The Classic Motorcycle

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SEPTEMBER 2018

Prototype!

175cc Royal Enfield

Super stylish 1930s Moto Guzzi The John Bull RallyAriel VB restoration guide : Richard WylerTriumph rebuildTouring in 1949 S U L P Classic TT PreviewCylinder head theory Flywheel Festival1958 Manx GPThe Hitchcocks

1912 500cc BSA Single Speed.

1922 400cc ABC project.

1927 350cc Velocette KA.

1927 500cc Norton Model 25.

1951 350cc Douglas 80 Plus Special.

1955 500cc Triumph T100.

1958 650cc Triumph T110.

1972 750cc Triumph X75 Hurricane.

1981 750cc Triumph TR7T Tiger Trail.

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This was always going to be the busiest period of the year, what with events every weekend, and so it has proved. The Flywheel Festival kicked things off, a superb weekend down there, which afforded the opportunity to exercise the KTT too, though I also took the Rex-Acme and gave that a run. It was a lovely do; we sat in the sun enjoying lunch while an air display went on in front of us, then back and a bit of riding, then back to cold drinks…

The next weekend was an ‘early birds’ run – a 7am start, lovely 50 mile ride into Suffolk, on the swinging arm MAC, then a hearty breakfast. Our regular contributor Phil Turner joined us for that ride (and that breakfast!) with another good time had by all. A couple of the guys reckoned they were off to do the route again after breakfast. I think they were joking…

The following weekend presented a choice for me, and I plumped to do Norfolk pre-31 weekend, rather than the VMCC’s revived Festival of 1000 Bikes. I really enjoyed it too, having my first proper ride on the 1927 Longstroke Sunbeam I acquired last winter, clocking up about 100 miles in all. No problems, once we’d poked something in the little breather hole in the fuel cap which was blocked up and led to a couple of early stoppages. It was Bryan Lingard (also on the run and a number of whose machines we’ve featured) who suggested that fix; thanks Brian! That was on the Saturday then the Sunday I switched to the Rex-Acme, which went better than it has for years (it’s been a long process…) until about two miles from the end I noticed a crack rapidly developing on the handlebars. I gently rode back and put it in the van…

Finally, we finished off with the Morini OC track day at Cadwell Park. If we’d started the month with the relaxed pace of the Flywheel Festival, then the Morini day was the polar opposite. You’ll be able to read more about it next month, but suffice to say I managed six track sessions on four different bikes (two Velocette, two Morinis), while a couple of pals (one an old friend, another a new) rode the KTT too. As for so much of this summer, it was a beautiful day – though I was weary come the end of it!

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JAMES ROBINSON Editor

Regular contributors

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

Contributors this issue Leslie Bartlett, Bernard Holloway, Colin West.

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

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CONTENTS ISSUE | SEPTEMBER 2018 Archive photograph .......................................... 6 News ................................................................... 8 Flywheel Festival ........................................... 14 Dijon................................................................ 18 Letters ............................................................. 20 Subscribe and save ........................................ 24 Royal Enfield 175cc prototype ...................... 26 Moto Guzzi 500S ............................................ 34 Silk 700S .......................................................... 40 Hitchcock (Jock and Don) story.................... 46 Touring in 1949............................................... 52 John Bull Rally................................................ 54 Classic TT preview .......................................... 61 Closer look – 1958 Manx GP .......................... 66 Brian Slark interview ..................................... 72 Men who mattered – Richard Wyler............. 74 Triumph 3TA/5TA rebuild............................. 76 Roy Poynting column .................................... 79 Jerry Thurston column................................... 80 Sketchbook Travels ........................................ 82 You were asking.............................................. 86

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Restoration guide – Ariel VB ......................... 90 Technical feature ........................................... 92 Diary..............................................................110 Next month ................................................... 113 Classic camera.............................................. 114

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POST: The Classic MotorCycle, PO Box 99, Horncastle, Lincolnshire LN9 6LZ EMAIL: jrobinson@mortons.co.uk

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» 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 | SEPTEMBER 2018

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Battle of the 250s I

The fascinating British quarter litre scene in the early 1950s.

n the early 1950s the 250cc class was, in many ways, the most interesting.

While in the 350 and 500cc categories the prospective competitor could buy a number of ‘off the shelf’ racers – from Manx Nortons, to Velocette KTTs, AJS 7Rs, GP Triumphs, G45 Matchlesses et al – the 250cc class was a different matter altogether.

Consequently the fields were made up of what we see in the picture above – cut down larger models, home-brewed specials and imported continental exotica.

The picture was taken at Blandford at the start of August 1953, in the Lightweight category. The two leaders have already gone through, with Maurice Cann and Fergus Anderson setting the early pace. Cann was on his own 250cc Moto Guzzi, while Anderson (350cc world champion for Moto Guzzi in 1953 and 1954) was on the works

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THE CLASSIC MOTORCYCLE | SEPTEMBER 2018

machine, complete with a ‘beaked’ fairing.

Though Cann held the early advantage, Anderson soon passed him and Cann hit problems... though he kept going to finish runner-up.

Behind this leading duo was the battle we see here, with Ray Petty on the faired Norton (number 4), Arthur Fenn on his girder-forked (the two leaders’ machines had telescopic forks) Moto Guzzi (18) and a youthful John Surtees on the REG twin the main protagonists, though Benny Rood and Bill Webster, both on 250cc Velocettes, and Gerry Turner, on his much-modified prewar Rudge, joined the party too. They finished Surtees third, then Rood, Fenn and Webster, with Petty retiring.

Ray Petty was to go on to find much fame as a Norton tuner and expert, culminating in building his own Petty frames for Manx

Norton engines. He’d started racing before the Second World War on a New Imperial, and resumed his competition activities post conflict. During the period of hostilities he worked as an engineer at Vickers, with legendary Norton guru Francis Beart overseeing his efforts. Petty, in search of a competitive machine to replace his aged New Imperial, built his Norton special in 1952, with a 247cc engine housed in a scaleddown Featherbed-type frame. It was good too, with Petty eighth in the 1952 Lightweight TT and seventh in 1953. After retiring, Petty built a number of winning Manx Nortons, including Percy May’s 1971 500cc British championship winner. Petty also built his own 500cc Manx Norton powered car, though a 250cc Petty Manx engine was used in a Cooper car to set a number of records.

The extravagantly moustached Fenn is

Classic archive a

on a Moto Guzzi, which is a 250cc Albatross (as opposed to Cann’s, which was a Gamblunghino) a model reintroduced after the war (having been made in 1939) and an immediate hit; the last examples were made in 1948.

The Albatross was originally supplied with all road equipment but it was a racer first and foremost – in fact, it was basically a works bike, as used by the factory team 1946-48. Fenn was one of a number of British riders who managed to get their hands on an Albatross (Arthur Wheeler, Tommy Wood, Ernie Thomas and Bill Maddrick were among them, while Manliffe Barrington won the 1947 and 1949 Lightweight TT on an Albatross, sandwiching Cann’s 1948 win) and though by 1953 it was becoming a bit long in the tooth, it was still a potent weapon.

This Blandford meeting was the debut

of John Surtees on Bob Geeson’s REG. The 250cc twin had been home-built by clever engineer Geeson, who was no mean rider himself; he would have secured a 1950 leader board TT position on debut had an oil pipe not fractured. Geeson continued to ride and develop the twin for the next couple of years, though he struggled with injuries from a much earlier accident.

By 1953, although he was still racing himself, he’d realised a fully fit rider was required, and approached youngster John Surtees. It led to Surtees taking the ride; here, he was third then followed it up with a win at Brands Hatch in September. During the 1954 season Surtees and the REG dominated the British 250cc scene, scoring win after win; at season’s end Geeson sold the first REG to an Australian rider, Jack Walters, who took it home. It was followed by a Mk.2 version,

which was ridden, with some success, by riders of the calibre of John Hartle and Derek Minter, among others, while the best REG TT performance was Fred Hardy’s seventh in the 1962 TT. Rood and Webster were aboard their own 250cc Velocettes, based around KTT engines, with Rood’s engine housed in a home-made frame. A clever engineer, Rood was to go on to be one of the prime movers in the successful Cosworth engine business, while Bill Webster used a Doug Beasley frame to house his 250cc KTT-derived engine. Gerry Tuner’s Rudge used lots of Roland Pike bits.

The 250cc landscape changed quite soon after, as machines like the NSU Sportsmax (then all the two-strokes) rendered these ingenious specials, largely, obsolete. But for a few years, the British 250cc scene End really was a mixed bag of allsorts.

THE CLASSIC MOTORCYCLE | SEPTEMBER 2018

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News Events

News&Events

Chance to join in with fenland cavalcade

On Sunday, August 12 a cavalcade of classic vehicles will take to the roads of Cambridgeshire and Lincolnshire for the annual Wisbech and District Historic Vehicle Club Road Run. Over 200 vehicles, of all sizes, from scooters to lorries, will complete the 80 mile route departing from the Somers Road car park in Wisbech, pausing for a static display at Perkins Engines in Peterborough and culminating in a show and prize-giving back at the Somers Road Car Park.

Join the road run on the day at the Somers Road Car Park in Wisbech at 9am or the return leg of the run from Perkins Engines Gate No 5 at 11am.

Exciting lots at Ally Pally

Jimmy Guthrie Junior on his way to sixth place in the 1965 Junior Manx GP on a Beart Manx.

A spectacular single ownership collection is set to come under the auctioneer’s hammer at London’s Alexandra Palace on

September 23. And there are some real glamour machines in there as part of the collection, including several MV multis

and a gorgeous Francis Beart 350cc Manx Norton, as well as an original Matchless G50 and AJS 7R.

Successful sale in Yorkshire Dee, Atkinson and Harrison had its latest classic car and motorcycle auction at Sledmere House on July 7. Thankfully, the weather was glorious after the last sale was caught up in and affected by the ‘Beast from the East’ snow storm.

There were 55 machines offered and 80% were sold. They ranged from a BSA Winged

Handsome Gold Star found a new home, after being unsold in the last, snow-ravaged sale.

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Wheels at £630 through to a full fat 1982 Harley-Davidson FLT Road King, at £3565, which had been unused for many years since being imported from South Africa. Among the projects was a 1946 Norton at £1725, a 1947 DOT truck (lacking its frame) at £1087, which went to Ireland, and a 1954 BSA M33 at £3335.

Classics included a 1977 Norton Commando Mk.III at £6675 and a 1959 BSA Gold Star 500cc, matching numbers and unsold in the snow, realised £18,975 this time out.

The next auction will be on November 3. Contact Andy Spicer on 01377 253151 or andrews@dahauctions.com.

THE CLASSIC MOTORCYCLE | SEPTEMBER 2018

Rudge members visit TCM We welcomed 18 members of the Rudge Enthusiasts’ Club midlands’ section to TCM’s Mortons HQ on June 27, where

the members were given a tour of the archive and buildings, a talk about how we go about our business and a buffet lunch.

Adrian Reed collection offered Bonhams has announce the sale of the Adrian Reed collection on Saturday, October 13, at its twoday Autumn Stafford Sale.

The single-owner collection comprises 40 machines spanning the turn of the 20th century through to the 1960s.

Highlights include a circa 1930 Henderson Model KJ Streamline Four (£25,00035,000), a circa 1919 Henderson 1147cc Model Z Four (£25,00030,000) and a 1914 Indian 7hp Power Plus (£18,000-22,000).

Adrian was born in East Yorkshire in 1947 and had two great passions in life: family and motorcycles. His love of two-wheeled machines started at an early age and he amassed an impressive and prestigious collection of bikes, accessories and parts. Further highlights

NEWS IN BRIEF  WELSH EXTRAVAGANZA

Up to 10,000 people are expected to visit LlanBikeFest 2018 – the Llangollen Motorcycle Festival – at the North Wales town’s Royal International Pavilion on August 4/5. Day tickets are £10 online – visit www.llanbikefest.co.uk – or £12 on the gate, with accompanied children 16 and under free. Call 07960 693398 or office@llanbikefest.co.uk

 KOP HILL 2018

Adrian Reed with one of his Henderson fours.

of the 40-lot collection include a 1923 NUT 498cc (£17,00020,000), circa 1924/1927 NUT 700cc (£16,000-20,000),

circa 1918 Hazlewood 636cc Combination (£16,000-20,000) and 1904 Ariel 500c (£12,00018,000). Details at bonhams.com

Bennetts launches classic insurance Motorcycle insurance specialist Bennetts has launched insurance for classic motorcycles, offering owners of modern classic and vintage machinery individually-tailored, five star Defaqto-rated coverage.

Bennetts have designed the insurance for classic motorcycles package to make it as easy as possible for owners to customise and modify their bikes. The policy includes 16 common modifications covered as standard (www.bennetts. co.uk/customer/help-advice/ modifications/standard) and – for the many classic bike owners whose machinery is an ongoing project – if any of those 16 modifications are made after taking out the policy, they do not need to be declared to Bennetts. For non-standard modifications to the bike, there is no administration fee to amend the policy to include these changes.

Bennetts insurance for classic motorcycles also includes optional agreed value, making sure each unique bike is insured to the correct value. Should the worst happen and the bike is written off, the salvage retention options allow owners to buy back their bike and recover any

This year’s event will be on September 15/16 and promises the usual mixture of spectacular cars and motorcycles, with the whole event run for charitable causes. Though the actual hill climb is now fully booked up, there’s plenty of other attractions to make a trip worthwhile. Details from kophillclimb.org.uk

 BEAULIEU SALE

Bonhams holds its mixed car and motorcycle sale on September 1. Details from www.bonhams.com

Whengparts parts. For those who want to show off their prized possession to fellow enthusiasts, the policy includes show and events cover.

Bennetts offers insurance for both modern and classic motorcycles on one multibike policy, so owners who have more than one type of machine in their garage do not need to insure each one on separate policies.

As with all Bennetts insurance policies, expert 24-hour claims service, 90 days EU cover,

permanently fixed accessories cover, motorcycle theft cover, loss or damage cover, lock and key cover and accident recovery are all included as standard on the comprehensive package. Customers also have access to special offers, discounts and competitions via Bennetts Rewards.

For more information on Bennetts insurance for classic motorcycles, visit www.bennetts. co.uk/motorbike-insurance/ classic-bikes

Whengparts items are mostly laser cut from mild or stainless steel or from aluminium and popular ranges include weather vanes, key racks, helmet holders and signs.

CAD design is utilised, so custom parts can be cut – they just need a template, sketch or, for the silhouette profiles, a photograph. Any flat shape can be produced or replicated – handy for worn or broken parts that are no longer available.

Lots of lines are available at www.whengparts.com – they are mostly custom made, so if your bike isn’t listed, just get in touch and it soon will be!

THE CLASSIC MOTORCYCLE | SEPTEMBER 2018

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News Events

All approachable at Surrey BBQ While Norton motorcycles may have been ‘unapproachable’, the members of the marque’s owners’ club were extremely welcoming when the Surrey Branch held its annual BBQ at the Stepping Stones pub at Westhumble, near the foot of Box Hill.

The pub has long been established as a regular meeting place for the club, while nearby Ryka’s cafe is a Mecca for motorcycles, often playing host to hundreds of visitors.

Among the highlights were John Duplain’s cafe racer Dominator, a 600 repatriated from America in 1985. The bike now has a 650cc cylinder head and some Commandosourced updates. Highly polished (including a row of old pennies in the tank strap!) John describes it as his ‘pride and joy’.

Based in Sussex, the bike has attended European rallies as well as the Isle of Man. Richard Johns, resplendent

When Bracebridge Street came to Surrey …

in pudding-basin helmet, had ventured up from the south coast on his 1928 Model 18, although his was one of few early bikes.

Many manufacturers were represented as the annual

barbecue is a popular excuse for a ride on anything, but especially classic. Guest of honour was Colin Seeley, with a couple of his former employees, and they were re-acquainted with some examples of their

handiwork, proving they were still being ridden and enjoyed.

A raffle in aid of the Joan Seeley Pain Relief Memorial Trust raised several hundred pounds.

Alan Turner.

Super Stroud

BHR at Lydden

The Stroud Vintage Transport & Engine Club (SVTEC) stages its annual show at South Cerney Airfield in Cirencester, this weekend (August 3-5). The show is now in its 44th year and over £180,000 has been donated in recent years.

One of the largest displays is the motorcycle section, with 230 registered entries representing manufacturers from across the globe from 1911 to 2005.

More than 70 BSA Bantams are due to take part in a motorcycle road run, culminating at the show.

The extravaganza is organised by the Stroud Vintage Transport and Engine Club.

This non-profit making organisation raises money for national and local charities and more than two dozen such groups are due to be there on site, raising awareness of their respective causes.

For further information please visit: www. glosvintageextravaganza.co.uk

British Historic Racing, the road race section of the VMCC, organises its national championships with meetings around the country. In late June, the circus stopped off at Lydden Hill, situated between Canterbury and Dover. The sinuous one-mile circuit may not be to every racer’s taste, but close racing is virtually a given and spectator viewing is second to none.

The programme revealed when it came to race bikes, anything was possible. As well as a good sprinkling of 1940s bikes, there were classic 50cc racers, Formula Bantams and all capacities on up to Vincents, but a Royal Enfield Clipper, a Matchless G3LS and couple of Norton rotaries were just some of the more unusual entries. Merv Stratford (Rudge, shown) did plenty of winning.

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1913 TT Rudge restoration project The latest restoration project by the Sammy Miller Museum is this fantastic 1913 TT Rudge.

This machine was donated to the museum trust by a staunch supporter, Bill McComb of Co Antrim.

Bill had this machine for many years in a dismantled and poor state and decided that it needed restoring and bringing back to its full glory, so has

donated it for display.

There are many special features on this TT model which obviously had its early life in Northern Ireland with its Irish registration number.

The New Milton museum is now open to visitors daily from 10am until 4.30pm.

Tel 01425 620777/616644 or visit www.sammymiller.co.uk for further information and details.

SUBSCRIBE AND SAVE SEE PAGE 24 FOR FURTHER DETAILS

THE CLASSIC MOTORCYCLE | SEPTEMBER 2018

Alan Turner.

Book Review

From the inside

BSA/Triumph’s Umbers Slade research establishment revealed Author: Brad Jones Published by: Compass Publishing E-mail: juxta71@outlook.fr Hardback, 210 x 260mm; 138pp with over 165 photographs.

ISBN 978-1-912009-82-4 £25 From The Inside – BSA/ Triumph’s Umberslade Hall research establishment revealed, is the first time that a comprehensive study has been made of the BSA motorcycle division’s much maligned research and development centre, situated at Umberslade Hall, Hockley Heath.

Long-standing questions such as what type of work was carried out, how much and what type of engineering equipment had been installed, how the buildings were used and what sort of people were employed there are answered, with information sourced from several ex-Umberslade Hall employees, the study of original BSA documents, plus a host of period photographs which cover infrastructure, personnel and the motorcycles themselves, the latter in both styling and development phases.

Access to BSA’s original workshop extension plans, in conjunction with visits to Umberslade Hall today by the author, has enabled the pinpointing of the major departments and engineering areas to be accurately presented.

Chapters on the bikes that, by and large, emanated from the centre, vary in length due, in the main, to how many motorcycle types each project code encompassed, and how much information could be unearthed on each, the always intriguing P30 dohc 350cc twin being the longest by far. Named, illogically, as the BSA ‘Fury’

and the Triumph ‘Bandit,’ the prototype designed by the then retired Edward Turner was hopelessly underengineered and required a radical redesign by Doug Hele, Bert Hopwood and Jack Williams, when the project was handed over to Umberslade Hall. The BSA board, however, approved of £95,000 worth of machine tools and equipment that was allocated specifically for the P30 – a machine that never went into production.

It is interesting to also read of the prototype Mini Monkey bike, developed from the Tina scooter, that showed a lot of potential for the American market, and David Garside’s development of the Fichtel & Sachs rotary engine.

Many brilliant engineers from the decimated aircraft industry were employed but, unfortunately, they were not all motorcycle engineers.

This was shown up when one, nick-named ‘Synchro Sid,’ asked when motorcycles were going to be equipped with synchromesh gearboxes!

The Umberslade Hall Research Establishment was undoubtedly a brilliant idea that was being equipped, right up until the last days, with expensive high tech test equipment, but it was all too late in the day.

An excellent, wellresearched book and the ideal follow-on to author Brad Jones’ previous motorcycle book, BSA Motorcycles – the final evolution.

Reviewed by Jonathan Hill

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THE CLASSIC MOTORCYCLE | SEPTEMBER 2018

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News Events

Something old, something new

THE WAY WE WERE IN

SEPTEMBER 1918

A Swiss engineer had developed an atomiser, which he claimed enabled heavy oil to be used in internal combustion engines usually fuelled with petrol or associated spirits.

Oil was control fed into a container in which two

1943

Barry Fitzmaurice had the quickest of the Rudge entries.

With help from the Dunmow club, the VMCC Grass Track and Speedway Section staged a meeting at Ugley Hall Farm, Essex, on June 24, where a hillside layout added a third dimension to the more common flat oval.

Hot, sunny conditions were a little challenging for everyone.

They all got four rides per bike, making a varied 44-race programme. All rides were points-scoring and the totals brought the more successful riders to the rostrum for the post-race presentation, witnessed by most of those who had been present during the day.

Chris Mackett made the most climbs of the podium. After success riding 250 and 350cc bikes in the 1970s, he had many years away from the sport. Now approaching pensionable age his results with older machinery

have eclipsed his earlier efforts.

In the Vintage class he was Velocette mounted, not the quickest bike off the line, but Chris soon worked his way through the opposing Rudges.

The pre-75 Classics combined the 350 and 500cc categories.

Mackett was out again, with a 350cc JAP and posted another victory. Sadly, there were no JAPs in the halflitre class, it seems vintage racing has mirrored the 1970s grass track scene when the Czechoslovakian Jawa replaced the English engines. Consistent scoring from Edward Hopkins on his Jawa secured the 500 win.

Admission to the meeting was by donation, with all the money raised going to the Essex and Herts Air Ambulance the charity is £400 better off – another good result.

Alan Turner.

An Essex farmer claimed a plant oozing rubber was growing on his land. He believes seeds for this plant may have laid dormant in his

1968

Famed German engineer Friedel Munch had created a range of 450, 500, 600 and 750cc sohc twin cylinder motorcycle engines, which were to be built into machines by Italjet. Rated from 42bhp to 60bhp for the 450-600cc engines, the project was a joint cooperation between Munch and American publisher Floyd Clymer.

Unveiled at the Cologne Motor Cycle Show, this enterprise was to see the revival of one of America’s greatest motorcycles, the Indian. The 65bhp 750cc unit remained under development but one assumed its crankshaft would

1993

After 15 times TT winner Joey Dunlop went out when his 250cc ultralight Aermacchi cried enough, Cumbrian Bob Jackson, in his Manx GP debut, romped to a fast victory on his 250cc Suzuki in the Classic Lightweight race, with a best lap of over 99mph – a new record. With Bill Swallow (Aermacchi) out with mechanical problems and American Dave Roper crashing his ex GP Benelli, After practice, his pit crew restore the polished finish of Chris Mackett’s JAP 350.

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THE CLASSIC MOTORCYCLE | SEPTEMBER 2018

gear-like pinions revolved at high speed.

The smaller wheel dipped into the oil, flicking it onto the large wheel at such velocity the oil was atomised mechanically, then mixed with air to form an explosive charge… land for thousands of years.

An analytical chemist stated the material oozing from this plant was pure latex. And, no, this wasn’t written on April 1! be splined like those of the smaller engines enabling it to be built to fire at either 180 or 360 degrees. Munch had also designed his own 60bhp@10,000rpm dohc racing engine.

Alongside updating his NSU-engined Munch Mammoth, Friedel found time for further co-operations with Clymer, including a joint three way agreement between Clymer, Munch and Velocette to fit 499cc Venom and Thruxton engines into Italjet built rolling chassis, creating Indian Venoms and Thruxtons.

Later, they planned to update 750/1100cc Indian V-twin machines. former TT winner Bob Heath enjoyed clear roads to take the 350cc race on his replica AJS 7R. In the Senior race, Yorkshireman Bill Swallow made up for his Junior disappointment by winning from Australian Bill Horsman, while Bob Heath retired with gearbox failure. The winning 7R and G50 engines were built and prepared by Fred Walmsley.

Richard Rosenthal.

AN IMPORTANT SINGLE OWNER COLLECTION OF COLLECTORS’ MOTORCYCLES Sunday 23 September 2018 Alexandra Palace, London

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1956 AJS 7R 350CC RACING MOTORCYCLE £20,000-30,000*

Ex-Jimmy Guthrie, 1961 BEART NORTON MANX 350CC MANX £50,000-70,000*

Factory Speed Kit installed, 1953 TRIUMPH T100C £20,000-30,000*

1961 TRIUMPH T120C BONNEVILLE SCRAMBLER £15,000-22,000*

1962 MATCHLESS 498CC G50 RACING MOTORCYCLE £25,000-35,000*

1971 MV AGUSTA 750S £70,000-100,000*

42 Miles from New, 1977 MV 750S AMERICA £70,000-100,000*

2000 MV AGUSTA 750CC F4 SERIE ORO £18,000-24,000*

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Fly me show…

The Flywheel Festival has only been going for three years but is already establishing itself as a firm favourite on the calendar.

Words and photographs: JAMES ROBINSON

Flywheel wheel Fes Festival | 2018

Right: The De Dion club put on a display of three wheelers.

Bottom right: Terry Cardy’s Bedelia cyclecar, which owes much to motorcycle practice.

The passenger/ mechanic sits in front of the driver…

T

he Flywheel Festival, held this year over the weekend of June 23/24, is an event which combines cars, aeroplanes and motorcycles, and although it has tagged itself as a ‘show’ it’s by no means a static event; cars and motorcycles are demonstrated on the figure-of-eight circuit, while aeroplanes fill the skies overhead. Plus there’s also tanks and a vintage fairground too.

The location is the Bicester Heritage site in Oxfordshire, a fascinating complex, home to 35 motoring restoration businesses, ranging from magneto refurbishment to upholstery, and pretty much everything else (including fabrication and marque specialists) in between. There’s also two historic vehicle restoration schemes running there as well. So as a setting, it can’t really be bettered.

The actual Bicester site is fascinating in its own right too, with the earliest parts of construction dating to 1916 with the arrival of a Royal Flying Corps soon afterwards. From 1918, and for two years, it was used for military flying.

There was another big change in the early 1920s (many buildings date to this 1923 remodelling) with

more development coming as the years passed; military operations finally ceased in 1976, though the RAF used it as a glider training facility.

RAF Bicester finally closed in 2004 and it re-emerged as ‘Bicester Heritage’ in 2013. The Flywheel Festival started in 2015.

Flywheel is a two day event, centred around the demonstration track. Riders and drivers get two runs apiece on each day, though the emphasis is on demonstration rather than competition. The aim of the game is for the vehicles to be seen and heard moving and running, not go as fast as they can.

I was invited to take a place among the motorcycle display, taking along my Rex-Acme as a static and the Mk.I KTT Velocette for a blast about.

Well, that was the plan... but during the first ‘sighting lap’ – which immediately preceded the first motorcycle demonstration – the clutch was slipping horribly, so I took it back to the pit area and grabbed the Rex from the static line-up and had a blat round on that. I’d already been asked if I’d join the commentator for the rest of the motorcycle display, so my run over I parked the Rex and, lamenting my

THE CLASSIC MOTORCYCLE | AUGUST 2018

15

Left: Mike and Laura Farrell, with Mike’s BMW and the ‘syndicate’ Rudge.

forgetting to put a hat in my pocket, talked best I could about the other machines which were going round, which were a diverse and interesting group.

They included John English’s HRD Series A Comet, Colin West’s Dondolino Guzzi, Richard Duffin’s yowling open pipe Scott, while Pete Sutton supplied an impressive visual spectacle with his Triumph ‘big wheeler’ sidecar racing outfit.

The May family – dad David on an MV three and son Jimmy on the 350cc Manx he races in the Lansdowne series – added to the whole spectacle with the screaming racing MV particularly.

But the real stars of the show were the two women present, who were both riding motorcycles provided

by Mike Farrell. The racing exploits of Maria Costello are impressive; she was the first woman to stand on an Isle of Man podium as a solo rider, while she also recorded a fourth place finish at last year’s Classic TT, on a Paton, which followed a third the previous year.

Here, Mike entrusted her with his screaming prewar BMW, similar to the machines she’s enjoyed success on at Goodwood. She took to it immediately, riding with panache and in a fine style, as to be expected.

Perhaps the style and panache of the second lady rider was a little less to be expected. Mike Farrell’s

daughter Laura was given the (figurative) keys to dad’s Rudge ‘syndicate’ racer, one of the last Rudge works competition machines. Laura had never ridden the Rudge before but took to it straight away, and looked to be having a great time, gaining confidence with every run.

Flywheel proved a lovely weekend, a nice setting, a wide range of interesting things to peruse, all bathed in brilliant sunshine. Though tagged as a ‘show’ it was much more than that, the movement and noise bringing a different element, clearly being End enjoyed by all in attendance.

Above: Series A HRD Comet has been owned by John English since 1973, when he found it in a garden.

Above: Some of the later race machinery.

Below: First World War-type aeroplanes put on a marvellous ‘dogfighting’ display.

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Keen as mustard One of the many Brits who make their annual pilgrimage to Coupes Moto Légende took his camera along.

Words and photographs: COLIN WEST

T

he well-established Coupes Moto Légende event, which was originally at the Montlhéry circuit, is now fully settled in its home at the Dijon-Prenois track, in eastern France.

An undulating 2.4 mile long circuit, the track opened in 1972 and held its last Formula 1 car race in 1984; bizarrely, it also hosted the 1982 Swiss car GP, as Switzerland had a ban on racing. During the 1970s and early 1980s the French GP

a huge crowd, which led to a fabulous atmosphere. The motorcycles on track were a truly eclectic collection, ranging from the oldest (a 1924, 1000cc Zenith Super 8) to a selection of 1992 two-stroke GP machines.

With lots of on-site camping, good food and entertainment, several modern manufacturers in attendance, and blessed with stunning weather, it made the long (ish) trip worthwhile, as ever.

was held five times at Dijon (alternated with Paul Ricard), and it retains a high standard of both surface and preparation, while to put it into British context, the track itself can be described as a blend of Brands Hatch and Donington Park. It’s a fabulous and well-appointed facility.

It also helps that the circuit is situated in beautiful countryside. This year (over June 2/3, 2018) it attracted 1250 machines in diverse parades, all looked upon by

Marek Odehal (1928 Rudge) and regular British visitor Richard Bott (1926 TT Triumph) enjoying themselves.

1

2

3

Dijon | 22018

4 5

6 1: Nicolas Fauillere on a single-speed Terrot, listed as 1927, but looking earlier.

2: Joel Gachedoit (1929 FN M67) on the inside, Joel Bottero (1928 Model 18 Norton) outside.

3: Fine style from Lars Janssen, on his three-speed Scott.

4: Kasper Ryser goes for another gear on his 1925 TT Douglas.

5: Manfried Held (Seeley Velocette) winds it on.

7

6: Neat-riding Hans Ulrich Wyssen’s tidy-looking 1956 Manx Norton still sports swan-neck clip-ons.

8

7: Hard-charging on a plunger framed, iron-barrel BSA single is Lionel Dudoit.

8: Bonhams were in attendance, with head of motorcycles Ben Walker (Bonneville) and specialist Martin Hecksher (Scott) both riding.

9: Looking great is Ulrich Schmidt, on his 1947 Gilera San Remo.

10: Making a Harley do what doesn’t necessarily come naturally, is Roland Koch. The Sportster is from 1968.

9

10

THE CLASSIC MOTORCYCLE | SEPTEMBER 2018

19

Readers’ Letters

Readers’ Letters YOUR VOICE & YOUR OPINIONS

April boxes ticked in Australia

Inside Peter’s shed… From left, the James, the Matchless, Ariel and Velocette.

I was delighted to see four of the makes appearing in the April 2018 issue are also present in my garage here in Australia.

My famous James is a 1928 sv

single (a little upmarket from the featured autocycle), the Matchless a 1951 G80S, the 250cc Ariel is a 1938 model OG. Finally, the road race Carey

Velocette is MOV (fitted with Carey head but not OHC).

I thoroughly enjoy the magazine but would love to see less Triumph twin features

(almost one per issue) and a little more on vintage machines.

Peter Swords, Katoomba, NSW Australia.

Norton Model 21 points raised Interesting piece on the Model 21 ‘Norton Druids’ as if they were a specific type available at the time Norton in the August 2018 issue. without explaining that – to the I corresponded with the then best of my knowledge – they are owner, Julian Cochrane, some 10 actually quite a clever lash-up. years back after he detailed his Whether Julian or the Miller experiences with this machine in chaps organised the tank painting, the VMCC magazine.

I know not, but suffice to say it He told me then that after is far from correct for the year 50 odd years of being in pieces, and typical of the work of some he could not find absolutely current tank specialists, who everything for the rebuilding exercise he had undertaken at the assume all Norton tanks of this period were painted like this one. time. Contrary to Roy’s slightly And a real nitpicker’s point over-optimistic suggestion that – the float chamber and carb Julian’s long ownership makes appear to be made of Mazak and this bike very original, I feel this are thus a lot later than 1930. actually accounts for various Though unusual, the Model 21 quite important departures from is clearly listed in the 1930 the standard form the bike would Norton sales literature, quite have had when new. simply as a Model 18 fitted with Most noticeable of these are a ‘semi-dry-sump’ lubrication the weird but ingenious rear system. True, there were not brake pedal arrangement and many made in 1930 (17 by my the fact that the original Webb forks were replaced at some time reckoning) but quite a few are listed in the records from its in the 1930s by ES (enclosed introduction in 1927 through spring) Druid forks. These in to the end of 1929. It is listed turn have been modified to in relevant sales literature for accept a barrel spring and later 1927/8/9. The Model 21 and 1930s type Norton fork links etc. more sporting Model 25 (also Roy refers to these forks as

20

THE CLASSIC MOTORCYCLE | SEPTEMBER 2018

with the semi-dry-sump system) both came onto the market for the 1927 season, the Model 25 being dropped with the ES2/ CS1 introduction.

Incidentally, the semi-drysump system was first used on the 1925 TT Nortons and then, in modified form, on their 1926 TT machines.

The article also implies the ES2 arrived first on the scene and the CS1 came along later. Not so: after 1927 racing successes with unnamed prototypes of both models, production versions with the ES2 and CS1 designations appeared at the 1927 Olympia show.

Finally – this gripe has gone on quite long enough! – the article says the forward facing magdyno would have had an alloy or pressed steel shield. The shield was an alloy casting.

Such inaccuracies which appear in print, over time, become accepted as gospel, hence my corrections.

Simon Grigson, via email (www.vintagenorton.com).

Summer riding Taken on a lovely summer’s evening on Guernsey, Phil Ozanne is seen here with his 1953 Triumph Speed Twin – we were out for chips...

Paul Kilminster, Channel Islands.

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

Fond family memories of past Triumphs The rigid frame Tiger 100 article in your July edition made me think back to my early years.

My father bought a new Speed Twin in 1946 from H and L Motorcycles of Stroud. In the early 1950s he fitted it with a second-hand silver-coloured Swallow single seat sports sidecar which had a dickie seat in the ‘boot’.

In 1955 the Speed Twin was part exchanged at H&L’s for a new Thunderbird, in blue and with a swinging arm. I do remember it was a challenge fitting the sidecar because the fittings had to be adapted to fit the ‘spring frame’ of the Thunderbird and the centre stand had to be removed. The Speed Twin, of course, had a rigid frame.

He also changed the colour of the flutes on the sidecar from amaranth red to Thunderbird blue to match the new bike.

With mum in the sidecar and me on the pillion, I recall,

The 1955 Triumph Thunderbird which Paul Wilkinson’s dad bought new in 1955.

the Speed Twin’s comfortable cruising speed was 40mph and the Thunderbird’s 50mph.

The SU carburettor made the Thunderbird very economical but it was essential to put a drop of oil, occasionally, in the top of the carb to stop the suction piston from sticking.

When I was old enough and had passed the bike test I was allowed to ride the Thunderbird combination. Being a teenager I had to find out what it would do and managed to reach a top speed of 70mph. The bike and sidecar was sold in 1962 to another local motorcycle dealer,

Williams and Thomas. The Williams being Jack Williams and the Thomas was Ernie Thomas, who was a Velocette, DKW and Triumph prewar works rider.

In the article on the T100, mention is made of the DC 44 inspection lamp being discontinued in 1940, that was not so for the Speed Twin as I can distinctly remember there was an inspection lamp fitted in the panel on the tank of my dad’s 1946 bike. It also had telescopic forks, a flat frosted glass headlight lens and barrel shaped silencers, as opposed to the megaphone shaped ones fitted to the T100 in the photo.

The reg. number of the Speed Twin was FDD 699 and the Thunderbird PDG 952. It would be interesting to know if these bikes are still around. I attach a photo of the Thunderbird and sidecar taken in 1955 or early 1956.

Paul Wilkinson, via email.

Thunderbird facts are go Thanks to David Dew for his letter in the August 2018 issue with reference to the article on my Triumph 1981 TR65 650cc Thunderbird, in the May issue. Mr Dew recollected that the TR65 engine was ‘far from a cut-down’ 750 as I’d written, that ‘based on Government funded university research,’ the cylinders had been ‘moved closer together’ and the ‘central flywheel reduced or removed,’ so the 750’s head and cylinders ‘would not be interchangeable’ with the 650’s.

The facts, however, indicate otherwise.

The TR65 650cc and single carb TR7 750cc crankcases have the same part number, so

22

the development work the 650’s cylinders were on the 650 had been not closer together. The cases were late spec, with done at Meriden around 1978/79, for a potential a large double-lipped timing side main bearing, police model.

