The Classic MotorCycle - October 2018 - Preview

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Firstly, an apology; we’ve not included the Morini OC Track Day in this issue, the simple explanation being we ran out of space after being presented with the opportunity to go and have a closer look at the historic Beart Manx Norton (featured on page 40). As you’ll read it had a massive personal appeal to me and the fact it is coming up for auction meant we had to ‘bump’ something out of the issue to include it, hence the disappearance of my Morini feature.

Morini has been a bit of a personal theme for me, too, as I’ve acquired one. I’ve spoken before about my desire to have something made in the year I was born (1978) so post Morini track day, and after the amount of fun I’d had riding Morinis, I decided to take the plunge.

I’m now the owner of a 1978 Morini. It’s the youngest thing in my shed by 45 plus years, so to me is a ‘modern bike’ but it is still possessed of infinite charm and likeableness. It’s also given me an opportunity to buy lots of Moto Morini books… As someone to who symmetry and order appeals, I enjoy the fact it is 50 years newer than the other 350cc machine I’m currently re-smitten with, my Rex-Acme Blackburne.

Last month, I’d mentioned how the Rex-Acme handlebar had snapped, but a kindly friend donated a set of Velocette KTT bars to my cause, black painted and slightly narrower than the ones that were on the bike previously, but, actually they look the part and so are destined to stay in situ now.

The Rex was put to a few more hundred miles of use in July too, and I was even confident enough to let a friend (two actually) have a go on it. One had a decent (15 miles) ride on it and pronounced it was lovely, which is always nice to hear. It definitely is going well, so pleasing.

Now, the next thing is going to be a set of gears for it as it suffers from having a wide-ratio gearbox. It’s a threespeed Burman and has a horrible whine in second as it is, so it will need attention in the not too distant future.

And if I could get a set of close ratio ones, well, that’d be even better…

But first, we’re off to Ireland (dad, my Australian-based cousin Pete and me) for the rally over there, for which I’m taking the Longstroke Sunbeam. A few days, riding vintage motorcycles in the Irish sun (fingers crossed!) in good company. What could be better?

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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, Andy Westlake, Steve Wilson.

Contributors this issue Michael Davis, Dave Manning.

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 2018 Archive photograph .......................................... 6 News ................................................................... 8 Letters ............................................................. 12 Festival of 1000 Bikes ..................................... 16 Brooklands Motorcycle Day.......................... 18 Founders’ Day................................................. 20 Subscribe and save ........................................ 22 Solex Rally....................................................... 24 Velocette Venom............................................. 28 Matchless Model X......................................... 34 Beart Manx Norton ........................................ 40 Cedos............................................................... 46 Graham Crowley profile ................................ 52 Lansdowne round-up .................................... 58 Francis-Barnett Falcon.................................. 60 Closer look ...................................................... 66 Ashley Boal interview .................................... 72 Triumph 3TA/5TA rebuild............................. 74 Roy Poynting column .................................... 78 Jerry Thurston column................................... 80 Sketchbook travels ......................................... 83

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60

You were asking.............................................. 86 Restoration guide – BMW /5 Series .............. 90 Technical feature – pistons ........................... 92 Classic components – Amal Midgets ........... 98 Diary..............................................................110 Next month ................................................... 113 Classic camera.............................................. 114 POST: The Classic MotorCycle, PO Box 99, Horncastle, Lincolnshire LN9 6LZ EMAIL: jrobinson@mortons.co.uk

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Home Guard on motorcycling manoeuvres

T

he motorcycling press was hugely involved in Home Guard recruitment during both the First and Second World Wars, with adverts and forms, as well as encouragement, appearing in both The Motor Cycle and Motor Cycling.

Pictured here are dispatch riders (DRs) who were part of the Home Guard formed in May 1940.

The classic Jimmy Perry and David Croft sitcom Dad’s Army, first broadcast 50 years ago in 1968 and which went on for 80 episodes over nine series, finally finishing in 1977, drew heavily on Perry’s experiences as a teenager in the Home Guard.

Set up as the Local Defence Volunteers in May 1940, the organisation consisted of men

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THE CLASSIC MOTORCYCLE | OCTOBER 2018

above and below the age of conscription and those deemed unfit or ineligible (due to reserved occupations) for military service.

By July 1940, 1,500,000 men had signed up and the name had been changed to the Home Guard.

Anyone who’s seen the TV series will be familiar with the mixed bag of volunteers and equipment, with a ‘make do’ approach that with hindsight looks naive and comical.

