The Classic Motorcycle - October 2019 - Preview

A ALLROUND SPRINGIN NG EX D XCELLENCE FORWARD Triu umph Daytona twin

RD Rare Vincent-HR

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OCTOBER 2019

Fun n he e at the festiv val festi Vintage Velo on track Guz zi’s g alletto nt G la al

Unusual Italian commuter

PLUS  BSA A70  ROYAL RUBY V-TWIN  FRAME REPAIRS  BSA BANTAM D1  FOUNDERS’ DAY  GRAND PRIX LE PUY NOTRE-DAME THE 1938 MANX GP TRIUMPH TWIN REBUILD CONTINUED

Editor’s welcome

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The many various facets of motorcycling fascinate me, and always have. It’s very easy to become absolutely dedicated to one marque, to one genre, to one branch of sport or even all of the above, and of course there’s nothing wrong with that at all.

I’ve friends who won’t hear a word against Velocette, say, but their interest is in the marque in general, so everything from 1920s to 1960s. Then there are others who are just into flat-tankers – marque is less important, it’s that era; same with others and veterans.

Some will restore Triumph unit twin after Triumph unit twin, or ride nothing but a Gold Star, while I’ve been talking recently to a chap who has four Featherbed cammy Nortons (two Manx, one Inter/Manx hybrid and an Inter). I admire this single-minded dedication but I’ve never been able to subscribe to the same theory. Though saying that, I had realised that I’d almost accidentally ‘assembled’ an exclusively 1927-31 stable of vaguely sporting machines, at one point. As a consequence, I’ve actively been trying to diversify the stable, as I want things that are different, not all, basically, versions of the same.

That there are different branches of motorcycling is always interesting to me as well. One can take a humble two-wheeler and find like-minded souls who want to race with you (on either hard track or mud, or desert, or shale, or ice) or ride slowly over and around obstacles with you (trials). Otherwise, one can head off to see the sights (touring) or simply use it as an excuse for social gatherings (so bike nights). Then there’s the whole world of clubs and club nights in particular, where people gather (and not always gather by motorcycle) simply to discuss motorcycles; and then there’s shows, where, again, riding is not part of the experience, but it’s a social occasion, and also an opportunity to appreciate the skill and craft of others. For of course, the engineering challenge of estora atio on and d ma ainttena ancce is s ano othe er imp porttantt fa acet re to our hobby.

Me? As I said at the start, I like all of it and find it fascinating. Though saying that, there’s little that can better a bright, early morning start and some happy miles on a vintage Sunbeam. Biased? Well, a little bit, but I’m continually trying to broaden my horizons and realise/ appreciate there’s more to motorcycling than just one particular interest. And embracing that will do us all good.

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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, Andy Westlake, Steve Wilson.

Contributors this issue

Chelsea Borchert, Mike Davis.

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: OCTOBER 2019

60

90

Archive photograph .......................................... 6 News ................................................................... 8 Founders’ Day................................................. 14 Letters ............................................................. 16 Triumph Daytona........................................... 22 Grand Prix le Puy Notre-Dame..................... 29 Subscribe and save ........................................ 34 BSA Bantam D1 .............................................. 36 Festival of 1000 Bikes ..................................... 42 Vincent-HRD Model P ................................... 48 Royal Ruby V-twin ......................................... 60 Closer look – 1938 Manx GP .......................... 66 APMC chairman Ken Brady interview......... 72 Men who mattered – Mick Walker................ 74 Triumph unit twin rebuild ............................ 76 Roy Poynting column .................................... 80 Jerry Thurston column................................... 82 Sketchbook Travels ........................................ 83 You Were Asking............................................. 86 Restoration guide – BSA A70 ......................... 90 Technical feature – frame damage ............... 92 Next month .................................................. 109 Diary..............................................................110 Classic camera.............................................. 114

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 | OCTOBER 2019

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Overseas success This pair of sporty New Imperials enjoyed a good day at a Japanese speed event.

