The Classic MotorCycle - August 2013 - Sample

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SOMETIMES IT’S PERSONAL So far as I’m concerned, there’s a fine line between a self-indulgence and providing interest – and I’m always very wary of crossing it. So, to any who find the inclusion of my own Douglas on page 57 in any way annoying or offensive, I can only apologise and offer in mitigation that I was encouraged to include it by several readers/friends.

Thing is, my own motorcycles play a huge part in my ‘professional’ life and it’s inevitable the two sometimes coalesce somewhat. The Douglas has been a longstanding familiar machine to me, as the accompanying picture of my brother and I illustrates (below – I’m on the left). We reckon it was taken in about 1988 and that dark green nose protruding into the picture is my dad’s Royal Enfield sidecar, which we spent many an hour riding about in. We (Simon and I) were always fascinated by the low-slung ‘Dougie’ and after much investigation, then selling my Comet (and Thunderbird, and springframe KSS ‘kit’) to fund it, I’ve managed to acquire it.

As with everything I acquire, I’ve become somewhat obsessed and have put myself on a crash course to learn about dirt track Douglases and their history – and particularly the past of my own machine, while it’s also opened up a whole new world of potential friends and contacts. It’s all terrifically exciting.

What has also been exciting, is that my Rex-Acme has come back together, thanks in no small part to Dave Flintoft at DFE. There’ll be more about all the work Dave has put into the Rex’s Blackburne engine in the next few magazines (yes, more self indulgence, but it’s fascinating what has gone into rebuilding this engine for which nothing is available ‘off the shelf’) while we also took it to Banbury. It didn’t all go quite as had been hoped on the day – ‘hope’ being the operative word, as I had put too much into that, rather than testing, with it literally only having been started up two days before and ridden no further than a few hundred yards.

Basically, I went on the side of caution and ducked out with no damage or harm done. Still, what transpired was an opportunity to have a proper ride on the Douglas (I’d taken precautions for such an eventuality and had taken that along), which reminded me exactly why I love old motorcycles. It was also great to be able to lend a couple of bikes out and see people thoroughly enjoy them too; read all about it on page 20.

And the Douglas? It lived up to all the expectations conjured up in the minds of those two little boys in the picture below.

Email: jrobinson@mortons.co.uk

Post: The Classic MotorCycle, Mortons Media Group, Morton Way, Horncastle LN9 6JR

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Win Lomas print!

News & events

As part of our ongoing efforts to improve this magazine, we’ve set up an online survey... and we’d be grateful if you’d take a few moments to complete it.

As a token of our appreciation there’s an incentive too; a first prize of £250, second £100 and third £50, while the winner also receives a fabulous signed Bill Lomas print, as shown, nicely tying in with the Guzzi V8 feature in this issue, though Bill (who died in 2007) is on a single in our picture. For full details go to www.classicmotorcycle.co.uk THE WAY WE WERE IN AUGUST

1913

EDITED BY JAMES ROBINSON

In an exclusive feature published on August 7 The Motor Cycle detailed a full description of Triumph’s first twin-cylinder motorcycle engine.

For months rumours suggested development of the side valve 4½hp parallel twin was under way at the company’s Priory Street, Coventry works. The engine was designed to fit transversely across the frame while a single skew gear driven camshaft running in line with the frame operated all four valves – exhaust to front and inlet to rear – from pairs of lobes at either end. The magneto drive was by an adjustable skew and following Triumph’s usual practice, ball bearings were used throughout the engine with the exception of the little end bushes.

Although air-cooled, much of the design followed car type practice including the

Richard Rosenthal

NEWS IN BRIEF

SIGN UP FOR GEORGE BROWN MEMORIAL RUN

Owners with motorcycles over 25 years old are invited to join this year’s George Brown Memorial Run. It begins at the Cromwell Hotel, High Street, Stevenage, on July 4 at 11am. There’s a 50ish miles run, with a lunch stop.

For more details contact Mick on 01438 354130 or Tony on 01438 353192.

NORTON OWNERS READY FOR MANX REUNION Norton owners will gather at the Shore Hotel in Old Laxey on the

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horizontally split crankcase with crankshaft mounted on its main bearings to the upper half with the flywheel external to the engine. The Motor Cycle writer pointed out that for easy access the complete motorcycle could be turned upside down, a feat much harder to accomplish with a car.

Late summer was and still is the season for unveiling new designs and making the most of the time of year Blumfield and James announced new V-twin engines in readiness for the autumn show season.

THE CLASSIC MOTORCYCLE AUGUST 2013

Isle of Man for the 2013 Norton Owners Club Manx GP Reunion.

The event, hosted this year by the club’s Essex branch, is on Tuesday, August 27, from 3-6pm, and includes a barbecue.

CONCRETE DATES SET BY GERMAN TRACKERS A group of German enthusiasts who are mad keen about riding concrete racetracks with their old trackracer and pacemaker (some huge V-twins) machines have arranged a pair of race dates.

The first is on July 27 in Hannover and the second is on September 14 in Bielefeld. The

group also runs some original concrete track racers from the 1950s which were competing on these circuits until concrete racing was banned in Germany in 1955 because of accidents.

BONHAMS 100 MAKE £1.51M AT BANBURY One hundred lots sold for a combined total of £1.51 million at Bonhams’ sale of Collectors’ Motorcycles and Motor Cars.

The auction was held in association with the Vintage Motor Cycle Club’s Banbury Run on Saturday, June 15, and strong prices were achieved for many of the vehicles on offer.

Highlights included a 1928 AJS 349cc K7 that had been in storage since the 1960s and was offered for total restoration, which sold for £10,580, and an incomplete circa 1951 Norton 490cc ES2/International stored since the late 1970s/early 80s which realised £7130. Another restoration project, a 1921 ABC 398cc, achieved more than double its £2500 estimate at £5290.

Top-selling motorcycle lot was a restored 1907 NSU 460cc that had been on display in the Dover Transport Museum, which achieved £13,800.

RARE BANTAM DUO IN THE LIMELIGHT The D13 is among the rarest of Bantams but the BSA Bantam Club still managed to find two of them for its display at the Veteran and Classic Motorcycle Show in Amberley.

It took place on May 3 at Amberley Museum in West Sussex.

BSA’s Bantam entered its 10th year of production in 1958 and the new 175cc model was given the D7 model number. The D10 arrived in 1966 and the D13 in 1968. Just 680 were made before Bantam, mindful of the effects of superstition on sales, changed the number to D14. Thousands more were then sold.

Alan Turner

THE WAY WE WERE IN AUGUST

1938

While unable to break the late Eric Fernihough’s Gatwick sprint trials record, the 11.87 seconds recorded in his first run in the standing start quarter miles ensured Noel Pope (998cc Brough Superior) was fastest man of the day in the Sunbeam MCC event to secure the Bickell Cup. Riding his 998cc Vincent-HRD V-twin Ginger (S) Wood recorded 12.50 seconds to set second best time, gain the Fernihough Cup for the best non-expert time and move status upwards to expert. Just three one-hundredths of a second behind Wood was sprint motorcycle builder Francis Williams with his 498cc Cotton-Blackburne. The Motor Cycle’s scribe finished his summing up of the event “…to anyone with motorcycle blood in his veins an afternoon with the Sunbeam Club at Gatwick is the best of good fun”.

In summing up the effect the extremely wet weather had on the year’s ISDT Mr Loughborough for the ACU added an interesting comparison of statistics given in percentages.

Gold medals Silver medals Bronze medals Finished, no award Retirements

1937 59.2 9.86 9.39 0.94 20.66

1938 15.8 13.87 7.18 2.39 60.77

Based in Llandidrod Wells, the 1938 ISDT was then one of the wettest on record. Weather accounted for many retirements with riders simply losing machines in streams that had suddenly become deep fast flowing rivers.

Richard Rosenthal

GLORIOUS TRIBUTE TO THE 1930s

Surrey owner Bob Wheeler pulls his rare D13 from the BSA Bantam Club’s line-up at the Amberley Show.

VINTAGE RALLY’S A CALIFORNIA DREAM

There will be dozens of vintage machines on show at the Venice Vintage Motorcycle Club’s 6th Vintage Rally.

The event will be held on Saturday, September 14, in Windward Avenue, Venice, California.

Among the other attractions will be live music, a pin-up girl competition and a beer garden.

For more details contact moto@venicevintage.com and for promotional and sponsorship opportunities email brady@venicevintage.com

TWO VMCC EVENTS NOT TO BE MISSED IN JULY

There are of course two big VMCC ‘days’ in the month of July; there’s the Festival of 1000 Bikes at Mallory on the weekend of July 13/14 and then, on July 21, its Founders’ Day at Stanford Hall.

Of course, they’re very different occasions but both ‘can’t miss’ for many on the vintage and classic scene.

Star guests are promised at 1000 Bikes, while the Founders’ Day autojumble is still among the best, especially for bits for earlier machines.

In celebration of the 75th anniversary of the 1938 Empire Air Day, once again RAF Kenley will come alive to the sound of 1930s fighter aircraft to raise money for the RAF Benevolent Fund.