However, the threat of invasion was very real, while weapons and uniforms were in short supply. Winston Churchill implored the people of the country not to ‘lay down’ in the face of invasion as was perceived (by Churchill) to have happened in other countries. These Home Guard men were

prepared to die; indeed, an episode of Dad’s Army (The Battle of Godfrey’s Cottage) addresses this subject poignantly when a quartet of the men believe that the invasion has happened. They vow to stay in position, suggesting it will be their end, but accept that outcome.

The Home Guard became a wellequipped, well-trained force of 1,700,000, as gradually equipment came through. The force evolved demographically too, so by the time it was stood down in December 1944 it had been stated it was more of a ‘Lad’s Army’, consisting of 17 and 18 year olds effectively being prepared for military service, with many of the older men pensioned off.

By the end of the Home Guard its

Classic archive a

The Home Guard was founded in 1940, to offer resistance in the face of invasion. They had a dispatch riding element, too.

members were also trained in bomb disposal and used to man anti-aircraft guns too, and were more of a guerrilla outfit, that, in the situation of invasion, would be engaged in sabotage and disruption, rather than face to face combat.

DRs were part of the Home Guard, with this picture, published November 21, 1941, of a Hampshire Battalion, the accompanying caption explaining: “Recent big scale exercises proved the immense value of efficient Home Guard dispatch riders with their local knowledge and ability to maintain communications irrespective of the conditions.”

The riders are named too, from left: Sgt F A Purdy, S W Nealy, A J Hayles, D A Pettyfer,

A J Roberts, R Jones, J S Maxwell, D Cooke, F R Bessant, Cpl H H Wheatley and Cpl C G Warren. Not named are their machines (and they will most probably be their own machines, too) which are, from left, GY 7877 Rudge, ELJ 608 Velocette (probably MSS), EEL 185 Royal Enfield, DLE 435 chrome tanked but unknown, DEL 478 Rudge, FLJ 864 probably Royal Enfield, DLE 817 unknown (but the same as DLE 435!), FGX 612 Panther (Model 100?), UV 6345 Rudge, AAM 996 unknown, but perhaps a Royal Enfield, with, right on the end, BLJ 977 an Ariel and sidecar, which is clearly of at least 500cc and probably a 600cc VB. So it’s a mixed bag of machines, of various ages; the Rudge nearest the camera is circa

1932 (it’s still hand-change) while the Rudge UV6345 is the oldest machine in the line-up, quite likely dating to the late 1920s. The others are all significantly younger.

Not a single one of the registration numbers remains on the DVLA register.

And what of the men? Well, several of them could well have been too young for the Army at that point (the two lads on the matched DLE bikes, for example, and the chap on FLJ 864) while one suspects Corporals Wheatley and Warren (the two on the far end) would have been off the other end of the spectrum. Hopefully, none of them were among the 1206 personnel who were killed during the Home End Guard’s existence.

THE CLASSIC MOTORCYCLE | OCTOBER 2018

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New Events News

Premium level confusion usion Bonhams haas contacted us to say they have received a number of calls from potential buyers questioning their buyer fees as a result of the recent Hammertime supplement, supplied with our September 2018 issue.

Rather unfortunately, and mistakenly, it lists the buyer’s premium as 25%. Motorcycles are subject to 15% plus VAT buyer’s premium.

Motorcycle memorabilia and spares are subject to 25% plus VAT buyer’s premium.

We have been asked to clarify that the buyer’s premium on motorcycles is 15% opposed to 25%, which we are happy to do, while apologising for confusion caused.

Clive Ling Popular classic and vintage racer (and regular in the TCM-supported Lansdowne Series) Clive Ling, 52, was killed during a race meeting at Chimay in Belgium, on July 28. The talented metal worker from Norfolk was a popular and capable rider, a regular front runner in many classes of classic sport.

He leaves a wife, Donna, and sons Ben and Jamie.

His funeral will be held at 12.30pm on Tuesday, September 11, at St Mary’s Church, Shelton, Norfolk, NR15 2SD.

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News&Events Classic Mechanics show

There’ll be a rare opportunity to inspect, close-up, a range of Cagiva GP racers at Stafford. This is John Kocinski in action in 1994, at the British GP.

Headline news for the 25th Carole Nash Classic Motorcycle Mechanics Show, being held over October 13/14, at Staffordshire County Showground, is the appearance of 11 Cagiva ex-GP racers being displayed together, on the central Mortons’ stand.

