ISDT PEDIGREE & RARE ITALIAN PROVENANCE EXCELLENCE Stunning collection
Mini Mi-Val ridden
CIRCULATES THROUGHOUT THE WORLD
Dream realised! realise li
M AY 2 019 ★★ ★
See u s Staffo at April 2 rd 7 ★★★ -28
The Bonnie bought after a 55-year wait
THE TOM ARTER STORY
Part one of the racing dynasty
TOURING ON AN A65 VELOCETTE LE THE ANNUAL P PLUS TA ALMAG TRIAL TWO-STROKE TUNING EARLY TRICYCLES
★★ ★
Editor’s welcome Firstly, an apology. Last month’s museum guide managed to relocate a number of museums, though of course they hadn’t actually been relocated, it’s just our amateur cartographers managed to muddle where each one should have been. Sorry for any confusion caused – and the guide is in again this month, on pages 74-75, with places back to where they should be. Last month’s loosely themed ‘working motorcycles’ issue has brought lots of correspondence, reminiscing, points and themes for discussion. Thank you to all who’ve contacted me and apologies if your letters have not appeared – our (mainly electronic) post bag is overflowing and we could’ve filled six pages with letters this issue, I’m quite sure. We’ll give over a bit more space next month, as there’s some great stuff that we’ve not been able to use as yet. Among the interesting points raised was my being taken to task – gently – about my assertion that motorcycling became a leisure activity in the 1960s. What has been quite correctly pointed out was that it started out very much as such, with well-heeled gentlemen (and ladies) the earliest adopters of the new form of transport, simply as they were the ones who could afford it. It was only after the First World War those of lesser financial advantage were able to – possibly – afford to enjoy mechanically powered transport. The world of 1919 must have been fascinating, as in so many ways it marks the start of the ‘modern’ world, certainly in a mechanised manner. People who would have never, pre-1914, have left their villages let alone gone abroad now had, while they also had the opportunity to learn to drive – and ride motorcycles, things that for the most part were restricted to the so-called upper echelons of society. I’d argue that the idea ‘anyone’ could have a car or motorcycle started then. So in that post-First World War marketplace, there was a raft of manufacturers, some that thrived, many that didn’t. Lots went down the conventional route (so you’d buy say a JAP engine, Albion gearbox, Druid forks etc) while some ploughed their own furrow. Which brings us on to Neracar, as featured on our YWA pages (86-87) this issue. That led me to dig through my photos at home, coming across this one – my brother (think that was the last time he was pillion with me ‘riding’) and I on our dad’s friend Albert’s Neracar, 30-plus years ago. I remember steering it round Albert’s garden, and ever since I’ve been a bit fascinated with them… Anyway, enjoy the issue, and hope to see you at Stafford!
JAMES ROBINSON Editor
t See us a d Staffor 27-28 Apri★l ★ ★
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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 Michael Edwards, Martin Kirk, Andy Withers.
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 | MAY 2019 Archive photograph .......................................... 6 News ................................................................... 8 Talmag Trophy Trial....................................... 12 Letters ............................................................. 16 Subscribe and save ........................................ 20 Triumph Bonneville....................................... 22 Bristol show .................................................... 30 Mi-Val 200TV.................................................. 32 Tom Arter story – part one............................. 38 BSA A65 on tour.............................................. 44 Velocette LE .................................................... 50 Early tricycles ................................................. 56 ISDT collection............................................... 60 Closer look – 1959 SSDT................................. 66 Colin Washbourne interview........................ 72 Triumph unit rebuild..................................... 76 Roy Poynting column .................................... 80 Jerry Thurston column................................... 82 Sketchbook travels ......................................... 84
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You were asking.............................................. 86 Restoration guide – Velocette GTP ............... 90 Technical feature – two-stroke tuning part two 92 Diary..............................................................110 Next month ................................................... 114
POST: The Classic MotorCycle, PO Box 99, Horncastle, Lincolnshire LN9 6LZ EMAIL: jrobinson@mortons.co.uk
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John Victor Brittain (1931-2019)
A true sportsman and gentleman, who will forever be associated with the Royal Enfield marque.
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Words: TIM BRITTON Photograph: MORTONS ARCHIVE
o document the life of a rider such as Johnny Brittain, who passed away on March 7, 2019, aged 87, is not an easy task. One could simply list the sporting successes achieved by one of England’s most accomplished off-road riders, which alone would fill this section, but then miss a lot of what made John Victor Brittain not only a top rider, but universally popular too. Known to his contemporaries in the trials world as ‘JV’ and to the readers of the motorcycling press as ‘Johnny,’ he was born on December 27, 1931, in Wombourne, West Midlands. Johnny and his younger brother Pat grew up in Walsall, where their father, noted pre-Second World War rider Vic Brittain, ran a garage and motor engineers business – where Johnny would begin his working life on leaving school. Despite parental successes, there was no pressure on JV to take up motorcycling but the competitive urge was there. In the immediate postwar period, with petrol in short supply, the local motorcycle club ran cycle trials and it was with pedal power Johnny began his competition career. He must have made an impression, as the local motorcycle manufacturer Dawson Motor Works – who made DMW machines – provided young Johnny with a mount for the forthcoming national Clayton Trial. From this tentative beginning an entry was gained in the 1949 ISDT which would be held in Wales, thanks to the UK winning the 1948 San Remo event – when Johnny and Pat’s father Vic was part of the winning Trophy Team. Another manufacturer, James, provided a machine for Johnny and he repaid their confidence by winning a Gold – his first of 13 such medals in the ISDT. Long distance events such as the ISDT and that other ‘six day’ the Scottish, seemed to suit the Brittain temperament and his calm way of riding and he would take the SSDT premier award, the JR Alexander Trophy, twice in his career. Though those early successes were on other makes, it is the Royal Enfield marque and in particular that 350cc single HNP 331 on which he made such an impact on the trials scene, during the years now regarded as the ‘classic’ period of the late 1940s to the mid-1960s.