The 1930s revival weekend and charity air show is on September 7-8. Don’t forget to dress in 1930s style, and if you bring along a 1930s vehicle you get two free entry tickets for the daytime events.

For more Information visit www.kenleyairshow.co.uk

SUNBEAM CLUB SETS ITS COURSE

A course of 54 miles has been selected for this year’s Sunbeam MCC Constable Run. Riders of any pre-1940 machine, whether they are club members or not, can participate in the event on Sunday, September 15.

The start and finish point will be the Corn Craft Tea Rooms, Monks Eliegh, Suffolk IP7 7AY, with riders leaving at 11am.

Entry forms will be on the club website at www.sunbeam-mcc.co.uk and

the entry fee is £10 for Sunbeam MCC members and £13 for non members, plus £1 per passenger.

The meeting secretary is Marian Johnson, 12 Holyrood, Harwich CO12 4UH. Ring 01255 554828 after 6pm or email marj_35@btinternet.com

NOC RALLY DETAILS RELEASED

The Norton Owners’ Club National Rally is being held at Morpeth, Northumbria, this year on August 2-5. For details contact John Powell at natrally2013@nortonownersclub.org

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News & events THE WAY WE WERE IN AUGUST

1963

Craig Breedlove became the fastest man on wheels at the Bonneville Salt Flats with his jet propelled three-wheeler, but initially the authorities wouldn’t recognise the vehicle rather than the record. His mean speed of 408.3mph for the flying kilometre beat John Cobb’s car land speed record of 394.2mph and Bill Johnson’s 224.5mph set on a motorcycle... but as it wasn’t a fourwheeler the car world didn’t want to know and it gave the FIM a headache as its solo and sidecar records are for vehicles with one driving wheel, in fact Breedlove’s Spirit of America had no drive through any wheels. It was powered by a General Electric J47 turbojet from an F-86 Sabre jet fighter!

The FIM created a special category – Group D – for jet powered three-wheelers then dithered over Breedlove’s 1963 figures. But Breedlove solved the problem 15 months later posting 848.651kph (530.407mph) at Bonneville, again with Spirit of America, on October 13, 1964. It’s a record which remains in the FIM world record lists to this day.

On August 1, at the 7.4 mile Dundrod circuit near Belfast, Mike Hailwood (500/4 MV Agusta) raised the lap record for the Ulster Grand Prix to over 101mph.

Richard Rosenthal

EXCITING DUELS AT OULTON PARK The second race meeting of the Lansdowne Classic Series was at Oulton Park on May 31-June 1, where Bemsee were the hosts. It was a Friday-Saturday meeting with practice an qualifying on the Friday and a morning warm up and two eight lap races on the Saturday.

Mike Russell qualified first on the Richard Adams Manx Norton with the two GB Access Manxes of Alex Sinclair and Duncan Fitchett not far away and Glen English on the Ripley land G50 close behind them.

Race one was a great race to watch with the first three – English, Fitchett and Russell – having an exciting duel for half the race until English overdid it coming out of Lodge Corner on lap five. TT winner Charlie Williams was riding a Works Norton and ex-Team Suzuki rider Stan Woods was on his own Manx.

As the race progressed the first three pulled away, and the racing in the other classes was just as close. There were 33 riders on the start line and 28 made it to the flag. In the Bonhams race it was Fitchett first 0.019 seconds ahead of Russell with Sinclair third.

The WRR Museum 500 Championship was won by Williams from Sam Rhodes’ G50 and Peter Crew’s Manx. The Avon Tyres 350 class honours went to Seb Perez (7R) from Roger Ashby (7R) and Jeff Bing (Manx).

In the new for this year The Classic MotorCycle-backed Club Class for pre-54 Goodwood spec machines Mike Farrall’s Rudge got the better of Gordon Russell’s 1952 long stroke Manx and Andrew French on his 1951 650cc Thunderbird.

Race two was just as fast and furious as the first, this time Sinclair joined Fitchett, Russell and English at the front, English dropped out once more and at the flag it was Fitchett first again from his teammate Sinclair with Russell third, Rhodes took the WRR win from Stan Woods and Stuart Tonge (Manx). Tim Jackson 7R won the Avon 350 class from Perez and Ashby. In the TCM, Russell won from French.

The next meeting is with CRMC on July 13 at the Pembrey circuit in South Wales.

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n tha a n Jo

l’s l i H

EDITED BY JAMES ROBINSON

book review

UNUSUAL MOTORCYCLES – A COLLECTION OF CURIOUS CONCEPTS, PROTOTYPES AND RACE BIKES Author: François-Marie Dumas Published by Haynes Publishing, Sparkford, Yeovil, Somerset BA22 7JJ Tel: 01963 442080 Email: sales@haynes.co.uk www.haynes.co.uk Hardback, 252 x 256mm, 207pp, approx. 500 black and white and colour photographs.

ISBN: 978 0 85733 261 5 £25

Here is a compelling celebration of both the peculiar and the innovative. Unusual Motorcycles presents the stories surrounding all sorts of offbeat machinery – scooters, sidecars and engines as well as motorcycles – largely forgotten by today’s world.

Coverage begins with a close look at some ‘unusual’ motorcycles with a significant place in history: examples include a highly advanced French motorcycle created by an aviation pioneer (Louis Clément, 1920), the first German motorcycle with shaft drive (Krieger-Gnädig, 1921) and a streamlined machine with its radial engine mounted within the front wheel (Killinger & Freund, 1938).

In a chapter devoted to ‘novel concepts’, there are sections about two-wheel drive motorcycles (including the 1936 Rex-OEC and the Yamaha WR of the early 2000s), three-seater machines (the Czech Böhmerland, with its cast alloy wheels, of which, surprisingly, 15,000 were produced; the French Moto Maitre and the Belgian Escol with its 1000cc transverse V-twin Anzani engine); electric motorcycles (such as the 1942 Socovel and 1972 Mobylette), and motorcycles fitted with skis and caterpillar tracks.

Racing machines are not forgotten. It is amazing to read that Peugeot fielded a team of twin-cylinder Grand Prix racers from 1913-23, some with unit construction and eight-valve dohc cylinder heads. The 1949 DKW Gagenläufers (with two cylinders, four opposed pistons and a rotary supercharger), and the radical, but abandoned, BSA MC1 of 1954 (with its four radial valves and complex drive system).

In other chapters about engines, sidecars and scooters one finds more curiosities such as a motorcycle and sidecar made entirely from Meccano and the 1924 Seal Family Four, which accompanied the driver and two children within the sidecar and an adult passenger – presumably mother – on the attached ‘handlebar-less’ motorcycle. Containing 500 illustrations, this well-researched, high-quality book explores the strange riches of motorcycle history that will fascinate motorcycle enthusiasts with an interest in all things technical.

Book reviewed by Jonathan Hill

Historics at Brooklands After a number of successful car sales, Historics at Brooklands included a motorcycle section in its June auction. The sale was held in a large marquee that covered some of the historic paddock area.

The variety of machinery on offer had attracted interest around the world. As well as commission sales, bidders from the US and Australia kept in touch via telephone or the i-bidder online service.

Star billing was given to a pair of Vincent twins. A Black Lightning – all but unused since a complete restoration – attracted bids over the phone, via the internet and from the floor. Eventually, a £95,000 floor bid should have secured it, but it’s understood the sale is still not concluded and negotiations continue. The other Vincent was a Rapide said to be to Lightning spec, although other modifications were intended to make this a usable road bike. Perhaps the lack of purity made bidding less enthusiastic and £75,000 was a long way short of the estimate.

There were more British bikes to round off the sale, singles from AMC, Ariel and BSA, 350 and 500 Triumph twins. Most failed to sell, although the margin of failure must have been frustratingly small.

Bidding was enthusiastic for the 1940 Zundapp. It sold for £10,000.

This 1951 Square Four sold for an £8000 hammer price.

This Rapide was modified to what was said to be Lightning spec. It was bid all the way to £75,000, but failed to sell.

• WIN! WIN! WIN! WIN! WIN! WIN! WIN! WIN! •

Win Gloucester extravaganza tickets!

More than 15,000 visitors are expected at this year’s Gloucestershire Steam and Vintage Extravaganza.

Now in its 39th year, the event will take place once again at South Cerney Airfield, Cirencester, from August 2-4.

There’s a fine selection of classic vehicles promised to be on display, with motorcycles well represented at the event, held in the heart of the Cotswolds.

We have 20 pairs of tickets to give away; go to www.classicmotorcycle.co.uk for details. Closing date July 25.

With Brooklands offering far more in the way of ambience than many other auction sites, the auctioneers were probably wishing more of the legendary ‘right crowd’ had been in attendance, but this was, after all, a first attempt. Visit www.classicmotorcycle.co.uk for more details.