Contrary to Mr as on the eight-valve TSS. Dew’s memory, the On the TR65, pushrod 650 capacity did put tubes were shortened the TR65 in a cheaper TR7 items, and the barrel insurance group. The height was reduced by 10mm. Dealers confirmed potential 600 (76x66mm) capacity he refers to that some 650 engines was being developed were modified to 750cc at Meriden as part of with TR7 barrels and the modular 1983/84 pistons, when TR65 ‘Phoenix’ range. crank replacement had Thanks to the not been possible. If ‘Triumph Thunderbird unmodified 8.6:1 TR7/ TR65’ Facebook group T140 pistons were used for their help. One in the 650, the TR65 compression was reduced, member measured up a spare TR65 crankshaft from the catalogued 9:1, and found it almost to 7.5:1. I think mine may identical to the 750’s. be like that, as the bike is He believed that the so easy to kick over! big end journals, with Incidentally, my the crank having been records indicate that

THE CLASSIC MOTORCYCLE | SEPTEMBER 2018

Steve Wilson with his Thunderbird TR65.

left with more ‘meat’ in the journal area, had then been ground with 11mm less offset to the centre line to achieve the shorter stroke, with the sludge cavity also 11mm closer to the centre line.

This would conform to Meriden’s intention, using available parts to make a budget model; as Co-op Chairman John

Rosamond wrote: “the engine was basically a reduced stroke version of the 750 model, with the majority of engine components remaining common to both units.

It was just our good fortune that the result turned out to be such a little peach!”

Steve Wilson, Oxfordshire.

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Blueprint p bike This prototype ‘cammy’ Royal Enfield is up and running and on the road, providing an experience that doesn’t disappoint and a raft of ‘what might have beens…’

Words: PHIL TURNER Photographs: GARY CHAPMAN

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THE CLASSIC MOTORCYCLE | SEPTEMBER 2018

Royal Enfield En | 175 OHC prototype

I

t's not often one is allowed to get too close to a prototype. They're usually tantalisingly out of reach behind ropes or on an elevated and rotating platform in the middle of a show hall; to stand over one, touch it or sit on it is a rare privilege, to start one up and ride it is pure fantasy.

So it was a mixture of excitement, trepidation and wonder I was feeling as I pulled off Gordon Hallett's driveway on board the one-of-a-kind 175cc overhead camshaft Royal Enfield – at that point I hadn't realised he hadn't ridden it himself yet...

Although you're hard-pushed to find reference to it in any of the Royal Enfield history books, the story of the 175cc OHC prototype is fairly well-known among aficionados.

It's thought the original brief, presented to the R&D team in early 1961, was for a machine designed to fall below the UK's sub-200cc threshold for low-cost insurance. Initial sketches showed a 198cc push rod engine similar to that found in the Crusader, but somewhere along the way this morphed into a 175cc OHC design: more than likely a reaction to the increasing popularity of the 175 class in Continental Europe, and the resulting attractive Italian machines that were starting to woo British buyers.

The firm's chief draughtsman Reg Thomas gave them the engine and his ever-resourceful and creative development team set about using what they had to hand to provide the chassis and cycle parts to wrap around it.

It was a very promising design but for reasons we can only take an educated guess at – high production costs being the most likely culprit – the project was shelved just a year later.

Mercifully the prototype machine was spared the usual indignity of being stripped for parts or simply discarded and was instead given to Reg Thomas.

It ended up in the window of L&D Motors in Bristol, after they acquired it – along with some other Enfield prototypes, including an 800cc Interceptor – when the UK factory closed in 1970.

It was sold at auction when L&D closed and disappeared for a while, resurfacing in the late 1980s after being rescued and rebuilt by well-known restorer Ken Blake (a piece by Jeff Clew published just after it was completed can be found in the December 1989 issue of this publication): a tricky task made a little less so by a substantial box of 'spares' – including several sets of crankcases, pistons in various compression ratios, some crankshafts and a spare set of forks – and the original development notes, with contributions from several members of the development team, that also survived.

THE CLASSIC MOTORCYCLE | SEPTEMBER 2018

27

Despite mucky roads, Phil Turner was impressed with the little Enfield.

Flyscreen – what every coffee bar cowboy needed in the 1960s.

The 173.5cc, four-stroke Royal Enfield engine. You’ll not see another one.

A piece from here and there

At first glance the OHC prototype could easily be mistaken for a Crusader, and the more experienced Royal Enfield eye will pick up on several borrowed and modified parts from its stable-mates.

Even the engine looks Crusader-ish, with no immediate indicator that inside the alloy head runs a single overhead camshaft – driven by chain via a pair of pinions, from the crankshaft's right-hand end, which runs inside a tunnel cast into the iron cylinder barrel – that is until the eye moves down past the barrel and notices the rather odd, wing-like aluminium castings extending rearwards. These don't appear to serve any practical purpose, although possibly afford the pillion’s feet and ankles meagre protection from the chain and rear wheel splash-back. The left-hand panel in fact fouls the brake pedal, something which

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THE CLASSIC MOTORCYCLE | SEPTEMBER 2018

presumably would have been fixed before production.

The engine unit is used as a stressed member in the frame, with a single lug attachment to a vertical down tube at the rear and engine plates connecting things up at the front.

The gearbox is a five-speed Albion unit operated by a standard Crusader lever and features a ‘pointer’ gear indicator at the top of the right-hand casing. It uses the 'normal' one up and four down pattern and is – as you'd expect – very close ratio.

Fuelling comes via a one-inch Monobloc, substituted by the restorer Ken for the incorrect sized one it came fitted with.

Ignition and lighting are supplied via a crankshaft-mounted alternator. The points are housed in the right-hand side case and driven via the upper of two pinions taking drive from the crankshaft; the lower drives

both the speedo and oil pump.

The forks also appear to be Crusader items.

On top of those is the instantly recognisable Continental top yoke with customary twin instruments and ace bars wrapped around it all.

Mudguards are also Crusader, both modified/made to follow the curve of the smaller wheels.

Braking is via six-inch drums from the Clipper range – the larger seven-inch hub fitted to the Crusader being too large for the 16-inch wheels.

The rear wheel is quick-release, but not in the usual Enfield way: rubber bungs on the off-side remove to give access to three retaining bolts.

The fuel tank is from a US export Mark 1 Interceptor; the toolboxes are from the twostroke, 150cc Prince and the exhaust a period two-piece item used across the Enfield range.

Royal Enfield En | 175 OHC prototype

So, what’s it like?

In actual fact, Gordon had just that week jumped through the DVLA hoops to get the 175 on the road, and this was to be its maiden voyage.

Gordon did the honours of starting – a little trickier than Reg Thomas would've intended as the substitute one-inch Monobloc isn't fitted with a choke. Still, a hand over the bell mouth, a quick tickle and after just two kicks the little OHC burst into a fast tickover.

The first thing that struck me about the Enfield is just how tiny it is. I'm no Goliath at 5ft 4in and struggle to get both feet down on most swinging arm-equipped machines, but not so with the 175; the small frame Left: It’s all neat and tidy, more ‘production’ than ‘prototype,’ and the finish a is a credit to the skills of restorer Ken Blake.

and 16-inch wheels making it as low to the ground as I am. The dimensions don't stop there either, with the narrow seat and petrol tank and those dropped bars giving it an incredibly compact feel. Ergonomics are surprisingly good though: the bars aren't set too low as to trouble the wrists and there's ample room between the seat and pegs – for my short legs, that is.

The next thing to get used to is just how fast that OHC engine spins – or sounds like it does. No ticking rockers or push-rods here, and certainly no characteristic Enfield thump.

As I headed out of Gordon's cul-de-sac onto the busy Stevenage arterial roads I quickly became conscious of just how free-revving the 173.5cc OHC is, and just how much I was having to work it to keep up with traffic – it felt almost like a two-stoke in delivery giving nothing much at the bottom

THE CLASSIC MOTORCYCLE | SEPTEMBER 2018

29

Above: Rear mudguard is a modified Crusader item.

Right: Forks (probably from the bigger, heavier 250cc Crusader) are a touch on the firm side for the light weight 175cc machine.

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THE CLASSIC MOTORCYCLE | SEPTEMBER 2018

of the rev range, but with a 'push' of power as the revs climbed.

The action of the five-speed gearbox certainly helped maintain forward momentum. So light is its operation in fact I was struggling to feel each gear engage – the movement of the lever to select each ration is minuscule and the engagement more like a switch than lever.

The other controls are equally light and compliant, as is the handling – light and flickable but also stable and confidence inspiring; the little Enfield really is a dream to take through the bends. One slight caveat to that being the front forks, which as you'd expect of a set designed for a larger, heavier machine are a tad firm; again no doubt something the factory would have corrected on production models.

That aside, the 175 really is a lovely machine to ride, and had the roads around Stevenage been drier on the day I know I would have enjoyed exploring that lovely revvy motor and fine handling more.

I'm kind of glad they weren't though, as when I pulled in to give Gordon his turn for riding shots, he leaned over to me and with an excited tone asked: “So, what's it like?!”

I paused, thought for a second and shouted back: “Have you...erm, do you mean you haven't ridden it yourself yet, Gordon?” “No, not yet...” came the reply, “...let me have a go!”

As I handed the Enfield back it struck me just how lucky I'd been. Not only had I had the privilege of riding a prototype, it's likely I'd been the first one to do so since it's restoration in the late 1980s.

I hoped it didn't dilute Gordon's first experience of it, but the grin coming from his helmet as he passed by me on the corner confirmed it definitely hadn't. Phew!

Behind the ropes

With suitable photographs 'in the bag' we made our way back to Gordon's house, and as we did so I couldn't help but think about how different the day and indeed the 175cc

Royal Enfield En | 175 OHC prototype Revvy motor and fine handling is a superb combination.

FINER DETAILS

1962 Royal Enfield 175 OHC prototype

ENGINE: 173.5cc, four-stroke, OHC single BORE AND STROKE: 64x54mm COMPRESSION RATIO: Unknown MAXIMUM POWER: Unknown IGNITION: Alterna CARBURETTOR : 1 inch Monobloc LUBRICATION: Pump Above: It’s an engine that likes to rev.

Right: Had whoever designed this been looking at Edvard Munch’s painting The Scream?

Below: Owner Gordon Hallett with another unusual machine to add to his eclectic collection.

OHC itself may have been had fate dealt the little Enfield a different hand.

As it stands it would certainly have given the continental competition a good run for their money – in specification, looks and handling – and it's clear that even if the board of directors didn't, Reg Thomas and the Royal Enfield R&D team clearly understood the importance of the lightweight sector, and the impact the continental and Japanese competition were about to make on it – with the 175 and machines like it, they were ready to mount a serious challenge to them.

Whether the bike would have made it to the showroom like this though, or like so many other prototypes, would it have ended up being a watered-down version of the bike behind the ropes is another matter.

Sadly, we all know that even if it did it wouldn't have been enough to stop the inevitable, but like with any prototype it's nice to ignore the reality of it for a End while and just enjoy the fantasy...

CLUTCH: Wet multiplate GEARBOX: Five-speed FINAL DRIVE: Chain FRAME: Tubular steel SUSPENSION front Telescopic fork, rear swinging arm with twin hydraulic shock absorbers TYRES front 16 x3.00, rear 16 x3.00 BRAKES front SLS 6in / 152.4mm drum, rear SLS 6in / 152.4mm drum LENGTH: 77in / 1955.8mm WIDTH: 24in / 609.6mm HEIGHT: 44in / 1117.6mm SEAT HEIGHT: 29in / 736.6mm WHEELBASE: 50in / 1270mm FUEL CAPACITY: 2.5 imp gallons / 11.3litres DRY WEIGHT: Unknown TOP SPEED: 75mph /120kmh (estimated)

THE CLASSIC MOTORCYCLE | SEPTEMBER 2018

31

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STK-980 STK-010 STK-1257 STK-175 STK-177 STK-154 STK-150 STK-152 STK-950 STK-990 STK-185 STK-186 STK-025 STK-113

Prices exclude VAT (20% for UK & EU) & Delivery

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£225 £155 £195 £155 £195 £155 £195 £235 £195 £225 £195 £195 £155 £195

Bantam D1-D7 BSA B t D1 D7

Maico 400 (early model) Montesa 247, 348/349 + others Norton Commando - ignition only Triumph 3TA, 5TA, Unit 650 - ignition only Triumph 3TA, 5TA, T110, T120, T140 Triumph Tiger Cub - Direct mounting in cover Triumph Tiger Cub - Crank case mounted Villiers 6E-8E Villiers 9E-37A models Villiers Starmaker Yamaha TY175/125 Yamaha TY250 Yamaha XS650 - ignition only Yamaha XT500

THE CLASSIC MOTORCYCLE | SEPTEMBER 2018

STK-114 STK-349 STK-022D STK-012 STK-102D STK-200 STK-202 STK-960* STK-970* STK-982* STK-475 STK-402 STK-465 STK-405

*Please visit www.villiersservices.co.uk for Villiers parts

t: +44(0)1491 682369 | info@electrexworld.co.uk 32

BSA Bantam D10, D14/4, B175

£165 £195 £225 £175 £235 £165 £155 £225 £225 £225 £175 £155 £185 £175

Italian Motor Vehicle Specialist

Moto Guzzi Sport 15 sidecar, 1931 Moto Guzzi 500 GTS, restored, 1937 Moto Guzzi 500 GTV, 1947 Moto Guzzi 500 Falcone, 1950 Moto Guzzi 250 Airone Sport, 1956 Moto Guzzi 250 Airone Turismo, 1954 Moto Guzzi V50 Monza, 1983 Moto Guzzi 750 NTX Polizia, 1989 Moto Guzzi 500 Alce, 1948 • Sales • Service • Restoration

Tel: 0 1 7 9 8 8 1 3 2 6 0 www.dimarino.co.uk The Garage, West Chiltington, West Sussex RH20 2QR

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Lots to like This splendid single-cylinder Moto Guzzi has plenty of good points.

Words: ROY POYNTING Photographs: TERRY JOSLIN

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ngines with more or less vertical cylinders have always been so much the norm that only a few motorcycle manufacturers have consistently adopted a different layout. Harley-Davidson has stuck with its V-twins, which look and sound so good, BMW has persisted with its logical flat twins and sensible shaft drive, and for the last half century Moto Guzzi has espoused transverse V-twins, which combine the virtues of each.

It wasn’t always like that, however. From its foundation in 1920 to the last Nuovo Falcone of 1976, Moto Guzzi championed single-pot engines with their cylinders laid down almost horizontally. And this layout also makes a lot of sense. It lowers the centre of gravity, which is always a good thing, it means you can have a neat and effective exhaust, and you don’t have to fight gravity getting oil to the top of an engine. On the debit side, the spark plug and valve-gear are inevitably closer to spray and dirt thrown up by the front wheel, and the engine and gearbox need careful design if they – and the wheelbase – aren’t to become excessively long.

The layout is perhaps best suited to a two-stroke engine, where the potential valve problems don’t arise, and I haven’t forgotten how Moto Guzzi exploited laid-down engines with its excellent little Zigolos. However, here we are concerned with bigger jobs, and by 1935, when the featured bike was made, Moto Guzzi had learnt all they needed to know about this type of engine. In fact, they got it pretty much right from the start and this motor looks remarkably similar to that of the first 1921 Normale, from its exposed flywheel and kickstart quadrants, right down (literally) to its apparently odd ‘opposed’ valve-gear arrangement.

A combination of side and overhead valves was not particularly rare – it was used by Henderson, Rudge and others – but with conventionally upright engines the inlet valve was positioned on top where it promoted better inward gas flow and a more efficient combustion chamber shape, while the often over-heated exhaust valve was put at the side where breakages of the valve stem or spring were less likely to be catastrophic.

With its laid-down engines, Moto Guzzi adopted the opposite layout, with a side valve inlet and an overhead exhaust (positions relative to the cylinder, not the ground).

However, they weren’t being different for the sake of it, because once you accept the advantages and drawbacks of a horizontal cylinder, everything else falls into place.

The Guzzi’s inlet might be nominally of side-valve type, but it allows the carburettor to be positioned above the engine where it’s out of harm’s way; and induction aided by downdraught partially cancels out the less efficient combustion chamber shape. The ‘ohv’ exhaust position on the other hand, gives an easy exit for spent gases,

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Moto Gu Guzzi | Model S

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Above: The short stroke engine likes to rev.

1: Awkward rear brake lever is operated by the rider’s heel.

2: Outside flywheel engine was a mainstay of the Moto Guzzi range for many years.

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3: Lovely, slim stiletto levers – a nice period Italian touch.

4: White handlebar grips also later appeared on Triumphs, as did the Amaranth red.

5: A downside to a laid-down engine is the plug being left horribly exposed.

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6: There’s all sorts of interesting bits to study – look at the kick-start quadrant and the clutch actuating arm, to name two.

Moto Gu Guzzi | Model S

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and the exposed valve gets the maximum possible cooling air. Moto Guzzi also adopted hairpin exhaust valve springs from the start, taking advantage of the actual coil being positioned well away from the hot spot.

Always looking for improvements, Carlo and Giuseppe Guzzi painstakingly developed both their opposed engine design, and the frames it was mounted in. The GT appeared in 1928 with swinging arm rear springing, but wasn’t a particular sales success, with Italian motorcyclists proving just as sceptical about full suspension as their British counterparts. The design principle was a good one, however, and a similar system emerged in later years on the acclaimed Airone and Falcone. More quickly accepted was the introduction of a saddle petrol tank on the Sport 15 of 1931, and popularity continued with numerous derivatives during the 1930s. Notably, the all-ohv Model V was the first to be given a four-speed gearbox, and the featured Model S was essentially a Sport 15 with the Model V’s four-speed transmission.

There was also a GTS variant for those who had accepted the advantages of rear suspension.

This particular machine can be seen at the Sammy Miller Museum (you are unlikely to see one anywhere else) and Sammy tells me he bought it from the estate of a marque enthusiast who sadly died in a motorcycle accident. The previous owner has had it restored meticulously down to the last detail of the pin-striping, and everything, including the elegantly curvaceous mudguards and chainguard, looks just like period publicity photographs. And if you think the colour looks familiar you are dead right, because it’s the Amaranth Red seen on countless Triumphs.

The interesting thing is that Amaranth (named after a mythical red flower) was used on Moto Guzzis years before it was adopted by Edward Turner, and I can’t help wondering if he was inspired by a motorcycle like this seen on his travels. If so, it was about the only thing he copied, because Triumphs were mostly technologically conservative, while Moto Guzzis have always been... er, different, at least to British eyes.

That would certainly have been true of the easily operated roll-on centre stand, fitted at a time when awkward rear-wheel stands were still commonplace.

Funnily enough, though, other details aren’t as different as might be expected on a machine coming from a country where they drive on the right.

Admittedly, the kickstart is on the left – something many of us find awkward – but the footbrake is also on that side albeit with an awkward heel-operated action, and the gearchange is on the right, where British riders would expect it.

The gearchange deserves a special mention though, because it’s operated by hand, which surely made it an anachronism in 1935? Well, yes and no. By 1935 the positive stop mechanism pioneered by Velocette had seen foot-operated gear changes become standardised on bigger bikes, but many potential buyers were still more familiar with a hand-change mechanism. Moto Guzzi therefore did the logical thing on the Model S and combined both features. Moving the lever selects a gear in the usual way, but the lever then returns to its rest position ready for the next change.

Mario Colombo’s Moto Guzzi ‘bible’ describes the system as a pre-selector, while I’d say it was a de-selector, but either way the novel positive-stop

FINER DETAILS

1935 MOTO GUZZI MODEL S ENGINE TYPE laid-down four-stroke with side inlet valve and overhead exhaust CAPACITY 498cc BORE X STROKE 88mm x 82mm OUTPUT 13.2bhp @ 4000rpm COMPRESSION RATIO 4.6:1 LUBRICATION circulating from tank above the engine CARBURETTOR Dell’Orto 25 IGNITION Marelli magneto GEARBOX four-speed hand-change with positive stop action TRANSMISSION gear primary drive, chain rear FRAME built-up tubular and pressed-steel cradle SUSPENSION own-make girder forks, rigid rear TYRES 325 x 19in front, 350 x 19in rear BRAKES sls drums approx 7in front and rear TANK CAPACITY 2.6galls EQUIPMENT electric lighting set SEAT HEIGHT 30in WHEELBASE 56in WEIGHT 325lb TOP SPEED 75mph approx

Club contact:

Vintage Motor Cycle Club, National Secretary, Allen House, Wetmore Road, Burton upon Trent, Staffs, DE14 1TR. Tel 01283 540557 Sunbeam Motorcycle Club, www.sunbeammcc.co.uk Tel 01797 270209

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SAMMY MILLER MUSEUM

Crammed full of interesting machines – more than 400 in total – the museum is open daily from 10am.

The Sammy Miller Museum is at Bashley, New Milton, Hampshire B25 5SZ Tel 01425 620777 or www.sammymiller.co.uk

gearchange soon feels so natural I can easily see why this machine’s first owner opted for it – especially if he’d never tried a foot-change machine. Retention of the hand-change would also have been popular with early customers such as the Milizia Della Strada (traffic cops) for whom being able to keep both feet firmly planted on the ground while engaging first gear would have been a definite advantage. Avant garde riders would have naturally found the feature old-fashioned, however, so they were given the option of a conventional heel-toe foot change, which simply required a different linkage to the positive-stop mechanism situated on the top of the gearbox.

One of Moto Guzzi’s three founders was Giovanni Ravelli, an accomplished racer, who died in an aircraft accident immediately after the First World War. It was no surprise, therefore, that the company continued to be competition-oriented, achieving considerable success with singles, not unlike the featured machine.

It’s often said racing improves the breed, and the Model S certainly supports that assertion. Only a modest power output is claimed for the engine, but coupled with a short-stroke motor keen to rev, appropriate gear ratios and a decent amount of torque from the outside-flywheeled engine, it feels considerably more. Road holding is sure-footed on the straight, yet the machine is easily flicked round while doing U-turns for the camera, and the brakes are as good as anything else from the period – the front drum even has cooling fins.

Regular readers will be used to me banging on about

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the way motorcycles from the 1930s are often unjustly ignored. It’s mostly an unintended side-effect of vintage machines being defined as being made between 1915 and 1930, so these slightly newer bikes cannot take part in prestigious events like the VMCC’s Banbury run, and it has to be admitted they are usually slightly less sophisticated (the majority have semi-exposed valve gear like the Guzzi) than post-War jobs, plus they seldom enjoy the same spares availability. All this can lead to post-Vintage bikes being less sought-after than either earlier or later ones; but if ever a bike promotes the opposite view – that a 1930s motorcycle can combine vintage simplicity and technical interest with post-War performance – it’s the Moto-Guzzi Model S. End As you might have guessed, I like it... a lot!

Above: Combining vintage interest with post-war-esque performance, that’s the Moto Guzzi 500S. 1: Spring for the manual advance and retard.

2: Moto Guzzi made its own front forks.

3: Gear lever returns to the centre after each change.

Moto Gu Guzzi | Model S

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S O N E A R LY THERE

The Silk was the last, big two-stroke to come from a British manufacturer, and a brave attempt that didn’t quite come off.

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Silk | 700 700S

Words: ANDY WESTLAKE Photographs: GARY CHAPMAN

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ur story starts in the summer of 1968 and outside a cafe in Cardiff – which was a popular hangout for local two-wheeled enthusiasts – a motorcycle is kicked into action. The bike is a British twin, but unlike most of the machines of that era, it doesn’t wear the name of Triumph, BSA, Norton or Matchless on the petrol tank but that of a two-stroke made in Birmingham; a Scott. With gear engaged the bike howls away leaving a fresh-faced teenager open mouthed at its distinctive exhaust note, and planting a dream of him one day owning such a machine. The youngster’s name was Andy Rowett, and 50 years on that dream has turned into reality twice over, as not only does he now own an early1930s TT Replica, but also one of the last Britishpowered two-strokes, in the form of a Silk 700S. Think of a typical British made stroker and you will almost certainly conjure up a mental picture of a humble Villiers-powered lightweight, but in comparison, the Silk was conceived as a top of the range, high-end sports tourer, to rival the likes of BMW. Out of the 138 Silks made Andy’s example – number 117 – was manufactured in 1979 and has only covered just over 2000 miles in those four decades.

However, before we hear how GNB 537V joined his ever burgeoning collection in October 2017, perhaps we should reflect on the history of this iconic twostroke. With its lightweight race-bred Spondon frame, Campagnolo magnesium wheels and twin Lockheed disc brakes, it was no wonder the 700S was classed as a ‘Rolls-Royce’ of the motorcycle world, so it was equally apt it was made in Derby; the same home of that of the ‘Flying Lady.’ The 700S was the brainchild of George Silk, who was responsible for building this last of the line of Scotts; a company which could be traced back to the pioneer days of motorcycling.

George came from a family deeply involved in

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motorcycles so it came as little surprise that as a child he loved getting his fingers oily, delving into bike engines. On leaving school he was apprenticed to Derby dealer and Scott enthusiast Tom Ward, before later studying and qualifying as an engineer. In a converted stable situated at the rear of Tom Ward’s house, George – along with his associate Maurice Patey – started rebuilding vintage bike engines and it was here the first Spondon-framed Scott special was built in 1971 for club racer Stuart Hicken to compete in the 1972 Manx GP. This engine/frame combination was to form the basis of the 700S, which appeared the following year, and was the first to be tagged as a Silk. It went on display at the Racing and Sporting show, although at this stage it was little more than the Manx GP racer using a reconditioned 600cc Scott engine bored out to 650cc and coupled to a four-speed Velocette gearbox.

Shown in race trim, it was initially produced as a design exercise to evaluate the viability of building a roadster and was much admired by the showgoers (myself included), although at the time I had little idea five decades later I would be writing an article on one of its siblings. Silk was keen to build a roadster, but he quickly discovered the main stumbling block lay in the fact Scott was never a major, volume manufacturer, which meant there was only a limited amount of second-hand power units available.

Following the collapse of the original Shipley factory in the early-1950s the marque had been bought by Matt Holder’s Birmingham-based Aero Jigs and Tool Company where, little changed from the pre-war models, small-scale production had continued until 1972. Sadly for George Silk, although they had ceased production, Aero still had the rights to the design and vetoed any ideas he had on building complete engines. In its bread-and-butter work Silk Engineering (Derby) Ltd specialised in safety equipment for the mining industry, and undaunted by Aero’s rejection, George decided to move the operation to bigger premises on the shores of the rRiver Derwent at Darley Abbey and set about producing his own complete machine –

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a lightweight motorcycle with a simple reliable engine that produced lots of low down torque with good fuel 1: Though he’s not done economy capable of covering large distances at high that many miles on his speed. It mirrored the attributes of the legendary Silk yet, Andy Rowett looks right at home on it. Rolls-Royce in that it would be over-engineered for reliability and be aimed at the well-heeled, discerning 2: George Silk took to making his own enthusiast. By this time (1975) Silk had been joined engines, as Scott on the board by the managing director of Furmanite powerplants were – and keen motorcyclist – Brian Forsyth, and thanks impossible to source. to a substantial injection of cash from the Furmanite 3: The Silk wowed the International Group, it realised George’s dream of crowds on its debut and it still cuts quite a dash. putting his machine into production.

4: Andy Rowett saw Externally, the new engine was very similar to that his first Scott 50 years of the Scott, but internally much had been done to ago and has been a implement modern technology and bring it into line fan ever since. with contemporary Japanese two-strokes. Much of 5: ‘Slimline’ doesn’t this work was attributed to former aircraft engineer even begin to justice to the skinny Silk.

David Midgelow, who had many years of experience gas flowing two-strokes and was a specialist in the preparation of Scott racing engines.

A feature of Scotts had been their use of deflector pistons, and although these gave good fuel 2 consumption, many considered them antiquated and outmoded when compared to the popular flat top loop scavenged-type used on the Japanese machines.

Following experimentation with the QUB research team, Midgelow opted for the use of reshaped (or velocity contoured and cross flow scavenged, as the Silk patent termed it) low-expansion silicon alloy pistons which ran a 0.002 inch clearance and gave good bottom-end performance and torque. The shape of the pistons ensured maximum torque was produced at 3000rpm, and with less fresh charge being lost down the exhaust pipe, the first test engines were returning 65/70mpg under touring conditions.

Since buying the 700S in October 2017, Andy has only covered a handful of miles on the big two-stroke so as yet he hasn’t been able to gauge its fuel consumption, but despite a breakdown on its inaugural trip, he is highly impressed with the bike which came from an unusual source.

“From that moment in Cardiff 50 years ago when

Silk | 700 700S

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“The 700S was the brainchild of George Silk, with just 138 handbuilt in Derby.”

FINER DETAILS

Silk 700S 1979

The four-speed gearbox is a Velocette one, tipped on its side.

ENGINE Water cooled two-stroke twin CAPACITY 653cc BORE 76mm STROKE 72mm POWER OUTPUT 48bhp@6000rpm GEARBOX Four-speed CARBURETTOR 34mm mark two Concentric

Handsome Campagnolo mag alloy wheels, with at the back a seven-inch single leading shoe drum.

IGNITION Electronic 12 volt negative earth PRIMARY DRIVE Chain FINAL DRIVE Fully enclosed chain LUBRICATION Crankshaft driven Silk micro-metering duplex pressure pump USAGE Approximately 300 miles per pint FUEL CONSUMPTION Approximately 55mpg

Square petrol tank looks perfect.

FRAME Duplex Spondon FORKS Telescopic REAR Swinging arm with twin Girlings FUEL TANK 4 gallons OIL TANK 3.25 pints WHEELS Campagnolo magnesium alloy TYRES Front 3.60 rear 4.10 Avon BRAKES Front, twin Lockheed discs; rear, seven-inch single leading shoe TOP SPEED 110mph PRICE NEW £1355

The handling of the Spondon chassis is exemplary.

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I saw and heard the Birmingham-made example pull away, I’ve had a soft spot for Scotts. My first was in 1990, a 1925 three-speed Super – great engine but let down by horrible, tiny brakes – and later by a TT Replica, which I’ve still got.

“My first motorcycle was a BSA Bantam and before I could ride it on the road my friend Rob Selby and I used to tear around the big field at the back of the children’s home where my parents used to work. To pay for the petrol we used to charge the children one shilling for a ride, and of course the Bantam also taught me a lot about mechanics; it is something which has stood me in good stead in later years when I opened my own motorcycle repair business.

“Apart from the Scotts my other passion has been with Ducatis and during the last 50 years I’ve owned all sorts, from 250cc to 1000cc, and presently have a modern Multistrada for touring.

“On approaching retirement I decided to treat myself to a Silk, but I quickly discovered of the 138 made, there is now only 56 on the register, so actually getting one proved to be more than difficult.

“There were a couple advertised at dealers, but their asking price was beyond my means and then I happened to see GNB 537V advertised on Facebook.

Although it was at the other end of the country, it had only covered just over 2000 miles from new and as the asking price was very reasonable, I decided it was perfect and following a long van trip to Newcastle, the 700S was mine.

“Back home in my workshop I gave the bike a good look over and was immediately impressed with the build quality of George Silk’s two-stroke twin. It was obviously over engineered and from what I’ve read in period road tests, the massively constructed crankshaft is supported by a combination of two ball and four roller bearings and made to withstand a potential power output of 80bhp@9400rpm.

“The engine turns out a fairly modest 48bhp @6000rpm so it’s easy to understand Silk’s claim that the motor would last at least 60,000 miles before major work would be required. With new petrol in the tank, it just took a good kick to fire the twin into life.

“I understand that originally George Silk intended it to be fitted with an electric start, but although the fitting of the Lucas unit proved to be easy enough, getting it to work was a major headache, and it was dropped in favour of a humble but reliable kick starter.

“My first trip was to show the bike to a friend, Steve, who lives 10 miles away and I was immediately impressed by its ‘yowling’ exhaust note, along with its sure-footed handling and excellent brakes. I guess I shouldn’t have been surprised it handled so precisely because the engine is housed in a stretched Spondon race frame – usually fitted with the ubiquitous Yamaha TZ engine – and only having an all up weight of 305lb to contend with the twin Lockheed discs on the front were superb. Sadly on the return from Steve’s the engine died and I had to be rescued in his van.

“Back home in my workshop, I discovered the bob-

Silk | 700 700S

weights in the Luminition unit had come adrift, and as replacements are no longer available I’ve since replaced this by a much neater Boyer system, which works perfectly.”

There is no doubt the water-cooled Silk engine is an incredibly compact unit and nestles comfortably in the twin down tube Spondon frame, with only the bulk of the radiator breaking up its sleek lines. With such a physically small engine it’s possible to mount the header tank directly above the motor and rely on thermos-syphon cooling therefore avoiding the added complications and weight of water pumps and thermostats found on contemporary two-strokes.

At tickover, the 653cc engine, with its chain-driven primary drive, is incredibly quiet. Originally, the drive from the Velocette-based gearbox and clutch was intended to be gear driven, but bench tests revealed an excessive amount of noise generated from the straight cut gears, and although Silk did consider the use of Helically cut gears, this was ruled out due to production costs and the side loads this type of drive

Above: Every inch the modern, 1970s motorcycle.

deliverers. The final drive is by chain and this has thoughtfully been kept out of the elements courtesy of MZ, and a set of fully enclosed rubber gaiters.

Like any machine made in small numbers, the 700S wasn’t perfect and for some customers the final product proved to be slightly flawed. There were complaints about porous castings, crankpins that ruined big ends and small ends that were not reamed properly. That was a great shame because potentially it was an up-market machine which almost hit the mark and most of the problems would have been ironed out.

By 1980, 138 700S Silks had rolled off the Darley Abbey production line but they were struggling to meet the break-even point of 10 machines a month. This was largely due to component supply problems, but with Silk making an estimated loss of £200 on each machine, production ended and the company reverted to work for the mining industry.

As the last big two-stroke from the British industry the Silk 700S has a unique place in the history of End motorcycling and Andy is a lucky man to have this magnificent machine in his collection.

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Hitchcocks | Jock and Don Hitchco

Triumphant lives

Father and son Jock and Don Hitchcock enjoyed long and active involvement in motorcycling, particularly with the Triumph brand.

D

Words: BERNARD HOLLOWAY Photographs: HITCHCOCK FAMILY/MORTONS ARCHIVE

on Hitchcock’s last motorcycle journey was clocked from the pillion of the hearse by grandson Matt at 65mph on Wednesday, September 14, 2016. One last blast; a fitting memorial to a life centred around family, motorcycles and speed. Originally, it was my intention to write a tribute solely to Don, but this was not possible without reference to his father Jock, as the two were bound so closely together through their J A Hitchcock and Son motorcycle dealership and associated motorcycling activities.

John Angus Hitchcock, known to all as Jock, had one passion: motorcycling. Happiest riding (or working on) his beloved Triumphs, he soon became a well known local figure, founding the ‘Folkestone Motorcycle Club’ in 1926 at the age of 20 and as a regular entrant in local competition events. As his prowess grew, he took part in long distance and endurance events. Legend has it after the 1929 Scottish Six Days Trial, he turned his bike around and rode home to Folkestone, nearly 500 miles, in a day, no mean feat 90 years ago. At one time, he also held the Brands Hatch short circuit record.

Jock and Don are synonymous with the Folkestone motorcycle dealership that bears their name. ‘J A Hitchcock’ was founded in 1932 by Jock on the site of a former grocery shop. The business soon acquired the regional agencies for Triumph, Velocette and James.

Above: Manhandling a Triumph Speed Twin at the 1947 ISDT. 1: Jock Hitchcock, at the 1948 ISDT. 2: Don Hitchcock, in action on a Greeves in 1966.

3: The original shed in Guildhall Street where it began in 1932. The adjacent shop came up for sale and Jock acquired it and soon packed it with stock.

The tag ‘and Son’ was added in honour of Jock’s two boys. Jeffrey, the elder son, was killed during the 1950s in a motorcycle accident on his way back from the Triumph factory at Meriden. His death deeply affected the family and effectively put paid to Don’s ambitions to train as a vet when Jock asked him to join the business while in his teens.

Hitchcocks expanded rapidly, catering for the needs of the pre Second World War motorcyclist, offering services from a replacement bulb, to a full service and, if you had the money, a ‘Hitchcock Special’ that Jock began building a year after he started the business. His first ‘Special’ was powered by a Blackburne engine.

During its first race, Jock was leading and well into his stride when a fuel line ruptured and the bike caught fire. The swift actions of the circuit’s ice cream vendor in dowsing the flames with freezer ice saved the machine.

Jock rode in seven ISDTs between 1937 and 1955, always on a Triumph. Despite giving a good account of himself and scoring solid points placing him near the head of the field, he was invariably let down by his machinery. Mechanical failure not a reason during the German trial of August 1939. Holding second place and riding a 250cc Tiger 70, his hopes were dashed when the British teams were ordered home because of impending war.

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3 3: After retiring from competitive riding, Jock remained an enthusiastic follower of the ISDT and was christened the team’s ‘Tea Boy’.

4: Don aboard a Tiger Cub in the mid-1960s.

5: Doing what he loved best. Jock controlling the Terrier in the 1953 ISDT held in Gottwalder.

As usual his mount let him down.

His Triumphs ranged from a 350cc Tiger 80 on the first event (the front forks broke), a 500cc Speed Twin in 1947 (which stopped on the course) and in 1948 he flew the flag in Czechoslovakia as the only British competitor, but fared little better with a broken sprung 1: Taken in 1978. There hub. The new 150cc Terrier was his mount for 1951 was a strong bond between father and son, (ignition failure), and he rode a Tiger Cub on his last strengthened all the event in 1955, but stopped again. After retiring from more owing to the loss of active competition, he maintained strong links with Jeffrey in the mid 1950s.

Triumph and the ISTD, preparing machines together 2: Jock on a Triumph single during the with valuable moral and mechanical support for the Rochester Trial Cup, in team over many years. the mid-to-late 1930s.

Balancing his riding with business commitments soon became a way of life. If Jock didn’t have it in stock, according to Don’s friend Don Taylor (who still owns a Metisse ‘JAH Special’) ‘He’d soon acquire it.’ This attitude, together with his knowledge of motorcycles and love of Triumph, meant he 4 became the ‘Go to’ Triumph man in the south east of England. The business rapidly outgrew the original timber buildings and the adjacent shop in Guildhall Street was acquired – every corner and shelf was stuffed with stock.

Jock had a marvellous sense of humour although not always comfortable for those on the receiving end and the tales about him are legion. Woe betide any non-Triumph owning customer who entered the shop requiring a universal part, say a rear lamp.

This was sacrilege to Jock; a non-Triumph man in his shop! Customers wary of this would park their motorcycles around the corner from the shop or get a Triumph owning friend to buy the part. Dependent upon his mood, he would either refuse to sell the 5 part, feign he hadn’t got it or disappear ‘out the back’ to find it, only to make a cuppa before returning to advise the long suffering customer he no longer ‘expletive’ held it, much to the amusement of the regulars who had seen it all before.