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THE CLASSIC MOTORCYCLE | MAY 2019
Johnny was to join the Redditch company in the early 1950s, would win his first Scottish for them in 1952 and remain with Royal Enfield until the end of his top line riding career in 1964. Not only would Johnny’s results in competition be of benefit to the factory but also his quiet, easy and approachable manner made him a good ambassador for Royal Enfield. When Johnny felt the need to move on from the family business in 1960, and start out on his own with a motorcycle shop in Church St, Bloxwich, one can be certain Royal Enfield was one of his agencies. A new business wasn’t the only change in Johnny’s life in 1960, as marriage bells rang that year too when he tied the knot with Wendy Elliott at St Margaret’s Church, Great Barr, Staffordshire. Johnny’s top line riding career came to an end in 1964 as he made the decision to retire, though he did continue to be involved in the ISDT as a sighting-rider for the British team but was concentrating on his business and family, both of which were growing. The couple now had two daughters, Trudi and Heidi, and in time would have three grandsons – Rhys, Harri and Jac – as well as the thriving motorcycle shop. With the emergence of the Japanese industry, a Honda agency was taken on, something again which proved very successful for the Brittain shop, so much so Johnny won a trip to the factory for his sales exploits. There was a change of pace in 1984 when the shop was sold and Johnny’s attention went fulltime into the smallholding he and Wendy had been on for a few years and it was as a farmer that John Victor Brittain would spend the last years of his full and active life. He was of course a regular guest at trials and Royal Enfield gatherings and thoroughly enjoyed talking to enthusiasts of all ages and abilities. Johnny passed away with his family near him having been looked after at home by his daughter Trudi, a nurse, and her husband Robin, a doctor, with help and support from the Douglas Macmillan Hospice. On Monday, March 25, JV ‘Johnny’ Brittain, in his Barbour jacket, was laid to rest at St Peter’s Church in Ellastone, Staffordshire. The coffin carried the registration HNP 331, as End seen on his works Royal Enfields.
Classic archive
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Neews Events
New ws&Eventts
NEWS IN BRIEF BRYAN REYNOLDS
The Rudge Enthusiasts’ Club has announced that Bryan Reynolds, a founder member of the REC, died at his home on Thursday, January 31. Bryan is probably best known to many folks through his books Don’t Trudge It, Rudge It! and Rudge-Whitworth: The Complete Story. He was also the Rudge Marque Specialist for the VMCC. Condolences and our appreciation of Bryan’s work have been made to his wife Rose. Words: Stuart Harrison
MAKE A DATE FOR DOVER IN MAY
Dover Transport Museum hosts a classic motorcycle show on Sunday, May 12. For details log on to dovertransportmuseum.org.uk
MUSEUM MUDDLE
Last month, we helpfully included a museum ‘where to find us’ map... sadly our compass went a bit awry and we placed some of the museums in the wrong place. Atlases have been issued and the guide rerun – see pages 74-75. Apologies for any confusion caused.
HOWARD GERMAN
See us at Staffor April 27 d ★★★ -28
emo ories Ton of TT me at a special Stafford
So Stafford is once more nearly upon us – and this year’s International Classic MotorCycle Show promises to be something special. The theme of the main stand is the 100th TT – not the 100th anniversary of the start of the event (this was 12 years ago), but recognition that the 2019 edition will be the 100th actual TT races – what with two world wars, plus the UK foot and mouth epidemic. All this means TT racing can be celebrated all over again. Headlining the impressive list of star guests are current TT stars Ian Hutchinson plus sidecar crew Ben and Tom Birchall, with
24 TT wins between them. ‘Hutchy’ has proved to be something of a bionic man, having twice come back from serious injury. Clearly with a few tales to tell, his on-stage interviews are not to be missed. Brothers Ben and Tom Birchall have dominated the sidecar TT in recent years, winning the last five. The pair, who clinched their third world title in 2018, will have their TT-winning outfit on display. Adding to the galaxy of TT stars will be nine-time winner Charlie Williams. Not only will he have one of his TT winning Yamahas on show, but he plans to launch his long-awaited
As we went to press, we learned of the passing of Howard German, an enthusiast for motorcycling in all its forms, from Pioneer events to endurance racing. More to follow.
