The Classic MotorCycle February 2015

TERRIFIC TORQUE

MATCHLESS MODEL X

AMAZING TALES

THE MONDIAL STORY

FEBRUARY 2015

WIN!

Bristol Show tickets

dressed PLUS: Colombres Rally

Number 2 February 2015

Best

ÂŁ4.10

See page 8

BSA A65 Firebird Scrambler

New Hudson Model 81 LE Velocette resto guide Lansdowne Round-up 1964 Scottish Six Days Trial T160 revival

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. 50 £18 page 16

Editor’s welcome Last month’s issue has generated some comment, including the email reproduced on the letters page reckoning it to be a bit like an issue of the Triumph OC magazine and saying we (I) have a Triumph bias. On reflection, there was perhaps a bit too much Triumph content but it was an accident of circumstance (such as the technical feature on recommissioning could have been on any machine, but happened to be a Triumph) rather than a conscious decision – but apologies to anyone else who thought the same. It wasn’t intentional, just not really noticed or realised, until it was too late.

I’ve had the ‘favouritism’ comment levelled at me a few times, for being ‘anti’ certain machines and ‘pro’ others; I remember being called ‘anti’ Norton in the past, while this perceived Triumph ‘support’ has been expressed before. The irony is, I’ve owned several Nortons but only one Triumph, while a flat-tank Model 18 Norton is, if not at the absolute top of my ‘one day’ wish-list, very close.

It is difficult, though, trying to retain neutrality – we all have our certain things which particularly interest us and when one’s doing this job, the natural tendency is to ‘sway’ towards a particular ‘favourite’, rather than things that are of general interest. We hope we get the balance just about right most of the time, all the while trying to

tread that fine line between ‘mainstream’ and ‘exotic,’ ‘affordable’ and ‘lottery winning dream.’

Personally, and as I’ve expressed before, I tend to be able to get pretty much enthusiastic about whatever the latest thing is that’s in front of me. Consequently, among this month’s ‘wants’ have been a Firebird Scrambler, a Model X, a New Hudson and an LE Velo, while I like the look of the Tribsa… and the Mondial is on the ‘lottery win’ list, too. So, I am indeed rather fickle, and certainly not biased – at least not consciously.

The only thing I will say about my motorcycles though is I have a predilection towards a certain, very specific, era i.e. late 1920s relatively ‘sporting’ machines. Thing is, I’ve realised I have ended up with several things all very ‘samey’ so steps will be taken to redress the balance – and ironically I’m eyeing covetously a couple of Triumphs, a Model H (or a veteran) and a sprung hub Thunderbird…

JAMES ROBINSON Editor

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IN ASSOCIATION WITH

CONTENTS ISSUE | FEBRUARY 2015

18 28

Richard Adams, Alan Cathcart, Ian Kerr, Roy Poynting, Richard Rosenthal, John Silberman, Jerry Thurston, Alan Turner, Andy Westlake, Steve Wilson.

Archive photograph ..........................................6 News....................................................................8 Diary ................................................................14 Subscribe and save........................................16 Letters ..............................................................18 Moto Légende ................................................ 20 Lansdowne round-up ................................... 24 BSA Firebird Scrambler superprofile .......... 28 Matchless Model X ........................................ 34 Mondial Bialbero ........................................... 40 Colombres Rally ............................................. 46 New Hudson Model 81.................................. 50 Tribsa scrambler ............................................ 54 Straight from the plate – Racing at Scarborough, 1947 ......................................... 59 Dave Fox interview ........................................ 64 Closer Look – 1964 SSDT............................... 68 Men who mattered – August Schrader ........ 72 Roy Poynting column .................................... 74 Jerry Thurston column .................................. 76 Marque of Distinction – Coventry Eagle ..... 78 You were asking ............................................. 80 Restoration guide – Velocette LE ................. 84 Classic components ...................................... 86 Technical feature – T160 wake-up, part 2...... 88 Next month .................................................. 104 Classic Camera ............................................106

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

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

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48

Contributors

Playtime in Paris

I

If you enjoy Stafford and would like an excuse for a weekend in Paris, then Moto Légende is just for you.

Words and photography: JOHN SILBERMAN t was quite a job for the 27,000 visitors to cover the three acres of the show, to wander around the 300 stalls, to chat with some of the 60 clubs and have a quick look at scores of rarities.

Old clunkers and youngtimers

When the gates opened on Friday afternoon, the thousands of enthusiasts already queuing had a fair idea of what their priority would be.

