The Classic MotorCycle - September 2014

VERY BEST OF EVERYTHING

STUPENDOUS SS80 BROUGH SUPERIOR

MISGUIDED ENDEAVOUR DOUGLAS’ BRAVE BOXER ATTEMPT

OCTOBER 2014

NORTON: How to buy into the single life

Hugh Anderson; “My wife has twice been told I had died” Cotton centenary at Brooklands Mallory Bike Bonanza Basil Hall Motorcycling in World War One 1951 Scottish Six Days Trial Amazing BSA B44 model Vintage AJS selection

Number 10, October 2014

Model 50

£4.10

The modest

Editor’s welcome

This month, we have ended up quite ‘Norton heavy’ with the Super Profile on the Model 50 and the coverage from the Owners Club Rally. As is my want, when I go to an OC ‘do’ or something similar, I become a bit ‘over excited’ and find myself thinking ‘must have one of them…’ It’s mainly the enthusiasm of the owners, I find, which rubs off on me. When people are keen and passionate about something, it is easy to become similarly enthused. So, if I’m talking to a Norton-lover then quite quickly, next thing I’m wondering how I can get hold of an example myself.

Consequently, in short order, I drove away from Devon (and yes, I went in the car – 630 miles from Lincolnshire to Devon and I wanted to tune in to the last days of the Commonwealth Games on the radio!) not only listening to athletic events in Scotland, but also contemplating whether I should buy a ‘desert sled’ P11, sell up a few things and have an Inter, find myself a nice Commando or perhaps even experience an underrated Navigator. Or where directly related to conversations I’d had that day, while I was also privileged to ride Ian Loram’s sidecar outfit (as shown) in the ‘parade’ and the hugely positive reaction it provoked in people made me think, really, we should all be making more of an effort to run sidecars…

Talking of reactions, one of the interesting things about the Norton OC ‘bash’ was that it was at a steam fair, which meant a completely new bunch of people was able to see and hear the motorcycles. I’m as guilty as anyone of spending most of my time at dedicated ‘motorcycle only’ events, and it was nice to see different people looking at motorcycles and asking questions. It was the sidecar outfit which interested lots of them, too.

The aesthetic appeal is truly what attracts a lot of us to our motorcycles, surely. Perhaps this is an even more true consideration when it comes to classics. The appearance promises us something, often offering a hint to performance, and what we should expect.

Sometimes it’s not always so (and I’m sure many of us have experienced the ‘looks better than it goes’ and vice versa phenomenon) but we do, I’m sure, all have an expectation based on appearance. It was what I was basing much of my Norton ‘wishlist’ on, which combined with enthusing owners, is a heady mix. But the day I stop daydreaming about which motorcycle I really want, will be the day I realise I’ve lost interest.

OW SUBSCRIBE N FOR ONLY

. 50 £18 page 42

JAMES ROBINSON Editor

38

44

Contributors

Martin Gegg, 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

48

IN ASSOCIATION WITH

CONTENTS ISSUE | OCTOBER 2014

62 58

Archive photograph ..........................................6 News....................................................................8 Diary ................................................................14 Letters ..............................................................18 Norton OC at Dorset ......................................20 Mallory Bike Bonanza ....................................24 Cotton centenary ...........................................26 Norton Model 50 Super Profile .....................28 Itom 50 Sports .................................................38 Subscribe and save........................................42 BSA B44 model ...............................................44 Douglas Endeavour........................................48 Straight from the plate – 1948 Colmore Cup ....53 Spotlight – Brough Superior SS80 .................58 Motorcycling in the First World War ............62 Ted Mellors reflections...................................68 Closer Look – 1951 Scottish Six Days Trials .72 Hugh Anderson interview..................................76 Men who mattered – Basil Hall ........................80 Roy Poynting column.....................................82 Jerry Thurston column...................................84 Marque of distinction – Vintage AJS .............86 You were asking ..............................................88 Restoration guide – AMC Francis-Barnetts....92 Classic components – Amal TT and GP .......94 Technicalfeature–removing stubborn studs...96 Next month...................................................112 Classic camera .............................................114

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

Down to Devon...

