The Classic Motorcycle - May 2020 - Preview

STAR TWIN STORMIN’ R P PERFORMER SCRAMBLER BSA’s superb effort

AJS’s racy stroker

CIRCULATES THROUGH HOUT THE WORLD

MAY 2020

Form Formby’s F IInter nter Gpersonal eorge’ss all Norton

Popular transport Ducati’s sporty little gem

PLUS  COLOMBRES RALLYTHE 1960 SSDT  BSA B1 TRIUMPH TWIN REBUILD JAP ENGINES  PROFESSOR A M LOW  WALLIS AT BROOKLANDS

Editor’s welcome

E NOW SUBSCRIB Y FOR ONL

£20

What a difference a month makes.

Four weeks ago, when I sat to write the introduction to the last issue, we were excitedly preparing to be ready for the joys of spring, the start of a season’s motorcycling, a hopefully long and hot summer, all kicking off with the Pioneer Run and Stafford show fast approaching and with all manner of fun developments on the horizon.

Now, things have changed dramatically, and darkly, for the worse – and with the virus situation developing so quickly, it’ll have changed more by the time these words are read. We can, I think, take it as a given that the vast majority – probably all – of the events we’d previewed last month, won’t be taking place, though, really, that’s going to be the least of the worries for many of us.

Mass gatherings and self-isolation are going to be things many of us will have to deal with, best we can, and the prospect of getting out and mingling with our fellow enthusiasts will have to be put on hold. Hopefully, in a few months we’ll be able to get back to doing what we like best, but it feels assured, in the meantime, we are going to have some tough times ahead.

But we at The Classic MotorCycle will continue to keep producing an entertaining magazine, to the best of our abilities, and aim to provide a form of escapism from the scary situation. And as people potentially isolate and stay apart, please embrace technology and either write or email (jrobinson@mortons.co.uk) with stories of fun two-wheeled excursions; of motorcycles owned, ridden, and restored; influential personalities and friends remembered; and all that goes around our wonderful scene, to enable us to temporarily escape to happier times.

We will, of course, be out trying to ride and photograph as many machines as is feasible, but with so many shows and events off, we are looking at other ways to fill our pages... so we’re asking you, the readers, to help us to continue to bring fellow readers and enthusiasts a bit of sunshine to counteract these stormy skies.

And with all that’s going on, maybe it’s the perfect time to take out a subscription? That way the magazine will be delivered to you, and it feels like plenty of us may have lots of time to indulge in the written word.

PAGE 72

18

28

JAMES ROBINSON Editor

Regular contributors

Tim Britton, Rachael Clegg, Jonathan Hill, Roy Poynting, Richard Rosenthal, Martin Squires, Jerry Thurston, Alan Turner, Andy Westlake, Steve Wilson.

Contributors this issue Ian Kerr.

THE CLASSIC MOTOR CYCLE (USPS:710-470) is published monthly by Mortons Media Group Ltd., PO Box 99, Horncastle, Lincolnshire LN9 6LZ UK . USA subscriptions are $63 per year from Motorsport Publications LLC, 7164 Cty Rd N #441, Bancroft WI 54921. Periodical Postage is paid at Bancroft, WI and additional entries. Postmaster: Send address changes to THE CLASSIC MOTOR CYCLE, c/o Motorsport Publications LLC, 7164 Cty Rd N #441, Bancroft WI 54921. 715-572-4595 chris@classicbikebooks.com

52

CONTENTS ISSUE | MAY 2020 Archive photograph .......................................... 6 News ................................................................... 8 Letters ............................................................. 12 Colombres Rally ............................................. 18 International Norton ..................................... 22 BSA A7 Star Twin............................................ 28 Ducati 65 Sport............................................... 35 BSA B1 ............................................................. 40 Edwin Wright interview ................................ 46 AJS Stormer ..................................................... 52 Closer look – 1960 SSDT ................................ 58 Ken de-Groome interview............................. 64 Men who mattered – Professor A M Low ..... 66 Triumph unit twin rebuild ............................ 68 Roy Poynting column .................................... 74 Sketchbook Travels ........................................ 75 You Were Asking............................................. 78 Jerry Thurston column.................................... 81 Restoration guide – BSA Bantam (four-speed)

46

58

.......................................................................... 82 Technical feature – End of an era ................. 84 Classic components – Jap part four .............. 90 Next month ................................................... 101 Diary............................................................. 103 Classic camera.............................................. 107 POST: The Classic MotorCycle, PO Box 99, Horncastle, Lincolnshire LN9 6LZ EMAIL: jrobinson@mortons.co.uk

SUUBSCRIBE TODAY!

