trophy winner easy alliance

unit triumph tr6 magni bmw r100s

april 2015

FR E E! F RE E!
FREE! FREE! 32-pag e supplement

Number 4 April 2015 4.10

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,
Lincolnshire LN9 6LZ UK . USA subscriptions are $63 per year from Motorsport Publications LLC, 7164 Cty Rd N #441,
Bancroft WI 54921. Periodical Postage is paid at Bancroft, WI and additional entries. Postmaster: Send address changes to
THE CLASSIC MOTOR CYCLE, c/o Motorsport Publications LLC, 7164 Cty Rd N #441, Bancroft WI 54921. 715-572-4595
chris@classicbikebooks.com
 IN ASSOCIATION WITH

CONTENTS
ISSUE | APRIL 2015

Archive photograph ..........................................6

News ...................................................................8
Diary ................................................................14
Subscribe and save........................................16
Letters ..............................................................18
Bristol show.....................................................20
AMC Lightweights ..........................................26
Magni BMW ....................................................36
The Resuscitation Run .................................42
Triumph TR6 Trophy .....................................52
Straight from the plate -
ACU National Rally, 1954...............................57
Closer Look - Racing at Brooklands, 1920....62
Motosacoche...................................................68
Jerry Thurston column...................................73

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

Up the Alps, 1930
With the imposing Mount Dachstein as their goal, two
Austrian university students and their 500cc Ariels
headed for the glaciers and rubble-strewn trails of the
Austrian Alps. Words: MICHAEL BARRACLOUGH
T his remarkable feat of
daring generated a lot of
hype on the continent,
though only a fraction of
that hype made it back to
British soil in the form of a
three-page account penned by The Motor
Cycles correspondent in Vienna.
The gist of the story was that two Austrian
students, Herbert von Sartorius and Tony
Pospischill, had leapt onto their Ariel
machines and successfully ascended Mount
Dachstein (as far as was possible on a
motorcycle), reaching altitudes of about
7300 feet above sea level.
More remarkable still is that the 500cc
Ariels which the two adventurers rode up the
mountain actually survived their ordeal.
Naturally the bikes were physically battered
by wind, rain, snow, loose rocks and a whole
host of other hindrances, but they remained
sound a testament to the durability and
dependability of British engineering.
The summit of Mount Dachstein stands at
9832 feet or it did in 1930, at any rate and
due to extremely adverse weather conditions
and a lack of traversable ground, it could not
be reached by motorcycle. Nevertheless, von
Sartorius and Pospischill decided to see
exactly how far they could get. The only real
modification to the Ariels was lowered
gearing, achieved by fitting 13 tooth engine
sprockets. To keep the machines nice and
light, the two riders elected to leave behind
everything bar a handful of tools, some spare
chain links, a pickaxe, some rope and a spare
tin of Speedwell oil. Also in the pairs fairly
diminutive parcel of luggage were two 412ft
wooden boards, just to ensure their heroic
ascent up the side of a mountain would
not be thwarted by something as trifling as
some stairs.
The duos first attempt took place in early
August but the combination of heavy rain and
glacial meltwater flooded most of the valleys,
particularly the land around the Gosau lakes,
You can purchase this image at www.mortonsarchive.com
Classic Archive | Up the Alps
which was marked as their route. They
valiantly powered through the deluge, the
water level reaching the top of their petrol
tanks in some areas, and managed to get
themselves on to solid ground once more. The
two motorcyclists then came across a
mountaineer who told them that the way
ahead was ensconced in four feet of snow.
Regretfully, the pair turned tail and headed for
a dry portion of the valley.
At daybreak on August 31, 1930, the pair set
out again. With stoppages at a welcome
minimum, they surged forwards and reached a
small guest house at the foot of the mountain
just before nightfall. They continued on their
journey the following day, taking a narrow
footpath up the mountain. The footpath was
carved out of the bare rock and was littered
with loose rubble, with a vast wall of bare stone
to one side and a gaping chasm to the other.
The higher they climbed, the larger and sharper
the fragments of rubble became. On occasion a
wheel would slide off the track. In one such
instance the front wheel of one motorcycle
swerved off the track, and was spared a fall of
several hundred feet by the sheer good fortune
of the crankcase catching on a rocky outcrop.
Shortly after this near-calamity the pair
reached the Grobsteinhutte, which is an alpine
shelter built into the very rock of the mountain
itself. It was at this point that the intrepid duo
were made aware of some steps ahead,
justifying the need for the boards that they had
carried with them. Progress was now going
much slower, with each of the riders taking
turns to support the other as he trundled up
the stepped slope with the aid of the boards.
The riders continued on in this manner until
they reached an altitude of 7300 feet, where
they found that they could go no farther, and
then commenced their descent. When they
arrived at a hotel on the edge of the first Gosau
lake, they found a crowd of cheering tourists
who had been following their progress using
the penny-in-the-slot telescopes dotted
around the valley.
End
THE CLASSIC MOTORCYCLE | APRIL 2015 7
 News&Events
edIted by jAmes RobInson