The Norton OC event, held in conjunction with the Torbay Steam Fair, welcomed several hundred machines and enthusiasts to the south west corner of England.

T

Words and photography: JAMES ROBINSON

he Norton Owners Club Rally at the Torbay Steam Fair over August 1-3 attracted around 350 motorcycles, with Commandos the overwhelming favourite, though there was a good smattering of earlier models, including several tasty cammies.

Among the men bringing the ‘cammy’ machinery were George Cohen – who had his Featherbed framed Inter, complete with electric start, and his ‘bobber’ type, girder forked, disc braked, teardrop tanked single there too – and Stu Rogers, the Cambridgeshire man having made an 11-hour journey down to the south coast to display some of his stable.

Accompanying Stu was son Aaron, with his own prewar Inter, while Stu had his potent ‘big’ sprinter with him, as well as two more standard machines.

20

The ClassiC MoTorCyCle | OCTOBER 2014

1

No stranger to awards, Peter Weaitt collected another with his ‘desert sled’ chosen as Best Heavyweight twin.

2

‘Baby’ Burrell traction engine; being at a steam fair, there was plenty more going on, too.

3

Norton rotary legend Brian Crighton holds court.

4

Roy Francis with his 88SS ‘Special’. Frame was originally an Inter.

Another standard ‘cammy’ was Andy Clews’ 30M Manx, which was chosen by rally participants (every entrant has a vote) as their favourite machine in attendance. Andy describes his 500cc racer as ‘late 50s’ and explained he’d ‘…bought it as a bit of a nail’ seven years ago. All the bits on it are genuine Norton, though not necessarily from the same year, but he’s ended up with a very handsome motorcycle, which the Farehambased, Sheffield-born man enjoys parading.

The rally had started on the Thursday, though the first dozen arrivals had actually turned up on the Wednesday evening. Many had travelled from the continent too; organiser Ian Loram explained how his fellow organiser, son Dom, had translated the forms into different languages and this seemed to have encouraged foreign participation. It was one of the overseas contingent who took home the pot for best special too, with the gong

Norton OC | Torbay Steam Fair

going to Frenchman Michel Vincent, who’d ridden over on his well-used Commando engined Featherbed.

There was a bit of a disaster on the Friday night, when the rally site was lashed by heavy rains and strong winds.

One of the marquees succumbed to the battering, and in the ensuing melee Dom Loram’s two-week-old prideand-joy, brand spanking new limited edition Domiracer was sent crashing into his father Ian’s sidecar outfit. It left an egg (Ostrich…) size ding in the Domi’s lovely alloy tank, while the carbon-fibre seat unit was also damaged.

The sidecar outfit survived unscathed, though the 1000cc Aprilia V-four engined TT racer was also sent crashing to the floor, with, as Ian described, its fairing ‘being redesigned…’ And not in a good way… Oh dear.

But things – and the weather – improved rapidly, with organised rides on Saturday well attended and enjoyed by many. That evening, there was the opportunity for around 100 motorcycles to ride on closed roads in Brixham, too. Ian reported: “We ended up with crowds of people.” And as the roads were closed, it meant several of the Manxes in attendance could be cantered too.

Come Sunday morning, one of the first arrivals was 86-year-old Russell Baker, on his 16H combo. “It’s a bit slow,” he reported, “I used to have a 19 (600cc ohv) engine in it, which I got from Norton trials man Peter Roydhouse, although it was a 16H originally. With the ‘19’ in, it would go along happily at 50/55.” After Russell lost his wife, he stopped using the outfit as much, so sold the 19 engine, and reinstalled the side valve. He’s had it for well over 25 years.

5

Dom and Ian Loram, whose tireless efforts led to an event which was judged a success by all in attendance.

6

Time to go! Paul Kilminster heads his ES2 in the general direction of the ferry home to Guernsey.

7

Start up of the Rotaries always draws a crowd.

Russell said: “I had a Commando until five years ago too, but it became too hard to start. Now, I have a new Enfield Bullet which I go out on at least once a week.”