FROM ONLY £20

» Every issue willwill be be sent hothot offoff thethe press andand delivered straight to your house » Every issue sent press delivered straight to your house » You’ll never miss an an action-packed issue or supplement again » You’ll never miss action-packed issue or supplement again THE CLASSIC MOTORCYCLE | MAY 2020

5

Weird and wonderful

This amazing photograph of a Wallis-JAP at Brooklands is noteworthy for its unusual subject, and its clarity. The rider-designer, George Wallis, was later the man who initiated the concept which spawned the Ariel 3.

Image: MORTONS ARCHIVE

T

he clarity tyy of this picture is what initially led to its inclusion. But then, on even half-hearted study, the subject machine becomes more remarkable. Further, on closer looking still, the flat rear tyy appears too. And all captured, wonderfully, with tyre period, slow shutter speed equipment.

Briefl flyy, the event, the machine, the man: Th Thee event is the summer 1926 Brookl klands l 200 mile races, held on Saturday, July 24, at the famous banked track in Surrey.

There were classes for 250cc and 350cc machines run in the morning, with 500cc and 1000cc in the afternoon.

The pictured machine is a 344cc JAP-powered Wallis, with its rider its creator, George Wallis, the eponymous maker of the unusual motorcycles at his Queens Mead Road, Bromley, Kent premises.

“A Wh hole Day’s Racing at Brookl klands” l began the preamble Motor Cycling’s report, continuing, “No Spills, but Many Thrills.” The Motor Cycle – also demonstrating enthusiastic use of capitals – went with “JAP-engined Machines Successful in All four Classes.” Both then went on to furnish details of happenings, with Motor Cycling deciding to focus on Wal Handley’s late start in the 350cc class and subsequent near win, while The Motor Cycle chose to name each winner: 250cc class, J S

6

THE CLASSIC MOTORCYCLE | MAY 2020

‘Woolly’ Worters (Excelsior); 350cc, Bill Lacey (GrindlayPeerless); 500cc, Jack Emerson (HRD) and C T ‘Count’ Ashby (Zenith) in their opening salvo.

Though there were no details given early on in the article, some further reading revealed the reason for Wal’s late start – on preparing for the commencement, he discovered a ‘sslit’ (Th Thee Motor Cycle) or ‘ttyr yre trouble’ (Motor Cycling – though the same publication, later and more ominously, described ‘… a cut of considerable dimensions’) in/with his front tyre, tyy which meant he lost seven-and-a-half laps to the leaders while the situation was remedied.

From then on though, Handley rode like a man possessed, chasing them down and making the field look like callow newcomers, which they certainly weren’t – men in the 350cc class included stellar performers such as winner Lacey, Frank Longman (AJS), Dougal Marchant (Chater-Lea), Freddie Hicks (Velocette), Jock Porter (New Gerrard), Billy Colgan (Cotton), to name a few. Wal chased and chased, getting the better of everyone except Lacey, to finish runner-up.

In fact, Wal’s net time without his delay would’ve not only won him the 350cc class, but the 500cc… and the 1000cc one too!

Classic archive

and stopped. Third was P M Walters’ Sunbeam-JAP. The 250cc race – like the 350cc category, run in the The 1000cc class saw 12 come to the line; George morning – was first off, with Paddy Johnston (Cotton) Patchett raced into the lead, on the McEvoy, but the early leader, Geoff Davison (New Imperial) an was forced out, leaving Ashby to win, with Frank early retirement, while first time visitor to Brookl klands, l Longman second on a Harley-Davidson, which, rather Hungarian rider Ladislaus Balazs, on a Zenith, was remarkably for the year, was a single speeder (though putting in consistent 65mph laps. with clutch and counter shaft) ahead of R E Humphries’ Like-m mounted F C Millar took over at the front, then Brough Superior.