Alan Turner

THE WAY WE WERE IN AUGUST

1988

Vintage motorcycle enthusiast Colin Light won the technical interest award at the 26th Graham Walker Memorial Run in Hampshire riding an Ascot Pullin. Designed by IoM winner and former Douglas designer Cyril Pullin, the unit construction machine boasted a pressed steel rolling chassis, hydraulic brakes and a handlebar top instrument and switch panel.

Andy McGladdery took the Norton rotary to its first win at a windswept Carnaby race circuit on Sunday, August 14, while the regular team members were unavailable, Trevor Nation in hospital and Simon Buckmaster competing at the Swedish GP. Andy won the 1300cc star race then immediately fell off as he returned to the paddock. Later he won the 1300cc nonchampionship race and set a fastest lap of 78.9mph.

Richard Rosenthal

THE CLASSIC MOTORCYCLE AUGUST 2013

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BANBURY RUN

Great day out Arguably the world’s greatest moving motorcycle museum, the VMCC’s 65th Banbury Run was, again, a great success, with 600 runners and riders assembling at Gaydon Heritage Centre.

WORDS BY JAMES ROBINSON PHOTOGRAPHY BY JAMES AND SIMON ROBINSON/ANNE GREEN

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M

y Banbury report is always somewhat difficult to put together as quite simply the day passes in a blur of loading, talking, unloading, talking, trying to take a few photos, more talking, with a couple of hours riding in the middle of it. So, I thought that I’d simply put together a basic overview of how it went for us.

First of all, there was the case of getting the machines in order – and to the event. It’s always a case of careful planning, logistical manoeuvring… and last-minute panic. This year, I was down to ride my Rex-Acme, a machine I’ve owned for several years and which I often state as the reason I became interested in old motorcycles in the first place; I saw it in this magazine in 1990 and, aged 12, thought it was brilliant and still think it’s quite possibly the prettiest motorcycle in the world.

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THE CLASSIC MOTORCYCLE AUGUST 2013

1 Surely the world’s only two 1913 Veloces, left Pete Young, centre Dave Masters. Maggi Davis (1925 Velocette EL3) is on the far side.

Many years later, I acquired it though a couple of years ago its Blackburne engine suffered a fairly (well, completely) terminal failure on the Irish rally.

A couple of years and a thorough engine rebuild later and it was all back together and nicely bedded in for Banbury 2013… in an ideal world.

In reality, Friday before Banbury, we had the engine in the frame and started it for the first time.

It went first kick, ticked over beautifully and I looked forward to a shakedown run. Then it started raining, then it was Saturday, then friend Nick Biebuyck turned up to pick up the Sunbeam he was borrowing, then it was time to load up the other machines we were taking to head down to Banbury to have dinner with friends Pete and Kim Young (over from San Francisco specifically for the run, with children Suri and Atticus in tow).

2 This stunning OEC, dating to 1930, was being ridden by Tony Butcher.

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3 NUT (Newcastle Upon Tyne) from 1925. Engine of 700cc. Rider Ian Anderson.

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4 Having shipped his Veloce (in its centenary year) from the States, Pete Young makes his Banbury bow.

The Veloce was awarded Best in Show, to Pete’s delight and surprise.

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5 Martin Gee, 1921 Rover 6½hp, Mick Dawes, 1925 Triumph Model P, Dick and Lynda Sleath, 1927 AJS model H1. Dick kindly donated fuel to the cause!

6 The editorial Rex-Acme, rushed together, complete with later Amal carb. It was ‘withdrawn’ a couple of miles in. Pretty though, isn’t it!

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7 Beautiful JAP V-twin powered 680cc Zenith.

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“I turned and rode back to Gaydon, better to be on the side of caution.”

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Before I knew it, it was Sunday morning, start time was looming and testing of the Rex had amounted to riding from the van to the start area.

On the start line, the Rex started and ran great and I decided to chance it and see what happened.

However, once out on the road (having sat in the holding area with the engine running, rather unwise with hindsight) it just didn’t feel right, and I decided to call a halt a couple of miles up the road. After letting the Rex cool down, and sending my brother Simon on his way – he was escorting me, aboard the Mk.I KTT Velo – I turned back for Gaydon and rode the Rex in, reasoning it was better to save it for another day, than do any serious damage. And I had a back-up plan…

The back-up plan was my Douglas, which I’d taken along ‘just in case’ and so I returned to Gaydon, put in what fuel I had, swapped over my route card and headed off on the route, in a typical harried rush. By now, I was at least half an hour behind the latest starters and I had one of the most enjoyable Banbury runs I’ve ever experienced, whizzing along quite contentedly and savouring the Douglas’ fabulous performance. My dad and my brother’s girlfriend Anne weren’t enjoying themselves so much, as I’d accidentally kept their van keys in my pocket and so when it started getting colder and drizzling, they could look at their coats through the van window, but not get them…

Meanwhile, halfway round the route and I was catching up with other riders, and was back in among the run. I seemingly passed Pete and Kim about five times, as they were doing a shorter route, though eventually Kim (riding my dad’s 1928 overhead valve 500cc AJS K8) decided to tag on behind me as Pete – on his 1913 Veloce, shipped over for the day – was going much slower than the Ajay is happy at. We then had about 15 miles of lovely British countryside vintage riding, the type you’re proud to be able to show to visitors from foreign parts, travelling briskly but not too fast, before I sensed the sickening spluttering of an engine running out of fuel…

Coasting to a halt, I waved Kim on with ‘follow those guys, there’s only about 10 miles to go!’ as a gang went past us, and set about scrounging petrol from anyone who stopped.

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1 Father and son duo Leslie (560) and Warren (559) Leech rode this pair, tagged ‘Crusty’ and ‘Rusty.’ Nearest is a 1925 Raleigh 14, behind 1927 Matchless R, both of 250cc.

2 Phil Hazlewood (274, 1929 Matchless Model X) and David Brown (1924 AJS B4). Together, they form ‘Team Slip Up’ in NSA events.

3 The end (well, almost) of an eventful day. Returning to Gaydon on the Dougie.

A chap on a Venom and his mate stopped and we were about to start decanting petrol into a lemonade bottle, when our old contributor Mick Dawes (1925 Triumph Model P) and his brother-in-law Dick (1927 AJS V-twin, with wife Lynda in the sidecar) hove into view. Strapped to the back of the chair, behind the spare wheel, was a can of ‘go juice’ which Dick kindly donated to the cause, then Mick gave me a shove and we were off and flying again. Thanks guys!

Soon, I was pulling into Gaydon. All the team were back and in good spirits, my brother having spent the day riding with experienced cammy Velo pilot Harry Oglesby, and reporting the Velo ran ‘faultlessly’ while Kim was making plans to sell her 1936 Red Hunter to put towards the purchase of a flat-tank Ajay of her own while she’s also promised to send on a few words about what Banbury was like for an American who’d only ridden one hand change bike before and never been astride the AJS… Nick was on to something similar, bubbling about buying his own vintage steed, as we loaded up our vans and trailers to head for home. So, a mixed day in some ways, but thoroughly enjoyable all the same and yes, most (well, all) of my problems were my own making owing to trying to do too much/spreading everything too thinly but still, I came home happy and contented. As ever, thanks must be extended to the organisers the VMCC, in particular Sam Brown for all her hard work.

“My problems were all my own making, but I came away happy and content.”

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THE CLASSIC MOTORCYCLE AUGUST 2013

F O R VA R I O U S WORDS BY JERRY THURSTON

‘CLASSY’ 250s

Mention of a 250cc motorcycle you will provoke differing reactions from people. For those from my generation they will think of hot-dog two-stroke 250s aimed at the learner class. Older readers will immediately think of them as capable ride to work machines and those brought up with 125cc learner machines will be thinking of them as a step up from what they were riding. Throughout their life-span 250s have been classed everywhere between humble and exotic, with some more ‘classy’ than others.

HONDA’S CB 250 has been around for what feels like eons. The Honda ‘Dream’ CB250 made its bow in 1968 and the words ‘trusty workhorse’ crop up time after time; as a commuter it has few peers. Scrappage rate has been vast and although thousands were built they are becoming rarer, hence earlier versions are getting a following and creeping up in value.

Honda CB250, 1979

llet u B of pro

NSU Max, 1953

rdy u t S yle st

WHAT TO PAY? A mint 1968 version is probably going to fetch a surprising amount and an “extremely original” 1973 is reported sold at c£2000. However, we think that a mid-to-late 1970s machine that’s escaped most of the ravages of time can still be bought for under £1000.

SOPHISTICATED, SMART, STURDY and in a thoroughly Germanic way, stylish. the NSU Max was a cut above most of the contemporary 250s on offer on its launch – and it still looked modern and futuristic 10 yeas later, when many of the (in particular) British firms still hadn’t caught up with its specification. Mr Honda took a good, hard look at NSU when he decided to go into production proper – it’s not hard to see why.

WHAT TO PAY? For what they are, and the level of sophistication and performance on offer, the NSU still offers great value, with somewhere in the region of £3500 seemingly enough to buy a halfway decent one, more for a proper ‘minter.’