Responsible for some of the most beautiful racers from

the late 1980s and 1990s, Cagiva strived to break the Japanese dominance, employing top level riders including Randy Mamola, Eddie Lawson and John Kocinski, with the latter two managing to get the machines into the winner’s circle, but alas, never delivering a 500cc world championship.

Star names expected to attend the show include GP world champions Jon Ekerold and Paolo Bianhci, plus ex-WSBK start and twice endurance world champion Terry Rymer. That’s in addition to all the many usual attractions.

For details and tickets call 01507 529529 or go to staffordclassicbikeshow.com

BSA and Rudge sale Three vintage motorcycles, one dating from 1913, that have been in the same father and son ownership for decades, are included in a sale at The Canterbury Auction Galleries.

The ‘Pioneer’ 1913 500cc, a 1934 250cc Rudge Radial and a 1936 500cc Rudge Special will be offered in the saleroom’s two-day sale on October 2/3.

They were owned by banker William Martin, who passed his lifelong passion for motorcycles on to his son, James. They attended shows and rallies together, including the Pioneer Run, entering the BSA on a

THE CLASSIC MOTORCYCLE | OCTOBER 2018

The three Martin-owned machines: the 500cc special, the veteran BSA and the four-valve 250cc Radial.

regular basis and collecting a total of eight finishers’ medals.

James inherited the trio of machines on the death of his father, taking them to France with him when he retired to live in Limoges 20 years ago. Each is accompanied by a comprehensive file

showing details of purchase, parts obtained and copies of all documents.

The motorcycles will be offered at the auctioneer’s rooms at 40 Station Road West, Canterbury CT2 8AN. For further information, please contact 01227 763337.

Dragstalgia Santa Pod’s Dragstalgia (held this year over July 13-15) re-creates some of the heady early days of drag racing in this country, when machines at the cutting edge often tested the mettle of their riders. While the competition now may not be as razor-sharp, the annual draw of quarter-mile racing and former exponents is also attracting a significant entry from the continent.

This year, bike section organiser Keith Lee had found an impressive 24 machines, most of which were original stars of the track in the 1960s and 70s.

For many bikes and riders, this is now their only event of the year. A major unknown factor in 2018 was the Santa Pod track surface, which had been completely renewed at the start of this season.

‘The Hobbit’, John Hobbs’ 1700cc Weslake, is probably the best known of the six double engined bikes entered.

John’s reputation was further enhanced as an 8.57/160mph blast was the weekend’s quickest bike performance.

Dennis Norman was

NEWS IN BRIEF  EXCITING SALE AT ALLY PALLY

Matthew Norman about to launch Norman Conquest, aptly named as it achieved success in America in 1970.

 KOP HILL 2018

represented by two of his bikes – Norman Conquest, his double Triumph, just as it raced, and Conquest 2, with two Norton engines. At 93 years old, Dennis now wisely leaves riding duties to younger family members.

There were also impressive numbers from the singleengined bikes. Large figures for both decibels and speed marked Dutchman Jan Honeé’s nitroburning Jawa-single machine.

With low eight-second times in its day, an unfortunate major blow-up sidelined it at Santa Pod. Martin Wilmott’s ‘Capella,’ a

blown, nitro-burning 500cc Triumph had run 9.37/148mph, but a mechanical issue meant he was unable to challenge John Hobbs in the final.

For his constant efforts in persuading riders out of retirement and back into their leathers once more, Keith Lee received the Spirit of ’76 award. Making sure nostalgia would also be available for later generations, there was a class for Pro Stock bikes, encouraging the next historic generation of bikes to return to the track.

Alan Turner.

Vicar’s collection offered

BMW airheads The BMW Airhead Fellowship, a non-profit-making organisation run by Peter Ardron and dedicated to keeping as many air-cooled ‘R’-series BMWs as possible on the road, held an event at the Lincolnshire Showground in aid of the Lincolnshire & Nottinghamshire Air Ambulance from July 13-15. There were all sorts of attractions, including lectures and a show element, with a fine array of classic BMW twins, as exampled above.

A spectacular single ownership collection will be coming under the hammer at Alexandra Palace on September 23. There’s some real glamour machines in there, too, including several MV multis and a gorgeous Francis Beart 350cc Manx Norton – featured on page 40 of this issue – as well as an original Matchless G50 and AJS 7R.

Father Robert Edward Hampson was an avid motorbike collector and rider in his spare time, so close friends and relatives were pleased to have his bikes at the church once more before going to sale with H&H Classics on November 9, 2018, at the National Motorcycle Museum.

