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april 2015
FR E E! F RE E!
FREE! FREE! 32-pag e supplement
Wrongly maligned?
Making a case for AMCs Lightweights
PLUS:Veteran Motosacoche Mouth to mouth Resuscitation Run
Indians for every budget Nick Jeeries interview Bristol Show report
OW
Editors SUBSCRIBE N
welcome FOR ONLY
Roy Poyntings column (on page 78 of this issue) has
18 . 50
raised some points. He muses on the subject of
whether the actual ride is interesting, or whether it is
page 16
about things that happen around it, for better or for worse,
that provide interest. For me, this goes some way to
explaining why I first became interested in old, or classic,
motorcycles to make the riding more memorable.
Id quite quickly realised I wasnt destined to be the next
Kevin Schwantz or Carl Fogarty, as soon as I started riding
on the road. While lots of my friends crashed parallel-
import Supersport 600s in the late 90s and early 2000s, I
rattled about on an old B31 or whatever, mainly as it was a
bit more involving to ride.
The only way to make a 170mph 600 exciting was to go
fast; to get 70mph out of the B31 was excitement enough.
I progressed through various other examples of Brit iron
(ES2/Thunderbird/Comet et al) before gradually my tastes
migrated older and older, first 30s, then into the world of
handchanges and such. Next, itll be belt drives and
hopefully, eventually single-speeders
So, what does it have to do with Roys column?
Well, my point is that the more difficult, the more
challenging something is to ride, then the more memorable
the actual ride is. A steady 40mph on a belt-drive single-
speeder is more memorable than 140mph on a Fireblade.
And that is the beauty of the classic especially if it takes
you out of your comfort zone, then the ride, the challenge,
becomes the memorable thing.
I was thinking this as I filled in my application for this
years Irish Rally Im opting for a 1924 Bradshaw-engined
Montgomery, shown below, a beaded-edge tyred, hand-
change 350cc single, on which to do the four-day 600-plus
mile event. Sure itd be easier to ride the 1930 Sunbeam
Model 9 again and though thats handchange etc, it can
pull up pretty much any hill in top, can stop relatively well
and almost keep up with modern traffic.
So, the underpowered Monty it is Id love to be able to Canary yellow Rudge,
as displayed at Earls
acquire the BRS Norton mentioned in Alan Whiteheads
Court in 1937, was
letter this month (page 18) and maybe have a go on that, centrepiece of Rudge
but I think that would be just a bit too extreme to actually clubs colourful display.
use for anything; still, Id be up for giving it a try and I
guarantee every ride would be memorable.
But on a final note to go back to Roy, at the Bristol show I
36
was reprimanded by Diane (Mrs Poynting) for looking like Id
called Roy Old Peculiar on last months cover. Id never
even twigged it and I promise Roy, it was completely
inadvertent, it was the OEC to which I was referring!
JAMES ROBINSON
Editor
26
Contributors
James Adam Bolton, Roy Poynting, Jeff Read, Richard Rosenthal, Jerry
Thurston, Alan Turner, Steve Wilson.
THE CLASSIC MOTOR CYCLE (USPS:710-470) is published monthly by Mortons Media Group Ltd., PO Box 99, Horncastle,
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IN ASSOCIATION WITH
CONTENTS
ISSUE | APRIL 2015
20
Nick Jefferies interview ..................................74
Men who mattered Dennis Poore ...............76
Roy Poynting column ..........................................78
Marque of distinction Indian......................80
68
You were asking ..............................................82
Restoration Guide Ambassador Super S....86
Tech feature New Imp restoration part V......90
Classic camera .............................................106
52
POST: The Classic MotorCycle, PO Box 99,
Horncastle, Lincolnshire LN9 6LZ
EMAIL: jrobinson@mortons.co.uk
6 THE CLASSIC MOTORCYCLE | APRIL 2015
Classic Archive | Up the Alps
asi motoshow
rarities at Bonhams sale is years spectacular
Italian event takes place on
Bonhams is set to lay out quite a spread at the money May 8-10. Public admission
fast-approaching Carole Nash International 200,000 is free to the event, which
Classic MotorCycle Show in Stafford. plus, in the takes place in Parma.
The auction, which will feature a host of case of the rare Model A Vincent. Details www.asifed.it
motorcycles and motorcycle-related bits and Other lots include a 1955 Series D Vincent
pieces, takes place on April 26, 2015. Black Shadow, a 1924 Ace Four and a 1930 PushroD recorD
Expected highlights of the sale include a 1939 Scott Sprint Special, shown above. Catalogues Does anyone know the
Series A Vincent Rapide, a 1930 Black Alpine will be available four weeks before the auction. ying kilometre/mile
Brough Superior and a 1928 Indian Model 401, For details visit www.bonhams.com or 0208 record for a production
all of which are expected to fetch large sums of 963 2817. 649cc pushrod twin
running on pump fuel
other than that on the salt
APRIL
1915
Open discussions have raged tested the frame and
for some years concerning reported that the Cotton
frame design. In 1914, frames were light, strong and
Frank Willoughby Cotton of devoid of whip. By now, Mr
e Burtons, Ledbury, Cotton had carried out a
patented his triangulated series of modications to
straight tube frame design improve his design, which
(patent no: 17434/1914). was ready for volume
Makers including Levis production.
1940
Readers were suggesting the running and overheating that
press and may do engines long-term
motoring/motorcycling damage. The Motor Cycle also
associations should approach noted that it was an oence to
the authorities asking for a use paran as a motor fuel.
50% increase in the fuel However, it was noted some
ration for one month per year readers ran their machines
to cover the annual summer on dope after altering
holiday period. is would carburettor jet sizes, a
give riders another 1-1 practice the press couldnt
gallons of pool petrol which, comment on
added to their monthly Rather than worry about
ration, would aord a total applying for more fuel, it was
mileage of approximately suggested readers transport
300-400 miles for the holiday their machines to their
week or fortnight within the holidays destination by train,
allotted month. then their motorcycles would
Failing such a concession, be available as local transport
readers asked if petrol could for sightseeing and short trips
lew con
be mixed with other spirits during the vacation. For
such as paran, methylated example, a motorcycle owner
spirits or other unrationed could freight their machine
14
Send your diary entries to obmfreeads@mortons.co.uk
The ClassiC MoTorCyCle | DeceMBer 2013
LEGAL | Advertising Feature
TO SUBSCRIBE VISIT:
www.classicmagazines.co.uk
OR CALL:
Jack and
John SurteeS Memories of Triumph e naughty Norton
I was very interested to As an former member of the Triumph family, I write Your Norton BRS article (January 2015) brought back a
see your picture of Jack to express my pleasure on the article in the tidal wave of memories from 30 years ago when I also
and John Surtees and December 2014 issue on Jim Lee, aka ay-up, so owned one.
the accompanying article called because that was how he started many The spindly pushbike with an engine resonated; also
in the March 2015 issue. conversations. the ineffectual brakes meant you had to use the valve
I can remember in the The article brought back many great memories of lifter, then in desperation feet on the ground!
early 1950s on the way my apprenticeship years at Triumph from 1964 to I didnt have the luxury of an airfield to indulge my
home from school 1969. The road testers like Jim were the envy of many, experience and so on modern roads even 30 years
seeing the Surtees Grey as they were able to get out into the fresh air on a ago it was a sphincter-tightening ride. I parted with it
Flash in the window of a motorcycle. in a swap, but now after many years the same BRS is
motorcycle shop in After completing the task of collecting all the Tiger going to be offered for sale by Bonhams at the
Falcon Road, Battersea, Cub jigs and fixtures for shipment to BSA Redditch, I Stafford April show.
London (may have been was assigned to the comp shop under Vic Fiddler. At If anyone wants to experience motorcycling in
Russell Motors). Later, the time, Vics son Ray was a fellow apprentice, as its purest form this is a very rare chance to make
when I attended the well as Tony Jefferies. it happen.
RAC/ACU training at My final two years were in the experimental Alan Whitehead, Bolton.
Crystal Palace in 1959, I department under the direct leadership of Les
was told that the Williams. The team at that time consisted of Bert
Surtees motorcycle shop Hopwood, Doug Hele and designer Norman Hyde.
serviced the training Doug Hele often rode to and from work, testing the
scheme bikes. Thanks bikes himself. He would pull into the shop and climb
for the memory. out of his chrysalis of riding gear to be dressed
Colin Roberts, immaculately. He was a roll up your sleeves kind of
Leighton Buzzard. boss. Mr Hopwood was also a smart dresser who
smoked Woodbines. They were both very polite and
a pleasure to work for.
P J Hayeld, via email.
VillierS-
engined
Scooter Arthurs Ariel The thrill a minute Norton is to be offered in Bonhams
I enjoyed the story of April sale at Stafford. Estimate is 13,000 to 16,000.
Bill Johnson of Jo Mo in With reference to Arthur Bourne and his Square Four, as
your October 2014 featured in Men Who Mattered, in the March 2015 issue.
issue. With regard to the
Second World War
That Square Four was actually the very last one to be
built, although strictly speaking it was a complete Credit to Arthur Bourne
scooter project, I could restoration carried out in the BSA service department at Thank you for the article on Arthur Bourne in the
not help but notice that Small Heath. Ariels old service manager, Ernie Smith, March 2015 issue. Recognition long needed, as
the machine and his foreman, Len Moss, were those who carried out Arthur, almost single-handedly kept the Blue Un alive
incorporated a Villiers the work, aided by myself running around after all the during the war, researching and supplying most of the
3E 197cc engine. This old Ariel dealers to obtain the required replacement editorial content. Engineer trained, he also wrote the
was the unit so often parts, although BSAs toolroom was involved making magazines series Workshop and the Open Road,
illustrated in Villiers what could not be found. giving hints and tips on
handbooks but Harold Hill, who had been in charge of Ariels drawing machine fettling and riding.
seemingly only fitted to office, was also involved coming up with working His eventual promotion to
a James machine just drawings for parts made. I eventually managed to directorship of the Iliffe
before the war. rescue all the Ariel drawings many of which went back group publishers was
Had the scooter came to to 1898 and the Ariel Owners MCC had them for future well deserved.
pass, it would probably spare parts needs and still has them today. The article mentions
have provided When Arthur eventually stopped riding because of that he grew a moustache
a reasonable deteriorating health, he donated the bike to the ACU to increase his gravitas
performance and Benevolent fund via Ken Shierson, the then ACU when he became editor.
something a little secretary-general, and in 1974 it was sold for 1000 and He wore gravitas like the
different to a few finished up in Cheltenham. suit, collar and tie that
USA-bred scooters of The last I heard it was undergoing some remedial were his habitual clothing.
the time. surgery, as I was approached by the then owner His pipe was never far Arthur Bourne, sporting
Walter McClellan, seeking advice on various technical issues he was distant from his mouth and his habitual uniform of
Melbourne, Australia. having with the bike. he always addressed his suit, collar and tie, with
Jim Lee, via email. staffers as laddie. pipe in situ, too.