Photograph: MORTONS ARCHIVE

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his fascinating, fabulous picture is dated ‘June 24, 1926’ on its reverse.

It was published in The Motor Cycle of that date, though further information remains scant. All it effectively says in the issue is: ‘G Maruyama, winner 250cc 20 mile race, and U Kawabata, second 350cc 50 mile race at the Shizuoka Championships held in Kagamigahara.’

It also notes the pair – Maruyama on the left, looking a lot happier with his efforts than Kawabata! – were on New Imperials.

One also assumes that where they are posed for the picture is the track where the racing has taken place, while the duo’s jumpers are emblazoned in English with the maker’s name and the riders’ identities too, also in English. The flags they are holding seem to have a mixture of languages on them.

In 1926, the New Imperial concern was on something of the crest of a wave when it came to sporting endeavours, down to the talents of the likes of Doug Prentice (winner of the 250cc TT in 1921), Bert Kershaw (successful in all manner of trials), Ken and Eddie Twemlow (the former winner of the 1923 350cc Amateur TT and 1924 350cc TT, the latter victor in the 1924 and 1925 250cc TTs) and renowned Brooklands expert, Bert Le Vack, who often used an overhead camshaft JAP engine in his New Imperial rolling chassis; he was second in the 1923 250cc TT on such a machine.

So the New Imperial name was regarded as a byword for the opportunity of sporting success – though one tends to think that rather than being swayed by race results across nations, our Japanese riders were actually more likely in the employ of a New Imperial agent, the clue being their choice of clothing.

Maruyama-san looks happier with his day’s work, aboard what would look to be a 1926 Model 5A 250cc Super Racer, subject of a few modifications, including the removal of its mudguards and the fitment of a twist grip throttle, though it still retains the original combined levers on top of the handlebar,

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THE CLASSIC MOTORCYCLE | OCTOBER 2019

with only the air still being controlled there.

The preferred engine was a dog-eared racing JAP, which looks to be the one in use on the 250cc machine. That machine also has an oil pump (Best and Lloyd, it would appear) clearly evident too.

The 350cc machine of Kawabata has a few anomalies, though it does still sport mudguards of a type. The petrol tank shape and lining suggests it to be a 1925 model, if not earlier. It also has a twist grip fitted to handlebars that have the distinct look of being non-standard, while the

350cc JAP engine is a twin-port affair.

Logic dictates that this is a Model 6A (so the catalogued 350cc racer) and it is definitely fitted with a twin-port JAP engine; a cooking Model 6 was single port. But where’s the oil pump? Mechanical pumps were introduced across the New Imp range in 1925, so perhaps this is a 1924 model. So Kawabatasan had to pump his oil by hand, perhaps hence the grumpy look on his face. Or maybe he simply was beaten at the line and while Maruyama was basking in winner’s glory, he was simply thinking of what might have been.

Classic archive

In 1926, New Imperial was in the process of abandoning JAP engines for its own made power units, though close study of the picture shows that the machine on the right has ‘JAP’ written on it, and although the 250 on the left doesn’t, it also hasn’t got ‘Imperial’ marked on the crankcase underneath the magneto chain cover; both of which here look to have New Imperial on them. The newly introduced New Imperial engine did, however, look very similar to the JAP engine, though it was possessed of a longer stroke.

By 1927, there were no JAP engine singles listed in the New Imperial range. The 1920s were boom years for the concern, returning profits annually, leading to the move, in 1929, to a new, state-of-the-art factory, with all the costs that came with it.

As the world crashed into recession, New Imperial was to endure some trying times in the next few years, as did so many manufacturers. Although increasingly innovative and with the ability to come up with interesting machines, featuring unit construction, rear springing and all manner

of other cleverness, New Imperial were, like everyone else, faced with a struggle to keep going.

