just concentrate on telling a good story and we’ll do the rest. ➤ INCLUDE AS MUCH INFO as you can. Tell the RC readers exactly what model your classic bike is, when it was built, and as much of its history as you can. There’s no such thing as too much information. What condition was it in you bought it? What mods have you made? How well has it performed? Did you rebuild it from a box of bits? Has it won an award? Have you ridden it across the country? Does it sit in your shed and gleam quietly and make you very, very happy?

What’s it like to ride? How does it compare to other, similar classics you’ve ridden? Whatever your classic bike means to you, it’ll be of interest to other old bike enthusiasts. ➤ NOW’S YOUR CHANCE to share your experiences with other owners and prospective purchasers. Have you discovered a secret supplier of exactly the right bolt, nut, washer, rivet, fastener, screw, pin, plug, spacer, shim, bearing, bush or cog? Can you make your Triumph oil-tight? Does your Commando start on the button? Or did you make a ghastly mistake, and can you save someone else from a similar experience by admitting all? ➤ DON’T FORGET to mention top suppliers and any unsung heroes who have helped you.

BE A RealCla WRIT ssic ER

➤ WHAT WE NEED is your story as a Word document or in plain text form, plus a bunch of photos so that everyone can see what you’re talking about. We need at least dozen photos (20+ is better), taken against a clear background, and showing the bike from several different angles. Make sure the bike is in the light, and not in the shadows. We can use old-fashioned photos, or digital jpgs.

For the magazine we need pics as big as you can manage – anything from 1MB to 5MB. Generally, the bigger they are then the better your bike looks in print. It’s now pretty easy to send big pics on a USB or share them online. ➤ WHAT YOU GET FOR YOUR EFFORTS: we can’t promise a fortune, more’s the pity, but we will reward your efforts with complimentary copies of the magazine, an extended subscription, and an extra ‘something special’ to say thanks. Plus, of course, you have your 15 minutes of fame…

SO GET WRITING! Send your stories to RCHQ@RealClassic. net or if you’d like us to scan and return your photos, or are sending a cd, then post it to: RealClassic, PO Box 66, Bude, EX23 9ZX

Real Bikes. Real People. RealClassic: online at www.RealClassic.co.uk

JULY 2016 I 75

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starts when I get back from the Manx GP – or the Classic TT as it’s now known. Last year the event was a huge success, partly thanks to the weather but also because of the stars who were there in the paddock.

It had a carnival atmosphere all week. I like to thoroughly chill out while on the Island and start to form a plan for a new project, thinking of the parts I’ve already got. I don’t do ‘cheque book’ restorations, so any parts that can be used, will be used, no matter how much time and effort. There’s no point keeping all this valuable stuff for 40 years, after all, if you’re not going to use it.

This year I was due to catch up with some servicing and remedial work on previous

The frame after removing the steering head. At this point, I was starting to get into the project (even though I hadn’t intended for it to be a project), and decided to carefully dress the joints back to their original cut line. This was quite easy to do with a 4” grinderette

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PAR ON T E

When Ian Soady bough ht a girderr-forrked d, ha and--cha angee, pre--war single, he inadvertently usuall models. And d it needed d more than a little TLC… chose one of Sunbeeam’ss more unu

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have always had at least one classic bike in the shed for the last 45 or so years, indeed, since they were just old bikes and worth very little but used as day to day transport. Most of these were Nortons, but like most others of my era I picked up whatever was around at the right price or could be swapped for whatever I had tired of. Since early retirement a few years ago I have worked my way through some of those that I’ve never previously owned, including a Velo Venom, BSA A10, Matchless G80S and Triumph unit twin.

Pre-war hand-change machines have always fascinated me, and I think the Sunbeams of the vintage and immediately post-vintage eras are particularly attractive.

So when I saw a 1931 Model 10 for sale in Suffolk I couldn’t resist making a deal with my Triumph and a substantial cash contribution.

The Model 10 ohv 350 may not have been

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the best choice for a first-time early postvintage machine. It was produced for only two years as Sunbeam’s response to the depression which had seen them largely priced out of the market. Most of Sunbeam’s machines were seen as (and were) more expensive than much of the competition.

However, the Model 10 did not sell well even at £65, and I believe only a dozen or so are still in existence. Much of the bike is specific to the model, and I shudder to think of the tooling and production costs of bringing a totally new design to the market at such a time. This of course makes sourcing spares a real problem.