On retirement, he often took his presentation Ariel missing parts was the gear lever and gate. Martin Dating BMWs
Square Four out for runs with The Club. This was an found one to copy and produced a beautiful drawing for the DVLa
exclusive group formed of manufacturers and senior for me to make a replica, which is now on the bike. I am now the dating
members of the motorcycle fraternity. Edward Turner After the first build was complete, Martin did most officer for The BMW Club
and Bert Greeves were fellow members. of the test riding, which he greatly enjoyed. He also UK and we can offer a
Mike Knowles, via email. did a lot of the testing after the final build; he rode the dating service on BMW
Ariel for more than 500 miles in total. Martin was a motorcycles to comply
true gentleman and a very good friend who is greatly with DVLA requirements,
Concerning sidecars missed by us all.
Dave Rosser, via email.
be it barn finds, imports,
whatever. This is open to
Many of us must have smiled at the letter from Ian all enquiries. Email me
Tigwell suggesting some Triumph bias in the January for more information
2015 issue. I certainly never noticed this, but I am a dvla@bmwclubuk.net
member of the Triumph Owners Club. I am currently Robert Freeman,
restoring an ex-Saudi police Trident T160 that I found via email.
here in the Philippines.
A few months back a reader complained about grey
porridge when you had an article on the 250cc Norton
Jubilee. I actually found that article very interesting.
About the same time, there was a comment in the
magazine that the UK was probably the biggest
producer of sidecars in the world today. That is not the
case as that crown must surely go to the Philippines
where there are millions of sidecars, with several
fabrication shops in every small town. They are used as
the local taxi, usually pulled by 100 to 150cc bikes and I
attach a photo taken at one of the many taxi ranks in
Angeles City where I live.
Howard McKay, via email. BSA FWD Club 2015
National Rally
In 2015, it will be 80 years since the BSA Company
launched the BSA Scout. To mark the occasion we
will be holding our National Rally at the Heritage
Motor Centre, Gaydon, during the weekend of July
11-12, 2015. The BSA Scout was the first British
Front-wheel drive (FWD) four-wheel car produced
in any quantity until the launch of the Mini in 1959,
and therefore represents a major landmark in
motoring history. Some 270 Scouts are known to
survive out of a production run of more than 4000.
The rally will open at noon on the Saturday and
close at 4pm on the Sunday.
Sidecar travel, Philippines style. Peter Cook, chairman of the
BSA Front-wheel drive club.
Remembering
Martin Tiller
It was my great pleasure to get to know Martin Tiller
during my restoration of his Ariel Square Four, as
featured in the March 2015 issue. Martin was a
frequent visitor to the workshop, always arriving at
about 10.30am after an early start from Hampshire. Beat the
He never arrived empty handed, bringing sustenance
in the form of tea, coffee and biscuits. It was always a
deadline
pleasure to see Martin; he was good company and an This years BSA FWD rally will celebrate the four- For publication in the
excellent engineer who fully understood what was wheeled Scout, though three-wheelers will, of course, next issue write to us
necessary for the completion of the Ariel. One of the be welcome. by March 13, 2015
T
Photography: JOE DICK Illustrations: MARTIN SQUIRES
he Bristol show, at the Royal Bath and 1 Best in show winner prewar when it was provided to Hartley (a well-known
West showground, always throws up a Dave Joyce, with his Ariel preparation guru) by Jock West, who was working
few surprise machines, with this year 1914 Sparkbrook V-twin. for the Selly Oak concern at that time. By its postwar
no exception. The man responsible for heyday it had been extensively worked on and
several of these unusual motorcycles modernised, with a swinging arm frame and telescopic
over the years, Henry Body, served up forks among the many updates. It also ran on a variety of
another this year in the form of the Hartley Ariel. special potion fuels, including nitro
This is almost a mythical machine, tuned by Lawrence After Ferbrache finished racing it, ownership passed to
Hartley and campaigned with almost indecent success a wealthy west country gent, who owned a sports shop.
by Peter Fluebrush, otherwise (and correctly) known as Henry Body knew of the machine, as he rode another
Ferbrache. The intrepid duo of the luxuriously motorcycle owned by the same sports shop owner, in a
moustached Ferbrache and his antiquated Ariel were the scramble. There then followed a period of confusion,
scourge of the works Nortons on the short circuits of the during which the sports shop owner died (having never
early 1950s. Ferbrache reportedly also had an even older, used the Ariel) and his housekeeper ended up in his
side valve Ariel that Hartley had breathed on too, and on 2 Alan Smith scooped house, a situation which took 18 years to resolve.
which Pete loved to embarrass ton up boys. Best Vintage with his Finally the family of the man who bought the bike
The Ariel now owned by Henry Body had its origins 1927 AJS H7. managed to reclaim ownership of their house and
Best in show was bestowed upon a further two-speed box located, attention turned to finding an
rarity, in the form of Dave Joyces V-twin Sparkbrook. 1 Just three owners engine. This wasnt such a big hurdle, as the 770cc JAP
The tale of the restoration is one of painstaking from new Doug Ellis V-twin motor was used by various other makers too but
searching and perseverance, and it took Dave five poses with his ex- veteran power units dont grow on trees. Still, Daves
years. Basically, he started with a frame and forks, works New Imperial. persistence paid off and he was able to find his engine at
which were fished out of a lake/clay pit, which was a Stanford Hall autojumble.
opposite the garage where Dave had once worked. 2 This petrol tank The Sparkbrook still represented a big challenge but
There was evidence on the frame/forks of a was on the blown as Dave said, he needed a retirement project and he
smash and Dave surmises that the engine/gearbox New Imp V-twin that certainly found one. He made lots of bits and pieces
were taken out and the rest of the old motorcycle Ginger Wood rode at himself, with the toolboxes replicated from photographs,
was ditched in the water Aside from the lack of Brooklands. while the petrol tank was one of the few things Dave
engine and gearbox, what was there was in didnt make. He even had a go at making horn
surprisingly good condition. There were also no 3 Vincent Black handlebar grips, but had to give up, as he couldnt get the
identifying marks in evidence either so it took Shadow was star material to bend! The finished motorcycle took part in
some detective work to establish what it actually machine in 2014s Pioneer Run.
was. The giveaway was a magneto mounting bracket Charterhouses sale. Looking at the big twin, with its foot clutch, pulled back
on the front down tube which allowed it to be It fetched 49,500. bars and limited braking, there was just one question to
identified as a Sparkbrook. ask. So whats it like to ride, Dave? Its lovely on a big,
But the positive identification only provided more 4 Neat special in wide open ride, but a bit of a blighter in Brighton
problems the biggest hurdle to overcome being that the jumble. A Red There were lots of other fascinating machines dotted
Sparkbrook used its own gearbox As Dave relayed, he Panther given the about the halls too among those which caught the eye
found probably the only Sparkbrook gearbox in the aging treatment, were Roger Chapmans unusual 1970 Italjet Griffon. The
country on a traders stand at Founders Day. With the making it look a Triumph-engined Italian machine was designed by the
decade older than its great Leopoldo Tartarini, with about 1000 made, with
mid-1930s production starting in 1967. Engines/gearboxes were
manufacture. bought from Triumph for 120 a unit, while the machine
was only marketed in Italy, the US and Australia. The
basic frame of the machine was to spawn the chassis
used by Floyd Clymer for his Indian Velocette and
Royal Enfields.
Barry Keymars NSU-engined Greeves scrambler had
a story to tell too, being constructed by Brian
Stonebridge (in secret from his boss Bert Greeves) to
test the viability of replacing the 197cc Villiers engine
normally used in the Greeves, with the ohc NSU unit.
This machine was built in 1958 Stonebridge built
another the next season, which he did use in some
European events, though his tragic death (in a car
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AMERICAN READERS!!
T he AMC four-stroke
Lightweights were famously
only called that in retrospect, to
distinguish them from the pre-
unit Heavyweight singles. In
fact at around 325lb dry, the
Matchless G2/AJS Model 14 were at least 40lb lighter
than their G3LS/Model 16 Heavyweight 350cc
equivalents, but 45lb heavier than their main UK
Year-round export, also to markets like Australia and
New Zealand, was important to the Plumstead factory,
so as to maintain a regular flow of production and not
risk losing skilled men during slack periods. Another
factor relating to the new single range was the necessity
to use as many parts as possible for it in common with
AMCs projected G1/G4 unit construction twins, which
came very close to launch before being aborted in the
early 1960s.
competitor, BSAs popular 250cc C15.
The AMC machines had actually never been The Lightweights were not exactly a success,
intended as a light model aimed at young, first-time were they?
learner riders. The range had been conceived in the Yes and no. Continental trends changed, while in the
mid-1950s, with 1960s 250cc learner limit several years UK market they couldnt compete with the C15 on
off. The model had been launched in March 1958, at price, availability and spares back-up, or with the less
first for export only, as it aimed very much at the numerous Royal Enfield Crusader and its variants on
European market, where 250cc singles with good top speed and style; and the AMC offering did have its
economy and generous tinware had been selling well. share of flaws.
But they handled well, were comfortable, ran The con rod was of steel, with a wire-wound
relatively smoothly even at the top end, returned up to piston, the same size as a Minis, giving 7.8:1
80mpg, had a lusty, crackling exhaust note and, until compression. The barrel was iron, with a cast-in
the company troubles from 1962-on, were very well- pushrod tunnel, while the cylinder head was alloy,
finished, in the Plumstead tradition. The author Roy K carrying hairpin valve springs, with the head skewed
Battson in his delightful memoir The Land Beyond The round 21.25 to bring the exhaust to the right. This
Ridge called the 1959 AJS Model 14 with its clean lines, standard 250cc engine produced a claimed 18bhp,
his last two-wheeler and one which he had from new: which as intended showed well against the new
One of the most beautiful motorcycles ever offered to BSAs 15bhp. Top speed was just over 70mph,
the public. Doing his own, skilled, sympathetic and acceleration was good enough though the engine
conscientious maintenance, he clocked up a very had to be revved to give of its best. A cruising speed
high, mostly trouble-free mileage over the following of 60mph was available, though the single was more
14 years, riding to work and touring the West comfortable at 50.
Country two-up with luggage (a benefit of the 250s As mentioned, riding on 17in wheels the handling
full-size design). was good, with a couple of qualifications. The
Designer Phil Walker, who had also been responsible brazed-lug construction composite frame featured
for the AMC twins, brought some fresh thinking to the tubular single front-down and seat tubes, but a
over-square (69.85 x 64.85mm) 248cc engine. Its cylinder channel steel pressing beneath the engine, boxed in
was offset 0.25in forward of the crankshaft to give a under the gearbox. The bolted-on rear subframe had
desaxe effect aimed at reducing piston slap. The engine a light swinging-arm which required regular
oil, sadly only 2.5 pints of it, was carried, Royal Enfield- greasing, controlled by slim dampers from Girling.
style, in an L-shaped space formed in the timing-side The latter company also provided the skinny front
crankcase, behind a cover which, like the drive-side one, forks, which needed regular oil top-ups. Between
featured a painted horizontal flash with a small round them sat a dangerously weak full-width hub 6in
marque badge in the middle. The oil pump was the front brake, with the same at the rear (on test,
customary AMC two-start plunger type, worm-driven together they took 36ft to halt the machine from
through a slot cut in the main bearing bush, a potential 30mph). Both forks and brakes would be improved.
weak point under stress. Full, close-fitting wraparound mudguards were
The most noticeable innovation involved the circular fitted, as well as optional full enclosure for the rear
gearbox, which gave the appearance of being built in chain Battson, thus equipped, saw 25,000 mile
unit, but in fact was fastened to the engine by hooped chain life.
clamps behind the crankcase, with the mainshaft set off- Meanwhile, with AMCs petulant road-test ban
centre. This solved the perennial problem of tensioning partially lifted, journalist Bruce Main-Smith with
the (single strand) primary chain, without slipper or J P Griffith in August 1958 attempted a launch stunt,
jockey arrangements. Here, to do so you simply loosened the Mile-a-Minute Marathon aiming to cover
the clamps and rotated the gearbox. The flaw was that 250 miles in 250 minutes at Silverstone. Main-Smith
this meant the gears and shafts were, in the words of Roy later wrote that it hadnt been all plain sailing.
