The Classic Motorcycle December 2016 preview

Stylish Sunbeam side-valve Lion GLISTENING REBUILD

Half-litre 88SS Dommie twin

ALL ORIGINAL 500cc NORTON

DECEMBER 2016

THE ONE AND ONLY Y

RCA Hogan prototype ototype

ridden

Number 12 December 2016

£4.20

PRINTED IN THE UK

Norton 16H restoration guide  New Imperial renovation continued  Brighton Speed Trials

BÖHMERLAND AND SIDECAR R

THREE THREE-WHEELED WHEELED FUN FOR ALL THE FAMILY!

Editor’s welcome

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This last month or so seems to have been as busy as most of the summer ones, as despite the fact we are now officially approaching winter, there have still been plenty of opportunities to get out and about on motorcycles, with several events on the calendar – I’ve been to vintage racing, the Kop Hill Climb, a V-twin rally, a pre-31 run, the Stafford show… and that’s just off the top of my head. It does all feel a bit like something of a whirlwind, sometimes.

Stafford afforded the usual opportunity to catch up with lots of people, look at superb motorcycles and buy a few bits and pieces, some of which I needed, some not… My highlight of Stafford was the Bimota/ MV brought over from Italy by Alessandro Altinier (more on the machine next month; have a look on our next month page on p112 and prepare to be smitten…) which is from a later era than I am generally excited by, but it really was exquisite. Unfortunately, I didn’t have the chance to ride it, but I did have a little sit on it as we moved it about for photos after the show closed on Saturday evening. Wow. Also in the ‘wow’ category was the Croft-Cameron we featured last month, star of Bonhams’ auction and which is now in the hands of new owners, for only the third time since it was first sold. It’s a wonderful thing and I hope the new owner enjoys it; I believe it will be going overseas for the first time in its life.

Regarding overseas, this month at TCM HQ we also welcomed Velocette enthusiasts Dennis Quinlan from Australia (there’s some interesting stuff on his website www.velobanjogent.blogspot.co.uk) and German Gert Boll to our archive, as they helped us identify and date various material. Among the finds was the picture reproduced on page six of this issue – it has been used before, years ago, but Dennis was able to provide some details and pointers as to where it had originally been published, leading to the story you’ll read accompanying it. Interesting stuff.

Now, hopefully it’s time to start getting plans sorted for next season; already, there’s a raft of fabulous events on the horizon. Some I’ve been to before and am planning to go back to, as well as others I want to try for the first time. There are various stories I’m hoping to try and get researched and written too, so while it’s good to reflfle ect back on wh hat’s gone before, I’m also looking forward to heading into the future with old motorcycles.

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JAMES ROBINSON Editor

Contributors

Richard Adams, Jonathan Hill, Mike Lewis, Roy Poynting, Richard Rosenthal, Martin Squires, Jerry Thurston, Phillip Tooth, Alan Turner, Phil Turner, Steve Wilson.

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 2016

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Archive photograph ..................................... 6 News ..............................................................8 Letters ......................................................... 14 RCA Hogan ................................................. 16 Brighton Speed Trials ............................... 24 Subscribe and save .................................... 28 Sunbeam Lion ........................................... 30 BSAs in France ........................................... 36 Kop Hill Climb ........................................... 42 Norton Dominator 88SS ........................... 44 George Brown Sprint ................................ 50 BÖhmerland and sidecar .......................... 52 Glass plates – 1925 Ulster GP .................... 59 Lansdowne round-up ............................... 64 Closer look – 1960 Sidecar TT ................... 66 Phil Haywood interview ........................... 72 Men who mattered – Walter Rusk ............ 74 Roy Poynting column ............................... 76 Jerry Thurston column .............................. 78 Social history of motorcycling ................. 80 Martin Squires’ sketchbook ..................... 84 You were asking ......................................... 86 Restoration guide – Norton 16H ............... 90 Technical feature – New Imp rebuild ...... 92 Classic components – Motoplas accessories ................................ 98 Next month ............................................. 112 Classic camera ......................................... 114 POST: The Classic MotorCycle, PO Box 99, Horncastle, Lincolnshire LN9 6LZ EMAIL: jrobinson@mortons.co.uk

THE CLASSIC MOTORCYCLE | DECEMBER 2016

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RCA | Ho Hog gan

Overdue

debut This prototype machine was never actually fully finished, but dedication, hard work and enthusiasm has seen it take to the road for the first time... 55 years after the project began.

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Words: JAMES ROBINSON Photographs: GARY CHAPMAN/MORTONS ARCHIVE

his is a tale of detective work, dedication and no little ingenuity ty. y What has resulted, through the efforts of John Snow and Andy Hewett, is a pretty ty, y well-finished example of what could have been made. As John explains: “As Peter had decided on a plan in 1961 to try and put the bike into limited production, I thought I would complete it so that it looked like a manufacturer’s prototy type, y as would have been shown at the 1961 Earls Court show.”

