The Classic MotorCycle September 2015

BRILLIANT BESPOKE BANBURY INTER PRE-31 FRIVOLITY

CLASSY CAMMY

SEPTEMBER 2015

The last

VELOCETTE’S SUPERB THRUXTON 1903 Ariel-MinervaFounders’ DayVarious Vincents

Number 9 September 2015

£4.20 PRINTED IN THE UK

PLUS: Benelli 175 1961 Triumph T120 Bonneville

Editor’s welcome Well, that’ll be the season in ‘full swing’ then. I know it is, because I now have one broken motorcycle in the shed, another two have been frantically repaired (nothing serious – a bust saddle and a broken clutch cable), everything is covered in dirt and oil and I’m playing the game ‘what I’d like’ (see Jerry’s column) in my head at every opportunity.

The little Rex-Acme covered two 100 mile-plus runs on consecutive weekends during VMCC events, while I also did another 100-odd miles on a borrowed KSS (after the Rex clutch cable broke and despite lots of searching on the side of the road for a solderless nipple to suit, none would fit; it went in the recovery van, I had a lift back to my dad’s on a pillion – thanks Graham! – and fetched dad’s KSS out, catching up with the run later on) and had a good day out on the 1930 Model 9 Sunbeam, too. It’s really illuminating riding the Rex and Beam back-to-back; the Rex is somewhat challenging to ride, mainly owing to the fact it has a three-speed wide ratio hand-change Burman gearbox. I reckon that the ratios are approximately where first, second and fourth would be on a 1940s/50s gearbox. That allied to a lack of torque (it is only 350cc) means pulling away can’t be hurried.

Once its skirts are gathered and it’s on song, then it has plenty of ‘go’ for an 87-year-old motorcycle but it means riding in groups can be a bit infuriating, as take off is more momentum gathering, than accelerating. I become very aware of people on younger machines getting pretty close as we leave junctions…

The Sunbeam, on the other hand, has the firm’s own close-ratio box (a new set of gears incidentally, from the ever-helpful Chris Odling). It’s still hand-change, which operates the other way to the Rex so first down rather than up, and the ratios in that are akin to say second, third and fourth in a standard 1950s set-up.

That allied to the fact the Beam has oodles of torque, makes for a much more relaxing ride. Though as the clutch was dragging a bit (putting the new set of gears in has ‘disturbed everything’ and as clutch was slipping on the first try out, adjusted it too far the other way) I decided to just try and ride without changing gear for as long as possible; with the use of ignition, almost like riding say a single-speed BRS Norton, such is the engine’s immense flexibility.

Brilliant stuff and it didn’t complain a jot.

So what’s my conclusion to the ‘what I really want?’ question? As ever, there never is a definitive answer but currently I am thinking that combining the flat-tank style and light weight of the earlier Rex-Acme with the engine of the heavier, saddle tank Sunbeam would be ideal. Again, it’s all part of the fun and games of motorcycling, and always has been; ‘what next?’ is surely the longest running question in the twowheeled arena!

OW SUBSCRIBE N FOR ONLY

. 50 £18 page 16

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JAMES ROBINSON Editor

Contributors

Ian Kerr, Roy Poynting, Richard Rosenthal, Martin Squires, Jerry urston, Alan 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

26 CONTENTS CONTENTS ISSUE | SEPTEMBER 2015 Archive photograph ........................................6 News.................................................................8 Diary..............................................................14 Subscribe and save.......................................16 Letters ...........................................................18 Founders’ Day ..............................................22 Banbury Run.................................................26 Velocette ruxton super profile ................32 Ariel-Minerva ...............................................42 Norton International....................................46 Straight from the plate – 1926 Senior TT ....50 Benelli 175 Sport (spotlight)........................58 Triumph Bonneville.....................................60 First Word War diary ....................................66 Closer look – 1912 ACU One-day trial ........72 Ian Hatton interview ....................................76 Men who mattered – Len Vale-Onslow ......78 Roy Poynting column...................................82 Jerry urston column.................................84 John McMahon with his dad Dave behind prepare for the start of the Banbury Run. They’re on Rudges, of course.

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Marque of Distinction – Vincent.................86 Martin Squires’ sketchbook.........................88 You Were Asking...........................................90 Mystery engine .............................................93 Restoration guide – BSA V-twins.................94 Technical feature – Fork rebuild, pt two .....96 Classic components ..................................103 Next month ................................................112 Classic Camera ..........................................114

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

Readerss’ Letters YOUR VOICE & YOUR OPINIONS

Remembering Roy Wheaton I have been getting your magazine since the first issue but I have never written before.