However, I like a challenge, and thought the Model 10 was a very handsome machine, having a lean purposeful stance and being devoid of the spaghetti-like oil plumbing seen on other contemporary Marston models.

A Motor Cycle road test of the time suggested that few machines could be more charming

on the road and that it was fast, smooth, comfortable and handled superbly, with exceptional acceleration. It was also said to be able to achieve 100mpg – I suspect largely due to its very low weight of 230lb and minuscule 7/8” bore carburettor. It has the ‘impressive yet restrained appearance for which the make has always been famous’.

A visit to the VMCC library at Allen House provided me with a number of photocopies of period magazine road tests that have proved very useful, as did the magisterial Sunbeam history from Bob Cordon-Champ. In common with many pre-war manufacturers, Sunbeam’s own publications are sketchy in the extreme and the manual (obtained from the Marston Sunbeam Register) makes only passing reference to the Model 10. The Pitmans book is little better and the parts list is similarly unhelpful, with blotchy and blurred drawings which give little indication

See RealClassic.co.uk for hundreds of classic bike profiles

Above: The Norton’s dynamo is easily slipped in and out of its magdyno (one strap to loosen, one nut on drive end to remove). To ‘polarise’ the dynamo to match your bike’s positive or negative earth wiring, just pull these plugs temporarily, then connect a wire from battery to F terminal briefly (instruction is for ordinary, unmodified, 2-brush type). It really is that simple

‘Three wheels on my wagon, but I’m still rolling along’, but not so for PUB who forgot about the three-wheeler day.

So it was ‘two wheels on my wagon, but I’m still rolling along’ on her HRD when she fortuitously stumbled on the Jack’s Hill Café Gathering anyway. So how many one-time three wheeler makers can readers think of?

M

aintenance on Norton John’s dynamo recommenced when PUB returned from a sojourn down to Bude. Unfortunately John had failed to carry out instructions to ensure it would generate the correct polarity, so it discharged instead of charged. A friend then joined in the party, disappearing into the dynamo and swapping wires around. When that didn’t work, they put them back, but the dynamo did nothing at all. Back to PUB to fix, so she had to take it off again, check inside (one loose terminal), then the rotation (and if that is backwards, a swapping of field wires should correct it). Being a magdyno bike, it was possible to do the rotation check before sliding the gear into mesh and tightening the clamp – it just involves shorting D and F terminals, and connecting them to the ‘live’ (not earth) side of the battery.

John’s dynamo spun beautifully freely and evenly, and because it was done with the battery polarity on the bike, it was now also ‘polarised’ correctly.

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Left: John’s Norton was originally sold into Sweden, and still carries its agent’s brass plaque

When fitting an unknown polarity dynamo this polarising can be done just by taking a wire from the F terminal to the battery (‘flashing’ some people call it – no need for messing about with brush or field connections inside). The polarity is retained by a magnetic memory (the iron body does not completely demagnetise when stopped, but retains enough ‘residual magnetism’ to start up again with the same polarity as last time).

Inspection confirmed that said friend had correctly spotted and corrected what was probably the original wiring fault, so when the bike was started this time it charged just as it should (a voltmeter reading 6.5-7.0V), with lights brightening up as the engine revs rose beyond tickover. John had been kept waiting whilst PUB was away (which is why other fingers got involved), but at last he was a happy man.

The trip to Bude was not to see RCHQ, although the opportunity was taken to meet up with Frank and Rowena briefly – which was more trouble to them than it might appear, as both their own abode, and the

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road to Bude had the builders in! The trip was really to take (older) sister and brotherin-law to see brother and sister-in-law, which readers may divine means more seats than a solo or even Triking can manage, so it also meant more wheels than it is polite to mention in this column! On arrival back home what could be better than to jump onto the vintage HRD and go for a Sunday ride. Well, possibly, getting the Triking out, for when she reached Jack’s it became apparent that it was their three-wheel gathering, and there was a shortage of Trikings (ie. none). Oh dear.

Nevertheless, there was a very good turnout of sidecar combinations and tricycles, and of surprising variety.

PUB spotted no Reliants, the most carlike of the ‘3-wheeled cars’, but Morgan and Lomax represented the ‘2 front and single rear wheel’ option, still with side-by-side seating and a steering wheel (although differing from each other in that the Morgan is rear wheel drive, whilst 2CV-based Lomax is front wheel drive.

Completely different, although still of the 2 front, 1 rear (and driven) wheel but using

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