Bacon, stuck right at the top (of the shell) like stalactites Three machines were ridden to the circuit, and
in a cavern roof, and required the full three pints of en route the first one seized its timing-side main
gearbox oil i.e. right up to the lip of the filler hole, if the bush at Hockcliffe. The second had its kickstarter
gears were not to run dry and wear rapidly and young ratchet disintegrate and seize the gearbox while
riders didnt always bother with that. The boxs other running flat out, while the third burnt out an 1 Engine
foible, noted by Battson who suffered from it three times, exhaust valve and had to be towed back to The AJS Model 14 was
was its appetite for gearchange springs, which took a Plumstead. But they were a nice bike, Bruce powered by a 248cc
skilled man an hour to replace. concluded, just with no stamina overhead valve single
cylinder engine, with a light
aluminium alloy (DTD24,
They handled well, were comfortable and had for those interested)
cylinder head with a part-
a lusty, crackling exhaust note. spherical combustion
chamber, and a cast iron
barrel. The cylinder head
and valve gear were akin to
And the rest of the engine? What about the electrics? what appeared on the
The built-up crank with its cast iron flywheels turned The Wipac coil ignition electrics, as on the Norton Model 16 Heavyweight
on main bearings consisting of a timing side plain Jubilee/Navigator, were probably the most consistent single.
bush, and initially a pair of ball-races on the drive irritant associated with these machines. The problem
side, which could prove a weak point Battson was not the alternator but the wiring. As described by
admitted to having to replace one of his after 30,000 former AJS/Matchless Owners Club president
miles. The big end was a double row caged roller, Malcolm Arnold, who had a new 250cc CSR as his first
and initially again this could sometimes fail, mainly bike, Wipac used a ballast resistor wire to do the
in competition, or if regular oil changes were same thing that Lucas at the time were doing with
neglected (that was every 3000 miles, but every 1500 their switch-control, and later with the Zener
was more prudent). diode/heat sink. But Wipac ran this wire, whose
O
F the new 250s introduced by British relaxed, even for tall riders. The location of the of the controls pleasantly light; the dipswitch
manufacturers in the past few years, gear lever allowed it to be operated merely by and horn button are within easy reach of the
the AJS models are well to the fore. pivoting the right foot on the rest, and the rear left thumb.
Cleanly styled externally, engine and gearbox brake pedal was ideally placed beneath the No particular drill for first-kick starting was
are separate units although they appear to be left foot. required and the air lever could be opened
integral. The gearbox, cylindrical in shape, is The handlebar gave an upright riding immediately the engine fired. Even when cold,
clamped by two metal straps to an arc of position which was comfortable on short runs the engine was exceptionally quiet
matching radius on the rear of the crankcase but a slightly lower bar, to provide more mechanically; there was no trace of piston slap
casting. And as the mainshaft is eccentric to forward lean, would have been preferable for and the valve gear was almost inaudible.
the shell, rotation of the box provides longer distances. Control lever pivots are Ample bottom-end punch and excellently
adjustment for the primary chain. The dsax hooded and the pivot blocks welded to the chosen gear ratios endowed the model with
arrangement of the cylinder its axis is set 14in handlebar. Reach to the levers was useful acceleration, although there was
ahead of the crankshaft axis minimizes the comfortable even for short fingers, and action occasionally a hesitation on opening up from
possibility of piston slap and reduces very low engine speeds.
connecting rod angularity when combustion The Contact breaker is reached through an The flat spot could not be eliminated by
pressure is at maximum. aperture in the timing-side engine cover adjusting the pilot-air screw. If the revs were
Other features of special interest are the allowed to soar, really snappy results were
oblique position of the cylinder head, and forthcoming. The only indication from the
the oil reservoir bolted to the crankcase and engine that it was beginning to work was a
enclosed by the right-hand engine cover. rising exhaust note, deep in tone but never
Ignition and lighting current is supplied offensive. The engine was delightfully smooth
from an AC generator mounted on the and vibration, up to 60mph, virtually absent.
drive-side mainshaft. Above that speed a slight, high-frequency
The engine is housed in a single-loop frame tremor was noticeable at the handlebar.
with a bolted-on triangulated subframe and Half-throttle allowed a comfortable 60mph
pivoted rear fork. A rear chaincase is fitted as which could be maintained indefinitely and,
standard equipment. Lubrication is from the under favourable conditions, 70mph was
crankcase breather. Considerable care has been possible for many miles without signs of stress
given to the control layout. The first from the engine. Most main-road gradients
impression is that the AJS is bigger than a 250, caused little falling-off in speed. Hill climbing,
and there is nothing cramped about the riding with a pillion passenger, on some of the severe
position. Leg angle proved comfortable and hills in South Wales, was impressively
effortless. Over 1000 miles were covered tension pick-up. Restoring the machine to its
during the test period and just one pint of oil showroom condition was greatly simplified by
was used. Overall petrol consumption was the cleanliness of the design.
almost 100mpg. The lighting restricted after-dark cruising to
The clutch was light in operation, and the 50mph or so because the headlamp threw only
take-up of the drive positive. Its engagement, a moderately well defined beam. The cut-off
however, and short movement of the lever on the dipped filament was adequate. The horn
demanded a delicate touch by the rider until he could, with advantage, have been louder.
had become familiar with the technique. The Standard of the tool kit and instruction
gear change was excellent; like a hot knife manual is very high. However, the C-spanner
through butter was the cliche which sprang to for adjusting the rear suspension dampers bent
mind. All gear changes, upward or downward, in use. To open the toolbox lid fully, it is
could be made quickly and noiselessly. necessary to depress the kick-starter. When
Though heavier than the average 250, the Horn, battery and coil are located under the closing the lid, difficulty was sometimes
Model 14 has most of its weight low down; dual-seat, behind a pressed-steel cover. experienced in locating the retaining screw in
consequently handling on the move is not its thread.
impaired. Steering and roadholding were more Accessibility for maintenance is excellent
than adequate for the performance. and the usual tasks may be carried out easily
Reasonably light, the steering was positive at and quickly. Removal of the rear wheel entails
all times and any chosen line on a bend could detaching the chaincase which, however, is
be effortlessly maintained, almost regardless retained by only two accessible bolts.
of road surface. Both front and rear suspension A reserve-type fuel tap is not fitted, but if one
did their work well at all speeds, without of the two taps is used, the second traps a
pitching or bottoming, and gave a comfortable useful reserve supply.
ride. An incidental, but useful, point is that a
generous steering lock makes for easy
manoeuvring in confined spaces.
Both brakes, though progressive in action,
lacked real power. Heavy pressure was
required on the front-brake lever; the rear
brake was light in operation, but only by
applying excessive pressure could the wheel
be locked.
Apart from slight seepage from the base of
the engine and from the gearbox end cover,
the unit remained commendably oil tight.
Out of sight was almost out of mind so far
as the rear chain was concerned. The case kept
out road filth and protected frame tubes and
wheels from surplus lubricant. Adjustment of
the chain was required once during the test.
Excellent mudguarding protected the machine
and rider, but on very wet roads water The rear chaincase is a standard fitment and proved
splashed up underneath the panelling impressively efficient, allowing the chain to retain its
enclosing the coil and saturated the high adjustment over long periods.
SPECIFICATION PRICE: l69; with purchase tax (in Great Britain only). 203 l7s 2d.
ENGINE: AMC 248cc (70 x 65mm) overhead-valve single with light-alloy Chromium-plated tank panels, 2 l0s 2d extra.
cylinder head and cast iron barrel. Crankshaft supported in two ball bearings on MAKERS: AJS Motor Cycles. Plumstead Road, London, SEl8.
drive side and plain bearing on timing side: roller bigend bearing. Compression
ratio, 7.8 to l. Oil reservoir bolted to right side of crankcase; capacity, 212 pints. PERFORMANCE DATA
CARBURETTOR: Amal Monobloc; air slide operated by lever on handlebar MEAN MAXIMUM SPEED: Bottom: *24mph. Second: *44mph.
IGNITION and LIGHTING: Coil. Exide 10 amp-hour battery with Third: *59mph. Top: 75mph. *Valve float occurring.
rectifier, charged by Wipac 54W alternating-current generator. Wipac 6in- HIGHEST ONE-WAY SPEED: 77mph (conditions; light three-quarter wind;
diameter headlamp with pre-focus light unit and 30/24W main bulb. 1312 stone rider wearing two-piece suit and overboots).
TRANSMISSION: AMC four-speed gearbox clamped to rear of engine; MEAN ACCELERATION: l0-30mph 20-40mph 30-50mph
positive-stop foot control. Second 4.8 sec 4 sec
FUEL CAPACITY: 314 gallons. Third 6.6 sec 6.4 sec 7.6 sec
TYRES: Dunlop: both 3.25 x l7in: ribbed front, studded rear. Top 8.6 sec 9.2 sec
BRAKES: Both 6in diameter. in full-width hubs. Finger adjuster for the Mean speed at end of quarter-mile from rest: 69mph.
rear brake. Mean time to cover standing quarter-mile: l9.6 sec.
SUSPENSION: AMC telescopic front fork. Pivoted rear fork controlled by PETROL CONSUMPTION: At 30mph, 104mpg; at 40mph, 102mpg; at
Girling adjustable telescopic spring-and-hydraulic units. 50mph, 81mpg; at 60mph, 64mpg.
WHEELBASE: 54in unladen. Ground clearance, 6in unladen. BRAKING: From 30mph to rest, 36ft (surface, dry tarmac).
SEAT: AMC dual-seat; unladen height, 3012in. TURNING CIRCLE: l4ft 6in.
WEIGHT: 343lb fully equipped, and with half a gallon of petrol. MINIMUM NON-SNATCH SPEED: l6mph in top gear.
