The Classic Motorcycle - December 2019 - Preview

ER HAVE H TIGER, STYLISH AE W WILL TRAVEL STUNNER Neat 1930s twin

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Triumphant tour

Understated tated The civilised abilityy Sunbeam S8

Veteran celebrations RIDING THE ANGLODUTCH RUN

PLUS  BILL IVY PROFILE  NORTON COMMANDO 850  DAVE CURTIS INTERVIEW TRIUMPH TWIN REBUILD MOTO GUZZI NUOVO FALCONE  CLASSIC WIRING

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This issue, we’ve quite a number of features on motorcycle travelling. I can never fail to be impressed by people like Angus and Margaret Innes, who, in 1956, as a young married couple, set off on their two-year-old Tiger 110 Triumph to travel the commonwealth – a sense of wanderlust and desire for information and experiences fuelling their desires.

Then there’s the Anglo-Dutch Rally, still held, but it’s the pioneers who first took part in the event that capture the imagination most. In pre First World War times, they travelled from the Netherlands to visit the UK, quite some undertaking. The people who take part now do so to acknowledge the efforts made all that time ago. Have motorcycle, will travel, that was the spirit then, and long may it continue.

Also witness Steve Wilson’s tale on his journey to Ireland with German pal Axel Behrend, with Axel on his 40plus-year-old Norton Commando. Brilliant stuff.

I’ve just finished a book called ‘The Salt Path,’ not about motorcycling, but the story of a couple who in 2014 decided to walk the 630-mile coastal path from Somerset to Dorset, mainly as they’d lost everything and found themselves homeless – on top of that the husband of the author was diagnosed with a terminal illness. But it was their sense of getting on and doing it which most impressed, the joy in small things and the values of everything. It’s that same spirit which the Inneses set off with in 1956, that the Dutchmen who travelled in 1911 had – that spirit of adventure. It’s aweinspiring, and inspirational – now, how do I best attach luggage to a vintage Sunbeam…

And on the subject of vintage Sunbeams: at the Kop Hill Climb a few weeks back, my friend Rick Parkington was there, with his vintage flat-tank Sunbeam. He’d already lent it to his pal Gavin to ride, who was thoroughly enjoying it, but Rick, being the kind soul that e is s, wa as le ettingg all and d sund dryy ha ave e a go on itt, witth he at least six people having a quick spin, with everyone loving it. It was an experience for all of them, while we joked that perhaps we should go back into production with said Beams! A brand-new 1927 Model 9, that sounds just the thing for a round-the-world trip.

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JAMES ROBINSON Editor

Regular contributors

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

Contributors this issue Mike Davis, Mike Lewis, Phillip Tooth.

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 | DECEMBER 2019

44

54

Archive photograph .......................................... 6 News ................................................................... 8 Brighton Speed Trials .................................... 12 Letters ............................................................. 14 Kop Hill Climb................................................ 18 Subscribe and save ........................................ 22 Sunbeam S8.................................................... 24 Anglo-Dutch Rally.......................................... 32 AER Twin......................................................... 38 Norton Commando 850................................. 44 Bressuire event ................................................ 51 Commonwealth Tour – part one................... 54 Closer look – 1960 GP season; part one........ 60 Dave Curtis interview.................................... 66 Men who mattered – Bill Ivy ......................... 68 Triumph unit twin rebuild ............................ 70 Roy Poynting column .................................... 74 Jerry Thurston column................................... 76 Sketchbook Travels ........................................ 78 You Were Asking............................................. 80 Restoration guide – Moto Guzzi Nuovo Falcone........................... 84 Technical feature ........................................... 86 Next month .................................................. 103 Diary............................................................. 104 Classic camera............................................. 106

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

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5

Transatlantic twin Vincent A restyled Brit with an American accent, a long way from home in Stevenage, in terms of looks and in actuality.

Photographs: MORTONS MEDIA ARCHIVE

Classic archive

W

riting in the July 18, 1957 issue of The Motor Cycle, American Vaughn M Greene extolled the virtues vii of ‘one man’s ideal mount’ as he put pen to paper to explain all about his Vincent special, which, frankl kly, l must have caused something of a stir when the picturess were published in the UK press, as it was most unlike anyt ything t seen on contemporary ryy British roads.

Greene started: “Of course it’s a Vincent!

But call it a Series E Model if you like, for nothing like this ever left Stevenage.”

He went on to explain the story ryy of the special motorcycle, as well as maki king i the point, near the beginning, that it’d come to him at some cost – a standard Vincent Black Shadow, a 1955 AJS (model unspecified) and a ‘goodly sum in cash h’ too.