For all his ways, Jock was well respected by the motorcycling fraternity and he was greatly liked, despite his forthright and often acerbic comments – like Don, he didn’t tolerate fools gladly, but if you were a Triumph man almost all indiscretions would be forgiven. He was well known for his generosity and as an example allowed a customer who was short of funds to have a new Triumph engine for no payment, on the proviso he would pay him back when he could.

Second World War troops massing for Europe were billeted along the Folkestone coast and Jock managed to keep the business going servicing military

Hitchcocks | Jock and Don Hitchco

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motorcycles including those on the nearby American bases. Servicemen making a nostalgic trip to the UK after the war would visit Hitchcock’s to order new Triumphs to ship home.

While business undoubtedly helped pay the bills and feed the family, Jock and Don were not above a bit of fun when payment was due and the barter system was also well in force when it came to obtaining those hard to get factory parts; suffice to say money did not change hands in any underhand way, but the odd box of kippers may have!

Jock’s real passion was trials and scrambling, which Don was to take up in later years, but he also possessed an ability to spot a talented rider and Hitchcocks-supported postwar riders included Ginger Payne, Jack Keel and Monty Banks. The young Gordon Farley particularly impressed and Hitchcock’s sponsored him in the 1960s between the ages of 16-19, riding a Triumph Tiger Cub in trials. Through Jock’s efforts and contacts with Henry Vale at Triumph, Gordon got his first works ride and went on to win the British trials title.

But Don must not be forgotten – he carried the family mantle in home, international trials and scrambles. He won his fair share of silverware including on the Scottish and in the Belgium; Jock was of the opinion that if Don had put his mind to it he could have been really successful. But Don didn’t want to win at all costs, he just loved the sport and, like his father, he was generous with his time and help.

During the 1963 Belgian Experts Trial he sacrificed his own ride by stripping his Cub for clutch parts for fellow Triumph rider and eventual runner up Roy Peplow, who was in pursuit of Sammy Miller the eventual winner.

A quote from an article written by Charlie Rous in a 1963 edition of MCN is appropriate: “And that sums up the Hitchcocks perfectly… The well known father and son, a friend of everybody and anybody in the motorcycle game, especially if they are keen and interested in Triumphs.”

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6: Jock built his first special in 1933 – this is a picture from 1935, the machine fitted with a Blackburne engine.

7: Don pushing on, aboard a JAH Triumph, 1964.

Gordon Farley, still a family friend, has fond recollections of the Hitchcocks and told me recently that Jock and Don were so well known at the local Lydd airport, if they running late for a scheduled flight to Le Torquet for a European event, which they invariably were, they would ring up the air ferry company who would hold the plane for them. Upon arrival, formalities would be swiftly dealt with and they would drive their van down the runway into the hold of the Bristol Freighter moments before the doors shut and it trundled down the runway for the short hop across the Channel.

Jock maintained his interest in motorcycle sport all his life and even upon retirement as a rider was an enthusiastic and active supporter of the Six Day Trials and was affectionately christened the team’s ‘Tea boy.’

But he was much more than that, at the end of each stage he mucked in giving advice and doing whatever he could to help, a true enthusiast. The Hitchcocks also contributed a hints and tips column to Motor Cycle magazine in the 1960s. As Gordon Farley says: “He was one of the best.”

Don (who I got to know as my cousin is married to his daughter Nicole) was an unassuming and modest man but always up for a tale and as he got to know you he wasn’t above relating one or two.

It was through competing in Czechoslovakia that Don met his wife Kamilla, a calendar girl for the Jawa factory, whose father Jan Bednar was a wellknown trials rider. At that time, getting goods across

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Far left: Jock...

Left: and Don. Below: ‘Hitchcock Tips’ as featured in the April 14, 1966 edition of Motor Cycle magazine.

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Hitchcocks | Jock and Don Hitchco the Czechoslovakian border and particularly out of the country was difficult but the Hitchcocks had one or two tricks up their sleeves. Suffice to say, the pair had a very good relationship with customs and almost certainly had shares in denim jeans, scotch and cigarettes!

Announcing themselves at the border as competitors for a trials event they would be subjected to the usual searches and their motorcycles (either past their best or component parts masquerading as trials bikes) would be secreted under a well tied down tarp. Formalities passed, they would hot foot it to the Jawa factory and unload them and buy new bikes which they dutifully muddied, placing rosettes on the handlebars. Upon exit, customs would enquire if they had been successful – according to Don his standard reply was: “We were beaten into second place.” This became a bit of a ritual and with a nod, a smile on both sides they were waved through. The bikes were destined for sale in either West Germany or on the home market. It wasn’t a one-way trade though. Don had made a good friend at the factory who collected tropical fish. These were carefully transported from the UK in a Thermos flask – one only hopes he never took a drink on the journey.

Jock passed away in 1992 and afterwards Don lost enthusiasm for the business. He let it wind down slowly and sold off many motorcycle components. He went to work for Bickers Action, owned at that time

by Dave Bickers, European motocross champion and stuntman, helping to arrange stunts, fettling motorcycles and driving the camera truck on many prestigious films. Ironically he did not meet perhaps one of the greatest stars of them all, Steve McQueen, whilst working there, but much earlier during the 1964 East German ISDT in 1964. Don recalled: “The American team was largely sponsored by him and he spent a lot of time with the Brits, Dave Nicholl, Roy Peplow, Jonny Giles, and we got on really well. He was a great guy, one of the lads, who in real life was like the characters he portrayed – enigmatic and a real man’s man, with a love of speed cars and bikes.”

Don is in a photograph in the book ‘40 Summers Ago – Hollywood behind the Iron Curtain’ in which Don can be seen showing Steve McQueen how to change a tyre on his Triumph (number 333) and Don can also be seen in a clip from an HCTV production ‘Steve McQueen, Movie Star.’

In retirement Don spent time looking after the collection of rare motorcycles Jock and he had amassed. Don rode for Greeves for a while and bought a 1912 3½hp Triumph previously owned by Bert Greeves with the apt registration number ‘OLD 1.’

Above: Don takes a quick nap…

Below left: Headed paper for the family firm.

Below: A cartoon of Jock riding a 150cc Terrier during the 1953 Czechoslovakian ISDT. Below right: The pair at rest, but there was always a deal to be done. One regular remembers the cost of a fuel tank was settled by the toss of a coin.

Winning was a cause for a jig round the shop!

This motorcycle, with other rarities such as James, Zenith, Brough Superior and Greeves and of course Triumph, were sold by Coys in early 2017.

Perhaps one of the rarest machines the Hitchcocks owned was the Triumph Ladybird. Many will know the name of Dick Shepherd, an inveterate collector of all things Triumph, and now its owner. Dick also bought an ex-Percy Tait Triumph from Don. Don did have one other secret vice – a ritual firing up on new year’s day of his 1964 Tecno K250 Formula 4 racing car. As dawn broke he would push it out into Guildhall Street, the early morning quietness shattered by the open exhaust of the 250cc Ducati engine, echoing off the buildings. Then he was off in a cacophony of noise, the only entrant in the Folkestone Grand Prix. After several highly illegal circuits of the town including the one way system, he returned the Tecno to his garage; shutting the door quickly before as he put it “I got nabbed.”

And I give Jock the final word on Don: “As long as he gets as much fun and enjoyment out of the sport as I have and is in the class of ‘Good End Sports’ then I’m happy.”

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Youthful enthusiasm Nearly 70 years ago, three intrepid pals decided to ride from Scotland to Italy (and back) on their motorcycles.

Words and photographs: LESLIE BARTLETT

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n the summer of 1949, Frank came up with an idea – Aberdeen to Genoa and return by motorbike. Ray and I found this proposal on the wild side but Frank’s persistence and enthusiasm won us over. All three of us had recently acquired motorcycles – Frank a BSA, Ray a Triumph twin and I myself an Ariel Red Hunter: all three 350cc models. None of us knew much about bikes and engines. Indeed, I never did, moving on to cars a few years later.

In advance of our departure I failed my driving test – I had been given bad advice about making the emergency stop.

Failing the test, the examiner told me I had performed perfectly well – except for the disastrous, ineffectual emergency stop.

What to do now? A well-travelled friend I consulted made the point that continental officials were unlikely to know the difference between a provisional and a full licence.

So the trip was on.

The local AA manager was a great support. He provided us with detailed road itineraries that were to serve us well. He also helped us with our finances; getting money for overseas travel was very difficult then as there was a ban on the export of Sterling.

We set off in early September, our bikes laden with clothing, camping and cooking equipment. We headed first for Aberdeen station. There the bikes were loaded into the baggage van of the night train to London.

This bizarre start was a consequence of

Taking a breather; Frank on the left, Leslie on the right.

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petrol rationing. Our petrol coupons would not have covered the 580 miles to Dover and back. So we decided to train south and ride back. We changed trains and stations in London and eventually reached Dover, where I took my L-plates off. Our machines were then individually craned aboard the passenger ferry – car ferries were still in the future. Procedures were reversed at Calais.

Camping

We moved off in the direction of Béthune, stopping when the light began to fade and camping in a wood. The following two days saw us through the north of France. We took our time, enjoying delights that were new to us simple Scots – café au lait and tomato salad, for example. Though food was in short supply we seemed to fare well.

We took in sights such as Rheims cathedral. In general, the roads were badly potholed, twisty and bumpy. There were no bypasses so negotiating towns and villages could be slow. On the other hand, there was little motorised traffic and few private cars.

In a route of about 2000 miles the only dual carriageway we experienced was a short stretch of Mussolini’s autostrada between Milan and Genoa. A traffic jam impeded us once only – cyclists in Nancy returning home from factories at the end of the working day. At night we camped more or less as we felt so inclined. There didn’t appear to be any need to ask for permission.

Reaching Strasbourg, we halted outside the cathedral where we had arranged – by letter – to meet a Dutch friend. Wim, a medical student like ourselves, turned up on his Harley-Davidson. This successful rendezvous had been arranged by post as telephone communication was expensive and virtually impossible anyway.

We took it easy in the Vosges mountains and then crossed the Swiss border near Basle. We drifted past Lake Thun and found our way into the Alps via Interlaken and Grindelwald. Road surfaces were better than in France and negotiating these twisty, well cambered, empty mountain ways was delightful, having them to ourselves on most stretches.

Ascending the St Gotthard in heavy rain, we encountered the Swiss Army out on exercise. The vision of these sombre, grey-uniformed figures with German-type helmets upset our Dutch companion – the sight brought back memories of German occupation of Holland only four years earlier.

A tot of our small reserve of whisky soon relaxed him. We took our time negotiating the two-mile stretch of unsurfaced road at the summit of the pass. The sun came out and we looped our unhindered way to Bellinzona, the harshness of the high mountains giving way to the Lombardy Plain, green and golden with the riches of harvest time. Crossing into Italy we sauntered through villages and towns such

Leslie’s Ariel to the left, Dutch pal Wim’s Harley on the right.

Touring | 1949

Frank prepares a feast!

His B31 rests behind.

as Lugano and Como. Our route always took us through the centre of the towns and villages, but the paucity of traffic was such we were rarely held up. Horses, carts and pedestrians made good use of carriageways but gave us little trouble as our speed was usually between 20 and 30mph.

Our entourage aroused more interest and curiosity in Italy than it had done in France.

It was a time when scooters were becoming popular, and were, in the main, the result of Italian creativity and engineering. At that time their production was expanding rapidly. Our much larger two wheelers intrigued local onlookers. We had only to stop for five minutes or so before groups of young males would be around us. Our dusty, muddy machines apart, we were a visually unimpressive lot. Old Scottish hill walking gear was our standard wear.

Had we had the wherewithal for more appropriate clothing it would still have been out of the question anyway – clothing was still rationed. On our heads we wore berets and on our feet light walking boots.

Proceeding through Italy, camping was as easy as it had been in France.

We adjusted our diet to embrace pasta and the wonderful fruits then in season. The scene became more industrial and we came to a stop in Milan at the cathedral, Il Duomo.

As usual, we parked by the steps and took in its magnificence. After more sightseeing we moved out of the city and camped near the start of the autostrada. Next day saw us at the far point of our venture – Genoa. We treated ourselves to a comfortable hotel and took in the sights, the narrow streets full of life and the markets.

Ever-changing scenery

Our route home took us along the Italian Riviera. This was, perhaps, the high point of the trip, the ever-changing scenery, the ‘Med’ itself, the swimming, the novelty of the Corniche, seafood and fascinating towns such as San Remo. We camped a couple of nights in small farms, where we received a warm welcome. Crossing into France, we enjoyed biking around the streets of Monaco. Initially, we were refused admission to the casino. Clearly, the doormen disliked our rough apparel. We went off, put on clean shirts and donned

our kilts. This time we were allowed in. We didn’t place any bets and after watching the strange rituals with a degree of awe, we left.

The time had come to leave the Med and head North. We skirted the Alpes Maritimes.

Our progress was occasionally slowed by carts and lorries laden with the fruits of harvest. On this stretch, we sustained our only troublesome mishap, a front wheel puncture. Fortunately, this occurred on the outskirts of Grenoble. A new tyre was found and fitted in three hours. After Lyons we made for Paris and came to a halt at the Arc de Triomphe, parking our bikes on the base of the Arc itself. We then made for Calais having bid farewell to our Dutch mate who headed for Rotterdam.

Back in England, I repositioned my L plates. We took a westerly route home. On the A6 a break was taken on Shap Fell where we sampled the rough fare available at the famous transport stop, the Jungle Cafe. Two days took us from Dover to Aberdeen. Our families were relieved to see us as we had been incommunicado for three weeks.

As I unloaded my Ariel I patted the End petrol tank and whispered “Well done.”

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Don Grundy (left) ‘reverses’ his plunger A10 outfit with a little help from his friend.

Anneka takes a trip

A 1000 miles-plus run to a famous BSA rally in Belgium, then on over the border for more larks in Germany, and home via the Hook of Holland.

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Words: STEVE WILSON Photographs: STEVE WILSON/JOHN SHRAPNEL

t was time, late April. This year I had pledged I would get out on the bikes as much as possible. And the John Bull BSA rally in Belgium had rolled around.

It was an event I had mightily enjoyed in the past, and this year was to be held outside Lommel in eastern Belge, near the border with Germany, and just 100 miles from where my good friend Axel Behrend lives.

After checking with the organisers, Axel was going to come along on a Norton ES2 outfit, accompanied by brother Frank on his ’52 BMW R67/2 600cc twin. Axel is an Anglophile who also rebuilds Morris Minors professionally; Frank had recently retired as a distinguished surgeon in Bonn, and only

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then revived his youthful passion for the products of the Bayerische Motoren Werke.

BSA-ing it for me, it had to be the BSA, my A10 ‘Anneka,’ whose recent problems (mainly unreliable starting) had been substantially sorted over the winter by Len Page, a retired garagiste in nearby Swindon, a skilled engineer, and a side-valve, sidecar companion on previous expeditions.

Anneka’s magneto was thoroughly tested

by D H Day’s at Wroughton, and retimed, while Len rebuilt the carburettor.

The result was now often first-kick starting from cold, with one proviso – you had to keep the petrol taps closed until starting, and close them again whenever you stopped. And because of decrepitude, I now only started the bike on its centre-

stand (something we were taught never to do for fear of twisting it, but hell, life is short, and getting shorter).

The benefit was emphasised when I pulled a muscle in my left leg starting my Ariel 350 off the stand, something which was to stay with me through the trip. So you could say that man and machine were both challenged, but game.

On the day of departure from Oxfordshire I was already astride the loaded A10 when my Ducati-riding neighbour came out, looked at the sky, and reminded me ‘showers’ had been forecast for the southeast. So I went back in and pulled on the tattered rubberised over-trousers. I’d tried to keep luggage weight down, helped by the John Bull always providing indoor rough

BSA A10 | On tour

1: Former BSAOC President Jim Seabrook with the C15 on which he’d just been touring Holland.

2: Nice fully equipped 1969 BSA Lightning at the John Bull rally in Belgium.

3: Nice pair of Ariel singles at the John Bull. Well, from 1944 BSA did own Ariel.

4: BSA M20 with superb French-built Precision sidecar.

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sleeping (in this case a church!). So I’d packed only one book, and no maps, and I wasn’t taking the waterproof over-jacket – the forecast generally was good, and surely God would look kindly on an ancient pistol?

I’d forgotten the old Mexican proverb: “You want to make God laugh? Tell him your plans.”

I was headed south and east, foregoing the M25 for the leisurely scenic rider’s road, the A272, through Sussex to Haywards Heath and Piltdown before turning north to Sevenoaks. The BSA ran well down the A34, but as I stopped at the west end of the South Downs, the first drops fell. It was just a shower until Petersfield, but serious rain by Petworth and a toad-strangler after Billingshurst, complete with hail-stones banging noisily on the crash helmet. Gloves and then arms were soaked through, and after 60 or 70 miles of it, by Haywards Heath I was feeling well beaten down.

The only thing that hadn’t worried me was Anneka. Shod with Avon Roadriders, there had been no worries about grip through 20-foot long puddles and saturated tight turns. I finally pulled in and entered the McDonalds beyond Piltdown, dripping

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serious water like the Creature from the Black Lagoon. If my mates in Sevenoaks hadn’t had an Aga for drying, with just one set of riding gear I’d have been in bad bother. My Hood jeans, with their light Para-Aramid lining, had been no worse than damp; the over-trousers worked, but they didn’t breathe.

Next day was dry, and I took a short 70mile ride to a friend’s outstanding birthday lunch at The Sportsman outside Whitstable, and then we all went on to stay with his youngest son in trending Margate. I left at 6am next morning for a 7.15 Dover ferry check-in, bump-starting down Wilderness Hill as Anneka hadn’t appreciated the damp night out. More drama followed when I made a wrong call at the roundabout above the town, and found myself heading for Canterbury not Ramsgate. I picked up the A2 at Canterbury and wound the throttle on, but it had put 20 extra miles on a 35-mile journey, and I only pulled up at the DFDS check-in at precisely 7.15…

Le Continong

The two-hour sailing to Dunkirk was less eventful than it would have been 78 years

previously. In the car deck, Anneka started well, and we were soon heading north on the E40 and across into Belgium. I was meeting with Len Page and his wife Barbara, who had taken the Chunnel, in Veurne along the coast; they had directions to the rally, and sat nav. I found the town easily enough, and at 12.15 their outfit rode into the historic central square, with Barbara in the chair, mummified in clothing, and after 60-odd chilly miles, looking a bit numb.

We had a coffee, then filled up with petrol, and got going. Sitting at a steady 50 on the E40 behind Len’s B33 was deafening!

As we approached Bruges there seemed to be some navigational issues – this was Barbara’s first time using the sat-nav.

Len would lean over into the moving sidecar to explain, and from behind I would watch as the outfit drifted gently sideways towards the outer lane…

Negotiating Bruges didn’t go well, and my clutch reacted badly, so once we were on a road out that I recognised from the paper list I’d made from Len’s directions, I requested a halt. Dismounted, I started on about the A10’s apparently overheated clutch, but Len trumped me with: “Yeah,

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1: The BSA Buglers...

2: Steve’s German friend Axel Behrend (left) with his Norton ES2 outfit; his brother Frank (right); and the welltempered barman.

3: Helped by brilliant weather, happy return for Steve and Anneka in Suffolk.

He’s wearing the John Bull t-shirt.

4: This hard-tail (well, rigid…) A65 was very purposeful.

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5: Classic, massive BMW Wehrmacht outfit in desert colours.

Apparently German riders preferred lighter, captured Norton outfits.

6: A pretty 1940 350cc Victoria at the annual Eus Kirchen-Dom-Esch ‘Old Timers’ meet.

7: At the rally site Den Horst’s main hall, there was a free Belgian beer tasting on Friday night.

and I think my big end’s on the way out.”

Not good news, but in the absence of a knocking noise, we pressed on for another 20 miles, before Len, not willing to risk wrecking his engine, called enough.

We pulled up in a little town, and I flicked the side-stand down and was dismounting when the stand’s mounting broke and the BSA went down. I managed to get myself between bike and tarmac, so Anneka was unscathed bar losing some petrol, though it didn’t do my left leg much good. I packed up the side-stand in a plastic bag, and once Len had finally got through to the AA, the Pages unselfishly urged me to go on. So with Len’s list and a loaned map to fly by, I left, regretfully. I was soon on the A11 motorway to Antwerp, 50-odd miles away; five miles of by-pass to the south, and I should be on the road out towards Lommel.

But by the time I approached Antwerp it was 4pm, and traffic had begun to build.

Even before the bypass, it was solid. My clutch was still scarily stiff and I couldn’t risk stopping, so some desperate stuff ensued. A few other riders were filtering, being civil to each other, and some drivers were pulling over, so I joined in. When things stalled altogether – reader, I cannot deny that more than once I took to the hard shoulder.

Trying to rejoin or changing lanes you had to be careful, because when the Belgian drivers could get on, they went for it. Then the John Kennedy Tunnel, with no hard shoulder, was a bit daunting, especially as my headlight seemed to have gone u/s. It took eight miles of this and the best part of an hour before I finally sighted signs for the lucky-for-me E113, and after five clear miles on it, pulled into a service area to let bike and self cool off for half an hour.

We pressed on in evening sunlight, turned off, and poking and hoping for 20 miles, found Lommel. I knew the rally was in a village off to the west of town, and pulled into a petrol station, but the shop was closed and the pumps only took cards.

Luckily a cyclist there knew the way to the village, Gelderhorsten. But he’d gone by the time I went to kickstart the bike. No joy.

BSA A10 | On tour

Axel with TV cameraman Matthias Auth and his superb collection of Moto Guzzis.

I waited to let it cool off. Twenty-five minutes passed before I asked a friendlylooking young driver to give me a push.

There’s no relief like the moment a bumpstarted engine roars into life. I waved thanks, followed directions, and four miles later saw the first (and only) John Bull sign, at the entrance to the site.

John Bull

From there on it was all gravy. After a quick hello to Belgian BSA club stalwart Rigo Volkaert, who had generously helped Len and I on previous jaunts, I spotted Axel and Frank, and rode over without registering.

They had arrived that afternoon and pitched their tent, after a 220km run, twice what it need have been, through twisting backroads. There was some vestigial sibling rivalry, and Axel told me it had been a real work-out on the Norton outfit, to the extent that his silencer had detached itself!

Frank had bought my dinner and breakfast, and in the dusk urged me into the big hall before they stopped serving.

The food was good, half a chicken with pasta, and the catering, then and later, wellorganised and friendly. The least I could do was buy sheets of tickets for the bar from a portly, extravagantly moustached Belgian

organiser – only finding out later about that evening’s free Belgian beer tasting! The brothers weren’t big boozers – Axel favours Old Speckled Hen bitter anyway – and they found Belgian beer too sweet. Tasted OK to me, though I mostly stuck with the cheaper draft, not Palm or Duvel. We socialised cheerfully for a while before retiring.

One downside of Len’s misfortunes was he’d been carrying my camp-bed behind his sidecar, but Axel lent me a German Army blanket, and I laid my sleeping bag on top of it, on the floor of the church (more a hall, where youth groups came, so with excellent bogs etc). After the interesting day, despite blurry late arrivals and some synchronised snoring, I slept for nearly seven straight hours – luxury for an OAP! The breakfast was as good as the supper, Continental and bacon ‘n eggs if you wanted, with good coffee, though seriously

Anglophile Axel had brought his own tea!

Afterwards he inspected the A10, and detaching the clutch cable, by working the lever arm on the gearbox, satisfied himself that the clutch itself was sound; which left the cable. He set about it with lubricant spray, working the inner cable vigorously where it had clagged up from Wednesday’s weather, and soon the action was smoother.

Then he rode off, following the organiser, who doubled as a skinny John Bull, and let Axel use his welding gear to fix the Norton’s silencer.

Meanwhile, I registered – €70 for two breakfasts and dinners, several stickers, a t-shirt and two night’s accommodation seemed a good deal – and the same moustache, after taking my money, when he heard Frank had already paid for two meals, generously refunded the cost of them. Then I wandered round ogling and

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Frank Behrend (left), a BMW expert, chats with two charioteers at the stop on the John Bull Saturday ride-out.

photographing various bikes, outfits, and their owners. Numbers seemed about evenly divided between Continentals (including Dutch and Scandinavian) and UK sections. Former BSAOC chairman Jim Seabrook was there on a C15, and Theresa, widow of the late and much-lamented international secretary Pete Twyman, was there cheerfully helping out. Rigo Volkaert’s brother Mario was also now present, and I told him about Len’s misfortune.

There was a run-out at 1pm, and in the pack the three of us stuck together. The surrounding countryside was flat and laced with tree-lined lanes, with roots meaning some bumpy surfaces. It was fun to anticipate the twists and turns by watching the line of riders ahead.

With more than 100 machines, numbers occasionally impeded progress, but never brought things to a standstill – as Axel noted, the run was well marshalled.

We stopped for more than an hour at a museum with a really nice cafeteria, where I ate gooseberry tart and cream, and we had all had Wurst with, yes, mayo. The A10 started well again, and we looped back to base. I noticed the clutch had stiffened a bit with the frequent stop-starting; Axel then realised the thread on its cable handlebar adjuster had stripped, and luckily was able to buy a new one at the rally’s autojumble

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stall. Sorted! At that point Len and Barbara Page turned up in a hire car with many a tale to tell, and handed over my camp bed.

Evening fell. Once again the three-course meal was good, and we sat with an interesting guy called Bill, a well-travelled ex-Merchant Navy officer who was there on a 350cc Ariel and said he had a tabard with “OVER-80s MOTORCYCLE CLUB” on the back. There was a raffle, supervised by Theresa Twyman, and then the band.

Ah, the band. With an hour’s soundcheck, at first it was irritatingly more rehearsal than performance, and ear-bleedingly loud with it. This was an annoyance for Len (and others) who just wanted to talk with friends. Some people went out to the bonfire outside.

We discovered the recessed bar was marginally quieter than the floor, and there was a very droll goatee-ed barman. I started to drink Palm. The girl singer looked nice, but was a poseur, who when they started for real, couldn’t hold a tune. However, a few local folk began properly dancing, the Palm did its work, and before long the guitarists were really getting into it. I’ve had worse evenings.

Next morning, Sunday, it was drizzling.

With the camp bed belayed in Axel’s sidecar, damp Anneka needed a push to start before we could set off, seeking petrol.

Luxury Tornax Model 29 600, JAP-engined until Hitler forbade foreign engineering imports.

My lights had revived, and in the road spray I watched as Axel finger-wiped his visor, and synchronised with him as I did likewise. The drizzle cleared, and as we approached the German border, the sky ahead lightened theatrically, and a week or more of magnificent weather began. Frank, a patient Tail-End Charlie, at the parting of the ways, accelerated away very briskly, and I followed Axel through the still-flat countryside to his village home north-west of Bonn. Space does not permit me to detail all the kindness and hospitality I experienced from my friend, his wife Ursula and their family in the following wonderful week. It had started with Axel welding the A10’s side-stand mounting back on, with the injunction never from now on to let the A10 be strapped down on

BSA A10 | On tour

1: Anneka the A10 with young fans, Axel’s niece and nephew.

2: 1962 IWL (Independent Werkes Ludwigsfelde) SR 59 scooter, with ‘Campi’ trailer, from the DDR in East Berlin.

3: Axel in his workshop preparing to weld up Steve’s broken side-stand mounting.

4: Period sound system on Matthias Auth’s Guzzi Galleto (‘cockerel’) scooter.

The track? ‘O Sole Mio’, of course.

5: Anneka the A10 with Axel’s Norton 650SS on a lively trip into the twisties of the Eiffel mountains.

6: An Imperia, produced pre-war in nearby Bonn, prepares for take-off.

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a ferry except on the centre-stand.

The next day we attended the nearby 37th Old Timers Club rally at EuskirchenDom-Esch. Frank was there, and kindly talked me through the wide variety of (to me) unfamiliar pre- and post-war German two-wheelers. These included a 1950s Horex 250 cc single, an EMW (Eisenach Motoren Werke), pretty pre-war silver-grey Victoria 350s, and Zundapp ‘Green Elephant’ outfits in 600 or fast 800 form–but, said BMW man Frank, all with terrible brakes!

There was a luxury Tornax 600 Model 29, produced locally, with a JAP engine. The gathering was cheerful, and eclectic enough to include a few Brits (a Scott, a Matchless).

And it served damned good Wurst.

Axel took me to many places, including to a friend, Matthias Auth, with his amazing

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collection of Moto Guzzis. And riding his Norton 650SS, Axel led a run for Anneka into the twisting roads of the beautiful Eiffel mountains. All too soon it was time to head for home, in hot sunshine, a 180-mile run into Holland, and up to the ferry at the Hook.

It was mostly motorway, but on a Sunday, so no lorries, and aside from one push-start after a rest-stop from a friendly fellow rider (my bad, I’d impatiently tickled the carb), Anneka performed uncomplainingly at a steady 55-60mph. And we got good responses, from right leg kick-outs to fists punching the air, from faster young ‘moderns’ as they passed.

By 7am next day, we were starting on a blissfully warm early morning ride along empty roads to friends in Suffolk, and a End leisurely two-day run home. Good trip.

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Classic TT | Preview

John McGuinness will be back at the Classic TT, riding the ex-Mike Hailwood Sports Motorcycles Ducati.

Comebacks aplenty The story of Mike Hailwood’s famous 1978 TT return has been oft told. But there are plenty of other Isle of Man comebacks celebrated at this year’s Classic TT too.

Words: RACHAEL CLEGG Photographs: RACHAEL CLEGG/MORTONS ARCHIVE/TEAM OBSOLETE

H

“

ere was a man who was pot-bellied, couldn’t walk properly and was very conscious he might destroy his own legend, or worse,” said Ted Macauley, Mike Hailwood’s confidant, friend and mentor.

He was speaking of Hailwood’s comeback to the Isle of Man TT in 1978 after an 11-year hiatus from motorcycle racing.

It’s not hard to understand Hailwood’s reservations – his last TT was in 1967 and the machinery in 1978 was completely different to the exotica he’d campaigned in the mid to late 1960s. What’s more, he’d sustained a serious injury during a Formula One car race at the Nürburgring, from which he was still recovering.

But boy, how Hailwood blew all doubts to oblivion when he won the 1978 Formula One race on the Sports Motorcycles Ducati.

Blasting past a symphony of cheers and a sea of programmes as they were waved frantically in the air, Hailwood proved that he could still beat the best of them.

His return to the mountain course was no longer a mere comeback – it became ‘The Comeback’.

And now, 40 TTs later, that moment in motorcycle history is the subject of mass celebration at this year’s Classic TT. Collector Larry Auriana is bringing the original Sports Motorcycles Ducati to the island for 23-time TT winner John McGuinness to ride.

Patrick Slinn remembers ‘The Comeback’ well. He was the technical liaison engineer, working between Sports Motorcycles and Ducati Italy.

He said: “I am so pleased this event is being celebrated. Mike Hailwood is one of

the greatest racers of all time and that was such an amazing victory. I remember it so well.

“So many people doubted him though. If you search for photographs there are very few of him during practice week on that machine and that’s because no one gave him a hope in hell of winning.”

Of course, Hailwood did win. But it wasn’t without nerves.

“Hailwood was nervous I think, but he didn’t show it. He was outwardly positive about his racing and positive about the bike.”

The Sports Motorcycles machine will be paraded at the Classic by McGuinness, who will wear Hailwood replica leathers and helmet for a demonstration lap. The Sports Ducati, along with the original Sports Motorcycle team members, will feature in events throughout the Classic TT weekend.

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Another of the star turns will be Slippery Sam, pictured here with Dave Croxford on board.

But there’s much more to the TT’s 111-year history than Hailwood.

The Classic TT’s racing schedule includes the Senior TT, Superbike TT, Junior TT, Lightweight TT and the Classic Lap of Honour. Thus, the Classic’s scope reaches far beyond that one very special moment in 1978, as Motorsport Development Officer Paul Phillips, says. “Of course, Hailwood’s comeback is a big moment in TT history,” he said. “But the beauty with the TT is that there are over 100 years of history to dip into – the 2019 event is actually the 100th TT Race meeting – so while this may be the best for some people, there will be others that remember something else more fondly.”

Even at this year’s Classic TT, there are other anniversary celebrations taking place.

These include the 50th anniversary of the Triumph and BSA triple, a milestone event that the Trident and Rocket 3 Owners’ Club will be marking with a pop-up display.

The club’s membership secretary Dougy Beardsall says: “We’re extremely excited to be at the Classic TT with a pop-up museum at the grandstand.

“We’ll be featuring machines that have a legacy with the Isle of Man TT, such as Slippery Sam, which is the most successful Triumph ever raced.

“But we’ll also be taking some road bikes

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across to represent the timeline of the Trident/Rocket 3 history.”

The racing triple – a 750cc Trident – was a stalwart in the TT’s Production Race, winning every year from 1971 to 1975 thanks to Slippery Sam. Its riders included Dave Croxford and Alex George.

“We will have guests coming in and out of the exhibition,” said Dougy, “They include Mick Grant and Alex George.”

Alex said: “They weren’t the fastest machines but I broke the record for the fastest time on an air-cooled triple and that record still stands today,” he said.

“So to be reunited with those machines at the Classic TT with a plaque and that record on will be a very proud moment and I am looking forward to it.”

But the Tridents represented more than mere race wins. At a time when the British motorcycle industry was struggling to keep up with the ever-growing ranges of the Japanese manufacturers, they were a glimmer of hope.

“They were amazing production racers,” says Dougy. “I first saw one at the Transatlantic Races in 1971 and I was smitten. I wanted one right away and then in 1977 I managed to get hold of one.”

But that’s not all… New York-based collector Rob Ianucci will be bringing his

The man himself, Mike the Bike in action, winning the 1978 Formula One TT.

350cc Benelli for former TT winner Dave Roper, who won the 1984 Historic TT. Dave said: “It’s a very special machine.

It was the works Benelli Renzo Pasolini raced in the 1967 Isle of Man TT, which was then still part of the FIM World Grand Prix Motorcycling Series.

“Pasolini retired during the race but the machine is an exotic bike that’s exciting to ride and fascinating too.”

And that’s without mentioning its sound, which is so visceral that the noise alone is almost worth the Steampacket ferry fare.

A video of Dave Roper taking the Benelli on a practice lap of the 1993 Classic Manx Junior TT is enough to testify this – the video’s soundtrack is a deep, muscular growl with staccato gear changes. It is, in the strictest sense of the word, sensational.

The Benelli will be raced at Jurby and in the Classic TT’s Lap of Honour. It will be a sight – and a sound – to behold.

But it will be among many other exotic machines, as Paul Phillips explains. “On the racetrack you have the Junior and Senior races with bikes from the 1950s and 1960s primarily; Patons, Nortons, AJS, Matchless, BSAs, MV Agustas and early Hondas and Yamahas.”

“But you could argue that the best bikes aren’t even on the racetrack at the Classic

Classic TT | Preview

The beautiful Benelli, coming over from America.

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JURBY FESTIVAL One of the staples of the Classic TT schedule is the VMCC-run Jurby Festival. The festival is a one-day affair, taking place on the Sunday of the Classic TT weekend. It features more than 5000 machines spanning more than 100 years of motorcycle history.

One of the event organisers, Rupert Murden, said: “The event has grown and grown and it’s in a very compact area, so it always has a very good atmosphere. There’s so much going on with the racing and the parade laps, not to mention the displays at the event.

“This year we have some very exotic machines lined up, including the Sammy Miller Museum’s 1954 Rennsport BMW RS54 and ex-Tait triple – which is also being displayed and paraded at Jurby thanks to the Sammy Miller Museum.”

Other machines on display include the Mike Hailwood Sports Motorcycle Ducati, Steve McQueen’s ‘Great Escape’ Triumph, along with a host of other vintage motorcycles and modern classics.

There will be a number of parade laps and races at Jurby, the former being hosted by the VMCC and

the latter by Andreas Racing Association. But not all action is on Tarmac – there’s also a display of classic helicopters. “They will be taking off at the event and it is to be quite a spectacle.”

The choppers are Bell UH-1 Iroquois, aka ‘Hueys’, and are best known for their operational use during the Vietnam War. In fact, so prominent was the use

of ‘Hueys’ in the Vietnam War that the ‘Huey’ became synonymous with the ill-fated conflict. It is, as a result, one of the best-known helicopters in aviation history.

“They will no doubt be a massive point of interest to the thousands of visitors at the event,” said Rupert.

And thousands there will be. The crowds are expected to exceed 9000 people this year, according to

Will Sneddon hopes to be setting up camp in the Isle of Man, having arrived by Scott.

Exquisite detail is evidenced all over the Benelli four.

Come on and feel the noise…

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the organiser. “It’s very difficult to put a number on how many people. We can say there are 9500 paying customers, but a lot of our visitors are part of teams, riders or exhibitors, so it’s difficult to nail it exactly.”

Statistics aside, Jurby is the onestop-shop of classic motorcycle gatherings, with action not only on the ground, but in the air as well.

Classic TT | Preview

Renzo Pasolini in the 1967 Junior TT.

“Scott motorcycles have shaped motorcycle technology with innovations in water-cooled engines and telescopic forks.”

TT. Walking around the island across the weekend you will find one of everything from prewar bikes up to the latest modern superbikes and everything inbetween.

It really is an amazing motorcycle-based holiday, festival and race meeting all rolled into one. The cumulative value of all of the incredible bikes on the Isle of Man over that weekend is incomprehensible.”

The array of machines at the Classic TT and at the Jurby Festival also includes some rare British vintage machinery. Among these motorcycles are an unusual 1923 350cc Bradshaw-engined PV and a 1929 600cc Scott Flying Squirrel.

Will Sneddon – who will be riding his Flying Squirrel at Jurby – said: “I’m so excited to bring the machine to the Isle of Man. Scott has a huge legacy there so I’m very pleased to be riding it at the event.”

Sneddon’s machine also marks a significant moment in motorcycle

development. Scott motorcycles have shaped motorcycle technology with innovations in water-cooled engines and also in telescopic forks.

Moreover, the marque’s founder and engineering genius, Alfred Angas Scott, was among the first to develop the two-stroke engine in 1897.

By 1904 he started patenting his work and in 1912 Scott had their first TT victory with Frank Applebee’s 49.44mph fastest lap in the Senior.

The result was a huge boost for the Scott company and represented the first two-stroke win in the TT’s history.

Scott continued developing its technology through various models – including a gun-mounted sidecar for military efforts – and in 1921 it unveiled the Squirrel.