With reference to the article concerning the 1937 AJW Flying Fox in your July 2015 issue – the said machine being purchased from Mrs Roy Wheaton – I would just like to say that when I was finishing my 1937 Red Fox The Classic MotorCycle ran a story called ‘Flight of the Foxes’ from the Roy Wheaton collection, which included Roy’s phone number. Well, I phoned Roy to ask him how I should line the tank. We were on the phone for over an hour laughing about bikes we had owned.

Two days later a package arrived containing two pages from Popular Motorcycling on the new Red Fox. He also drew a diagram on how to line the tank, etc.

Later he sent photos of himself and John Wheaton, and pictures of his own machines

Harold Willis’ TT mount In the May 2015 issue of The Classic MotorCycle you had an article on Harold Willis, i.e. he rode a Triumph for the TT into 12th place.

Do you know what model, was it the TT OHV or a sidevalve?

Robert Miller, via email.

Ed note; Willis rode an ohv 500cc two-valve Triumph in 1926 as part of the works team.

Mick Bromhead’s restored AJW Red Fox.

and his latest project – an AJW Vixen with a Rudge engine.

The AJW has been finished for about 15 years and it’s as original as possible, apart from the fact I have deliberately over lined it

TT machine switch conundrum solved Some information for Richard Rosenthal in You Were Asking, regarding the article in the August 2015 issue.

The answer to the machine switch for the 1930 Senior TT is on pages 82 and 83 of my book Rudge-Whitworth, The Full Story, as told to me by Graham Walker.

FN entered Walter Handley on one of their machines but this failed to arrive in the Island. The Rudge team had a spare machine but Walter could not substitute this for

WELL-TRAVELLED MORGAN

A Morgan is pictured on page 92 (You Were Asking, August 2015 issue) which was then owned in 1951 by an Ian Williamson.

He may be interested to learn that his old car is alive and well and is now owned by one of our colonial Owners’ Club members, Ed Mazula in Torrance, Los Angeles, USA – I can put them in touch if they so wish, I’m sure they’d have plenty to discuss.

Nick Taylor, via email.

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to ‘tart it up’ a bit. I sent finished photos to Roy. He didn’t seem to mind the extra lining.

Thank you TCM and thanks to Roy – he was one of the good guys.

Mick Bromhead, Cornwall.

THE CLASSIC MOTORCYCLE | SEPTEMBER 2015

his ride as the entry was for an FN. The Rudge team let Walter practise on the spare machine which had lower gearing, but Graham said he followed him and had great trouble keeping anywhere near! However, the factory agent in Bristol (Jim Whalley) did have a Rudge entered and he was very happy to have Walter take this over with the best factory machine.

The Rudge team agreed that Walter should have the best

TRACKING DOWN AN ELUSIVE THRUXTON BONNIE

This letter is with reference to my letter in the August 2015 issue concerning the whereabouts of a long-lost 1965 Thruxton Bonneville. The registration number of the bike is GCF 60C. What was not included was contact details – just in case I get lucky! Email address is phil@moonraker. me.uk, telephone is 02476 443801. Home address is 69 Oldham Avenue, Coventry, West Midlands, CV2 5EW. Philip Ridley, via email.

machine, so he and Graham switched... the rest is history.

Jim was a very happy dealer!

While on the Rudge subject, the main picture of the ASI MotoShow on page 28 shows the Rudge/Python stand in the foreground, arranged by Dante Petrucci. The v-twin on the green table cloth is his and is a 1922 ‘F’ head engine on which someone has substituted two four-valve heads! He has not tried it in a machine – yet.

Bryan Reynolds, via email.

FURTHER THOUGHT ON THE ES2

Fifty or so years ago I was told by my elders that ES stood for Export Special as it had the CS1 cradle frame but the overhead valve engine.

Wal Handley among others, I’m sure, had the TT specifically excluded from his FN contract. I’m sure this well be in the archives cave somewhere at Mortons.

C Harper, Lichfield.

WRITE TO: The Classic Motorcycle, PO Box 99, Horncastle, Lincolnshire, LN9 6LZ EMAIL: jrobinson@mortons.co.uk FAX: 01507 529495

The late, great Geoff Duke The – a class act sociological In 1990, the final Vintage Car and Motorcycle Race Weekend was held at Westwood, our local track located just outside Vancouver, British Columbia.