ROAD TAX: l 17s 6d a year. WEIGHT PER CC: l.38lb.
function was to get rid of heat, right down the centre of Coffee Shop Racer?
the wiring harness! Both Malc and his similarly- In common parlance, AMC would have said
mounted cousin got through two harnesses each, Competition Springer (or Sports) Roadster. It had been
with one of Malcs once actually catching fire at some preceded for 1962 by an interim CS variant, with
traffic lights. chromed mudguards and rear chainguard, downturned
Fellow club member and ex-250cc CSR owner Tony handlebars and revised finishes, including gold-lined
Head added that the Wipac system, when no longer white tank flashes running forward from the knee-grips.
new, suffered from voltage surges if there was any 1962 was also the year AMC machines were given names,
defective condition in the battery line. This was but everyone ignored them at the time, and so shall we.
because the design of the circuit meant that the Then in May 1962 came the CSR. With a bigger 118in
Top: The AJS Model 14 alternator output would be forced up the electrical Monobloc and larger diameter inlet valves at the end of a
looking resplendent in components in use at the time i.e. bulbs, ammeter etc, longer induction tract, 8.0:1 compression, stronger valve
blue. The gold lines on
and not partially absorbed by the battery. But at least springs, the scramblers camshaft, steel flywheels and
the petrol tank mark out
where the optional all this rarely seemed to affect the ignition. raised gearing, this was what the lads had been waiting
chromium-plated tank for. Between Teledraulic forks sat an improved (though
panels would be. What happened next? still not top class) British Hub 6in brake with a dummy
Things got a little better. For 1960, as well as a good new air-scoop, with braking now at 30ft from 30mph.
Above: The distinctive roll-on centrestand plus a restyled seat and optional The CSRs apogee came for 1965/6, with compression
gold AJS badge... chromed tank panels, the inner drive-side ball-race main raised to 9.5:1, coil valve springs replacing the hairpins,
was replaced by a roller bearing. closer spaced gearing, a slightly less fierce cigar silencer
And the 250 was joined for three years by the more fitted, and top speed hoisted to 83mph, yet with no loss
robust 350cc G5/Model 8, with modified though still cast of tractability. In 1966 the model even adopted the
Below: ...And the iron flywheels, a duplex primary chain, a valve lifter, 7.5:1 scramblers alloy guards which the cafe crowd had
equally identiable compression, 18in wheels and pukka Teledraulic heavy wanted all along before going down with the old AMC
Matchless Emblem. front forks. ship at the end of that year.
The new 350 could be cruised at 70, though at 350lb it Its time had definitely passed, considering that since
was some 50lb heavier than BSAs retort, the 350cc B40. 1961 you had been able to get Hondas ohc, 90mph 250cc
The G5/Model 8 was discontinued after 1962. Dream twin, complete with electric start. AMCs 250 did
Another contrast with the BSA was the lack of inspire some affection, but it was usually qualified, and
competition achievement. A Trials version had been todays low prices for these models indicate no change.
prepared for AMC star rider Hugh Viney for early 1959 The most telling statistic perhaps comes from a pair of
but was not a success, with big ends and gear pinions Motor Cycle Readers Reports. Asked if they considered
failing; its main legacy was the use of its lighter swinging- the G2/Model 16 a good buy, a respectable 80% of
arm and rear subframe on the Gordon Jackson replica owners responded positively. But in a similar report
350cc Heavyweight. covering the Heavyweight singles, the figure was 100%. End
alliance
This Italian framed, German-engined machine is a
perfect amalgamation of function and style.
Words and photography: JAMES ADAM BOLTON
I
f you chose with your head, youd pick The beautiful and distinctive 1985 Magni MB2 in front
German. Efficient. Precise. Reliable. But if of me is the subject of our article, and Ive been lucky
you listened to the slightly raised beat of enough to experience what a fascinating mix of Magni
your heart that shows youre still alive, youd and BMW the MB2 embodies thanks to two men, one
have to go for Italian. Intuitive. Hand English and one Dutch. The MB2 had presence enough
finished. Slightly crazy. In the early 1980s, it to have impressed these two aspiring owners back in
might have been an easier decision than it is early 1985, one of whom was my friend Dorian Skinner,
nowadays if you wanted to own a fast sports fan of eclectic, mainly Italian motorcycles, and who had
touring motorcycle that wasnt built in Japan or had a read an article in the March 1985 issue of Superbike
four-cylinder motor. Luckily, there was another way for magazine. Id owned a BMW since I was 18, and so the
those with discerning taste and deep pockets, and that MB2 really appealed. Half Italian and half German the
was the way of Magni. best mixture! says Dorian. Dutchman Geertjan (or just
Arturo Magni needs little introduction of course, and Gert) Schippers, thought the same, and when he saw one
once the MV Agusta racing team had been broken up, he Above: The combination of two MB2 kits sitting in the showroom of BMW dealer
used his incredible experience and knowledge to of German engineering Muijden of Borculo, eastern Holland (all the dealer info is
produce frames, wheels and special parts for and Italian style was still on the original dealer badge on the front mudguard),
appreciative customers under the Elaborazioni extremely effective. he too was smitten, and decided to buy the Magni kit.
Preparazioni Magni name. With his sons Carlo and Gert suggested his BMW R100 as a donor bike, but was
Giovanni, Arturo concentrated initially on supplying advised that it was too good to break, so he said: find me
special parts for the MV Agusta four-cylinder roadsters, one please, and build it using the best parts available!
but by the early 1980s, the demand was falling, and it was And they did, in the form of an early pre-production
getting more difficult to source MV castings and spares. example of the classic R100RS, built in November 1976.
Magni looked towards the market, dominated by The donor motor was stripped, gas flowed, and
then by Japanese machinery, and produced a run of completely rebuilt with standard pistons and 38mm
256 frames and kits in total for the Honda Bol dOr DellOrto PHM carbs. The gearbox, too, was overhauled
900cc motor, and these were known as the MH1 and with specific attention given to it having a smooth
MH2 and sold like hotcakes. Consequently, a change. The drive box fitted by the Dutch dealer featured
discussion between Magni and the long-time Magni a rare 32/11 ratio compared with the standard 33/11 ratio
agent and importer for Germany, Michael Hansen, and BMW used at the time, giving the MB2 a long-legged,
his right-hand man and mechanic Schneider, led to the high-geared fast grand-touring ability. Gert also decided
design and construction of a chassis kit for BMW boxer that he wanted a red bike, so the blue body kit was
motors the MB1. In the autumn of 1981 at the Milan Below: The original resprayed with a candy red over a gold base paint
motorcycle show, Magni presented its own MB1 using brochure for this rare scheme. The MB2 was completed and registered as a
a BMW R90S motor, and claimed the bike weighed machine. Magni (not a BMW) on June 30, 1985, and Gert took
30kg less than a fully loaded R90S. By 1982, you could delivery shortly after. Sadly by 1987 after all that work,
buy the MB1 kit, which comprised the super-rigid and for various reasons that tend to complicate life, Gert
Magni frame, swinging arm, rear mudguard, 27-litre stopped riding the Magni, took the fuel tank off, and
fuel tank and footrests, to which you would add your stored the bike away with just 5157km on the clock. The
BMW motor, forks, wheels, shock absorbers, bars, shiny Magni fuel tank ended up in Gerts living room,
brakes and electrical system. as a sculptural and poignant reminder of what had been.
Alternatively, Magni also offered the fully appointed In the meantime in the UK, Dorians desire for an
MB2 option, which needed only the engine, MB2 hadnt diminished. Id put out quite a few
transmission, electrical system, instruments, exhausts wanted ads over the years but had never heard
and gear linkage to complete the transformation. If you anything these bikes had just disappeared, explains
had deep pockets, Magni would supply a whole MB2 Dorian. Then in the autumn of 2013, out of the blue I
machine, though Giovanni Magni recently stated that got an email from someone called Gert saying he had a
just a few of the complete package were sold. Magni MB2 to sell. To be honest I thought it was a mate
playing a joke on me. There was no indication of where replaced the seals and gaskets, and added some stainless
he was in the world, and in fact I didnt answer the email pushrod tubes and various fasteners.
for three days in case it wasnt real. When I did, Gert was Dorian also stripped the beautiful Forcella Italian forks
a genuine seller, and explained that hed come to the sad for checking, but they were found to be in more or less
decision to sell the bike. He had hoped his son would perfect condition, as were the EPM wheels. He also
have it, but this didnt happen. Anyway, we arranged that checked the wiring loom, and added a Boyer ignition
Id go over to Holland, which I did, and the MB2 was system to replace the non-functioning Piranha box. The
exactly as described I knew it was what I was looking Boyer system is great as Ive been able to fit the coil and
for. We agreed on a price, and though Gert was upset to transistor box under the fuel tank important, as the
sell it, he was relieved it was going to a good home, and exhaust pipes run through the Magni fairing, and its an
not a dealer or breaker. Dorian returned with a van to endeavour to get access to the cover at the front of the
pick up the bike, and the transfer of ownership (and crank on the BMW motor otherwise, says Dorian. By the
country) was efficiently and quickly dealt with in a local end of 2014, the MB2, with the addition of a UK-spec
registration office. Very different to our DVLA headlamp and Keihan stainless exhaust system and
experience, reckons Dorian, and all free too. Gert sent silencers, was up and ready to ride. Then disaster struck.
us off with a bottle of champagne and said goodbye to I slipped while loading it on to the van in the wet, and
the bike what a nice chap. the screen broke. Luckily nothing else was damaged, but
Back in Blighty and up on the bench, the Magni MB2 Magni said they didnt have any other screens. Its not a
ended up being stripped down to be checked over Above: Second only screen you will find easily. Then I asked Magni Bayern,
thoroughly despite its low mileage, and to be to his round case the German Magni Owners group. No problem, they
recommissioned after standing immobile for so many Duke V-twin in the said, and took off a screen from another MB2 and had it
years. Overall the Magni was in generally excellent handling stakes, copied. I bought two, so sorted.
condition, so Dorian just needed to wash and polish the reckons Dorian Skinner. Magnis frame for the MB2 is slightly longer than the
original paint on the frame and bodywork. The fuel tank standard R100 frame, so you can expect it to feel more
did unfortunately have to be repainted after suffering stable and it does. The chrome-moly twin loop frame
slight damage from a fall from the shelf in Gerts house in Below: Dorian Skinner is comprehensively braced for rigidity around the
the past. The distinctive paint was superbly matched shakes hands with Dutch steering head, and theres an extra strut between the
from the front mudguard, and its nigh on impossible to former owner Gert front down tubes. The engine itself is bolted to the
tell any difference. The wheels and yokes were also Schippers. bottom frame tubes, requiring the simple removal of
repainted at the same time in the same gold colour. I eight bolts, and the whole lot comes apart, with the
went through all the mechanics engine, gearbox, drive Below right: Wheels are engine left sat on the bench. Its no surprise that
bespoke, made by EPM,
box, just to be sure, explained Dorian, but its elements of the Magni MB2 frame bear more than a
in Italy.
meticulous preparation by the dealer in Holland and the passing resemblance to a Featherbed frame, because
fact that it had covered low miles meant it needed little Bottom right: All Sig. Arturo spent so much of his time from the early
doing to it. I replaced the exhaust valves as a matter of control linkages were 1950s onwards developing MV Agustas race chassis to
course as the heads used to snap off the originals, then made by Magni. defeat the English Manx Norton devils.
Run
REsuscitation
W
hat would three post middle Right: Setting off after
aged but active gentlemen with the Horncastle stop-over.
From left, Jeff Read, Dave
GSoH be thinking of when they
Gibson and Tim Simkins.
envisaged going mouth to
mouth together? Yes, you have
guessed correctly we planned
a motorcycle run on rigid
machines that visited every location in England with
mouth in its title. As we planned to travel from Mouth
to Mouth we christened the trip the Resuscitation Run
it took many beers to come up with that gem.
