The Classic MotorCycle - November 2014

ColleCtoR’S ChoiCe

oft-used Golden flash

SpoRtinG 1920s SinGleS foR twinS brothers’ racy rex-acme blacKburnes

Stunning

noVeMBeR 2014

12CSR page

feature

Matchless The sporting single that could’ve been a contender Stateside

Glorious Goodwood PLUS: Triumph CTT

The 1914 ‘no show’ International West Kent Run New Imp restoration Tim Hunt; rated alongside Geoff Duke by Joe Craig

£4.10

All the glitz and glamour from

Number 11 November 2014

G50

Editor’s welcome

Blimey, it’s been a busy few weeks and it doesn’t show any sign, for the next month anyway, of slowing down – though once ‘October Stafford’ (18/19) is out of the way, perhaps there’ll be some respite… Not that I’m complaining, this period we’ve just been through contains three of my favourite events of the year, all very different, and all great.

First off, was the Irish National Rally, where I went over to enjoy four days of riding, down in the south west of Ireland. Brilliant roads in great company make it near the top of my list of ‘things to do’ every year and this season, I swapped the riding between my KTS Velo and the Model 9 Sunbeam, both lovely though both slightly battle scarred before we started, and even more so after. This picture (below) is at the summit of Healey Pass, having tonked the Beam up, second all the way, exhaust note bouncing off the mountain side.

Next weekend, it was the VMCC club run my dad and his pal Len organise, which is a 90-odd mile ride around the beautiful north Norfolk countryside, stopping for cockles and whelks on the quay at Blakeney, before back to the start/finish in Swaffham marketplace, and an ice cream. I rode dad’s AJS which I’d borrowed (a 1928 K8, a 500cc overhead valve flat-tanker, which had been loaned to our Californian domiciled friend Kim Young for Ireland, where it’d done about 600 miles, the week before) as I’d not ridden it for ages; a ride on it only underlined what I’d thought; i.e. that those Ajays are hugely underrated compared to some of the apparently more ‘desirable’ vintage flat tankers, being nimble and plenty quick (following my brother on his Venom, we were clocking a steady 60mph on the ride over). After 120 miles ride on the Ajay (event, plus to and from) I then rode the 80-odd miles home on the Burgman 650 I’d borrowed.

Then after those two ‘riding’ events, it was the Goodwood Revival, and a chance to don a waistcoat, cravat, brogues, a trilby and some bright trousers, for what is always a special occasion. The intention is always to go just to look around, but I always end up ‘working’, though there’s plenty of time to sit on the bank and watch the fabulous cavalcade presented too.

It’s reckoned 148,000 visitors were counted through the gates at Goodwood – that’s a pretty encouraging reflection on the state of the classic scene in the UK, in my view, and with so many great – and varied – events available, who can wonder at it?

OW SUBSCRIBE N FOR ONLY

.50 £18 page 28

JAMES ROBINSON Editor

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Contributors

Roy Poynting, Jerry Thurston, Phillip Tooth, Alan Turner, Richard Rosenthal, Andy Westlake, 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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In assocIatIon wIth

CONTENTS ISSUE | NOVEMBER 2014 Archive photograph ..........................................6 News....................................................................8 Diary ................................................................14 Letters ..............................................................18 West Kent Run.................................................20 Goodwood Revival .........................................24 Subscribe and save........................................28 Triumph CTT ..................................................30 BSA A10 Golden Flash ...................................34 Rex-Acme Blackburnes ..................................42 Straight from the plate – Crystal Palace, 1957...49 Matchless G50CSR (cover story) ..................54 Ted Mellors reflections...................................68 Closer Look – 1914 ‘no show’............................72 Baz and Jenny Staple interview........................78 Men who mattered – Tim Hunt ........................80 Roy Poynting column.....................................82 Jerry Thurston column...................................84 Marque of distinction – Moto Guzzi .............86

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You were asking ..............................................88 Restoration guide – Indian 741 .......................92 Technicalfeature–New Imp rebuild, part III ...96 Next month...................................................112 Classic camera .............................................114

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

Classic archive | Arctic James

A James sidecar outfit to the Arctic Circle, 1953

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t is not uncommon for motorcycle enthusiasts to take their machines to warmer, southern climes when they are stricken with wanderlust, but Kevin Gover and his companion – whose name is never mentioned – resolved to point their 197cc James sidecar outfit in the opposite direction.