Worters took the advantage, then Millar got ahead Back to the 350cc race, and our Mr Wallis. Keen to again. Then stopped. Worters took over to win, Balazs practice what he preached, George Wallis campaigned (who became a car racing driver of note) coming home his hub centre-steered machine himself, and it was a second, with the P&P of Mike Couper (another later to regular appearer in the press. Betw tween w 1925 and 1929, earn fame on four wheels, as a driver of fast Talbots at Wallis tried to make the unusual looking (okay, ugly) Brookl klands) l completing the top three. machines a sales success, but, alas, it proved not so, The 350cc class saw the top two tw w as earlier mentioned, despite Syd Crabtree’s 16th in the 1926 Junior TT on one with third A P Hamilton, Velocette, and then the Zenith pair of H M Walters and Driscoll. Our man Wallis finished – indeed, perhaps the same one in our picture?

In 1929, George Wallis became involved with in ninth, at 67.51mph, compared to the 81.20 of winner Lacey. There were 10 finishers in the class, from 30 starters. speedway, his Wallis-JAP becoming the Comerfords-JAP In the afternoon, it was the 500cc class – Emerson won, – named after the huge Surrey dealers – and the leading with second Worters, on his 344cc Excelsior JAP. Many of machine of its era. Wallis, possessed of an inventive mind, moved onto other ideas, including the banking the big machines – Bert Le Vack, on a plated top-to-toe three-wheeler that – after being bastardised and wrongly New Hudson, Vic Horsman (Triumph), Freddie Dixon revised – became the Ariel 3, though he retained and Rex Judd (both Douglas), Bert Denly and Chris End the patents, which later were sold to Honda.

Staniland (both Nortons) to name a few – struck trouble

THE CLASSIC MOTORCYCLE | MAY 2020

7

&

Neews Events

New ws&Events

The season of disruption The list of events cancelled and postponed due to the coronavirus is, of course, an extensive one. The highest impact for us is the April Stafford show, one of our – as in Mortons, publisher and owner of The Classic MotorCycle and also of the Stafford shows – biggest of the year, in so many ways.

This was due to be the 40th anniversary special, with a fine spectacle coming together. The official statement reads: “Following the recent announcement from the UK Government, Mortons events has had to postpone the 40th Carole Nash Classic Motorcycle Show which was due to be held on April 25/26.

“The safety and well-being of our visitors, exhibitors, partners, contractors and staff is the most important factor and the key reason for postponing the event. The events team have been continually monitoring the latest public health and Government guidelines regarding the evolving Covid-19 situation and acting in accordance with their advice.

“We have secured new dates for the show at the Stafford County Showground which will

now take place on Friday, June 12 and Saturday, June 13, 2020.

All ticket and trade bookings will be honoured for this new date. However, if you are unable to make this new date, please don’t hesitate to get in touch.

“For all ticket enquiries please contact our customer services team on 01507 529529 or email customerservices@mortons. co.uk “For all trade enquiries please contact our shows team

on 01507 529430 or email exhibitions@mortons.co.uk “Lines are open MondayFriday, 8.30am-5pm. Thank you all for your patience, understanding and support in these unprecedented times.”

Bonhams’ Stafford sale – rearranged for June The Bonhams Spring Stafford Sale, scheduled to take place on April 25/26, 2020, in conjunction with the 40th International Classic MotorCycle Show, has been postponed until June 12/13, in line with the show.

The Bonhams’ statement says: “It has been – and will continue to be – a challenging time for all of us while the Covid-19 pandemic unfolds

8

THE CLASSIC MOTORCYCLE | MAY 2020

in the UK. The decision to postpone the Spring Stafford Sale hasn’t been taken lightly but the health and safety of our clients and employees remain our top priority and we are responding accordingly.

“Thank you all for your patience, understanding and support in these unprecedented times.

“We look forward to working with Mortons towards a

safe and memorable event but, in the meantime, we want to assure you that we are monitoring the Covid-19 situation closely and will advise you of any additional changes.

“The Bonhams motorcycle team remain at your disposal throughout this difficult time and www.bonhams.com will continue to offer clients access to a selection of tools for those wishing to buy and sell:

• Online bidding • Telephone bidding • Absentee bidding • Request a condition report • Complimentary auction appraisal hub: sell.bonhams.com “We appreciate the change in sale date may present some of you with new challenges, therefore please do not hesitate to contact a member of the team if you have any questions – 020 963 2817.”

&

Neews Events

George Beale joins Book Review Charterhouse team ‘The BMW story’

Sherborne-based Charterhouse Auctioneers has announced that George Beale has joined their classic and vintage motorcycle and car department.