Peter was, and is, Peter Hogan, who, with his brother John, was at the forefront of British 125cc racing in the 1950s. Richard Rosenthal covered John Hogan’s career in a two-part story in our February and March 2004 issues, an article compiled with the assistance of Peter (born 1930), the younger brother. John was born in 1924. Interestingly it was the junior sibling who piqued the interest of the elder with racing dreams and by the early 1950s they were regularly first and second on their brace of home-tuned BSA Bantams – until the arrival of

FOUND IN

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he BSA camping weekend at Stephen Dunne’s rambling farm in central France earlier this year was too good an opportunity to miss. Stephen had started running the weekends four years previously, but this one was significant. It would hopefully mark the resurrection of aFrench BSA Owners’ Club.

The club in France had lapsed, and there was only an internet forum, Amicale BSA. Now Stephen had been joined in the area by Brian Pollitt, known in BSA circles as the former proprietor of the well-rated Lightning Spares, and who with wife Chris had retired

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THE CLASSIC MOTORCYCLE | DECEMBER 2016

France 1: Ride-out destination: the Chateau at Arnac Pompadour. Brian Pollitt lives there. Well, not in the Chateau.

to France last year. Together Brian and Stephen plan to relaunch the branch.

In April I had enjoyed Brittany Ferries’ sailing from Portsmouth to Spain, and had ridden my A10, Anneka, up from Bilbao to a rented gite in Aquitaine, southeast of Bordeaux. The rally was in the Correze, south of Limoges and north of the Dordogne, so about 170 miles away. What could possibly go wrong?

After I’d filled up at Portsmouth, on the ferry Anneka revealed a split at the top front edge of her petrol tank. There were no recriminations – the deck crew provided ample absorbent clothes and the petrol stream soon ceased, and when we arrived and the

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Another success cooked up

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With Bake Off judge Mary Berry presenting the prizes, and BBC sports presenter Mike Bushell doing interviews, Kop Hill Climb (run in aid of charity) certainly boasts a broad appeal.

Words and photographs: JAMES ROBINSON

ast year Kim Cattrall, this year Mary Berry – the organisers of Kop Hill Climb can’t be accused of going down the route of presenting the same ‘star names’ who’ve done the show circuits for years, heroes to the regular attendees and target audience, but largely anonymous outside their specialist sphere.

Whether that was part of the reason Kop Hill Climb (this year on September 17/18, 2016) was thronged with families young and old, a true 50/50 gender demographic and a totally different atmosphere to most classic events, it’s difficult to tell, but it can’t be a coincidence. Kop Hill Climb isn’t really like most ‘classic’ events – for a start, the actual ‘ride’ (or drive) is more about putting on a show than actual competition, for what the event is about – or feels to be about – is spreading the gospel and enjoyment of vehicles, old and new.

The whole atmosphere is more village fair or

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1: Series A Rapide among the star attractions in the twowheeled display.

2: Sheelagh Neal’s father Ossie bought this Scott outfit direct from the factory, after it was used in the 1923 TT, in which it crashed out of the lead.

street carnival than motoring festival – there’s a huge diversity of catering outlets, music stage, a kids’ zone, soapbox challenge, plus the scores of vehicles.

Though cars do outnumber the two-wheeled brigade, the motorcycles create lots of interest and there was a hearty display this year, with SS100 Brough-Superior and Series A HRD Rapide among the exotica to be spotted, while there was a smattering of motorcycle club stands too. The trade stands veer towards car rather than motorcycle, though actually many of the stands are not really ‘motoring’ at all, while several of the big, glamorous car makers (Aston Martin and Porsche) come along too, all of which adds to the ‘something for everyone’ feel (and appeal) of the event.

So, it provides a weekend where the public seem to come in and see old vehicles, where there’s the opportunity to enjoy some good food, to sit around in the sun and chat and to wallow in what has become an established, firm-favourite on the calendar.

Glass pl plates | Ulster GP

The 1925 Ulster Grand Prix With class wins for home riders, and the same for the overall trophy, the event was a big hit with the thousands of local supporters.

D J H Smith (490cc BrockCotton-JAP) in the throes of a skid on one of the corners. His machine was finished in bright red.

Photographs: MORTONS ARCHIVE

Acme), Jimmy Simpson (500cc AJS), Jock Porter espite a wild storm the night (250cc New Gerrard) while Stanley Woods was aboard before and a nasty drizzle in the a fearsome, 1000cc ohv New Imperial JAP. Ossie Wade morning, thousands of spectators and McCurdy joined Simpson on new 500cc ohv made a beeline for the course.