The story ryy went thus: “The first time I saw the machine I was at a meeting in California and strolling through the rows of parked models, following the

pleasant pastime of hunting for fellow owners – and suddenly there it was; but could that be a Vinc?”

Impressed and gobsmacked in equal measure, it would seem, Greene tracked down the owner Mort Holland, ‘… a gifted tool and die maker who had lavi vished i four years of spare-time work on constructing his special.’ Holland’s original plan had been to turn the Vincent into some sort of desert sled scrambler, but once it was finished, Mort thought it so beautiful he fi couldn’t bear to ride it, so duly sold it on.

Impressive list of work

The catalogue of work completed is Th impressive – and no wonder it took four years. The most obvious change is to the rear suspension, as Greene explains: “M Mort Holland was dissatisfied with the original suspension and consequently he set to and built his own pivoted rear fork. And that was no mean feat.

The standard upper tube members of Th the rear fork were replaced by homebuilt damper units while the main fork members are now girder blades machined from solid – vaguely like those used on Puch machines in the 1956 ISDT, and to complete the triangle there is a casting to act as a saddle down member, with integral lugs for the saddle and damper mountings.”

That was obviously the biggest amount

of work, and the most obvious departure from standard Vincent practice – apart from the replacement of the Vincent Girdraulic fork, with a set of telescopic ones, which came from an Ariel. But Mort used Vincent wheels and brakes, with machined fins shrunk on, for cooling and extra strength, meaning they looked like Vincent Black Lightning ones. The familiar Vincent balance beam for the two independent front brakes was replaced by twin cable arrangement all the way to the handlebar lever, with adjusters mounted on the chrome-plated fork legs.

Then there was all the detail changes.

Almost all nuts and bolts were replaced with socket-head screws – so Allen bolts – one reason. “Much internal work” had been lavished on the engine, with the magneto now adapted to manual advance/retard, the rockers were grooved and mounted on rollers and the flyw ywheels w and other internal items were stripped and polished.

Greene explains more: “Externally, the engine remains more or less standard, except that the cylinder fins were carefully filed to improve appearance. All embossed or raised surfaces (such as the HRD motifs on the valve caps) were polished smooth.”

The clutch received some treatment too, with tractor linings used, resulting in a bulker unit, necessitating modification to the clutch cover – it now stuck out further than one would normally find on a Vincent.

Other modifications included fitting new, extra-long carburettor induction tracts and long bellmouth to the carbs. Chains were all changed US sizes, and a home-designed prop stand, mounted where the rear footrest formerly was, was another addition.

Particular care has been taken with the exhaust system, a carefully crafted, welded up affair, with each pipe terminating in an integrally baffled shallow megaphone. The final piece de resistance, the finishing touch, was the petrol tank, finished in a black and red sunburst by ‘Simon the Greek,’ king of hot rod tracery.

An eye-catcher

Love it or loathe, there’s no denying it’s an eye-catcher. Whatever happened to it, who knows? The same for Vaughan M Greene; a bit of searching brings up a few results, including a chap with a tuned Fiat hot-rod in California in the 1960s (so most likely the same man) while there’s also a couple of frankly bonkers books from the late 1970s, Astronauts of Ancient Japan and The Six Thousand Year-old Space Suit, by a man with the same name. And given Mr Greene’s love of the slightly off-beat, one wouldn’t be surprised to learn he was the author of said tomes. And hopefully his Vincent is End still out there too.

THE CLASSIC MOTORCYCLE | DECEMBER 2019

7

&

Neews Events

New ws&Events

NEWS IN BRIEF  GOING LIVE

Motorcyclists across the country are gearing-up for Motorcycle Live at the NEC, which this year takes place from November 16-24.

As usual it will offer a huge spectrum of two-wheel based entertainment for motorcycle fans.

There will be the latest new bikes, an impressive classic display (which will include the Royal Ruby we featured last month), 10 free opportunities to ride, non-stop live entertainment, while tickets also give visitors access to see the spectacular live stunt show in the Moto-Cirque Arena.

For details take a look at www.motorcyclelive.co.uk

 MUSEUM SHOP SIGN

The National Motorcycle Museum has updated its Museum Legends online retail shop in time for Christmas.

The shop boasts thousands of classic motorcycling related items as well as museum branded clothing.

Museum director James Hewing explained: “We have added a whole host of great new products to our shop including a series of illuminated replica dealership signs [pictured].