But, through the 1930s, keep going they did, also achieving some remarkable successes (including 250cc TT wins in 1932, thanks to Leo Davenport, and Bob Foster in the same race in 1936) largely against the odds, before eventually collapsing, once and for all, in 1939, though it was really 1938, as the factory was kept going, unproductively, in the last year before End the Second World War.

THE CLASSIC MOTORCYCLE | OCTOBER 2019

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Neews Events

New ws&Events

NEWS IN BRIEF BORDERS CLASSIC  The Borders Classic

The madness of Millyard

Bike Show is on Sunday, September 8, 2019 at Lacon Childe School in Cleobury Mortimer, Shropshire DY14 8PE. This year the school PTA are running the show, as Jim Reynolds has retired after more than 30 years, although he will be there as guest of honour, presenting trophies. And he’ll still be at ‘Uncle Jim’s curry night’ on the Saturday evening.

This Velocette V-twin was created by Allen Millyard in just eight weeks. See it at the October Stafford show.

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THE EUROJUMBLE  This year’s Netley

Marsh Eurojumble is on Friday, September 6 and Saturday, September 7. It will see more than 300 traders showcase their wares, with everything from spare tools to books, signs to magazines on offer. Details at www. netleymarsheurojumble. com or 01507 529529.

VINTAGE MOTORBILIA  Vintage Motorbilia offer a garage clearance service as well as help with collection dispersal and are particularly interested in anything motoring, particularly the odd and interesting. Email vintagemotorbilia@gmail. com or call 07788 961514.

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C Creative engineer and epic sspecial builder Allen Millyard w will one be one of the guests of h honour at Stafford this October, aat the Classic Motorcycle M Mechanics Show over October 119/20, and will be showcasing ssome of his remarkable h home-built machines.

Allen is renowned for creating m mind-boggling bikes, having b built more than 30 multicylinder machines ranging from four and five-pot, two-stroke Kawasakis, to a V12 ‘Z2600’ based on a Z1300 Kawasaki.

Over more than two decades he’s produced dozens of Kawasaki fours, fives, little Honda V-twins, V8 and V12 Kawasakis, the Viper V10, the Flying Millyard five-litre V-twin and the six-cylinder RC374 ‘Hailwood Tribute’ – inspired two years ago at Castle Combe when he saw Guy Martin riding one of the replicas of the 297cc Honda racer. The Millyard machine uses two Yamaha engines.

Allen has been bringing pieces of scrap back to life since he was 17, inspired by

his passion for metalwork at school. One of his first projects saw him transform a rotten Honda 90 into a V-twin, using his dad’s Myford ML7 lathe.

From those beginnings, he’s gone on to create a vast array of masterpieces.

Showgoers have the chance to meet him and ask about his creations at the show at Staffordshire County Showground (ST18 0BD).

For information and savings on advance tickets, visit www. staffordclassicbikeshows.com

Kop Hill celebrates a decade of success The Kop Hill Climb celebrates its 10th anniversary this year, with some very special motorcycles running and displaying at the historic motoring festival over the weekend of September 21/22, in Princes Risborough, Bucks.

Special guests include motorcycle legend Sammy Miller who is bringing some very important bikes along from his museum collection and TV presenter Fuzz Townshend from National Geographic’s hit show Car SOS, who is bringing some of his cars to the festival. Both guests will be running The Hill with their vehicles.

THE CLASSIC MOTORCYCLE | OCTOBER 2019

The event, run totally by volunteers, has raised over £650,000 for local charities since its resurrection some 10 years ago, with over £110,000 raised last year alone as the event’s

profile increases.

With over 18,000 people through the gates last year, record numbers are expected.

Tickets are available at www. kophillclimb.org.uk/tickets

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Neews Events

Ten times champ to star at Stafford The most successful sidecar racer of all time, Steve Webster, will be joint guest of honour at the Carole Nash Classic Motorcycle Mechanics Show over October 19/20.

Steve always attracted a large audience during his racing days, and now fans have the chance to meet the former world champion, getting to know more about his memorable career.

There will also be an exclusive interview by resident compere and racing star, Steve Plater.