The year was 1953 and their quest was to reach the Arctic Circle, which they attempted to do via Norway. Their machine was a Villiers-engined James Captain. As a 197cc lightweight, the Captain may not have been the most obvious choice of machine to pair with a sidecar, especially with the added challenges presented by the icy roads and mountainous terrain, but the little James outfit proved to be as plucky as any heavyweight and just as durable.

This photograph marks the end of their adventure as they stand on the border of the Arctic Circle, some 2300ft above sea level. Their adventure through the rugged wilds and frigid tundra of Norway provided plenty of excitement and scenery every bit as beautiful as the Mediterranean south.

The first stages of their journey through Norway began in heavily wooded hill country. In his own account of the trip, Kevin paints a picture of a place where a rustic aesthetic and a more modern one coexisted quite harmoniously – the juxtaposition of timber-built cabins, complete with stacks of firewood, against the occasional hydroelectric power station must’ve been interesting to behold.

For the intrepid motorcyclists to reach their goal they first had to navigate through the Lukttind mountain range.

This was not as arduous as it sounds, however. The road through the mountains was clearly marked and the ascent was consistently steady, even though the mountain range peaked at

4000ft. Kevin recounts that for 12 miles the tenacious little sidecar outfit was climbing continuously and the Villiers engine bravely powered along in second gear, managing the strain very well – though it did get very hot! The road through the mountains crossed into the Arctic Circle at roughly 2300ft, and so the duo carried on.

Their journey was interspersed with various points of interest, and stunning scenery. The Stodi plateau stands out as a particularly striking landscape, the beauty of which was only matched by the innate harshness of it. Battered trees and broken timber pockmarked the vista for as far as the eye could see, which was not terribly far, as it transpired, as a veil of grey mist blanketed the plateau – only the tallest mountains loomed imperiously out of the fog.

As they approached their goal, evidence of wartime occupation became more and more frequent. The abandoned Polarcirkel Barracks were certainly worthy of some exploration, and provided a good opportunity for the James to have a brief respite. Half a dozen miles further down the mountain road, they encountered an old German steel helmet lying at the side of the road.

The James sidecar outfit performed admirably throughout the whole tour, needing no serious mechanical attention except for half a dozen spark plug changes. The only real disadvantage to a tour of Norway in the 1950s, in the opinion of Kevin Gover, was the prices of the various boats and ferries required to reach Norway in the first place. Other advice proffered by Mr Gover included a friendly warning that, if your intention is to attach a sidecar to a lightweight, it is essential that the aforementioned lightweight has good brakes. And he’d have surely known all about that, after his experiences.

End

You can purchase this image at www.mortonsarchive.com 6

The ClassiC MoTorCyCle | NOVEMBER 2014

“The Villiers managed the strain but got very hot.”

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News&Events EditEd By jaMEs ROBiNsON

the 21

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Chili time at Stafford One of the highlights of the motorcycling show season is jdays away, and this year one of the stars of world superbikes – ‘Frankie’ Chili – take centre stage.

The Classic Motorcycle Mechanics Show is on October 18-19 at Staffordshire County Showground, and filling the halls will be a selection of stunning machines, more than 500 traders, a range of excellent club stands and the collection from the annual Bonhams Autumn Sale.

The venue’s main ring will see two parade sessions each day, with entrants invited to display machines from the 1960s to the present day. There’s also the usual action in the Classic Dirt Bike Experience area and the Classic Racer GP Paddock.