Sub-divisioning was taking place and our track was lost forever.

To mark the auspicious occasion the vintage motorcycle race club invited Geoff Duke to be our guest of honour, and much to our delight he accepted.

I was nominated to pick up Geoff at Vancouver airport, and it was with a beating heart that I awaited the arrival of the great man. I am old enough to no longer be impressed by celebrity, but meeting Geoff was another story.

Geoff was a delight. Self-effacing and modest, he simply asked what he could do to make help make our weekend a success. “Be yourself,” was my reply.

That Geoff would travel half way around the world to a local club event speaks volumes for the man – and what a weekend it was. We hosted a ‘meet and greet’ and Geoff was overwhelmed by the warmth of his welcome, and had time to talk to everyone.

The next day was the first of the weekend racing, and the car club had arranged for a prewar Aston Martin for Geoff to be driven around the track to the cheers of the crowd. The racing began and Geoff was impressed by the enthusiasm and diversity of the racing machines, both on two and four wheels.

history of motorcycling

In the evening Geoff participated in a question-and-answer session, which was interesting and informative.

What a wonderful man, and what a pleasure it was to have him as our guest. He is well remembered.

Tony Cording, Vancouver, British Columbia.

Potted history of the Norton Inter I realise that it is not feasible to provide a full history of the ‘Inter’ (Restoration Guide, August 2015 issue) in just over four column inches of text, but I feel a few additional comments would not go amiss.

The impression is given that most of the Inters produced prewar were for racing purposes when in fact the opposite is true.

The result of this idea is that quite a few ordinary road-going Inters are restored by their enthusiastic owners as pseudo-racers, which I view as unfortunate. A quick review of the Model 40 production in 1932 and ‘33 shows about 24% being to racing spec. As

the Model 30 was more popular, more were undoubtedly produced and more were probably to racing spec., but I suspect the percentage may well be similar.

Turning to a more specific point in the ‘potted history,’ Norton’s own forks were fitted throughout their product range from the end of 1930 onwards (not 1933), with a very few exceptions. Also, no mention is made of the frame change in 1936, where the front of the lower cradle was angled upwards as in the illustration used in the article, to improve ground clearance.

Simon Grigson, via email.

In the last issue (August 2015) I saw that one John Hawthorn is enquiring about any book which may exist relating to the sociological history of motorcycling. I can personally recommend The Strange Death of the British Motorcycle Industry, by Steve Koerner and published by Crucible Books [2012]. As someone who has ploughed through most of the titles around motorcycling history over the past 30 or 40 years, this book is the only one to actually quote lots of relevant statistics and research from which sociological factors can be inferred. In spite of the title, worldwide trends and influences are studied too; indeed it is the only motorcycling book I have come across where an academic and analytical approach is taken towards the subject, and encompassing the years roughly from 1950 to 1970. The latter of these two decades in particular saw tremendous socio-economic change affecting motorcycling, with the demise of the two-wheeled commuter and the shift to a leisure market. Very relevant to a member of the British Two-Stroke Club, I would think!

I hope this is of some help.

Nigel Stennett-Cox, North Walsham.

PV works Interesting to see the enquiry from Peter Townsend about the PV works (August 2015 issue).

There were two, one long-gone, and another which is still there – if you know where to look!

Happy to correspond with him directly.

Nick Smith, via email.

THE CLASSIC MOTORCYCLE | SEPTEMBER 2015

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THE CLASSIC MOTORCYCLE | SEPTEMBER 2015

Excellent

Velocette | Venom Thruxton

anachronism The Venom Thruxton was the last in a long and proud line of sporting Velocette singles.

Words: STEVE WILSON Photography: MORTONS MEDIA GROUP ARCHIVE

THE CLASSIC MOTORCYCLE | SEPTEMBER 2015

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Motor Cycle, May 7, 1969.

499cc Velocette Venom Thruxton

If you have spotted the D registration suffix you will know that the bike pictured on this page is a 1966 job. The fact is, it was. Unlike most road-test models, the Thruxton of this story is not factory-supplied but, instead, is privately owned by Motor Cycle advertising man in the Midlands, Howard Middleton.

Readers have been clamouring for a full-scale test of a Velocette Thruxton and we would have been only too happy to oblige long ago – however, the model is still in short supply and the factory have never been able to spare one for test purposes.