PRESCOTT FESTIVAL
There’s a new-look Prescott Bike Festival this summer. The familyfriendly event returns to the Gloucestershire hill climb on June 15/16.
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Above: Tyrell-Smith races to third in the 1932 Junior TT. You can study the remarkably original Rudge close up at Stafford.
THE CLASSIC MOTORCYCLE | MAY 2019
autobiography... as will fans’ favourite John Cooper. Both will be signing copies. Running the stage sessions is former TT star Steve Plater and the line-up will include former Honda factory team-mates from the 1960s, Tommy Robb and Jim Redman. Of course the event isn’t just about the riders. The show aims to host the most eclectic display of 10 genuine former TT machines ever assembled. The collection includes a rare AJS GR10, the factory ohv racer, which was third in the 1926 TT in the hands of Frank Longman; an ex-HG Tyrell-Smith 1932 works Rudge, third in that year’s Junior TT race; a minuscule 50cc Honda CR110, a three-cylinder MV Agusta, a 1984 Ducati TT2 with TT history and an ex-Joey Dunlop Honda RC45. Wow. Now in its 39th year, the Carole Nash International Classic MotorCycle Show will feature hundreds of traders, clubs and exhibitors, while Sammy Miller is also bringing two racers, the Norton F-type and ‘Flying Fish’ kneeler. For more information, visit staffordclassicbikeshows.com ■ Stunning collection up for auction – turn to page 60
Peter Gaunt Harrogate Crematorium was packed to capacity as the motorcycling world paid tribute to Peter ‘Top Gear’ Gaunt on Thursday, March 7. The 82-year-old fought a brave battle against cancer but sadly died on February 20. Known throughout the motorcycling world as a talented engineer and one not bound by convention, Peter’s innovative way of thinking also appeared in the world of model aircraft. For us it is Peter’s motorcycling exploits which we remember and from his early days with support from Triumph, then works status with Royal Enfield, the legendary ‘Gaunt Preparation’ became bywords for excellence. Embracing the lightweight ethos, Peter took it to a whole
NEWS IN BRIEF new level with a series of small capacity machines built around Suzuki and Jawa engines which launched the mini-bike on to the trials scene in the 1960s. He was equally adept with bigger bikes too and took on the ISDT, where he rode a 500cc AJS. As he practised for this prestigious event he gained the ‘Top Gear’ nickname, which apparently refers to which gear he always had the AJS in! As an Enfield works man, Peter would be involved in launches such as the end to end relay run, which launched the Enfield Cafe racer 250 to the public in 1964 (his comment: ‘Coldest I’ve ever been.’). Peter had taken the bike over in Fort William and ridden to Carlisle where the next rider took over. Latterly Peter applied his talents to the Pre-65 scene
SPICER IN CHARGE
Typical and characteristic Gaunt endeavour – aboard the 88cc Jawa, on Pipeline during the 1970 Scottish Six Days.
with a BSA C10 and a 250cc RE Crusader and, yes, both bikes were as light as possible and both immaculately prepared. Our thoughts are with his family. Tim Britton
Overseas buyers help Sledmere hit new high With plenty of overseas interest, and some good prices realised on spares, the recent Dee, Atkinson and Harrison sale at Sledmere House in East Yorkshire was an outstanding success. New homes were found for 98% of the lots as a house record of £460,000, including buyer’s premium was reached. The sale included the Mike Hanson Collection of veteran and vintage spares and motorcycles. The 300-odd lots of spares realised some £70,000, led by two pairs of Vincent Brampton girder forks at £3000 and £2800. His most expensive bike was a 1927 Sunbeam Model 9 at £19,550 (to Hungary) followed by a 1930 Velocette KTP at £9775. The sale was led by a good 1960 BSA Gold Star DBD34, two owners and part of a collection that
APRIL DATE FOR SALISBURY RUN
The Five Valleys Run charity run starts from Penruddocke Arms on Hendon Raod, Dinton, SP3 5EL on April 14, at 11am. It will cover 90 miles. Early entry is requested. Enter at website www.salisbury motorcycleandlightcarclub. co.uk , or telephone Mike 01725 511131 for details.
This nice-looking Model 9 Sunbeam is headed to Hungary.
lived in a heated garage since 1993. It realised £27,300, underbid by an Australian client. A 1912 Rover 2½hp sold for £13,110, while a circa 1907 Fafnir engine-in-a-frame project realised £2335. The next auction is on July 6. Call 01377 593593.
Kingpin’s varied offerings
Museum’s new products The National Motorcycle Museum has announced lots of unusual new products. Museum director James Hewing commented: “Among the additions to our range is a replica revolving and illuminated BSA dealership sign. The museum also has the best motorcycling bookshop in the world and our complete range of books, plus all our other unique motorcycling gifts are all available to purchase online.”
Andy Spicer, of Dee, Atkinson & Harrison Auctioneers (see below left), has taken over the auction saleroom part of the firm. The new company will be called Spicers Auctioneers and operate from the same premises, with the same staff, but the phone number is 01377 593593 and email andy@spicersauctioneers.com Andy took over running the sales three years ago and established the Sledmere House sales as perhaps the largest classic motorcycle auctions in England’s north.