“Contrary to common belief George has not retired but has joined Charterhouse!” commented Matthew Whitney.

“He has a lifetime of experience during which time he has consigned five of the top 25 motorcycles auctioned in the world for clients and holds the highest price for a client’s Brough Superior SS100 sold at auction.”

George has always been a competitor whether on two wheels or on four. His motorsport career started in 1965 when he competed in motorcycle trials and scrambles and continues today – he was a class winner in the 2018 Gordon Bennett Classic Car Rally.

In between, he started restoring and collecting motorcycles in 1970, became a Yamaha dealer 1976-81, owned the biggest private motorcycle

From left: Charterhouse’s Richard Bromell (director), George Beale and Matthew Whitney (head of classic cars and motorcycles) with a 1956 BSA Gold Star entered into the IoM Classic TT motorcycle auction on August 30, £20,00025,000.

racing team 1978-81, competed in the Mille Miglia in 2010 and was sales director at H&H Classic Auctions 2005-18.

George can be contacted on 07808 159149 or via email on gb@charterhouse-auction.com and the Charterhouse team of specialists are at The Long Street Salerooms, Sherborne DT9 3BS, 01935 812277, www. charterhouse-auction.com

Mike the Bike movie The Australian actor and well known petrolhead Eric Bana has started the ball rolling on a film about Mike Hailwood’s legendary 1978 Isle of Man TT comeback.

Bana is writing, co-directing and starring in the feature film

10

that will tell the story of the nearmythical return of Hailwood to the Mountain Course 42 years ago.

Bana’s acting credits include Hulk, Troy, Munich and The Time Traveller’s Wife.

THE CLASSIC MOTORCYCLE | MAY 2020

Second Edition Production and racing motorcycles from 1923 to the present day Author: Ian Falloon Published by: Veloce Publishing Ltd, Veloce House, Parkway Farm Business Park, Middle Farm Way, Poundbury, Dorchester DT1 3AR Tel.: 01305 260068 Email: sales@veloce.co.uk Fax: 01305 250479 Hardback, 270 x 210mm (portrait); 304 pages with 270 colour and black and white photographs and illustrations.

ISBN 978-1- 787113-58-9/UPC 6-36847-01358-5 £40 (UK); $60 (USA) Max Friz’s side-valve shaftdriven R32 of 1923, the first BMW boxer twin motorcycle, set BMW on a path that would continue for the next 96 years.

BMW has never been afraid of innovation, from the supercharger of the 1920s and 1930s, to the telescopic and then Earles front forks, wind-tunnel-developed fairings, anti-lock brakes and Paralever rear suspension.

Here is the full story of all BMW’s road and racing machines, and the people that designed them, including the classic Kompressor, RS54, R69S, R90S as well as the latest R1150 and K1200 models.

The book includes a background history to the company founded in 1917 to produce aircraft engines; their first motorcycle, the R32 of 1923, followed in 1925 by their first sporting model, the sophisticated and very expensive 500cc R37, boasting fully enclosed overhead valves.

It’s interesting to read that whilst they were the first production motorcycles to be fitted with hydraulicallydampened telescopic forks, they did not get four-speed foot-change gearboxes until the mid-1930s and still had rigid frames.

On the sporting side, encouraged and subsidised by the Nazi party, the speciallybuilt dohc Kompressors were used to regain the world speed record by Ernst Henne, with Georg Meier winning

the 1939 Senior TT. The post-Second World War resurrection, including the RS54 production racers that were virtually unbeatable in grand prix sidecar racing and the R75/5 – the first postwar 750cc model – which heralded a new generation of boxer twins lasting until the early 1990s.

A surprising revelation is that the rather slow and very expensive (in the UK) 250cc models, R39-R27, from 19251966, were actually their bestselling models, until succeeded by the single-cylinder Rotax-based F650.

An amazing range of machines is covered from the Indian-built 313cc singlecylinder 34bhp G310R to the 193bhp four-cylinder S1000RR; the F800 vertical twin to the 160bhp six-cylinder K1600 Grand America.

Written by one of motorcycling’s renowned historians, Ian Falloon’s excellent second edition brings the BMW story right up to date. This 300-page tome is aided by the addition of two appendices – one listing BMW production from 1923-2008 and the second with the complete specifications of all production BMWs. Motorcycle types are not included in either the contents or the index and sometimes models are referred to by the factory reference numbers rather than the model names, which can be frustrating.