Ian Loram also said how Russell had come along and helped the Lorams prepare much of the show site; after the failure of promised ride-on mowers, they’d resorted to ‘pushalongs’ and it was a big, big field…

Commandos were the prominent model, by some margin. Many had ridden big mileages, others less, to be able to attend the show. Phil Penketh had ridden all the way down from Fleetwood, near Blackpool on his high-mileage Commando. Apparently his model had done 130,000 without coming apart – but only after Norton’s John Hudson had gone to Phil’s to ‘sort it out’ when John was still in Norton’s employ. At 145,000 cracked pistons had to be replaced, but it’s still on its original bores.

Mike Thorpe hadn’t travelled such distances on his Mk2A, being from nearby Brixham, but his Commando had come some way – all the way from Nigeria, in fact.

The story goes it was owned by the governor of Lagos, and had only done 1400 miles when acquired by Mike.

It had deteriorated over the years so was restored/ refreshed by Mike. “It started second kick,” he grinned.

It is Mike’s only Norton and shares garage space with five Triumphs and a BSA. A slightly earlier ‘heavyweight’ twin was chosen as the rally’s best, in the form of Peter Weaitt’s G15. Pete has restored numerous Nortons over the years, with many of his machines featured in this magazine, but

The ClassiC MoTorCyCle | OCTOBER 2014

21

Slow dancer

Norton’s 350cc ohv single may not have been the fastest – but for five years it came in the classiest chassis.

Words: STEVE WILSON Photography: JOE DICK

28

THE CLASSIC MOTORCYCLE | OCTOBER 2014

Norton | Postwar Model 50

L

et’s get the cruellest cut over with right away. The Model 50 in Featherbed-framed form has been wittily referred to as “the safest bike on the road – the best frame and brakes fitted with the slowest engine.”

The postwar Model 50 story is a relatively contradictory one, and not without its complications – how about four different frames in seven years? Norton tended to go its own way, and while after the war the 350cc capacity was by far the most popular for ride-to-work big singles, Bracebridge Street only revived its prewar 350 for 1956, when the trend was already swinging decisively towards twins. This at least meant that all of Norton’s 350s would feature swinging-arm suspension – though also the weight associated with that (a 1956 Model 50 weighed in at 382lb dry).

Were they really that slow?

Not really, it just made for a more memorable quip.

One was tested at just under 74mph in 1960, while an AJS Model 16 the following year clocked a mean top speed of just over 76mph, and a 1956 BSA B31, 72mph – so there wasn’t a lot in it, that was just the nature of the beasts. And top speed was very much not the point with them, as: a) concussive vibration made life on a 350cc heavyweight above around 60mph unpleasant for any length of time, and b) they were bought for reliability and economy.

And Norton singles had a real reputation for reliability.

Whether it was the side valve 16H and Big 4 sloggers familiar to the wartime Forces and to sidecar men, which had bowed out in 1954, or the pure racing Model 30 and Model 40 Manx ohc singles which so often won against faster machinery simply because Nortons invariably finished races. Singles bearing the curly ‘N’, in the words of Richard Dames-Longworth, were known for “a degree of indestructibility unequalled by any other major British manufacturer.”

How come?

In this case, while the new-for-1956 Model 50 retained the 1933-39 one’s dimensions at 348cc (71 x 88mm), it had benefited from the work done on the 500cc ES2 and the Big 4 in 1948, by Bracebridge Street’s Jack Moore (no relation to Walter Moore, the designer of Norton’s first ohc single). Jack had clearly looked sideways at Val Page’s work with the 1937-on BSA range, and revised the Norton’s valve operation, redesigning it with mushroom tappets now working directly on wider cams. The new set-up improved not only mechanical quietness, for which Norton ohv singles would be noted, but also the rate of wear.

The latter quality was further aided by the simultaneous introduction of positive oil feed, in place of the previous oil mist, for rockers which now became one-piece forged items, replacing the previous built-up assembly. The latter had been prone to fracture after prolonged indentation by the exhaust valve lifter.

THE CLASSIC MOTORCYCLE | OCTOBER 2014

29

September 17, 1959

366

ROAD TESTS OF CURRENT MODELS

The 348cc Single-cylinder o.h.v.

MODEL 50 NORTON Race-bred Steering Combines with Easily Managed o.h.v.