The protagonists were Dave Gibson (1937 Norton
Model 50) and Tim Simkins (1951 Velocette MAC) from
the Brooklands section of the VMCC, and me, Jeff Read
(1929 Norton Model 18) from the Isle of Wight section.
We located 29 mouths scattered across the land and
joining the dots on the map we estimated that the route
would be about 1950 miles and take a week. We expected
to be in the saddle for approximately 60 hours.
Unsurprisingly, most of the places to be visited were
near the coast. I live near Yarmouth on the Isle of Wight
so it seemed a natural place to start, and it was agreed
that we would travel anticlockwise round the country.
We had a pact to stick to 50mph (ish) it was not a race,
but neither was it a gentle tour.
Our embarkation date was set for early July. In fact,
starting during the second week of Wimbledon. The
reason for choosing that week was simple. It always rains
on the first week of Wimbledon and the tournament falls Below: On the Woolwich
behind schedule, the sun always shines during the Ferry crossing to
Creekmouth.
second week and they catch up. So the second week of
blissful sunny weather would be ideal for the trip.
However, the auspices were not good. A few days before
the start date I broke a toe and damaged my ankle. The
foot was too swollen to get a boot on so the trip was
rescheduled for early September, however, a family
bereavement meant it had to be postponed yet again to
September 17, 2014. It was decided to extend the tour
from seven days to eight because the limited daylight
hours left no margin should problems be encountered. A
good decision
Day Four
The Fog on the Tyne was an aptly named song by
Lindisfarne. Most prophetic. A diesel slick on a
roundabout near Whitley Bay tested my ability to
slide speedway style. Luckily, I carry spare
underwear Dave is a Geordie in exile so he
expertly led the party through the labyrinth that is
Newcastle and its environs. As we headed north to
Tweedmouth on the Scottish border via
Tynemouth, Lynemouth, and Alnmouth, the
weather improved. Turning west we started the long
and beautiful slog across Carter Bar along the
border towards the evening stop at Cockermouth.
Tims dynamo cover came loose again and was
rubbing on the pulley. Daves engine started to
sound rather noisy, but it was decided to keep going
until the evening stop. The next challenge was to
find East and West Learmouth. After many miles in
narrow lanes way off the beaten track, West
Learmouth was found and turned out to be a farm
with a steel sign nailed to a wall proudly declaring
its title. East Learmouth was notable for its absence.
Fortuitously, the previously unheard of Tillmouth
was stumbled across making up for the We investigated Daves rattle
disappointment of not finding one of the
Learmouths. Having visited Redesmouth, we well the rattle in Daves engine.
arrived at Cockermouth at 6pm having travelled 254
miles and visited eight mouths.
Dave and Jeff pose for a picture. They were having fun, they promise.
Below: A great
accomplishment. We
found West Learmouth.
T
riumphs highly lauded from a few top end modifications, including a new
Trophy model was a popular, cylinder head which accommodated nine fixing bolts
enduring presence in the firms plus relocated bolt holes which promoted greater
star-studded repertoire, and reliability against cracking good news for the eager
this US specification example riders who liked to kit their Trophies out for trials or
from 1963 does a sterling job of scrambles and really throw them around. The engine
showing exactly why that was the case. also featured a new crankshaft design, which
The 63 Trophy arrived during a period of change showcased a more efficient method of oil feed via an
for Triumph due, in the most part, to the fact that it oil seal in the timing cover.
was in the first wave of 650cc models to be built with
a unit construction engine and gearbox. The early
1960s really were the years when unit construction The TR6 was aimed primarily at
came into its own; the idea had been toyed with
before, of course, but only now did it find itself
becoming a standard feature.
the American off-road market, where
Plenty of other marques were also exploring the
manufacturing process and adapting the technology
it proved immensely popular.
to their own motorcycles. The engine also benefited
Finer details
triumph
tr6 trophy
CAMBRIDGESHIRE
NOTTINGHAMSHIRE
CHESHIRE
www.drclassic.co.uk
(Burton-upon-Trent) Tel 01283 536379
Range of 50-60s & 70s classics always in stock - Check out the website!
www.drclassic.co.uk - Export no problem!
WANTED! WANTED! Classic motorcycles always wanted! Bikes &
collections bought outright for cash! In all conditions. Delivery and Collection Service
D. R. Classic Motorcycles Ltd.
VIEWING STRICTLY BY APPOINTMENT ONLY!!
TEL 01283 536379. MOB 07889 292536.
EMAIL richard@drclassic.co.uk
POWYS
BYSON
B YSON LEATHER
LEATHER
touring holidays. Our holiday
lodges are fully equipped for
motor cyclists. Workshop
We carry out repairs, alterations and custom work to facilities, power wash, touring
leather clothing - specialising in motorcycle gear and trial information all
available. The scenery is
www.bysonleather.co.uk stunning, the roads long and
email: info@bysonleather.co.uk winding and the welcome warm.
Just three reasons to holiday
01763-848949 with us but there are many more
to discover in Mid-Wales.
LEICESTERSHIRE Visit our website on www.radnor-revivals.co.uk
Telephone 01597 840 308
Brynwyddog, Llanbister, Llandrindod Wells, Powys, LD1 6TL
WILTSHIRE
M AGNETOS
MAGNETOS EXHAUS
MANUF PIPES
Dynamos, Regulators rebuilt - guaranteed three years.
T
ACTURE
D
One-off components Genuine Celluloid covering Ball and roller bearings
Gaskets to pattern or drawing
D. H. Day, Aldrans, Church Hill, Wroughton, Swindon, Wiltshire SN4 9JR
Tel: Swindon (01793) 812323 Fax: (01793) 845323
email: dhday31@hotmail.com
Left: F H Roberts
(Douglas) takes a break. Straight
from the
plate
To view the rest of
the pictures in this set
and to order prints
please visit
mortonsarchive.com
Straight
from the
plate
Enthusiasts couldnt wait for the wheel rim. Although he didnt fall, Porter crashed into the
barrier, fortunately only dazed and scraped. After a fuel
stop, Woodhouse and Emerson again jostled for the lead
military to move out of the estate. until on the last lap Emerson punctured his rear tyre and
lost five minutes to Woodhouse. At the flag:
1 Jack Woodhouse, 498cc Matchless-MAG) 68.47mph
2 Jack Emerson, 398cc ABC 65.71mph Above: The start of the the last years with a Brough Superior, then for the rest of
3 H R (Reuben) Harveyson, 497cc Indian 63.76mph Senior One Hour Trial, an his life he acted as a Bemsee official.
event that was won by
In the race, Woodhouse set new 100 mile records for August saw Stanley Gill (345cc Alecto built by
Jack Emerson (ABC).
the 500, 750 and 1000cc classes. Cashmore Bros of Balham, London) set 21 new records
By July, Brooklands was certainly back on full bore and Below: Wizard in distances up to 500 miles and 12 hours, the first
records continued to fall, seemingly every time a ODonovan refuels successful long distance record attempts at Brooklands
motorcycle was ridden. On Saturday, July 10, the MCC his Norton. with a two-stroke motorcycle. By now, car and motorcycle
held its first postwar race meeting. The programme racing at Brooklands had settled into a joyous routine.
included class handicap and scratch races and while the Endlessly, records fell, speeds rose, excitement
three lap 350-560cc Handicap saw all the usual abounded and local residents complained huge, noisy
suspects line up including Bert Colver and Charlie Collier crowds, even noisier racing machines, pungent smells,
(both 498cc Matchless-MAG) plus Jack Emerson on his packed trains
ever faster ABC, it was relative newcomer Kaye Don
(490cc Norton) who impressed, winning at 65.6mph,
less than 2mph slower than 560-1000cc Scratch winner
Sydney Garretts 994cc Indian. Don lined up with many
aces for the 10 lap handicap MCC Championship for the
Harry Smith Gold Challenge Cup. Despite covering 12
laps, time keepers recorded Kaye Dons (490cc Norton)
winning speed as 70.18mph, with Emerson second and
J F Hull (345cc Wooler) third. Kaye Don later became a
Brooklands habitu, racing both motorcycles and cars;
an all round racer he also competed successfully with
powerboats, and began importing American Pontiac cars
in the 1930s, then after the Second Word War founded
the Ambassador marque at his Ascot works.
The fourth Bemsee attracted a large entry with many
regulars enjoying wins. Tudor Thompson (348cc Douglas)
and Harry Martin (498cc Matchless-MAG) took the 350
and 500cc Scratch Races respectively, Eric Porter, his
398cc ABC giving 350cc to some rivals, shot into the
lead of the 750cc Scratch race and won with a final lap
of 73.23mph. Eric Remingtons 986cc NUT-JAP took the
1000cc class and Violet Longden (348cc Douglas) the
three lap Allcomers Handicap.
At this meeting, another rider started his Brooklands
victory account, ECE (Ted or Barry) Baragwanath taking
the 1000cc Sidecar Scratch Race at 61.22mph riding
his battered self-built 976cc Zenith-JAP outfit. Barry, who
raced on a shoestring, ran a tiny garage in Camden,
London, his clients knowing his list of priorities went
Bemsee, Brooklands, racing motorcycle preparation and
finally customers. Mr Baragwanath raced until 1933, in
More wins for Baragwanath (986cc Zenith-JAP s/c), End of the Brooklands racing season and time for
Bailey (348cc Douglas), Harveyson (998cc Indian) et al, more record breaking, which traditionally took place
and as August moved into September, many more around the dates of the London Motorcycle Show.
records including for Maurice Breeze (348cc Coulson- Many statistics tumbled. Among the record breakers
Blackburne s/c Class F), Frank McNab (345cc were Howard Davis (348cc AJS, solo and sidecar)
Wooler Class B) and Jack Emerson (398cc ABC whose exploits including winning the Godfrey Cup
Class C). But there were mishaps too. After easily (first 350cc machine to officially exceed 80mph),
winning the August 14, Open Class Scratch race at Vivian Prestwich riding a 249cc Diamond-JAP with its
over 80mph, Bert Le Vacks 994cc Indian burst into new Val Page designed oversquare square engine,
flames and although the fire attendant was on hand, Le Daniel ODonovan and business partner H H Beach
Vacks legs were badly burnt and troubled him from (490cc Norton) took many long distance records,
then on. More drama followed weeks later at Bemsees Bert Le Vack (998cc Indian), Tudor Thompson (348
Second Open Race Meeting, run with the Essex Motor Douglas s/c)
Club. During the 1000cc race, and after finishing New boys on the block included youngster
Above: H H Beach and
second to Oliver Baldwin (986cc Matchless-JAP), his Norton.
Rex (Reginald Noel) Judd, passengering for Maurice
Reuben Harveyson (998cc Indian) failed to slow and Breeze (348cc Coulson-Blackburne), and Velocette.
rode over the top of the Members Banking. The Indian Below: Douglas-mounted Behind closed doors Wizard ODonovan had
was smashed and although the ambulance was Tudor Thompson. prepared a 249cc Velocette for record breaking
summoned no-one really wanted to look until and on December 1, 1920, just before the track
Harveyson climbed on to the banking and slid down fully closed for winter repairs, set new 250 and
before walking calmly back to the pits with torn 275cc class records for the flying start kilometre
muscles and a dislocated shoulder. posting 66.97mph. Its two-stroke engine sported
A week later Reuben could only watch as Bert Le Vack two Binks Mousetrap carburettors, one conventionally
(994cc Indian) took the 1000cc Solo Championship at located and the other to the crankcase, via a spring
81.80mph and set new records. Walter Jacobs (248cc loaded valve.