Reviewed by Jonathan Hill.

THE WAY WE WERE IN

MAY

1920

We’ve now received details of more products announced earlier this year.

Firstly the Douglas Pattern Capac DM carburettor available with choke tubes to suit both the 2¾hp and 4hp flat twins and the Ayres-Layland-Sidecar Outfit

1945

Every day we hear of factories developing prototype motorcycles and components.

1970

Double world sidecar champion, 41-year-old, Helmut Fath (May 24, 1929June 19, 1993) announced he was retiring racing with immediate effect following a difference of opinion with associate Friedel Münch during the practice session for Sunday’s international meeting at Hockenheim.

Fath, who won the 1960 world championship driving a BMW, was involved in a serious crash at Nurburgring the following year which killed his passenger Alfred Wohlgemuth and hospitalised Helmut for months.

Later, he designed and constructed his own fourcylinder racing engine with fuel injection. Known variously as the Fath-4, URS (derived from Ursenback, his home village) and later Münch URS*, the engine proved light, fast and reliable, taking this innovative engineer to his second world sidecar championship in 1968, passengered by Wolfgang Kallaugh. Without sponsorship, Fath/Kallaugh looked en route

1995

Australian Mick Doohan’s (Honda) quest to retain his 500cc world GP title hit a rocky patch. After wins in Australia and Malaysia, plus a second in

with leaf spring controlled sprung frame.

Built by the Viaduct Motor Co., Broadheath, Manchester it’s equipped with a Coventry Victor flat twin inline engine, Sturmey-Archer three-speed gearbox and Brampton Biflex front fork.

Many are in such an advanced state that work must have started on them well before the war ended.

to a third title with three wins (Le Mans, Assen and Spa) and a third place (IoM TT) in 1969 when he suffered further injury, crashing at Imatra (Finland), ending his title hopes.

Joining forces with Münch – builder of the four-cylinder NSU car engine powered superbike – to field solo and sidecar fourcylinder Münch URS versions, Fath planned a 1970 world sidecar title attempt.

After failing to finish in his first two (non-championship) races, a ‘moment’ at Hockenheim caused the rift. As the outfit now belonged to Mr Munch, Fath now didn’t have a motorcycle to race. * 1969 junior German sidecar champion Horst Owesle took over the URS outfit during 1970, scoring world title places. With three wins and a handful of places, Owesle – passengered by Brit Peter Rutherford – won the 1971 title then retired, handing the outfit to Chris Vincent/Mike Cassey, who scored a win at Imatra along with two seconds and a fourth for Vincent’s best world season, finishing fourth.

Japan, he then recorded DNFs in Spain and Germany. The next round was scheduled for June 11, in Italy.

Richard Rosenthal.

THE CLASSIC MOTORCYCLE | MAY 2020

11

Readerss’ Letters YOUR VOICE & YOUR OPINIONS

STAR LETTER

The wrong barrel I am Cyril James, now semi-retired, but still employed by Cross Manufacturing Company (1938) Ltd at the head office and works in Bath.

I joined the company on August 26, 1957, as a trainee production engineer and retired from full-time employment, as head of production, in 2006.

In 1959, as a teenager and a keen motorcyclist, I was invited to fill a vacant position as the company motorcycle road tester on a part-time basis.

The vacancy occurred due to my colleague Des Cormack leaving Roland Cross to take up an offer of employment with enhanced financial return. Des had joined the company in 1940 and was the company motorcycle and motor car technician and apart from Roland Cross himself, he knew more about the special Cross engine developments (Cross Rotary Valves, Aluminium Liner-less cylinders, special pistons and rings etc) than anyone else.

Roland Cross understood entirely the reasons for Des leaving and they remained close friends until Roland passed away in 1970.

The close friendship continued with the

directors, me and my colleagues until Des died a couple of years ago, aged 93. Des was outstandingly generous and instrumental in providing me with a wealth of historical information regarding the various and many Cross engines. I miss him enormously and so too does Mr Rodney Cross, the present chairman.

Our considerable historical archives benefited hugely from the input from Des Cormack.

From my early days as the company motorcycle road tester (a position I occupied for 30 months) when we were using Royal Enfield machines fitted with Cross cylinders, pistons and rings to improve performance until returning to full-time production activities, I developed a profound interest in the special engines designed and developed

by Roland Cross and over the past six decades I have investigated and researched the engine projects of Roland Cross, many of which took place before I was born.