The museum also has the best motorcycling bookshop in the world, and it’s great to be able to offer our complete range of books, plus all our other unique motorcycling gifts for people p to purcha ase without evven having to leave the comfort of their shed.”

Details from w www. thenm mm.co.uk

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Charterhouse signs-up for Classic TT sale The Isle of Man Government’s Department of Enterprise has signed an agreement with Charterhouse Auctioneers in Dorset to be an official partner of the Classic TT Races.

The partnership includes Charterhouse running an auction of historic, vintage and classic motorcycles at the Classic TT races from 2020. The first auction is scheduled to take place during the August Bank Holiday weekend in 2020.

“We are thrilled to have signed this agreement with the Isle of Man Government’s Department for Enterprise” commented Matthew Whitney, head of classic vehicles at Charterhouse.

“The Classic TT will be a fantastic place to sell you motorbike, and we are expecting some great results.”

Several motorcycles have already been consigned, including Mick Grant’s Kawasaki KR750. Mick rode this KR750 in 1977 at the Isle of Man TT setting a new lap record of 112.77mph.

Having been in Mick’s ownership

Mick Grant with his Kawasaki KR750 which he set the lap record of 112.77 mph at the 1977 IOM TT £200,000-220,000

since 1978, estimate is £200,000£220,000. Also consigned is the Moto Guzzi on which Arthur Wheeler won the 1954 Italian 250cc GP.

For further information regarding these specialist auctions, contact Charterhouse 01935 812277 or email bikes@ charterhouse-auction.com

Grandson a fast learner in Vincent programme Avon Tyres is working with the team behind the upcoming documentary, ‘SpeedisExpensive: The Untold Story of the Vincent Motorcycle’, to produce a series of taster videos.

Now in post-production, the documentary has been directed

by David Lancaster, who previously worked on the BBC’s ‘Top Gear’, and promises some new, interesting information on the Vincent-HRD brand.

Avon has partnered with the film’s producers to create a series of four sneak peek stories, which will be posted across Avon Tyres’ social media channels leading up to the film’s release.

THE CLASSIC MOTORCYCLE | DECEMBER 2019

‘SpeedisExpensive’ follows Philip Vincent-Day, the 26-yearold grandson of Vincent, who never met his grandfather, as he embarks on a journey to learn more about his forebear’s amazing life and machines.

In the first Avon video, VincentDay takes a high-speed ride in the sidecar of one of the multi-race winning Irving Vincents.

The documentary has the full co-operation and support of the Vincent family. It features unseen archive film of Philip Vincent, as well as action footage of some of Vincent’s most famous models.

For more information, go to www.avontyres.com

&

Neews Events THE WAY WE WERE IN

DECEMBER 1919

Lessons from and observations made at the Olympia Show by The Motor Cycle staff included that despite novel engine designs and improvements to two-stroke units, further work was needed, while four-stroke development had stagnated, with many makers just offering minor updates to pre-First World War designs.

The writers encouraged makers to improve valve gear protection, silencing and cooling, but congratulated designers of new flat twin engines, many who had adopted duplex frames and some rear suspension.

Automatic carburettors and automatic oiling were gaining a foothold and the advances in electrical lighting were making this

a possibility. Many riders wanting to control fuel/ air mix and engine oiling regarded these advances as unwanted novelties.

Touring the show, it was noticeable how many makers considered passengers; on pillion seats, in sidecars or aboard lightweight three- and fourwheeled cyclecars. But it was also noted some sidecars and cyclecars appeared too flimsy. At the other end of the scale, a few had made over sophisticated heavy outfits, which were more costly than small cars.

While a few lightweights were displayed, the sector appeared to need more investment – the maker who invested to develop a simple, reliable, easy to operate lightweight was sure to make a killing…

Although the bombing raids over Britain had seemingly ended, blackout legislation remained. Dutifully, the service dispatch riders travelling at night used masked lights and in some areas no lights as

required by law, only to be dazzled by selfish, private and professional civilian drivers/riders who swept the countryside with headlights full on. This action was illegal and offenders could expect a court appearance.

1944

1969

While British factories continued to eschew the ISDT as unworthy of support, the East German firm MZ was dispatching its brilliant racing engine designer and competition department chief Walter Kaaden, supported by

1994

It was to be all change on the auctioneering front in the new year. Three senior Sothebys personal – Malcolm Barber (a senior director), Stewart Skilbeck (director) and Mike Worthington-Williams (head

10

Brown bikes a hit at Bonhams sale The motorcycle sale hosted at the Barber Motorsports Museum,

by Bonhams, on October 5, featured two motorcycles owned

by On Any Sunday director Bruce Brown, plus a truly impressive collection of Vincent motorcycles.