Born in Easingwold, North Yorkshire, Webster’s career began aged 19 in 1980 at his local circuit, Elvington near York, and he went on to achieve a magnificent and recordbreaking career, winning the FIM Sidecar Championship a

record-breaking 10 times.

Webster won his first title in 1987, in only his fourth season of world championship events, with Tony Hewitt in the chair.

His further two titles were added in 1988 and 1989, before claiming another title in 1991 with partner Gavin Simmons.

A gap of six years followed, before he claimed three backto-back titles in 1997, 98 and 99 with David James.

In 2000, Paul Woodhead joined Webster, winning the world title that year before adding two more in 2003 and 2004. Along the way to securing his record 10 world titles, ‘Webbo’ notched up an unprecedented 31 consecutive pole positions in world championship races and clinched 62 world

Grafty Green grasstrack For some years, the Kent Kracker has been a premier event for its organising club, the Maidstone Aces MCC, and this year’s Kracker took place at Grafty Green, appropriately situated in the heart of the Kent countryside.

While the events for modern machinery offered entertainment enough, the club endeavoured to fill out the entry with a vintage event. Once more, the sound of JAPs and even a lone BSA offered a symphony of nostalgia for many of the older fans present.

Unfortunately, the class suffered from some attrition, but the man who took the chequered flag was veteran Chris Mackett, on a 350cc JAP. Chris returned to the sport after many years away from the action and now maintains a busy schedule competing in events for both modern and older machines.

On this occasion, he was followed home each time by Derrick Keyes on a 500cc ArterJAP while Chris White (350cc BSA) and Rob Snow (350cc Ansel-JAP) each claimed two third places.

There are many surviving JAP competition engines, but

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Back in the day, it would have been a straight-through pipe!

Race winner Chris Mackett on his muted, but track-legal, 350cc JAP.

Rob Snow’s Ansel-JAP. The engine is JAP’s ‘grasstrack’ unit fitted into an Ansel frame made in the early 1970s.

most are now salted away in collections, rarely seen and almost never heard. All of the riders at Grafty Green seemed pleased for the opportunity to be able to use their bikes for the purpose for which their respective manufacturers intended.

Alan Turner.

THE CLASSIC MOTORCYCLE | OCTOBER 2019

The legendary Steve Webster in action. Meet him at the Classic Motorcycle Mechanics Show over October 19/20.

championship wins. He retired in 2005.

Away from his racing, Webster has been awarded numerous awards and recognitions for his outstanding career. He was the recipient of the Seagrave Trophy in 1991, the same year he became an MBE for ‘services

to sport’. He also received a Lifetime Achievement Award from the Auto Cycle Union in 2006.

The show takes place at Stafford County Showground.

Advance tickets are available from 01507 529529 or www. staffordclassicbikeshows.com

Strong price for a Triumph

At the Dorset Vintage and Classic Auctions sale at Henstridge Airfield on July 11, this handsome 1938 Triumph Model 6S realised £9020. Bought by the seller at auction in 1982, as a project when showing just

11,000 miles recorded, the full restoration took until 1990 and the sparing use since then had only brought the mileage up to 11,674. The next DVCA auction at Henstridge Airfield is on Thursday, October 24, 2019.

Bonhams’ Stafford sale There’s expected to be a strong collection assembled for the Bonhams’ Stafford sale, held at The Classic Motorcycle Mechanics show, over the weekend of October 19/20.

Machines already confirmed include a 1907 Norton V-twin and a 70 years newer Silver Jubilee Triumph Bonneville. An Ascot-Pullin represents a rare opportunity, too. Go to www. bonhams.com for details.

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Neews Events

Ladies’ Richa Lausanne jacket What a jacket! No matter what type of bike you’re riding, it seems to suit most.

The tan leather is soft enough to give a great fit without being too thin to compromise the protection it’s there for. It has the usual CE approved (level one) elbow and shoulder armour protection and also has a built-in back protector, which is actually not uncomfortable and bulky like some, which again is CE approved (level one).