His collection, headlined by a Vincent Black Shadow, estimate £40,000-£50,000, boasts 12 classic motorcycles in total, amounting to an estimated value of £140,000. The much loved local vicar was a well known figure in his local community of South Woodford in London, with double page coverage in the local paper ahead of his funeral.

The full line-up comprises 1951 Vincent Black Shadow, then six various prewar Sunbeams,

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

 GWEN WHITE Trials rider and event organiser Gwen White died on August 3, 2018. Gwen made her trials debut (as Gwen Wickham) in 1950 and just two years later, aged 21, made her Scottish Six Days Trials debut. She rode in the ‘Scottish’ again in 1957, which was the same year she married Jack White, a 1930s Ariel works trials rider. Later, Gwen became a regular at all manner of trials and events, regularly riding Jack’s Ariel Colt, on which he’d finished third in the 1935 SDT. Her funeral was held on August 23, in Romsey, near Southampton.

 STAFFORD SALE

Father Robert Hampson’s Vincent Black Shadow will be auctioned at the NMM on November 9.

BSA Sloper, Raleigh MH32, and two more V-twins, a 1921 Royal Enfield Model 180 and a 1947 Harley Davidson WLA.

SUBSCRIBE AND SAVE SEE PAGE 22 FOR FURTHER DETAILS

Three overhead valve SS100 Brough Superior projects headline Bonhams’ Stafford sale on October 14, while the preceding day, Saturday October 13, sees the sale, at the same venue, of the fabulous and eclectic Adrian Reed collection. Details at bonhams.com or call 0208 9632817.

THE CLASSIC MOTORCYCLE | OCTOBER 2018

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New Events News

Book Review “Two-wheeled blitzkrieg”

Chris Mackett at the front of the pack on a 350cc Hagon-JAP.

Donut grasstrack The Southend Donut grasstrack meeting, at Latchingdon in Essex, this year held on August 12, is an annual event organised by the Southend club. The event title refers to the relatively short course, as well as the packet of donuts (or doughnuts) that are a bonus for all those who appear on the podium at the end of the meeting.

The meeting also hosted a round of the VMCC Grass Track championship as part of a 55race programme. This included some specialist races, one for JAP-engined bikes (won by Chris Mackett) and another for Hagon-framed machines, with Godden powered Ben

Leeds taking victory.

Chris Mackett obviously has an appetite for the doughy confection – he contested a punishing nine races during the afternoon, winning eight and finishing second in the other, sometimes only having minutes to prepare for his next outing.

Brian Cornelius (JAP) had an easier time as he posted a win in each of the four legs of combined 250/350xx classic races.

With the Donut, the Southend club managed to re-create the atmosphere of a traditional club event, which, sadly, is becoming all too rare now.

Alan Turner.

Woodhall’s 1940s weekend

Well known for its association with the famous 617 ‘Dambusters’ Squadron, Woodhall Spa in Lincolnshire annually hosts a 1940s weekend (this year July 7/8), where the whole village seemingly gets involved.

Among the motorcycles displayed over the weekend was this Triumph Speed Twin and BSA single, while the Petwood Hotel – requisitioned

as the officers’ mess during the period of conflict, and still possessed of a ‘squadron bar’ – provided a suitable backdrop and refreshment.

Sarah Drury.

Author: Paul Garson Published by: Amberley Publishing, The Hill, Merrywalks, Stroud, Gloucestershire GL5 4EP Tel: 01453 847823 Email: publicity@ amberley-books.com www.amberley-books.com Softback, 165 x 235mm (portrait); 128 pages with approx 200 photographs.

ISBN 9781445672366 £14.99 No other competent nation employed motorcycles on the scale produced by the Third Reich. During Nazi Germany’s campaigns, first of invasion, then the retreat that followed, motorcycles served a variety of functions: as couriers, for reconnaissance, for medical evacuation, as assault shock troops taking the brunt of the battle, even as tank destroyers and for delivering hot meals to the frontline. As the Third Reich gained absolute control of Germany and sought to spread its domain by fire and steel, some 300 different brands of motorcycle had been in production, yet only a select few were chosen to join the Wehrmacht in its war of conquest. Among the motorcycles were the vaunted BMW, as well as NSU, Zündapp and the now lesser-known yet ‘bullet tough’ 125cc and 350cc DKW models, amongst several others, confiscated from occupied territories. Civilian machines were often requisitioned and painted in drab grey – pictured are some rarely-seen D-Rad, Victoria, Horex, 500cc DKW twins and lightweights Meile models (now makers of household white goods).