Tickets are £10 in advance, £13 on the gate.

Call 01507 529529 or go to www.classicbikeshows.com

Free museum celebration day details announced A free Museum Live open day is set to be one of the year’s highlights as Solihull’s National Motorcycle Museum celebrates 30 years since it first opened to the public.

A weekend of events to mark the anniversary will begin on the evening of October 31 when the museum will host Steve Parrish for an evening of outrageous tales as part of his 2014 M.A.D tour.

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Utilising both the museum and its extensive conference facilities, November 1 will see the National Motorcycle Museum throw open its doors, with everyone invited to visit the museum collection free of charge.

Museum director James Hewing commented: “Utilising our conference venue that adjoins the museum we are planning a huge celebration

The ClassiC MoTorCyCle | NOVEMBER 2014

event in some of the most prestigious surroundings you can imagine.

“We want to thank everyone that has supported us over the last three decades with an amazing free event for all the family to enjoy.”

PLENTY TO ENJOY AT REALCLASSIC SHOW AND BIKEJUMBLE

e South of England RealClassic show and jumble will take place in Ardingly, West Sussex, on October 12. e Surrey & Sussex section of the VMCC will be collecting for the Isle of Man Air Ambulance at its stand in memory of exhibitor Mole Benn, who passed away earlier this year. e BSA OC will be represented locally by a club stand from East Sussex and Kent, and on a National front as this year’s BSA OC raffle bike will be making an appearance. e machine is a 1971 BSA B25.

Sunbeam September Challenge a success

Tim Walker’s Duzmo. What a fabulous looking motorcycle.

This year’s Sunbeam September Challenge in Yorkshire proved to be a tremendous success. The event was graced with a wide variety of attractive and interesting old motorcycles, and also with some good, clear weather.

The day went off without a hitch, save for two unfortunate non-starters and two non-runners. The event has never had to endure so much as a breakdown before. The route took the party over the A170, then onwards to Flamingo Land park and zoo, then through Great Habton and Amotherby. The group finished the first leg of the journey at Kirbymoorside Golf Club, before turning tail and heading back. In terms of awards, Kevin Hellowell’s 1912 New Hudson won the Best Three-wheeler, while Tim Walker won the Best Solo with his 1920 Duzmo.

NEWS IN BRIEF TROPHIES STOLEN

A reward of £20,000 is on offer for any information regarding a break-in at e National Motorcycle Museum, and the resulting theft of the museum’s trophies and TT replicas. e articles stolen, while their ‘scrap’ value may not be high, have sentimental value as they are unique and irreplaceable artefacts of motorcycling heritage.

Anyone with information about the theft, which happened late on August 27, is asked to contact police or the National Motorcycle Museum on 01675 443311.

Ian Campbell with his show-winning Triumph.

Morbidelli on the big screen e English version of the documentary film, Morbidelli – a story of men and fast motorcycles, directed by Jeffrey Zani and Matthew Gonzales, is now available and can be purchased through the website www.morbidellifilm.com e film focuses on motorcycle builder Giancarlo Morbidelli and his race-winning machines and clever motorcycling innovations.

It features in-depth interviews with Morbidelli himself, as well as a whole host of riders, engineers and mechanics that have worked with him over the span of his career. e documentary follows Morbidelli’s life, highlighting the achievements that he and his machines have attained.

Veterama 2014 will take place in Mannheim, Germany, from October 10-12 this year. e event is Europe’s largest market for antique cars and motorcycles, and also sells a huge variety of spare parts for cars and bikes alike. e mechanics’ fraternity will be meeting here to see through their workshop and garage seasons with parts and complete vehicles available for purchase. If you wish to attend the Veterama, you must first register on the Veterama website, which can be found at www.veterama.de  PINHARD TROPHY 2014

Eurojumble a roaring success

A European invasion saw some brisk trade at the 21st Carole Nash Eurojumble as thousands of continental motorcycle enthusiasts joined their UK counterparts at one of Britain’s largest motorcycle autojumbles.