Putting it on for the first time, it sat perfectly with a great fit immediately. It has good arm length, something I’ve noticed with some jackets coming up short.

There are two zipped outer pockets and an inner pocket with Velcro fastening. You wouldn’t want to fit a lot in any of these pockets with it being such a fitted jacket, but they’re still very useful for stuffing in a few essentials such as earplugs, cash, cards etc.

The jacket has a press stud waist adjustment, zippers on

Peter Williams – Designed to Race Revised edition

Author: Peter Williams Designed and published by: Redline Books Available only from Peter Williams, who will supply signed copies if requested.

Email: designedtorace@gmail.com Hardback, 225 x 285mm, 286 pages, with over 250 photographs and illustrations ISBN: 978-0-9555278-8-3 £35 plus p&p the sleeve cuffs for adjustment and a soft collar with press stud closure. There’s also a zipper connection panel at the back, which allows you to connect the jacket to some trousers with a compatible zip to bring the two separates together.

This jacket is perfect for spring/summer riding or anytime you don’t need a hefty jumper underneath to keep you warm. Well fitted and a bit different, it’s safety in a smart manner.

It costs £269.99. Visit www. nevis.com Sarah Drury.

David Beckett After a long period of illness, David Beckett passed away recently.

An agricultural engineer by trade, David was constantly using his skills to mend or restore just about anything, including a number of cars and bikes. He started car racing while working in Kenya and built on his success after returning to the UK. His enthusiasm extended to any form of motorcycling, but road racing gave him most satisfaction. The Classic MotorCycle caught up with him for ‘A brief chat’ in 2012. By then, he was in his 70s, riding an original Manx Norton in the Lansdowne Series, where he remained as quick and as competitive as ever.

Charming, modest and regularly referred to as ‘a gentleman’ in the nicest

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Book Review

A Brooklands event some years ago, where David was an entry on an Ariel Red Hunter, one of his many restorations.

sense of the word.

Our condolences go out to David’s wife, Sylvia, and daughter Annette.

Alan Turner.

THE CLASSIC MOTORCYCLE | OCTOBER 2019

Peter Williams was, in his day, one of the best road racers of the time and a TT rider par excellence – and is one of that small band of sportsmen who can be called ‘the best never to win a world championship.’

Peter’s unique career in the 1960s and 70s as racer, designer and development engineer, culminated in many great victories on bikes from 125cc to 750cc.

For two months in 1967 he led the 500cc class of the world championship on his single-cylinder Arter Matchless Special, against the much more powerful Honda and MV Agusta multis.

Just when he was, perhaps, due for a works ride, the Japanese withdrew from Grand Prix road racing and Peter joined the re-emergent manufacturer of Norton.

Although discouraged by his parents, it is not surprising that from an early age Peter was obsessed by motorcycles and racing, considering that his father Jack Williams, his uncle Tommy Bullus and his godfather Jock West were all ex-Brooklands and TT works riders.

After a promising start as a club racer, Williams’ name first came to light partnering Tony Wood in 1964. Riding the works-prepared 250cc 100mph AJS CSR, the pair were surprise joint winners of the 250cc class and

finished seventh overall in the Thruxton 500 mile endurance race. Following this result, Peter was offered sponsorship with Kent tuner Tom Arter and a long and successful association followed.

Peter had two consuming passions: Riding his motorcycles at 10/10ths and for Britain to regain motorcycle supremacy.

Indeed the latter was his mission, his crusade – and so he rode almost exclusively British machines, but, interestingly won his only Grand Prix on a 250cc MZ. Peter’s engineering design insight gave him an advantage on the race track and set the trend for what motorcycles are today. He was the first in the world to design and use cast magnesium wheels and tubeless tyres.

The pinnacle of his career came in 1973. Riding the machine he designed, the John Player Norton Monocoque, he won the Formula 750 TT, with record race and lap speeds, and another second in the Senior TT with the fastest-ever race speed for a single-cylinder machine and an unofficial lap record.