As with all motorcyclists, there was a kinship among the soldiers on two (or three) wheels who call themselves Kradmelder (dispatch riders).

Two-Wheeled Blitzkrieg shares the uniquely personal, largely unpublished images they took of themselves and their machines as they entered the crucible of war.

Many of the pictures are also taken while on active service in Europe and the very informative captions give an insight into the German occupation and atrocities committed.

It is interesting to see a group of German officers posing beside a flat-twin Zündapp and read that their highly theatrical and now iconic Nazi-era uniforms were devised by Hugo Boss, the modern-day fashion icon.

It is interesting to read of the BMW R12, the 745cc sidevalve flat-twin of which 36,000 were built for the German military, to be replaced by the R75 with its overheadvalve engine and in sidecar trim had an eight-speed transmission with sidecarwheel drive. Also described is the fearsome tank-tracked NSU Kettenkrad, powered by a 1500cc four-cylinder, watercooled Opel engine.

This excellent, wellresearched book gives an interesting aspect of the Second World War that has rarely been covered by historians.

Highly recommended.

Reviewed by Jonathan Hill.

FROM ONLY

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THE CLASSIC MOTORCYCLE | OCTOBER 2018

THE WAY WE WERE IN

OCTOBER 1918

Maker of the Smith Motor Wheel, A O Smith and Company, of Milwaukee, Wisconsin, USA, had recently

1943

As part of their regular motorcycle training regime, the Syx Don R Motor Cycle Club (DRs of the 6th Surrey Home Guard) held an Army demonstration trial. Aiming to provide maximum training per mile, entrants tackled six distinct hazards in each lap of the 2.7 mile course.

Sections comprised a stretch of sand (which later gained a bend to make it more difficult!), an axle-deep water splash, a big bomb crater, a steep descent of a muddy hill, rock-type steps created using timber positioned around the huge roots of trees and a stop/ start test on a steep camber.

While some struggled in one or more of the sections, experts, including Sergeant Paddy Johnston (winner, 1926 Lightweight TT) were on hand to advise and encourage. In his lecture, Johnston spoke of the importance of the DRs’ dispatches and the need to

1968

Over 50 world and national records were broken at the ISO and NSA event held at Elvington. At the extremes of engine capacity were Dutchman Aalt Toerson (50cc Van Veen Kreidler) who rewrote three standing start world records (quarter mile 15.569s, 57.809mph, kilometre - 30.319s, 73.781mph and mile - 44.392s, 81.096mph) and George Brown, who blasted

1993

On October 9, auctioneers Palmer Snell recorded one of their best sales days at their 25th Grand Auction of Collectors Motorcycles at the Bath and West Showground.

Notable prices included a

reported they were now selling their motor wheel attachments in quantity in Korea.

get there. Riding skills apart, the day also highlighted the need for better motorcycle preparation by some, whose machines were unresponsive to snap throttle openings.

In typical slick Army fashion, organisation cadets were on hand to cycle with results sheets to a central point where scores were tallied and provisional results quickly tabulated.

Best performance

Private T J Richbell, 350cc Triumph, 6th Surrey, 27 marks out of a possible 30.

Best Home Guard performance (other than above) Lieutenant D G Flather, 350cc Triumph, 1st Derbyshire, 26.

Best Civil Defence or Police performance L Sheaf, Bromley CD, 249cc SOS, 26.

through the flying kilometre in 12.286s at 182.079mph on his 1300cc supercharged Vincent for a world and national record.

Others went to many wellknown British sprintmen including Phil Kersey (125cc Bultaco), Des Heckle (250cc Starmaker), John Hobbs (500cc Triumph), Bill Oriss (350cc Rudge) and Norman Hyde (500cc Triumph s/c).

1951 Douglas Mk.V needing full restoration at £1250, 1919 269cc Royal Ruby project £1250, 1972 BSA B50SS in immaculate condition (£1400) and 1958 AJS Model 30 project for £1350.

Richard Rosenthal.

THE CLASSIC MOTORCYCLE | OCTOBER 2018

11

Readers’ Letters YOUR VOICE & YOUR OPINIONS

Remembering Richard

Findings beyond the ridge

I loved the article on Richard Wyler in the September 2018 issue. Circa 1963 Richard paid a visit to Motor Cycle News (MCN), in Kettering’s Evening Telegraph offices. After, he walked across the road to Halfords where my friend Neil Redley (who now regularly displays his collection of Velcocettes on the classic show scene), worked at the time.