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THE CLASSIC MOTORCYCLE AUGUST 2013

Xxx xxx xxxxx xxxxxx ARIEL’S SMASHING LOOKING OHV TWIN PORT must have been the talk of the street when a new owner arrived with one. Equipped with all modernity’s such as electric lights and a saddle tank, they did not come cheap though. Priced at under £51 they represented around quarter of the average salary at the time. If you want an attractive light, vintage motorcycle, look no further.

ss a l c

WHAT TO PAY? Five years ago these were making around £4000. Recently one advertised on eBay failed to attract the starting bid of £3500 although quite possibly its location (Ireland) may have contributed.

In all we reckon that £5000 should be the mark for one here in the UK.

Ariel LF, 1930

in Lat ely lov

Gilera Nettuno Turismo, 1947

d a o R er rac

New Imperial Grand Prix, 1933

CAN ANYBODY THAT CALLS THEMSELF A MOTORCYCLE ENTHUSIAST fail to be moved by the Nettuno Turismo? Like its big sister the Saturno, the 250 featured what for the time was an extraordinarily modernlooking engine housed in by comparison a somewhat vintage looking frame. It’s the earlier girder fork type with the fascinating parallelogram rear end that we’re interested in.

WHAT TO PAY? A post 1950 Telescopico (the later version) is currently available needing restoration at £3800 in Italy. A similar 1948 Saturno police spec’ sold for £11,000 recently so we predict a Nettuno should cost around £8000.

DURING THE 1930s New Imperial could lay claim to be Britain’s most successful 250cc racing manufacturer – only Excelsior, really, could beg to differ – while the introduced for 1933 Grand Prix model was essentially the racer, fitted with lights and called a roadster.

Polished internals, removable compression plates, four-speed Albion gearbox and electric lighting all among the specification.

WHAT TO PAY? Genuine Grand Prix New Imperials are rarely offered for sale, particularly on the open market. Many ended up having long and hard racing careers so a proper GP, in roadgoing condition, would surely command in excess of £15,000, probably nearer to £20k.

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er Supfile pro

SUPER PROFILE – MATCHLESS G3L/AJS 16M RIGID

Service background

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THE CLASSIC MOTORCYCLE AUGUST 2013

The Matchless G3L was the most popular machine with dispatch riders during the Second World War, with many thousands being supplied.

Postwar, the popularity continued due to its cross-country abilities.

WORDS BY STEVE WILSON PHOTOGRAPHY BY JOE DICK/MORTONS MEDIA GROUP

T

he AMC singles were the salt of the postwar earth. They came blessed with a good reputation as the Forces’ favourite among Second World War DRs, due to their teledraulic front forks, where all the other Service bikes were girder-forked, as well as their low weight (319lb kerbside in a May 1941 preproduction Motor Cycling test, v 369lb dry for BSA’s M20 – though the production G3L WD was to be a bit heavier), better ground clearance at 5.5 inches, and a peppy 348cc ohv iron engine.

Postwar, the Matchless marque name increasingly was to be used in scrambles

variants. That was partly because in that “Export Or Die” era, it was the one familiar in the USA – Matchless v Indian went back to very early days. Charlie, the eldest son of Matchless founder Henry Collier, had won the first-ever TT on a Matchless in 1907 – and again in 1909 and 1910 – but had been beaten by an Indian in 1911. From 1945 Matchless singles became especially popular with Californian desert riders for their crosscountry and scrambles-type events. And everywhere in the States but California, they were marketed by – Indian.

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MOTO GUZZI – V8 RACER

Left side of the startling machine.

Ultimate racer

Words by ALAN CATHCART PhotograPhy by KYOICHI NAKAMURA

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Dickie Dale and Bill Lomas flank Giulio Cesare Carcano, the genius behind the V8 – and other Guzzis.

A

sk any race fan to nominate the most exotic and desirable Grand Prix racer ever built, and the Moto Guzzi 500 V8 will almost certainly be the one. Although it effectively only raced for two years in 1956-57, and never won a World Championship GP, there’s an aura about this semi-mythical motorcycle that’s entirely in keeping with its improbable specification and incredible allure.

Any 500cc motorcycle conceived almost 60 years ago which revved to 16,000rpm safely, was trapped at 178mph along the Masta Straight at Spa-Francorchamps in its final race, produced 79bhp at 12,500rpm in its ultimate guise thanks to its eight cylinders, 16 valves, eight carburettors and four camshafts, but was created in a workshop in the Moto Guzzi factory on the shores of Lake Como by a team of 12, including the three engineers who conceived it, is truly the stuff of legend.

The Guzzi V8 was the product of the fertile mind of the firm’s chief engineer, Giulio Cesare Carcano. After his 500cc single was outpaced and his inline four uncompetitive, Carcano decided on a V8, reasoning that it had the potential to be no wider than a four, but rev much higher.

In July 1954 Carcano set his development engineers Enrico Cantoni and Umberto Todero to draw up a concept, and in September Moto Guzzi’s owner Enrico Parodi gave Carcano the green light. He entrusted the task of drawing it up to Cantoni, whose initial design is dated November 15, 1955, and by the following March the engine was running on the dyno. On April 18 at Modena, team manager Fergus Anderson crashed it on his first lap, destroying the engine thanks to the swinging arm boss snapping off the rear of the crankcase. This set the project back, it next appearing on May 20 at Monza. Ken Kavanagh made the V8’s delayed public debut in practice for the Belgian GP at Spa on July 3, but it non-started. Subsequent attempts to race were also aborted.

COMPREHENSIVE REDESIGN

There is only one contender when it comes to the most ambitious, innovative and exciting offering when it comes to a 500cc GP pretender.

We present the Moto Guzzi V8.

For 1956 the engine was accordingly redesigned to incorporate a 90º crossplane crank, with the original six-speed gearbox replaced by a fourspeeder, the engine proving more flexible and torquey than expected.

The V8 finally made its race debut in the Imola Coppa d’Oro on April 25, where Kavanagh led before retiring. Then, Kavanagh was forced to retire from the German and the Dutch TT. For the following week’s Belgian GP at Spa a second bike was entrusted to Bill Lomas, who ran third before retiring. Kavanagh on the other hand found the V8’s wayward handling around Spa’s ultra-fast curves too frightening to continue, and pulled into the pits to retire with what was claimed to be a broken rear shock – a decision which displeased Carcano, and resulted in Kavanagh eventually leaving Moto Guzzi.

Lomas took over the V8. In the German GP at Solitude on July 22 he displayed the Guzzi’s true potential for the first time to the massive 160,000 crowd, in a titanic battle with Gilera’s Geoff Duke. The two repeatedly exchanged the lead in a 25 minute struggle which ended when both were forced to retire, the Guzzi with a split water hose after setting a new lap record. “This was the first time I realised we might have trouble on our hands with the Guzzi V8,” said Duke. ❯

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In its full battle dress. The ‘dustbin’ fairing wasn’t universally popular with riders, and was outlawed for the 1958 season.

In pursuit of reliability to add to the V8’s undoubted performance, Carcano had meanwhile decided to adopt a new 90º bolted-up Hirth unit with which Dale had his first ride on the V8 at Montichiari military airfield on October 25, when he set a series of FIM world records for the 500, 750 and 1000cc categories. While working on refining this latest iteration of the 500 V8 with a five-speed gearbox, which now delivered 79bhp at 12,500rpm, Carcano also developed a pair of 350cc engines derived from it. Using the front cylinder bank off the V8 produced a 350cc inline four measuring 49x46.3mm which produced 48bhp when run on the Moto Guzzi dyno in February 1957. This was twice tested at Monza by Giuseppe Colnago, before being discarded in favour of the second design – a 350cc V8. This was in every way a small-scale version of the bigger engine. Dickie Dale tested the 350 V8 at Monza, but was unable to come within nine seconds of his time with the single, so this project was terminated, too.

WINTER REVISION

After extensive winter testing, the revised 500cc V8 made its track debut on March 19’s first round of the 1957 Italian championship at Syracuse in Sicily, where it finally obtained its first race win in the hands of Colnago. Team-mate Montanari had led on another V8, before retiring with handling problems. Five weeks later, Dale made it back-to-back victories with a dominant win in the Coppa d’Oro at Imola on April 22

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that was unquestionably the V8’s finest hour, when he scythed through the field after a slow start to defeat the hordes of Gilera and MV fours.

Lomas was absent after crashing in the earlier 350 race and breaking his collarbone, but would return at Assen, only to crash the 350 again, this time suffering more serious injuries that ended his career.