The Squirrel was a machine capable of 60mph, making it one of the marque’s most successful models.

But later that decade the Squirrel was superseded by the Flying Squirrel, which featured a redesigned three-speed gearbox.

By the early 1930s the Flying Squirrel became Scott’s only model on sale and was offered as a 498cc or 596cc – the ‘deluxe’ model.

“It’s a great machine,” says Will Sneddon. “I ride it everywhere – I’m going to Spain on it later this year.”

But it’s the Classic TT he’s more excited about. “The TT was such a big part of Scott’s developmental history and equally, Scott was a major player in racing history.”

It seems that the Classic TT is not just about ‘The Comeback’, it’s about many comebacks, of machines, riders, sights and sounds and perhaps even the odd pot End belly here and there.

■ The Classic TT takes place from Friday, August 24 to Monday, August 27.

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The top three in the Senior; Ernie Washer, centre, with Eddie Crooks left and Ned Minihan on the right.

The three classes of 1958 The 1958 Manx GP three-race programme attracted 326 entries. Of these, 125 riders entered the Snaefell Race (newcomers’ race) and another 111 riders entered either the Junior or Senior MGP or both, with 92 Junior entries and 101 for the Senior. So huge numbers, which should make for exciting racing…

S

Words: RICHARD ROSENTHAL Photographs: MORTONS ARCHIVE

ince 1954, Manx Grand Prix organisers the Manx Club elected to bar all factory machines, a practice continued in 1958. The club reserved the right to reject machines or riders without detailing reasons – a tough stance, and although a few wriggled under the radar, the club policed it well.

Riders aged 18-45 years were invited to enter the 1958 Manx GP at a fee of six guineas per race. All entrants needed to hold ACU, SACU or Motor Cycle Union of Ireland competition licences and never have raced in international meetings, other than North West 200, Leinster 100 and ACU International Races held at Aintree, Oulton Park, Scarborough, Silverstone or Thruxton, or held world records since 1930.

Open to riders fulfilling the MGP entry requirements and who’d never competed in any race over the IoM Mountain Course except the earlier ACU Clubman’s TTs and first Snaefell Race (1957), entries were invited

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for the Newcomers’ Race, also six guineas.

Scheduled for the Saturday before the MGP, the two Snaefell Race classes (Junior 350cc and Senior 500cc) would be run concurrently, with the first five riders in each classes given automatic free entry to the following week’s MGP Junior or Senior event as appropriate.

After this, the authorities offered free entries for the next fastest riders, irrespective of class to make the entry lists up to 100 for each category.

Within days of opening the books, the Manx Club confirmed 83 newcomers, 62 Junior and 67 Senior MGP entries on their lists; all events were viable and would go ahead. The published schedule was:• Saturday, September 6 – Snaefell combined Junior and Senior Race • Tuesday, September 9 – Junior MGP • Thursday, September 11 – Senior MGP • Note: in the event of cancellation a race would be held on the next available day

Immediately entries closed, the Manx Club wasted no time in publicising their star turns, led by Eddie Crooks whose MGP career started in 1952 and who had recorded nine finishes from 11 starts, including second in the 1956 Junior. Bob Dowty started a year earlier in 1951, with a 47th in the Junior racing a Douglas twin, and his career included thirds in the 1956 Junior and 1957 Senior, and Ned Minihan (Norton), winner of the 1957 Manx Newcomers’ Senior race. Other noted entries were Alan Shepherd, who had first raced in the MGP in 1956 ,earning a third place in the 1957 Junior; Ernie Washer and Peter Middleton, second in the Newcomers’ Senior race on debut, and then used his free entry to good effect with a ninth in the MGP Senior.

Hidden among the new boys was Luton’s P W Read. Future multi world champion, the 18-year-old began his racing career two years earlier on a Gold Star, ridden to races with mum following in her car, carrying tools, spares and riding kit.

Closer look lo | 1958 MGP

John Hurlstone (Norton) rounds Governor’s Bridge during early morning practice. He was to finish fourth in the Senior.

On the way from the boat to the garage are Liverpudlians Ken Barfoot (left) and John Dunne.

At precisely 5.45am, on Monday, September 1, 1958, the first MGP Junior and Senior runners bumped off to head down Bray Hill to start the first practice session on the 37¾-mile Mountain Course. Often, there was rivalry to be first away, but the results of this light-hearted fun passed the press boys by. During the week, two practice sessions were held per day, and with huge helpings of butterflies, the newcomers were out on the course for the first time on Wednesday astride racing motorcycles.

Even before the fun started, UK-based MGP fans travelled to the Isle of Man by ferry from Liverpool or Fleetwood or air from Liverpool, Birmingham, London and Belfast. There were also flights from other locations, including Dublin. Most ferry tickets cost between £2-3 per person and £1.50 per motorcycle, pushed on board as all fuel (non returnable) had to be drained at the quayside before embarking.

And if you didn’t want to make your own travel and accommodation arrangements, tour operators could help.

Often, the weeklies publicised Don Crossley’s course coach tours. Don knew his way around the Mountain Course, having started his 1938 MGP career aboard an OK Supreme, and rode many models, enjoying two wins (1948 Senior, Triumph; and 1950 Junior, AJS). Don ran two trips on pre-practice Sunday for newcomers and another on Monday for MGP runners. Memories confirm the trips were often full and the ‘craic’ great.

Entry lists make fascinating reading. Of local interest to me was newcomer Brian Allen (Ely Club, Norton) and seven runners were from the Louth Club (Lincs), perhaps encouraged and advised by local star Freddie Frith, the former MGP and TT winner, plus 1949 350cc world champion. Stars and future

‘names’ apart, including Read and ‘Banbury Dan’ Shorey, one would also have spotted many racing engineers like Geoff Monty and Francis Beart, who’d built and prepared Peter Middleton’s (Wakefield) light green-finished Manx Nortons from the start of the 1958 season. While Ned Minihan initially practiced on his regular mounts, later in practice week Norman Surtees arrived with a pair of brother John’s Nortons for Ned’s race week.

Sunshine and adrenalin encouraged a few experienced riders who should have known better to try too hard early on, including Ellis Boyce (Geoff Monty Senior Norton) who ‘ran out of road’ after Bedstead Corner (cuts, abrasions and a broken thumb), while earlier, Peter Middleton (Beart Norton) and Ned Minihan (own Norton) collided at the 11th milestone, bringing down Manx runner Colin Broughton (Senior Norton). Broughton suffered a broken collarbone ending his MGP fortnight before it started, while Middleton cut a finger and Minihan walked away unscathed.

Spills apart, the first morning’s sunshine ensured fast times which riders would struggle later to better. In the Senior it was Ken Patrick (Norton) at 89.34mph from Manxman Bob Dowty (Norton) 86.97mph, while Alan Shepherd (Bill Bancroft AJS 7R) led the 350s pursued by Scottish RAF serviceman, on-leave Bob Ritchie (Tom Arter AJS 7R). Later, IoM mist slowed the fast boys and felled a few newcomers who literally didn’t know their way round Braddan, Ballaugh, Sulby and Governor’s Bridges and Ramsey Hairpin… although some were taken to hospital, a few broken bones were the worst injuries.

On Wednesday, better conditions (well, the rain held off..) saw Ernie Washer

H R Gibson on his Matchless G45 during practice week. The pushrod parallel twin was no match for the Manx Nortons.

Out in the early morning is Ken Patrick, on his Norton.

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Gordon Bell (Norton) was the winner of the 350cc Newcomers’ race.

(Senior Norton) clock 92.57mph ahead of John Hurlstone (Norton) 90.17mph. In the Junior class, John Lewis and Ernie Washer (both Norton) relegated Alan Shepherd to third fastest with 88.87, 87.42 and 87.27mph,respectively. Gloom and murk slowed the Newcomers on Thursday to pedestrian speeds.

But as the practice week drew to a close, more and more were lapping at more than 90mph on the Senior machines, including Bob Dowty, John Lewis, Eddie Crooks, Tony Godfrey, Ned Minihan and Alan Shepherd (all Norton), while the quickest of the Juniors was Bob Ritchie (AJS), trailed by Shepherd (AJS) and Ray Graham (Monty Norton), thanks in part to Hawaiian-like weather on Friday. However, such a great day ended tragically when MGP regular Maurice Wassell (AJS) from Rotherham, was killed outright, hitting the bank after Brandywell.

Snaefell (Newcomers’) Race

A week is a long time in IoM weather terms, from storms to sunshine in hours, then again

Bob Dowty at Keppel Gate on Wednesday evening practice.

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The exquisite Beart Manx Norton, a brace (350 and 500cc) of which were at Peter Middleton’s disposal.

and again, interspersed with mists and winds, from sea breezes to gales. Weather postponed the Newcomers’ race from Saturday to Monday afternoon, then things didn’t look good on Monday, with heavy rain, as a brave few, including Dowty, Shepherd, Tom Thorp and Crooks, ventured out for MGP practice, while the rest opted to keep dry.

The rain stopped and over lunch the roads dried in places. Seemingly, the postponed Newcomers’ race would start on time, but then low cloud on the mountain played its hand. Already out were R Bisbey (AJS, needed to return home on Sunday) and CA Chivers (Matchless G45, cracked crankcase).

Finally, at 3.30pm, the riders warmed engines, then warnings of dangerous wet roads at Quarter Bridge, Quarry Bends and Bedstead Corner were issued which, along with mist on the mountain, encouraged the clerk of the course to advise caution.

Come 3.45pm the still calm was shattered as W Frend (498cc DW Triumph Special) bumped away. First, the 26 Senior machines

were sent off at intervals, followed by 74 Junior starters. By the Mountain box, number 9 B Betts (Norton) led on the road, chased by G C Young (Norton), then came Peter Richardson (Norton), P Overton (Norton) and David Williams (BSA), who were carving through the field.

The Juniors were more spread out with fastest man in practice Gordon Bell leading on time. As the leading 500s (Overton, Williams, Griffiths and Richardson) swapped places, Bell opened his lead and a few may have noticed young Phil Read in fifth going well. On lap three, Senior contender John Holder (Norton) from Sidcup dropped out of the chase with engine failure while the top four thrashed it out, as Bell relentlessly moved further ahead of the 350cc runners.

On the final lap, Williams and Richardson (from Northwich – Winsford Club) slugged it out on time, if not on the road. At the flag, it was Richardson’s ohc Norton from Williams’ pushrod Goldie by seconds, while Bell took the 350cc race by a country mile.

Few could have realised the teenager in third was a future world champion.

Closer look lo | 1958 MGP Blasting along the Glencrutchery Road is David Williams, on his hard-working 500cc BSA Gold Star.

Winner of the 500cc Newcomers’ race, Peter Richardson on his 500cc Manx Norton.

NEWCOMERS 500CC

NEWCOMERS 350CC

1

P E Richardson, Norton

85.06mph

G Bell, Norton

2

D Williams, BSA

84.95

J L Payne, Norton,

84.15mph 81.89

3

J E Griffiths, Norton

84.21

P W Read, Norton

81.47

4

P Overton, BSA

83.65

J M Adam, Norton

81.04

5

B Betts, Norton

81.52

N Bramhall, AJS

80.97

6

G C Young, Norton

81.40

I P Wallace, Norton

80.79

7

V F Broome, BSA

80.86

K E Pitt, Norton

80.38

8

M Hobson, BSA

77.30

G K Penson, Velocette 80.11

9

E T Boarer, Norton

76.97

R Culshaw, BSA

79.46

10 M E Ward, Norton

76.64

K Barfoot, Norton

79.31

Fastest Lap, 500cc, Williams 87.26; 350cc Bell 84.69 Distance: Four laps, 150.92 miles

Junior Manx GP

With the island revelling in welcome late-summer sunshine, a Yorkshire-born youngster (later Lancashire resident), Alan Shepherd, in his fourth MGP outing, took total command of the race astride his near-new Bancroft AJS 7R, sponsored, prepared and modified by Bill Bancroft.

While the 22-year-old’s 47.8 second victory over Eddie Crooks may on paper not indicate his total dominance, the cool-headed lad with consummate riding style and perfect line on every bend controlled the race from the front, aided by well-sited signalling crew around the course. For the last two laps he eased off fractionally, preserving his Ajay’s engine for a certain winning finish.

As the MGP entries assembled in front of the grandstand for the start they were joined

The Junior race, with P Carr leading John Nutter, both AJS 7R.

by the first 19 Snaefell Race 350cc class riders.

After a slow start Shepherd powered on to lead Ernie Washer, Eddie Crooks and John Lewis on time. And other than shuffling places, that was that! Such was the pace of the leading riders (just seconds off record lap and race times at the flag) early on, many fancied riders found themselves well down the field, including Bobs Ritchie (AJS) 10th and Dowty (Dearden Norton) 11th.

The top bunch, led by Shepherd, briefly pitted after two laps for fuel, adjusting the leaderboard, but Alan remained strong leader, though attrition was high: Ray Graham (Monty Norton) – seized engine, restarted then stopped after two laps; Ned Minihan (Surtees Norton) – locking front brake; Tom Thorp (Norton) – brake locked near the

Gooseneck while in fifth; and Gloucestershire farmer John Righton's Norton suddenly dumped the oil tank’s hot oil over the rear tyre to throw Righton. But on and on went a seemingly unhurried Bancroft AJS, with jockey Shepherd tightening his grip on the race with every mile clocked.

1

A Shepherd, Bancroft AJS

89.08mph

2

E B Crooks, Norton

88.61 88.42

3

E J Washer, Norton

4

J H L Lewis, Norton

88.37

5

R Dowty, Norton

86.23

6

R C Ritchie, AJS

86.21

7

G C A Murphy, Norton

85.71

8

J M Adam, Norton

85.45

9

N J Price, Norton

85.27

10

R S Mayhew, AJS

84.94

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Fifty seven finished, rounded off by F Wastell (BSA) at 66.57mph, Read was 17th and Peter Darvill (PJD-Vincent) was 55th – following two seconds in 1962 he’d win the 1963 Junior (AJS) and earn another second in the Senior in his last MGP outing.

Senior MGP

Again Alan Shepherd took an early lead, and just led, although young Norton runner Ernie Washer from Crawley more than halved his lead from 30.2s to 14.8s on lap five.

The last circuit promised a humdinger, but just as the fun began, Alan coasted to a halt, his Norton’s engine sprocket splines stripped.

One assumes this was signalled to Washer, but perhaps not, as he raced on to break the 24-minute MGP barrier for the first time with 23m 58.8s (94.40mph). He also set a new race record of 92.94mph.

With patchy light haze and gentle breezes, racing conditions were perfect as, flagged off by Lieutenant Governor, L A James bumped his 350cc Norton first away and early signalling confirmed high-speed racing. By the time last starter Alastair Copland fired his BSA, the leaders on the road were already through Ramsey. The fastest 11 Snaefell riders joined the Senior MGP start list.

First lap at the Mountain box, it was Benny Lund from Bob Dowty (both Norton) on the road and at the Signpost, on time, after a lap Shepherd led Dowty by 3.4s with Washer 17 second adrift in fourth. Shepherd apart, the field shuffled places and rivals dropped out with gearbox, magneto and engine ills. While mechanical failure sidelined, some others effected repairs, including Ned Minihan – loose footrest – to keep going.

For some, spills ended play, while others bravely remounted, battered and bruised.

Washer moved up the leaderboard to trail Shepherd with Crooks, Dowty and Minihan pursuing hard. As Washer pasted his Norton, Dowty, fighting an ailing machine, slipped down the places. After Shepherd retired, it looked as though Bob Dowty was out at Governor’s Bridge on the last lap, but he managed to fire the tired motor to coax it home. Could Washer have caught Shepherd

Goldies in a synchronised display – John Evans has already overhauled Gordon Briggs, although they were to finish Evans 12th, Briggs 11th. Both are on 350cc DB32s in Junior Newcomers.

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John Righton (Norton) pushes off while F Wastell (BSA) waits his turn. wh Wastell was the 57th and final finisher.

W

on the final lap? No-one will ever know, but what was certain is Minihan’s rear wheel, its axle nuts loose and retained only by the chain and brake anchor, wouldn’t have stayed between the rear forks much longer.

1

E J Washer, Norton

2

E B Crooks, Norton

92.94mph 91.81

3

E Minihan, Norton

91.02

4

J R Hurlstone, Norton

90.73 89.89

5

R Dowty, Norton

6

M S Kelly, Norton

88.52

7

P C Middleton, Norton

87.65

8

T R Graham, Norton

87.09

9

E P Davies, Norton

87.03

10

G R Butler, Norton

86.82

David Williams (BSA Gold Star) in 11th, at 86.21, was the first non-Norton and first pushrod machine home. Peter Darvill on his 500cc PJD Vincent was 22nd, while O Parkin (348cc Norton) was 55th and last finisher at 70.46mph. And of interest to me and longterm TCM readers, Horace ‘Crasher’ Crowder (348cc BSA) finished 26th at 83.24mph.

Crasher later raced Brian Woolley’s Kriedler to 14th place in the 1962 50cc TT. Brian was my predecessor at TCM and the End Kreidler lives in our workshop.

Stylish Eddie Crooks, just after Sulby Bridge. The Norton rider (and later well-known Suzuki dealer) was third in the Senior.

Head down and going fast – Ernie Washer was the Senior winner. Not long after the races, Ernie retired from competition.

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Interview | Brian Slark

Brian Slark at the Barber Museum.

A brief chat with...

BRIAN SLARK

From the south-east of London to the south-west of the USA was a bit of a culture shock for a young lad in the 1960s, but Brian Slark embraced the change.

T

hese days, Brian Slark is known in the old bike world as technical advisor to the Barber Motorcycle Museum in Alabama, which is just about as far culturally as one can get from his origins in south-east London.

His story is a familiar one for a generation of motorcycle-obsessed youngsters, who just happened to live close to where the British industry had one of its major factories.

After working at AMC, a conversation with legendary American rider Bud Ekins saw Brian heading across the Atlantic, where he remains.

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Words: TIM BRITTON Photographs: BRIAN SLARK With his background and experience, he built a business around British motorcycles and this was a successful period for Brian, who also volunteered to become the Norton Owners’ Club technical editor.

Along the way he helped set up the AMA museum in St Louis then when Mr Barber contacted Brian and said he wanted to create the best motorcycle museum in the world, Brian was interested. Initially, he was a provider of bikes, then an appraiser, then technical adviser and remains involved. “It’s hard to give up something you love doing,” he says.

THE CLASSIC MOTORCYCLE | SEPTEMBER 2018

Taking another AMC machine out for a test.

What is your full name, where are you from and how old are you? I’m Brian William Slark, I was born in Greenwich, England, and I’m 80 years old.

Do you hail from a long line of motorcyclists or are you the black sheep of your family? My uncle had a big port AJS prewar, my dad had an interest in motorcycles.

What was your entry to motorcycling? All the neighbourhood boys were mad about motorcycles, as pre-teens. Some of the local girls had boyfriends that would stop around.

We would wait for them to start their bikes and roar off.

What was your first motorcycle? First motorcycle was a BSA Bantam thrashed by an irresponsible 16 year old, but it refused to die!

Who if anyone was your biggest influence for motorcycling? I think when I joined the Greenwich Motorcycle Club which had a lot of members involved in off road sports. As a teenager I would tag along.

Have you always been involved with motorcycles for work? I have been in the motorcycle industry all my working life and am still involved in the sport and industry. I am on the rules and eligibility board for AHRMA road racing and attend dinners and shows, often giving a talk.

You worked for AMC – owner of Matchless and AJS marques (among others) – how did you come to join that firm? One of the testers lived close to my house and he would come home every day at lunch time and evenings on a brand new bike. One day I plucked up courage and walked into the employment office at AMC hoping to get a job. A tall man smoking a pipe and wearing a tweed jacket came into the office and he was one of my heroes, Hugh Viney, top trials rider and ISDT captain. His magic words to me were: “So you want to ride motorcycles, do you son?” You can imagine my answer!

Did you spend time in all of the various departments of AMC? My first job in the AMC factory was to upgrade motorcycles to deluxe specifications. After a month I moved into the test shop where I was a runner up (where I’d start the bike, check oil was circulating etc) then after a month or so of that the foreman asked me to ride him around the block. He hopped on the back and when we came back and he told me he wanted me to test nine twins and 11 singles a day. Yes sir! One of the perks was I had a new motorcycle to ride home every day. After about a year I was relocated to the Race Shop.

There I mainly rebuilt motocross and trials machines.

From your point of view what was AMC like to work for? AMC was an interesting place, very

In action at Swanley, on the Greeves, in 1960. Brian converted his trials machine to motocross specification.

labour intensive, but the labour was cheap. In my years there I never saw one act of sabotage and workers took a great pride in their work.

Machine operators and polishers would come down to the assembly and test shop during their break and just admire their handywork on the gleaming machines. Wages were paid every Friday night in cash in a folded up wax envelope.

I still remember my clock number, 1048. A few of us still keep in touch – last year while visiting the UK I met with old co-workers for lunch. The factory, shops, layout and workers are still clear in my mind.

About your motorcycling, did you compete in motorcycle sport? My first real trials bike was a 1951 James 197cc three-speed Commando.

Then looking for something more competitive I went to John Surtees’ shop and purchased a brand new 197cc Greeves Scottish, which was great. I loved it. In one local trial the special (speed) test was one lap of Canada Heights Scramble. I went berserk around there and ended up with the quickest time. So my mates urged me into entering my first scramble – some modest success and I was hooked. Next I bought a used 500cc BSA Gold Star. I did pretty well and was elevated to expert status.

How and why did you venture to the USA? In the mid-1960s AMC was floundering and on the verge of a four day week. An evening with Bud Ekins and a bottle of scotch, he persuaded me to go California to do some desert racing, which sounded very romantic. So I sold the bike, the van, got a visa and headed off to Los Angeles…

What was desert racing like?

Arriving in California was like going to the moon, but Bud and the local motorcycle guys took me under their wing and were absolutely fantastic. Everyone told me I needed a 650cc Triumph desert sled, so I got a 1957 TR6... but it wasn’t for me.

Luckily the Greeves importer, Nick Nicholson, put me on a

Greeves MDS and I had some pretty good rides on that. In the 1960s the desert was open, meaning you could ride wherever you wanted with no restrictions.

You’re probably more widely known these days as technical advisor with the Barber museum. How did you become involved with them? I was first involved with the Barber Museum when it was in its infancy, by selling some bikes to them, and then later with visits to do appraisals for them. At that time they were not that knowledgeable about the motorcycle scene and when Mr Barber told me he wanted to build the best motorcycle museum in the world, I told him I was interested in being involved. That was 23 years ago; I’m still working there on a semi-retired basis.

What is the ethos behind the museum? Is there a theme to the exhibitions or is it a collection pure and simple? The museum started out as a collection in art gallery form, similar to Guggenheim’s Art of The Motorcycle exhibition. Now it is evolving into special exhibits, such as a board track, early American section. We’ve just added another 86,000 sq ft that features exhibits of drag racing, dirt track, trials, enduro and – the one that I am the curator of – motocross.

Currently we have close to 1700 motorcycles, nothing on loan, with all restorations done in-house. There’s five floors, 200,000 sq ft total, motorcycles from around the world, not grouped by make or nationality.

Contact:

The Barber Vintage Motorsports Museum, 6030 Barber Motorsports Parkway, Birmingham, Alabama 35094 USA. It houses a vast collection of not just motorcycles but all sorts of automotive fantastics.

Details from www.barbermuseum.org

Do you have a favourite motorcycle of all time and if so what is it, it doesn’t matter if you’ve owned one or not?

I would go to Hawkstone Park and drool over the Swedish Litos, Monarchs and Huskys. As for riding, I loved the CZ 360 twin port and I built a Cheney 441 Victor with all the GP parts, End which was superb.

THE CLASSIC MOTORCYCLE | SEPTEMBER 2018

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Men who mattered | Richard Wyler

R I C H A R D

W Y L E R

There was no doubting Wyler’s credentials as a bona fide enthusiast.

F

or a period in the early 1960s the name of Richard ‘Dick’ Wyler seemed to be one of the most prominent in British motorcycling. It was reckoned that at the 1963 Earls Court show 10,000 cups of coffee had been drunk at Motor Cycling’s Wyler Coffee Bar. Famous from his role in the TV series Man from Interpol, Wyler was on a quest to change public perceptions of motorcyclists and had a weekly column in Motor Cycling magazine, Dick Wyler’s Coffee-Bar Column, in which he shared his views, an eclectic (and sometimes strange!) collection of observations, anecdotes and ‘suggestions’, all delivered in his oddly transatlantic version of English, with phrases picked up from his years in Hollywood.

There was no doubting Wyler’s credentials as a bona fide enthusiast though, and it seemed he was keen on anything two-wheeled, with racing a particular passion. He took part in numerous events, including long production races, as well as short circuit racing too, enjoying a modest amount of success, particularly on his 125cc Honda CR93, which he last raced at Brands Hatch in 1964. He reflected he’d raced it for two seasons, during which it needed only plug and tyre changes. With his racing career at an end, he sold it to London Honda dealer Reg Gilbert and returned to America.

Wyler had been born Richard Stapley in Westcliff-on-Sea, Essex, on June 20, 1923, the son of a bank manager and a descendent of Sir Richard Stapley, who signed the death warrant of King Charles I. He grew up in Brighton, developing an early obsession with both film and writing. He attended Varndean College in Brighton, where he would practice his autograph and made his first stage appearance, at 15, at Brighton’s Theatre Royal. But the world was at war – Stapley enlisted in the RAF and learned to fly solo.

In 1946 he had his first novel published, but he wanted to be in the movies and equipped with his charm, slim athletic build, diamond blue eyes, an educated English accent and letters of introduction from his friends John Gielgud and Cathleen Nesbitt (both British-born actors who had enjoyed success in America) he crossed the Atlantic and soon landed a lead in a Broadway play, ‘Darling, Darling, Darling’. He was snapped up by a small studio and made his first film ‘The Challenge’, before MGM bought his contract. He quickly appeared with Lana Turner and Gene Kelly in The Three Musketeers, going on to make a raft of films with some of the biggest names in Hollywood – Elizabeth Taylor, Boris Karloff, Charles Bronson and Tyrone Power among his many co-stars. He also shared a house in Palm Springs with Gloria Swanson while she filmed

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Sunset Boulevard (1950) and was commissioned to write a musical version of the successful film, while also starring in movies himself. But the musical never happened and Stapley was growing disillusioned. Writing in his column in 1961 he said: “This time four years ago I had a ‘dream house’ which was built overlooking the Pacific. One of my neighbours was Elvis Presley. I had a beautiful white convertible and a trailer with two scramblers that I didn’t have time to ride. But friendship you can’t buy and over here, this racing season, I’ve received more than my share of real friendship.”

So he’d come back to the UK and started racing (though it seems he may have raced in the US too), adopted the name Richard Wyler and taken the main role (as agent Tony Smith) in Man From Interpol, which ran to 39 episodes. During the period he also opened one of the coffee bars, in Streatham, south London and dedicated much of his time to motorcycling, regularly visiting shows and cafes in particular. There were competitions too – an award for a young motorcyclist and his ‘best girl’ to join Wyler and his ‘best girl’ (weird Americanisms!)

Jill Browne (star of soap Emergency – Ward 10) for a show by Marty Wilde… Wyler was also racing, mainly as Dick Wyler, on everything from a 50cc Royal Nord to a 650cc Triumph, and basically took two years off from acting. He raced all sorts: Ajays, Nortons, Aermacchi, Ariel and even a Motobi.

In 1962 he took a Greeves racer to America (in company with British rider Ron Grant and his Manx Norton) and did some racing in the US, all documented in Motor Cycling, including meetings with Wyler’s pals, Bud Ekins among them.

Wyler married Elizabeth Emerson in London (where he was also involved in a motorcycle accessories business) in October 1963 and reappeared on TV and in movies, as well as riding motorcycles (later favourites included a Dunstall-tuned Atlas) though he missed out on the starring role in Ivanhoe to his old pal Roger Moore (‘We used to work out together in a gym in Hollywood’) but his career trajectory was now, generally, down.

His motorcycling ended too.

Reverting to the name Stapley he appeared in long-running TV commercials for Imperial Leather soap, and reappeared in Motor Cycle in 1977, in which he said he’d not ridden since 1964, though he was later involved in a dispatch riding business, riding himself. Estranged from his wife and several unfortunate business deals meant that the later years of his life were consumed with money worries and failing health. During the last decade of his life he was largely dependent on the generosity of friends and acquaintances. He died of kidney End failure in Palm Springs, California, on March 5, 2010.

Classic life

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Rebuild | Triumph unit twin

An attack of the vapours Dealing with corrosion brings the restorer into contact with blast cleaners.

Words and photographs: Tim Britton

Before I could take the cylinder head to be cleaned, the valves had to come out and this caused a degree of difficulty.

I

t doesn’t matter what nationality the motorcycle you’re working on is or where in the world you are working on it, there will be corrosion to deal with. It’s a fact of climate life – various metals react in ways that promote an iron oxide on steels and irons and a white powdery oxidisation on aluminium alloys.

Left alone this chemical reaction caused by the proximity of damp and oxygen in the atmosphere will eat through the base metal and the component, be it a washer or a bridge or a crankcase, will crumble. The condition is made worse by salt such as that in seawater, which means those of us in the UK are pretty much stuffed.

An industry that has grown thanks to corrosion is the blast cleaning one. It used to be universally known as shotblasting because one of the mediums forced out of the applicator gun was actually ‘shot’ as used in shotgun cartridges. There are loads of different blasting mediums used these days and they all have different jobs to do. Rather than saying one type is ‘wrong’ and another type is ‘right’, it is better to

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think of what result is wanted. For instance, using shot would damage a sheet metal component, such as a mudguard or an alloy casting such as a cylinder head, but used correctly, shot can bombard errant atoms back into place on, say a conrod, which strengthens the component.

For sheet metal, frames and other steel or cast iron components it’s likely some form of aluminium oxide grit will be used to remove paint and rust prior to painting.

Generally, such work is done at the painter’s where the time between finishing blasting and the primer being applied is minimal to cut down on the chances of any fresh rust forming. It’s also worth noting in such places the craftsmen are likely to wear gloves, not because their delicate hands might suffer – well, not entirely – but it’s to protect the metal, as human sweat is very corrosive and if a frame is picked up barehanded then, later on, the fingerprints will show through the surface coating.

My various bits and pieces of aluminium castings taken to the vapour blaster are all nice and clean – even the head with its

damaged fins looks okay, though it will look even better once the fins are reattached – a task beyond my welding ability. Actually I’ve no welding ability at all… if you want a hole blown in something with an arc welder, or a component melting into an unusable lump then I’m your man, but if you want to re-use the component after welding then someone other than me has to do it.

Looking at the pictures for this episode encouraged me to head down to the workplace and check out some more bits.

It then became clear that I have reached the stage when despair kicks in. We all know this stage of the rebuild, the ‘OMG! Whatever are we doing? These bits will never go back together…’ stage. Cleverer people than me would realise the futility of attempting such a project or even continuing with it and realise at my age in life what we really need to be doing is sitting in front of the telly in carpet slippers and supping a bottle of stout. Luckily, I’m not clever – nor do I have carpet slippers or like stout and my television watching is carefully vetted in case I start yelling again

Classic life Left: A tip I heard years ago involving valves was to remove any small lip at the top of the stem – a few strokes with an oil stone will do it – or the lip will broach about a thou off the inside of the valve guide.

Right: Back from the vapour blaster and all clean.

What we’ve got and what we’ve not got…

The valves were cleaned up and all relevant components kept together by wrapping them in clingfilm and putting a note inside as to their location.

Clamping my valve spring compressor in the vice leaves two hands free for manipulating the head and springs.

My initial excitement when I found a rockerbox and several tappets was tempered when the tappets were identified as coming from a 650.

… is a very good question – the original engine was thought to be complete but it turned out not to be, although how I could miss that the pistons were not there is a mystery to me! It was also horrendously rusty inside and some components were seized solid in their bores.

Most of the bits I have are for a 350, though I do have a set of T100A crankcases with some gears and the like, but I’d have to buy a host of other bits, such as a barrel, rods, pistons and a head, because there are differences between the 500cc and 350cc parts and it’s not such an easy swap as might be expected. My initial delight in finding several tappets in a box evaporated when they turned out to be from a 650 rather than a 350. I’ve more cams, cam wheels and timing chest cogs than I know what to do with and while selective assembly would be nice, it’ll be more a case of ‘let’s see what’s not worn.’

Somewhere in my stock of bits are the valves for a T90 – the sporting 350 – and I have a head that I was told was a T90 head or to that spec at least when I handed over a tenner at an autojumble in High Spen sometime in the 1980s. This head is the better of the two as far as fins go but it’s pretty much equal regarding the valve guides. Still, if I can get to the stage of a complete engine with no bits missing – it doesn’t have to run but it would be good if it did – then things could progress.

The frame can be assembled too and the forks and rear dampers can go in, the wheels I have can be fitted as they’re going to need work too. Looking over the wheels I have, there’s a QD Triumph one that is okay and has a wide alloy rim fitted, but the only Triumph wheel I have is the road one from my 650, although I do have a nice, 21in Can-Am wheel that wouldn’t look out of place, unless I can possibly find a single-sided Triumph wheel or hub. The search continues...

THE CLASSIC MOTORCYCLE | MAY 2018

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Rebuild | Triumph unit twin

Three in, one to go.

Cylinder bores glaze over through use and sticking new rings in without cutting the glaze isn’t good practice. Luckily, a Sealey cylinder hone will make short work of the task.

I was going to use a fancy ignition and maybe further down the line I will, but for the moment a distributor will do, especially as I found a decent alternator.

Well, at least they’re clean now.

Heads on barrels… the barrels will be taken to a stripping place and dunked in a hot tank.

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– so, a realisation dawned that went ‘maybe assembling all the bits to see what I do actually have instead of wondering…’ might be a good idea.

Initially in this project I’d convinced myself all the bits were there and there are a lot of bits on hand, some I even have duplicates or triplicates of, but it’s never about the plentiful bits is it? No, it’s about the bits that aren’t there. Of course, there are some bits that it is a given they have to be changed – bearings and bushes and seals and keys – so their absence isn’t a problem, especially as for such a common motor as a Triumph they can be asked for by name – those concentrating on such a thing as a Fafnir IOE from 1832 might have to resort to measuring locations if the original isn’t there. But in our quirky world you might just find what you would expect to be rare is easily located and vice versa.

So, the new plan is to assemble all the bits into something resembling a motorcycle with all the odds and sods picked out of the boxes so we can see what’s what. As you can see from the pictures of the boxes there is a lot of stuff in them and it would be nice to lay everything out, then degrease everything and pick and choose, but that isn’t an option at the moment. So I’m ‘componenting’ things – and making new words up too – this way I’ll end up with a clean, assembled base that has had some work done. Okay, I know I’ll be doing some things twice, but that’s just the way it End is for this project at this time.

Classic life

Opinion | Roy Poynting

Image is everything

Y

Each motorcycle maker has an identity, conjured up by just its name.

ou could justifiably accuse traditional British motorcycle and car manufacturers of making glacially slow progress, but a direct consequence is that they had the chance to develop distinct characters along the way. And while many factors come into one’s choice of machine – including nostalgia, affluence and even your physical make up – I suspect most enthusiasts are as much drawn to particular marques by the image they project, as by the attributes of specific models.

I’ve owned many makes of motorcycles, but I’ve always had a leaning towards those made by AMC. Not specific models you’ll note, as I’ve had everything from single-speed 98cc jobs to 650cc twins. And I’ve not even restricted myself to specific makes, having owned James, AJS, Matchless and Norton machines. Even the one make I’ve never actually owned – Francis Barnett – I once had on long-term loan. It’s not that I actually think they are superior to anything else, but almost everything made by those factories after the Second World War somehow gives me an impression of understated good taste. Rightly or wrongly, I can’t help regarding them as two-wheeled equivalents of the kind of car that would have been bought by professional chaps rather than young tearaways.

Now I come to think about it, the analogy can be taken even further, with the workaday James and Francis Barnett equating to Austin and Morris cars, AJS/Matchless mirroring the middle-class Wolseley and Rover, and Norton representing the more sporting MG/Riley end of the market. And – if you accept those concepts – they lend support to my original thesis, because all those cars were made by the British Motor Corporation; a firm that – just like Associated Motorcycles – generally concentrated on solid respectable products rather than trendy or exotic ones.

The coincidences even extend to the similarity of AMC and BMC’s initials and to the way both firms absorbed other manufacturers until they became so unwieldy and out of touch that they imploded.

What about other makes? Well, I once had a neighbour who always ran Ford cars. “They’re reliable, sensible and good value,” he used to say, “so why would I buy anything else?” Surely if he’d been a motorcyclist he’d have opted for a BSA, a firm that prided itself on exactly those same traits, and which – just like Ford – had earned the lion’s share of the market in the process.

And before owners of Gold Stars and the like protest

Roy Poynting has been a regular contributor to The Classic MotorCycle since 1995 when he entered and won a writing competition.

A veteran of many restorations, he continues to be an enthusiastic rider.

that their bikes represent more than those mundane attributes would suggest, don’t forget that Ford also made outrageous sporting variants like the three-litre Capri and the Escort Mexico rally car.

And when it comes to the other big title, it’s not surprising that Triumph had much the same image as the similarly named car company, because one original firm had split into those two branches just a few decades earlier. Both firms aimed to produce practical yet slightly glitzier machines, and if the Bonneville was little faster than several other 650s (just as the TR sports cars could barely out-perform many contemporary saloons) it didn’t matter. Triumph cars and bikes both had the image of being extra-stylish and that was much more important. Rather surprisingly, the image even extended down through the range, with the Twenty-One motorcycle having conventional running gear dressed up in a more modernistic way, just like the Triumph Mayflower car.

At the risk of being a little fanciful, you can also pick up even more parallels elsewhere. Doesn’t the uniquely old-fashioned yet sporty Scott echo wind-inthe-hair motoring with a Morgan? And factory-specials combining powerful engines with better chassis – such as the Egli-Vincent – have much the same ethos as bespoke sports cars like the AC Cobra.

The interesting thing is that where motorcycle factories have survived or been re-born they still show the same characters. Or perhaps it would be more accurate to say the resurrecting entrepreneurs like John Bloor and Stuart Garner have deliberately chosen marque names to characterise the image they wish to project. So there was no chance they’d opt for a title like Panther, with its connotations of ride-to-work bikes and sidecar tugs, was there? On the contrary, Nortons still personify heavyweight sportsters with racing aspirations, while Triumphs continue to epitomise stylish modernity.