“What does one do in a dead town like this?” he asked.

Neil told him…

“We of Kettering & District Motor Cycle Club meet just round the corner at The Talbot Hotel if you’re interested?”

“What time?”

“8 o’clock.”

“I’ll be there.”

Neil told me beforehand and we got there early. He told the members about his meeting and all the girls, after picking themselves up off the floor, said:

I have recently been doing some investigation into author Roy K Battson and his book ‘The land beyond the ridge’ and thought you might be interested in my findings. A few years ago you ran an article about him in TCM. Much of the book was originally published as articles in the old Motorcycle Sport and the then editor, Cyril Ayton, waived copyright for Roy to publish the book.

I am very interested in Roy K Battson and while researching more about him I’ve found out his real name was ‘Rupert Knight Saxby Battson,’ so no wonder he changed it to the simple ‘Roy K!’ He was born in Hackney in 1902, and married Evelyn at West Horsley, Surrey in 1928.

When she died he married Clarice at Weymouth in 1957.

He lived in the Chertsey area during 1929-1932, then at Weymouth until marriage in 1957, moving to Holsworthy (date unknown) where he died in 1979. He was employed in 1939 as a land agent at Sunny Dale Farm, South Kew, Dorset.

Interestingly, his 1959 AJS Model 14, 250cc, registration number NJT 675 appears on the cover of this book. The DVLA still show it as SORN. I have written to the AJS/Matchless OC to see if they have any record as to the name of its first owner (who must be Roy…), but have yet to receive any reply.

If nothing else, it is an interesting project and could lead to finding out who he really was, for the historical record.

Then you could even do an article about him...

Mike Knowles, via email.

Richard Wyler on his pre-unit Bonneville. A genuine enthusiast, he was always happy to chat motorcycles.

“Nah, Neil. You’ve got the wrong guy!”

Eight o’clock on the dot, in he came. The girls screamed as if it was Elvis himself. Neil couldn’t

introduce him. No chance.

No need.

A good evening all round.

Top bloke.

Jeff Waller, Alicante, Spain.

Brightly coloured Ajay info sought Once again, congratulations on another great issue with the July number. Although I have never owned one of the AJS or Matchless twins they have always interested me. I was particularly intrigued by the G45 racer which Bob McIntyre once rode. You did a picture feature on the G45 a few years ago but I wonder if we might see an in-depth technical appraisal one day?

Living in Hong Kong for 26 years (now in the Philippines for 16 years) I founded the Hong Kong Classic Bike Club which is still going strong. One of our members made a ‘barn’ find a few years back that included two Honda CBX six-cylinder bikes. Among the hoard was an AJS Model 20 which he passed on to another of my friends,

Any ideas on this colour scheme? An AJS Model 20 ‘as found’ in Hong Kong.

who has done some wonderful friend also noted that it had a Norton Commando restorations. ‘military style’ carburettor when I attach a picture of the bike he got it. The colour scheme ‘as found’ and wonder if anyone is not far removed from that might have an inkling of the used by the White Helmet Army bike’s history based on the display team. unusual tank paint scheme. My Howard McKay, Philippines.

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THE CLASSIC MOTORCYCLE | OCTOBER 2018

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

Silk recollections As the former owner of a late Silk 700S I was interested to read the feature on an identical machine in the September 2018 issue. Like Andy Rowett I was completely smitten by a trial run of about 20 miles on the deserted fen roads south of Peterborough, a deal was agreed and I was over the moon.

However, first impressions can be misleading and not all usage consists of a blat around on nice roads on a sunny day.

Sometimes it turns out wet, sometimes it is necessary to carry something, sometimes one gets a puncture and so on.

Taking the wet weather situation first, the twin discs at the front are unnecessarily powerful in the dry (two discs that size will stop a Ford Escort) but a nuisance in the wet as it takes longer to clear the water and get any useful braking. A single disc would provide more than enough braking power in

the dry and probably become effective quicker in the wet as one would be doing the work of two, so warm-up quicker. In traffic, where the brake is used more often, there would then be a reasonable chance of a reduced delay time on the next application as more heat would be retained in the disc.

Next, the luggage question.

There was no convenient way of fitting a carrier, top box or panniers, so throw-over panniers seemed the easiest way of coping. As it is described in the feature as ‘a top of the range, high-end sports tourer, to rival the likes of BMW’ that is surely not a satisfactory situation.