At the first GP of the season at Hockenheim on May 19 Campbell retired his V8 with a broken con rod, but Dale climbed to a secure second, only to drop to fourth at the finish with a misfire. Dale ran the so-called ‘partial streamlining’ – a dolphin fairing developed in readiness for the revised FIM regulations banning dustbin fairings due to enter into force in 1958 – for the first time in the Senior TT in the Isle of Man that came up next on June 7. The brave British rider finished fourth in an eight-lap marathon, injured and on six-and-a-half cylinders. In the Dutch TT at Assen on June 29 it was Dale’s turn to crash once again in the 350 race, breaking both ankles which put him out for the rest of the season, leaving Campbell as the lone V8 Guzzi rider in the 500 race. In this the Aussie climbed through the field to second place after getting away slowly – he still had problems firing up the V8 engine at a pushstart! – closing right up behind eventual winner John Surtees’ MV Agusta, before retiring with clutch problems. There were four V8 Moto Guzzis in the Assen pits, but nobody to ride three of them…

One week later at the Belgian GP at Spa came the bike’s unheralded final swansong, with Campbell again the lone V8 Guzzi rider in the

Bill Lomas: “This was one of the greatest machines ever made... it was years ahead of its time, and it was so fast.”

Guzzi’s trademark tubular spine frame. The criss-cross carburettor setup is a wonder to behold.

500GP race held on July 7, in which he surged into the lead. But after smashing Gilera’s existing lap record with a lap averaging 118.14mph, during which the Moto Guzzi V8 was timed at a remarkable 178mph along the Masta Straight, and seemingly on the way to certain victory, the Aussie came to a halt in a secure lead with… a broken battery lead!

Though nobody knew it at the time, this was the Moto Guzzi V8’s last race as the new Australian 350cc world champion crashed the 500 V8 at the Curva Ascari and broke his pelvis, putting him out of the race.

tESt SCHEDULED

With all its riders sidelined, Moto Guzzi made a secret arrangement for MV Agusta’s lead rider, John Surtees, 500cc world champion the year before, to test ride the V8, with a view to joining Moto Guzzi for 1958.

But the test never happened: instead, two weeks later, on September 15, the road racing world was dumbfounded by the announcement that, in conjunction with fellow 1957 world champions Mondial (125 and 250) and Gilera (500), Moto Guzzi (350) was withdrawing from racing.

The most exotic grand prix motorcycle ever would never race again – just as it seemed on the verge of becoming consistently competitive.

Let’s leave it to the late Lomas, who passed away in 2007, to sum the bike up after riding it for the first time in 25 years at the John Surtees Day at Brands Hatch, which I helped organise in 1981. As part of the on-track activities, we persuaded the Guzzi factory to uncache

one of the two V8s in its museum for Bill to ride (see photo in Archive section), even if as part of preparing it they painted it a peculiar shade of scarlet (the bike only raced with a thin coat of the factory’s matt green livery covering the aluminium bodywork, since Carcano believed there was no point in adding extra kilos by spraying on extra paint!).

“This was the greatest machine ever made!” enthused Lomas in a post-event interview. “It was years ahead of its time and faster than anything else around. But it needed to be set up carefully for each rider.

People used to say it didn’t handle very well, but that’s not true, as I proved when I had that battle with Geoff Duke at Solitude. For instance, you needed to pay a lot of attention to setting up the leading link forks for the rider’s weight, and how you sat on the bike – just like modern suspension. But the engine was out of this world – there was no power curve as such, it just went all the way from low down in a straight line to 16,000 revs, though we kept it down to 12,500 to be on the safe side.

“If Moto Guzzi had kept going after 1957, things would have been very different, I promise you. In the 1960s Honda would have had to build something better than their four, and the MV triple would have struggled against the V8, no question. Carcano was a genius, and the V8 was just the ultimate example of his intelligence. It was a real lost opportunity, created by just a dozen men in a lakeshore factory in Italy.

Compare that to today, and the resources the Japanese firms pour into racing. Lucky for them Carcano’s not building bikes any more, I tell you!” ❯

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1950s Dot

tion a r to Res

e d i gu

GEARBOX

The specialisT

Information for this guide comes courtesy of the Dot Motorcycle Club, which enthusiastically pursues anything pertaining to the Manchester manufacturer. At £10 (plus £5 one-off joining fee) membership is very reasonable. The Dot factory remains very much a going concern and the club liaises with the factory to try and maintain stocks of the spares most in demand.

Club: www.dot-motorcycle-club.co.uk Factory: 0161 8345 472

The 6E power unit followed established Villiers practice, built in semi-unit style with the three-speed gearbox bolted to the back of the crankcase. The 8E was similar, but the alternative four-speed ’box, a factory-supplied option, is well worth seeking out, or even retro-fitting.

The 9E and the A-series power units all had four speeds as standard.

The primary drive is by endless chain. All the primary transmission parts are available, including all the

components of the clutch assembly, but this part of the transmission is reliable provided the lube level has been maintained in the chaincase.

Villiers gearboxes are tough units and will stand abuse. Once again, the biggest problems usually stem from lubrication, either from its lack of, or using the wrong type of oil. However, the replacement parts supply is still good.

Model hisTory

After a break of some years, Dot returned to motorcycle manufacture in 1949. For a further two decades the factory turned out a variety of bikes, mostly powered by Villiers single-cylinder engines, but also using power units from Brockhouse and RCA. While road bikes drifted in and out of the catalogue pages, the Trials and Scrambles models, in various guises, were constants.

In the early 1950s Dot riders contested major events and posted many successes to prove the lightweights were capable of mixing it in off-road competition with the opposition heavyweights. ‘Win on Sunday, sell on Monday,’ proved true for Dot and the factory became a busy place.

When Bultaco moved trials bikes to another level and the supply of Villiers engines dried up, the factory tried various alternatives, but success proved just too elusive and manufacture of complete machines ended. Dot motorcycles became an anachronism until the arrival of pre-65 events, when period correct mud-pluggers were in demand.

In spite of these changing fortunes, and almost unique in the realms of restoration, the Dot factory holds an impressive inventory of parts as well as being an information resource.

WORDS BY ALAN TURNER

PRICING Barn finds or basket cases are only worth considering if they are really cheap. A restored Dot is worth somewhere around £2000.

Bikes prepared for pre-65 events could be a similar price, depending on specification. Rebuilding an engine and a pair of wheels will be a considerable sum, but refurbishing items such as chrome-plated tanks and mudguards can annihilate a restoration budget.

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SUSPENSION By the mid-1950s, pivotedfork rear suspension was finally universally recognised as an advantage and the rigid frames used previously were dropped. The rear fork was controlled by coil-over suspension units. At the front, earlier models used telescopic forks, but the optional Earles forks were often chosen. These evolved into a leading link design. The result was a solid, if heavy,

ELECTRICS front end that worked well for scrambles, but was not so good in trials. Dot sourced shock absorbers from various manufacturers and even sold suspension units to the aftermarket in latter years.

Bikes intended for serious competition will inevitably wear teles in some form. All the wearing parts are available. The club has leading link front suspension units at around £125.

A simple change of model number distinguished Trials and Scrambles models supplied from the factory with removable lighting kits.

When wiring is necessary, the loom will have to be remade, but as the system was direct lighting, with no battery, the spaghetti is about as basic as it gets.

competition models ENGINE The earlier models used 6E 197c single cylinder engines, introduced by Villiers in 1949. The long stroke engine (59 x 72mm) was smoothed with a substantial flywheel magneto/generator unit. The updated 8E unit appeared in bikes from 1954-on. The 9E of a couple of years later was restyled, with a timing side cover giving the appearance of unit construction.

The 9E bottom half was essentially common to the later 31A and 32A

engines, adopted from 1959, but the cylinder bore was taken out to 66mm to give 246cc. As competition bikes, many will have been modified, as there were various updates available at the time and since. (A factory-tuned 8E engine was offered for £5 extra). While Villiers supplied its own carburettors it’s worth noting that some later A-series engines came from the factory with Amal carburettors. A few later Scrambler

models were fitted with Villiers 2T twincylinder engines.

Engine restoration is straightforward, with parts, and help with the tricky bits, such as crank building, available from specialists Nametab Engineering (01527 522266), or Villiers Services (01384 265797). A reputable overhaul should be good for many years of trouble free classic riding, but for serious competition use, it is probably worth considering the various updates.

CYCLE PARTS Frames and forks are not available, but many other parts remain on the factory shelves! Dot’s mid-1950s interest in a chrome-plating company resulted in its bikes having more bling than its competitors. Unfortunately, the plated petrol tanks and mudguards can be an expensive proposition to restore. There have been good reports about replica tanks from India at around £120-140 (plus carriage). Wheels were built around British Hub Co items, then to Grimeca-type assemblies.

A restorer’s biggest headache will be replacement headstock bearings.

Although simple cup and cone, they were ground to Dot’s own dimensions and there are three different versions.

Later bikes used taper rollers, but the headstocks were of yet another size!

At present, the club is considering having a batch of cup and cone bearing sets remade.

FINAL BIT Like its Essex rival Greeves, Dot proved in the early 1950s that lightweight two-stroke motorcycles were capable of more than taking Britain’s breadwinners to the bakery.

The bikes were tough and survived regular abuse in events. They were often upgraded by owners, so original and complete examples are a lucky find. By the end of the Fifties, there were other manufacturers offering variations on the off-road theme,

while the old rival, Greeves, was pressing on with development. Dot did not have such resources. Fitting production bikes with standard Villiers engines was not really a selling point, even if it makes life easier for modern-day restorers.