Formerly owned by Brown were a 1967 Triumph T20 Mountain Cub (pictured above) and a 1970 Husqvarna 250 Cross, the Cub realising £6109 and the Husky £39 over £15k.

Approximately 10 (some were in bits) Vincents were offered, including several from a collection that was discovered in March in a dry warehouse in the American Midwest. The cache included four Black Shadows of

series C and D production, one Egli Vincent built to Lightning specification, and two Comets.

Additionally, there were a Black Prince, Black Shadow and Rapide project bikes, plus many genuine Vincent spares. The machines, all in need of work, made fair money, with top price the £44k for an unrestored C Shadow.

Veteran wares continued to do well, with two home favourites – a 1910 Flying Merkel V-twin, shown below, and 1913 Thor single – at £81,736 and £42,298 respectively, with the £22,558 paid for a 1913 James big single combination strong money to. The full results can be seen at bonhams.com

Alfred Hartmann (head of motorcycle sport and industry in East Germany), to London for discussions with the ACU. They offered 12 fully prepared machines – six for practice, six for the event – for the British ISDT team at 1970’s event in Spain.

NEWS IN BRIEF of car department) were to join Brooks. Malcolm Barber would become the managing director at Brooks, a company founded in 1989 by former Christie’s director Robert Brooks.

Richard Rosenthal.

THE CLASSIC MOTORCYCLE | DECEMBER 2019

 JOHN PAGE

Well-known on the autojumble circuit, John Page, of Sprockets Unlimited, passed away in August, after a short illness.

Condolences are expressed to his partner Jane.

 BRIGHTWELLS AUCTION

There’s a fine collection of Sunbeams, plus a very appealing-looking Vincent-HRD Python Sports, in Brightwells sale on November 28. Details at www.brightwells.com

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Neews Events | Brighton / Speed Trials

Right from the start The Brighton Speed Trials was first held in 1905. Despite some testing tribulations, 114 years later, it’s still going on.

Words and photographs: ALAN TURNER Local worthy Harry Preston was the catalyst who encouraged Brighton’s town council to establish Madeira Drive as Britain’s first dedicated motorsport venue. Could he have envisaged the Speed Trials first held in 1905 would still be taking place 114 years later?

The event was established as an annual occasion, but a variety of reasons have led to breaks in the sequence.

There were no problems this September though when the faithful were gathered on the sea-front course for another session of straight line competition, with spectators crammed into start-line enclosures and many more lining Marine Parade, getting a gull’s-eye view from the road that runs parallel to the course, but way above it.

The motorcycle entry is traditionally courtesy of invitation by the Brighton & Hove Motor Club, the trials organiser for many years. Class I is for pre-1972 machinery, the hunting ground for the vintage and classic wares. The class award is for consistency, decided on achieving the narrowest of margins between the day’s two timed runs. Featuring entries from 125cc to 10 times that capacity, and bikes from nearly 50 to 90+ years-old, the historical showcase kept commentator Juan Manzano fully focused on trying to impart relevant information to the watching crowd as bikes paused briefly on the start line before the green light and (hopefully) rapid departure.

Roy Robertson, 1000cc Egli-Vincent, posted a 2.40 second 64-foot time ended with a 12.25 seconds/113mph run, the

quickest in the class. Second quickest was Clive Hurst, with 13.95/96mph on his 500cc Kawasaki triple, one of two Japanese bikes in the class. The other Oriental entry was a ‘Chis-Honda’. Patrick Ward’s 1961 125cc CB92 Honda had been converted to a race bike by dealer Chisholm’s of Maidstone, it was ridden by Chisholm’s employee and future champion Bill Ivy. Roy Francis, another former staff member, was spectating at Brighton. He had also raced the bike, but had lost track of it some years ago. It made a welcome reunion for all parties. Inevitably, there were tales of woe, with the legendary Bayley-Cole Douglas, ridden by Chris Illman, sidelined due to magneto issues.

Other entries of interest could be found among the half-litre bikes of Class III. They included Richard Wheeldon’s Vincent Grey Flash replica, the Godden speedway engined bike of Stephen Mayes and Allan Wilkinson’s 1962 Norton Jawa special, containing a Jawa speedway engine in a Featherbed frame.