AJSs – incidentally, the 500cc ohv production model They came on foot, in vehicles was announced in the same issue of The Motor Cycle, of all kinds, by trains… An army of 2000 marshals September 10, 1925. There were several more unusual and police being required to keep everything in machines in the race too – a smattering of ‘standard’ order. Before midday the precipitation had ceased, Scott Flying Squirrels, Patton’s V-twin James and though leaden skies remained and the clouds Marston’s H M Special, with a 1000cc lowered, at least there was a dry start for the Straight JAP engine and Harley forks. assembled riders.

With the racing hard and fast, It was a strong field – from an entry of from the retirements were plenty. Simpson, 95, 86 assembled on the start line, split into plate running second to Craig, was out four classes – 250cc with 12 participants, the To view the rest of early, while Handley on a Rex-Acme 350cc 34, 600cc 32 and six in the unlimited the pictures in this borrowed from regular rider Fred category. Those figures amount to 84 (as set and to order Craner (Wal’s own mount still on reported in The Motor Cycle) while Motor prints please visit the continent), followed suit. Other Cycling tallied up 94 starters, though both www.mortons quick men to halt included 250cc publications agreed on 86 starters… archive.com hi class leader Syd Crabtree (New Imp) Headlining the entry were the works while Fred Dixon stuffed his Douglas Norton boys, racing in the 600cc class – Alec through a hedge. Leader of the 350cc Bennett, Joe Craig and Jimmy Shaw were class, Chambers on an AJS, retired late all bona fide top-level riders. Other leading on, with Porter doing the same. lights included Wal Handley (350cc Rex-

THE CLASSIC MOTORCYCLE | DECEMBER 2016

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1

Camathias

posts an 18 miinute lap…

Until 1960, sidecars had only raced on the Mountain Circuit three times. After a 29 year break, they’d returned to the TT in 1954 on the shorter Clypse Course then into the new decade the barrow boys were again unleashed up the Mountain – at much higher speeds.

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Words: RICHARD ROSENTHAL Photographs: MORTONS ARCHIVE/NICK NICHOLLS COLLECTION

ttempting to capture their readers’ attention, writers sometimes pen truth-stretching headlines – and the report of Camathias’ Mountain Course 18 minute lap proved irresistible, especially considering this feat was achieved 56 years before the Birchall boys (Ben and Tom) hoisted the IoM TT lap sidecar record to 116.798mph this year, an epic ride taking the LCR Honda racers 19m 22.928 seconds. Outright lap record holder Michael Dunlop (BMW S1000RR) has now shaved over 66 seconds off the Swiss ace’s time, posting 133.962mph.

Just before the flag fell closing morning practice on Wednesday, June 8, 1960, the Swiss sidecar driver and garage proprietor Florian Camathias, the fastest overseas sidecar driver to that date on the Mountain Course, started his last practice lap of the session, piloting his ohc 493.8cc BMW twin cylinder Rennsport powered outfit, and 18 minutes later he sped down the Glencrutchery. Knowing he was the

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1: Pushing off at the start of the 1960 Sidecar TT; Reg Cheney (12, Norton) and Derek Yorke (11, Norton).

Reg retired, with Derek 10th.

last outfit on the road, he’d peeled off, possibly at Barregarrow, to rejoin the TT course at what we now know as Hailwood’s Height. Scribes are at variance regarding what route Florian took but, whatever, all, including the officials, enjoyed the joke – they knew no living person could ever break the 18 minute barrier for the IoM TT circuit. That Michael Dunlop is now well under the 17 minute barrier, we know it’s only a matter of time before a sidecar gets under the 18 minute barrier too.

In 1960, that the 35-year-old sidecar lap record of Freddie Dixon’s (Douglas)of 57.18mph would be shattered was accepted, but by what margin was open to much speculation. Heated debate from some quarters implied no 500cc motorcycle engine could withstand three laps of near flat-out sidecarring on the TT course and the barrow boys initially concurred, with an underwhelming first practice session on Tuesday morning, June 7. And of course a few misguided souls ‘knew’ (as in 1925) sidecars were just the thing for a family jaunt in the country or as a

A social history of motorcycling | Generation X

ASocialHistoryofMotorcycling

EPISODE

TWELVE

Generation X comes of age

(1977 to 1986)

In this series of extracts from his forthcoming book, Mike Lewis looks at the growth and evolution of social motorcycling in Britain and the USA. Words: MIKE LEWIS Photographs: MORTONS ARCHIVE, MIKE LEWIS

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hose members of the so-called ‘Generation X’ who attained motorcycling age in Britain during the second half of the 1970s had access to a well-established social scene that was thriving in the midst of flux and transformation in wider society. Even though a considerable number of pubs and other establishments still discriminated against riders, old stereotypes were changing with the times too. “There can be no justification for regarding motorcyclists as just a small minority group,” conceded shadow Transport Secretary Norman Fowler during a House of Commons debate in April 1977, and Transport Minister John Horam agreed: “I accept that people derive great enjoyment from this form of transport and that it fulfils, at a time of rising costs of travel, a real need for many people. It is right…not to go to the limit of trying unnecessarily to exclude them or of banning motorcycles and mopeds.”