Singer), Kaye Don (349cc AJS), Victor Horsman (490cc As the winter frosts sharpened and snow
Norton) won the 275cc, 350cc and 500cc classes fell, tuners at Brooklands and across the
respectively, then after Horsman and ODonovan (490cc country schemed magic fuel brews, larger cams,
Norton) pulled out of the 500cc sidecar race, H G lighter chassis and their riders strategies in
Cookson took the flag and later Douglas Davidson the certain knowledge of ever faster laps and
(989cc Harley-Davidson s/c) won the 1000cc sidecar the first Brooklands 500 miles race was only
race and set more records. months away nd
E
T
here was a surprising amount of Right: Makers detail on
the engine.
self-imposed demarcation in the
traditional motorcycle industry,
and to a certain extent it was
quite understandable. Once
companies like Amal had
established a virtual monopoly in
their own field, why would they want to start making
(say) suspension units, and risk Girling developing
carburettors? But its somewhat surprising that
engine makers like Villiers never produced complete
motorcycles. After all, the company already made
the most complicated part of the machine and it
wouldnt have been too difficult to wrap a frame
round it; and even if its customers grumbled they proprietary engines supplied after 1913 were badged
mostly werent in a position to make their own as MAG, initials many people may not have realised
engines or look elsewhere for suppliers. stood for Motosacoche Acacias Geneva.
If Villiers management doubted the practicality of After the First World War, MAG engines were
simultaneously making proprietary engines and supplied to many companies including British Ariel,
complete machines, it only had to look at the example Brough Superior and Morgan, French Monet Goyon,
set by Swiss manufacturer Motosacoche, based at German Neander and fellow Swiss manufacturer
Acacias, Geneva. In 1901 the Dufaux brothers took Condor. In the same period Motosacoche produced
out patents for an auxiliary motor that could be its own excellent sv and ohv roadsters, plus ohc racers
attached to an ordinary bicycle, and the way the campaigned successfully by riders such as Walter
complete unit tank, exhaust, carburettor and all Handley. Production even recommenced post-
was supplied in one package led to a company name Second World War, but finally petered out in 1956
which approximately translates as motor in a bag. when Motosacoche was ironically using an out-
Soon, these were imported to Britain where a tie-up sourced Opti engine.
with Royal Enfield enabled complete machines to be Back-tracking nearly half a century takes us to the
offered, and that encouraged the parent company to companys roots, and an example of Motosacoches
produce its own motorcycles. first product that has just re-emerged freshly restored
The relationship with Royal Enfield flourished, and after many years residency in Sammy Millers
in the years leading up to the First World War the Below left: The 224cc Museum, which is currently receiving a fresh
engine nestles neatly in
companies produced almost identical machines. extension to help house a collection topping 350
the V of the frame.
British frames, forks and gearboxes were shipped out motorcycles. The Motosacoche dates from 1907, and
to Switzerland, while Swiss engines travelled in the Below right: Surface embodies all the features that were typical practice at
opposite direction. Perhaps part of the reason for type carburettor was the time, and practically all of which had to be
Motosacoches success in both fields was that made by Motosacoche. abandoned before motorcycles could be regarded as
FINER DETAILS
1907
MOTOSACOCHE
ENgINE TypE Single
cylinder four-stroke with
(automatic) ohv inlet
and sv exhaust
CApACITy 224cc
BORE x STROkE
62 x 75mm
OuTpuT 1.5hp @ 2200rpm
LuBRICATION Total loss
The intermittent firing impulses are just
with hand pump
CARBuRETTOR
about sufficient to maintain speed on the flat
Motosacoche surface type
IgNITION Battery/coil
TRANSMISSION No
gears direct belt drive It would be nice to say that despite all this, the Motosacoche would do more than 60 miles on its tiny
FRAME Conventional machine is quite capable, provided you know what petrol tank, and all it needed was a squirt of oil every
pedal cycle type you are doing, but sadly Sammy Millers chief restorer six to 10 miles.
SuSpENSION None Bob Stanley tells me once hes recovered his breath But much of what Ive written could apply to many
TyRES 26 x 1.75in front after pedalling it into some semblance of life its early veteran motorcycles and what made the
and rear difficult to keep it running and even then it wont Motosacoche so exceptional was the thought that had
BRAkES Stirrup type front pull the skin off a rice pudding. Hes not wrong! Part gone into making the Motor in a Bag a true bolt-on
and rear of the problem is that, as with all single speeders, the accessory. The motor, petrol cum oil tank,
TANk CApACITy 2.5 litres gearing is a compromise, so the machine has to be carburettor, silencer and ignition were all contained
SEAT HEIgHT 41in pedalled at quite a speed before the engine is in a triangular cage, initially disguised by side covers
WHEELBASE 47.5in spinning fast enough to run at all. And whereas most so it actually did look like a bag suspended from the
WEIgHT 75lb approx true veteran motorcycles have rear stands to enable crossbar. In fact, the bottom end of the cage had
TOp SpEED 20mph (est) this to be done at a standstill, bicycle conversions like clamps to fix it firmly into the vee of the frame, while
this have to be simultaneously propelled down the the upper corners of the triangle had adjustable draw-
road. Undoubtedly with more set-up time, unlimited bolts to enable the device to fit securely into
Club contact: patience, and serious pedalling power, it would be practically any conventional safety cycle. It wasnt
possible to get the Motosacoche running even necessary to adjust the belt length precisely, as a
Sunbeam MCC. Sec consistently, but at short acquaintance I find the spring-loaded jockey wheel took care of its tension.
Ian D McGill, The intermittent firing impulses are just about sufficient The motor in a bag concept didnt last long,
Oaktree, 13 Victoria Rd, to maintain speed on the flat, but they fade out when possibly because as with the vogue for auxiliary
Horley, Surrey RH6 9BN. road and engine speeds drop away as I approach motors after the Second World War users found the
Vintage Motor Cycle even a gentle incline. brakes and bearings of ordinary cycles wilted under
Club, National Secretary, No matter, once a pioneer got everything right, he the stresses of higher speeds. But it certainly got its
Allen House, Wetmore must have been euphoric to cruise along on the open makers off to a flying start, and put Geneva on the
Road, Burton upon Trent, road at 20mph or so with the engine steadily popping map as the unlikely home of one of the most
Staffs DE14 1TR. away with the exhausts adjustable bypass in horse- respected engine and motorcycle makers of the first
frightening mode. The makers claimed a part of the 20th century. d
En
A
NICk NICHOLLS
Dennis Poore
The man who gained motorcycling infamy for his decision to close the Triumph
factory at Meriden, the ex-racing driver faced impossible decisions at a time when
the British motorcycle industry was irrevocably waning.
D
Words: Michael Barraclough
ennis Poore was born in london, Manganese Bronze Bearings. arriving now at this
during august 1916. The military
became a significant part of
Much has magazines concern, the British motorcycle industry was
ailing through the 1960s due to the combination of
Dennis life almost from infancy;
his father was killed fighting on been said exciting new machines emerging from overseas industry
abroad (specifically Japan) and the British industrys
the Western Front when he was very young (one year old
appears to be the general consensus), and once he had about habit of refining old models, but not introducing
innovative new ones. Dennis Poore was thought to be a
seen some more winters, Dennis himself would join the man who could resuscitate the industry, and his plan
royal air Force. NVT got off to a good start.
Not a great deal is known about the young Dennis Poore successfully sold Manganese Bronze
Poore, other than the fact that he loved to race
motorcars. he was already nurturing a very active
under Bearings propeller business in the early 1960s to help
fund his revival of the British bike industry. Then in
interest in racing cars before he served his time in the
military, and that interest was still as vibrant as ever
Poores 1966 Poore and his company (now called Manganese
Bronze holdings) purchased two financially ailing
when he returned from his time in the raF. Motorcar
racing would become a defining point of his early life
leadership motorcycle businesses Villiers engineering and
aMc (owners of Norton, as well as aJS, Matchless,
and career.
Poore left the royal air Force bearing the highly and James and Francis-Barnett) to form a large
conglomerate known as Norton-Villiers, of which
respectable rank of Wing commander. at this point, the Poore was now in charge.
Poore family was in control of Manganese Bronze little of When rival company BSa-Triumph approached the
Bearings, which specialised in the manufacture of ship Department of Trade and industry (hereafter referred
propellers. Dennis was able to live comfortably, and this it good. to as the DTi) with a request for some assistance to
allowed him to devote more time to his hobby of driving help the company remain competitive, it found not a
fast cars. he soon acquired a very special alfa romeo hefty government stipend, but something else
8c-35 from the estate of renowned British driver and entirely. Bert hopwood explains in his book Whatever
dealer robert arbuthnot, after the latters death in a car happened to the British Motorcycle industry? that
accident. The alfa had been raced successfully by such preliminary talks with the DTi were less than
people as Tazio Nuvolari and hans ruesch, until ruesch inspiring, but by late November 1972, the DTi was
sold it on to arbuthnot. Dennis Poore was to become the prepared to provide a sum of money, up to 20 million
custodian of the alfa until his death in February 1987, to rejuvenate the British motorcycle industry,
and it was with Poore at the wheel that it accomplished provided that BSa-Triumph and Norton-Villiers
some of its most well-remembered achievements. merged. Both parties were experiencing serious
in 1947, he won The gransden Trophy race in Britains financial difficulties, and so accepted this merger.
first postwar circuit event. Dennis campaigned the alfa Dennis Poore was made managing director of the
in hill climbs and sprints to great effect and, together resulting entity, Norton-Villiers-Triumph. Much has
with his faithful mechanic Bill lawes, experienced a been said about NVT under Poores leadership and
great deal of success. The alfas original superchargers little of it good. The decision to close Triumphs
were soon relinquished in favour of a pair of Wade r015 Meriden works caused waves of animosity to emanate
cabin blowers, and the car itself re-finished in the green from the Triumph workforce, and thus instigated the
livery that was to become synonymous with Dennis Triumph Workers co-operative. There are anecdotes
Poore and his racing career. it is known that the white of the fabled staff meeting in which Poore delivered
flying Pegasus emblem on the bonnet was a favourite the unwelcome news of Meridens closure to his
feature of Poores. employees, most of which end in Poore muttering
he won the rac hill climb championship in 1950, something about catching a train and leaving rather
marking a definitive high point in his racing career. hurriedly. Whether Poore was responsible for the
Mr Poore and his car became regular features in several eventual collapse of the industry or whether he was
motorsport magazines, and it was during this year that Right: Dennis Poore (left) simply the captain of a sinking ship is still debatable,
he founded his own magazine, Autosport, which endures receiving the MCN but it is probable that the industry would have fallen
Machine of the Year
to this day. apart much sooner without someone at the helm, and
award (for the Norton
Dennis Poore officially retired from the world of car Commando) from EMAP it was simply luck (be it good or bad) that the person
racing in the mid-1950s and began to focus more on chairman R P Winfrey. in question was Dennis Poore. d
En
D
o you have any particular I suppose what Im saying is that just as in everyday
recollections of the last life we forget things which go smoothly, while
motorcycling year? Good ones that unexpected events (good, bad or merely unexpected)
is; any instances of scratched paint, stick in the mind. For example, one of the strongest
falling off or being rammed are best images I have of countless Vintage Clubs runs concerns
forgotten before they can sour your the time a Brough Superior had a puncture, and what a
enthusiasm or confidence. I ask the monumental job it was to manhandle it onto the back-
question because Im rather surprised to realise I up trailer. I decided then and there to abandon any
remember incidents rather than the riding itself. ambition of ever owning a heavyweight big twin, and
For instance, one day in July a couple of friends and I thats one resolution Ive never regretted.