You might like to refer to the articles by Andy Westlake in The Classic Motor Cycle magazine of September (HRD/Cross

Eric Fernihough and the record-breaking Cotton-JAP, with Cross produced barrel.

Though it’s practically impossible to see this cylinder barrel clearly!

500cc Rotary Valve) and (Cotton/Cross Cougar) November of 2008.

I never cease to be amazed by the level of interest that exists even today in the Roland Cross engines and to this end I was contacted last week by my good friend Bob Smith, chairman of the Cotton Owners’ and Enthusiast Club.

Bob had read the article by Martin Squires in the March 2020 edition of The Classic MotorCycle and immediately realised that the drawings of the Cotton Record Breaker shows it with the ‘wrong’ cylinder barrel. I will explain...

Following the successful event at Brooklands on October 11, 1935, the engine was stripped down by Eric Fernihough and Dick Chapman, with the

aluminium liner-less cylinder barrel, piston and piston rings being returned to Roland Cross at his Bath works for evaluation.

Due to the considerable costs of casting another cylinder (we have a flawed and unusable second barrel here) it was decided to produce a replacement barrel by machining from solid aluminium. This barrel was fitted to the Cotton/ JAP before Fernihough sold the recordbreaking machine to David Whitworth.

It is immediately recognisable because being turned from a solid ingot it has parallel fins, whereas the record-breaking barrel was ‘waisted’ or ‘tapered’, similar to the original JAP model.

The record-breaking

THIS MONTH’S STAR LETTER WINS The writer of this month’s Star Letter wins a pair of Duchinni Canyon boots, worth £139.99. Tough hi-top boots with retro style that looks good and are comfy away from your bike – yet incorporate a waterproof outer and full impact protection. Find out more at thekeycollection.co.uk

12

THE CLASSIC MOTORCYCLE | MAY 2020

Cross cylinder barrel, piston and piston rings remained with Roland Cross and are valued exhibits displayed in the company museum at the office and works at Midford Road in Bath.

The parallel finned barrel is generally referred to as the ‘Mark two barrel.’

There are several historical photographs of Whitworth with the Cotton record-breaker fitted with the mark two parallel finned barrel, but less of the bike in record-breaking form, and I have been challenged on many occasions regarding the authenticity of the items in our museum.

I trust this detailed information will be useful to you and if you require any further assistance, you only have to ask.

Cyril James, Bath.

THE CLASSIC MOTORCYCLE | MAY 2020

13

Readerss’ Letters

WRITE TO: The Classic Motorcycle, PO Box 99, Horncastle, Lincolnshire, LN9 6LZ EMAIL: jrobinson@mortons.co.uk

Lasting impression I enjoyed the article ‘short and sweet’ on the BSA B25T in the April 2020 mag.

It reminded me of a day out with my Father in the early 1970s that led me to a lifelong interest in Italian bikes, principally Ducatis!

I can’t remember the exact year, but it must have been around 1972-ish, when I was still at school and not old enough to ride on the road, as we had a trip over to Coburn and Hughes in Luton on my father’s Vincent Series D combination.

I was mad on bikes at the time and trying to persuade my father to buy me a bike so I could take up the relatively new sport of schoolboy scrambling and while wandering around the large display of bikes, I remember seeing a long row of maybe 20 or so various – mainly BSAs I think – brand-new bikes, including the B50 Gold Star and the 650cc Lightning, plus the 250s in

your article, mostly in yellow I remember.

I can recall now how poorly assembled they seemed next to the Japanese and Italian bikes on offer, with cables looping around loose and seeming too long for the bikes, and oil puddles beneath most of these brand-new machines. The image

obviously made an impression on me – so much so that after my ‘sixteener’ year in 1974 on a Casal K190 sports moped, I purchased a new 250cc Ducati Desmo and have owned 11 or so Ducatis since, along with a few other Italian, Spanish and Japanese ones – but no British!

Martin Brown, via email.

Brooklands congratulations Congratulations to Alan Turner for the feature on Brooklands Motorcycles (February 2020). It was a complex tale of multiple trials and tribulations, yet the outcome always somehow seemed assured.

Some years ago, possibly in the late 1970s, I wrote a feature about Brooklands Motorcycles when they were breathing new life into the

International Norton. I’ve never forgotten it, for all the right reasons. Tremendous fun and a fine machine. Certainly an education in more ways than one.