Having secured a bike for restoration, do you aim for a factory correct ‘show-pony’?

Or use the bike as a basis for an off-road special, adapting other parts where

necessary, making the bike something of a special? Practicality needs to be considered. Grip offered by trials tyres on a wet road can be rather less than reassuring, but green-laning is a useful alternative for those who want to ride off-road, but without the potential risks inherent in competition.

The result will help put Dot’s enduring advertising strapline to the test: ‘Devoid Of Trouble’.

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ea Tak ser

Cloook l

The 1911 London-Edinburgh Trial, at the Station Hotel Garage, York. Indian’s Billy Wells stands behind Indian number 115.

Miles and miles and miles…

“If I’ve got to explain, you wouldn’t understand” – a quote many have employed to avoid justifying to the critical anything which deviates from their perception of the normal. To those who revel in the challenge of the long distance trial or rally, this statement could come in handy.

Words by RICHARD ROSENTHAL PhotograPhy by MORTONS MEDIA GROUP

O

n the ACU National Rally 2013 website are a series of ‘quick links’ including ‘Why do it?’ Link writer David Shelley begins: “Why do normally sensible people get together and ride all day and all night to win a plaque they paid for?” Suddenly, the standfirst statement makes sense and who is the judge of what’s sensible?

As one who spent months training to run a marathon and years searching out that elusive part for the Grundlethorpe Minor which only needs two lugs welding on, the boss re-machining, a new bearing housing... I’m not judging anyone. Probably, many reside in the same glasshouse and won’t be throwing stones either – after all, who wants to be sensible? The logic of riding right through the night or setting off for Exeter when all right-minded folk are still celebrating the extended festive season or whatever, may appear madness to you and me, but bearing in mind the above, I’m saying nothing.

This feature looks at the origins of the MCC’s (Motor Cycling Club) three classic trials and briefly examines what happened in 1956, the year The Motor Cycle’s writer George Wilson and artist Gordon Horner used a AC Petite to follow the Exeter for the magazine and put the little Villiers powered three-wheeler through its paces over a long, cold winter weekend.

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MCC London-ExEtEr triaL

Before the First World War, it was easy to organise a new event on the public roads in the UK. With minimal everyday traffic, the police weren’t worried by another road trial, so long as the law was obeyed.

There were no parking restrictions on the streets near the starting or finishing venues and risk assessment forms were a century hence.

Thus on September 26, 1910, when the question; “How about a long distance winter reliability trial?” was asked at a committee meeting, it was given a unanimous thumbs up and the night’s business moved on. The MCC membership was equally keen. Initial plans for a winter London-Edinburgh were soon shelved in favour of a London-Exeter, because the winters are milder ‘down south’. The first London-Exeter was planned for December 26-27, 1910, just three months after the idea was muted.

While the Edinburgh and Land’s End initially restricted entries on vehicle type, the Exeter was from the outset a free for all and in 1910 attracted 75 motorcycles, two cars and one three-wheeler. The trike’s entry remains significant to this day – it was by Henry Frederick Stanley Morgan, who was bravely embarking on the competition debut of his fledgling Morgan three-wheeler project as he left the event’s

long disTAnCe – TRIALS AND RALLIES

K S Fisher (990cc Brough Superior) at the bottom bend of Woodhangers Hill in the 1938 Exeter Trial.

starting point, the Bell Hotel, Hounslow. And 322 miles later at Exeter HFS’s baby gained a ‘Gold’. Brilliant. A century later, Morgan trikes still lead the way in appropriate events worldwide.

Later, the Exeter moved from its Boxing Day start to early January and steadily the event was stiffened as machinery design advanced with the inclusion of what some disapproving press hacks and others described as ‘freak hills’. Initially, climbs such as Porlock troubled many but later ever harder challenges including Devenish Pitt, Meerhay and Marlpits became observed climbs.

“Riding through the night or setting off for Exeter during the festive season may appear madness to some.”

Naturally, MCC Classic Trials were suspended for the war years and with Armistice on November 11, 1918, it was too late in the year to organise the Exeter. It restarted on December 26-27, 1919.

After the Second World War petrol rationing and other issues delayed the restart of the Exeter until January 1949 when a shortened 54 mile trial was held, starting and finishing at Exeter.

The 1950 Exeter was also abbreviated and bizarrely it was run on December 31, 1949 – thus two Exeters in a single year.

The MCC was again able to run a full distance classic trial from January 1951, the Exeter attracting a mixed entry of 256 with the route near mimicking the 1939 event. All of which brings the story on to 1956 and the inevitable question some including George Wilson uttered… “What makes motorcyclists willingly forsake their beds for long distance night runs over ice covered roads?” Again, no explanation is offered!

Before the 1956 Exeter, the south of England was shrouded in fog which cleared, leaving icy roads, as the first rider left Kenilworth at 9.48pm. Later, entrants started from Launceston and Feltham, London by devised routes to Honiton and then the observed hills including Simms, Pin Hill, Meerhay, Tillerton, Fingle Bridge and more.

Riders tumbled on the observed hills, ran low on fuel and M J Davies briefly lit up the hillside as he over revved his 197cc Dot, then the headlight bulb blew.

During the night, tired riders enjoyed a fry-up at Deller’s Cafe, Exeter, before tackling the remaining sections then finishing at Bournemouth.

After tea and sandwiches some headed home, while others abandoned their machines for the warmth of their hotel rooms. Of the 133 starters, 100 signed off at the finish including many military riders and London Harley-Davidson dealer Fred Warr, whose 750cc Harley was one of the more unlikely entries.

The AC PeTiTe

George Wilson initially liked the 4000 mile demonstration fleet Petite, with its three-speed 346cc rear mounted Villiers single cylinder two-stroke engine, then fell out with it while driving about London – he wasn’t a three-wheeler man. Cleaned, fuelled and loaded with sandwiches and sweets, the Wilson/Horner team squeezed into the Petite and left central London for Feltham.

Cruising at 40mph, they easily kept with the trial’s entrants but didn’t try any observed hills as they were unsure of the AC’s triple V-belt primary drive system. The combined weight of the men and their food parcel improved the Petite’s stiff suspension no end.

The Petite’s 12 volt lights proved good but with no real heating, the windows iced in the sub zero temperatures. The health conscious would disapprove of George and Gordon stuffing chocolate all night to stay awake, but they did. The AC always started easily on the button, never lifted a wheel on corners but engagement of top was hit and miss, and when it happened, it went in with a crunch. However, in 22 hours the three-wheeler covered 405 miles carrying two amply clad men and that huge tin of sweets.

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Crowds throng the start of the 1921 London-Edinburgh Trial.

London-Edinburgh

Although other bodies had organised long distance reliability trials, the MCC ran its first, the London-Edinburgh, on Friday, May 20, 1904 from the General Post Office, near St Paul’s Cathedral. Mr C W Brown (2¾hp FN) was first away. Officials followed the event by train. Of 70 entrants 46 started and 34 (30 motorcycles, four tricycles) reached Edinburgh in the 24 hours permitted. Rapidly, the event run over the Whitsun weekend became a ‘must do’ in the motorcycling sporting calendar and local clubs supported riders en route. In 1906 the MCC took the decision to admit cars to the Edinburgh, beginning a trend, which has remained popular since.

Riders soon became specialists of the MCC Classic Trials including George Brough (Brough Superior), R O Clarke (IoM TT and Brooklands racer) and the ‘oil baron’ Harold ‘Oily’ Karslake who first designed the ‘handlebar’ MCC badge.

Despite its long distance element, the Edinburgh was regarded by entrants and spectators as a club run rather than a severe trial, a situation which encouraged Jackie Masters (club stalwart since 1901) to introduce new observed sections including Costerton and Humble Hills in Scotland in 1937. After the Second World War, the Edinburgh was always poorly supported compared with the Exeter and Land’s End. With observed sections run in National Parks and the like, the MCC found it ever harder to secure an RAC permit for the event and in 1957 the Edinburgh became The Edinburgh and Esso Scoot to Scotland, which initially attracted an ever growing scooter and microcar entry. In 1960, the MCC Derbyshire Trial merged with the Edinburgh. By 1967 entries had dwindled to 85 including a handful of cars and motorcycles. The Edinburgh became an overnight road run without the requirement of costly permits.

J L Park arrives at the Land’s End Hotel, in 1929.

London-Land’s End and back

After the death of MCC president Major Sir H E Colville, and a slight hiccup when Sir Arthur Conan-Doyle was invited as president but didn’t take up the position, the sporting rider/driver Charles Jarrott was appointed to the post in 1908. One of his first moves was to introduce the London-Land’s End and Back trial (aka The Land’s End) for which he presented the principal trophy, The Jarrott Cup. Initially run in August, although later it adopted the Easter Holiday slot in the annual calendar, the organisation was rushed, which combined with date clashes pegged the entry to 26. The first pair set off for Land’s End from the Berkley Arms, Cranford (nr Hounslow, West London) at 4am for the 300 mile there – and same return – trip, an immense challenge for single speed motorcycles on appalling roads. The history books inform S G Frost won the Jarrott Cup with a time error of 3 minutes 36 seconds, eight riders completed the double, two securing gold and six silver awards.