Moving on, a touring machine is likely to be used for long trips over varying surfaces, so a puncture is always a possibility.

In the absence of a centrestand or a convenient sky-hook how is one expected to cope? The prop-stand may well be okay for

A Silk; stunning looking but a motorcycle not without flaws.

but to quote an old proverb general parking, but is useless in “all that glisters is not gold.” the event of a flat tyre.

Eventually, it had to go.

My overall feeling is that the Finally, may I point out that machine was a nice design Matt Holder’s company was that was not adequately Aerco, not Aero as in the feature. developed before being offered The ‘Aer’ part was in recognition to the public. That is hardly of Albert Reynolds, the Liverpool surprising, George Silk did not Scott agent, whose ideas and have the resources of a major support through the 1930s did manufacturer behind him. I much to keep the Scott marque would also have liked a little alive. Reynolds also produced more flywheel in the engine the AER motorcycle just before but that is a personal opinion, the Second World War. others may think differently.

Mike Jackson, I hope Andy Rowett enjoys his Silk, I certainly enjoyed mine, Puckeridge, Herts.

Moto Guzzi Club GB I much enjoyed September’s article on the Moto Guzzi Model S by Roy Poynting.

However, I was rather surprised that under the heading ‘Club Contact’ only VMCC and the Sunbeam Motorcycle Club were listed.

Not a problem, but please do print contact details

for the Moto Guzzi Club GB, membership secretary Jennet Chisholm, email being membership@motoguzziclub. co.uk No criticism intended, the September issue of TCM had lots of good reading. My thanks to all concerned.

David Bill, via email.

Andy Granovsky’s hotted-up Triumph Tiger Cub. Good fun!

Performance Cub

If you’re into Moto Guzzis, then the Moto Guzzi Club GB is for you.

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THE CLASSIC MOTORCYCLE | OCTOBER 2018

Your Classic Camera picture in the August 2018 issue (p114) reflects my sentiments exactly.

I purchased and restored this 1966 T20M because I rode one as a youngster long ago. My current Cub has a ‘fuller on’ 10:1 piston, Alpha roller crankpin,

an American cam and genuine works hollow pushrod and valve springs to allow it to rev to 9000rpm… I’ve got 90mph and it should do 103mph. Mostly, I just ride it around the local areas and shows.

Andy Granovsky, via email.

Good to be back!

If 2018’s event is anything to go by, the VMCC Festival of 1000 Bikes looks to be returning to form.

Words and photographs: DAVE MANNING

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he Festival of 1000 Bikes is given dispensation at Mallory Park to use the original circuit, with the chicanes that have been added over the years (1986, 2003 and 2005), avoided.

The VMCC has brought the event back after a five-year hiatus, though the format is much the same as it was before the lay off – so that’s roadsters on the Saturday, with Sunday given over to the pukka race machinery.

It means there are no noise limits on Sunday, while Saturday’s machinery has to be road legal and appropriately silenced.

little Gillette triple made by Geoff Bouchard from three Mobylette barrels, bespoke crankcases and a Gilera frame; Sammy Miller’s V-eight Moto Guzzi and BMW Rennsport, the bright yellow sidevalve JAP board-track/Brooklands racer by the father and son team, John and Mark Loxley.

Though this year didn’t see anything like the amount of ‘star names’ that the festival of a few seasons ago attracted, the more ‘grass roots’ overview gave the event a wonderful, relaxed feel, with smiling faces, bathed in sunshine, abounding.

Riders go out in sessions (which are graded by age of motorcycle), ensuring a continuous stream of motorcycles, so there’s always something to see on track – as well as loads to look at elsewhere, too.

This included Pre-65 trials, tucked into the woods south of Gerrards, the big right-hander after the start/finish straight and there was also classic grasstrack too.

Bikes to catch the eye included the stunning special brought along by George Pooley – a V-six triple, dohc triple and a four cylinder Triumph, the beautiful

Mk.I ‘cammy’ Velocette and Ariel Sports Arrow, resting before taking to the track.

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Festival of 1000 bikes | 2018

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6 1: Getting down to it. R ichard Blackburn on his 1 9 2 8 Scott racer.

2: L ovely Spondon Triumph, motive power provided by a twin-carb unit Tiger 1 0 0 engine.

3: Sheelagh N eal’s Scott outfi t has been in the family for many years.