Still, the Trail Riders’ Federation (TRF) faced its defining challenge at Buxton Magistrates’ Court in Derbyshire, when two of its members were accused of riding on a public bridleway. Thanks to rights of way expert Brian Thompson, who submitted 250-year-old maps that showed the popular Chapel Gate trail to be an historic green lane, no prosecution evidence was offered and the case was dismissed. A subsequent survey by the Countryside Commission concluded that a more widespread problem of friction between trail riders and walkers, which had been alleged by the Ramblers’ Association (RA), was negligible, adding that the TRF was second only to the RA in the effectiveness of its campaigning for access to public rights of way. Nevertheless, with councils making increasing numbers of applications to downgrade Roads used as Public Paths (RUPPs) to bridleways or footpaths, the TRF had only sufficient resources to contest a small minority of them at public enquiries and in courtroom proceedings.

The British Government’s espoused support for motorcycling was notably at odds with that of the

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1 1: The Triumph Silver Jubilee Bonneville, launched in 1977. This is a UK spec example.

2: The Trail Riders’ Federation (TRF) continued its campaign for motorcyclists to be granted access to rights of way.

3: Riders on the A45 during the first Coventry to Birmingham MAG demo in 1978; Mike Lewis was a marshal on this.

4: The first issue of The Classic MotorCycle, from June/July 1981.

European Economic Community (EEC), one early draft directive for vehicular type approval claiming that: “...motorcycles constitute a very important source of nuisance, if not the most annoying, among land vehicles.” But with some enlightened sections of the specialist press now giving column space to riders’ rights groups, an awareness of the growing threat posed by unelected Brussels bureaucrats pervaded social motorcycling at many levels. MAG was gradually developing a wider behind-the-scenes political awareness, while the BMF Rally remained the premier forum for traditional enthusiasts when it relocated to The East of England Showground, Peterborough in May 1977. Meanwhile, domestic industry fortunes were mixed, with NVT only months away from liquidation, while the Meriden cooperative’s positive cash flow allowed it to market a restyled Triumph Bonneville commemorating Queen Elizabeth’s Silver Jubilee, with more than half of production going to the USA. The 1978/79 so-called Winter of Discontent saw petrol stations closed nationwide, motorcyclists

Technical feature | New Imperial restoration

Wheel strips Overhauling and refinishing wheels, complete with new tyres, often consumes as much time and cash as rebuilding an engine. Though like an engine, the completed task is immensely satisfying.

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Words and photographs: RICHARD ROSENTHAL

ith the final dry build of the New Imp’s rolling chassis complete but less engine, exhaust, ancillaries etc, ‘Project Model 30’ has hit decision time. Either complete the dry-build by installing a loosely built engine with all ancillaries, or carry out full rebuilds of major components and fit all to the dry-build rolling chassis for final fettling. The choice is yours.

My favoured approach is to now finalbuild major components and add to dry-build rolling chassis for final check and fettle, if/as required. Logically, the more fully completed components I know will fit at the dry-build bolt-up assembly stage, the less chance a clumsy soul like me has of

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damaging the rolling chassis enamel after final paint finish has been applied.

Rather than tackle the engine/gearbox unit, the wheels are getting it first. Arguably the wheels could be completed at final paintwork stage, but they are costly in time and money and completed wheels with new tyres fitted look splendid to me, represent a large part of the completed machine and will act as an incentive. On this occasion, the front mudguard was adapted from a commercially sourced blank and the rear original straightened and repaired. The completed wheels with tyres fitted to the dry-build chassis afford a final chance to eye the curves of both mudguards in relation to their mating tyres. Any final tweaks to the mudguards can be effected at this stage,

rather than being sentenced to ‘admire’ an eyesore for years to come because we can’t tweak painted items without damaging the finish.

The plan throughout the rebuild of this New Imperial has been to reuse as many original components as possible, although, often, we replace fasteners, or remake. And as many fasteners are either non-original and damaged most/all wheel fasteners will be replaced, eliminating one decision, but there will be a number more through the strip of the wheels photographed here. Rather than strip and then mock up photographs, all images are taken at the dismantle and first examination stage. Thus you see the good news and horrors at the same moment I do…