A good bunch just raced through the main aisles to reach the far end of the show where the ‘Bourse’ is traditionally set up. As in any autojumbles, first-come, first-served and there were, of course, some good bargains to be had for the early birds. As to expect in France, you could find a decent 125cc Motobécane in original paint for a mere £1000 or, if you had LondonBrighton in the back of your mind, you could have snatched a desirable 1913 Terrot for under £14,000.

Old classics like British singles still have a public interest, on this side of the channel also, there is an ever-growing demand for ‘youngtimers’ such as 750cc Hondas or Suzukis from the early 1970s. You could also spot some very nicely built ‘spéciales’ – ‘bitza’ if you’d rather – but you’d have to go back to the main hall to have a glimpse at the real stars of the show.

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THE CLASSIC MOTORCYCLE | FEBRUARY 2015

1 The side valve D45 is

a common sight in France’s jumbles. This well preserved one was the centrepiece of a stall dedicated to Motobécane.

2 This very French and

well preserved ‘dans son jus’ Terrot Motorette was on display among half a dozen flat tankers. Tags ran from £5000 to £14,000.

3 This splendid and rare 250cc Aermacchi Chimera was one of the best Italians present, although the Motom 98cc ohc was certainly also very interesting.

Moto Légende | 2014

NURB: the BMW RoboCop would have chosen (if he could ride) The Nurb is the creation of David Krugger and is based on a BMW K1600 six-cylinder engine.

Inspired by the 1934 BMW R7, the Belgian tuner has managed to develop this working prototype in just a year. Hats off to him. Some would say it’s the perfect bike for RoboCop, others will be in awe but, for sure, it wasn’t ignored. I wonder what Dave Nourish or Julie Diplock (of Romney Marsh fame) thought of it? Oh yes, there were quite a few Brits around, shopping or enjoying the sight of the other marvel: the Midual.

4

The NURB: RoboCop’s bike, or the feel of things to come. Whatever, it certainly is a masterpiece of tuning and the public seems to appreciate.

5

This young family is testing a 1930 NSU 601 TS outfit. Priced just under £10,000, it could be a good idea for your future holidays.

6

Daniel, from Normandy, tries out what could be his next machine, a one owner BSA Model H from 1923.

7

A new incarnation of the French-German couple: a 350cc Peugeot P135 from 1936, makes friends with a 350cc Victoria Bergmeister, 20 years younger.

MIDUAL: the ‘haute couture’ of today’s motorcycling The Midual could be defined as a new old brand or a brand new nine-year-old bike, as it took Olivier Midy, its creator, nine years to achieve what he described as a jewel that can be tailor-made to meet any one request.

Classic? Yes it is, with the inspiration of Douglas for the flat twin and MGC for the one-piece casted frame. Modern? Yes it is, for the 24kg of moulded alloy of the chassis (7000 hours of drawing).

With an infinity of possible colours for the sculptural frame and 45 different kinds of leather, personalisation is the key word and there will probably never be two Miduals the same on the road, as each one will be the reflection of the taste (and the wallet) of its proud (rich) owner.

If you’ve not yet won the pools and your brotherin-law is no banker, don’t go mad, in Moto Légende there are some more affordable thrills – for example, rent a 1000 Kawasaki Godier-Genoud for a quick go on the track or, around Paris with your girl on the back.

End

8

Star of the show at Moto Légende, the Midual was also, the very same day, the star of the Precious Watch Show at the Louvres. Coincidence, Sherlock? Certainly not, my dear Watson, marketing just marketing.

THE CLASSIC MOTORCYCLE | FEBRUARY 2015

21

In a class of its own

One of the finest ‘sports tourers’ of its era, the Matchless Model X was both powerful and practical in equal measure.

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The ClassiC MoTorCyCle | FEBRUARY 2015

Matchless | Model X

W

hen put through a rigorous road test in the spring of 1937, the Model X Matchless was described by a journalist as being in that ‘aristocratic class of motorcycle’.

With a top speed of just over 80mph, sure-footed handling, and class-leading braking, the big V-twin was undoubtedly one of the leading ‘sports tourers’ of its day. Launched as the model M in 1925, the 50º twin was the first to be powered by an engine of Plumstead’s own manufacture, but it wasn’t until the 1929 range was announced in the autumn of ’28 that it get to wear the letter ‘X’ in the form of the X9.9HP and the X/R 9.9 Sports.