4: Goldie, Manx , Goldie – and Geoff Bouchard’s uniq ue Gillette.

5: Mark L ox ley’s J AP -engined 1 9 2 0 s-esq ue racer.

6: L ovely baby Bianchi – a stylish way to ride to work.

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7: L ittle rigid-framed J ames was part of the trials display.

8: The V MCC’s Brough Superior was given an on-track airing.

9: Inter N orton. It looks fast standing still. Glorious.

10: P air of vintage Aj ays on parade.

11: Moto Guzzi café racer looks nicely done.

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Triumphant tribute!

This year Brooklands Motorcycle Day included a Triumph theme, with some special motorcycles on display.

Words and photographs: ALAN TURNER

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otorcycle Day at Brooklands Museum, on July 1, welcomed huge numbers of two-wheelers and many visitors to further swell the crowds.

The museum’s motorcycle volunteer section provides the impetus for this annual event. Each year seems more successful than the last, so the pressure increases to keep improving things, as well as ensuring the increasing numbers of attendees have a memorable visit.

This year's event included ‘Tribute to Triumph’ and many of the models from the marque’s illustrious history could be found on-site, either near the Owners’ Club stand or in the long lines of bikes in the spectator bike park. In addition, the latest offerings from Triumph’s Hinckley incarnation had their own trade stand.

Triumph arch-enthusiast Dick Shepherd’s collection of historic Triumphs is well known.

He had cherry-picked some examples and the chosen ones had pride of place in the clubhouse paddock.

A 6T Thunderbird looked immaculate, but otherwise unexceptional. However, the information board revealed this was one of a trio of such bikes, used at the launch of the new model. They were ridden to Montlhéry in France, where all three circulated the banked track at 90mph for 500 miles and then returned home. It was a spectacularly successful launch for the new model.

Next to it, a Tiger 110 looked suitably polished and presentable, but the oval competition number plates gave the game away that this was something a bit special, which indeed it was. The bike was the one that Mike Hailwood and Dan Shorey took to victory at the 1958 Thruxton 500. The win was hugely important. Thruxton races were

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THE CLASSIC MOTORCYCLE | OCTOBER 2018

for production machines and many British manufacturers without the budget to go Grand Prix racing could gain a significant boost in sales following a good showing at the Hampshire endurance events.

There was a welcome return for the re-created Wicksteed Triumph, once on display in the Brooklands museum.

Triumph had only just introduced its Speed Twin model when Marius Winslow and Ivan Wicksteed secured their example.

Preparation included installing an Arnott supercharger and, at the end of the 1938 season, Wicksteed tore round the Outer Circuit at 118mph. This easily achieved the Brooklands Gold Star standard (a lap at 100mph) and almost made the ‘Double Star’, denoting a 120mph lap and a very rare award.

Evergreen sprinter John Young had brought along his very latest creation, completed only hours before. In similar vein to his regular sprint bike, a 1936 Triumph Tiger 70 frame was the last John had in his stock. This now houses a newly built 500cc Speedway JAP engine, with strengthened internals and driving through a Norton ‘doll’s head’ gearbox with close ratio gears. The project was to enable the owner to take part in some circuit events, including an initial trip to Grand Prix Retro in France.

There were fewer Broughs on display this year, but among them was Dave Clark, who has just completed another of his re-creations. This time, he has produced a Brough TT Replica. Apparently, the project consumed 300 hours of labour, but the outlay was an impressively economical £2000. The original bike was built in 1911, although it never actually made it to the Isle of Man! On the Ariel Owners’ MCC stand, James Devereux was displaying his superb SG31.

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1 This had been sold new to a Dublin buyer.

James secured the remains of the bike in 1993.

With no top-half, it was difficult to establish which model the bike was supposed to be – side-valve or overhead valve? It took a painstaking 20 years to track down the correct parts and put everything together. A first place at the Bristol Classic Show was a deserved reward for his persistence and restoration skills.

Brooklands was not just a static show, as the morning’s action started with a session on Test Hill, which saw the usual variety of prewar bikes make the summit with few problems. John Young’s Triumph wriggled noticeably as he flew up the hill. Sheelagh Neal’s Triumph outfit spun its rear tyre off the line. Eddie Wallbank’s Vincent outfit ‘The Fast Lady’ went less than straight. A large crowd watched the abuse with rapt attention.

With numerous other distractions on offer on a hot Sunday in Surrey, attracting such a large number of bikes and visitors represents a considerable success for the motorcycle End volunteers. Now for next year…

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