Royal Enfield – the only real survivor of the traditional British motorcycle industry – obviously doesn’t want to abandon its historical image either. Even after 80-odd years the Bullet still represents the practical, affordable, yet mildly quirky side of things; while the new but conventional-looking twins – with their traditional 650cc capacity – are exactly what you’d hope Redditch would be turning out if it was still in business. Indeed, Redditch might still be in business if it could have End made something like the new 650 twins.

I’ve owned many makes of motorcycles, but I’ve always had a leaning towards those made by AMC. THE CLASSIC MOTORCYCLE | SEPTEMBER 2018

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Classic life

Opinion | Jerry Thurston

Best laid plans…

Getting machines prepared has been satisfying – even if the fruits of the labour won’t be seen immediately.

I

t’s been a full on couple of months with my various motorcycles – summer comes around annually so it is hardly a surprise, but this year it feels like there was more to do in preparation for the riding season than ever.

As I reported in an earlier column, my 1976 CZ became MOT exempt on May 20; the saving was only £30 but every little helps. However, there are those who are seemingly confusing the concept of a vehicle being exempt (i.e not requiring a certificate) with it not needing to be of an MOT testable standard. As I have been more than a bit a bit vocal about this and, not wanting to be hoist by my own petard, I felt I needed to make sure that it was spot on before I ventured out.

I need not have worried overly, though; after going through the old thing with a fine-tooth comb I found little more than a loose wire in the ignition barrel which was killing the speedometer light occasionally and a couple of blown bulbs in the ‘dashboard’ warning lights.

A couple of 6v bulbs later and it does what it should and it’s back out being enjoyed.

The Beamish Suzuki has been in the workshop for a few weeks now and the more I see and work on it, the more I like it. I won’t major on this machine as it’s not really a TCM sort of thing, so, briefly, I’ve had it dated in preparation for road registration, given it a good deep clean, changed the gearbox oil and – because I had them in stock – replaced most of the nylock nuts with fresh ones.

Next on the bench was the 1926 overhead valve Norton. While I have been almost-on-top of the maintenance (having re-done all the fasteners recently) it’s not been ridden for ages and is looking more than a little dowdy. The deadline I’m working towards is the classic sprint (pre-1939) at nearby Grimsthorpe Castle.

I could just give it a proper clean and load up but while it is front and centre, I can look at a couple of things that are niggling me. I’m tempted to pull the tank off and have the rocker gear apart, as when I built it many years ago, I had to compromise in this area.

Because the engine came as a kit of parts, not everything was there. Among the parts that could not be found were the brass roller cages for the rockers. It looked like

Jerry Thurston bought his first vintage motorcycle when he was 17.

For a time he was The Classic MotorCycle advertising manager.

Now 30 years on from buying his first old bike, Jerry still owns and loves them and is especially fond of fast, noisy flat-tankers.

the previous owner had been less than generous with the grease gun too, as there was noticeable wear in the bits that were present especially in the areas of the rockers where the rollers had been running.

Eager to get it running, my fix at the time was to make plain, full width bushes out of phosphor bronze then equip them with grease holes and annular grooves – the length of these meant that they ran mostly in the unworn portions of the rocker arms and cross pins. With regular attention using top-quality high temperature grease, this fix has worked well for ages, but I’m always a little concerned by the consequences of one tightening up and potentially hanging a valve open. It has been years since I tracked down the correct roller cages so I ought to have the holes in the rockers rebored properly then sleeved back to the correct size using a hardened insert and have some new hardened pivot pins made too. Then, I can finally get the rockers working worry-free on roller bearings as they should do.

Ideally, I also need to replace the pushrods as well – the ones I had made work, but as the barrel expands the valve clearances open right up and it gets a bit clattery; I suspect that I need others with an expansion rate that’s nearer the cast iron barrel.

Lastly, the chequered paint job on the Norton’s fuel tank is to go – it has been fun but explaining again and again that it’s not George Formby but 1920s Booklands is now wearing very thin…

Although I have done plenty in the last few weeks I am not going to see the benefit of it all – well, not immediately anyway. Sod’s law dictates that the local motorcycle club’s open trials practise day at which I’d like to ride the Beamish and the sprint at Grimsthorpe Castle are on the same day, and I have to decide which to attend. So far the trials practice day is winning. This is because firstly I’m desperate to see what my new toy can do and secondly for reasons of finance – while Grimsthorpe is free to enter, not unreasonably the organisers require insurance to be in place, and after seeing my last bank statement, that is going to have to wait as I can only afford to have so many toys on the road at one time. It looks like the organisers will be End doing more if this is a success, so maybe next year…

I am not going to see the benefit – well, not immediately. Sod’s law dictates that the open trials practise day and the sprint are on the same day.

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You were asking | Expert advice

You were asking Your queries resolved with Richard Rosenthal

Unusual Villiers Junior barrel

Walter McClellan’s Excelsior Autobyk, now domiciled, with Walter, in Australia.

Period drawing of the Villiers Junior engine.

My early Excelsior Autobyk has a Villiers engine dissimilar to other Junior units. As you will note from my photographs, the sparking plug is in a different location to others, including that used for the 1937 illustration at the time of the model’s release. Any enlightenment will be appreciated.

Walter McClellan, via email, Australia.

While the engine barrel design variance is easily explained, why such is fitted to your 1937 Excelsior is a mystery.

During the late 1920s and early 1930s, a number of British makers considered simple, pedal start small capacity single speed two-stroke machines. With a few exceptions (such as the Cyc-Auto) most failed or gave up, leaving us wondering why they didn’t follow the well proven French concept of approximately 100cc pedal start single speed Vèlomoteurs made by Peugeot, Motobecane,

their autocycle, also in 1937, and others followed suit. The little machines soon gained popularity which in hindsight isn’t surprising, but what is more surprising is how the motor cycling press took to them.

The initial George Jones design featured a side mounted sparking plug to its barrel (see accompanying drawing by press artist and draughtsman George Beresford) as for your Excelsior, Walter. At some point, and I am guessing at 1936/7, Villiers repositioned the sparking plug to the more familiar position to the uppermost side of the engine’s horizontal barrel, but the engine retained the same ‘Junior’ name and there was no change to the engine number prefix to give us an accurate date for this change.

But production number wise this happened fairly early as few engines were made until 1937.

The engine number SH xxx applied to your engine dates

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Rousesey, Prester, MR (Mandille et Roux) et al.

With a simple autocycle type machine in mind, in 1934 Villiers unveiled the George Jonesdesigned 98cc single cylinder two-stroke single speed autocycle engine, named the Junior. Initially in sales terms it was a damp squib.

One can imagine makers who used Villiers motorcycle engines (like James, Francis-Barnett, Excelsior etc) poking it with a stick and stepping away in stunned silence. To give them a clue, George Jones designed and had built locally a prototype autocycle with his new Villiers Junior engine fitted. While a number of makers bought odd engines for development, the concept struggled to get off the ground.

Excelsior was amongst the first to go into true quantity production for the 1937 season with their Villiers Junior powered Autobyk. Raynal began their motorcycle manufacturing with

THE CLASSIC MOTORCYCLE | SEPTEMBER 2018

it as c1937, with the SH prefix appropriate for the Junior. As all launch, press release and advertising material issued by Exclesior shows engines with their sparking plug mounted into the barrel’s upper side, one has to ask why your Autobyk has an engine with side mounted sparking plug.

In truth, I haven’t a clue, but speculation suggests Excelsior had few a such earlier engines in stock which they used up on early production Autobyks, or Villiers sold these earlier engines cheaply to Excelsior to clear their own stocks, or someone has retro fitted an earlier barrel to the engine in your machine.

Whatever, the buying customer in the late 1930s wouldn’t have noticed or cared, nor would later owners in period… Today we do notice this detail, but our direct and even indirect links to the past are gone so some things will remain mysteries.

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Fuses or not, again are involved, will prove moderately costly.

All true. However, the potential alternative is an electrical current feed wire suddenly runs to earth causing instant heat which if oil, rubber or the like is in the vicinity, a fire. And if no fuse is fitted the battery and/or generator system will continue to electrically fuel this heat build up. Personally, I’d rather have all the light bulbs blow than my motorcycle catch fire. So I’ll keep on fitting and recommending the fitment of fuses to electrically equipped motorcycles, but if you choose not to, that is equally your choice. And both options have merits.

Two more readers have taken me to task for recommending the fitment of fuses to all motorcycles. They rightly state when the fuse blows while the engine is at touring or above revs, and therefore the dynamo, alternator or lighting coils producing a healthy output, all the light bulbs may/ will blow, which if halogen bulbs

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Curry and NSU gear A few of you will have spotted my difficulty in starting our Curry (my wife’s machine) at this year’s Banbury Run. The fault was entirely mine, as I made a locking grub screw for the two-speed gear/clutch system too short and it chose to loosen, thus allowing the bearing ring to unscrew and the balls to ride up on each other locking the unit in low gear at the most inopportune moment.

From cold, my ageing legs can only start the engine in high ratio and with the gear stuck in low I simply hadn’t enough puff to spin it over to

start the engine.

Previously, the machine completed last year’s Banbury Run and a few recent local rides without a problem, encouraging me to believe nothing could go wrong!

In my defence, there is precious little information on the NSU device and the only drawings we have aren’t scaled or detailed, so as we made missing parts, I made it up! And now 100 or so miles later, plan B (a longer grub screw!) is installed and we know to check the bearing security after each ride until we build up trust with it.

Richard readies himself before his Banbury ride.

Unfortunately, he didn’t leave the rally site under Curry power. There’s always next year…

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Home build motorcycles Recently, I bought an Excelsior 150cc motorcycle. With it came an invoice of original purchase, stating it was priced at 99 Guineas and the machine was for ‘self assembly.’ However, owner’s notes state the machine was built by the shop’s mechanic ‘after hours.’

All a bit cloak and dagger!

Ollie Adams, via email.

Desperate times called for desperate measures! When your machine was bought new in 1962 Ollie, Excelsior were on the skids and three years later they were taken over

by Britax, who ended their motorcycle production. And selling machines as a kit was probably no more profitable for Excelsior than building and selling complete motorcycles, but such kits were free in the UK of

purchase tax, which made the Excelsior Universal kits appear, on paper at least, a bargain.

Rather than a complete broken down kit requiring engine assembly etc, they comprised the machine in large lumps such as wheels, engine/ gearbox, headlight with relevant electrical gear etc. Although an MoT test was by the early 1960s a requirement in the UK for older vehicles, there was no official check to ensure, owners, often with little mechanical knowledge, had fastened the machine together appropriately and with safety in mind.

While Excelsior was arguably the only quantity manufacturer to offer a roadster in kit form, a number of competition motorcycle makers did the same, in part to circumnavigate the

UK’s purchase tax requirement.

This publication’s founder and well respected Midlands editor of The Motor Cycle, Bob Currie, always backed British products and the ‘British boys’ as he termed the factory workers.

To give the Excelsior Universal kit an over generous plug, Bob featured himself assembling a machine from the boxed kit in The Motor Cycle. However, not everyone wanted to follow Mr Currie’s example and it was known some dealers assembled machines for customers ‘out the back’ and in your case for motorcycle shop staff privately to do the same.

An irony here is that while Excelsior were destined to fail with their machines and kits, Honda, breaking into the UK market at the time,

The enticing brochure – notice how one of the benefits of buying your new machine in boxes was that it would be ‘Exciting to build’. Don’t think even Ikea claim that…

supplied their famous step-thru scooterettes in packs of three in part dismantled form for assembly by the dealer and were destined to succeed. And as their machines were sold complete they were liable to UK purchase tax. Funny old world!

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You were asking | Expert advice

You were asking

Mondial revival

It looks as though we have another revival, this time a 125cc FB Mondial.

There were good times if I remember correctly (and before my time) in the late 1950s with 125 and 250cc Mondial machines.

I thought ‘Mike the Bike’ (Hailwood) started out on one but my ‘Velo Fellow’ friend says Cecil Sandford (maybe because he’s older than me!) What is the story?

Jeff Waller, via email, Alicante.

Firstly the new machine.

Manufactured in China for Piaggio, the Mondial HPS 125 Hipster is a 65-70mph model with 124.2cc four-valve dohc single cylinder liquid-cooled machine with six-speed gearbox and disc brakes to both wheels.

The four Boselli Bros Carlo, Luigi, Ettore and Guiseppe (though some sources state other Boselli family members were involved, including Ada and Massimo) founded their Milan business Fratelli (brothers) Boselli or FB, to retail and wholesale motorcycles in 1929, including the GD lightweight, a marque Guiseppe is believed to have been involved with.

Later, Count Guiseppe, a well known Italian motorcycle competition rider, won a gold medal in the 1935 ISDT riding a CM, another marque he was

directly involved with, which FB sold and distributed.

In the 1930s the Boselli brothers began manufacturing light delivery and industrial three-wheeled trucks with many components made at a satellite factory they established in Bologna, sited on a farm owned

by Oreste Drusiani, well known in the motorcycling world as an engine designer and builder.

During the war, FB re-equipped their Bologna factory before Allied raids bombed the local railway, causing structural damage to FB’s buildings. Fortunately, the new equipment was salvageable, but then the military commandeered it for the rest of the war.

After the Second World War the Boselli brothers, along with the much of the rest of Italy, began to re-establish itself and luckily the family had available funds to rebuild the Bologna works and re-enter production, initially of trucks and engineered products and equipment for other industries. Wanting to publicise the business to expand, Guiseppe decided Fratelli Boselli should go motorcycle racing – and they did in style and in effect straight from the box.

From a standing start, their friend and veteran motorcycle designer Drusiani made a new 125cc dohc single cylinder racer

Cecil Sandford in the 1957 Lightweight TT, on the 250cc Mondial.

He won the race and the world title.

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The new Mondial HPS; bit different, anyway.

in double quick time, which after a few successful local and national test outings in 1948, when it proved 10mph or more faster than the rival MV Agusta, Eynsink and Morini two-strokes, was ready to take on the world in the 125cc class.

Nello Pagani (1949), Bruno Ruffo (1950) and Carlo Ubbiali (1951) took the first three 125cc rider’s titles for Mondial whose 90-plus mph 125 took the constructors title each year.

In 1952, Ubbiali was runnerup to Cecil Sandford (MV Agusta) for the 125cc rider’s GP championship, after which Mondial retired briefly from road racing to concentrate on their other businesses including the manufacture of roadsters, which FB launched in 1950.

As Mondial both sold on many of their ex works machines and also supplied new machines to selected privateers and private teams, many models remained in active use both nationally and internationally including by young Tarquinio Provini, who won the 1954 Spanish 125cc GP on an older Mondial. Drusiani redesigned the 125cc racer in 1954, Provini joined the works team for 1955 to score a few places with the new model, including a second at the Nations GP in 1956. Alfonso then enlarged the 125cc racer to 216cc and then designed a 247cc twin cylinder racer which was too heavy and not successful.

Alfonso Druisini designed in late 1956 another new 125cc dohc single for the following season and scaled up, rather

than enlarged, this machine, to give the 249cc dohc single cylinder machine.

With the 125, Provini scored three GP wins in 1957, including the IoM TT, to secure the world championship from Luigi Taveri (MV Agusta) with Sammy Miller on another works Mondial fourth. In the year’s 250cc class Provini and Cecil Sandford (then contracted to Mondial) raced to two victories apiece with Sandford securing the title thanks to better place finishes from Provini, with teamster Miller third.

Along with some other Italian factories (a cooperation) Mondial withdrew from racing at the close of the 1957 season but returned at a low key level in the 1960s with a Francisco Villa designed two-stroke.

In 1972 Paolo Isnardi scored five world championship points to finish 27th in the year’s 125cc title chase.

Although not his first racing mount, Mike Hailwood certainly raced a Mondial in the 1959 250cc world championship series, with a best finish of second in the Ulster GP which, with other places, gave him a fifth place in the rider’s title listings. Cromie McCandless won the 1951 IoM 125cc Lightweight TT aboard a Mondial at a race speed of 74.837mph, leading home Ubbiali, Gianni Leoni and Nello Pagani (all Mondial) and Epsom rider/ gentleman dealer Arthur Wheeler occasionally forsook his Moto Guzzi for a 250cc Mondial in the late 1950s.

Restoration guide | Ariel VB

ARIEL VB 600 1933-59 THE SPECIALIST

Ariel owners are well served by their club’s comprehensive spares scheme, assisted by the Selly Oak manufacturer’s policy of commonality of parts. The surplus of spares from the wartime W/ NG has helped restorers of prewar models. Owners of later bikes benefit from the acquisition of NOS purchases. Then, as stocks run low, replacement items are sourced, almost exclusively from British suppliers. The scheme relies heavily on the energy and enthusiasm of Peter Kemp, obviously a man well-placed to advise on the VB 600 and to whom we are indebted.

■ Ariel Owners’ MCC: www.arielownersmcc.co.uk

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MODEL HISTORY

The VB 600 first appeared in 1933, but had much in common with the preceding 557cc side-valve models included in Val Page’s updates to the Ariel range in the 1920s. The designs were almost modular, with many parts common to several, or all, of the bikes. The bottom half of the VB’s side-valve engine shared many parts with the overhead valve alternatives that appeared in the catalogue. Thus, sturdy and dependable, aimed at the committed family sidecar man, Ariel had it right from the start. Improvements came slowly, made usually to conform to the changing specification of the rest of the range. There were revisions to the cycle parts early in the 1930s and by 1936 the swept volume had become 598cc.

VB production paused for the Second World War, but soon picked up where it had left off, with the 600 now the only side-valve in the Ariel catalogue.

Improvements continued, not always welcomed by potential VB customers. Telescopic forks replaced girders in the 1940s, an updated Burman gearbox arrived in the early 50s, just before a pivoted-fork frame. By this time, the VB was selling to a dwindling niche market and when Ariel’s Leader and Arrow twins swept away all four-stroke production in 1959, the VB 600 was an early casualty.

WORDS: ALAN TURNER

01 Engine The engine was a single cylinder side-valve. Earlier versions were 86.4 bore and 95mm stroke for 557cc swept volume, for 1936-on engines, the stroke was lengthened to 102mm, to give 598cc. The aluminium crankcase contained a built-up crank, supported by one timing and two drive-side main bearings.

Beneath the distinctive Ariel timing chest cover was the chain drive to the magdyno. Removing the inner timing cover revealed a single camshaft

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and double-plunger oil pump. The top-half was all iron until 1952, when the head became aluminium.

Compression ratio was 5:1. Amal was responsible for supplying all VB carburettors, Type 76, then 276, with the 376 Monobloc from 1955. The VB 600’s quoted horsepower was from 15 and 19, depending on who was quoting.

Parts availability is good, with even castings on offer.

An amazing amount of NOS parts remain, even for the earlier engines.

There is a choice of big end assemblies – NOS or Alpha

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02

versions. Main bearings, even mainshafts, are in stock. Valves have been re-manufactured and Acme Stainless has produced original specification valve collets. Some items, gaskets for instance, are now made from better quality materials.

02 Transmission Early oil bath chaincases were pressed steel, changing to aluminium in the mid-1930s. A shock absorber was mounted on the end of the mainshaft and a single-row primary

chain drove the clutch, housed in a separate compartment of the chaincase as it was a dry unit. Oil leaks to the clutch or gearbox mainshaft are not uncommon, but the club offers cheap and effective cures. Earlier 557cc side-valves had threeor four-speed gearboxes, but the VB always had a four-speed arrangement.

A BA Burman gearbox was used until 1953 when Ariel standardised on the GB box – but different model Ariels had different length mainshafts!

Peter Kemp says the spares

availability is almost 100%.

Regular service items, such as chains and clutches, are held in stock. There is a slow but steady demand for Burman parts and the club is commissioning new components when anything looks like running out.

03 Electrics Wholly Lucas supplied, it comprised basic components that are all available as replacements if necessary. The magdyno provided sparks for ignition and battery-charging. As noted in previous guides,

Classic life PRICING

With complete bikes at anywhere between £4000 and £8000, a project is going to be £1500 or more.

Demand is greater for prewar bikes, inevitably pushing prices up. Those supposedly honest, oily rag offerings continue to climb the price point heights, while complete, running examples can be up at the higher end of the scale.

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IN CONCLUSION

05

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magdyno overhaul can be costly. Often, the problem is in the armature windings. Peter Kemp’s budget method is to get the armature re-wound, which leaves the remainder of the rebuild as a straight mechanical task, replacing the bearings, slip-ring and anything else deemed necessary.

04 Cycle parts The original frame had single top- and downtubes, with a double tube cradle running beneath the engine. Wheel assemblies

varied according to the frame and fork type, with half- and eventually full-width hubs. Girder fork wheel bearings were taper rollers, telescopic and rear wheel bearings were ball journal type. The swinging-arm frame had 19in wheels. Brakes were 7in diameter drums. The VB fuel tank was larger than other models, the tank-top instrument panel finally disappeared in the early fifties. There’s superb spares availability, even some tinwork such as mudguards. Obscure parts are not overlooked, such

as re-manufactured panel lamps (in brass, as per originals) and brake drum dust covers in a choice of plain or stainless steel.

05 Suspension The original bikes were rigid, with girder front forks. Just before the war the Anstey-link frame was listed as a VB option, although there were few takers. In 1947, the VB joined the rest of the range by having the girder forks replaced by telescopic units.

These had outside springs with internal damping.

By 1955, the power train was finally installed in the pivoted-fork frame that other Ariels were already using, although the rigid remained an option for a while longer. The swinging arm was Ariel’s unusual sheet-steel fabrication, with movement controlled by twin Girling units. As well as replacements for just about all the suspension systems, front forks, swinging arm pivot assemblies, even girder fork items are still on the shelf, as many parts were common to the units fitted to the W/NG.

Ariel’s VB 600 is almost under the radar, compared with the well-known BSA M20 and M21 equivalents.

Performance, such as it is, is delivered in a steady, dependable fashion – and therein lies the charm of the model. Most were sold as sidecar tugs, but ridden solo under modern conditions is to enjoy motorcycling at its arguably enjoyable, relaxing best. It may be a big single, but starting that ‘soft’ engine is no anklewrenching exercise. The rigid/girder arrangement of prewar bikes is archetypal 1930s, so if that seems too daunting, seek out a later version. There were few choices where side-valve engines were combined with swinging-arm frames and Ariel offered something the cousins at Small Heath never got round to doing.

If the social side of motorcycling appeals, then the Ariel Owners’ Club delivers. It also provides superb support with, as mentioned, an amazing level of spares availability for VB examples up to 85 years old and access to a huge pool of knowledge.

Ariel’s ‘cheval de fer’ (iron horse) trademark was well chosen. Now close to 60 years since the very last VB 600 left Selly Oak, owning and riding one is often the basis of a ‘stable’ relationship!

End

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Technical feature | Engine tuning

Tune, or not to tune A first attempt at tuning a motorcycle engine by a certain scribe was to fit a Wal Phillips injector to a commuter two-stroke, which was running well at the time.

The machine had more power at the expense of all its previous virtues.

This tuning was bragged about in the pub but a month later the Bing carburettor was quietly refitted, leading to the tuning thought ‘be wary of what you desire’.

D

Words: RICHARD ROSENTHAL Images: ROSENTHAL FAMILY ARCHIVE, MORTONS ARCHIVE Additional images: LUCY DRIVER

ecades ago, a friend and his son bought a new 250cc Yamaha LC on which the youngster would go short circuit racing.

When they arrived home, junior wheeled his new motorcycle into the workshop armed with a stack of ‘how to’ tuning guides.

Dad, with 30-plus years of motorcycle engine building under his belt, refused.

“We will service, maintain and set up the bike exactly as Yamaha recommend. When you’ve learned to race it on the track to its limit, then, and only then, will we tune it.”

A second, and much better known story is also worthwhile here. Visitors to Steve

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Lancefield’s Forest Hill, south-east London home, where during his later years he built Norton racing single cylinder ohc engines in his front room, would get short change if they mentioned the word ‘tuning.’

Getting agitated, Lancefield would send such visitors away with a flea in their ear unless they were worth persevering with, in which case he’d firmly inform them he was a ‘racing motorcycle engineer’, not a tuner, adding ‘tuners tune pianos’.

In an interview, another renowned racing engineer and noted Norton specialist, Francis Beart, would often respond when asked how he ‘tuned’

motorcycles that he didn’t – instead, he blue-printed (so meticulously and carefully assembled) their engines.

A fourth tale is perhaps worthwhile here, too. Buy a new car or motorcycle in the years of my youth, over half a century ago, and ‘wise’ sages would utter “get a midweek ‘un”. The logic here was they were better assembled on the production line than one from Monday, when many workers were shaking off the effects of a weekend’s over-indulgence, or Friday afternoon, when weekend fever descended on the works.

In effect, they considered a midweek job blue-printed!

By now you’re wondering, what’s the point of this preamble...

Certainly Steve Lancefield, Francis Beart, my friend and many others ‘developed’ engines to increase their power output but arguably their greatest skill was to ‘blueprint’ engines. Thus taking four-stroke units as an example every setting would be precisely what the maker recommended or what they had decided upon through their development work. So a valve clearance setting of 6 thou would be that, not 5.5 or 6.5 thou because it was near enough.

Crankshafts would be true to under a thou, piston ring gaps would be precisely 8 thou (or whatever) and so on.

The same precise approach applied to bearings, sliding surfaces, balance factor, fastener torque settings, timings and everything else which goes towards building the engine. All in, the absolute quest to ensure their engines were as efficient as possible. And the old sages’ views of buying a midweek job had merit…

From the pioneer days to the present, endless advice, publications, lectures and now the internet have instructed how not only to ‘tune’ but also how to build efficient engines. Of course, we may wish to tune motorcycle engines to suit differing roles, from plonking round tree stumps at 400rpm on a trials machine to wringing every last bhp on the race track or quarter mile sprint. In our period, many famous names added their views in articles of even books, including the staff of The Motor Cycle (Speed and how to Obtain it) and Phil Irving MI Mech E, MSAE with Tuning for Speed by Temple Press, publisher of Motor Cycling.

From these books, published features and lecturers, we’re taking a look at the terms, some advice, limitations and compromises involved, starting with the engine’s combustion chamber:

our choice of machine, and against this we awkward souls will want it to tolerate variances in ignition timing, fuel and oil quality, ambient temperature, strong winds and dampness without fuss. Obviously, we won’t expect each engine to encompass all these and more factors but, to a large extent, our demands are directly met by what goes on in the combustion chamber.

1

Classic life

Gas flow

Drawings  –  We will have seen these (or similar) simple schematic sketches depicting engine gas flow endless times and are bored stiff by them, but they illustrate perfectly not only gas flow, but the three gas related requirements of any internal combustion engine, regardless of type: inhale, combustion and exhale. And fulfilling these requirements well as far as the cylinder head is concerned is dependent on design, including shape of combustion chamber, valve size/timing/overlap/lift/ number, inlet and exhaust manifold angle/ shape/size, finish, swirl and sparking plug position. Many other factors are involved too, including ignition timing, fuel mix and compression, all of which are important, but left out here to be discussed later.

Cylinder head design

Engine designers and post build tuners have to ask one question before they start work: ‘What is their planned role for the engine?’ And while their efforts will encompass work outside the combustion chamber, what happens within will govern what they create from tree stump pulling torque to an ever-faster lap of the TT course.

Certainly, minimal friction, transmission power loss, fairing choice, rider weight and other factors will play their part, but motorcycle engineers for more than a century have focused much effort on the combustion chamber.

As riders, we may have differing demands from an engine, with factors including performance, economy, mechanical quietness, smooth running, longevity, reliability, flexibility, aggressive acceleration, low down power influencing

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Technical feature | Engine tuning

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Often the result of getting the above right is good combustion, or if you prefer (I do!) flaming leading to an expansion of compressed gasses within the combustion chamber driving the piston downwards with flywheel effect keeping the motion going to enable the engine to do work. Some describe this happening as detonation, or an explosion, which is an error. Detonation can occur for a number of reasons, such as glowing carbon deposits within the combustion chamber, mistimed or errant sparks, flame fronts trapping pockets of fuel mix which as it heats becomes more compressed until it explodes and poor fuel choice. Detonation for any of these reasons can be harmful to the engine, and while sound cylinder head design – including sparking plug position – will allow engines to run on lower grade fuels, for the rest it’s a case of set-up and appropriate maintenance.

In cold situations – especially with high performance engines which are designed to cool well – the designed efficient inflow of swirling fuel mix will quench the timed flame in the combustion engine, thus the engine may not start, will fire and die, struggle to run or won’t develop any power. Interestingly, iron cylinder heads have less effect quenching the timed flames than aluminium, because it’s a poorer conductor of heat/cold. Solutions include pre heating the engine, starting on an enriched fuel mixture which may foul hotter racing sparking plugs thus softer plugs are employed which can clear unwelcome residue, or if push or roller starting, keep pushing or rolling until the engine is warmed enough to ‘take’ as the older boys used to say. This problem is due in part to cylinder head design and material choice to aid cooling and is just one example of the price one might pay for performance development.

6 Squish

Drawing  Also known as squish current, squish effect or swirl. By design the creation of turbulence of the incoming fuel mixture within the combustion chamber as the piston approaches top dead centre on each combustion stroke. Approaches vary slightly but in principle a squish band, often occupying up to a quarter or even a third of the piston crown outer area may comprise a cylinder head with the outer combustion chamber area unmachined (in plane with its mounting surface, or very close to this level) or similar angled at 1-3 degrees to give the inner part of the squish band slightly more clearance than at the outer edge.

Squish effect is beneficial for performance tuning side-valve, ohv, ohc and two-stroke engines. As the piston rises during the upper reaches of the compression stroke the squish band has the effect of squishing (swirling…) the fuel mixture out of that area at high speed into the, by design, centrally sited combustion chamber. Commonly pistons rise to within 1mm of the squish band; although closer may seem desirable, all ‘how to’ tuning guides recommend to limit this closeness to no less than 0.5mm.

So far, so good. The squish effect must

Classic life

7

be designed to direct the swirling fuel vapour towards the sparking plug – easy for engines with a central sparking plug but if the turbulent fuel vapour is directed away from the sparking plug, it makes for a less efficient flame. This is a problem for engines with two large valves making it impossible to site the sparking plug centrally. A solution explored by some is to fit two sparking plugs per combustion chamber, one either side of the pair of valves.

Valves, ports, combustion chambers and valve lift

Drawings  Valve lift and shape, port dimensions in relation to valve diameters, combustion chamber shape port shape, port angles, finish and valve timing are subjects racing engineers and tuners have discussed or been very secretive over. As this series will look at cam profiles in another feature, valve timing will be held over until then.

First, a sobering thought. Of the total heat put into an engine during combustion, no more than 35% (and often with classic motorcycle engines between 25-30%) of this heat is converted into ‘work’ (power output). Of the ‘idle’ 70% or thereabouts, much is lost through the exhaust, heating the engine components such as cylinder barrel/s and cylinder head/s (which

designers then endeavour to dissipate quickly), the act of fuel vapour combustion followed by gas expansion and a smaller final proportion is lost via mechanical friction, driving cam wheels/shafts and sundry ancillary components, including magneto, dynamo or alternator.

Despite these losses, designers and engineers continue to strive for ever higher performance or better fuel economy (sometimes both) to improve engines’ abilities along three main routes which can be subdivided. While we’ve looked briefly at improving the flame (combustion) and won’t look at methods to reduce mechanical losses at present, this leaves approaches to improve the maximum weight of fuel vapour drawn into an engine during each ‘inhalation.’ Two main factors effect this – volumetric efficiency and speed, both in terms of gas flow into the engine allied to exhaling spent gases and in engine speeds.

While the size of valves has the greatest single effect on volumetric efficiency, many other factors need considering, including valve shape, valve lift, valve sizes and the relationship between relative sizes of exhaust to inlet valves, valve position in cylinder head, number of valves per combustion chamber, port diameters, inlet and exhaust tract lengths and position of valves in the cylinder head.

Valve shape and lift

With odd exceptions (such as sleeve valve engines) almost all our four-stroke motorcycle, automotive, industrial and marine internal combustion engines rely on poppet valves of varying shapes, lengths and stems thicknesses. Many engineers regard poppet valve design and operation less than perfect – but haven’t come up with anything better.

Common poppet valve shapes include the conventional (or radius) types such as tulip, semi-tulip and mushroom. And here engineers hit their first problem – the need for low gas flow speed through the open inlet valve for highest volumetric

efficiency and also the need for higher gas flow speeds within the inlet path to create turbulence for the next combustion. Yet another unsatisfactory compromise. Low speed units require some help inlet wise to create turbulence while high speed units by virtue of required gas flow speeds create far more turbulence without aid. Then add the squish band for even better turbulence.

With regard to lift, engineers work to relatively rigid guidelines in that valves with conventional heads need a lift equalling approximately 25% of its port diameter, but with a tulip valve due to its radiused shape the lift needs to be approximately 5-7% more, say 30-32%. But the radiused valve will give gases a smoother flow into the combustion chamber – another compromise!

Valve sizes.

The larger the inlet valve diameter, the lower the gas flow velocity for best volumetric efficiency in comparison to a smaller valve diameter which for an identical weight of fuel vapour inhaled into the combustion chamber will enter faster and more turbulently. Again, at high engine speeds the passage of gases past large inlet valves will be far more turbulent.

Thus for many performance engineers the larger the valves the better, with only combustion chamber size, the need to position the sparking plug somewhere and a requirement for structural strength reigning in their ambitions. However, in most cases the exhaust valve is smaller than the inlet valve or in some cases two inlet valves are paired with a smallish exhaust valve, or in the case of five valve heads three to two applies. This may seem illogic as for performance and economy one needs efficient purging of exhaust gases from the combustion chamber but the concept works as the exhaust valve opens while there is still a relatively high pressure within the cylinder starts forcing spent gases out before the piston rises on their exhaust stroke.

A second reason for smaller exhaust valves is heat. Once an air cooled engine is at running temperature, the exhaust valve will be working at 750 to 900C and they dissipate most of their heat through their valve seats, thus smaller valves are more efficient at disposing of heat through their valve seats.

Numbers

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Mostly we are familiar with two valves per combustion chamber, with the inlet larger than the exhaust. But even before the First World War, racing engineers, notably in France and America, developed four valves per combustion chamber designs, and

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Technical feature | Engine tuning

employing this concept Indian enjoyed a period of domination on the American board tracks. In the UK, Ricardo (Triumph) and Rudge especially enjoyed success both in terms of performance and economy with this design in the 1920s and through to the 1930s for Rudge. Cynically, I believe production line economies all but halted this development for decades because, as we know, today such is applied to many of even the cheapest cars and motorcycles, is found in many industrial engines, has led to the development of five valve heads and permits a centrally mounted sparking plug.

Some engineers eased the central sparking plug issue in two valve designs by using hemispherical combustion chamber design. The design also aids fuel vapour turbulence (image below).

Inlet and exhaust tract design and finish

Drawings  and  Research and gas flow measurement confirm valve design effect gas flow rates, so too does inlet and exhaust port design, length and angle. Straight tract to and from the combustion chamber of an appropriate diameter in relation to valve diameter gives best flow and when curves are needed, they should be well radiused and internally smooth. Racing (and many other) engineers spend hours and hours smoothing, re-radiusing and adjusting the diameter of inlet and exhaust tracts to create a slow, smooth flow of gas to the combustion chamber for best volumetric efficiency, then contrive turbulence on entering the combustion chamber or within it with squish bands.

8 Drawing  and  Angle of entry of fuel vapour into the combustion chamber is considered, too. If the gas enters near parallel to the piston crown, some will escape through the exhaust valve during the period of overlap after the inlet valve starts to open and the exhaust valve closes. And with racing engines this period of overlap is greater than with a touring unit (drawing 13) increasing the loss and waste of valuable fuel vapour and usually in such designs there is an inactive area which adds nothing to gas flow. The solution is to increase the angle of entry, directing incoming fuel vapour at the piston crown and not at the exhaust valve, and lessen or eradicate the inactive area.

The preceding is nothing more than a dash through the main considerations applied by engine designers and tuning engineers regardless of their desire from

10

8 performance to economy. Much (due to finite space) is omitted but hopefully you’ll be encouraged to delve further online, via lecture papers or when buying a secondhand copy of Speed and how to obtain it or Tuning for Speed, as both make sound starting points when developing fourEnd stroke internal combustion engine.

11

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AJS 1961, M31 DeLuxe, 648cc, all matching numbers & certificate of Authenticity from AMOC, Pazon electrics, £4750 Tel. 01522 753730. Lincs

AJS 18MS, 350cc jampot, 1956, immaculate must be seen, owned for nine years, £3750 Tel. 01664 812723. Leics

AJS 16MS 1959, 350cc, black, good condition, £2995 ono Tel. 01495 759234.

AJS MODEL 30 600cc twin, 1958, recent comprehensive restoration including engine rebuild, stainless rim & spokes, Owners Club certificate of authenticity, vgc, £4750 Tel. 01482 632091. East Yorkshire

ARIEL Square Four MK2, 1953, red and black, four pipe, good condition, £10,950 Tel. 01495 759234.

ARIEL Cyclone replica, large bearing crank, Spitfire camshaft, alloy mag gear on auto advance, close ratio gearbox, £6200 Tel. 01322 276378. Kent

ARIEL Red Hunter VH500, 1946, girder forks, rigid tail, twin port, 12V, conversion, tank & chrome perfect, vgc, offers above £10,000 Tel. 07980 800252.

Surrey

ARIEL 1953, Red Hunter NH 350cc, good condition, not used much now, reducing collection, £4000 ono Tel. 07703 304100.

Bucks

ARIEL COLT 1955, full Draganfly dating certificate, nut & bolt rebuild to showroom condition, stainless rims & spokes, new battery, last on road in 1997, £3500 Tel. 01664 474638 eves.

Leics

ARIEL HS 500cc, bike is in Cornwall, ring for details, £6000 Tel. 07779 742629.

ARIEL SQUARE FOUR 4G Mk II, first reg June 1955, Watsonian Grand Prix sidecar which was fitted around 2003, Tel. 07970 375317. Dorset

ARIEL VH500 Red Hunter, 1951, vgc, matching engine/frame numbers, completely rebuilt, appeared in The Classic MotorCycle mag Dec 2015, £5000 Tel. 07890 167010.