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Route for the London-Land’s End, as detailed in 1929.

At first, time errors at checkpoints on route decided the awards, but in 1910 the event was stiffened for the first time with the route including observed sections taking entrants over Dartmoor. Although easy by today’s standards, these observed sections were difficult for belt drive motorcycles. Despite the harder and harder nature of the Land’s End, entrants put up staggering performances. In 1912 winner Oily Karslake (499cc Rover) completed the 600 miles return trial with a time loss of just 52 seconds, trailed by P W Moffatt (348cc Douglas) at 62 seconds adrift.

In 1914 cars limited to 1500cc were first permitted. After the First World War the Land’s End restarted in 1920 as a 314 mile one way trip from Cranford Bridge to Land’s End with an entry of 161 of which 135 were solos or motorcycle outfits. Car gold award winners included Archie Frazer-Nash (later Frazer-Nash cars) and Kaye Don – speed man on two, three and four wheels and after the Second World War the manufacturer of Ambassador motorcycles. Through the 1930s the War Office recommended the Land’s End as training for Army personnel. Seems jolly reasonable!

Troubled times for the MCC in the early 1950s saw The Motor Cycle editor and MCC committee man Arthur Bourne publish a critical article of MCC’s trials. At first it was a case of typewriters at dawn, but then the committee worked to continually upgrade the Land’s End and Exeter’s challenging nature.

In 1956 the MCC’s 36th Land’s End Trial attracted 371 entries (reports vary) comprising 210 solos, 25 outfits and 136 cars.

Entrants started from Colnbrook, Launceston and Kenilworth for Taunton where they united for the 191 mile observed sections route – after a hearty breakfast with most I’m sure taking the healthy option!

Observed sections included Stoney Street, Beggar’s Roost, Crackington Hill, Bluemills Mine and Hustyn. Of the motorcycles 185 finished the trial with 49 claiming First Class awards.

THE NATIONAL RALLY

As the National Rally is a rally, it isn’t the same type of event as the MCC Classic Trials, yet confusingly many class these different events alike. There are similarities: lots of night riding is involved, riders start from different locations around the UK (usually three with the MCC Classic Trials) and over 100 for the National Rally but the Exeter, Land’s End and the earlier Edinburghs all included off-road work with observed sections and entrants follow MCC devised routes. The National involves only road work, no observed section and riders plan their own routes to cover required mileage within the timeframe for the award they have opted for. Entrants must visit the required number of controls and despite being able to start from any of the controls across the country, their routes must finish at the ACU appointed National’s end.

The ACU ran its 13th National Rally in 1956. A total of 807 riders set off from one of 128 controls and 586 finished, 509 earned Gold awards having clocked up over 600 miles, of whom over 400 took part in the special test after the rally ended resulting in 155 being upgraded to Special Gold Status. A further 63 gained Silver (500-599 miles) awards, 11 Bronze (400-499 miles) and two Certificates of Merit (300-399 miles). Only two finishers failed to gain any award.

Despite best laid plans things go wrong, as arrivals at the Ffairfach, Camarthenshire control discovered. The controller crashed en route to open the control, leaving entrants waiting until the proprietress of the local garage kindly stepped in. Another control closed early. While the majority enjoyed the overnighter, one American was heard to utter “too long, too tough on the rider” after he’d crashed his new Norton Dominator 99. For those who think large capacity machines are obligatory, the best solo performance was awarded to Flt Lt D K Empson riding a 197cc Villiers powered Dot. Empson not only covered the 600 miles route, but was just one-fifth of a second out on the Special Test.

Morecambe, finishing point of the 1956 National Rally. Holidaymakers look over the motorcycles, while the riders get some sleep.

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Who’s the pirate?

Another super shot from Mr Batty’s muddy collection. The lightweight’s engine is caked in thick glutinous mud, but what little is visible suggests it started life as a BSA Bantam unit. The logo on the petrol tank looks like a pirate skull and cross bones and hopefully someone will recognise the club badge sewn on to the rider’s overalls – pity the soul who was destined to wash them, as they too would have enjoyed a liberal dose of wet mud.

The entrant’s riding number appears to be 186 and the Hertfordshire registration mark KNK 921 was issued in 1949. Trying for grip, this plucky rider has abandoned the seat in favour of the rear mudguard to put maximum weight on the rear wheel as he paddles through for a three.

YOUR QUERIES RESOLVED WITH RICHARD ROSENTHAL

Who’s this then? Any ideas? The machine appears to be BSA Bantam-based.

NAME CHANGE TOOK PLACE FOUR YEARS AFTER ADVERT Looking at some 1913 issues of The Motor Cycle while in the UK recently, I was surprised to find a 1913 Veloce factory advert detailing one of the factory team members, Mr Gutgemann, as the rider of a 2¾hp Veloce in the year’s ACU Six Days Trials.

I thought the Gutgemann family changed their name in 1911 to sound less German.

Hans Rossig. email, Hanover.

asking

Aged 19, Johannes Gutgemann arrived in the UK in 1876 to seek fortune as a businessman. In 1884 Johannes married Elizabeth Ore, the daughter of a policeman, and also went into business with a Mr Barrett, who’d inherited the pill making business Isaac Taylor and Co. Thinking a British sounding

name wound enhance his success in the UK, Gutgemann changed Johannes to John and adopted the surname Taylor. The union of Johannes and Elizabeth resulted in five children, boys Eugene and Percy and girls Adele, Dora and Ethel.

Forgetting the business path leading to the Veloce and Velocette brands, but instead focusing on your issue Hans, John Taylor (Johannes Gutgemann) became a naturalised British subject in 1911 and en bloc the family changed their surname to Goodman in 1917 by deed poll. Thus the reference you’ve found to a Mr Gutgemann riding a Veloce in the 1913 ACU SDT is appropriate as the family’s legal adoption of the British sounding name Goodman took place four years after this advert.

Had a good lunch?

You were

Here’s two more photographs from my collection. I haven’t a clue who the riders are but the one on the Brough looks to have had a good lunch!

Ian Williamson, Cheshire.

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As you write Ian, the lad on the Brough Superior looks on the chunky side but happily in those far off days people didn’t worry too much as they were yet to be exposed to the joys of the ‘healthy eating lifestyle brigade.’

The Cheshire registration mark MB 1159 informs the side valve V-twin Brough Superior was registered in 1922 or possibly early 1923. The machine is powered by a 980cc JAP engine – possibly a KT or KTCY. The front forks appears to be Brampton No.2 rather than Brough’s Castle (like Harley-Davidson) forks. Evident are the small drum front and belt rim rear brakes, horn, acetylene lights and a speedometer – one would hope it’s a Bonniksen.

The second machine is a twin cylinder two-stroke, two-speed Scott which is older than the Brough. The riders, who have stopped for the obligatory smoke, are dressed for winter and the lad on the Scott has certainly adopted a nonchalant pose for the camera.

Thanks again Ian for the sight of these excellent period pictures.

THE CLASSIC MOTORCYCLE AUGUST 2013

From Ian Williamson, two riders stop for a ‘smoke’ and a spat-wearing Indian rider.

YOU WERE ASKING IS SPONSORED BY CASTROL CLASSIC OILS ROYAL ENGINEER’S TRUSTY MACHINE Not everyone would concur with the idea of souvenirs of war, especially such devastating wars as the First World War, but they were produced and since this example was published on or after 1919, we can assume the private depicted survived the conflict.

He looks rightly happy with his lot, a 550cc 4hp Triumph Model H, a common enough machine during the First World War as the Coventry maker supplied around 25,000 for the Allied war effort.

As is well known, the Triumph Model H with its sound threespeed Sturmey-Archer hand Above: Perhaps a strange change countershaft gearbox souvenir, though one assumes and decent multi-plate clutch, the private survived the war. was rightly nicknamed the ‘Trusty’. Note the short leather belt fastened around the rocking action front fork to limit its action.

The second Royal Engineers’ picture is of an arc of 20 RE Signals DRs with more off camera astride 348cc fore and aft Douglas flat twins, all with Douglas two-speed gearboxes. Kitted with map holders, distinctive armbands to enable the Allies to recognise their own easily and leather boxes strapped to the carriers of their Duggies, the men posing are ready for duty.

When we see such machines at vintage club meetings chugging along the roads at 30-35mph it seems impossible such light and seemingly frail motorcycles were seriously bought in huge numbers for military service. Yet these machines did exactly what was asked of them on the war damaged roads of Europe, crossing fields, going over rocks and being carried across streams between 1914 and 1918.

Around 20 Douglas riders line up around a military car. I am sure someone can tell us what the car is!

Settling a discussion

Sitting at a clubnight, I claimed the Irish prewar racer Stanley Woods was the first man to win two IoM TT races in one week. Two friends argued against but couldn’t remember who did so. Not much of a marshalled argument I thought, and I trust you are going to agree and prove me right.

Steven Richardson, email, Surrey.