Just what every garage or shed needs!
The National Motorcycle Museum website www. thenmm.co.uk lists hundreds more products than it would be possible to showcase in a traditional print version of a mail order catalogue.
When struggling to find some parts for his own restoration projects, Andy Marks decided he would have to arrange manufacture himself. It made sense to manufacture in small batches, so he set up Kingpin Components so all the parts could be made available to others as well. The range of parts is continually increasing with a focus on parts not available elsewhere. These include complete Dunlop rubber saddles, magneto vernier drives,
double barrel silencers for Nortons and the latest addition, Andre Steering Dampers. If there’s something you’re struggling to find for any make or model of bike contact him. All of this and more can be found at www. kingpincomponents.co.uk
THE CLASSIC MOTORCYCLE | MAY 2019
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Neews Events
Book Review Isle of Man TT – The Golden Years, 1963-1982, Volume Three Author: Mick Duckworth Published by: Lily Publications Ltd, PO Box 33, Ramsey, Isle of Man IM99 4LP www.lilypublications. co.uk Fax: +44 (0) 1624 898 446 Hardback, 210 x 205mm (landscape); 96 pages with over 110 photographs and illustrations. ISBN 9781911177258 £16. This third volume in the TT Golden Years series follows the previous two chronologically, with a selection of Isle of Man TT motorcycle racing images from 1963 to 1982. They are all from the Keig Collection, amassed over eight decades by the familyrun Keig Photographic Company based in Douglas on the Isle of Man. While not a comprehensive history of TT racing in the period (fuller facts and figures are available elsewhere) this is a selection of evocative photos of famous and not-so-famous riders and machines from the Keig archive as it exists today. This excellent little book takes the reader from the beginning to the end of an era, starting with exotic multicylinder, multi-geared works machines leaving valiant privateers, riding out-dated machines, in their wake. With the FIM bringing in new, simpler, racing machine specifications in order to generate closer racing, the demise of the works teams and top riders refusing to ride on safety grounds, the IoM TT lost its world championship status. Production class and Formula 750 races were introduced with Yamaha giving a great boost to the sport by introducing its
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affordable and competitive production racers giving the privateers at last a competitive machine. Colour film began to be used in 1964 and this volume also includes atmospheric portraits of riders in the paddock and start line area. Lining up for the 350cc Junior practice, Mike Hailwood is shown astride his 130mph MV four, while Sussex hopeful Ken Lindsay is on a naked BSA Gold Star – probably 20mph slower. Sidecar winner Max Deubel (BMW) is seen being congratulated by secondplaced Colin Seeley. Son of 1949 500cc world champion Les Graham, Stuart Graham is seen in the paddock with his Junior AJS, making his IoM debut along with often overlooked 50cc world champion, Ralph Bryans, pictured on his fabulous 21,500rpm, 10-speed twincylinder 50cc Honda. Norman Hanks and passenger Rose Arnold are pictured on their BSA outfit – in 1968 they finished second in the newlyintroduced 750cc Sidecar TT and Rose became the first woman to stand on the winners’ rostrum. An excellent addition to the previous volumes and one that is difficult to put down. Book reviewed by Jonathan Hill
THE CLASSIC MOTORCYCLE | MAY 2019
The Brough as it stood at the time of sale.
World record broken There was a new world record of £425,500 for a BroughSuperior SS100 established at H&H’s auction at the National Motorcycle Museum on March 2. The subject SS100 was owned and ridden by F P ‘Gentleman’ Dickson in the 1920s. Dickson was George Brough’s closest friend and they entered many events together as the Brough factory team. In 1930, F P Dickson rode this bike, TV 2001, in the ISDT in Switzerland along with George Brough and Eddy Meyer as the Brough team. On the first day, Dickson crashed heavily, breaking his leg, and was taken to hospital in Geneva. His team-mates retired from the event and followed him to the hospital. F P Dickson convalesced in hospital but died in mid-
TV 2001, with ‘Gentleman’ Dickson in the saddle.
February 1931 aged just 42 after pneumonia set in. He was buried in Geneva – George Brough attended the funeral. The bike was complete, partly restored and part assembled for the auction. Other sale highlights include a 1993 Ducati Supermono (sold for £73,125), 1937 Brough Superior SS80 Combination (£56,250) and a 1951 Vincent Rapide (£34,875).
Head to the ASI show and see gems like this pair.
Parma’s a treat for enthusiasts The ASI MotoShow takes place from May 24-26 at the Ricardo Paletti circuit in Varano, Parma. The event is for motorcycles built before 1997 and attracts a fabulous, diverse entry, from single-geared pioneer era machines to screaming early 1990s two-stroke racers.