BIANCHI MT61 1961, fairly rare ex Italian post war military bike, 318cc single cylinder, very good original condition, snorkel high level exhaust, V5, MoT Tel. 07798 866071. Middx

BMW R100 mono shock, very slightly modified, MoT, runs beautifully, uses unleaded petrol, oil cooler, £2500 Tel. 07768 688186. East Sussex

BMW R100RS 1976, mist blue, 40,000 miles from new, dry stored for some years, good order, £2500 Tel. 07979 680489.

Herts

BSA C11 1952, older restoration, in good running order, not getting used enough I also have some spares, £2600 Tel. Jim 01772 631309. Lancs

BSA A50 1962, totally original, very good running order, MoT, good history, £3750 ono Tel. 01328 855673. Norfolk

BSA B31 1954, fully restored showroom condition, engine & frame nos match BSA records, ready to ride or show, £4950 may take small bike p/x Tel. 01905 21667; 07966 178348.

BSA B33 Plunger, 1953, currently Sorn, unused for 10 years but sound and complete, can be viewed close to Shepton Mallet, Somerset, best offer over £2500 will be accepted Tel. 01373 831464.

BSA B40 1965, ex-AFS bike, much original, oily rag condition, but lost spark, £1700 Tel. 01928 717844. Cheshire

BSA B40WD 1967, rare opportunity to purchase this rare machine in excellent condition, restored for riding, MoT May 2019, £3500 Tel. John 07484 735527. Lincs

BSA BANTAM lovely red Bantam, in good condition & great fun to ride, has a current MoT but is exempt, £2150 Tel. 07850 444339. East Sussex

BSA BARRACUDA matching numbers, 250cc, single, ride as is or improve previous new handlebars and controls, mudguards, battery, reducing collection, £2150 Tel. 01723 372219. North Yorkshire

BSA GOLD STAR 1957, DB32, refurbished GP carb with Surrey Cycles tick over adjuster in cable, RRT gearbox, £18,000 Tel. Pete 07917 126146; Chris 07880 187935. London

BSA GOLDEN FLASH 1950, older restoration, original reg with V5, new exhaust pipes & silencers, new tyres, £4500 Tel. 01792 873536. Swansea

BSA GRUPPO Velox Special with V5C, reg 1955, restored condition, but in need of finishing, engine and gearbox rebuilt, lots of Goldie parts, £5500 Tel. 01803 858774. Devon

BSA SHOOTING STAR 1962, dating certificate, vgc, rides as it should, history known for 20 years, reducing collection, must be seen, £6250 Tel. 01723 372219. North Yorkshire

DOUGLAS MK5 1951, rebuilt 16 years ago, very low mileage since, not used for three years, some light work needed, £3500 Tel. 01271 269264. Devon

FANTIC CABELLERO 1972, sports moped, 100% original and complete, everything works as it should, sweet engine, UK reg in 2009 Tel. 07990 720765.

Newport

100

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HARDING TRICYCLE with cyclemaster 32cc, it has been completely refurbished to concours condition having recently won a prize at the Ardingly Classic Motorcycle Show, offers Tel. 07702 001509.

HARLEY-DAVIDSON 1973, FLH Electraglide, in original paint with matching numbers, MoT March 2018, reg on a UK registration, £12,950 obo Tel. 07427 008163.

HARLEY-DAVIDSON 1990 combo with 32,000 miles, MoT, sidecar is a Velorex classic, £3500 ono Tel. 07263 86651; home 01672 563843.

HARLEY-DAVIDSON XLH 883cc Sportster, 1990, 25,000 miles, excellent condition with extras, £3000 Tel. 01905 641012.

Worcester

HONDA 1100 Goldwing, 1981, 1st registration date is 18/03/1981, 76,897 miles, sold as seen, £1200 Tel. 07966 961149.

HONDA GBTT500 13,000 miles, vgc, perfect paint & silencer, electric start, kickstart with decompression, alloy rims lots of chrome & polished alloy, £5500 Tel. 01204 791764.

HONDA GL1100 Goldwing, spares or repair project, sold as seen, no returns, 41,944 miles on the clock Tel. 07966 961149.

HONDA GL1100 spares or repair, project, 59,400 miles, sold as seen, £1300 Tel. 07966 961149.

HONDA GL1100 with Watsonian Oxford sidecar, Y reg first reg 1983, MoT before sale, currently on Sorn, also small trailer, £2500 no offers Tel. 01420 474032 after 6pm, leave message and I will call back. Hants

HONDA GOLDWING AD Aspencade 1100 spares or repairs project, 72,537 miles, sold as seen, £1300 Tel. 07966 961149.

HONDA H100S-J 1989, good reliable runner, good tyres plus spare front wheel, £650 Tel. 07720 718585. Surrey

HONDA RVF400R NC35, 1995, vgc, special paint job Colin Edwards Laguna Seca tribute, recent full service, £4750 Tel. Paul 07847 454234. Sheffield

HONDA XBR500 1986, unrestored, Japanese take on a British Cafe Racer without the oil leaks, MoT Nov 2018, recent service (oil, filters, Valve clearances) Tel. Ken 07530 239439. Suffolk

KAWASAKI F11 Samurai, UK reg, US import with a UK age related number plate, daylight MoT, bike been restored with many new parts Tel. 01952 461143. Shropshire

KAWASAKI Zephyr, 1100cc, 1993, 17,200 miles, immaculate condition for age, really good example, £5000 no offers Tel. 01228 710233. Cumbria

LITO MX 500cc, good running engine, BSA SC gearbox, PAL mag. Email. guy.rae@telenet.be Belgium

MATCHLESS G12 650cc, 1959, super condition, electronic ignition, regularly used, full restore by previous owner, wonderful sound from original exhausts, £4850 ono Tel. 01256 472095. Basingstoke

MATCHLESS G3LS 1959, good condition, rims are a little rusty, been in storage for 10 years, matching frame & engine numbers, £2900 Tel. 07801 235806. Kent

MORINI 350 STRADA 1974 Spanish import with NOVA Cert, part restored, rebuilt wheels, good tyres, new chain/sprockets, Armours stainless silencers, £2650 Tel. 07788 442155.

Somerset

MOTO GUZZI V7 Special, 2014, mint condition, second owner, 4385 miles, black tint Guzzi fly screen, fsh, MoT, always garaged, £4650 Tel. 01394 410157. Suffolk

MOTO GUZZI 2011, V7 Classic, black, 2600 miles, full service, MoT, £4000 Tel. 07729 921881.

MOTO GUZZI V50 1982, 500cc shaft drive V twin, left foot brake, right foot gear change, long MoT, £2000 Tel. 01522 753100. Lincs

MV AGUSTA F4 only 9500 miles, new MoT & tyres, excellent unmarked condition, rides superbly, 100% reliable, oiro £7500 Tel. 07887 658061. West Sussex

NORTON ATLAS complete as photo, engine, gearbox out ready to refit, 1965, V5C, USA import, good condition, 7745 miles, offers over £5000 Tel. 01132 854135. West Yorkshire

NORTON COMMAND MKIII 850, 1976, 24,175 miles, matching numbers, vgc, engine refurbished by SRM in 2009 just 175 miles ago, MoT, £6000 Tel. 07803 261319. Surrey

NORTON DOMINATOR 600cc, lovely bike, vgc, strong engine, matching numbers, to heavy now, £6000 firm Tel. Brian 01162 880266. Leics

NORTON ES2 1938, very original correct nos, will need restoring, all documents plus history, £7000 Tel. 01749 860377. Somerset

PANTHER M120 650cc, 1960, very good running condition, owned for many years too heavy for me now, converted to 12V coil ignition. Tel. Michael 07504 974604. London

RELIANT TRIKE 850cc, MoT, good runner, now too heavy, sell or swap for small classic bike or low cruiser, £2300 Tel. 07470 387302. Durham

102

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CLASSIC BIKE

INSURANCE

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Andy Tiernan Est. 1972

1940 ARIEL WNG 350cc..................£7,000

1955 ARIEL NH 350cc.................... £5,850

1947 BSA B31 350cc.........................£5,250

1949 DOUGLAS T35 350cc.............. £6,000

1932 FRANCIS BARNETT 148cc......£3,850

1951 NIMBUS C 750cc................... £10,000

1960 NORTON 88 500cc ...................£6,350

1946 NORTON 500T Replica ............£6,850

NORTHANTS CLASSIC BIKE CENTRE

We have moved to 162 Wellingborough Rd, Rushden, Northants NN10 9SU

Tel: 01933 355525

1955 AJS 18S 500 trials trim .....£4795 1955 AJS 350 needs work ......... £1995 1969 BSA Super Rocket ............£7995 1976 Honda GL1000 K1 .............£3295 1980 Honda CB750K, four pipe £3995 1975 Honda CB360 G5 ..............£2995 1955 Matchless 350 ...................£3795

1970 Moto Minarelli 50............... £1995 1961 Norton AJS 600.................£4795 1962 Royal Enfield 250 ..............£2995 1952 Sunbeam S8 500...............£5995 1979 Suzuki GSX1100E .............£4495 1956 Velo 350 Viper.................... £7495 1974 Yamaha XS500 ...................£2995

BIKES WANTED

www.northantsclassicbikes.co.uk Viewing and Sales Tuesday to Saturday British Bikes bought for cash or sold on commission 1939 RUDGE Sports 250cc ............... £8,750 1938 RUDGE Rapid 250cc................£9,250

Jacksons of Knebworth Sales, Service & Repairs of all classic, vintage & veteran motorcycles

1910 TRIUMPH 3½ HP.....................£13,750

BIKES FOR SALE BSA A10 GOLD FLASH Combination 1959 Steib side car in very nice condition.£7995 BSA BANTAM B175 1970 Late centre plug model ................................................. ......................... £2595 BSA C25 BARRACUDA 250cc 1969 Professional nut & bolt restoration................ storation storation................

OLD £3650 S................

BSA A7 500 SHOOTING STAR 1956 ..................................................................... £5995 EXCELSIOR TALISMAN TWIN TT2 1955 complete restoration .............................. £4895 GILERA 124cc OHV 1969 nice restoration.............................................................. .....................................

SOLD £3995 HONDA C95 1966, blue, 150cc electric start, original condition, 12 months MoT... £2350 HONDA CL450 1970 very rare & very nice ............................................................. £4795 HONDA CB100N..................................................................................ARRIVING SOON KAWASAKI W650 2001 5960 miles only, like new .................................................. £4850 MOBYLETTE 1972 Ready to ride ............................................................................. £895 ROYAL ENFIELD Thunderbird 350 2005............................................................... £2295 ROYAL ENFIELD MACHISMO 350 ELECTRA 2004.............................................. £1995 SCOTT 1946 600 Girder/rigid unfinished project, complete .................................... £4395 SUZUKI GS1000G 1982 Fully restored................................................................... £4750 TEAGLE CYCLEMOTOR on period Gents Raleigh bicycle..................................... £1495 TRIUMPH T100SS 1962 nut & bolt restoration........................................................ ................................ £8995 TRIUMPH T100S 1967 recent professional restoration ........................................... ...................

SOLD £8995 VELOCETTE 350 MAC 1959 Immaculate...............................................COMING SOON VESPA 125 1962 restored ...................................................................................... £3995 VESPA 125 1968 restored ....................................................................................... £3995 OTHER VEHICLES AUSTIN 10 SALOON 1947 for restoration............................................................... £2995 Top price paid for your classic, vintage or veteran motorcycle

1958 VELOCETTE Valiant 200cc ............£4,250

1930 AJS R12 250cc attractive vintage lightweight .......................................................... £7850 1950 AJS 7R 350cc the classic racer ............................................................................ £24,000 1940 ARIEL WNG 350cc nicely refurbished in green ....................................................... £7000 1955 ARIEL NH 350cc extensively refurbished ................................................................ £5850 1939 ARIEL Red Hunter 350cc nice looking bike ............................................................. £8850 1971 BOND BUG 700E 850cc unusual 3 wheeler ........................................................... £4250 1951/52 BSA C11 250cc choice of 2 ..................................................................... £2650/£3250 1957 BSA C12 250cc ex Irish police................................................................................. £2000 1929/31 BSA Sloper 350cc/557cc choice of 2....................................................... £8200/£9000 1927 BSA Model L 350cc OHV ultimate sporty flat tanker ............................................ £12,000 1947/58 BSA B31 350cc choice of 2 ..................................................................... £5250/£3750 1959 BSA M21 500cc paintwork could be improved ........................................................ £3500 1914 BSA K 500cc Pioneer 3 speed chain/belt ............................................................. £18,500 1933 BSA W6 500cc attractive side valve........................................................................ £7250 1926 BSA H26 557cc nice flat tanker ............................................................................... £9500 1920 CLYNO 269cc handsome vintage lightweight.......................................................... £7250 1939 COVENTRY EAGLE 122cc shed stored .................................................................. £3250 1939 COVENTRY EAGLE 148cc nice clean machine ...................................................... £3850 1949 DOUGLAS T35 350cc recently refurbished lots bills .............................................. £6000 1932 FRANCIS BARNETT 148cc interesting lightweight ................................................ £3850 1939 NORMAN 122cc rare pre-war lightweight................................................................ £3000 1960 NORTON 88 500cc good useable slimline dommie ............................................... £6350 c.1962 NORTON Inter Café Racer Special 500cc ........................................................ £16,500 1950 NORTON 500T replica 500cc nice practical bike..................................................... £6850 1927 NORTON 16H 500cc fine looking example........................................................... £23,250 1939 NORTON ES2 500cc pre war plunger ...................................................................£11,500 1955 PANTHER 65 250cc tidy bike .................................................................................. £3750 1954 PANTHER 75 350cc handles well............................................................................ £4500 1928 PEUGEOT P105 350cc sporting advanced design ................................................. £7250 1940 ROYAL ENFIELD K 1140cc one of the last made ..................................................£27,500 1938 ROYAL ENFIELD KX 1140cc interchangeable wheels...........................................£27,500 1938 RUDGE RAPID 250cc mellow bike.......................................................................... £9250 1939 RUDGE SPORTS 250cc nice in black .................................................................... £8750 1938 SUNBEAM 250cc older restoration.......................................................................... £5250 1910 TRIUMPH 3½ HP handsome veteran ................................................................... £13,750 1966 TRIUMPH Tiger Cub 200cc French army fully equipped, choice of 3........... £4650/£5000 1923 TRIUMPH Junior 250cc presentable machine ......................................................... £5000 1925 TRIUMPH P 500cc attractive vintage....................................................................... £9250 1958 VELOCETTE Valiant 200cc show winner................................................................. £4250 1959 VELOCETTE KSS Special 350cc Suffolk bike...................................................... £12,500 1923 VERUS 350cc SV unique machine .......................................................................... £9250 FOR CURRENT STOCK PLUS LOADS OF INFO SEE OUR WEBSITE

www.andybuysbikes.com

GOOD PRICES PAID. IMMEDIATE DECISIONS. NO MESSING

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ROYAL ENFIELD 350cc Clipper, 1956, top end overhaul, new tyres, rims, stainless spokes, carb & DVR2 voltage regulator, £3250 ovno Tel. 01832 731844.

Northants

ROYAL ENFIELD Bullet, 350cc, 100% overhaul engine & cycle parts, new rims & tyres, paint, exhaust etc, looks like new, £2200 Tel. 02392 713432.

Hampshire

ROYAL ENFIELD 500 Bullet, 2004, only 2400 miles from new, stainless wheels and silencer, Amal carb, Boyer ignition, loads of spares, always garaged, £2200 Tel. 07936 432701. Kent

ROYAL ENFIELD 350cc Clipper, 1956, new tyres, rims & stainless spokes, new DVR2 dynamo voltage regulator, top end overhaul, runs well, £3250 ovno Tel. 01832 731844 evenings; 07580 249601. Northants

ROYAL ENFIELD Combination 500cc EFI, 2016, 373 miles, 2018 sidecar, GP Manx (70 miles only) steering damper, tonneau cover, vgc, £8000 ono Tel. 01278 459723. Somerset

ROYAL ENFIELD 250 Crusader Sport, beautiful condition, done only 700 miles since last restoration, new paint, rim spokes & tyres, £4000 Tel. 07990 773937. Norfolk

ROYAL ENFIELD 190 Deluxe, 1000cc, V Twin, 1925, in superb condition, history file, Banbury eligible, £20,000 Tel. 01270 842206. (t)

SCOTT 1933 TT Replica, paintwork, engine, wheels, brakes, radiator etc all done & ready for recommissioning, original reg, £8950 Tel. Ken 07939 001115. Leics

SCOTT Flying Squirrel, twin cylinder water cooled two stroke 596cc, 1947 model with Dowty forks, all matching frame, engine & gearbox numbers, vgc Tel. 07702 001509.

STEIB 350 SIDECAR genuine 1951, complete total restoration, all stainless fittings, all new seats/ screen/tyre/stainless rim/ hydraulic braked wheel, £4000 Tel. 01322 276378. Dartford

SUZUKI 1966, Super Six, perfect for restoration project, £2950 Tel. 07974 973663. Grt Manchester

SUZUKI 1100EX 1981, excellent condition, new MoT, 26,748 miles, owned since 1992, £3500 Tel. 07855 494012. Cardiff

SUZUKI GS500EW 1998, MoT November, very good condition, buyer collects, £1500 ono Tel. 07808 090174. Bucks

SUZUKI GSX600 1990, no t&t, should run, does turn over, Viper exhaust, 35k miles, no log book, offers Tel. Graham 07488 352630 for more info. West London

CLASSIC BIKE

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SUZUKI GT750 Watercooled, 1974 L model, just finished nut & bolt restoration, paint by Dream Machine, no expense spared, £12,500 ovno Tel. 07778 306139.

Cardiff

TRIUMPH THUNDERBIRD 6T, 1955, very nice condition, old & new logbooks, very reliable, all receipts & history, slick shift gearbox, £7750 p/x why? Tel. 07443 3642408. Yorkshire

TRIBSA 650cc, engine rebuilt to high standard by ‘Ace Classics’ new tyres, clutch exhaust & carb front forks rebuilt, new cables alround, £5500 Tel. 07966 533076. London

TRITON 650cc, 1955, pre-unit, Triumph T110 engine in Norton frame, Gold Star sweptback exhausts, alloy tank, fully restored, BTH electronic ignition, £9500 ovno Tel. Graeme 07717 733556.

TRIUMPH looks, runs & rides well, many new parts fitted including carbs, Boyer ignition and regulator, silencers, £5995 Tel. Paul 07775 526614. Devon

TRIUMPH Hinckley Bonneville, bought new in 2001, always been parked in garage when not in use, mileage of 6214 is genuine, MoT, V5C, £3800 ono Tel. 07967 668664. Surrey

TRIUMPH Tiger Cub, 1958, recent complete engine & gearbox rebuild by Chis at ‘Meriden off road’ Tiger Cub specialist, good all round condition, £3100 Tel. 01684 592738. Glos

TRIUMPH 21 1958, matching nos, ride or restore, all metal bath tub etc, £3000 ono Tel. 07837 865016. Notts

TRIUMPH 21 3TA ‘Bath Tub’ 1963, full nuts & bolts restoration in 2017, numbers all corrected, s/s wheel rims & spokes Tel. 07582 351060. Lancs

TRIUMPH 2H 1935, 250cc, oily rag but a goer, V5 & VMCC dating certificate, rarely used except for few hill climbs, £2650 Tel. 07482 203102. High Wycombe

TRIUMPH 6T Thunderbird, 1954, rigid sprung hub, good condition, matching numbers, original reg plate number, can deliver, bargain £11,000 Tel. 07443 642408. West Yorks

TRIUMPH 6T Thunderbird, 1955, restored a few years ago, complete history, all receipts with bike, old logbook, V5C, £7850 ono p/x why? Tel. 07443 642408.

West Yorks

TRIUMPH BONNEVILLE 1970, provenance known, matching numbers, detailed rebuild by professional engineer, vgc, 1095 miles, £11,250 no offers Tel. 07940 319166. Surrey

TRIUMPH BONNEVILLE T140 1977, OIF, matching numbers, new MoT, would benefit from light restoration or just ride as is, Tel. 07860 395534. Kent

TRIUMPH DAYTONA 1969 rebuilt engine, frame & forks with nos petrol tank & seat, new twin carbs, harness & electronic ignition, MoT, £6450 Tel. 07799 075752. Edinburgh

104

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THE CLASSIC MOTORCYCLE | SEPTEMBER 2018

105

Trading place BOOK YOUR AD NOW! online www.classicmotorcycle.co.uk post/fax Fill in the coupon on page 99email freeads@classicmotorcycle.co.uk

TRIUMPH T100P 1970, 500cc motorcycle complete renovation, £5650 Tel. Paul 07925 540309.

Cumbria

TRIUMPH T100R Daytona, 1971, restored three years ago little used since, MoT June 2019 too much to list, beautiful bike, £6250 Tel. 07598 997346. East Yorks

TRIUMPH T100R Daytona, 1969, original condition apart from stainless steel spokes & Boyer ignition, vgc, £7500 ono Tel. John 07852 544184; 01969 640496. North Yorkshire

TRIUMPH T120R 1966, Bonneville, matching frame, engine & log book numbers & original registration plate, engine fully rebuilt by expert, £12,500 Tel. 07770 588848.

TRIUMPH T140 Bonneville, 1981, 18,000 miles, twin front, new tyres, lots of history, vgc, on Sorn, matching numbers, £4800 ovno Tel. 07922 649520. Leics

TRIUMPH TIGER T90 Convert T100 engine, original reg Boyer ignition, great sound, £4850 Tel. 07598 315018. Glos

TRIUMPH TIGER 110 650cc, 1961, perfectly restored, matching numbers, mileage of 36,300, very original & stunning bike, offers around £17,500 Tel. 07711 001512 . Kent

TRIUMPH TIGER CUB 1962, V5, has a 1967 square barrel engine fitted, many new parts, £2750 can be viewed in Edinburgh Tel. 07917 021713.

TRIUMPH TIGER CUB 1958, recent complete engine & gearbox rebuild with 12V Boyer electronic battery-less ignition, still being run in, good all round condition, £3100 Tel. 01684 592738. Glos

TRIUMPH TIGRESS TW25 scooter Watsonian Bambini sidecar, 250cc 4 stroke, twin electric start, Pazon monobloc rack & new tyres, very rare Tel. 01743 446259. Shropshire

TRIUMPH TR5T Trophy Trail/ Adventurer, 1973, total restoration, original, first kick starter, matching numbers, like new, £8650 Tel. Mike 01722 744037. Salisbury

TRIUMPH TR6 1967, MoT August 2018 + free tax, approximately 19,800 miles, £7500 ono Tel. 01622 632595; 07731 953693. Kent

TRIUMPH TROPHY 1965, matching numbers, age related plate, twin carb head, new concentrics, Boyer ignition, TLS front brake, 2500 miles since rebuild, £5000 Tel. 07990 553874. Staffs

VELOCETTE 200 LE MKIII, 1960 totally restored two years ago to concours standard all numbers match, any inspection invited, £2400 ono Tel. John 07866 570675. Cambs

VELOCETTE LE Mk3, 1968, 200cc, foot change, kick start, restored as new, offers Tel. 01233 756651. Kent

VELOCETTE LE VOGUE 1968, recently restored, sadly not used sufficiently to be appreciated, £2500 Tel. 01226 757123. South Yorkshire

VELOCETTE MOV excellent condition, light and swift, much history and documentation, £6800 Tel. 01264 363463.

Northants

VELOCETTE VOGUE MoT, rides superb, lots of stainless, engine first class, 41,000 miles, Stafford show bike, £2600 Tel. 01782 392090. Staffs

VELOREX SIDECAR undercoat painted some fittings new tyre, good seat, lights need wiring, new screen, £375 Tel. 07946 485404. Notts

VINCENT Black Shadow, 1800 miles since full rebuild by VOC experts, not a matching numbers bike but is immaculate, £59,000 Tel. 01608 658675.

Gloucestershire

VINCENT FIREFLY 1956, V5, first class bike ride or show, Raleigh sports, Sturmey Archer 3 speed with hub brake 26x1.3/8 stainless wheels, £2100 Tel. 01782 392090. Staffs

VINCENT Touring Rapide, 1950, all matching numbers, VOC Certificate, two main owners, old log book, lovely bike, £47,000 Tel. 01270 842206. (t)

YAMAHA DIVERSION SJ6S, panniers carrier, very clean, 2011, 8400 miles, £4000 ono or swap for CB600F Hornet low miles & good condition Tel. 01709 579556. S Yorks

YAMAHA R5 350cc, 2 stroke, 1971 on UK plate with dating certificate, good condition, electronic ign & reg/rect, £3400 ovno Tel. 07891 389663. Lancs

YAMAHA TZR 125cc, few age related marks but a great clean sound bike, no MoT but will put one on for new owner, £1995 ono Tel. 07984 713949. Grt Manchester

YAMAHA XJ600 Pre diversion, 1989, MoT, immaculate condition, 15,000 miles, total rebuild all fully rewired, £2995 Tel. Martin 07765 647959. Grt Manchester

YAMAHA XJ900S 1999, 30,700 miles, fsh, MoT May 2019, newly serviced, full set Givi luggage, recently powder coated rims, lovely condition, £1695 Tel. 07772 163646. West Yorks

YAMAHA XS1B 1970, vgc, only got 9000 miles on clock, chrome is very good, have the Nova form to register it, been stood for some years, £5000 Tel. 01782 518953. Cheshire

YAMAHA XS850 1980, first registered in the US, approx 53,000 miles, lot of work done cosmetically & mechanical, £3500 Tel. 07891 201062.

Derbyshire

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THE CLASSIC MOTORCYCLE | SEPTEMBER 2018

CLASSIC BIKE

INSURANCE

0800 458 2530 Carole Nash Insurance Consultants Ltd is authorised and regulated by the Financial Conduct Authority.

BALL AND ROLLER BEARINGS

BIKERS BIKES & SITES

FRAME REPAIRS

CABLES LEVERS

BLAST CLEANING

METAL FINISHING

NUTS AND BOLTS

BRAKE SHOES & CLUTCH PLATES

NUMBER PLATES

FORK AND TANK REPAIRS

SHOCK ABSORBERS

THE CLASSIC MOTORCYCLE | SEPTEMBER 2018

107

Trading place BOOK YOUR AD NOW! online www.classicmotorcycle.co.uk post/fax Fill in the coupon on page 99email freeads@classicmotorcycle.co.uk

For Sale

AJS Model R12, 1930, stored since 1950, eligible Banbury, serious offers invited, valuable number plate Tel. 02088 944704. Middx.

BSA A10 black/chrome, vgc, appreciation asset, phone for details, lots new parts, runs/ rides excellently, £6000 ovno Tel. 07827 798969. Essex.

BSA BANTAM 1953, all working runs nice, only year they offered this bike in black so few about £2000 ono V5 present Tel. John 07736 893291. Leics.

BSA BANTAM D1 Plunger for restoring, non runner, £950 Tel. 01978 842668. Clwyd.

BSA GOLD STAR Pearson electric start, Pearson clutch 190 Brave GP Carb RRT2 gearbox, Dunlop alloys, new tyres, new oil pipes, new cables, 10,000 miles, vgc, £20,000 Tel. 07720 957800.

Notts.

BSA GOLD STAR 1958, 500cc, totally restored, excellent condition, best offer over £17,800 Tel. 07855 423117. Hants.

BSA RGS original UK bike with original reg, V5C & buff logbook, been garaged several years non-runner, RRT2, Dunlop alloy rims Clubmans trim, £18,500 ono Tel. 07960 447592. Oxon.

DOUGLAS AERO 600cc, 1936, nice tidy rare bike, clutch needs attention, no V5 hence, £3750 Tel. 01978 842668 leave message if no answer.

Clwyd.

GREEVES 250cc Hawkstone Moto X bike, 1958 in the year fully refurbished, one previous owner new s/s rims, spokes tyres tubes powder coated frame alloy mudguards, seat engine rebuild new barrel piston crank shaft in excellent condition, £3100 Tel. Robert 07816 949637. South Wales.

HONDA CB400F 1977, 408cc/4cyl, Motad exhaust, tank cover, historic vehicle, good condition, £3000 Tel. 01932 846523. Surrey.

HONDA CB750KZ 1979, black/red, genuine 7500 miles, one owner, fully serviced/ overhauled brakes & lines, new tyres, seat, battery etc, original toolkit, manual a cracker, £5650 Tel. 07759 607498.

Berkshire.

HONDA CG125 1989, 5-speed, V5C, on Sorn, in running order, everything works as it should, ideal for learner, commuting winterhack etc, comes with fitted lockable top box, £675 Tel. 01268 735135. Essex.

HONDA CX500 W reg, first reg March 1981, MoT till Oct, currently on Sorn, vgc, nice looking bike, If interested please call evenings after 6, if no answer please leave a message and will ring you back £2500 no offers Tel. 01420 474032. NE Hants.

HONDA H100S-J 1989, 31,000 miles, well maintained, top box good runner, stored in garage, £875 Tel. 07720 718585. South London.

108

HONDA SUPERDREAM 250cc, shed load of spares, please phone anytime for requirement and price Tel. 01255 319574. Essex.

JET OFF ROAD midi motor bike, 2013, automatic clutch electric and hand start, many new parts runs well, must go quickly £100 Tel. 07919 158173. Hampshire.

MATCHLESS CSR250 1961, original condition not been restored, bike is a runner, will take a larger British bike in part exchange with cash Tel. 07779 982556. Scotland.

MKD BOND MINICAR well restored in maroon red just waiting to be used and shown, reliable and easy to drive - it’s a real head turner, Dynastart, completely rebuilt and ready to go, family version has two rear child seats, full weather gear, 250cc Villiers single engine driving front wheel, ready to show or use, 55 miles since rebuild! Amazing fun car! £6250 ovno Tel. 01354 655236. Cambs.

NEVAL DNEPR COMBINATION 1993, MoT April 2019, black with gold pinstripes, 19,800 kilometres from new, one previous owner, £1650 Tel. 07867 676104.

Warwickshire.

ROYAL ENFIELD T model, 150cc, OHV, 1936, nice little rare bike, no lights or V5 hence £3600 Tel. 01978 842668 leave message if no answer.

Glwyd.

RUDGE ULSTER requires parts, restoration, £6500 ono.

Norton ES2 engine model 18, £100 ono. Jap O.H.V. engine, 1920s. Velocette KSS engine, £2200 ono Tel. 07791 796983.

Northern Ireland.

RUDGE ULSTER 1937, fully restored, new rims, tyres, chains, cables, magneto rewound, carb rebored, contact for photos details, £16,000 Tel. 01592 720858.

Fife.

SUZUKI GS500EW 1998, black, MoT November, very good condition, buyer collects, sensible offers Tel. 07808 090174. Bucks.

SUZUKI VAN VAN 125 2012 white, only 5500 miles, heated grips, chain oiler, immaculate, learnerlegal, £1550 ono Tel. 01543 682946. Lichfield.

TRIUMPH BONNEVILLE 790cc, 2005, immaculate, 9k, service history, main stand, screen, rack, fork gaiters, last of the carb model, in the sought after red, white and blue, mature owner, on Sorn, £4795 Tel. 07751 696571. Gtr Man.

Parts For Sale

BSA B44 GP SPARES: engine/frame no 2773 exRoyal signals display team converted to Moto-X, partially dismantled and minus carburetor and exhaust, stored Brighton, £1500 ono Tel. 07966 771916. Oxfordshire.

BSA M20 kickstart military, £20. A65 kickstart new chrome, £35. 400x18 trials tyre, good thread, £15 Tel. 07711 956040.

South Yorks.

THE CLASSIC MOTORCYCLE | SEPTEMBER 2018

BSA BANTAM D7 ENGINE, appears complete and looks in good order, e.g. cases not butchered, no broken fins, good splines etc, (history unknown), £350 Tel. 01268 735135. Essex.

BSA C15 trials/scrambles model, pair of original fork top shrouds with headlamp lugs in good condition, £45 the pair inc post Tel. 01865 762859.

Oxon.

BSA GOLD STAR B31, B33 inner primary chaincase in excellent undamaged condition, £200, also RG Star original rear number plate in excellent condition £45. B31/33 rear number plate, boxed in type, needs small repair £20. Magneto for refurb, sparks but unsure of condition, £75. B31 cylinder barrel in excellent undamaged condition, STD bore, £60 Tel. 01865 762859. Oxon.

DUNLOP NEW TRIANGULAR racing tyres: KR76 2.75x18, KR76 3.00x18, KR96 3.00/3/25x18 (2 tyres), KR96 3.50x18, £48 per tyres or £225 for all tyres Tel. 07785 307504. Lincs.

F2 350 ROLLING CHASSIS stainless braided brake lines, four Lockheed racing calipers on three disc brakes, 13” alloy wheels, priced to clear workshop space, £250 Tel. 01302 851716. South Yorkshire.

HONDA CB400F second hand Motad 4 into 1 exhaust system, good condition, ready to fit, £120 ono Tel. 07785 307504. Lincs.

HONDA UTX1800 Corbin dual seat, nearly new, cost £500 sell for £125 ono Tel. 07785 307504. Lincs.

NORTON ES2 ENGINE dismantled circa 1960 (big head) £300. Norton rear brake drum/sprocket good teeth £65. Wideline tool box and oil tank some damage, £50 pair.

Many copies of The Classic MotorCycle (5-15 years old) £1 each for the lot. Tel. 01672 562475. Wiltshire.

PAIR ALLOY FORK yokes Norton Commando, 1971 on. RGM Part No 050705 2 13/16 offset, £100 + postage, Tel. 01827 874609.

Staffordshire SUZUKI V STROM 650 (AK9) 09 model, petrol tank and all four side panels, silver, like new, buyer to collect from KT12, £150 Tel. 01932 240150.

Surrey.

TRIUMPH Steel trials cub petrol tank, £60 Tel. 07966 771916. Oxfordshire.

TRIUMPH oil tank and toolbox with lid, pre Duplex, £50. Filter cover pre-unit, £5. Push rod tubes, new pre-unit, pr second hand, £5. Two battery retainers F6897, £5. Two 12 volt coils, new with brackets F6943, F6944 and clips E6389, £15 plus post Tel. 01933 355796. Northants.

TRIUMPH SPEEDO 120mph, £126. 80mph speedo, £100.

Timing cover, T100, £60.

Vokes filter, £40. Tank grill, £20 Tel. Albert 02088 944704.

Twickenham.

TRIUMPH UNIT PARTS two retainer for battery F6897, £9. Two 12 volt coils, new with brackets, F6943, F6944 with clips, E6389, £85. Steel front guard original without bead, new headlight with rim ampmeter, only £40 Tel. 01933 355796.

Wanted ANY MAKE OR SIZE classic motorcycle wanted in any condition from a basket case to one in nice condition, cash waiting Tel. 07811 189755.

AUTOCYCLE, CYCLEMOTOR Brockhouse Corgi or older moped wanted for restoration project, anything considered, will travel, but prefer Midlands area Tel. 07983 832076. Staffs.

BSA B31 WANTED in oily rag condition, something to ride or restore, anything considered with or without V5 Tel. 01748 811676 or 07810 434147.

North Yorkshire.

DAYTON ALBATROSS wanted in first class condition, it can be either original or fully restored but must be top notch, I would prefer a single, but a twin is fine. I currently have a 1965 Vespa which I am willing to trade but I will buy anyway. I would prefer to buy outright Tel. 07710 362705.

Lincolnshire.

EXCELSIOR 150cc OHV 1933-35 engine, frame cycle parts etc, anything relating to this model to assist rebuild, why? Tel. 01284 753974.

Suffolk.

FRONT AND REAR crash bars to suit Triumph 3TA, anything considered Tel. 01332 874790. Derby.

GREEVES 32DC Sports twin main alloy frame 1961 on Tel. Roger 01363 84200. Devon.

HARLEY-DAVIDSON 883cc, looking for clean bike, MoT, 2008 onwards, cash waiting for right price. Tel. Ian 07454 701824 anytime. Lancashire.

JAMES SUPERSWIFT sport motorcycle wanted Tel. Martin 07539 102661; 01271 830720.

Devon.

LINCOLN ELK - parts, literature & help wanted!

Particularly looking for a single speed frame, magneto chain covers and 2 speed countershaft parts Tel. Phil 07974 654272.

MONTESA CAPPRA VR250 engine wanted, any condition, may consider complete bike Tel. 01529 413579. Lincs.

VINCENT COMET wanted needing renovation or oily rag condition, anything considered can collect with or without V5 Tel. 01748 811676 or 07810 434147. North Yorkshire.

WANTED J.A.P 250cc inlet rocker, approx 1928 and two good shafts please Tel. Phil 01283 509562. Burton-uponTrent.

WANTED PHOTOGRAPH OF Jack Findley with 250cc, Mondial Racing in the late 1950s, early 1960s. Also 1927/28 Calthorpe frame, Lohmann diesel engine Tel. 07791 796983. Antrim.

Miscellaneous

BOOKS: British Motorcycles since 1950 by Steve Wilson, 1982, Vols: 1-6 as new £40. Illuwstrated History of Motorcycles by Erwin Tragatsch New Edition 1985, £25. Cigarette Cards: WD & HO Wills Series, Motorcycles 1926, full set of 50 vintage motorcycle cards, £150 Tel. Jim 01332 371938. Derby.

BOOKS: F W Neill, AJS (single cylinder), £10. Haynes manual.

Norton Twins, £5. Haynes manual, Triumph 650/750 Twins, £5. All books above are plus postage and packing, or you can collect Tel. 01728 603863. Suffolk.

CLASSIC BIKE GUIDE 85 back issues, £60 the lot, buyer collects Tel. 07805 145417.

West Yorkshire.

REAR CARRIER to fit Royal Enfield 350/500 Bullet India, excellent condition, can send email pictures, £30 plus postage Tel. 01384 872202.

West Midlands.

TWO TRIUMPH motorcycle works catalogues: No.1. The 1939 issue with models and prices. No.2 The 1946 advance list, first post war catalogue, models and separate price list, both rare and in very good original condition, a must for a speed twin owner, £75 for both Tel. 02890 364770.

Antrim.

DYNAMOS, DYNAMOS, Dynamos, dynamos, dynamos, dynamos, dynamos, dynamos, dynamos, dynamos, dynamos, dynamos, dynamos, dynamos, dynamos, dynamos, dynamos, dynamos, dynamos, dynamos, dynamos, dynamos, dynamos, dynamos, dynamos, dynamos.