Taking place in Netley Marsh, Hampshire, on September 5-6, the event saw a vast selection of motorcycle parts – covering all marques, ages and eras – finding new homes as eagle-eyed buyers scoured the stalls for the bits they needed for their current projects. The award for Best in Show went to Ian Campbell and his 1964 Triumph Tiger 100 cafe racer. His chosen prize was a one year subscription to The Classic MotorCycle magazine.

 VETERAMA – MANNHEIM 2014

e Sunbeam Motorcycle Club is currently seeking out nominations for the prestigious Pinhard Trophy – an award given to the most outstanding sporting motorcyclist of the year who is under the age of 21. e award has been presented since 1950 to the best young sporting motorcyclist competing under ACU or SACU jurisdiction. Previous winners include such luminaries as Mike Hailwood, Jeff Smith, Brian Martin and Roy Peplow.

Entry forms, regulations and a list of previous winners are available on the club website.

Sunbeam’s trustee for the trophy is Tony Lloyd, who can be contacted at www.sunbeam-mcc.co.uk or aj.lloyd@virginmedia.com  NEW PR OFFICER AT AJS & MATCHLESS OWNERS CLUB

Roger Limb is standing down as public relations officer of the AJS and Matchless Owners’ Club, effective from September 8.

Taking over as the organisation’s PR officer is Stuart Smith, who can be contacted on 07985 297650.

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Weekend to remember The West Kent Run continues to go from strength to strength, with a fifth of participants coming from overseas.

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Words and photography: alan turner

he International West Kent run (IWKr), held on august 3-4, celebrated its 30th birthday this year. the occasion was especially poignant following the recent passing of alan abrahams. He and his friend alex Brett had come up with the original idea for the event, which was to create an event that transcended frontiers to bring together people with a common bond of motorcycling. the idea was adopted by the West Kent Section of the VMCC. over the years, the run has changed venues (mainly in response to its ever-increasing popularity) but its aim is still the same. In august the run was back on the familiar territory of the Friars, the priory at aylesford in Kent.

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Cooling off at the coffee break (from left) Jim Allen’s 1937 Tiger 90, Duncan Moss’s 1937 Matchless G2M and Barry Robinson’s 1947 Speed Twin. (Photo:

Carol Green)

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French club APAPA poses for a souvenir shot at the Himalayan Gardens near Sevenoaks. (Photo:

Carol Green)

International | West Kent Run

Having initiated the run, alan was heavily involved for ensuing events, attending to numerous details, including route planning for the rides, which are intended to be as scenic as the local countryside can offer. as well as the main Saturday rideout, the usual timetable now offers social runs on the Thursday, Friday and Monday. reinforcing the family’s commitment, alison, alan’s wife, riding a Honda C90, and their son, James, on his father’s M15 James, took part in the event.

The IWKr increases in popularity. at present, entries are capped at 400 and this figure had already been achieved by the end of January with around a fifth of the entry from overseas. long-time supporter Sylvain Berland always gets a contingent of his fellow Frenchmen to attend, but his efforts paled compared to the 47 entries from The netherlands.

Fittingly, the chosen charity this year for the profit made from the event was the Heart of Kent Hospice.

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The hilly route left the single cylinder BSA outfit of Ian and Ann Ager a little out of breath, so they made an early return to The Friars. (Photo:

Carol Green)

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Remembering Alan Abrahams – son James and wife Alison

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It’s not cheating – the gymkhana rules are ‘relaxed’. Keith Clarke and crew.

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Adrie de Ridder and passenger, from The Netherlands, pass Groombridge Place on their 1946 Triumph T100 outfit.