Sorry Steven, your friends are correct. In 1925, Small Heath, Birmingham born Walter Handley (aged 23) became the first man to win two Isle of Man TTs in one week. Riding works Rex-Acmes powered by single cylinder ohv Blackburne engines, Handley led home Howard Davies (HRD) and Jimmy Simpson (AJS) to win the Junior (350cc) race at 65.02mph (a new race record) and broke the Junior lap record en route.

In the second and final year of running the Ultra Lightweight IoM TT (175cc) Walter led home a tiny field of just seven starters to win at a race speed of 53.45mph from the Cotton-Blackburne of C W (Paddy) Johnston and New Gerrard of the manufacturer/rider Jock Porter.

But there are plenty of ‘firsts’ you could have quoted about Stanley Woods, including he was the first rider to win 10 IoM TTs. The Dublin born runner was one of life’s characters. One and a half years younger than Handley, an unknown Woods passed a letter of recommendation, as if from a third party, to the Cotton factory extolling his racing experience and prowess. In reality, young Stanley had written the testament himself!

Fortunately, Mr Woods’ ability matched his imagination and one wonders if Cotton was really taken in by his self-penned reference or simply admired the young man’s pluck. Whatever, Stanley rewarded Cotton’s decision to hire him by finishing fifth in his first IoM TT, the 1922 Junior, and then winning the same race the following year. He later raced for the Norton factory for eight seasons (1926-33) during which he achieved the IoM double twice winning the Junior and Senior races in 1932 and 1933. Two years later he completed his third IoM double taking victories in the Lightweight In 1925 Wal Handley became the first rider to win two and Senior for the Italian factory TTs in a week. This is after his Ultra Lightweight win on the 175cc Rex-Acme. of Moto Guzzi.

w w w .c a s trolc la s s ic oils .c o.uk

THE CLASSIC MOTORCYCLE AUGUST 2013

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l ica n h Tec ure

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MAGNETO – REPAIR

What now?

Rightly, period workshop manuals recommend professional help from makers or specialists when the magneto fails. Unless we’re familiar with winding armatures and shimming bearings, this remains sound advice today, but just occasionally our hand may be forced. What can we achieve in the home workshop?

WORDS AND PHOTOGRAPHY BY RICHARD ROSENTHAL

N

earing base (and lunch) at the end of a 45 mile morning run recently, the vintage single was delighting with a cracking ride. Approaching a roundabout the gearbox was dropped into second… then silence. No rumbles or misfires.

Instead, instantly the engine cut as if an ignition kill button had been hit. A prod on the kickstarter indicated good compression but the next check revealed an absence of sparks.

With an ever-sinking heart, the list of roadside remedies was soon exhausted. New plug, clean points, check high tension lead connections, clean pick-up carbon, reduce contact breaker points gap and finally, in desperation, with a piece of rag wrapped around a screwdriver blade, the slip ring was cleaned… not a recommended approach but the single had been quiet for over half an hour and, even worse, everyone else would have scoffed their Sunday lunch and probably mine too! As the machine was kicked over, the screwdriver bobbed up and down on the pick-up ring, funny as these rings run true to the armature spindle. Suddenly the job took on workshop proportions and it was time to use the mobile phone.

Stripped from the motorcycle, the unexpected off centre action of the slip ring was again checked by rotating the armature with the length of plastic dowel placed into the pick-up site and on to the slip ring. Yes, it definitely bobbed, with about 1⁄16in (1.5mm) of vertical movement. Bizarre. And the correct advice for your scribe, who has limited knowledge of magneto rebuilds, would be to pack the wretch off to one’s favoured specialist. Unfortunately, he has a waiting list, which is good because it indicates he’s in demand, confirming a good reputation, but bad because the machine is needed back on the road pronto.

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THE CLASSIC MOTORCYCLE AUGUST 2013

1

Magneto with high tension (HT) lead and advance/retard control cable removed in preparation for strip. There are a number of approaches – what follows is just one.

Plan B was about to be brought into operation; nick a mag, which fits and has correct armature height/sprocket taper, off another motorcycle… then curiosity got the better of the situation. If the machine had spluttered before it died, or a spark of sorts had returned after the magneto had cooled, the ills could be put down to a failing condenser, armature winding issues or perhaps insulation breakdown problems, but this mag failed instantly. And the off centre action of the slip ring puzzled.

With all the trepidation of a rank amateur entering a professional world, the workbench was cleared, covered in fresh

2 Remove pick up and safety gap screw *(1). Many slip rings have been destroyed when removal of either of these is forgotten and attempts are made to withdraw armature.

5 Safety gap screw location visible to left of magneto shell. It’s usually near opposite the pick up with singles and away from both pick ups for twins. Some magnetos need the earth carbon (brush) removing at this stage *(2).

Armature withdrawn *(3).

3 Usually, the drive chain sprocket or gear pinion is withdrawn with a puller to remove magneto from motorcycle but with some early machines this isn’t required, in which case the sprocket needs pulling off now. Contact breaker, complete with base, also removed.

6 Pop ball bearing races from their inner rings – they are a press fit to the armature spindle.

The modest spread of bearing grease is evidence of 15 years use since the magneto’s last rebuild.

4

mechanism, the end plate usually acts as a bearing housing for the armature spindle. As a result, it may need a mild tug to pull it free.

7 The slip ring is secured in position by the press fit of the bearing inner and a spring steel disc.

Appropriate magneto bearing pullers are occasionally available at autojumbles but appropriate bearing ring pullers, as here, serve too.

“Curiosity and the Deflation was about as instant as the magneto’s newspaper and the mag stripped as detailed in the accompanying pictures. As the armature was desire not to be initial failure. Using the home workshop favoured of flicking the magneto with the HT lead held pulled from the magneto body, it appeared floppy. beaten took over. trick 2-3mm from the body produced nothing, moving the Off came the bearing ring and slip ring to reveal the two through screws holding the armature body During a sleepless lead closer produced a feeble spark.

The plan had been to test the magneto using the together had loosened to the tune of about three night, potential lathe as a test bed. Suddenly there seemed little turns, and the screw heads had worked recesses issues ran point, but after again cleaning the contact breaker into the slip ring insulating body. In fact, only the round and round with methylated spirits, the motions were gone slip ring had prevented these screws from further through. With the plug gap reduced to .010in a weak loosening. Examination of the magnets fixed into the mind.” spark (with a capital W) was visible and in fact the mag body indicated the presence of a small remained constant over time and on warming the magneto with a hair amount of swarf ‘sticking’ to them, suggesting the flexing drier to simulate the magneto’s running conditions on a hot engine. armature body had started to touch the magnets to negate Even more bizarre. Time to throw the towel in and revert to plan B. electrical current generation. Buoyed with rising and excess Then curiosity and the desire not to be beaten took over. During a confidence, it was time for an indulgent pat on the back and a sleepless night, potential issues ran round and round the mind. Was cuppa before the completion of an easy repair. the armature connection to the slip ring sound as it comprises Work proceeded with cleaning, packing bearings with grease nothing more than a 1mm strand of copper wire pushed into a and reassembly again as per accompanying photographs. Certain in the knowledge the magneto would again spark, the job stepped drilling through the slip ring insulation body into the ring progressed smoothly and the test on completion would be the itself? Had the magneto shell been cleaned well enough or were perfect end to a perfect day… strands of fine swarf bridging the airspace between the magnets and THE CLASSIC MOTORCYCLE AUGUST 2013

99

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AN UNAPPRECIATED GEM? THE HALF-LITRE BSA A50 THE CLASSIC MOTORCYCLE IS BROUGHT TO YOU BY EDITOR James Robinson Tel 01507 529405 Fax 01507 529495 email jrobinson@mortons.co.uk PUBLISHER Marc Potter GROUP PRODUCTION EDITOR Tim Hartley CONTRIBUTORS IN THIS ISSUE Alan Cathcart, Roy Poynting, Richard Rosenthal, Jerry Thurston, Phillip Tooth, Alan Turner, Steve Wilson, Andy Westlake DESIGNER Holly Munro REPROGRAPHICS Simon Duncan DIVISIONAL ADVERTISING MANAGER David England email dengland@mortons.co.uk ADVERTISING Dawn Clay Tel 01507 524004 email dclay@mortons.co.uk

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DISTRIBUTION Comag, Tavistock Road, West Drayton, Middlesex UB7 7QE. Tel: 01895 433600 next issue advert deadline Thursday, July 11, 2013 NEXT ISSUE ON SALE Friday, August 2, 2013 THE CLASSIC MOTORCYCLE (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 MOTORCYCLE, c/o Motorsport Publications LLC, 7164 Cty Rd N #441, Bancroft WI 54921. 715-572-4595 chris@classicbikebooks.com PRINTED BY William Gibbons & Sons, Wolverhampton. © Mortons Media Group Ltd. All rights reserved. No part of this publication may be reproduced or transmitted in any form or by any means, electronic or mechanical, including photocopying, recording, or any information storage retrieval system without prior permission in writing from the publisher.

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