Brian Nick Nicholls (1930-2015)

Whats the most famous photograph in
the history of motorcycle sport? Its a
tricky question, but ultimately it leads to
one answer. Its the picture of Giacomo
Agostini at Bray Hill, front wheel aloft, in
the 1970 Senior TT. It even led to a section
of the track being renamed, hence Agos
leap. The man who took that image was
Nick Nicholls, doyen of motorcycle sport
photographers, who has passed away,
aged 84.
Brian R Nick Nicholls was born on June
26, 1930. After being evacuated from
London during the war, he left his grammar
school as soon as he could, taking a job in a
bank. Aged 21, Nick bought his first
motorcycle and that purchase, allied with
his other passion, photography, put him on
the path that was to shape his future career.
Nicks first Isle of Man visit was in 1956
and it was also his first event as a fully
accredited photographer, working for
Canadian Motor Cycle Association News. It
was the beginning of a long career
supplying images to the press and soon Nick
was supplying images to a variety of
publications, including the fledgling Motor early days Stan Hailwood would always
Cycle News. buy any picture of his son Mike up to and
During the 1960s, Nick was covering including one he reproduced 6ft by 4ft of
20,000 miles a year, at weekends (he still Mike winning the 1961 Senior TT. The
had the day job at the bank) covering events picture had pride of place in the Kings of
the length and breadth of the country not Oxford showroom.
just road racing, but trials, scrambles, After lessening his involvement in the
sprinting and grass track. You name it, Nick modern scene, Nick was a regular and
was there. popular presence on the classic
Nick carried on working in the modern movement, particularly the pre-65 trials
arena well into the 1970s and beyond but and motocross word. Nick died on
his heart belonged to the halcyon days of February 4, 2015, in a nursing home in
the 1960s, in road racing and off-road sport. South London. He had been unwell for
His was a name known to the vast majority some time. Condolences are extended to
of the riders from that era, and a source of a Nicks family and many friends. The funeral
steady stream of anecdotes about many of was held at Honor Oak Crematorium, on
the names. For example, apparently in the Saturday, February 28.

Past Parts Ltd

Based in Bury St
Edmunds, Suolk, Past
Parts aims to provide
period components for a
wide variety of vehicles
including cars, trucks,
tractors and an array of
o-highway machines.
Using its database of e esteemed Concorso
more than 15,000 original dEleganza Villa dEste
and remanufactured part will be taking place in
numbers, Past Parts can Cernobbio, Italy, from
isolate the exact May 23 to 25, 2015. e
component required for event, which rst began
any restoration or in 1929, is widely
rebuild. Past Parts is Workshop is opened facility is fully equipped for service and regarded as one of the
currently trying to create repairs. Hitchcocks is also able to offer most prestigious
an online shopping Hitchcocks Motorcycles has announced expert machine modifications and fitting historic car events in
service, which will be the opening of its service department for of its exclusive performance parts. The Europe. e event will
accessible via the website customers Royal Enfields catering for service department incorporates a also include a number
www.pastparts.co.uk. all Redditch- or Indian-made postwar dynamometer for engine analysis and of classic motorcycles.
Past Parts Ltd can be models. The service department is tuning. Booking for workshop time can Further information can
contacted on 01284 backed by an unrivalled knowledge of be made by calling Hitchcocks on be found at
750729 or Royal Enfields and the worlds largest 01564 783192 or by emailing concorsodeleganzavilla
restore@pastparts.co.uk stock of parts. The purpose-built, modern info@hitchcocksmotorcycles.com deste.com