Superbly designed by Alan Wilson, this is an excellent, top quality book – even better in its revised form.

Book reviewed by Jonathan Hill.

THE WAY WE WERE IN

OCTOBER 1919

As during the recently-ended war, the combustion engine was proving its worth during the current railway strike.

Owners/drivers of motor vehicles from motorcycles to five ton lorries had volunteered to help the Government maintain food supply chains, communication and other essentials.

Before the war, such a railway strike would have paralysed the nation, but not now. The true worth of petrol driven vehicles had become apparent during the war and were now a feature of everyday life.

Motorcyclists were redelivering food supplies to isolated country dwellings, medical supplies to hospitals and vital documents to businesses across the nation, while commuters were piling onto large motorcycle outfits for their trip to work.

When the strike started, the newspaper world wasted no

1944

Expert observers stated that due to the expected drop in demand for aluminium alloys, caused by the expected fall in orders for military aircraft,

1969

Dave Lecoq, piloting Clive Waye’s supercharged, 1300cc Volkswagonengined Dragwaye, set new national and world records for the standing start 1/4 mile, posting 9.815.

Other world and national 1/4 mile standing start records were set at the weekend-

1994

The borough council of Ballymena, Co. Antrim, had just unveiled a plaque on the building where Joe Craig, the motorcycle racer and former Norton chief (nicknamed by

time in arranging additional ‘volunteer’ transport to service their industry, from rushing copy and photographs to their printers by motorcycle, to transporting large bundles of newspapers and magazines across the country by lorry, with motorcycles completing deliveries locally.

Since the strike began, The Motor Cycle copy had travelled to the printers on a 348cc Douglas owned by a staff member and an in-house photographer has pressed his 8HP Matchless outfit into service riding across the nation with his equipment stowed in the sidecar.

As a result, traffic snarls in the big cities were commonplace and unscrupulous suppliers had been charging £1 and more for a two-gallon tin of motor spirit. The Government swiftly responded and ended the practice by including motor spirits in the recent Profiteering Act. there would be a glut of the material. The industry had stated it expected motorcycle makers to help out by using more aluminium alloys. long Elvington (near York) meeting, including by Des Heckle (250cc Starmaker) and Norman Hyde (500cc Triumph outfit) while veteran speedman George Brown broke Eric Fernihough’s (Brough Superior) 1937 1000cc flying mile record with a speed of 138.382mph. some ‘the wizard of tune’) was born in 1898. Craig died in a car crash in 1957 while touring Austria.

Richard Rosenthal.

THE CLASSIC MOTORCYCLE | OCTOBER 2019

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Traditional day out Club stands, ice cream, silly games, autojumble treasure and a happy, diverse crowd, give Founders’ Day its enduring popularity.

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Words and photographs: JAMES ROBINSON

hat it is unashamedly traditional is the beauty of the Vintage Motor Cycle Club’s Founders’ Day event, held this year, as every year, in the grounds of Stanford Hall in Leicestershire.

Taking place on July 21, 2019, this season’s theme was seven decades of the Royal Enfield Bullet – and there were lots of examples in attendance to commemorate the occasion.

As well as lots of RE Bullets, there were lots of people too, in what felt like the busiest ‘Founders’ for quite a few years. The event has always attracted a dedicated following, owing to its wide ranging, sprawling and eclectic autojumble – the jumble still regarded as one of the best there is – but, this year, there felt to be more of a ‘family atmosphere’ as generations happily bustled about, almost shoulder to shoulder at times, between the stalls.

Though there’s always a wide variety in the jumble, it’s still regarded about the purest of all, with plenty of ‘good stuff’ being offered, ranging from complete motorcycles

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THE CLASSIC MOTORCYCLE | OCTOBER 2019

Above: Enfields, Enfields, everywhere…

Though it was supposed to be a Bullet theme, there was a good helping of other RE examples too.