For those wandering the paddock, there was a special Vincent display. This was a tribute to longstanding chief motorcycle paddock marshal Bruce Floodthain, who rode a much loved Comet, but passed away a few months ago. Brian Chapman had brought his well-known Vincent drag racers, Mighty Mouse and Super Mouse. John Renwick’s Epimetheus outfit was there as well as Maurice Brierley’s Methamon sidecar.

The solo Vincent Speed Trials entries added to the display in between making their runs.

Spectator facilities such as Brighton’s are unique. The crowds look on as Bob Anderson gets his Hagon-JAP replica lined up for a practice run.

Richard Wheeldon gets his Vincent Grey Flash replica off the line at Brighton.

The Vincent Owners’ Club tribute in memory of chief paddock marshal Bruce Floodthain.

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THE CLASSIC MOTORCYCLE | DECEMBER 2019

Brighton regular Richard Morgan gets tucked away on his 1930 Rudge, but it was not one of his better Speed Trials outings.

Book Review

“Royal Enfield – The Early History – 1851 to 1930” Automobiles, Cycles and Motor Cycles

Author: Peter Miller Designed and published by: FWtoC Publishing Available only from Peter Miller, who will supply signed copies if requested.

Email: corgiking@aol.com Hardback, 215 x 285mm, 280 pages, with over 350 photographs and illustrations ISBN 978-0-85101-644-3 £30 plus p&p

The origins of Royal Enfield date to 1851 and the decision made by George Townsend to set up a needle manufacturing works at Hunt End, near Redditch.

By 1885, the company had commenced manufacture of cycles and cycle components to exploit the new bicycling craze. The expansion of the business created financial difficulties and provided an opportunity in 1891 for the factory to be taken over

by Albert Eadie and Robert Walker Smith.

Eadie was claimed to be the country’s finest salesman and Walker Smith was a talented and innovative engineer – both men were keen to enter the cycle manufacturing industry.

The first Royal Enfield motorcycle, a 1½hp Minervapowered machine, was announced in 1901. Other machines, including watercooled and chain-driven models, would follow before manufacture ceased in 1905 owing to limited demand. It would be November 1909 before the company reentered the motorcycle markets with a 2¼hp lightweight machine.

Lightweight solo and heavy weight combinations were subsequently offered, with a more comprehensive range made available from 1924 onwards.

It is interesting to read that the famous Royal Enfield patented cush drive rear hub was available as long ago as

1912. Scalloped-edged and cellulose- finished saddle tanks were introduced in 1928.

Particularly handsome was the 9.76hp (1000cc) four-speed Sports Model 182 with its impressive 8in brakes. Enfield’s hubs and brakes were highly regarded and supplied to other manufacturers including Norton and Brough Superior.

A handsome range of sidecars were also produced.

This book presents a history of the company – the world’s oldest surviving motorcycle firm from its birth as a needle manufacturer in 1851 through to 1930 and its position as a major bicycle and motorcycle manufacturer.

Details are presented of all Enfield models produced during this period. Competition and racing is discussed only when relevant to the ongoing story of the machines’ development – here we read of a young Stanley Woods, later to become a 10-time TT winning legend, as a member of RE’s 1925 Junior TT team.

Peter Miller is to be congratulated on the extraordinary amount of research he has completed to produce this superb highquality hardback book, not just for reference use but for its myriad fascinating photographs and illustrations of machines, employees and customers from the official works albums.

A very good read and highly recommended.

Book reviewed by Jonathan Hill.

THE CLASSIC MOTORCYCLE | DECEMBER 2019

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Readerss’ Letters

Readerss’ Letters YOUR VOICE & YOUR OPINIONS

The 1930 programme, featuring Tyrrell (sic) Smith, and the medal,, with the same sp pellling mistake repeated!

Meddling about I enjoyed the ‘Men who mattered’ piece in the November 2019 issue, regarding H G Tyrell Smith. One small fact missing from the article was that Tyrell competed in the first 1930 Pioneer Run (copy of programme attached) as rider number 37, competing on a 1912 499cc Rudge; appropriate given that he was a Rudge factory rider at that point in time and one of a team of Rudge riders in that event, including Graham Walker and Ernie Nott.

The reason that I know this fact is that I

have seen his medal from that event, see attached photo. I’m also lucky enough to have had sight of the 1930 Pioneer Run medals which were awarded to competitor 23, John Gorringe (1907 Triumph), and competitor 71, Jack Watson Bourne (1912 Lugton Precision), husband of well-known lady rider Marjorie Cottle (also a 1930 Pioneer Run competitor). Additionally, I have seen the medals awarded to G C Horsman and C W Rowe in the 1931 Pioneer Run. Mick Easton, via email.