Words: ANDY WESTLAKE Photography: TERRY JOSLIN

The ClassiC MoTorCyCle | FEBRAURY 2015

35

Brief but

bright

The Mondial race effort didn’t last long –

but it was a period of huge success.

Words: ALAN CATHCART Photography: KYOICHI NAKAMURA/ALAN CATHCART

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THE CLASSIC MOTORCYCLE | FEBRUARY 2015

Mondial | Bialbero

T

he golden age of Grand Prix racing in the 1950s brought many makes to prominence. Yet none achieved world supremacy so quickly – only to lose and regain it again in the space of less than a decade – as the Italian marque FB Mondial, which then withdrew from the Grand Prix scene at the height of its success.

FB Mondial was the creation of the Boselli family, whose four brothers (‘Fratelli Boselli’ in Italian, hence the initials) Giuseppe, Carlo, Ettore and Luigi founded a motorcycle business in Bologna, that hotbed of the Italian bike industry, under the FB brand in 1936.

The debut Mondial 125cc GP racer of 1948 had a bevel-drive, dohc dry-sump engine with outside flywheel, which was the main reason for its high 11,500rpm safe engine speed. It eventually produced 15bhp at 10,000rpm.

Mondial registered victory in its second ever race, when Nello Pagani easily won the final round of the Italian championship at Monza aboard the little bike, promising great things for the inaugural 125cc World Championship the following year.

That promise was fulfilled and the strangely anachronistic little Mondial, with its powerful, stateof-the-art engine clad in its vintage-style cycle parts, proved literally unbeatable for the first three years of the 125cc World Series, winning all 11 GP races run in 1949-51.

After achieving victory in the 125cc category, Count Boselli had his sights set on the 250cc GP class. Designer Alfonso Drusiani began work late in 1955 on a 250cc twin, essentially two of the 125s cylinders mounted on a common crankcase.

When the completed bike appeared at the start of the 1956 season, its bulkiness was exceeded only by its weight, which was around 140kg.

While the 35bhp it was claimed to produce at 10,000rpm was the same as the all-conquering NSU Rennmax twins of a couple of years before, the Mondial Bicilindrica really wasn’t in the same league.

Having created this white elephant, Drusiani quickly realised it could never be competitive, so the twin was dropped. The obvious move was to produce a full-size 250cc single, and accordingly

THE CLASSIC MOTORCYCLE | FEBRUARY 2015

41

Introducing a new section...

As we’ve reached the conclusion of Ted Mellors’ excellent series of Circuits I loved, which followed Graham Walker’s Seen from the Saddle, we’ve had a dig in the archive to see what we could unearth and have decided that the three page slot will be filled by something ‘interesting’ (we hope!) we discover each month. To that end, we’ve pulled

out this 1932 account, penned by Brooklands legend Ben Bickell.

Born in London in 1895, Charles Benjamin Bickell and his famous Chater-Lea ‘Copperknob’ (so called because of its copper-plated finish; legend has it that it was supposed to be nickel plated a la Bill Lacey’s GrindlayPeerless but that the platers were too

slow and Bickell fetched his machine back at the copper plating stage) was one of the most famous combinations the Surrey speedbowl ever saw, lapping at over 112mph. Bickell also rode in three TTs and one Manx Grand Prix. He lost his life in the 1936 Ulster GP, when he crashed his 500cc Ariel Red Hunter.

C.B. BICKELL, THE BROOKLANDS CRACK How he went, via Grass and Speedways, along

I

The STory road

am never likely to forget the first race I rode at Brooklands, if only for the resolution I made that it should be my last.

It was an occasion on which C.B. Bickell (498 O.E.C. Temple) failed signally to distinguish himself, eventually leaving a scene of disaster with not even an X to mark the spot where the piston and valves had been.

O Unhappy Day! But let me reconstruct the crime for you, since at worst it points a useful moral of perseverance for novices whose early experiences may be no more encouraging than mine.

“You’ll be wanting some R.D.1 for that motor of yours.” Thus had spoken one of the acknowledged Wise Men. Now, as I understand it (which I didn't), fuel that was good enough for the experts was good enough for me, so that I exchanged 6s for a gallon of the stuff without delay. Not for a moment did it occur to me that with my petrol-calibre jets and 61⁄4 to 1 compression, the most gratifying result I could expect would be a loss of five-an-hour or so and an overheated engine.