Engine to Produce a Gentlemanly General-purpose Machine

IN

the Model 50 Norton, the race-bred frame and suspension developed for a pair of famous ‘road-burners’ become the setting for a 350 c.c single-cylinder engine of conventional design and moderate output. The result is a gentlemanly mount which combines the docility, reliability and economy of a ‘ride-to-work machine’ with a standard of handling seldom found in this category.

For the man who has to get to work on time, perhaps very early on a frosty morning, the Model 50 would be ideal. The test example always started without any display of temperament. Lucas coil ignition, giving a ‘hot’ spark at low cranking speeds; no doubt played its part.

The behaviour of the emergency system was completely reassuring; an emergency start was, in fact, indistinguishable from a normal one. YOK 686 was off-loaded from the delivery lorry with a completely discharged battery.

Despite the fact that the tester was unfamiliar with the machine and did not know how much choke or flooding would be needed, he was able to effect an immediate start on ‘EMG’.

Practice showed that little in the way of mixture enrichment was needed for a cold start and none when the engine was warm. Idling was reasonably reliable, although there was a tendency to ‘fluff’ in prolonged traffic stops; otherwise carburation was perfectly in order.

Bottom gear went home without ‘scrunch’ and the clutch took up the drive sweetly once one had become accustomed to the fact that the operative part of the lever’s travel was fairly small.

Acceleration was brisk enough, the heavy flywheels of the long stroke motor demanded time to build up momentum in each ratio but this characteristic was largely offset by the ease and speed of changes possible with the A.M.C. gearbox. No aptitude at all was required to bring about a quiet change, but it was advisable to pause before releasing the clutch on an

32

THE CLASSIC MOTORCYCLE | OCTOBER 2014

(Above) Valve-clearance adjustment is hardly a chore when accessibility is so good. There is no need to remove the tank. upward change so that the motor could run down some of the flywheel energy on a closed throttle, otherwise the machine would surge forward.

As the clutch freed absolutely, this was no hardship. Indeed, when in a hurry it was possible to modify the gear changing drill to take advantage of this storehouse of energy; the clutch did not appear to resent such abuse, for it required no adjustment. (The acceleration curve in the data panel was obtained with orthodox changing).

Downward gear changing was equally satisfactory except for the odd occasion, when coasting to a standstill at lights, on which the pedal seemed to ‘bring the dogs end-on’ so that pressure had to be maintained until they moved into mesh.

September 17, 1959

367

The Model 50 was whisked through swervery in traditional Norton ‘unapproachable’ manner, the road-holding being exemplary.

Also noted was a reluctance to disengage from bottom gear at abnormal high engine speeds. Only a heavy foot enabled second to be selected on the upward changes when obtaining the data panel figures.

Despite this, it was still possible to better 20 seconds for the standing quarter-mile time.

Having selected top gear anywhere between 30 and 60 m.p.h., the rider could remain in that ratio for a commendably long time. Whilst the docile engine did not produce power beyond its capacity class, its heavy flywheels permitted speed to be maintained on hills longer than would otherwise have been the case. At lower speeds, when cantering round country lanes, the rubber shock-absorber built into the clutch enabled top to be held down to 25 m.p.h., with effective acceleration when wanted.

That top was useful below 30 m.p.h. is commendable, for the Model 50 pulls the high gear of 5.3:1 – in effect, almost an overdrive. It is also praiseworthy that the maximum speed, without quibbling about the odd 1 ⁄2 m.p.h. was as high as 75.

Top gear, although too high for rapid acceleration, was delightful for giving that feeling of a slow-working engine which is so conducive to freedom from fatigue on a long journey (at 60 m.p.h. corrected speed, the r.p.m. are a modest 4,000). The exhaust was quiet and vibration was not pronounced except when peaking in the gears.

The overdrive effect undoubtedly played a large part in the establishment of excellent fuel consumption figures. The set-speed values shown in the data panel are very good, but even more impressive was the average of 83 m.p.g. for 10 gallons towards the end of the running-in period, when increasingly high speeds were being recorded.

A normal owner on a reasonably traffic-free daily journey might well better this by 10 or 15 m.p.g.