Paul Dunn 01782-856839. (T).

PA625172C

ANDY TIERNAN buys all pre war BSA’s, also consider flat tankers, all makes especially v-twins. Tel. 01728 724321, 07802 896114 (T) or email: andybuysbikes@hotmail.com AN629793C

WANTED WWII MILITARY BIKES, BSA, Norton, Matchless etc, w.h.y. Call Andy Tiernan 01728 724321, 07802 896114 (T), or email: andybuysbikes@hotmail.com AN629795C

RUDGE RAPIDE 250 frame and cycle parts wanted w.h.y.

Have all mechanics just need the rest. contact: Andy 01728 724321, 07802 896114 (T) or email: andybuysbikes@hotmail. com AN629796C WANTED BRITISH AUTOJUMBLE spares or part projects, BSA, Norton, Triumph etc. Try us on top prices, friendly family firm for over 20 years. Collect anywhere especially Midlands, Stoke, Birmingham, Manchester, Nottingham, Derby. Tel. P. Dunn Dynamos, S-o-T 01782-856839. (T).

PA625169C

CLASSIC MOTORCYCLES WANTED, any condition including projects, collection from anywhere, bikes sold on a commission basis. Tel. 0161 748 0865 Manchester, Lancs.

(T). RO629777C

PARTS, SPARES & SERVICES

RESTORATION

PISTONS

STAINLESS STEEL

POWDER COATING TAX DISCS

POWDER COATING

TIGER CUB SPARES

RESTORATION

TOOLS

TRANSFERS

Whitworth Sockets

www.classicbikesscotland.co.uk Call for catalogue: 01290 800998

THE CLASSIC MOTORCYCLE | SEPTEMBER 2018

109

Diary AUGUST 31SEPTEMBER 1 The 25th Carole Nash Eurojumble. Netley Marsh, Meadow Mead Farm, Ringwood Road, Woodlands, Southampton SO40 7GY. www.classicbikeshows.com Tel 01507 529529.

AUGUST 35 The 44th Annual Gloucestershire Vintage & Country Extravaganza.

South Cerney Airfield, Cirencester. www.glosvintageextravaganza.co.uk AUGUST 45 S&T Regularity Run. VMCC (Stirling Castle Section), Cultybraggan Camp near Comrie. Tel 01764 653474.

International West Kent Run. The Friars, Aylesford, Kent ME20 7BX. Tel 07761 005995 or visit iwkr.co.uk Trimpley Vintage Rally Weekend.

Bite Farm, Trimpley, Bewdley,

Worcestershire DY12 1NU. Tel 07986 170715, www.bvmc.org.uk LlandBikeFest 2018. Royal International Pavilion, Llangollen LL20 8SW. www.llanbikefest.co.uk Tel 07960 693398.

National Sprint Association (Southern Section). Westonzoyland Airfield, Bridgewater, Somerset TA7 0LZ. www.sprinting.org.uk

garstangautojumbles.co.uk Email info@garstangautojumbles.co.uk ’Normous Newark Autojumble.

The Showground, Drove Lane, Winthorpe, Newark, Notts NG24 2NY. www.newarkautojumble.co.uk Tel 01507 529529.

Suzuki Sunday. Ace Cafe, Ace Corner, North Circular Road,

Stonebridge, London NW10 7UD. london.acecafe.com LE Velo Lancs & S Lakes. Rivington, South Barn. Tel 01772 782516.

AUGUST 711 Ulster Grand Prix. www.ulstergrandprix.net

AUGUST 5 Garstang Autojumble. Hamilton House Farm, on A586, off A6, Garstang, Preston PR3 0TB. www.

Send your diary entries to obmfreeads@mortons.co.uk

YOUR EVENT SHOULD BE HERE The Classic MotorCycle is anxious to learn all about your motorcycle-related events.

Contact us at The Classic MotorCycle, Mortons Media Ltd, Diary Listings, PO Box 99, Horncastle, Lincs LN9 6LZ or email obmfreeads@mortons.co.uk

AUGUST 1012 Moto Guzzi Club GB GuzziFest.

Riverside Camping and Caravan Park, Marsh Lane, North Molton Road, South Molton, North Devon EX36 3HQ. Tel 07593 676802. www.motoguzziclub.co.uk AUGUST 1112 National Sprint Association (Northern Section) George Brown Memorial Sprint. East Kirkby, Spilsby, Lincs PE23 4DE. www.sprinting.org.uk AUGUST 12 Classic Motorcycle Show. Hen & Chickens, Baldock. Tel 07963 609143.

The British Two-Stroke Club (Leicester section). The Belvoir Run (venue to be arranged). Tel 01162 750532.

Taunton Classic Motorcycle Club, Annual Exmoor Run. For details visit tauntonclassicmc.weebly.com Sunbeam MCC 56th Graham Walker Memorial Run. Beaulieu,

Hampshire. Tel Ian McGill 01293 771446. Email acsociable1@sky.com VMCC & Classic Bike Day. Ace Cafe, Ace Corner, North Circular Road, Stonebridge, London NW10 7UD. london.acecafe.com AUGUST 1419 VMCC (Essex section) Summer Camping. Tel Dave Iszard 01621 892206.

AUGUST 1520 Norton International Rally, Austria. www.nortonownersclub.org/events AUGUST 16 LE Velo Lancs & South Lakes.

Arnside, meet car park next to viaduct. Tel 01772 782516.

AUGUST 18 Scorton Auto & Bike Jumble.

Scorton, North Yorkshire Events Centre, DL10 6EJ. Tel 07909 904705.

Sunbeam MCC first Bolney Vintage Run. Bolney, Sussex. Tel Rob Pond

01306 628297/07907 694751. Email events@sunbeam-mcc.co.uk AUGUST 1819 The Classic Car & Cheshire Autojumble Passion for Power. Tatton Park, Knutsford, Cheshire, WA16 6QN www. cheshireautopromotions.co.uk Tel 01507 529529.

AUGUST 19 Ladies Day – Bring What Ya Run. Ace Cafe, Ace Corner, North Circular Road, Stonebridge, London NW10 7UD. london.acecafe.com UK Monster Truck Nationals.

Santa Pod Raceway, Airfield Road, Podington, Wellingborough, Northants NN29 7XA. www.monstertrucknationals.co.uk Taunton Auto Jumble. Taunton Rugby Club, Hyde Lane (off A38) TA2 8BU. Tel 07977 643852.

Harley Ride-In. Sammy Miller Museum. www.sammymiller.co.uk Kenley Autojumble. The Portcullis

Club, Kenley Airfield, Victor Beamish Avenue, Caterham, Surrey CR3 5FX. Tel 07772 169524/07971 823314. www.facebook.com/ KenleyAutojumble Sunbeam MCC second Summer Pioneer Run. Handcross, Sussex.

Tel Rob Pond 01306 628297/07907 694751. Email events@sunbeammcc.co.uk AUGUST 25 Sunbeam MCC Gingerbeards Trial.

Jackson Woods, Horsmonden. Tel Neil Sinclair 07885 660939. Email sinclairndlp@hotmail.co.uk AUGUST 26 Sunbeam MCC Greybeards Trial.

Jackson Woods, Horsmonden. Tel Neil Sinclair 07885 660939. Email sinclairndlp@hotmail.co.uk Cheshire Classic Motorcycle & Car Show. Capesthorne Hall, Macclesfield, Cheshire SK11 9JY. Tel 01484 667776. www.classicshows.org Waterlooville Motorcycle Club

Consigning now for our next auction 1928 Norton CS1 490cc - consigned

Saturday 20th October 2018 SALES AND VALUATIONS UNDERTAKEN NATIONWIDE

01353 777767 • vintage@cheffins.co.uk

THE CLASSIC MOTORCYCLE | SEPTEMBER 2018

111

Grass Track. Tel 02392 593004. www.waterlooville mcc.co.uk Harley Day. Ace Cafe, Ace Corner, North Circular Road, Stonebridge, London, NW10 7UD. london.acecafe.com LE Velo Lancs & South Lakes.

Oxenhope Rail Station.

Tel 01772 782516.

Hornsea Biker Event. Cinema Street, Hornsea, East Yorkshire HU18 1PA. www.hornseabikerevent.org.uk AUGUST 27 Arley Vintage Rally. Arley Village Hall, Upper Arley, Bewdley, Worcestershire DY12 1RZ. Tel 07986 170715. www.bvmc.org.uk Notts Classic Motorcycle & Car Show. Thoresby Park, Ollerton, Notts NG22 9EP. Tel 01484 667776. www.classicshows.org Blenheim Palace Festival of Transport. Blenheim Palace, Woodstock, Oxon OX20 1PP. Tel 01484 667776. www.classicshows.org AUGUST 30 Krazy Horse – Park it in the Market.

Greenwich Market, Greenwich Church Street, London SE10 9HZ. www.krazyhorse.co.uk AUGUST 30 SEPTEMBER 1 Salon Privé 2018 Concours

Motorbike Classes. Blenheim Palace. Tel 01753 827067. www.salonpriveconcours.com AUGUST 31SEPTEMBER 1 The 25th Carole Nash Eurojumble.

Netley Marsh, Meadow Mead Farm, Ringwood Road, Woodlands, Southampton SO40 7GY. www.classicbikeshows.com Tel 01507 529529.

SEPTEMBER 1 Classic Motorcycle Show, Buntingford. Tel 07963 609143.

SEPTEMBER 2 VJMC Bike Day. Ace Cafe, Ace Corner, N Circular Rd, Stonebridge, London NE10 7UD. london.acecafe.com.

Classic Motorcycle Show. White Lion, Baldock. Tel 07963 609143.

Festival of 1000 Cars inc. the NW Classic Motorcycle Show.

Cholmondeley Castle, near Malpas, Cheshire, SY14 8AH. Tel 01484 667776. www.classicshows.org VMCC (Essex section) Colne Valley Run. Tel Dave Iszard 01621 892206.

Northamptonshire Navigation Rally 2018. The Grange Sports Field, Northampton Road, Earls Barton, Northants, NN6 0HG. Tel 01604 859215.

STICKNEY AUTO JUMBLE Sunday 16th September & 14th October From 8am

FREE CUSTOMER PARKING & ENTRY

TEL: 01205 480274 POST CODE PE22 8AG

(ON STICKNEY CAR BOOT FIELD)

112

THE CLASSIC MOTORCYCLE | SEPTEMBER 2018

SEPTEMBER 6 LE Velo Lancs & S Lakes. Eric Morecambe’s statue, Morecambe.

Tel 01772 782516.

SEPTEMBER 69 The European Finals. Santa Pod Raceway, Airfield Road, Podington, Wellingborough, Northants NN29 7XA. www.santapod.com Tel 01234 782828.

SEPTEMBER 7 Ace Cafe Reunion Weekend – Continental Run Ride-In & Party.

Ace Cafe, Ace Corner, N Circular Rd, Stonebridge, London NE10 7UD. london.acecafe.com SEPTEMBER 8 South Midlands Autojumble.

Ross-on-Wye Livestock Centre, Oveross, Ross-on-Wye, Herefordshire HR9 5QQ. Tel 01989 750731.

Ace Cafe Reunion Weekend Party & London Ride-Out. Ace Cafe, Ace Corner, N Circular Rd, Stonebridge, London, NE10 7UD. london.acecafe.com SEPTEMBER 89 Killalane Road Race. www. loughshinnymotorcycleclub.com

National Sprint Association (Northern Section) 60th Anniversary NSA Sprint. East Kirkby, Spilsby, Lincs PE23 4DE. www. sprinting.org.uk National Rally of Scotland. Tel 01506 419260 or email colinbpate@yahoo. co.uk SEPTEMBER 9 Garstang Autojumble. Hamilton House Farm, on A586, off A6, Garstang, Preston PR3 0TB. www.garstangautojumbles.co.uk Email info@garstangautojumbles. co.uk Borders Classic Bike Show. Lacon Childe School, Cleobury Mortimer, Shropshire. Tel 01299 270642.

VMCC (Essex section) End of Summer Run. Tesco car park.

Tel 01621 893450.

Salisbury Motorcycle & Light Car Club Arbuthnot Trial. Tel 01725 514801. Email arbuthnot@ salisburymotorcycleandlightcar club.co.uk www.salisburymotorcyle andlightcarclub.co.uk Sunbeam MCC 11th Constable Run. Monks Eleigh, Suffolk. Email Marian Johnson marj_35@btinternet.com Brighton Burn Up! Ace Cafe, Ace Corner, N Circular Rd, Stonebridge, London, NE10 7UD. london.acecafe.com

Next Month

ON SALE September 7, 2018

One previous keeper Unrestored and original Venom The Classic MotorCycle is brought to you by...

EDITOR James Robinson Tel 01507 529405 Fax 01507 371066 email jrobinson@mortons.co.uk REGULAR CONTRIBUTORS Tim Britton, Rachael Clegg, Jonathan Hill, Roy Poynting, Richard Rosenthal, Martin Squires, Jerry Thurston, Alan Turner, Phil Turner, Steve Wilson.

CONTRIBUTORS IN THIS ISSUE Leslie Bartlett, Bernard Holloway, Colin West.

PRODUCTION EDITOR Sarah Wilkinson SENIOR DESIGNER Kelvin Clements DESIGNERS Michael Baumber, Libby Fincham PICTURE DESK Paul Fincham, Jonathan Schofield, Angie Sisestean

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ISSN No 0263-0850

Classic life

Classic camera

All action Jackson This Velo wasn’t just jolly good, it was ‘hot’.

Photograph: MORTONS ARCHIVE

F

ine style from Bruce Jackson, pictured in May 1960, on his Velocette scrambler. Asked why he’d chosen the particular machine he offered: “Because the Velo’s hot and it handles,” while he particularly praised the “instinctive” handling characteristics which made aviating a thrill that he never tired of.

Jackson was the number one plate holder in the AMA’s district 37, in southern California, and was noted as excelling on the ‘rough stuff’. Here, he has his Velo’s front wheel well and truly lofted, though the throttle is closed.

The Velocette Scrambler was actually built for a long time, being produced from 1954 until 1963.

It was Velocette race mechanic Tommy Mutton who first conceived the idea of tuning the new (for 1954) square dimensions – 86mm x 86mm – MSS for off-road sport. Soon the models were being sold and raced.

The engine was reckoned to produce 40bhp and was effectively what became the Venom Clubman power unit, a few years later.

The original frame used for the Scrambler was basically the same RS (Rear Springing) one used for the roadgoing MAC and MSS which was a bit tall and lacking in ground clearance for off-roading.

In 1958 a new frame which featured a triangulated rear sub frame was introduced for the off-roaders.

The Velocette Scrambler ran on until 1963, by which time 350 had been made.

It was still available to 1969 to special order, while a 350cc version was End also listed from 1956.

114

THE CLASSIC MOTORCYCLE | SEPTEMBER 2018

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Devon, Cornwall & Somerset +44 (0) 1872 250 170 jonathan.vickers@bonhams.com

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@bonhamsmotoring

bonhams.com/motorcycles Prices shown include buyer’s premium. Details can be found at bonhams.com

Contents 004 Welcome – Hammer time!

006 Choose Your Auction  Local sales  National sales  International eventing 012 What Are You Buying?  Back to basics  Numerology  Provenance 016 Bidding Wartime!  In general…  Buying online  What the experts say  How to avoid being scammed 020 Saleroom Savvy  Actual auctions  No timewasters  What’s it worth?  The price is right  T&Cs apply  Costs and commission  Logistics  Where’s my money?

024 Selling Your Classic  Presentation  Preparation  Things mechanical  Provenance  Accessories

028 Internet Selling  Time it right  What it costs  Top titles  Write it right  Post loads of photos  The price is right  Strut your stuff  Tyre-kickers  Doing the deal 032 The Cost of Bidding  Choose your saleroom  Cost calculator

Who Did What

This tasty supplement was brought to you by Rowena Hoseason and Frank Westworth of the Cosmic Bike Co Ltd, with design and production stuff handled

by Mike Baumber and the team at Horncastle. Photos are the work of Mortons Archive, Richard Jones, Nolan Woodbury, Rowena Hoseason and Frank Westworth.

Editor Frank Westworth

www.classicmagazines.co.uk

Publisher

©Mortons Media

Tim Hartley

Printing William Gibbons & Son,

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Auction | 3

Hammer time!

T

he very best thing about motorcycle auctions is that they are exciting.

They are also, entertaining, involving, thought-provoking and fascinating. Those are the best things.

They are also the worst things. Strange but true.

Motorcycle auctions – this is a motorcycle magazine, and although auctions of second-hand furniture and piggy banks, so forth, may excite many,

4 | Auction

The Art of the Auction

many people, we’re ignoring all that here – our kind of auctions can be many things. Their purpose is clear if you’re the guy doing the selling or the guy doing the buying, but an ever-increasing numbers of folk at motorcycle auctions are simply there to be entertained. Is that Brough Sosuperior actually going to be hammered down at a quarter-million? Is anyone really going to pay that? How can it be worth that? And what about that

Ducati Monza with the estimate of £1200 - £1500, is it really going to sell for an affordable sum? Should I go and register to bid? It’s a slippery slope, and for many people auctions offer both temptation and opportunity. Fortunes are spent, and sometimes bargains are found, but it is also entirely possible to get burned.

We aim to talk you through the heady world of the auction.

Are you sitting comfortably? Have you

got a favourite model in mind? Would you consider something different if the opportunity arose? Like, maybe a B25SS Gold Star instead of the DB32 Gold Star you were looking at a moment ago?

Maybe a Trophy would be a better buy than a Bonneville? A Dominator instead of a Commando? And maybe, just maybe, it might be best to walk away from that slightly dubious racing machine, the one which might, just might have been ridden by Barry Sheene or your own local hero.

There’s a lot of treasure out there, and there’s a lot of opportunity for an unwary buyer to trip up, too, so read on…

And of course there are two sides to

the auction experience. For every guy buying a bike there’s another guy selling one, and their interests are mutually exclusive. The buyer wants to pay as little as possible and the seller wants to raise the highest price. So although there’s rarely any actual physical conversation between seller and buyer, the transaction is still a negotiation, an unusual kind, carried out remotely. If you’re intent on selling your own bike at auction, you need to be able to answer the questions you would ask if you were buying it.

There are several other considerations, too. Most buyers and sellers should be aware of the T&Cs involved in any auction, from commission, premium to

VAT. We also need to consider how to get your bike to the sale, how to pay for it, and how to get it home afterwards.

Meanwhile, unless you’ve been living a seriously isolated life, you will be aware of the online auction sites, the biggest and most well-known being eBay. The same principles apply, pretty much, but the experience is rather different to more conventional, traditional auctions, where the auction promoter acts as a wellpaid third party and offers a personal contact comfort zone which may be more convenient for you.

Welcome to the uniquely entertaining world of the motorcycle auction.

Read on…

Auction | 5

Choose Your Auction

Where you choose to buy your bike can be almost as important as which bike you end up buying…

E

veryone already knows about the big auctions, the headline events, the sales which rack up all the column inches in the press and miles upon miles of chatter out in the ethers. There are a whole lot of others out there too.

Everyone already knows all about eBay, the most popular and well known of the very few online auction sites, but there are many other places to look, some well promoted and easy to find, others considerably less so. Did you know that several trade players buy stock at the smaller, local sales and then simply re-sell them at the huge multinational events?

They do. You can usefully learn from them, too.

Below: Everything is bigger in the USA. Like this vast Mecum auction.

Right: International sales held in the UK tend to be a little less terrifying than their US equivalents, but they still pack in the keen crowds.

6 | Auction

Local Sales

It’s a recurring surprise in this internet age that so many small local sales do not promote online. Or if they do that wise thing, they do it so badly that you’ll never see their ads unless you already know that there’s an event.

The answer to this is to buy a local newspaper and hunt through all of its ads for clearance sales, usually house or farm or business clearances caused by sad events. Not just death or bankruptcy, but simple old age and ill health. Also divorce.

If you’re looking for a cheaper classic bike then it certainly pays to snout around the less well-known sales. Look beyond the headline-grabbing Gold Stars and Vin twins and you’ll very often find some sensibly-priced bread-and-butter Britbikes along with a smattering of collectible (and rideable) cult classics.

You don’t need to travel the length and breadth of the UK to bid on bikes at these auctions – they pretty much all offer online access, although obviously you won’t be able to kick the bike’s tyres and count its teeth in person. You do need to register before the sale, and can either bid live (exciting, but fraught with danger should your net connection collapse at the

crucial moment), or place a maximum bid in advance.

Then, should you win the auction in absentia, most sale organisers can arrange transportation.

Using the in-house shipping service cuts down on faffing and making last-minute arrangements, and normally means you’ll avoid paying storage charges.

There are plenty of reliable independent bike transporters who’ll happily deliver the goods to you, at competitive mileage rates, but they may not be able to respond immediately.

If you can’t attend in person, then this is when being part of an owners’ club really pays off. Hop onto the club forum or Facebook group and see if anyone is going to the sale… with a handy van or two-bike trailer! That means you have an option to take the bike away on the day and can arrange transportation home at your leisure. You may also end up making lifelong friends this way…

Very often, but not always, these auctions are held in rural markets and agricultural showgrounds

8 | Auction

Above: The view from the other side of the table can be a little terrifying.

Below: You’re most likely to find machines like this at the biggest of the international events.

as stand-alone sales, not as part of a bigger event.

This means that bidders don’t have to pay twice to enter the sale; once for show admission and then by catalogue to the auction itself. So you can get a greater variety of potential purchasers who might splash some cash on a whim.

Local down-to-earth events feel a little bit different to those immensely up-market auctions which feature famous names and unique icons that sell for five or six figures sums which fair boggle the brains. Instead the smaller sales offer a range of solid, workaday older motorcycles – plenty of Japanese and continental classics alongside some interesting Brits.

Here’s where you’ll find a ready-to-ride CB750 for four grand, or maybe purchase an abandoned project which just needs a few finishing flourishes.

However, it’s worth remembering that smaller auction houses tend not to be specialists in classic and vintage motorcycles. This means that the descriptions of the bikes can be less detailed than in the posh catalogues, and the auctioneer may not actually know the difference between a BSA CB32 and a B31… It’s always worth checking the engine and frame numbers against reference books, to make sure that the machine listed as an ‘original Norton International’ isn’t actually an ES2 frame fitted with a repro engine that came from a recent classic racer.

In truth, it’s not entirely likely that you’ll discover a genuine TT machine – complete with paperwork proving its provenance and a letter from Joe Craig detailing the modifications he personally made to its motor – lurking in the shadows at one of these sales. Instead, the chances are that you’ll find an eclectic array of old motorbikes, plenty of up-and-coming classics from the 1980s and 1990s at affordable prices.

If you’re looking for a solid basis for a custom classic build, then local auctions are a great place to start!

This is also a Vincent twin.

A rare find and ideal for someone who’s keen on a long-term project.

Above: Vincents are always an auction favourite, and most of them find their way to the biggest events, sometimes being bought and sold more than once along the way. Many of them look like this.

Right: Once a bike’s been restored it is no longer ‘unrestored and original’.

What this means in practice is that machines like this Vincent are rising steadily in value.

National Sales

As well as the small and often under-publicised events, there are several motorcycle sales included in other, wider-ranging auctions, notably sales from auction houses who sell rather more four-wheeled than two-wheeled vehicles. Look through your favourite publications and websites to check when the sales are to be held and whether they will include bikes. Sometimes they do, and sometimes they do not.

All the comments we’ve already made about smaller local sales apply to some degree to auctions organised by mainstream vehicle sites, but we must share with you that the more publicised an event is, the greater will be the attendance – and a bigger crowd brings higher prices. This is good news if you’re selling a bike or two… but we’ll get to the subject of selling at auction a little later. There are almost always bike bargains to be had at car auctions – whether an auction should be considered to be ‘classic’ depends on your definition of the word; the more specialised, the more classic, the higher the prices, generally speaking.

International eventing

These are the most famous of all. These are the auctions which receive more coverage than all the others. They are advertised well in advance in the international motorcycle and classic vehicle press and can be both free-standing or part of a major event, usually a show or a classic race meeting. These sales are where the big figures come out to play, and they are entirely entertaining events in themselves.

Sometimes, the machinery on offer is as interesting as a major old bike show in itself, which may, just possibly justify the entry fees.

All the previous comments apply, just on a much larger scale. Expect a lot of online and telephone bidding. If you’re in the market for something truly exotic, certified historic or certainly unique, these are the places where you’ll find the bikes. Lots of them. You will also pay the highest prices for them,

and the added charges will also be high. Astonishing machines change hands for sometimes eye-watering sums, and never did the expression ‘caveat emptor’ apply more forcibly. But do not be discouraged…

We know several traders who not only sell bikes at top-end sales, but others who buy there, too.

Remember at all times that no trader will pay more for a machine than he expects to sell it for, and traders are the guys most in tune with the realities of the market, because that is where they live. Traders make their living by selling at a profit, which seems self-evident but appears to be forgotten too often.

If you watch someone you recognise as a trader bidding, watch carefully – the point at which they stop bidding is the point at which there’s no profit left in the bike. If you’re bidding to acquire a machine to keep and to ride, rather than to sell on, then be prepared to add, say, 25% to that figure, because that is the minimum add-on a trader’s likely to make.

Above: Smaller, more local auctions turn up a lot of interesting machinery, usually in less terrifying quantities than the huge events, like this fine Royal Enfield.

Auction | 9

Above: Folk queue up to buy bikes like this Ariel Four. Rebuildable by amateurs who want to ride it, and by professionals who will make a decent profit.

There’s another, too often neglected, side to the huge, bright, highly priced auctions. As well as the headline grabbers, there is almost always a good selection of more normal, more affordable bikes on view. Generally speaking, this is not the place to pick up a cheap basket case or the weary remains of a 1950s commuter, but it is exactly the kind of place where entire collections of bikes are sold, usually for that most familiar and faintly depressing of reasons

Left: Local sales are often the best place to find something truly unusual, and unusually challenging for a fun project. Who knows, it might be nice to ride when it’s fixed!

10 | Auction

– there can be no more genuine reason for sale than the death of an enthusiast.

We’ve watched in wonder at how (relatively) few bidders seem interested in what appear to us to be excellent prospects for a project. These range from bikes of the same marque as the enthusiast’s preference, like ohv Nortons or Velocettes among a collection of cammy machines, to donor machines; bikes being broken for identical components shared with the main collection. You might find a pile of BSA B33s in the hoard of a Gold Star fanatic, for example.

Maybe roadgoing Triumph Tridents in a collection of racing triples. These are often sensibly priced, although the buyer’s premium and VAT will of course be added.

And as always, it pays to carry out your research when considering how much you’re prepared to pay for your target machine. The price you pay is not the price you bid. We cannot repeat that too often.

Among these pages is a rough calculator to help you understand the realities of an ill-considered bidding war. Read it carefully.

Likewise, you may be tempted to sell your bike or even your collection of bikes at one of the few major sales. That’s fine, just make sure you discuss the actual costs. All of the major auction houses offer a range of services to their customers, ranging from valuations to transport to some often excellent advice.

Talk to them. Ask them lots of questions. Listen to what they reply, and remember that they are honest and honourable, and very professional. If they weren’t … they’d be out of business.

What Are You Buying?

It always pays to be completely certain that the motorcycle you’re buying is exactly what you think it is…

N

o no, the title is not a joke, but it could too easily be a trick question. Leaving aside until a little later the vexed and indeed thorny dilemma of How Much To Pay, the very, very first thing any buyer needs to understand is what they’re buying. Exactly what they’re buying.

This sounds entirely obvious, and indeed it is, but here’s a question: who has spent rather too much on a bike bought at an auction? It’s a rare bidder who can maintain both their cool and their selfcontrol. Because bidding at an auction is fun. It is also exciting, so we enjoy doing it, and it is competitive, so we like to win. Unfashionable though that may sound.

12 | Auction

Below: It’s really important that you know exactly what you’re buying. If you’re after Agostini’s 1970 Triumph Trident – worth a huge amount of money – then you need to be completely confident that what you see is what you get.

Back to basics

Here comes the first and best piece of advice: take a friend. Do not waste time phoning a friend or even sending pics of the bike you fancy to a friend who knows lots about them – take that friend with you.

Friends are invaluable. We’ve lost count of the time friends have stopped that impulsive money-wasting moment – or when they’ve provided the final shove; ‘Go on! It’s a straight bike and you know you want it.’

Both are invaluable.

The next piece of advice is to remember a certain ex-prime minister. Everything, he said, comes down to ‘education, education, education’. And that applies to anyone contemplating unloading megadosh on a motorcycle without ever hearing it run, never mind actually riding it for a few miles. Ordinarily, the most sound advice we can offer is that you should never buy a bike without riding it first. Which is of course entirely inapplicable in the unique world of the auction, be that terrestrial or online. Education – research, in other words – needs to fill that gap. If you’re after a particular machine or a particular model from a particular marque, then you owe it to yourself and to your wallet to educate yourself.

Last things first: Google is your friend. Go Google the model of machine you’re after with the words ‘for sale’ at the end of your query. Be as specific as you can. ‘Norton Commando Hi-Rider for sale’ is likely to produce more meaningful info than a general search for Norton Commandos, for example. And if you’re not after a Hi-Rider… why not?

The search results should turn up previously sold examples of the bike, which provides you with some idea of the prices they fetch. That is not the same as the value of the machine to you. Only you, and no one else, knows how much you personally value that bike.

There are several impossibly expensive bikes which we wouldn’t ever want to ride, much less own, but a few, a very few, machines for which we’d mortgage everything if one turned up on the market. And if one of those machines were to turn up, chances are it would be in an auction, such is the selling power of auctions.

If the bike is a real rarity, and if you’re not entirely familiar with how it should look and what makes it special, join the owners’ club. There will be one, and owners’ clubs are tremendous sources of knowledge, a lot of it informed and a lot of it relevant. If your target machine is really rare or unusual, chances are that it will be known to the club. Remember at this point that clubs also contain a lot of sceptics, so if one person tells you to avoid the bike while everyone else suggests the opposite – ask yourself why that could be.

Having asked around, bored all of your friends, club members and marque experts with your questions, you need to set about confirming that the bike offered is genuinely what it claims to be. This is that friend time again. Take her or him with you while you examine the machine as closely as you know how. Bikes offered at traditional auctions are always available for viewing. Which is not the case with online auctions, usually. Some online vendors invite viewing; if they do, go see it.

Above: Technology is a wonderful thing. If neither you nor your expert friend is entirely sure what is what, take a photo and send it to another friend.

It’s impossible to have too much advice when you’re about to make a costly purchase.

Left: The best piece of advice (possibly). Take a friend. This fine fellow sounded a note of caution when bidding for this hit £1750…

Below: And if it’s an ecclesiastical connection you’re after, you need proof that the pontiff did indeed prefer this very machine. Moses’ legendary Triumph would fetch a fair penny…

Numerology

Numbers are important. Only you know whether an original registration mark is important to you, but if a vendor expects top dollar for a machine then you in turn can expect that its engine, frame and preferably gearbox all left the factory together. Once again, marque clubs can almost always provide you with all the help you’ll need. They very often maintain

Auction | 13

Learn the dark art of numerology. This engine number translates as a 1958 AJS 500 twin, which is not the same as a 1961 Matchless 650 CSR, whatever the vendor might claim.

Some manufacturers used codes in their engine and/or frame numbers. This is a BSA. The model is an A65T (Thunderbolt), while the ‘GE’ is a date code, translating as June 1971, which is when the bike was built.

‘Matching numbers’ is a well-used phrase.

This is an example: the frame of the same BSA A65T we’ve mentioned already. As you can see, they’re the same numbers.

This is the 1970s Triumph way: In this case the bike is a T150 Trident with five gears, the ‘GJ’ translates as a June 1974 manufacturing date.

14 | Auction

records like factory build or despatch books, showing when the bike was built, what the original numbers of the major components were, and often to which dealer it was supplied. This may sound arcane, never mind anorak, but if the bike’s rare and valuable, it is crucial that you know what you’re buying. Because… because when the time comes for you to sell it, perish the thought, you will need to satisfy its prospective purchasers that it is indeed genuine.

Engine and frame numbers only match (i.e. are the same) on late-model British bikes, generally speaking.

There are exceptions to this: postwar Nortons wore matching engine and frame numbers, but if you’re only interested in a machine which is as close as possible to factory stock, then you’ll need to talk to the owners’ club to check the numbers.

Many sellers say ‘matching numbers’ to advise you that the engine and frame numbers stamped onto the bike ‘match’ the numbers on the V5C. They don’t necessarily mean that the numbers ‘match’ the factory records, just that the bike’s paperwork conforms with the physical evidence.

You’ll need to decode what those numbers mean, too. A common event, back when old bikes were simply old bikes and were in everyday use, was to convert your, say, 350cc AJS into a 500cc AJS simply by substituting the complete top end from a 500.

Ignoring the sad fact that the resulting engine is likely to vibrate more than it should due to different balance factors within the engine, an original 500cc AJS engine will never be stamped with anything

1

2

3

It’s important that you know what you’re buying. We’ve seen machines similar to this one advertised as ‘possible trials bike’, which it’s not, and never was. This particular machine was in fact accurately described by its entirely reputable auctioneer.

other than ‘18’ as part of the engine number. ‘16’ always denoted a 350 single. AJS and Matchless are an easy example to quote, because from time immemorial until 1963 or so they included both the model designation and the year of manufacture as part of the engine number. So, ‘49 / 20’ followed by a longer number is always a 1949 AJS 500cc twin. ‘57 / G11’ will always be a 1957 Matchless 500cc twin. All of this information is readily available for all the common marques. And if the machine you’re after isn’t common… you need a marque expert to confirm its provenance.

Provenance

Provenance is key here. Any machine which claims to be something special, be it one ridden by a famous person or a famous competition machine, must, simply must carry supporting documentation with it. If it doesn’t, if it claims to be that rare unknown Lawrence of Arabia Brough Superior which was never photographed and appears to be powered by a JAP stationary engine from a dumper truck… then it’s probably not what it pretends to be. And some fakes can be very convincing. There’s a standard joke in classic circles that there are three times as many genuine BSA Rocket Gold Stars in collections and on the roads today than were ever built by BSA. Remember also that numbers can be altered and faked. Take the time to look at examples of genuine machines and you’ll soon observe that they used a standard set of stamps. Late Nortons also stamped a

1: This Mk3 Norton Commando engine number should match the frame number but is otherwise pretty uninformative. Earlier Nortons used a date code as well as a basic number. In this case the ‘3’ first digit indicates that it’s an 850.

2: Interesting…

3: Replicas are common in the rarefied world of the genuine rarity. This is a genuine Triumph X-75 Hurricane, but if you’re interested in buying one, take an expert for advice.

‘wheelmark’ in front and behind the engine number, to prevent fakery, while BSA and Triumph both stamped the pedestal carrying the engine numbers with a lot of small BSA and Triumph logos. If they’re not there and they should be… the number’s been changed.

Competition machinery can be an especial challenge. Not only did engines, frames, gearboxes, wheels, forks… in fact just about everything get swapped between events, but they were also crashed, bashed and otherwise radically changed from the sunny day when they rolled from their factory for the first time.

Another often ignored use for that friend (remember that most catalogues bought will admit two) is to help you check that the frame’s straight and that the wheels are in line. Just a thought. The friend can also distract auctioneer attention while you check that the gears select and that the engine is both free to turn over and boasts as much compression as you might expect. Which is also a great time to make sure the clutch works, and if the bike’s fitted with a magneto you can detach the HT plug lead and give it to your friend to hold while you kick over the engine.

If she or he screams, the mag is fine.

If you’re buying a bike to ride, which some people do, we understand, then try to estimate what it’s going to cost to get it ready for the road. That’s an entire subject in itself, but try to remind yourself that a current MoT certificate – if appropriate – is no real guarantee that the bike is actually safe to ride. Check out the tyres, brakes, chains…

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Bidding Wartime!

The viewing is over. It’s time to take your registration card in your hand and to face the auctioneer…

A

ctually, the headline here is just a joke.

Honestly. If you do happen to find yourself in a bidding war, leave it at once. Unless you are both very desperate to own the bike under bid and are possessed of deep pockets. We’ve seen some truly scary bids for bikes which – to be kind – were truly unworthy of the amount of money unloaded in their acquisition. Which is not to say that the buyer failed to get what she or he wanted, simply that come selling time, unhappiness may result.

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Below: Ready, steady, bid!

So, you’ve studied the online listings, read the glossy catalogues or just walked up and down the rows of bikes offered for your delectation. The more bikes there are on offer, the more room you have to spend a lot of money. It’s important that you know what you’re after and that you know how much you are prepared to pay. That said, we’ve picked up occasional unintentional bargains by simply ambling around an auction, spotting a bike and thinking ‘Coo, that’s nice, but I can’t afford it…’ and then been amazed at the low bid prices. One time, we bought a 650 AJS several hundred miles from home and needed to find a friend with a towbar and a trailer PDQ. Which, motorcycling pals being generally excellent, we did.

Always try to remember that high prices hit the headlines because buying at auctions is fun. It’s competitive and it’s rewarding – like eating chocolate or running a race. We’ve done lots of it down the many years, and in all honesty have almost always been delighted with the results.

The best advice is to know what you want and to know how much you’re prepared to spend to get it. We’ve talked elsewhere about making sure what you’re after is actually what it claims to be. So here are a few thoughts from a professional trader on how he buys at auction. He’s being honest here, and other views are available.

“I don’t really have any pearls of wisdom on auctions, especially since there are now so many internet bidders making it impossible to read the competition. But… “The one thing that I do still find useful if I am in the room bidding is to decide in advance what the limit is on the item in question and then just go for it.

On no account hesitate for even a fraction of a second between bids. If someone outbids you go straight back at the auctioneer with another bid right up until your last one. If you do that, it can have the benefit of confusing the other bidder as to whose bid it is, but more importantly, it makes him feel that you are determined to own the item and that you probably still have a long way to go. If you hesitate between bids, he will think that you are on or close to your limit and he may decide to go just one more time even if he has already reached his limit.

“The other thing is not to look at the auctioneer between bids. This will make it harder for him to read whether you are going to go on or not. If you are staring at him, he may conclude that you are still ‘in’ and therefore take a bid off the wall to try to get the item to its reserve hoping that you will go again. I generally pretend to chat to the person next to me while listening to what’s going on. If someone else bids, I immediately look at him and bid again, looking away once the bid has been accepted.