Now in its 18th year, around 750 participating motorcycles are anticipated. Public admission is free, which coupled with a ‘parade of champions’ on Sunday all leads to a large spectator attendance. Details from info@asifed.it or www.asifed.it
THE WAY WE WERE IN
MAY
1919
Witty auctioneering at the recent sale of surplus Canadian Army motorcycles at the British Cab Company’s London depot led to some extravagant prices for well-
1944
The death of Harry (Henry Albert) Collier, aged 60, after a long illness, was announced. He was the oldest of six children born to Henry Herbert Collier, joint founder of cycle maker Watson and Collier. Initially, the partnership was unable to use the ‘Matchless’ brand as it was registered to others, but when this registration lapsed, the partners adopted the name Matchless. Watson left in 1892 leaving Henry alone to continue making cycles. In 1899, Henry’s two older sons, Harry and Charlie, then aged 15 and 14, joined him in business and Henry Collier and Sons, cycle manufacturers, of Plumstead was formed. Both sons were keen racing cyclists. Prototype motorcycles were soon built and in 1902 their first production machine sold. Within a year, the brothers were racing Matchless motorcycles on the London cycle tracks, including Herne Hill, Canning Town and Crystal
1969
worn military machines. While Indian and Douglas bikes went for high prices, Triumphs commanded top bids, including by one buyer, who paid 69 guineas for a battered Model H. Palace. The following year Bert Colver joined them in a Matchless works team. Both Collier bothers entered the first IoM TT in 1907, riding Matchless singles – Charlie won but Harry retired. Both continued to race in the IoM until the First World War with Harry winning in 1909 and Charlie in 1910. The brothers transferred their winning ways from London’s cycle tracks to Brooklands, Harry recording his first victory in 1909 (solo up to 1000cc two-lap Handicap) and both raced outfits at the Weybridge track, with Harry winning the Open Passenger Handicap in 1910. Recognised as an inventor and motorcycle designer, Harry was MD of AMC (Associated Motor Cycles) at the time of his death and earlier had been joint MD of the companies leading to the formation of AMC. Tragically, this was the second recent Collier death, as Harry’s half-brother Bert was killed in an RTA in 1941.
After more than a decade riding in the ‘annual motorcycling holiday in the Highlands’ (aka the Scottish Six Days Trial/SSDT)
Yorkshireman Bill Wilkinson (250cc Greeves) won from Mick Andrews (250cc Ossa) and Sammy Miller (252cc Bultaco).
Having finished runner-up in the 1991 and 1992 500cc World Championship Grand Prix title chases, Australian Mick Doohan (Honda) was getting a grip on the 1994
crown, with back-to-back wins at Jerez, Spain and Salzburgring, Austria, from the 1993 champion Kevin Schwantz (Suzuki). Richard Rosenthal.
1994
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Young guns rising First time winners and debutants make their mark at the annual – and this year well supported – Talmag Trophy Trial. Words and photographs: ANDY WITHERS
T
he Talmag is addictive for classic riders and enthusiasts alike. Traditionally held on the last Sunday in January, it’s etched on calendars as a must-see winter event, with many making the annual pilgrimage to Hungry Hill near Aldershot in Hampshire. This year saw a resurgence in entries, 218 compared with the 180 of the past few years, so nearing the 240 limit. There were many stalwarts and past winners in the field, however, there was a host of surprises as young riders reigned, taking debutant or first time wins.
History
The Talmag became a ‘four-stroke only’ trial for British machines in 1975, which was a bold step, sceptics saying it would never be popular as two-strokes were dominant. They were proved wrong with riders from all over the UK and mainland Europe putting it on the classic bucket list of events ever since. However, there has been a Talmag Trophy Trial in existence since 1946. The Territorial Army (London) Motorcycle Club, formed before the war, published a club magazine which became known as the ‘Talmag.’ The first event after the war and subsequently the club itself took on this catchy name and it has stuck ever since. In the early days, the event was predominantly ridden by Army personnel with a few civilians taking part, but is now a fully civilian event. Over the years and with less Army involvement, access to Hungry Hill (which is ministry of defence land) became more and more complicated to arrange. Last
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A dab cost 19-year-old Jack Frearson a top three finish in the Over 300cc sprung class for the second year running – he thought he was out of the section…
year, it was only the persistence of the club that gained permission to run at the last minute, but subsequently Natural England – which consider parts of Hungry Hill to be of Significant Scientific Interest (SSI) – granted access for five years including 2019, so this iconic event can continue.
The event
There are two laps of 15 sections with some traditional challenges, including the spectator ‘hotspot’ Hungry Hill and Yellow Hill known for its sand and gravel. Riders are released from the start at one minute intervals and tackle the sections in order. Spectators can guarantee to see all the competitors but there are traffic jams if sections are particularly tricky or long. These are some of the most interesting jams you will see, with the A-Z of classic British machines, AJS through to Velocette, and in recent years European and American finery, MV Agusta, Ducati and even a red Indian. The queues can be a bit chilling for riders but do give an opportunity to admire machinery, share stories and get their breath back before the next test. If riders do clean all of the expertly fashioned Pre-65 style sections then the ‘mid lap’ timed special test around a short off-road circuit is a spectacle that identifies the winners – this is frequently used, especially in the ‘premiere’ over 300cc class for sprung machines. The ‘Premiere’ class from which the ‘winner’ of the Talmag is drawn had 61 competitors this year with 26 Ariel HT5s; 15 Triumphs including 3TAs, 5TAs, TRWs, T100s;
11 Matchless, mainly versions of G3s and G80s, and a range of BSAs, Royal Enfields, AJS, Nortons and Velocette. The clever engineers had been at work with Trifield, Triumph Wasp and Noriels also on duty. Conditions were perfect for trials with a low temperature, plenty of grip but not too much mud. Speaking to multiple champion Roger Higgs, who rides his father’s 1958 500cc Ariel HT5, there was no doubt in his mind that only a ‘clean trial’ would be good enough for a win, and he thought lots were on course for this after section 10. In the end, 12 riders were clean so the special test times were the decider – the surprise was ‘no Roger’ who after not putting his foot down since before 2015 took a dab on section 11 so didn’t make the final dozen.