It was Ian Thompson who told me that the Brooklands – as in race circuit – fishtail ‘can’ was expressly designed so that the sides flexed and extracted gases more efficiently. Bear with me

as I am working purely from memory here, but in reading Alan’s feature, it occurred to me what an interesting technical piece that would make. Some volumetric formula may well have come into play, or perhaps Ian already knows the answer?

It surely couldn’t have been purely ‘hit and miss’ with various capacity engines?

Jerry Clayton, Westcote.

Another case of mismatched pistons Regarding Richard Rosenthal’s ‘You were asking’ (March 2020) and mismatched pistons, it may be of some comfort to Keith Buckingham to know that in the 1990s I too had a similar problem.

I bought a sad-looking early BMW R100RS and rode it for some six months before taking it off the road to put it back to rights. I sorted the engine fairly quickly, but the rest

14

THE CLASSIC MOTORCYCLE | MAY 2020

took me some 20 years.

The six months of riding was excellent as the engine was smooth and punchy (some of the 1000cc BMs of that age of aircooled twin were quite rough) and it handled equally as well, but I was very surprised when I took the engine apart to find two different sized pistons.

I suspect that one side had had a detached exhaust valve head,

as often happened once that age of air-cooled twin reached 50,000 miles, and a piston/barrel had been damaged. I sourced some good second-hand barrels and pistons and built it accordingly and the engine is no smoother than it was with mismatched pistons. As Richard said, if it ain’t broke, don’t fix it.

Robert Wilson, Kendal, Cumbria.

THE CLASSIC MOTORCYCLE | MAY 2020

15

Readerss’ Letters

WRITE TO: The Classic Motorcycle, PO Box 99, Horncastle, Lincolnshire, LN9 6LZ EMAIL: jrobinson@mortons.co.uk

Beware of light fingers…

I am always interested to read the very interesting articles in The Classic MotorCycle and Rachael Clegg’s ‘Teenage Dreams’ story about John Weeden’s 1966 BSA Mk.II Spitfire (March 2020) brought back many happy memories for me, as I worked for BSA automotive at the same time, and knew John.

The photo on page 60 of the Mk.III Spitfire on display at Earls Court reminded me that at shows we always had a problem when light-fingered show visitors always took the opportunity to remove whatever was ‘quickly detachable’ from bikes exhibited.

Norman Vanhouse is stood just behind the bike.

One can see that he is very interested in what the lad is ‘fingering.’ That young chap was probably only explaining to his lady why we needed damper knobs. Unfortunately, Norman is no longer with us, so I cannot ask him. Yes, even

damper knobs went missing, including instruments and their illuminating bulbs.

Petrol tank and oil tank caps frequently went missing. Indeed, we took spares just in case. One of the problems was people would keep stand staff engaged in discussion while their mates

relieved exhibits of the quickly detachable fittings.

It’s not a problem that’s gone away; I once caught someone trying to remove the inspection light from the instrument panel on my 1938 Red Hunter at Founder’s Day...

Jim Lee, via email.

Show anniversary confusion Inside the March 2020 issue of The Classic Motorcycle, there was a flyer celebrating the 40th Bristol Classic Bike Show, held in February.

I thought nothing of it until a friend rang up to say that he always thought Stafford was the first ever Classic Bike Show.

Then another friend mentioned it, then another…

As Stafford’s 40th anniversary

is scheduled this year, I can understand the confusion.

Maybe you could assure readers that, yes, back in 1980, the Stafford Show was the first and Bristol was some three or four weeks later.

The reason is simple: the first seven International Classic Bike Shows were held at Belle Vue, Manchester. When it closed after the seventh

show in October 1986, I could not get the same date at a fully booked Stafford.

So I had to take the first available date which was April 1988, resulting in an 18-month gap instead of the usual 12, hence Stafford slipped behind Bristol in the number of shows.

Hope that explains the numbers discrepancy.

Alan Whitehead, Bolton.

Boy that Beesa was fast!

Sometime during late 1969/ early 1970 I was working at Richard Klinger, Sidcup, Kent, in the automotive gasket development department.

We took delivery of an A65 like the one in your article (March issue), apart from having American high bars, twin GP carburettors, and I think I remember it had the Road Rocket transfer on top of the tank.