Above: Not everyone bids to buy complete bikes. There’s very often piles of parts. The logic to buying these can appear tenuous, but includes the idea that you can keep the bits you want then sell those left over to cover the entire cost.

Sounds… possible.

Possibly…

“It doesn’t really matter if the reserve hasn’t been met as long as you are the highest bidder because chances are, the auction house will go to the highest bidder afterwards to try to work out a deal by slashing their own commission, getting the vendor to accept less and trying to wind the buyer up a little higher.

“Don’t make the mistake of telling the auctioneer that you have reached your limit, especially if you are intending to bid on numerous items. If you do, he will know that you probably haven’t finished when you bid on the next item and may run you again if appropriate.”

Good luck!

Never bid more than you’re prepared to pay. That sounds easy, doesn’t it? Also remember that you need to get your prize home. It’s often possible with an online bid to beg favours from a friend, as seen here.

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Buying Online

Once again, the tips are much the same, with special care needed because it’s most likely that you’ve not been able to see the bike in the metal. If you’re in any doubt about exactly what the bike is worth or what you’re prepared to pay, bid low and walk away.

Top Tips

 Never, ever bid more than you want to pay. If you see a bike advertised be strict and always set yourself an upper limit  Try to resist bidding too early. If it’s got a week to go, wait until the last day, ideally until the last few minutes as that’s when all the action happens  Sticking bikes on your watch list also allows you to see what they are selling for. Do your homework beforehand  Avoid a bidding war. It’s amazing how quickly you can bid well over your limit. If you don’t win the auction simply wait for the next one to come along

Above and right: Our own experience of buying on eBay has been almost entirely excellent. We’ve never bought a bike which turned out to have been dishonestly described, either.

Inaccurately, yes, but that can often work out to the buyer’s advantage.

Are there other bikes on there? Challenge them if there are

 Limits are not only about money. Set yourself a search area. If you’re happy to travel 100 miles then obviously this will reap you more potential bikes to bid on, but an eBay mile is calculated on how the crow flies, so try to avoid ending up with a longer trip than you anticipated to collect your new bike

 Arrange a viewing. Digital photos make everything look good. You can’t beat seeing the bike before bidding

 Don’t be shy. Ask lots of questions to get some communication going with the seller. Are you sure that they are a private seller? Check their feedback.

 Always ask the seller if there’s a ‘buy it now’ price.

You’d be amazed just how many bikes get sold outside of eBay’s auction

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 Despite what sellers say, there’s no requirement to pay deposits, etc after the end of an auction; this is usually down to the seller having had bad experiences in the past  If a bike looks too good to be true, then the chances are that it is. Never believe everything that you read in a listing  Check a seller’s feedback. Never, ever, ever buy anything as expensive as a motorcycle from someone with no feedback, or with anything less than a 90% positive rating.

What the experts say...

“We spend hours trawling eBay, and set up ‘saved searches’ within a 50 mile radius to alert us when a new auction comes up. If we see something we’re interested in, we put a low bid on straight away, and wait to see if anybody else shows any interest.”

“I’ll only place bids on bikes with a service history, and if there’s not enough info on the advert, I’ll drop the seller a message or phone them. For instance, if the listing doesn’t mention that the V5’s present, I won’t assume: I’ll always ask.”

“I run an HPI check on everything to avoid unpaid finance, stolen, or written-off bikes. Occasionally a seller won’t know about an issue – I actually got a bike for half price once through this bartering tool.

The key thing is to know what you’re buying, and what you’re capable of repairing.”

“I’ve bought bikes without viewing them, but I’m not afraid to refuse to pay for something if it’s not as described. Keeping my buying within a 75 mile radius saves some fuel cost if a seller has wasted my time.”

“I’ll always look for things that have been missed off the listing, as they’re a perfect way to haggle, and I quote the repair at full dealer prices. Having a trailer helps – I always go to view a bike with all the cash in my hand, ready to do a fast deal. It’s also worth keeping an eye out for bikes that don’t sell – making contact afterwards can be a great way to save some cash on the asking price.”

“I’m attracted by plenty of facts in an ad’s description, and as many decent pictures as possible.

If someone’s taken the time and care to shoot a lot of good images, the chances are they’re not hiding anything.”

Above: Here’s an eBay Norton Navigator. £700.

The vendor had no idea whether it ran. Bought blind; met the vendor in a halfway car park with an envelope of cash and a trailer…

Below: Once home, it’s time for the serious study and usually a moment of optimism.

Fresh fuel and plugs, cleaned points and a battery. Three kicks – it’s a runner. That is one reason for the high entertainment value of an auction.

How to avoid being scammed

 When buying a motorcycle online, ask questions, ask questions, ask questions. Make a record of the seller’s answers, a scammer will nearly always trip themselves up  Ask the seller to send extra photos, from the front, back, both sides and above. Ask them before they take the photos to place the logbook for the motorbike on the seat  Ask them to send a scan/photo of the logbook, check to make sure the motorbike is registered in their name and to their address. If it is not, any genuine seller would include this in the listing/ advert and explain why it isn’t  Avoid any sellers who make it hard to speak to them. If they make excuses as to why they can’t communicate by any way other than email... avoid  Carry out an HPI check. You can even do this on your mobile phone now. While it’s not entirely foolproof, doing an HPI check could show up a ringer or scammer  Check feedback if buying on eBay. If they have zero feedback or poor feedback I would normally say steer clear. If they are selling for a friend and know nothing about the motorbike and the friend is not available to ask any questions, that should set alarm bells ringing. I used to advise my clients to stay away from Gumtree, it was a scammer’s playground. One of my clients saw a motorbike they wanted to buy on Gumtree that was based in Cardiff, Scotland... They are policing it a little better these days  Never pay for a motorbike with a cheque. I advise my clients to pay with a bank transfer but only after  Getting the seller to email a scan of the logbook that is in their name and at an address you can check (We’ve been given addresses for estate agents, chip shops and hotels!)  Getting confirmation of bank details that are in the same name as the name on the logbook  You are 100% sure. Never feel rushed into transferring money. A genuine seller will understand your concerns and be happy to accommodate just about any request a buyer would have. Beware of the seller who needs the money asap as they are leaving the country next week…

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Saleroom Savvy

Most people are fairly familiar with online auctions. But what’s the score with selling a classic bike at an actual auction? How do you get your prized possession into the saleroom? We steer you through the stages…

Actual auctions

Leaving eBay firmly aside for the time being, there’s a thriving marketplace of actual physical auctions in the UK which serve the classic motorcycling market.

There are several big auction houses which have entire departments dedicated to old bikes (see our listing elsewhere), and a wide range of smaller, less specific salerooms who include two-wheelers of all types in their general vintage and vehicles sales.

They may not be ‘online only’, but actual auctions are well up to speed with info-tech, so the vast majority are also accessible online and worldwide.

Unlike eBay sales, actual auctions take place at a fixed time and date but in a ‘best of both worlds’ scenario they cater to bidders who want to see the machine in the metal, kick its tyres and size up the opposing bidders. While real people wave bidding cards in the saleroom, other prospective purchasers can place bids by telephone or over the internet. So in theory you reach the maximum number of potential purchasers with a traditional auction, both online and in person.

Additionally, there’s always the possibility that your bike will sell to someone who didn’t know it was the machine of their dreams, but fell in love while viewing the other lots. And it’s perfectly possible for buyers to get swept away with excitement at an actual auction – thereby raising the price paid for the bike you’re selling. A skilled auctioneer will know how best to present your bike and encourage bidders to take the plunge, maximising your return.

Actual auctions tend to attract traders and enthusiasts alike, so if you own a rare or unusual machine then it’s more likely to secure the right sort of attention at a traditional sale than if you hide it in plain sight on eBay… where it’ll be swamped by 15,000 better-known bargains.

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Above: Although most of the seriously rich and seriously famous bidders usually operate via the telephone or the internet bidding system, some enthusiasts prefer to check in person before they bid. Multiple F1 champ Sebastian Vettel is the second on the right here, viewing the lots with his brother and father.

But if you’ve never sold through an actual auction then the process can look a little complicated.

Here’s our list of top tips to make it all run smoothly – so your bike goes to a happy new owner and you don’t waste time, effort or expense.

No timewasters

Perhaps the most significant aspect of selling at auction is that you don’t have to deal with an endless stream of prospective purchasers as you would through a small ad or eBay auction. No daft questions, no late night phone calls, no weird emails, no haggling, no worries about whether they’re a scammer or a spammer or a stalker or a spiv. If the bike sells then the auction house will handle the transaction and give you your cash; there’s no chance of being paid in dodgy bearer bonds or having your bank account hacked. Nor do you need to give out your home address to total strangers or let a potential psycho take a potentially uninsured test ride on your P&J.

What’s it worth?

Each auction house will offer an estimate of your bike’s valuation. The accuracy of that estimate depends very much on the company’s expertise and the ubiquity / rarity of your machine. Lots of Triumph 6T Thunderbirds come onto the market so it’s reasonably easy to assess condition and set a ballpark figure. The Triumph 6/1, on the other hand, may also be a 650 parallel twin but it’s so unusual that only one person knows exactly what it’s worth at a single given moment – the purchaser who is prepared to pay that price.

Valuations by post or email are usually free; you send photos and info and the auctioneer make a longdistance judgment. The bigger auction houses have networks of local specialists who can make a house call, identify your machine, check its condition and talk you through the process. This valuation is likely to be the most accurate but some companies may charge a fee for such personal service.

The price is right

When you’ve decided which auction house you’re going to use, you then agree the details that will appear in the catalogue. Catalogues can be circulated online; some are printed as well, and the specialist auctioneers have substantial subscriber lists of enthusiasts who receive every catalogue well ahead of the sale. The entry for your machine should include background info describing its model history, detailed info about your actual bike’s provenance and condition, and the all-important high and low estimated hammer prices.

Top: Terms and Conditions always apply. And the buyer always needs to beware. When bidding on a project like this, try to work out what it’s likely to cost to get it home, to fix it up, to pay all those add-on costs.

Above: If selling a model like these, one of the best reasons for choosing to auction is to avoid tyre-kickers and time-wasters. At a price, of course.

These estimates normally reflect the reserve price, which is the lowest bid you will accept, and current market values. Some auction houses like to tempt bidders to the sale by dangling attractively low estimates in their pre-sale promotions, but the more specialist outfits pride themselves on being accurate.

High and low estimates should genuinely reflect the range of prices which similar machines achieve. As with estate agents, an unscrupulous auction house might try to secure your bike for their sale by quoting a preposterous value for it. So get three quotes from different auctioneers: compare their costs and the audiences they reach, as well as what they think your bike will realise at their sale.

To get the most accurate estimate you’ll need to explain (and show evidence of) your bike’s history: original paperwork, stacks of concours awards and recent mechanical / cosmetic renovation will increase the price that someone is prepared to pay for it. But don’t get greedy: there’s no point pushing the auction house to value your bike beyond its natural price point because that will just discourage people from signing up to bid. If it looks too expensive, people won’t believe they stand a chance of winning the auction.

If you feel confident that your bike is going to sell for good money and you don’t need the safety net of a reserve, then ‘No Reserve’ listings do tend to generate quite a bit of interest. But that is a risky strategy: setting a reasonable reserve will give you greater peace of mind.

T&Cs apply

Left: A perpetually vexed question is ‘What’s it worth?’ Only you can decide, and having decided, it’s up to you to avoid getting carried away later.

The terms and conditions of major auction houses are pretty similar, and it’s worth browsing their websites or reading the small print in their catalogues to familiarise yourself with some of the more arcane clauses. You will be entering a solid legal contract and it should detail exactly what you’re selling, its estimate and reserve, which sale it’ll be offered at, and the fees you are liable to pay. You may need to provide proof of ownership, copies of the V5C, NOVA import docs, MoTs and so on.

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That moment.

That moment when you – and only you – decide to bid. Exciting, isn’t it?

Some of the fees can be a trifle unexpected. For instance, once you’ve consigned your bike to a sale, there may be financial penalties if you later decide to withdraw it. Change your mind at the last minute and you may find yourself liable for both the seller’s commission AND the buyer’s premium. That’s worth remembering if a friend sees the catalogue and says: “Say, I could give you the low estimate and you’d save all the hassle of the actual action…”

You will also – most likely – remain responsible for insuring your vehicle while it’s away at the sale, and that risk may not be covered by your usual policy.

Costs and commission

The costs involved in selling at auction vary dramatically depending on whether you’re entering your bike into a small sale with local advertising where most bidders will be looking to buy a nice tractor, or a specialist, high-profile sale dedicated to collectors’ motorcycles. Inevitably the fees are as varied as the auctions themselves.

Most (but not all) auction houses charge an entry fee, and then a seller’s commission which is normally between 5% and 10% of the final hammer price. A listing in the sale catalogue is normally obligatory and might cost around £30 for a quarter-page with a single photo. You can opt to go large, all the way up to a double page spread with half a dozen images,

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which will set you back around £250.

You’ll need to provide the pics, or the auction house can arrange a professional photographer or even a special studio session… but that all costs extra cash.

It might be worth if it you’re selling grandad’s original and unrestored Vincent twin. It might not be such a good idea if you’ve a Bantam in bits!

There may also be fees to pay on unsold lots; shipping, storage and additional advertising. Almost all fees attract VAT, so add 20% to the amount you’re quoted, and keep track of how the costs stack up. For example, on a bike which sells for £5000 at auction you might pay:  £30 to enter it into the sale  £50 for a posh entry in the catalogue  £125 to transport it to the sale  7.5% or £375 seller’s commission  £580 total fees  £116 VAT  £696 total So on a hammer price of £5000, you could receive just over £4300. But be aware that you will probably have to pay for several fees in advance – things like listing, advertising and transportation often need to be funded before the bike is actually sold.

Logistics

You’ll need to get your machine to the sale in time for the viewing, which is normally a day or so before the actual auction takes

place. Hopefully, you’ll never see it again, but if the buying public fails to appreciate its perfection then you might need to make arrangements to bring it back afterwards. Every auction house will have a sweet deal with a transport company – there may of course be an arrangement fee, and make sure that you don’t get clobbered for several days of storage if the transporters are too busy to bring your unsold bike back immediately.

If your bike doesn’t reach its reserve price, some auction houses will facilitate arrangements after the sale has finished with any keen bidders or regular customers. Chat to them before the sale to see if this is a possibility.

Where’s my money?

You should get a notification within 24 hours which tells you the result of the sale, or you can normally call the saleroom an hour or so after the auction has finished. Most sellers are glued to the online bidding, watching the action!

The method of payment and time it takes varies between auction houses: most wait at least seven days for funds to clear and can then pass the balance to you by bank transfer or cheque through the post (at your risk). Some auction houses guarantee to pay within 21 days of the sale, and only the market leaders operate at the highest standard – by placing client funds in a separate escrow account.

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Selling Your Classic Few folk appear to recognise this, but selling your classic bike involves exactly the same thought processes as buying one from someone else. All the advice you’ll be offered applies just the same – except in reverse. Try to consider your own bike – the bike you’re selling – through the eyes of the buyer.

Presentation

First impressions count for a lot. You do not want the bike you’re selling to be lost in a crowd of shiny temptation – or even the rather more fashionable tatty temptation. Your first task is to make your bike catch the famous eye of the beholder – and we all know what lies in that eye. So give the thing the best clean it’s ever had. Even if you’re intent upon taking advantage of the current craze for patina, and the fabled ‘barn find’ there is no reason why a well-worn, unrestored machine shouldn’t be clean. So… clean your machine.

Advice occasionally offered to prospective buyers should always include the suggestion that if a bike

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The larger the sale, the more important it is that the bike you want to sell stands out from the crowd.

Particularly when selling online, it is important to provide as much supporting information about the bike as possible. Clean the thing: a deep clean can only ever help a sale.

is dirty, lathered in oily grot, the reason might well be that there’s something to hide. Buying a rusty, oily wreck for the entirely entertaining purpose of restoring it is not the same process as finding a bike in that legendary barn. Finding a bike in a barn involves a conversation with the owner of the barn, which is not the same conversation as a conversation with the guy who bought the bike from that owner. Several auction houses offer a cleaning service. Your own elbow grease is free.

Preparation

Unless the bike you’re selling is making a virtue out of its originality – and especially if you‘re selling your bike as ‘ready to ride’ – then there is no excuse for bald or flat tyres. Would you buy a bike to ride which came with flat, bald, cracked, wrongly-sized tyres? Let’s hope not.

It’s the same with cables. And lights. If they’re fitted, they need to work. And it’s easy enough to make sure the chain is clean, lubed and tensioned.

As we’ve suggested, walk around the bike you want to sell as you would a bike you want to buy.

Never forget that if it’s a reasonably common roadster from any of the major manufacturers, then it’s likely that there will be others available – if not at the auction you’re paying to provide you with a selling platform, but elsewhere, in private ads, on

eBay, in showrooms everywhere. Yours needs to stand out, and it needs to offer recognisable value for money, too. Having the most expensive T140 Bonneville currently for sale in the whole world is rarely much of a sales incentive.

A friend in the trade always ‘spoodles’ any bike he has for sale, whether it’s offered in his showroom, at an event or at an auction. He knows how to do it, and his bikes are always immaculate – or immaculately clean, which is not entirely the same thing. The other side of this knowledge is that he often buys stock at auction and is completely familiar with the effect of a little glitter. Use professional polishes on paint and plating. Very thin chrome will look brilliant, like new almost, for several days after an enthusiastic application of a posh chrome cleaner followed by a good dose of polish to stop it rusting as soon as you stop shining it. The same with paint. Unless you’re offering worthwhile originality and patina, dig out the T-Cut, then the posh polish. Make things clean and gleam.

The more chrome there is, the more brilliant the paint work – think any of the four-pipe fours which flooded from all the Japanese majors through the 1970s – and make your machine shine.

And always wipe off any excess polish. Try to pretend that you’ve not just shone it to the point of radiance, but that you’ve always kept it like this.

Above: While cleaning a machine should always raise its value, restoring it may not.

The unrestored 1939 BSA B21 de luxe sold for £5376, while the restored 1951 AJS Model 20, reached £6272, both sold at Dee, Atkinson & Harrison.

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Right: Provide as much history about your bike as you possibly can. When, as here, a machine has a long history and has been rebuilt a lot, show pictures and describe all the work, with receipts if possible.

Things mechanical

Few indoor auctions offer an opportunity for an interested party to fire up an engine, but if you’re describing the machine in the catalogue as being an easy starter and a good runner, then any auction house jealous of its reputation for honesty is likely to want to see and hear evidence of this. So: battery charged; recent fuel in the tank, and clean fresh oil.

Whenever we look at a bike in auction which claims to be a runner, we always dip a finger into the oil, just to see whether there is any, and what state it’s in. Clean and golden makes a decent impression.

Does your bike drip a little lube? Does it ooze a bit, maybe from the pressed steel primary chaincase, or from a tacho drive? Lots of older machines do, particularly if they are genuinely on the road, and anyone who expects otherwise does not need your bike to provide disillusion, especially if there are several similar machines standing nearby with a spotless floor beneath them.

If your bike drips a little – and most of our own oldsters do – then be honest. A could of shiny golden drops on a clean drip tray should not be a worry. Or you can fit a tap into the fuel line. If you do that, remark on it in the description, sharing with the potential punter that as your machine is often parked, you would expect a little sumping. Turn a minor vice into a demonstration of your own open honesty.

The clutch and throttle and brake, ignition advance and choke levers should all work nice and smoothly.

If they don’t… make them. It takes hardly any time, and will help that punter buy your bike instead of another one.

Period controls are always good to see, and should work properly…

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Provenance

Provenance is a big word which means that you can provide evidence that your bike is what you say it is. It is impossible to have too much provenance, especially with older, more exotic and more unusual machines. However, few things entice a punter more easily than a folder containing the bike’s history. Old MoT certificates, the original documentation – if you have the original 1960s bill of sale for a machine, quite suddenly a fairly ordinary Triumph T100A becomes worthy of more serious consideration.

Relatively complex oriental machines always sell more easily if you can provide a service history to match the stack of MoTs, and receipts for work done, for any enhancements you may have fitted, will never go amiss. In these strange days, a bike with all of its original numbers, including its original registration and old-style log books, handbooks, spares lists and old road tax discs will always sell better and more readily than a similar machine which doesn’t have them. If you’ve got them, display them.

Accessories

Original is best. That appears to be a buyer’s mantra, particularly where a bike is older and more unusual.

A Velocette MSS which is as it left the Hall Green works will sell better than a MAC of the same age which has been fitted with the entire catalogue of Thruxton parts and is labelled as ‘possibly a factory sports prototype’. It just will. Trust us on this.

Which is not to say that there isn’t a ready market for well-built specials. There is. But you need to understand the true and complete meaning of ‘well-

Although modern fuel pipes and fittings may not be original, if a machine is being sold as ‘on the road’ then they’re a good sign of care and attention.

Many older machines will ‘sump’ if left standing, and a common way to fix that is to install a tap into the oil feed line. If you do this, make sure you mention it in the sales pitch.

built’. Earlier comments about provenance apply.

All receipts, preferably including invoices from the engineer who built your special, all help the punter pay up.

Whether or not a set of period touring kit will help to sell a bike is an open question, but it does need to be period. A 1980s Powerbronze fairing will not enhance your BSA Golden Flash, so you’re better off removing it. You can always sell it on eBay. Likewise with ‘wrong’, out of period panniers. A good set of ancient Craven panniers (or even new ones, as they’re available exactly as was), or those handsome steel Rodarks so often seen on touring Triumphs in the 1950s should do your sale no harm. But please do tidy up the wiring inside the fairing. Rats’ nests heading for the headlamp rarely attract the wallet.

Unless the bike’s seat is the original and is in halfway decent condition, fit a new one. If it is original, or is desperately rare, then clean it, and patch any rips.

We see loads of bikes – particularly 1970s sports fours – which are badly let down by their exhausts.

That lovely Honda CB750 K6 in original deep maroon and with clean, shining and original chrome on its rims and handlebars… and with a brush-painted black 4 into 1 with no baffles. It might be a bargain if you’re buying, but you do not want to sell a bargain: you want to take home the maximum cash…

Above and right: The professionals really do know how to prepare and present a motorcycle. The Matchless looks lovely, no? The Crocker possibly looks lovelier, and if you’re aiming to have an auction house present your bike as something special, as with the Crocker, it may pay to pay for a pro cleaning.

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Internet Selling

There is more than one internet auction house in the UK but to get maximum exposure and the best bids then you’ll most likely be listing your classic bike on eBay. Check out the site’s excellent selling (and buying) guides and read the FAQs, and combine their expertise with our real-world experience…

Time it right

Choose when you list your classic carefully to avoid popular holidays and international sporting events.

Internet noodling and bike-buying both plummet during big kicky-ball competitions, for instance, and few folk have spare cash to flash during the eight weeks around Christmas.

Once you’ve chosen your moment, be careful about when your listing ends. You might start an auction running at 6am because that’s when you walk the dog… but you’ll get a better surge of frantic lastminute bidding at teatime. 7pm on Sunday seems to be the magic hour; steer clear of Bank Holidays and the working week.

What it costs

eBay fees and T&Cs might change at any time, so it pays to double-check that everything we’ve written here hasn’t suddenly turned into a pumpkin. At the moment, to list a classic motorcycle in eBay Motors, you will pay:  £10 for the listing  1% of the winning bid when it sells (maximum £35)  50p if you want to add a subtitle  £7.99 for a reserve price  £2.99 for a Buy-it-Now facility

28 | Auction

Above: Modern machinery is often included in classic auctions (and the other way around). Variety helps maintain buyer interest. This Redmax 900 Monster Ducati snagged a big crowd of admirers. It’s easy to see why.

Top titles

Start with a snappy title; accurate, nothing too technical. You’ve got 55 characters to attract people to look at your listing. Don’t try to cram everything into that single line, but sum up your bike in a single sentence. ‘TRIUMPH BONNEVILLE T140V, 1975, 750, READY TO RIDE’ presents key details so that they’re attractive to a human reader with good keywords for algorithms to identify during searches.

If your classic is an unusual model then help people out by explaining that a little bit; ‘TRIUMPH TIGER TR7, 1976, (SINGLE-CARB 750 BONNIE)’ doesn’t stretch things too far. And should you be selling an AJS or Matchless, then mention its equivalent model in brackets to make sure you reach all the potential purchasers.

Is it worth paying an extra 50p for a subtitle? These show up pretty small and faint on the listings, so we wouldn’t bother.

Write it right

The description is the best bit of any advert, where you actually SELL your old motorcycle. But don’t write an epic or your entire life history. If you fill the screen with endless badly-written blether in bold, italics, CAPITAL LETTERS and green highlight with a swirly

Post loads of photos

This may look at first glance like a decently stock Norton Commando Interstate. However, its sale price would be boosted by a few detail changes: the clocks, the front mudguard, the remarkable colour, the grab rail arrangements, the cheap pattern silencers. To the experienced buyer’s eye, these add up to a machine which was originally a Norton police machine. Nothing wrong with that, but if you’re selling a bike like this, why not make a little extra effort?

eBay gives you the opportunity to upload up to a dozen seriously big images, and these will sell your bike better than any sales spiel. So do not photograph it from a strange angle in a dark shed, half-covered by an old bath-towel, with a 15-year-old phone that takes photos of exactly 67kb.

Photograph your suitably polished classic against a plain background on a sunny day – with the sun behind you, so that the bike is in sunshine, not in shade. Get photos of each side, front and rear threequarters, and then close-ups of the clocks, engine number and any interesting components – either on the bike, or if you’re including spares in the sale then take a snap of them in a stack. Let the cat see the rabbit, people.

Then check the pics on a sensible-size screen, and crop out all the junk (garden hoses, wheely-bins, BBQ, next door neighbour) which you somehow failed to notice when actually standing in front of it. Upload the full-size photos, not ‘optimised for MMS’ ones.

The price is right

pink background and dancing pigs then people will quite correctly decide that you are several teeth short on your mental sprocket and they should not buy a classic bike from you.

Be careful with eBay’s helpful auto-filling form, which often auto-fills some other bike’s information.

It’s usually better to do it manually to avoid misrepresenting the machine. You may also find it useful to use a laptop or some other keyboardendowed computer to write your description, rather than trying to enter some tricky technical words on a teeny-tiny phone screen with predictive text wreaking hovercrafts (sorry, havoc) upon your efforts.

What to say:  The truth  An accurate description of the bike’s make and model  A brief history of your ownership  Significant modifications and upgrades from standard spec  Any really obvious flaws  What it’s like to ride  What paperwork comes with it: history, V5C, MoT, etc  A sensible reason to explain why you’re selling it  Whether you’re happy for people to view and / or test ride it  How you’d like to be paid  How soon the bike should be collected after the sale.

Above: If the machine you want to sell is special, then it’s especially important to say so. This is not a stock Triumph Trident. Not nearly, but it should sell well provided it has its supporting documentation.

Do some research before writing your listing, and decide what you think your classic is worth. Start the sale at a low price, which will encourage people to engage with the listing and watch your auction. If you’re feeling confident that your bike will sell for a suitable price then don’t bother to set a reserve price: eBay charge almost as much to set a reserve as they do for the listing itself. But don’t save pennies to lose hundreds. If there’s a definite value below which you do not want to sell, then it’s better to pay eight quid to set a reserve than end up selling at a much lower price to a cheeky bidder.

The Buy It Now facility costs another couple of quid, and is a little bit complicated. The ‘BIN’ facility evaporates when the bidding gets going, and your BIN price must be at least 40% higher than the starting price. So if you put a starting price of £1500, then the BIN must be £2100 or more.

Do not accept any offer from anyone who finds you through eBay and wants to ‘do a private deal’ away from the eBay platform. They may not be wearing a stripy jumper and carrying a bag marked ‘swag’, but…

Strut your stuff

Don’t just leave it to eBay to publicise your sale: pass the word of the auction to all your pals by email and social media. Share the listing shamelessly with every old bike group you’re affiliated to. Use those handsome photos to best effect. Pop along to ‘bike nite’ and leave big notes saying ‘For Sale; eBay listing ends this weekend’. Which brings us to…

One of these tank tops has been cleaned and is on a decently smart riding machine.

The other has been prepped to get maximum money.

Auction | 29

Tyre-kickers

You may not feel comfortable with folks taking test rides or coming to your home, but you will encourage bidding if people can see the machine in the metal before the auction ends. So let folks know that you’ll be riding to an event, or arrange to meet keen eBayers at a local pub so they can hear it running and give it a physical once-over.

Keep the details of any potential purchaser who contacts you, just in case the winning bid falls through. It does happen, and it’s nice to have a fall-back plan.

Doing the deal

Once the auction has ended you should have secured a bid which theoretically buys the bike and makes everyone happy. It’s a good idea to ask for a nonrefundable deposit, of between £100 and 10% of the winning bid, by PayPal within 48 hours of the auction ending. You’ll pay a little bit in PayPal fees but this compensates you for hassle if the winning bidder subsequently falls off the face of the universe and you have to go through the whole auction process all over again.

When it comes to taking the balance, you will need to be cautious. Remember that the purchaser is probably just as nervous as you are about handing over stacks of cash to a complete stranger. You might like to meet at your bank (if indeed it has any branches left) where they can facilitate the transfer of funds between two accounts and confirm it’s gone through. Chat to a bank staff member beforehand: they now have some new legal obligations to help combat fraud.

If the purchaser is from the far end of the country then it’s up to him/her to arrange to collect the

30 | Auction

Above: A great example of how not to sell a bike online. The basic description is hardly accurate: the engine may be from a Commando, but much of the rest is not.

Right: Rather better way to sell a Commando. For starters, the bike actually is what its description suggests, and there’s lots of additional information too. This is how to do it.

Right: An example of an interesting machine which is woefully under-sold.

The bike’s description is interesting enough, but…

machine – but only after you have received the full funds and are confident that the transaction is legitimate. Do not under any circumstances accept a bank draft, personal cheque, money order or Western Union money transfer. Or zloty…

The Cost of Bidding Always remember that the story does not end with the price of your winning bid. The actual price you’ll pay is higher…

T

he price of actually entering an auction varies between each sale.

Some sales are free to enter and you don’t have to buy a catalogue. Others insist that you buy a catalogue to get into the auction, and catalogues can cost anything from £2 to £30.

When an auction is held within another event, like a show or exhibition, you have to pay the event admission fee before you get anywhere near the sale. If you don’t attend in person but use the online or telephone bidding service instead, then that attracts another charge; this can be a flat fee of a fiver to register to bid, or it can be anything up to an additional 10% based on the hammer price.

Unless specifically mentioned, all the buyer’s premiums and other costs shown in our listing are exclusive of VAT. So you need to add another 20% to the buyer’s premium to calculate the final amount you’ll be coughing up on the day.

On the opposite page you’ll find a handy-dandy calculator, to show you what your wild bid might actually cost once the premium and its VAT have been added.

Don’t forget you’ll need to take the bike away to avoid paying storage fees as well…

CHOOSE YOUR SALEROOM Anglia Car Auctions Holds five classic sales each year, mainly cars. Possibly the perfect place to find a bargain Bond Bug or a monkey bike, but the odd vintage Brit sneaks in to almost every sale.  Entry fee: £25  Seller’s commission: 5%  Buyer’s premium: 6%  01553 771881  angliacarauctions.co.uk

Bonhams The largest UK-based auction house which sells around 1000 classic bikes annually.

Key sales at the two major Stafford shows and prestigious events such as Beaulieu.

International excursions to Las Vegas, the Barber Vintage Festival, etc. Wellknown for selling high-class collections, museum machines, ‘significant’ historical machines and renowned racebikes, but Stafford sales also showcase some more affordable classics. Typically present plenty of memorabilia and spares in the opening lots.  Listing fee: from £30  Seller’s commission: 10%  Buyer’s premium: 25%  0208 963 2817  bonhams.com/motorcycles Brightwells Several classic and vintage car sales at Leominster each year which typically include a few (up to a dozen) motorcycles.

Vast majority of bidders are interested in the cars, so could be the place to find that cheap Velo or Vin.  Buyer’s premium: 10%  01568 611122  brightwells.com British Car Auctions Lots of modern, ex-fleet machines, finance repossessions, etc, at monthly motorcycle sales at Peterborough. Unusually, bikes may be ridden through the sale room so can be heard and seen in action before bidding. Very few classics appear here; mainly aimed at trade dealers.  Buyer’s premium: varies, typically around 12%  01733 568881  british-car-auctions.co.uk

Charterhouse Based in the South West, include 50-70 bikes in the mixed classic / vintage sales but its major motorcycle sales are at the Bristol show in February and Eurojumble in September. These usually offer around 100 motorcycles (roughly 60% British), and some spares. Big range of bikes, from noreserve projects to modern machines and a few eye-catching headline bikes.  Seller’s commission: 6%  Buyer’s premium: 11%  01935 812277  charterhouse-auction.com Cheffins East of England based, usually holds a couple of classic motorcycle-specific auctions at Ely each year. Opening lots are typically general automotive memorabilia, mixed spares and tools. The bikes – usually around 75 of them – are mainly sourced locally, often older restorations and smaller capacity / popular models at the cheaper end of the market.  Listing fee: £40  Seller’s commission: 7.5%  Buyer’s premium: 8%  01353 777767  cheffins.co.uk Dee, Atkinson & Harrison Newcomer to the bike scene, but rapidly establishing itself in the north of England.

The company holds regular classic motorcycle sales at Sledmere House near Driffield of 50-plus bikes, ranging from the cheap ’n’ cheerful to top-dollar unique machines.  Entry fee: £50  Seller’s commission: £5%  Buyer’s premium: 15%  dee-atkinson-harrison.co.uk  01377 253151 H&H Classics Several motorcycle-dedicated sales each year, hosted at the National Motorcycle Museum. Typically attracts 200-250 lots for a single-day sale. Used to be more focused on cars and high-end bikes, but sales now showcase a broader range of bikes from ‘no reserve’ barn-find projects to fivefigure Vin twins. International classics and more modern machines mix with pioneer bikes and iconic marques.  Listing fee: from £50  Seller’s commission: 10% (minimum £50)  Buyer’s premium: 12.5% (minimum £50)  01925 210035  handh.co.uk

32 | Auction

COST CALCULATOR

Historics Several high-class sales each year at Brooklands Motor Museum. Specialises in top-dollar cars, but a small selection of mainly British bikes at most auctions. High estimates can discourage casual bidders.  Entry fee: £175  Seller’s commission: 10%  Buyer’s premium: 10%  01753 639170  historics.co.uk H J Pughs Annual spring auction of vintage, classic and modern motorcycles at its saleroom in Ledbury, Herefordshire, which usually offers around 70-80 machines plus literature, memorabilia and general autojumble. Can be some genuine NOS spares and useful used parts in the early lots. Plenty of genuine barn-find bikes and promising projects; prices of classics typically reasonable. Few lots break the five-figure barrier.  Buyer’s premium: 5%  01531 631122  hjpugh.com J Wood & Co Family-run American auction house which prides itself on ‘fair and square’ sales, establishing fair market values for a wide range of vintage motorcycles. Famed for its friendly, flexible ‘no fuss’ attitude. T&Cs tend to be very straightforward. Founder Jerry is a lifelong motorcyclist and classic bike enthusiast. Often features genuine barn-find bikes, plenty of US-spec British machines from long-term storage, and huge stock-clearance sales from dealers which are closing, with low or no reserve prices.  Buyer’s premium: 10%  352 586 0440  jwoodandcompany.com John Pye Weekly online auctions of mostly modern machines, typically seized by police, debt recovery, bankruptcy sales, etc. Have hubs at Nottingham, Marchington, South Wales and Edinburgh to view / bid / collect in person

if preferred. Auctions start on Fridays, end Tuesdays. Some prestige machines, but a lot of dodgy old motors to wade through to find them.  Buyer’s premium: 20%  johnpye.co.uk Mecum Organises the massive annual Las Vegas sale every January and other auctions of vintage, classic and collectors motorcycles during the year. Huge numbers of bikes offered (over 1300 last time around and 90% of them sold), typically in gold-standard condition.

Typically feature many rare American models, complete collections, and a good selection of top-notch European and Japanese machines.

Worth taking a vacation in Vegas just for the experience.  Entry fee: varies from $125 to $600  Seller’s commission: 10% with reserve, 5% no reserve  Buyer’s premium: 10%, min $250, plus registration (min $100)  (262) 275 5050  mecum.com Richard Edmonds Includes classic bikes in its three annual vintage vehicle sales in Wiltshire. A typical sale offers between 30 and 50 motorcycles, with sensible estimates. Usually run three-day auctions, with spares, books, brochures and memorabilia on the Thursday and Friday, and cars and bikes on the Saturday.  Entry fee: £30 inc VAT  Seller’s commission: 0% (yes, nothing)  Buyer’s premium: 20%  01249 444544  richardedmondsauctions.com Silverstone Feature a few two-wheelers among the vintage and classic sportscars, automobilia and… posh watches.  Entry fee: £125  Seller’s commission: 5%  Buyers’ premium: 12.5%  01926 691141  silverstoneauctions.com

Hammer Price 500 500 500 500 500 500 750 750 750 750 750 750 1000 1000 1000 1000 1000 1000 1500 1500 1500 1500 1500 1500 2000 2000 2000 2000 2000 2000 2500 2500 2500 2500 2500 2500 3000 3000 3000 3000 3000 3000 5000 5000 5000 5000 5000 5000 7500 7500 7500 7500 7500 7500 10000 10000 10000 10000 10000 10000

Buyer’s premium 5% 8% 10% 12% 20% 25% 5% 8% 10% 12% 20% 25% 5% 8% 10% 12% 20% 25% 5% 8% 10% 12% 20% 25% 5% 8% 10% 12% 20% 25% 5% 8% 10% 12% 20% 25% 5% 8% 10% 12% 20% 25% 5% 8% 10% 12% 20% 25% 5% 8% 10% 12% 20% 25% 5% 8% 10% 12% 20% 25%

You pay 530 548 560 572 620 650 795 822 840 858 930 975 1060 1096 1120 1144 1240 1300 1590 1644 1680 1716 1860 1950 2120 2192 2240 2288 2480 2600 2650 2740 2800 2860 3100 3250 3180 3288 3360 3432 3720 3900 5300 5480 5600 5720 6200 6500 7950 8220 8400 8580 9300 9750 10600 10960 11200 11440 12400 13000

Auction | 33

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