So an alternative plot was hatched. Howard had his 1966 bike and the works cooperated by converting it into a 1969 model.

It was completely revamped – stripped and rebuilt to the current specification.

The single-cylinder Velocette hasn’t changed so very much over the years. In one form or another it has been a familiar sight since the 1930s, but it should not be shrugged off as obsolete or outdated.

Internal developments, mainly concentrated on cylinder-head tracts and valve diameters, have kept it well abreast of the times.

And, certainly, a machine with a 90mph-plus lap of the Isle of Man course to its credit deserves healthy respect. This lap was put in by Neil Kelly when he won the 500cc class of the Production TT at an average speed of 89.89 mph two tw w years ago.

Derived from the 499cc Venom, itself no mean performer, the

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Thruxton is, in essence, a roadgoing racer. Equipment includes a special cylinder head with 2in-diameter inlet valve, an Amal GP carburettor, close-ratio gearing, twin-leading-shoe front brake, light-alloy wheel rims, rear-set footrests and controls, and clip-on handlebars. Take off the lighting equipment, and it is near-enough ready for the starting grid.

Traditionalists to a man, Velo fans were dismayed when, a few months ago, the factory abandoned the hallowed magneto and, in its place, installed direct-current coil ignition, yes, even on the Thruxton.

It was an enforced choice, following a stop to magneto manufacture by Lucas, yet it must be admitted that, as a result, the Thruxton has become much more civilised.

The distributor unit incorporates an auto-advance mechanism, so it is no longer necessary to juggle with an ignition lever to produce jerk-free running at low rpm.

Bottom-gear ratio, at 10 to 1, is high, and with such an ultrasporting specification the Thruxton might seem unsuitable for general pottering around.

And how about when conditions are really diabolical?

All right, here's the answer. This particular Thruxton, ridden solo, was used by Middleton for the 1969 Dragon Rally and back, plodding along through deep snow at 15 to 20mph in bottom gear without missing a beat.

Many times on that trip the coil ignition showed its worth, keeping

Gentle easing

Formerly, starting was an acquired art, the secrets of which were passed down from Velo-owning father to son. Now, it is a first- or second-kick exercise calling for nothing more in pre-kick drill than a flooded float-chamber and a gentle easing over compression with the valve-lifter raised.

THE CLASSIC MOTORCYCLE | SEPTEMBER 2015

For highspeed cruising, the low-set grips and rearset footrests are ideal.

the engine pulling strongly and happily from as low as 1500rpm.

Of course, clip-on bars and rear-set rests hardly add up to rider comfort on snowbound roads, but they do come into their own when faster motoring is possible.

The semi-racing crouch defeats wind pressure without placing too great a strain on the wrists and arms. The Velo is, above all, an enthusiast’s machine and, given an experienced rider, can out-perform most other models on the road, sixfifties not excepted.

Superior

The make has long been famed for roadholding, but with its two-way damped front fork the Thruxton is superior even to the Venom. It can

Motor Cycle, May 7, 1969.

The riding position pinpoints the Thruxton’s role as a housetrained racer. Note the light-alloy rims, Amal GP carburettor and the heat-shield on the oil tank.

be cranked over safely until the footrest ends touch down, and that is way beyond the limits of lean found in normal riding. Ambitious cornering is one of the pleasures of conducting a Thruxton, and the riding position is tailored to suit.

The legal 70mph limit can be held indefinitely, the engine turning over lazily at a mere 4000rpm. Use the gears intelligently, keep the revs above 3000 and really high averages become possible.

Given freedom from speed limits, as at the MIRA RA A circuit, and the bike cruises comfortably in the nineties. Top whack? Our two-way tw w 104 mph figure was recorded on an

exceptionally windy day, and though an exh xhilarating h 114mph was clocked when running with the breeze, the opposite direction run came down with a bump to just under 95mph.

In theory, maybe the gain in one way should be compensated by the loss in the other, but this never works out in practice. Under calmer conditions, therefore, the two-way tw w speed could well have been a couple of miles an hour higher.

To match that kind of performance, good brakes are a necessity ty. y The Thruxton brakes were first-class with, in particular, the twin-leading-shoe front unit offering plenty tyy of feel and a reassuring freedom from fade.

Because of the unorthodox design of the Velocette clutch, the uninitiated tend to regard it with suspicion. However, it proved light to operate and coped entirely satisfactorily with everyday usage.