We were supposed to do gasket

16

evaluation on it but Klingers were reluctant to pay the high cost of insurance for me to ride it for testing purposes. I did have one trip out on it on the newly opened Swanley bypass. Boy was it quick.

The bypass had a long left-hand curve past the school. I went round this bend at 114mph leaning about 10 degrees to the right because of a strong crosswind.

It was showing about 6000rpm

THE CLASSIC MOTORCYCLE | MAY 2020

on the tacho which had a bit of tape stuck on the glass at 8000rpm. This was at about half throttle.

It was brought down to Sidcup by two BSA employees. They arrived at about 3.15pm and were returning on one bike for a 5pm finish. They had not built the M25 then, they had come through London!

Happy days.

George Smith, via email.

Youthful indiscretion Richard Rosenthal (March 2020 issue, page 87) asked for opinions and experiences with mismatched pistons.

I’m ashamed to say that in the 1970s, as a cashstrapped 18-year-old, I was guilty of fitting one oversize piston in my 850 Commando, whilst the other was left standard.

At one time, around 1977/8, some spares were very hard to obtain for Commandos.

I started my bike one morning, blipped the throttle, there was a dull clunk and the engine stopped dead. Investigation showed that the top of the Hepolite piston had come off, bending a valve and stopping the engine dead.

Apart from +.060in I couldn’t find any suitable oversize pistons. I was reluctant to bore out the barrel so far, as they were standard with about 16,000 miles on them.

All I could find was one +.020in which was given to me by Joe Francis Motors (I had worked there as a Saturday boy earlier) so the barrel was sneaked into work and bored out on one of the mills, the piston weights were checked and found to be the same, all reassembled with a new valve.

I owned the bike for a further 12 years and completely forgot the mismatch over time, it all ran fine. I can’t remember if I told the new owner or not!

So if anyone has OKK 66M, an 850 fitted with a 40DCOE Webber when sold, and it’s still on odd pistons, I’m sorry, I was only 18 and a permanently skint apprentice at the time!

Dave Wootton, via email.

PS. Thoroughly enjoyed the Colin Seeley booklet, great stuff.

ENJOYED THIS PREVIEW? THE BEST ACTION IN TRIALS AND MOTOCROSS

DIRTb bike ke

VELO MAC MA S SPECIAL PECIAL NORTON RT RTON INTER AJS SCEPTRE SCEP E SPORTS! SCEPTR SPORTS POR !

PORTS

CLASSIC

#48

ISSUE

Forty-eight Autumn 2018

OCTOBER 2018

No. 330 October 2018 £4.30 UK Off-sale date 31/10/2018

MOTO MEMORIES // TECH TALK // MONTESA COTA 200 // BULTACO MATADOR

3.60

Running, Riding & Rebuilding Running, Rebuilding Real RealClassi RealC Classic C lassi Motorcycles

BOXER CKS TRIC

HOW THE LEGEEND BEGAN

SUPERMAC’S TRIUMPH DRAYTON

PRINTED IN THE UK

PLUS MOTO MEMORIES TECH TALK MONTESA COTA 200 BULTACO MATADOR AN HOUR WITH: GERRIT WOLSINK

£3.60 US$9.99 C$10.99 Aus$8.50 NZ$9.99 PRINTED IN THE UK

HOME, JAMES!

UNIVERSITY GRADUATE

#48

001 Cover_OCT.indd 1

AT THE CASTLE

DRUMLANRIG 2018 D 20

WINNER

SUPER PROFILE: ARIEL’S HT3

GREEVES ESSEX TWIN BUYING GUIDE // STRIP YOUR TWOSTROKE // BSA B31 RESTORATION // MALLE MILE // CAFE RACER CUP // SHETLAND CLASSIC // THE CLASSIC TT // MIKE HAILWOOD REPLICA

CLASSICS

65 PRE65 PRE

PRINTED IN THE UK

R 2018 ISSUE 174 OCTOBER

N48 2018 US$15.99 Aus$14.99 NZ$18.99 UK£5.50 UK Off-sale date 15/11/18

BUY  SELL  RIDE  RESTORE

13/09/2018 10:34:50

001 CDB Cover_048.indd 1

02/08/2018 14:53:55

001 Cover_174.indd 1

03/09/2018 10:18:26

•SINGLE ISSUES •SUBSCRIPTIONS

CLICK HERE

www.classicmagazines.co.uk

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