Saturday run Saturday sees all the participants out on the road. Busy highways are inevitable in the densely-populated south-east of england, so the route relies mainly on minor roads, linking places of interest (helpfully pointed out in the event programme) and offering the occasional bonus of spectacular views. riding through villages, but around the towns, brought riders to the coffee break at the unusual Himalayan Gardens, just south of Sevenoaks. The parking area, the former tennis courts of a large country house, was accessed by a very uneven downhill track. negotiated with due care, riders could see across the Kentish Weald, where the route would eventually take them. once refreshed, more lanes took riders into Sussex, where those on the long route choice extended their rides (and sometimes their bikes) for the long climb and circular tour of ashdown Forest. The lunch stop was Groombridge Place, a moated manor house, a wellknown tourist attraction and a regular host to motoring events. Several hundred snack lunches were served in short order.

Various byways took riders back down into the Weald and the return to The Friars. a few spots of rain fell, but in spite of the otherwise dry conditions, the breakdown service was required no less than 13 times this year. It was some consolation for the unlucky ones that the party atmosphere in the rescue bus was arguably even more convivial than the run!

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Triumph | CTT

Triumph of design In the 1920s, Triumph’s sports model, the Ricardo, didn’t really ‘cut it’ with the sports crowd. The later, modern-styled and fashionably finished two-valves redressed the balance.

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Words and photography: PHILIP TOOTH

taly made some beautiful motorcycles in the vintage period, but Fabio Galassi didn’t want a Guzzi, a Bianchi or a Frera. He wanted a British motorcycle, and after reading as many books and period magazines as he could find, he decided that it had to be a 1930 Triumph CTT. It was a good choice.

That TT designation should give you some idea about the development of this 500cc single. Triumph produced its first overhead valve motorcycle for the 1922 season. Designed

by Harry Ricardo, the four-valve Type R Fast Roadster looked like a speed merchant’s dream – at least on paper – but the acceleration and top speed were nothing to shout about, and the spindly frame didn’t inspire confidence in fast riders either. In fairness to Ricardo, his brief was to design a gentleman’s sports tourer that was also economical, and with 100mpg easily achievable the Riccy did just that. But those ‘gentlemen’ wanted a lot more performance than the Type R offered and so it didn’t sell well. Fabio didn’t want a Riccy either.

Triumph realised its mistake and turned to Vic Horsman, one of the best tuner-riders in the country and a well-known Brooklands racer who had broken numerous speed records on his side valve Norton. In 1923 Horsman was paid to build a Triumph that went like stink and so he ditched the four-valve head and bolted on a two-valve top end that looked like a cross between Norton’s new ohv single and a JAP. No matter, because on May 26, 1923, he arrived with his modified 500 at Brooklands and did his first standing-start lap at 84.14mph, then went on to win the three-lap race.

Before long he had bagged 140 national and international speed records for his Triumph paymasters, and at the end of 1925 he became the first man in the world to cover 90 miles inside an hour on a 500cc motorcycle when he thrashed his Trumpet around the Brooklands banking to average 90.79mph. His record-breaking rides at Brooklands soon put the Two-Valve on the map and

Triumph paid him £1500 for the engine design. Horsman was said to have responded: “Silly buggers! I would have given it to them for free!”

Twin ports were becoming all the rage at Brooklands and so when Triumph launched its new sports bike at the end of 1926 it was wearing two exhaust pipes. The specification included Triumph’s own three speed gearbox – again developed by Horsman – a two-gallon petrol tank with integral two-pint oil tank for the total loss lubrication, and a Doherty twistgrip. Brakes were 5in front and 8in rear.

To cash in on the Brooklands successes, it was marketed as the ‘Vic Horsman Triumph’ but it was soon nicknamed the ‘Two-Valve’. By the time the Triumph was tested by Motor Cycling in March 1927, the Two-Valve had become the TT. Triumph had entered seven specially prepared bikes in the Isle of Man classic with Horsman as team manager, and obviously decided that was enough justification to use those two iconic letters.