High gear

Understandably, obtaining of maximum-acceleration figures does give any clutch a caning — especially when, with a high bottom gear. It has to be slipped a lot on the getaway. With this sort of treatment, a strong smell of overheated linings arose after the first few runs, and a brief cooling-off period was allowed before continuing.

Big surprise of the test was the meagre fuel consumption.

Viewing the big-bore, racingsty tyle y carburettor, a relatively high consumption had been anticipated, but the recorded 96mpg at a steady 30mph would have done credit to a touring two-fifty ty. y It is on the lighting side that the Thruxton falls from grace. To be brutally frank, a 6v, 60W DC system is nowhere near good enough for a machine of this potential. The horn? No better, but no worse, than the average British motorcycle horn.

On the credit side, the coil ignition set-up is well thought out and the distributor slips very neatly into the former magneto location.

Slightly less happy is the siting of the ignition switch at the front of the tool-box lid where the key can chafe against the rider's leg.

Except for a slight leak from the primary chaincase, engine and gear box remained oiltight.

Mechanical noise was low, the muted rustle of the valve gear being lost on the wind at anything above very low speeds.

Characteristically Velocette, the deep chuff-chuff from the lozengeshape silencer fell pleasantly on the ear: an old-fashioned sound, recalling a more spacious age, but totally inoffensive.

If there seemed to be more carburettor intake roar than usual, the reason was plain enough — more carburettor than usual and no air filter.

The front-mounted dynamo is driven by an adjustable V-belt. Behind the crankcase mouth is the contact breaker with auto-advance for the coil ignition.

Some vibration could be felt, but it was of a low-frequency nature, not at all off-putting to the rider and soon forgotten. It disappeared at 4500rpm, to return at above the 6200rpm line, but this was, in any case, over-revv vving v the engine.

Routine maintenance produced no problems but one minor annoyance, in that the silencer has to be detached before the rear wheel can be extracted.

A real flyer of a model, the Velocette Thruxton has a long record of production-race successes. Without doubt, that list will grow longer. To condemn it to a life among city tyy streets would be sheer cruelty tyy to machinery, but owner Howard Middleton is a long-distance rally addict, and for fun of that nature the Thruxton must come very close indeed to the ideal mount.

INFORMATION PANEL SPECIFICATION ENGINE: Capacity and type: 499 cc (86 x 86mm) overhead-valve single. Bearings: two tw w taper-roller mains, caged roller big end. Lubrication: dry sump; oil-lank capacity. 4 pints. Compression ratio: 9 to 1. Carburettor Amal 5GP2. 1⅜in choke, with remote float chamber: air slide operated from handlebar; no air filter. Claimed output: 41bhp at 6200rpm.

TRANSMISSION: Primary, ½ x 0.305in chain in oilbath; secondary 5/8m x ⅜in chain. Clutch: multiplate. Gear ratios: 10.1, 6.97, 5.3 and 4.4 to 1. Engine rpm at 30mph in top gear, 1550.

ELECTRICAL EQUIPMENT: Battery and coil. Charging: Lucas 60W DC dynamo to 6v, 13-amp-hour battery through automatic voltage control unit. Headlamp: Lucas 7in-diameter with 30/24W main bulb.

FUEL CAPACITY: 4¼ gallons.

BRAKES: 7in diameter 2LS front: 7in diameter rear; finger adjuster on rear.

TYRES: Dunlop 19 x 3in ribbed front; 19 x 3.50in studded rear.

SUSPENSION: Telescopic front fork with two-way tw w hydraulic damping. Pivoted rear fork controlled by Girling

spring-and-hydraulic units with three-position adjustment for load; additional load adjustment by varying angle of inclination.

DIMENSIONS:Wheelbase, 53¾in; ground clearance 5½in; seat height, 30½in; all unladen.

WEIGHT: 390lb, including approximately one gallon of petrol.

PRICE: £400 1s 10d, including British purchase tax.

ROAD TAX: £10 a year; £3 13s for four months.

MANUFACTURERS: Veloce Ltd, York Road, Hall Green, Birmingham, 28.

PERFORMANCE DATA (Obtained by Motor Cycle staff at the Motor Industry Research Association’s proving ground, Lindley, Leicestershire.)

MEAN MAXIMUM SPEED: 104mph (14 stone rider wearing two-piece tw w leathers).