Below left: Rickman Interceptor in an unusual, 1920s inspired colour scheme. It works well, we reckon.

Below right: Johnny Brittain 500 Twin Royal Enfield, a gold medal winner in the 1953 ISDT, in then Czechoslovakia.

(I was hard pushed between most-wanting the threespeed vintage Scott or the G15CS desert sled) to interesting and hard-to-find bits and pieces. Motorcycle electrical whizz Ferret was happy, delightedly showing a 1930s gearbox casing for a New Hudson, his preferred marque of the moment, that he’d managed to acquire.

Many others were similarly chuffed too, with lots of bits and pieces changing hands and, hopefully, more motorcycles getting nearer to a return to running order, thanks to the acquisition of much-needed parts.

There’s still room at Founders’ Day for the games and trundle round the arena that has long been part of the event’s make-up, with people sat around the parade ring, enjoying the sun and ice cream, listening to all sorts of motorcycles being gently exercised.

What Founders’ Day is, and remains, is, simply, a nice day out – time to chat, look at some motorbikes, eat some ice cream, sit on the grass and maybe even End pick up a gearbox casing… What’s not to love?

VMCC | Founders’ Day

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3 2

1: Sports or Super Sports?

Smart Morgan features an overhead valve Matchless V-twin motor.

2: Lovely Matchy desert sled.

Though I couldn’t decide whether the non-standard seat was good or bad.

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3: The section featuring EFI Bullets was well-supported, showing the enduring popularity of the model.

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4: Super-unusual Bullet short circuit racer was a catalogue model, sent to certain dealers in 1954 and 1955. The machines, which were far from standard, were built in the Redditch competition shop.

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5: Some more Royal Enfields.

The one in the middle was taking part in the trials demonstrations, another Founders’ Day tradition.

That and tug of war.

6: Nice Matchless trials iron. Though where the oil-tank has gone is a bit of a puzzle. Is it oil-in-frame?

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7: The car park always throws up some interesting machines. This Royal Enfield would look to be an amalgamation of Indian cycle parts and British made big twin motor. Nicely done.

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8: Boxes and boxes of treasure – for those who know what they’re looking for anyway.

9: Two-stroke choices. The Scott nearest the camera had been in the same ownership for 66 years.

10: Funny mainland European scooter was one for someone who dares to be different.

Perhaps a Peugeot, we think.

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11: There’s generally a good helping of Vincents at such shows, and they’re usually all ridden in too.

THE CLASSIC MOTORCYCLE | OCTOBER 2019

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Readerss’ Letters

Readerss’ Letters YOUR VOICE & YOUR OPINIONS

Defending the Dandy

Regarding Steve Wilson’s excellent ‘The unloved’ feature (August 2019)... poor Dandy! Will no one defend another of BSA’s heroic failures?

Well, I’ll have a go. Firstly, the Dandy was a clever, economicalof-material design, conceived by Bert Hopwood and Doug Hele – hardly muppets in the design world. The pivoting U-shaped engine/clutch/gearbox unit wrapping round the rear wheel with the swing-arm/secondary chaincase bolted-on was an innovative solution.

Secondly, you don’t take the gearbox off to get at the points; you leave the gearbox in place and start at the other side. Rear wheel spindle nut off, two bolts off to undo suspension unit, three screws to remove carb cover, pull carb off rubber mount complete with fuel pipe and throttle cable, disconnect flywheel mag connector, remove six bolts and the complete engine/swing arm plate and silencer comes off leaving the gearbox and secondary drive in situ. Ten minutes max if you know what you’re doing.

Okay, unorthodox and hardly a roadside job, but you do end up with a very accessible flywheel mag and clutch.

Thirdly, according to his ‘Whatever Happened to the British Motorcycle Industry?’