Vic Horsman was employed by Triumph to develop a sporting two-valve engine; Triumph paid him £1500, though he later said he’d have done it for free…

“Second gear is good for 60mph and the CTT could be hustled up to 80mph in top (third).”

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Rex-Acme | Blackburnes

Double take A tale of near-identical twins with near-identical motorcycles, and rare machines at that.

Words: Roy Poynting Photography: teRRy Joslin

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guess it’s not too unusual to find two brothers with similar bikes, but you literally have to do a double-take when you come across nearidentical twins owning near-identical motorcycles – and quite rare vintage ones at that. This is no coincidence, though; in fact it’s not even a deliberate choice by twins Graham and Malcolm White.

The scene was set long ago by their father Bert, who was an enthusiastic motorcyclist in the true vintage period, starting his riding career in 1928 with a Connaught powered by an oil-cooled Bradshaw engine.

Mr White then moved on to a succession of Connaughts powered by the more highly regarded Blackburne engine, and in 1932 he bought a Rex-Acme powered by a 250cc JAP engine. First time out on that machine he gained second place in the inaugural Easter Bank Holiday Speedway meeting at Brands Hatch, and that started Bert White on an understandable lifelong affection for the marque.

Bert White’s original Rex-Acme, photographed in 1979 and the inspiration/basis for the brothers’ machines.

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Matchless

opportunity Built to win races in America, there’s only one Matchless G50CSR in the UK, owned by the National Motorcycle Museum. We arranged for the six riders pictured to try out a motorcycle so good the competiton ensured it was banned.

Words: MICHAEL BARRACLOUGH Photography: JOE DICK AND GARY CHAPMAN

CARLI-ANN SMITH

Modern motorcycle journalist, never ridden a classic, but rides daily.

JoHN MuNdey

His ‘ridden and restored’ range from veteran Triumph to Venom Clubman.

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IAN wHITeHeAd

Races with the VMCC, has a varied collection – from vintage to modern.

Matchless | G50CSR

tiM brittON

ex tCM staffer, Classic Dirt Bike editor and experienced trials rider.

keith lax

aJS and Matchless OC member, has also recently aquired a triumph Model h.

rOb drury

long-time Velocette enthusiast, currently owns ‘six or seven’ Velos.

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You were asking | Expert advice

You were asking Your queries resolved with Richard Rosenthal

Valerio Riva’s racing four

have been part of one of his formative designs, or did he build another as a special order? Or did Valerio Riva simply base his design on Roy’s work and used just some items such as the hub steering supplied by Georges Roy? The frame top fuel tank and steering arrangement looks identical to that of selected designs by Roy. Valentin Stoiney will need lots of help to complete this restoration. A letter on Valentin’s behalf by Dave Pittuck has been published in the September issue of our sister publication OBM page 41 and Bill Phelps emailed the TCM office too.

Any help will be passed on to further this fascinating project.

Words: RICHARD ROSENTHAL

During 1928, Italian motorcycle racer Valerio Riva built a racing four with a dohc water-cooled inline four-cylinder engine (possibly of automotive origins) fitted to either a Majestic rolling chassis or a chassis of his own design, with Majestic front steering and suspension assembly. Italian enthusiast Valentin Stoiney has unearthed the rolling chassis complete but the engine is missing.

Original images of the machine taken after it was built have been found but to progress the project Valentin would like help with further information including the source of its four-cylinder engine. It’s unlikely that builder Valerio Riva would have had the resources to make patterns and cast cylinder block and head as well as carry out all other engineering work. All possible but unlikely, which suggests the Riva’s engine was of car origins. Suggestions include Fiat 805 and 806 engines or a modified circa 1926 Talbot Darracq unit. The Fiat units were of approximately 1500cc therefore lots of sleeving down and stroke reducing would have been required to achieve 500cc, which suggests a smaller unit as a starting point, though the engine in the machine as built certainly looks large.