Brothers one-two
After being runner-up in 2016, Ben Butterworth from Ramsbottom in Lancashire blitzed the special test on his 1958 500cc Ariel HT5. He recorded a 30 second time to take his maiden victory, two seconds ahead of younger brother Jack on a similar Ariel – it could well be the first one-two by brothers at the Talmag. Local rider Tom McCabe from Farnham was third on his 1958 500cc Matchless G3C (which is in a Bamford frame) ahead of debutant classic sidecar motocrosser Simon Chell on his 350cc Triumph 21. It was Butterworth’s motocross practice on his grandad’s BSA that paid dividends in the speed stakes. Debutants took victories in three classes, the under 300cc class is limited to 20 entries.
Talmag Trophy T | Trial Profiles
Chris Chell, Under 300cc debutant winner, on Mike Bowers’ 1964 250cc BSA C15.
Modern champs Daryl and Hannah Dale took a debutant win on Neil Hannam’s BSA outfit.
It wasn’t Roger Higgs’ day, the multiple champion took a dab, the first since at least 2014, putting him out of the top 12. Ben Measures takes his 1948 Ariel NG to a debut win in the Over 300cc rigid class.
Keith Alexander finds too much grip on his 1937 350cc Panther on Hungry Hill. No harm done, except to his pride…
Great entertainment as Holger Schonknecht gets the 1925 Indian sideways on Hungry Hill.
Chris Chell, a top British classic motocrosser, entering for the first time, cleaned the trial on his immaculate Mike Bowers 1964 250cc BSA C15 tying with previous winner, Shane Stalker on another C15. The motocross experience gave Chell the edge on the speed test with a quicker time by over a second. Ben Measures achieved a rare ‘only one clean’ in the over 300cc machines with rigid frames, riding a pretty original looking 1948 350cc Ariel NG, with ponytail flowing out of his helmet. He put in a faultless performance to push the 1951 500T Norton of multiple winner Clive Dopson into second after he took an unexpected single dab on section eight. Clive’s unusual 1950 350cc Douglas competition machine thrilled the crowds in the hands of previous winner Darryl Glover,
Talmag winner Ben Butterworth putting on the style.
but it dropped a valve and failed to complete the trial. In the sidecars, Daryl and Hannah Dale, a top modern trials sidecar crew, were grateful to Ian Hannam for the loan of his 1967 460cc BSA B44 outfit for their first classic outing. They managed to take a narrow win over last year’s winners Bernie and Charlie Chambers on their 1964 Adrian Moss Rickman Ariel outfit, the Dales showed their class being the only outfit to climb Hungry Hill for less than a three, just a single dab at the top of the section drew a round of applause from the crowd. Unlucky Pete Pesterfield, who has taken part in all the ‘Four Stroke Talmags’ since 1975, was really unlucky having to retire, along with passenger Debbie Smith, at Hungry Hill on lap one.
TALMAG TROPHY WINNER 2019 BEN BUTTERWORTH Age: 26 Number of Talmags: 4 Machine: 1958 Ariel HT5, built by Neil Gaunt in 2002, Mick Grant engine. Gaunt took the Pre-65 Scottish win on the bike in 2005. Best result: Second Pre-65 Scottish 2016 First classic rides: On grandad’s Tiger Cub. Ben says; “The Talmag is a cracking event, especially with everything being fourstroke. The atmosphere is great and it’s more of a social coming down with a few of the others from up north.” DEBUTANT SIDECAR WINNERS DARYL/HANNAH DALE Ages: 29 and 25. Number of Talmags: First (although Daryl did passenger Ian Hannam in 2018) Machine: Ian Hannam’s 1967 460cc RTS BSA B44 – first time out on the outfit. Best Result: Winners Intermediate British Sidecar Championship, Expert British Sidecar Championship round winners First Classic rides: This year’s Talmag Daryl/Hannah say: “The Talmag is a one of a kind, there are not many events left in the UK that attract so much interest from the riders and the spectators alike.” DEBUTANT OVER 300cc RIGID SUSPENSION WINNER BEN MEASURES Age: 29 Number of Talmags: First Machine: 1948 Ariel NG Bought when he was 15, quite standard with a Bantam rear wheel (Does dad know it’s missing from his road bike?) Best Result: Multiple Taverner’s series winner, Welsh two day (retro) winner 2007 First Classic rides: Many events since 2007 but did Pre-65 Scottish in 2009. Ben says: “My Taverners’ club mates have been trying to get me ride for a few years. If a bike has got two wheels and is a bit different, I will try and compete on it.” DEBUTANT UNDER 300cc WINNER CHRIS CHELL Age: 26 Number of Talmags: First Machine: Mike Mills-built 1964 250cc BSA C15 Best result: This one! Doesn’t do many classic trials Chris says: “A lot of people said it was a good trial. I entered with my dad and brother. Thanks to Mike Bowers for letting me ride the bike.”