Bert Hopwood had jumped ship from BSA to Associated Motor Cycles in April 1955, long before the Dandy was announced in November 1955. In the following year, BSA was in turmoil with the ousting of Bernard Docker at main board level in August 1956, James Leek stepping down in September 1956 and the ‘arrival’ of Edward Turner as managing director of BSA, although by all accounts he showed no interest in managing or directing anything at BSA. The Dandy then went into production in October 1956 with little evidence of any serious development in the interim.

Now the downsides – which certainly confirmed the lack of development: the first 1000 bikes experienced frame breakage and had to be reworked; the overhung crank was supported on two sealed ball bearings.

Scrambling memories I was delighted to read Andy Westlake's article (TCM, July 2019) about a 350cc scrambles Matchless and his fond memories of that era.

I was a competitor at that time and this was my 1953 350cc Matchless at a scramble meeting somewhere in Cheshire in about 1957. I am the bloke in the corset and this bike was my sole transport at the time. I rode it to the meeting and back with a silencer which I replaced with an 18in copper pipe for the races.

I started my competition career in 1955 on a G3L Matchless during National Service and was cannon fodder for the stars for nearly 20 years

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in most branches of the sport and really enjoyed it.

Although I am 86 years old now and no longer a motorcyclist I still compete in (age group) running, cycling, duathlon and indoor rowing events and am still hoping to breakthrough into the big time!

Brian Forster, via email.

From around 1957, Brian Forster (in his corset) at a Cheshire scramble. He’d ride his Matchless to events.

THE CLASSIC MOTORCYCLE | OCTOBER 2019

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McLeans

Unfortunately it had not been considered that the workings of a two-stroke engine would suck A small (but to us from the City the grease out of them leading of Discovery, very important) to early main bearing failure. A correction to the lovely article grease nipple in the crankcase on the great Louie Mclean in feeding grease via a tube to the August 2019 issue. Louie’s the bearings was the service widower, George, had his fix; the Lucas electrical system dealership not in Perthshire, was ‘unorthodox’ in that, for but the fair county of Angus, example, a blown headlight bulb in Dundee to be precise. He would result in the tail-light bulb had a large and successful also blowing, plus the engine bike business, later taken over stopping as this also cut the by my friend, the late and ignition; the gear pre-selector sorely missed Jack Gow, and mechanism underwent many also the Ford car dealership. modifications; the ergonomics The bike showroom was of the starter, centrestand and on the Esplanade where the brake pedal were dreadful but Discovery Point centre now were modified; and, contrary to stands, adjacent to the V&A Bert Hopwood’s statement, early and the lads could skelp along bikes were fitted with aluminium the Esplanade under the cylinders and it was only later rail bridge to test the bikes. that cast iron cylinders were The Esplanade is now sadly substituted, although whether emaciated with a roundabout the reason for the change (‘circle’ in Dundee parlance) was purely financial or due to at a supermarket entrance problems, I do not know. and hobbled with a 40 limit So, to my way of thinking, a – so no more happy ton-up promising design fatally let down blasts aiming at the arches of by ineptness in development. I the bridge. rest my case.

Geo Corner, (A missionary Nick Jeffery, via email. in) Kirkintilloch.

Michael’s Motom, says Marco I am a passionate reader of your magazine, it’s my favourite and I’m quite sure it’s the best one on classic motorcycles we can find around, especially for a big fan of British iron like myself.

I live in Florence, Italy, and I shared your picture (page 114, August issue) with my good friend Graziano Dainelli, a super expert of veteran and vintage motorcycles and cars, who is also the vice president of CMEF, our vintage motorcycle club of Florence (about 1000 members!).

The bike on which Prince Michael of Kent sits astride seems to be a late 1950s Motom, 50 or 75cc. It is a quite rare competition model that was commonly called the “il 5 marce”

(the five-speeder). This can be recognized by the 21in front wheel, the rear springs, the torsion bar and, mainly, the forced air induction on the righthand side and the engine.

Hope to see my answer on one of your next issues! Keep up the good work!

Marco Bianchini, Firenze, Italy.

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