The engine was mounted facing forwards as then current car practice, with dohc drive to the steering and magneto facing the rear wheel. As the machine had chain final drive, some form of bevel box must have been employed. The rolling chassis certainly employs a hub centre steering system as Georges Roy used for his Majestic machines, but it isn’t identical in all respects. Roy eschewed tubular frames but did use such chassis similar to the Riva, thus this may

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e Majestic

Period picture of the Riva four, top, and another of how it stands today.

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Georges Roy’s business focused on the knitting industry, thus motorcycles and their design were to an extent a diversion for Roy from his everyday business life. Inspired by the hub centre steering designs of American Carl Neracher (Neracar), Roy began experimenting in the early 1920s with tubular chassis incorporating his variant of the hub centre steering concept. Georges thought tubular motorcycle chassis flexed at higher speeds (certainly true of many tubular designs of the period) and he worked on duplex tubular designs and then pressed steel and sheet metal designs.

As well as the hub centre steering concepts, Georges worked on designs for machines with pressed steel blade sprung forks devoid of hub centre steering. He began patenting his motorcycle designs in 1926 and went into production with a pressed steel frame machine with blade front fork and fully enclosed rear wheel, branded the ‘New Motorcycle’ as early as 1925. Although built in small numbers with the main production taking place in the 1928-30 period, it’s known at least one and possibly more New Motorcycles survive.

Despite the slow sales of the New Motorcycle, Roy had the finances from his knitting industry business to finance the development of his favoured design, which was later marketed as the Majestic. Initial development work focused on a machine using a duplex tubular frame with hub centre steering and sliding pillar front suspension.

It is doubtful whether few if any of these models were commercially marketed but they were certainly built as roadworthy prototypes and its possible such an example donated much or all of the rolling chassis to Valerio Riva’s project racer.

At the 1929 Paris Show, Georges Roy unveiled the Majestic to the public, with its pressed sheet steel chassis, hub centre steering and fully enclosing louvred side panels over the engine.

Technical classics | New Imperial restoration, part III

BlAsT OFF! Many have asked how the 1933 New Imperial Model 30 project is progressing.

In fact, through the summer it hasn’t, as the warm months are given over to the riding and fettling of the up and running machines. But now the dark evenings are almost upon us, it’s time to get stuck in to rebuilds again.

Words and photography: RIChARd ROsENThAl 01

After spending the summer riding, servicing and repairing motorcycles, autumn is almost upon us and it’s time to ready a project or two for the winter.

Along with a new incomer we’ll overlook, the 1933 New Imperial Model 30 (TCM Feb 2014, p96-100 and July 2014, p96-99) is at the top of the pile.

Part one and two detailed the reclaiming procedure for its original registration number, plus professional frame checking and straightening. Each motorcycle restorer has their favoured approach – this is mine. The method isn’t cast in stone as each project is different.

The work is divided into bite-sized pieces with the end result of a complete dry build with the exception of wiring, control cables and associated sundries, which are completed when appropriate during final build. Once happy with the dry build, the machine is stripped one last time for paint and plate finish.

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01

Tinware, chassis and sundry details parts ready for the blasting shop.

Dry build sections:

Complete chassis including front fork, footrests, foot brake lever, handlebars/levers and rear suspension, if any.

All tinware and mountings, fuel tank, oil tank if any, light units and associated sundries.

Wheels and brakes. Often this includes final finish, hub bearings work, respoke, brake linings and tyres, as these can usually be fitted and removed without damage to the finish. They are often tried before their restoration work starts during dry build to check spacing, brake anchorage and other fitment details.

“Once happy with the dry build, the machine is stripped for paint and plating.”

Next month On sale NOVEMBER 7, 2014

AN iNterstiNg optioN Ariel’s oft-overlooked 650cc twin The Classic MotorCycle is brought to you by...

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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.

ISSN No 0263-0850