THE CLASSIC MOTORCYCLE | MAY 2019
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Bernie and Charlie Chambers foot through the last section end gate for runners-up in class.
Runners-up Bernie and Charlie Chambers paddle their 1964 500cc Rickman Ariel Outfit to the top of Hungry Hill.
Young Tom McCabe from nearby Farnham balances ready for a steep descent. He was third in the over 300cc sprung class.
First time winners
First time winners took all other class wins. Wimborne lorry driver ‘five bike’ Phil Jones is known for riding a whole range of machinery. He brought out a 1963 285cc BSA C15 to take his first Talmag class win in the over 65s, outgunning veteran Mike Palfrey on his 1959 250cc C15T. Ex-motocross star Vic Allan, on his exotic 1958 182cc MV Agusta, and Colin Sadler (1963 Triumph Tiger Cub) both lost a single mark. Allan was kicking himself having been clean until section 11, losing balance at the top of a climb and needing a foot down to avoid tumbling down a steep bank. Sadler had to take a dab on Hungry Hill to regain traction. Both would have won as they had quicker times than Jones and Palfrey. Riding his dad’s beautiful green framed 1954 500cc Royal Enfield Bullet, Robert Rout finished all square with John Jacka on his 1956 350cc Matchless G3LC but Rout had his first class win by almost seven seconds. Rout was pleased that on the third attempt at the Talmag, the bike had finally got to the end. Holger Schonkneckt from Germany said he had ‘the perfect weekend in the UK’ after winning the Girder Fork class on the oldest machine in the trial, a red 1925 Indian Scout. Attracting great attention at every section, the machine demanded an eccentric riding style. Leg trailing up Hungry Hill on lap one cost
Julian Wade looks for grip on his rigid 1950 350cc BSA ZB32.
him three of his four marks but it was a great sight to behold.
Run what you brung
True classic grit. Joss Creed and Adrian Soanes had the Talmag on their bucket list, Joss brought his barely modified road-going 1951 600cc Ariel VB and Adrian was on his 1951 BSA B31, which he uses for flat tracking and the Red Marley hillclimb. They showed true classic spirit of a bygone era ‘running what your brung’ as they manhandled their machines around the clubman route, running out of steam in the middle of the second lap. They drew admiration from many and astonishment from the others.
The virtually standard road-going 1951 Ariel VB of Joss Creed proving you can do it (almost) without the trials kit. Brave man!
Next year
A surprising set of results will bring seven new past winners to the Talmag for 2020 from the 2019 debutants and first time winners. The organisers are planning to introduce an ‘Elite’ route for 2020 with some sections to offer a greater challenge to those who need it. This will create even more interest for this superb event. If you have the trials skills with fourstroke classic machinery and a good turn of speed off-road against the clock, you might want to apply for an entry. The popularity of the Talmag is growing once more, so competition for places will be even End tighter next year.
Results (Tie Break – Special Test times in brackets)
CLASS A – UNDER 300cc: Chris Chell (BSA C15) 0 (32.56), Shane Stalker (BSA C15) 0 (34.07), John Dismore (Triumph Cub) 0 (38.12), Jon Henderson (Triumph Cub) 0 (38.75), S Mannerings (BSA C15T) 2 (36.07), Chris Poel (Triumph Cub) 2 (38.59). CLASS B – OVER 300cc RIGID: Ben Measures(Ariel NG) 0, Clive Dopson(Norton 500T) 1, Richard Talbot (Matchless G3C) 5, Gavin Shaw (Triumph TRW) 7. CLASS C – OVER 300cc SPRUNG: Ben Butterworth (Ariel HT) 0 (30.00), Jack Butterworth (Ariel HT) 0 (32.32), Tom McCabe (AJS) 0 (33.22), Simon Chell
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THE CLASSIC MOTORCYCLE | MAY 2019
(Triumph 21) 0 (33.28) Tim Hartshorne (AJS 18CS) 0 (33.44), Daniel Carter (Norton/ Ariel) 0 (33.50), Matt Mison (Matchless G80) 0 (34.40), C Gascoigne (Triumph 5TA) 0, K Bint (Triumph 3TA) 0, M Clarke (Ariel HT5) 0, Colin Allsop (Ariel HT5) 0, Ben Wilmore (Triumph Trophy) 0.