In due course, therefore, I arrived in line, full of hope and Discol, and with Bill Lacey and poor Freddy Hicks sharing my ‘mark’ and Joe Wright not many seconds behind on his big Zenith. Duly, too, Ebby’s little flag fluttered‚ and I shot off the mark. Did I say ‘shot’? Rather would loitered be the mot juste, for even when I had got the tap right on and top gear engaged I could not have been beating 65mph. And for the benefit of those who had never lapped the track at 65-per, let me assure them that the impression of speed is such as almost to invite one to get off and walk alongside. No hedges to blur. No close-ups of peering white faces. Just an ocean of blank concrete.

(Left) Joe Bickell, “C.B.’s “ brother: “...He breathes on a motor and it GOES...”

(Above) “It happened at Grenford... and that crash sounded the knell of my career on the dirt.”

Noting the banking with interest, and assuming that it was there for a purpose, I meandered up its inviting slope, only to meander down again a hundred yards on, satisfied that so far, at least, as I was concerned, it served no good purpose at all.

Interminably, it seemed, this uneventful jaunt continued. Just a novice’s first ride, like hundreds before it and hundreds to come.

Nothing for the reporters to scribble about in their little books. Not a ‘promising newcomer’, nor a ‘meteoric debut’. Just something that was nobody’s business but my own. Even for me it was a grim business

March 16, 1932

617

enough for on my third lap there came the almighty blow-up and ‘Shrieks like mandrakes torn out of the earth’, as Shakespeare, I believe, hath it.

That was the end. The end of the ride ad the end of my Brooklands career, so I told myself, meaning every word of it, and some others besides, which have no place in my story, albeit, or in these pages.

A year passed and nothing in particular happened. My garage at Highgate did business as usual. Customers came and customers went. Among them came ‘Big Mouth’, who strictly speaking was not a customer at all. He was just one of those people who make their spiritual homes wherever there are easy-going garage proprietors to lend an occasional King Dick (instead of braining the seeker-after-spanners therewith): and quietly tolerate an unlimited flow of verbal ullage where weaker men would use violence.

To STardom The author, with the grin of a man who has got there, and finds it good. “But getting there,” he says, “has been up-hill work from the word go.”

accompaniment. Being fact, events took on a rather different turn, but were nevertheless as strange as readers of Motor Cycling may reasonably expect of their 3d.

‘B.M.’ faded quietly from the picture on the great day. I, to my horror, found myself matched with stalwarts of the calibre of Gordon Norchi, D.J. Pirie, Bill Bragg, Sonny Wilson and others of the then invincible Brixton school. (Incidentally, this was Pirie’s first race). Added to this, the circuit used was the most murderous I have ever One dirt-track type J.A.P. engine, plus one erstwhile A.A. patrolman’s Chater frame equals Ben seen, its very tortuous three-quarters of a mile Bickell’s fast motor – Gold Star holder and then some. included a (very) temporary plank bridge over a stream, a miniature bog, a 200-yard straight of It was ‘Big Mouth’s’ custom to paint many a vivid picture of epic infernal bumpiness and a further smooth, downhill stretch to a humpstruggles on the grass, in which he invariably filled the role of backed bridge. Between me and the next world was a pair of badly bent conquering hero. Worse still, we had to hear what he was going to do, forks and my two-penny steering damper. not only at tracks in general but with special reference to some events Ready? Go! And we went. For a first lap my position afforded an which the Muswell Hill club was about to run at Halliwick Manor on excellent opportunity for studying the methods of the cracks, nor did the July 16th of the year in question, 1927. process involve any uncomfortable turning in the saddle. Then an old To cut a long story short it was decided that something must be motto of mine came to the rescue, “He can do it, so can you”. done about ‘B.M.’, and as the Grand Old Madman of our little gang I My attempts to express the determination in handfuls of twist grip was delegated to do it. brought such acute discomfort that the next few laps were little more An early four-valve Rudge was taken from my stock of second-hands than a blur, punctuated by shocks like the kicks of a shire stallion. But at (being the only o.h.v. there present) stripped of all adornments and least something useful must have happened in the interval of near fitted with an effective species of home-made steering damper, price 2d. oblivion, for on the last circuit a hurried glance behind revealed the fact, Then for it! no less incredible than gratifying, that I was half a lap in the lead. And a If this were fiction The Boaster and I would have engaged each other secondary fact that the rear tyre was at that precise moment leaving in the Race of our Careers, for me to beat him on the post, be acclaimed the rim and entwining itself around the chain sprocket. Down the to skies and probably have Her hand thrown in – to a theme song slant to the stream‚ a jump, a safe landing, and there before me was

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