covered almost 300 miles on the ACU National Rally and But going back to my own riding, one of the more
I can recall hardly anything about the actual riding memorable outings was a girder-fork run on my newly-
(admittedly we were on modern bikes so there werent acquired two-speed 98cc James. I set off a few minutes
any breakdowns to fix) but looking at our itinerary early expecting to be swamped by the other entrants,
instantly brings back images, the various checkpoints and had a delightfully easy ride with the little Jimmy
we visited and the people we met. buzzing along so well I was only overtaken near the end
There was, for example, the fellow entrant who Roy Poynting has of the run by two riders on sporty vintage 500s. If I
turned up at Chipping Sodbury on a brand-new 350cc been a regular hadnt been responsible for the route Id have started to
Jawa two-stroke twin (looking uncannily like the contributor to think I was lost; instead of which I began to wonder if
machines we scorned in the 1970s) who gave a The Classic everybody else was!
somewhat downbeat assessment of his purchase, but MotorCycle Strangely, though, my most enjoyable riding event of
then cheered up somewhat and said, Well, you cant since 1995 when he the year actually involved a breakdown if thats not a
expect too much can you? It seems the old British entered and won a contradiction in terms. What happened was that Id
motorcyclists trait of long-suffering acceptance is still writing competition. been tinkering with another recently acquired
going strong after all. A veteran of many lightweight, and stupidly forgot to secure the battery box
The VMCC Founders Day Relay Rally was a similar restorations, he cover before setting off on a trial run. I got about two
riding event (when I obviously did use a classic) but continues to be an miles before the inevitable happened and the battery
again my strongest memory is of visiting a control point enthusiastic rider. fell out stopping the engine dead.
in a preserved railway I didnt immediately realise
station, a location that what had happened and
somehow seemed to sum up
the whole ethos of this
My most enjoyable riding event of coasted to a halt 200 yards
further up the road before
superb event.
But as for the actual riding,
the year involved a breakdown. walking back to look for the
battery, which I found
what is there to remember? apparently unscathed on the
Well, this phenomenon may bank. That wasnt what
be limited to the rural areas where I do most of my old- cheered me up, however, because I subsequently
motorcycle riding, but there were a couple of VMCC discovered that one cell of the battery had become
runs back in the summer when the route unexpectedly inactive, and you dont need me to tell you coil ignition
entered a narrow road between high hedges, and the bikes dont run too well on four volts.
temperature suddenly soared just as it does when you No, what made my day was that in the short time I was
walk into a heated room. I recollect those occasions, searching for the battery the drivers of no fewer than
but Ive absolutely no idea on which runs they occurred two cars and a van pulled up to offer assistance or a lift.
or exactly where I was. Similarly, the Banbury Run was And even when I was pushing my still uncooperative
held in good weather on decent roads with a sensible bike back to a slope where I could attempt a bump start,
route and wonderful scenery, but I admit it was most a chap whod driven past in an MPV actually came back
memorable for being the 20th time Id successfully and offered to take me and my bike home!
completed the event, and for my bike being awarded Surprising how misfortune can provide the best
the best Enfield award. memories, isnt it? d
En
CLASSIC INDIAN
Marque of
Formed by George Hendee and Oscar Hedstrom, the
brand was first called Hendee with a first couple of
machines being produced around 1902. The Indian
name (as a manufacturer) appeared in 1928 when
Hendee manufacturing became The Indian
distinction
Motocycle (sic) Manufacturing Company. The
massive DuPont Corporation bought the company in
later years but even its might couldnt save the Indian
brand, which disappeared in 1953.
The name has been revived several times, including
during the 1960s with Floyd Clymers Velocette and
Royal Enfield powered machines. The company
cropped up again in the late 1990s and since 2011 has
been in the ownership of Polaris, which currently
offers a range of retro-styled modern machines.
What to pay?
As can be expected there are plenty of
Scouts on the European market. You name
it, there is one for sale somewhere all, it
seems, except a 101. Again America is the
place to go to get one for best value. Get on
What to pay?
There is one for sale in Australia for $22,000 (11,500) at
present this doesnt seem unduly expensive,
considering the amounts demanded by sellers of
standard Venoms which are in the 7500 to 10,000
range. Bonhams achieved 10k for one back in 2008, and
prices will have risen reasonably substantially since then.
What to pay?
The top of the range Roadmaster is on sale in the UK for
21,999. The website has a seemingly endless accessories
list which I have no doubt could push the price by
another couple of thousand. If this is a little rich for your
tastes, perhaps you might prefer its version of the Scout,
which retails for 12,000.
Powerplus, 1916 replacing its previous inlet over exhaust (ioe) motor
could be considered a retrograde step, especially when
you consider Indian had built motors with four overhead
valves per cylinder as early as 1911. But the new 990cc
machine did have all chain drive and a three-speed
gearbox, which was more than many of the European
competitors had at the time. The model lasted until 1924.
What to pay?
The cheapest we could find was a stripped down racer
at 17,000, the prices then jumped to an average of just
over 20,000, peaking at well over 25,000 for a fully
restored, fully equipped machine seemingly sporting
every possible period accessory. Ironically, more Veteran
machines were available than these post-1914 versions.
Veterans priced at 25,000 to 35,000.
Four, 1928 Indian bought ailing competitor ACE in 1927 and badged its
amazing inline four as the Indian Ace for one season. Indian
then gradually developed the product, to be truly its own,
although to British eyes it might be argued that by 1940 it had
managed to turn a long, lithe greyhound of a machine into a
portly looking fat-tyred parody of itself with massive valanced
mudguards. Nevertheless, it did appeal to the American
market and collectors clamour for these later machines.
What to pay?
The earlier models without the encumbrance of the balloon
tyres and big mudguards probably look the nicest to the
European market. If you have deep enough pockets, the
opportunity to own one comes along soon. Bonhams will
auction a 401 model in April, estimate 65,000 to 70,000. If
you really want one take advantage of the current financial
situation and go to the USA to buy. Several of these earlier
types are available, priced between $12,000 and $25,000.
Bigger question
Your queries resolved with Richard Rosenthal
as an excuse for not doing so. The lack of a tax disc enjoy in Australia, David.
makes it harder to keep an eye on things and has In late 1923, BSA announced its range for the
resulted on yet another list pinned to our workshop door, following season comprising:
detailing our motorcycles tax expiry dates. Now all we Model L, 349cc all chain drive three-speed single
have to do is remember to look at it! Model S, 493cc all chain drive three-speed single
In my youth, I occasionally favoured a Guinness label Model K3, 557cc chain cum belt drive three-speed single
rather than paying for a tax disc until I was pulled over by Model H3, 557cc all chain drive three-speed single
the boys in blue who gave me a good talking to rather Model H3 De-Luxe, 557cc all chain drive
than take the matter further. The chat served its three-speed single
purpose and I never pulled this stunt again. But just for Model E1 Light Twin, 770cc all chain drive
the hell of it now, the odd machine may now find famous three-speed V-twin
brew labels in their tax disc holders! Model G, 986cc all chain drive with three-speed V-twin
All models had side valve engines and were priced the legally required 30mph and then
from 47-10s (47-50) for the Model L to 89-10s (89- onto the Sawston bypass for my rst
50) for the large V-twin Model G. The V-twins were then blast. Used to the reasonably effective
subdivided into further models dependent on drum brakes on my 1924 OEC Blackburne, I approached
specication, e.g. De Luxe, Colonial etc. During the the roundabout at the end of the bypass to discover this
season the belt driver was dropped. BSA was a case of fast engine in decent frame but
In January 1924, the Small Heath, Birmingham, the dummy rim brakes couldnt keep up! Discovering it
factory unveiled a new lightweight priced at 39-10s. wouldnt pull up, I dived between the cars on the
Coded the Model B, although named in hindsight by roundabout and shot off towards Saffron Walden amid
many as The Round Tank due to its fuel tank shape, it angry horn blasts. Lesson over, I approached all hazards
was powered by a 249cc side valve single coupled to a much more cautiously from then on...
two-speed hand change gearbox later a three-speed
option was offered. It was an instant hit for those who
wanted a trouble free easy to ride cheap lightweight and
it is estimated over 15,000 Model Bs were manufactured Sat nav issues
and sold in the rst 12 months of its production. Can I use my car sat nav on my BSA Triple? And I
The superb Round Tank was an unwelcome newcomer assume it is still legal to use a sat nav which details
for many rivals, coming from a factory best known for its exact speed, unlike France where I gather this is illegal.
tough, larger capacity models. A fortnight later, BSA broke Neil Salisbury, email
the mould again and once more sent rivals reeling with
the launch of a sporting 349cc ohv single, confusingly Assuming you t an appropriate socket to the machines
also coded the Model L but with the full catalogue name wiring loom, your car sat nav can be used on your Rocket
Model L ohv Sports Single. Although BSA had dabbled 3, Neil, but it is unsuitable. The car device isnt water
in ohv designs previously, this was its rst true production proofed as its intended for use within a dry car whereas
ohv machine. Legend informs Freddie Hulse of BSA took the appropriate motorcycle unit, supplied with necessary
a long look at the Hotchkiss designed V-twin engine wiring connectors/plugs, is by design water proofed
which powered the BSA light car The Ten, and then often within a protective sheath. When I looked into this a
asked ex-Daimler engineer Harold Briggs to adapt the few years ago, the supplier implied the motorcycle unit
ohv concept for a single cylinder motorcycle engine, was also more robust, which seemed unlikely and
based on the existing Model L side valve unit. therefore a sales ploy to persuade me to part with lots of
While the delightful Model L side valve single on which cash Needless to say, that didnt happen. The salesman
Davids grandmother is posing was a tough, robust single didnt give up as I walked off his show stand so I couldnt
with a top speed of 42-45mph, the ohv version was a resist asking him for one which worked on acetylene...
different machine altogether. In effect, Mr Briggs work As far as this column is aware, it is both legal and
was focused on the Model Ls top end, which with its the police are happy for us to use sat navs in the UK
detachable hemispherical cylinder head combustion which advise the vehicles speed and Im sure this is
chamber, tulip valves, duralumin pushrods, domed alloy the case in France. But it is illegal in France and some
piston and more, gave a true sporting unit. Weighing other countries to use any devices which locate and
around 220lb, the ohv version was easily capable of 60- advise drivers/riders of xed and portable
plus mph without further tuning, and up to 100mph if enforcement equipment.
breathed upon
Over 30 years ago former TCM editor Phillip Tooth Sat navs specically
and I swapped motorcycles for a local club run, giving tailored for motorcycles
me the chance to have a day and 120 miles on his are available.