CLASS D – GIRDER FORKS: Holger Schonknecht (Indian Scout) 4, Dave Blanchard (Triumph Tiger 70) 10, Paul Lecoq (Triumph 3HW) 13, Paul Balmain (Ariel Colt) 17. CLASS E CLUBMAN: Robert Rout (Royal Enfield Bullet) 0 (32.63), John Jacka (Matchless G3LC) 0 (39.56), Neil Radford
(BSA B40) 2, Gavin Higgs (AJS16C) 5 (39.72), C Tribaut (Norton 19T) 5 (41.38). CLASS F – OVER 65s any solo machine: Phil Jones (BSA C15) 0 (38.78), Mike Palfrey (BSA C15T) 0 (41.31), Colin Sadler (Triumph Cub) 1(35.66), Vic Allan (MV Agusta RT) 1 (36.13), Nigel Townsend (Ariel HT5) 1 (39.00), John Eckhart (Triumph Trophy) 1 (40.43), Graham Jones (Ariel HT5) 1 (41.25). CLASS G SIDECARS: Darryl/Hannah Dale (RTS BSA) 5, Bernie/Charlie Chambers (Rickman Metisse) 8, Kev Nolan/Bob Chapman (Ariel VH) 8, Paul Fishlock/Debbie Merrell (Ariel HT5) 11.
Readerss’ Letters YOUR VOICE & YOUR OPINIONS
A ‘Nod’ to the memory – tales of hardy souls and to acquaint the I really enjoyed your article ‘Saintly Collection’ riders with high speeds. He clearly loved it. (April 2019) about Terry His life as a local Smith and his collection Noddy cop was being out of ex-police motorbikes. on the police Velocette My father was a LE for entire shifts – that policeman who for years is nights, early and lates in the 1960s used to – before the introduction patrol on a ‘Noddy bike’ of the Panda cars, the in Crosby, Liverpool. first being Morris Minors. He often reminisced He first had a hand about his residential start LE and later a training somewhere kick start version. One near the Lake District was grey and the other and of being taken out shining, glossy black. on training days on big Those Velos, when new, Triumph twins where were incredibly reliable, the training group even if we could hear would hurtle along the in our police house in roads of the lakes and the early freezing winter surrounding areas in mornings our dad single file. The leaders cursing as he had to cope would steadily increase with the hand start. the speed as the outings His police riding progressed to equip equipment was a very the police trainees thick black gabardinewith advanced skills of type despatch riders’ motoring on two wheels coat, long gauntlets and in a ‘swift but safe way’
a police issue pudding basin helmet with a peak built in, with some form of apparent leather finish rather than paint. He used to come into the house in winter after a shift of an evening like a blast of freezing cold air, a cold chill would radiate from his clothing like an open freezer cabinet. Our next door neighbour was also a Noddy motorcycle cop and nothing short of sticking snow stopped them going out to do their shifts. I remember once my dad telling me off for keeping him awake by making too much noise as he slept in the daytime as he worked the night shift. His admonishment was that if he didn’t sleep, he could have an accident on ice and break his
Inspired by the Saints I do not usually get to see The Classic MotorCycle, but a member of my congregation has donated me a copy of your April edition. The reason being that although I am now a Methodist church minister, I was a Metropolitan traffic patrol officer from around 1963 to 1985, when I retired. As such, I rode 6T Bathtub Thunderbirds and then all the TR6P Saints, starting with the black liveried ones. I own a Metropolitan 6T Thunderbird which I actually rode in the service and also a TR6P Saint, which has a full
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fairing. I can recall the names of some of the officers in the line-up on page 16, many of whom are now in that traffic patrol garage in another place! If my eyes are not playing tricks with me, I believe I did the cremation service for the officer standing at the far end a couple of years ago. Two thoughts come to mind about your superb article. First, I wonder why the restored TR6Ps have all been given pressed steel registration plates? They were reflective when we had them. Secondly, on page 18, the article says ELA is/was an Essex registration – no
THE CLASSIC MOTORCYCLE | MAY 2019
way, LA was a London registration mark. My claim to fame (if that is right…) with regard to TR6Ps is that on April 30, 1970, I escorted ‘Ole Bill’ one of the general buses that went across to France in the First World War, from Streatham Bus Garage to the Imperial War Museum at Kennington. Thanks for a very interesting article and all the memories that it has brought back. The Reverend John Lines MBE, Kent. ‘Ole Bill’, the 1911 AEC bus used as troop transport in France and Belgium during the First World War. John Lines escorted it to Kennington.
arm, like our next door neighbour had. Even after the introduction of Panda cars and our move to the sunny climes of Southport, 18 miles north, my dad would commute to Crosby on a ‘reliable’ 125cc Honda. There were times in mid winter when he took our family minivan. If it failed to start in Crosby, I would, aged 17, get a phone call at 3am to go and collect him. The other officers at Crosby police station would be bemused by a long haired biker turning up at the station desk at 4am, until I explained why I was there. We would take turns riding pillion back home on my BSA C15, sometimes with feet down over the icy sections of road.
Even after my dad retired, he occasionally, when I was back from Cardiff Uni, would take out my BSA A10 cafe racer. The first time he said he’d been doing a steady 40, until I pointed out he had been looking at the tacho and had actually been doing a steady 70. Our old ex police neighbour would visit and I have fond memories of his asking me how fast I went on my A10. “About 60 or 70,” I said. “Is that why the speedo is stuck at 90?” he asked, as he tapped the speedo and it returned to zero. Ever the observant cops, my dad and me, very proud of their days as motorcycle cops and the thrills they had on fast Triumphs. John Kane, via email.
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