Route maps sought A friend and I would like to ride our BSAs around some parts of the 1954 ISDT that was based in Llandrindod Wells as part of our ‘bucket list’ of things we want to do.

Unfortunately, we don’t have any proper route details to follow. There are details on internet sites but they aren’t really clear enough for us to work out the route. Does any reader have details of the routes taken, or even better, an original 1954 route card that we could copy?

We would of course be happy to pay copying and postal costs.

Thanks for any help.

John Robinson, via email (john726robinson@btinternet.com) Right: The 1954 ISDT in Wales. Does anyone have specific route details?

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THE CLASSIC MOTORCYCLE | DECEMBER 2019

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

The Twycrosss connection With reference to the article in The Classic Motorcycle, September 2019, on the Indian 741B. You mention briefly in the article Tony Twycross as the ‘possible’ owner of the machine featured.

Mr Twycross, to my personal knowledge, was an avid enthusiast of these USA machines, his enthusiasm coming from seeing them ridden when he was a young man on the nearby Braunstone (Leicester) aerodrome. I seem to remember him saying that the 82nd were stationed there during the Second World War. Tony did in fact own at least five, all rideable with quite a few spares, engines, frames etc. I know this as on several occasions I rode one with Tony.

A most memorable trip was in 1980 when we joined, both riding Tony’s Indians, the local East Midlands Military Vehicle Group’s visit to the Normandy battlefields, in a convoy of around 40 vehicles, jeeps, command cars, lorries, ambulances, mobile workshop and three motorcyclists (four actually, as a Harley was transported but never ridden). We, the motorcyclists, were well worked, keeping the convoy in contact with the lead vehicle, which meant constant stopping and turning, which with a foot clutch and the protruding gear lever, was not at all easy. Biggest problem was members of the convoy in the motor vehicles stopping without warning to take photographs, which

The 1902 Excelsior, also owned by Tony Twycross, campaigned by Tony Pickering in many events.

Tony Pickering on a Tony Tw ycross Indian, in the mid-1970s, when the two Tonys visited a military rally in Northamptonshire. Tony Twycross was riding the Indian behind.

meant one of us had to ride to and fro along the line of vehicles to the front command car to inform them. It was hard work! For what it’s worth, the commander was Bill Woodward, famous for being featured on the front of the popular MasterMind game.

Seems the male model failed to turn up for the photoshoot and Bill was visiting Invicta Plastics that day. I diverge, sorry.

The two Indian machines in the convoy had USA tin helmets fastened on the rear carrier, which confused many elderly French citizens, who mistook us for Americans and wanted to hug and kiss us on occasions that we stopped in villages and towns.

Being born in 1940, not really aware as to the suffering the French in particular endured, it was a real eye opener for me, especially as while in France I celebrated my 40th birthday – I’m 80 next year.

Tony Twycross, as your article mentions, was an unbelievable collector of, in particular, pioneer motorcycles. Tony lived in the next village to mine and allowed me for almost six years to use daily (not that I did) his 1902 Excelsior which, like the Indian, brings back many wonderful memories, riding it in events, including taking it to a vintage assembly in the Island. Good times.

Tony Pickering, Leicester.

Looking for track layouts Recently a friend and I have been looking for information on the scrambles (motocross) at Brands Hatch. Today, I got round to opening the September 2019 issue of The Classic Motorcycle and, surprise, surprise, was an article on the Motocross des Nations, including Brands Hatch in 1949.

What I am looking for in particular are maps of the various courses used. The only

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THE CLASSIC MOTORCYCLE | DECEMBER 2019

one that I have is for the 1966 international in a programme. There are photos and the odd film of the postwar events but no maps. Are you or any of your readers aware of any? If there are some out there, then we would be most grateful.

Keep up the good work.

Alan Brown, email alanbrown402@btinternet.com

F-B cover from 1928; the address proudly stated on the front. Some late machines, however, were built in the James factory in Greet, Birmingham.

Barnetts were from Coventry!

I always look forward to The Classic MotorCycle, a wonderful magazine, but it was like a dagger to the heart, for this particular Coventrian, to read ‘FrancisBarnett factory of Birmingham’ in a recent issue. They were one of many makes from Coventry.

Lino Scalise, Coventry.

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Cox, AJS, leaps at Brands in 1949. Does anyone have a plan of the circuit used?

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