1924 BSA Model L ohv Sports Single. Leaving his
Cambridge home, I plodded through the Shelfords at
Rainbow follow-up
An interesting article on prototypes in TCM (March
2015, pages 70-74). Thought you might like to see
this Rainbow Joyrider as it is today. With unusual
suspension, it seems a sophisticated lightweight for
circa 1956, and this original example is believed the
only one made.
Andy Weslake, email and TCM contributor
Ambassador
Super S
The SpecialiSTS
Perhaps surprisingly, there is no specific club for
enthusiasts of Ambassador, although the VMCC and the
British Two Stroke Club welcome owners. Recent interest
in the marque has come about through the efforts of two
dedicated enthusiasts, Michael Easton and Fred Hibbert.
A while back, Michael penned A Guide to Ambassador
Motor Cycles, the only book on the topic, but now out of
print, although it might occasionally be found second-
hand. Otherwise, contact: ambassadorguide@gmail.com
MODel hiSTORY
Ambassador was founded just after the war by Irish-born
Kaye Don, who had retired from a glittering racing career,
including many successes at Brooklands. The company
began producing motorcycles at premises in Ascot, Berks.
Like so many of its contemporaries, the company relied
on Villiers for its engines, but hoped to achieve sales with
products offering better quality build and finish. The
strategy proved to be somewhat flawed and Ambassador
never became a major player, although a spell of
importing Zundapp scooters helped with cash flow.
In 1959, the Super S replaced the Supreme as
Ambassadors new top-of-the-range model. It took
styling cues from Triumphs recently introduced
bathtub range. For the next few years, the model ran
on with minor tweaks to the bodywork and some
colour variations.
In 1961, the cafe racer styled Sports Super S was
offered, as well as the electric-start Electra 75, using
Villiers Dynastart. When Kaye Don retired, the company
was sold to DMW and there were more sweeping
changes. The initial 1963 range, exhibited at Earls Court in
1962, was not well-received and the styling was
considerably diluted for the models eventually offered to
the public.
The last Super S models were fitted with Villiers 249cc
4T engine. Apparently unable to stop the fall in sales,
DMW halted Ambassador production in 1965.
01
cover. A single Villiers oil seal on engines that e wet clutch is a reliable jump out of gear, indicates
Engine carburettor fed the engine have been idle for a long unit and all parts are worn bushes supporting
Like its previous agship with a petrol mix. Output time. e last models were available. Transmission the layshaft. Everything is
model, the Supreme, was claimed as a tted with the 4T Villiers goes to a four-speed available, from routine
Ambassador continued reasonably modest 15bhp. engine, a similar unit, but gearbox, bolted to the back service parts right through
with the Villiers 2T Workmanlike, solid, for which 17bhp was of the engine. Again, it is to far less common bits
engine/gearbox reliable, the 2T was as claimed. Unfortunately, perfectly t for purpose, such as the clutch basket.
powerplant for the Super dependable as any of the the 4T replacement parts with no inherent vices.
S. e crankcases range. As a popular choice situation is nowhere near Villiers Services advised of 03
contained a pressed-up for so many as good. two potential problems, Electrics
crank with a central manufacturers, there has although neither is Ignition sparks were
bearing and oil seal always been a strong 02
common. A thrust washer supplied courtesy of the
arrangement. e 50mm demand for replacement Transmission on the mainshaft can be Villiers ywheel magneto,
Words: ALAN TURNER
pistons moved in iron 2T parts. us, nowadays, Primary drive is by chain, forced into a phosphor with 24W also available for
barrels through a 63.5mm engine overhaul is without a joining link, as bronze bush, which then other purposes. Aiming for
stroke, capped by straightforward as just per standard Villiers mushrooms out into the quality again, the Miller
aluminium cylinder heads. about everything remains practice. All the adjacent ball bearing. is system included a 7in
A ywheel magneto was on easily obtainable. Villiers transmission is sturdily will be noticeable when it headlamp. Miller parts can
the right side crank, with Services (01384 265797) engineered, although with becomes dicult to take some nding and
two sets of contact breaker recommends a crankshaft 15 brake horses to harness, engage top gear. e other replacement wiring
points beneath an access strip to renew the central it was not over-stretched. possibility, a tendency to harnesses will have to be
SUMMING UP
With Kaye Dons
reputation for being
among the fastest men
on earth, it is a matter of
conjecture as to why
Ambassador did not try
to produce anything
other than stylish, well-
made, but otherwise
rather pedestrian
motorcycles. With the
last motorcycles now 50
years old, finding a Super
S for restoration will be
another exercise in
persistence. Ambassador
survival rates are not
good. Even a missing
power-train matters little
provided that critical
bodywork is present.
Although the bodywork
was shared with the
concurrent Three Star
model, the next
numerically best
survivor, its still less
common than a road
without potholes.
Ambassador frame
remade. A lot of electrical Ambassadors Anti- the front mudguard was 05 numbers include a
problems can be resolved Rotational Positioner. considerably reduced and Suspension precise dating element,
by having the magneto Much of the rear of the supported by steel stays. All models had rear which will hopefully
ywheel remagnetised, a bike was shrouded by a en there were changes suspension courtesy enable a determined
service for which Villiers steel enclosure. Unusually, under the inuence of new of a swinging fork restorer to achieve, if
Services charges less the handlebars were 1in owner DMW. Although the controlled by Girling possible, a catalogue-
than 20. diameter. Next year, the bike continued to use suspension units. Hagon correct look. The styling
rear enclosure was round tube for the sub- units are direct of the Ambassador is
04
modied and the front frame, the main frame replacements for the certainly a matter of taste
Cycle parts mudguard valance loop was formed from Girlings. At the front, the - some will prefer its
When the Super S was became even bigger. ere square-section tubing. e Road-Flow forks were quirky charm and others
launched in 1959 it had was even a steel cover wheels became 18in of Ambassadors own will not - but remember
17in wheels laced to 7in concealing the cables diameter, but with 6in design. Later models had the the dictionary definition
full-width Albion hubs, leading from the Girling brakes in full-width tele-draulic MP forks from of ambassador: A
another superior touch. handlebar controls. ere hubs. Glass bre became Metal Proles, as the
diplomat of the highest
e round-tube, all- were further tweaks to the the material of choice for company bought
order. So a Super S rider
welded frame supported bodywork in 1961, the rear enclosure. Apart Ambassador through its
can walk tall even if
some dramatically-styled including the fuel tank and from proprietary service DMW subsidiary. MP forks
thats a bottle of two-
bodywork including a headlamp brackets. e items, any other cycle were fairly popular and
parts will need to be replacement units and parts
stroke oil in his, or her,
deeply valanced front handlebars were now 78 in
mudguard, retained by diameter items. By 1962 tracked down. are still being made. jacket pocket.
End
LIGHTWEIGHT OPTIONS
Four-stroke BSAs in miniature
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www.classicmotorcycle.co.uk April 3, 2015 ISSN No 0263-0850
Forking out
With the main frame assembly completed, its time to take a look at the front fork kit.
Seemingly complete, work could proceed apace but as had been spotted earlier, a
few damper parts were missing and a steering head cup holder went walkabout.
N
ew imperial informed the press extended test by using the nipper as hack transport,
of its new 150cc lightweight while reporting at various northern trials.
during october 1931 and weeks although of too radical design for some, the
later unveiled the model at the production unit construction Model 23 was certainly
olympia, london, Motor cycle based on far more conservative concepts than the
show. Many theories abound 1931 london show model. My favourite theory is that
regarding this models new imperial designed the two lightweights in
disappearance and in March 1932 the factory parallel and displayed the far more radical sibling at
announced news of its redesigned 150cc lightweight the london show to either gauge reaction or simply
Model 23 in The Cycle and Motorcycle Trader, March startle showgoers, then opted for the less radical
18. and a week later the boys at The Motor Cycle example on the grounds of lower production costs
enjoyed their first wobble on a pre-production and its greater appeal to the middle ground of
prototype and in august Motor Cycling carried out an lightweight motorcycling.
03
Where to start? The front
fork alone comprises more
than 150 individual parts
and a whole motorcycle
often more than 3300. The 05
picture illustrates just a
handful (40 or so) of front
fork parts and the whole
set in kit form can lead to
lots of head scratching.
Here the top yoke,
handlebar clamps and their
bolts have been singled
out to start the dry build.
Only another 143 to go!
04
Why bother with an under 150cc lightweight, you Threads need cleaning to
may ask. During his 1931 budget speech the then UK remove paint and other
Governments Chancellor of the Exchequer, Phillip deposits which appropriate
Snowden, halved the existing lightweight motorcycle taps and dies do perfectly;
annual tax concession rate of 30/- (1.50) for under here, 51 6in Cycle Thread taps
200lb lightweights to just 15/- (75p) for under 150cc and dies are in use.
machines. In the same speech, Snowden also raised 05
the 200lb concession weight to 224lb for over 150cc Two shaped plugs are
06
07 07
Imperial in favour of a 1933 model, which was on Top yoke fork spring
offer at the same time 30 years ago. But I suppose I holder ready for ret. It
need never look at the front forks again once this and its mating mount are
rebuild is complete. tapered and it is then
secured with a bolt to
Joking and side load problems apart, for the draw the taper tightly
restorer, pressed steel structural components together. Many chunter
(including the blades of the subject Webb front fork) over their beer, bemoaning
often present with fatigue, accident damage and the quality of toadys
rusting problems. Apart from wear issues which products and view past
plague many of our restorations, the design involves work through rose tinted
glasses. Well, whoever
bolt-up construction and rather in the way the
machined this top yoke to
fastener holes of bolt-up construction built like a accept the spring holder
bridge Francis-Barnetts elongate when fasteners must have been having a
arent appropriately tightened, so too will the fastener bad day
holes in these pressed steel blades. And in both cases 08
08
repair solutions arent easy unless one can replace
parts easy with bolt-up Francis-Barnett frame tubes, Fork spring positioned in
relation to its top yoke
but not with pressed steel blade front forks.
and bottom fork structure
Prior to purchase, the subject New Imperials front mounts. This bottom
fork blades had been eyeballed in detail before an mount sites between the
offer for the project was made. But they were first out two pressed steel fork
of the box when the dismantled chassis returned from blades. Often, as in this
the blasters for a second look! While corroded or case, there is a right way
damaged frame and tubular girder fork tubes are an up to mount the spring, as
the bottom mount and
irritant they can be replaced, but the prognosis is less
therefore spring diameter
positive for damaged/corroded pressed steel is greater than that of the
structural parts. The second examination, after top mount/spring
blasting, confirmed the fork blades were in better diameter. With some
condition than was hoped, exhibiting little surface designs, the spring ts
corrosion with only tiny pits to one side of one blade, either way up.
no signs of accident damage and no elongation to any 09
fastener holes. Excellent!
Stage completed, 15 parts
used and only 135 to go.
The method here is to x
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