HIGHEST ONE-WAY SPEED: 114mph (strong tail wind).

BRAKING: From 30mph to rest on dry tarmac, 28ft 6in.

TURNING CIRCLE: 19ft.

MINIMUM NON-SNATCH SPEED; 28mph in top gear.

WEIGHT PER CC: 0.79lb

THE CLASSIC MOTORCYCLE | SEPTEMBER 2015

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the wait

Worth

Nearly six decades after he bought his first 1938 Norton International, the owner of this motorcycle now has the machine he wanted as a teenager.

Words: JAMES ROBINSON Photography: JOE DICK

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THE CLASSIC MOTORCYCLE | SEPTEMBER 2015

D

on Daly bought his first Norton Inter when he was 15. “It came from Comerfords and, of course, I didn’t have a licence. I ended up pushing it more than I rode it,” he remembers, not altogether fondly. Don does concede that the trials and tribulations encountered during teenage Inter ownership taught him plenty tyy and as, at the time, he was working for a company that specialised in crank rebuilds and rebores, he spent many hours using the shop’s facilities to work on his own machine, with their blessing. “They were happy, as I was learning all the time,” he quite correctly points out. And although he readily confesses to not being the best turner or

| International N Norton nternational

machinist in the world, he also reasons; “I know what I want and I know how to achieve it.” And his present 1938 Inter (coincidentally, the first one was from that year too) is testament to that declaration – as well as his engineering ability ty. y The history of Don’s current International is pleasingly full. It’s a 1939 model, which was registered in November 1938, in south London. It was supplied fitted with the ‘Manx’ petrol tank as well as folding footrests and a megaphone exhaust, available off the options list.

Don isn’t totally convinced that the tank currently fitted is the one which it left Bracebridge Street equipped with, also he knows that the front end isn’t the original; the forks come from a 1936 Manx (the lack of headlamp

Does any motorcycle ever made look faster than a Norton Inter when it’s standing still?

THE CLASSIC MOTORCYCLE | SEPTEMBER 2015

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A brief chat with...

Ian Hatton

Words: MICHAEL BARRACLOUGH Photography: VERRALLS

As the man at the helm of motorcycle dealer Verralls, Ian Hatton has a lot of responsibilities, but they don’t stop him enjoying the bikes that fill the showroom - quite the oppposite, in fact.

V

erralls, renowned dealer of veteran, vintage and post-vintage motorcycles, has been subject to a fair amount of change over the last 25 years. The company has moved its premises to Quick’s Yard in Handcross, West Sussex, and Gordon Button, who for 10 years had been pacing the showroom floor as the friendly and knowledgable face of the business, has now retired.

The business is now captained by Ian Hatton, and has been since Brian Verrall handed Verralls over to him in 2004. The company is one of the most well-respected dealers of classic motorcycles in Britain. Ian recalls that Brian, who passed away in 2008, was fond of saying that Veralls was “the oldest established business doing this sort of thing”. A variant of this very quote is emblazoned on the Verralls website beneath the company’s name.

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THE CLASSIC MOTORCYCLE | SEPTEMBER 2015

Despite the increased responsibility, Ian manages to get out and about on some of the bikes that fill the showroom – much the best way of ensuring that everything is working as it should. He’s recently been undertaking his daily commute on a 1926 Big Port Ajay, which he’s really enjoying riding through the sticks of West Sussex. Before that it was a Triumph Bonnie, and who knows what machines the future (or rather the past) will bring to the doors of Ian’s shop in Handcross.

Ian Hatton has been in charge of Verralls for 11 years now.

Verralls covers everything from veteran and vintage machines to postwar classics, and even a few bikes beyond that.

That’s right. We’ve had a few later ones from Triumphs to V-Rod Harley-Davidsons and R1 Yamahas and that sort of thing. At some point a 20 year-old R1 with 150 miles on it will be the next classic. You’ve got to look to

Classic sl e the future and see what’s coming up. It’s still relatively early – early in the 1980s and 90s. I don’t have a problem with that – a wheel at either end with an engine in the middle is of interest. They are all of interest. Anything from bicycles to tricycles to all sorts of things, it’s all about trying to maintain the quality of them.

Would you say that there is a bit more of an emphasis on veteran, vintage and post-vintage bikes at Verralls?

That’s right. We’d love to have – like we used to have in Tooting – the postwar motorcycles in one showroom, the middle one would be all veteran and vintage, and the third showroom would have the occasional car, and different things.