(Right) A clean exterior! Enclosure of the final-drive chain prolongs its life; this design leaves the brake and chain tension adjusters fully exposed for easy manipulation.

THE CLASSIC MOTORCYCLE | OCTOBER 2014

33

38

THE CLASSIC MOTORCYCLE | OCTOBER 2014

Itom | Super Sports

Miniature Italian Stallion Itom’s 50cc Super Sports was essentially a racer of real pedigree, just in a smaller scale.

Words: ROY POYNTING Photography: TERRY JOSLIN

I

The Itom represented a chance for Italian teenagers to get mobile as soon as law would permit.

’m no expert on the Italian motorcycling scene of the 1950s, but it was obviously totally unlike the situation in the UK. Here, capacity was king, and if a lad was seen on a sub-250cc motorcycle, it was only because he couldn’t afford anything bigger. Mopeds were strictly for chaps who couldn’t get to work by public transport; most teenagers would have rather stayed at home than be seen on a Norman Nippy or a Raleigh RM1.

Over in Italy, young riders were much more broadminded. True, there were prestigious big bikes like the Gilera Saturno and the Guzzi Falcone for them to aspire to, but on a moped they could take to the road sooner, and weren’t subject to bureaucratic requirements like number plates. Pedals were theoretically mandatory until 1959, but the lads easily got round that by fitting fixed pegs, removing one pedal and using the other as a kick-start. British authorities would doubtless have stamped on the practice (despite the help moped use would have provided for our cash-strapped, petrolstarved economy) but in easy-going Italy they simply decided pedals were no longer needed.

Crucially, Italian teenagers had no reason to feel embarrassed when riding mopeds, because they were often much more than the motorised bicycles implied by their name. Take the Itom featured here – one of the latest arrivals in Sammy Miller’s ever-expanding museum. It has a spine/duplex frame, full suspension fore and aft, three-speed gearbox, race-styled seat, clipon handlebars, and a sexily curvaceous petrol tank with quick action filler cap. It’s hard to believe the contemporary equivalent option for young Brits was BSA’s rigid frame D1 Bantam; it had similar price and performance, but was all too obviously a superannuated copy of a prewar German design.

The Itom, on the contrary, looked the very epitome of a modern racer on the road and with very good reason, because that’s just what it was. The company was founded in Turin around the end of the Second World War (authorities differ on the exact date) by lawyer

THE CLASSIC MOTORCYCLE | OCTOBER 2014

39

Classic life

Classic Camera | Reliability trials

Moped mania, 1960

E

x-ISDT star Jack Stocker enjoys a few pulls from his pipe as he burbles northwards on his Paloma moped during the Land’s EndJohn o’ Groats run in April 1960.

Stocker did not undertake this challenge on his own, however. He had the aid of some other prominent motorcyclists of the day – namely, Leo Shepherd, John Avery and Vespa pioneer André Baldet. The 49cc Paloma moped was Stocker and Shepherd’s chosen mount, with John Avery and André Baldet opting instead for a 47cc Vicky Super.

French moped manufacturer Paloma was enjoying increasing popularity through the late 1950s and early 60s, as this is when the fledgling company began to turn heads with its simple and elegant machines. Paloma mopeds came with Lavalette or Franco-Morini engines. The Vicky Super came from a background of motorcycle manufacture and so already had a certain pedigree, which the largely unproven Paloma did not.

114

THE CLASSIC MOTORCYCLE | OCTOBER 2014

The two machines completed the 892 mile journey in 37 hours and 56 minutes, and their average speed came out at 23.5mph. Stocker and Avery rode for the first 18 hours, encountering some pretty poor weather along the way.

Heavy rain fell steadily for the duration of this first stretch, and the riders were unfortunate enough to encounter some snow over Dartmoor. The remaining mileage fell to Shepherd and Baldet, who had slightly more luck with the weather.

The Paloma moped proved to be a very reliable and fuel efficient machine, managing to cover 150 miles to the gallon.

At one stage Stocker covered 93 miles in three hours – a significant statistic seeing as his mount was only a 49cc moped.

The Vicky Super was a heavier moped and was more elaborately designed, but still managed 120 miles to the gallon, though did require a sparking plug change en-route to John o’ Groats. d En