Brian used to be able to pick and choose. He would say: “If we’re going to have post-vintage bikes, they’ve got to be overhead cam, or sports bikes,” and he would say: “Right, we’re being offered hundreds of bikes a week, and we can pick and choose what we want to bring into the shop.” But of course it’s a world away from that now. Everyone is a gentleman dealer, and they’re all on the internet. It’s good that everyone is educated in what things are worth. It’s good that customers are more educated, too.

Did you have a particular affinity for vintage and veteran machines before Verralls?

My father had a stable of vintage bikes, although he had the occasional post-vintage one. He enjoyed buying them, restoring them, and I just got involved as a kid with that. I had to cut my teeth on British bikes – 1950s stuff – because at the time, when I was working in a former life and had an office job after school, I had to get to work. The train ticket up to London was way too expensive, so I was clattering up and down on old AMC singles because that’s what I could afford. I had mates on Triumphs and that’s great, but I couldn’t afford a £400 Triumph, so I’d stick with a £50 G3 that you could fall off, kick it straight and get going again. I went selfemployed for a couple of years, and all the bikes I did Brian Verrall bought. So I’d restore a bike and he’d say: “Right, great.” So I had an outlet for my motorcycles and he knew the bikes were good so he could just run them through, and eventually he offered me a job.

I imagine since Gordon (Button) retired, you’ll have had to take on additional responsibilities?

Gordon was here as the sort of ‘shop frontman’. He was very dapper, always very well turned-out. I didn’t realise until after he retired that there was actually a dress code for days of the week – it was only on Thursdays that he would wear a sports jacket. He took his Morgan threewheeler to a car do in Jersey or Guernsey, and he was called up in his car and given an award for best period dress, and he said: “What do you mean? I dress like this every day!” He’s a very nice guy, and I kind of miss him.

I’ve got a guy that comes in now who’s a motorcyclist and a blacksmith, and he cooks the books, and does it very well.

IAN’S TIMELINE 1961

Ian Hatton is born.

1978

Passes his motorcycle test.

1980

Quits his office job to go self-employed restoring old motorcycles.

1982

Joins Verralls at the invitation of Brian Verrall.

1992

Verralls moves to Handcross in West Sussex.

2004

Takes over Verralls from Brian.

2008

Brian Verrall sadly passes away.

2014

Rides some old British bikes around Majorca with friends.

2015

Completes the Pioneer Run after a few failed attempts in previous years.

Above right: An American-spec Bonnie awaits a bit of tinkering.

In TCM’s May 2009 issue editor James Robinson wrote a piece about what machines were in vogue at that time. It seems that the big favourites were Vincents, Broughs and Morgans – which are always going to be in vogue, really. Has the market changed much?

What has transpired subsequently – although it probably applied then too – was that they are the investor’s friend. Anything that exists in limited numbers... well it’s a no-brainer – especially the Broughs. Some of the guys who go to auctions are willing to potentially spend £250,000. It’s a drop in the ocean to them, but it underwrites it then as being worth, suddenly, £400,000, where previously it was £250,000.

As an investment vehicle, they’re fantastic. What you do get are guys who might not necessarily be totally educated about the motorcycle, but they are more educated in the investment side of things.

It seems that in 2009 the thing that people really liked were flat-tank ohv sportsters...

Still applies! They are more attractive with younger guys who’ve got the money to buy them. If they’ve got 10 or 20 thousand to put into something they would sooner have some sporty thing, because they know they can use it and enjoy it, and a lot of these guys are coming to it because they’ve ridden everything super fast and realise that they can get their jollies at 70mph as much as they could at 170mph a few years previously. The sportier things are still very attractive, and it’s the look of them as well. If you looked at bikes at Banbury, say, 20 years ago, they would all have a wicker basket, a carrier, a hooter, lights, etc. Now you see more bikes that have been stripped down to the bare bones.

When you’re getting hold of bikes for the shop do you try and make your acquisitions fit with the fluctuations in demand?

It’s all about what is available really, and tempering that against not watering down the quality of what we have in the showroom. Generally, things that have survived have survived because they are worthy bits of machinery. It’s nice when guys come in who are educated, who have done their research, and they say: “Yeah, that’s for me. That’s the one I’ve been looking for.”

THE CLASSIC MOTORCYCLE | SEPTEMBER 2015

End

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ISSN No 0263-0850