8 The ClassiC MoTorCyCle | APRIL 2015

 NEWS IN BRIEF

e staord show corrections

ere were a few comments
regarding last months

2015 edition supplement, including the

The Carole Nash International
Classic MotorCycle Show, the
premier event in the British
motorcycling calendar, is
approaching once again and, as
always, promises to be a show of
heroic proportions.
The event, which is the 35th of its
kind since its initial inception, will
take place on the weekend of April
25-26, 2015, at the Staffordshire
County Showground. It will feature
the usual impressive array of club
stands along with a plethora of
entrants machines, all vying for
the coveted Best in Show award.
The shows guests of honour are
Tony and Nick Jefferies, sons of the
great Allan Jefferies and
motorcycle legends in their own
right, both having enjoyed highly
successful careers on the Island,
while Nick in particular excelled in
trials too. The brothers will be
interviewed on stage by guest
compere Steve Plater, will present
winners with their awards, and will
appear in the Classic Racer GP
paddock alongside some of their
most famous racing machines.
Auctioneers Bonhams will host
its spring auction at the show,
where a wide variety of rare and
beautiful motorcycles and
associated paraphernalia will be
up for grabs.
The Classic Dirt Bike Hall will
have plenty of attractions, while
the number of clubs and traders
remains at an all-time high.
Tickets are still available and
can be purchased in advance via
www.classicmagazines.co.uk/
product/show/id/17
For information regarding
tickets telephone 01507 529529.
Pre-ordering tickets will save
time on the day.
fact that more like 50,000
Commandos were built,
and the S7 Sunbeam was
not a at-twin. Apologies.
Veterama 2015
e biggest jumble in
Europe is the proud boast
of the Veterama, which is
held on March 20-22 at
Hockenheimring,
Germany. Details from
www.veterama.de
eJ cole collection
To be auctioned on March
20-21, the EJ Cole
collection features some
amazing pioneer American
machinery. e sale is at
South Point Casino, Las
Vegas. Details from
mecum.com

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

Dates are set for underfest ats at Bonneville?

Any ideas to Hugh at
restorer@thebikeshed.net
The coastal circuit at Anglesey will again play host
to the eagerly anticipated Thunderfest during the cheffins sale
weekend of May 30 and 31, 2015. To be held on April 25,
Thunderfest is a time trial, which represents a 2015, at the sale ground,
chance for sporting riders to go as quickly as they Sutton, near Ely, lots
like on a racetrack without pace marshals, and to include the Lyclone a
test their skills to the limit in a safe and friendly home-made JAP powered
environment. Race licences are not required to V-twin, while theres also a
enter, but in the interests of safety, entrants must 680cc ohv JAP engine on
have one-piece leathers, or two-piece leathers oer too. Details from
zipped together. Entrants motorcycles must be 01223 213777.
pre-1978 bikes prepared for track use. Entry forms
are available from www.thundersprint.com, and
pre-booked admission is just 10 for the whole
weekend. Two days camping costs 15.
For further information contact Frank Melling Mark Moffat on his BSA at 2014s Thunderfest.
on info@thundersprint.com.

The ClassiC MoTorCyCle | APRIL 2015 9

News&Events
T h e way w e w e r e i n
APRIL
1915
Open discussions have raged
for some years concerning
frame design. In 1914,
Frank Willoughby Cotton of
e Burtons, Ledbury,
patented his triangulated
straight tube frame design
(patent no: 17434/1914).
Makers including Levis
1940
Readers were suggesting the
press and
motoring/motorcycling
associations should approach
the authorities asking for a
50% increase in the fuel
ration for one month per year
to cover the annual summer
holiday period. is would
give riders another 1-1
gallons of pool petrol which,
added to their monthly
ration, would aord a total
mileage of approximately
300-400 miles for the holiday
week or fortnight within the
allotted month.
Failing such a concession,
readers asked if petrol could
lew con
be mixed with other spirits
such as paran, methylated
spirits or other unrationed
(1922-2015) spirits. It was recognised that
pool petrol was already low in
octane and to adulterate it
Staunch supporter of, and a great friend to the Carole Nash further may result in rough
Bristol Classic MotorCycle Show, grasstrack and speedway
legend Lew Coffin passed away just prior to this years event.
Born on January 27, 1922, Lew enjoyed a long and successful
1965
racing career, while he later offered much valued help and Riding in his third
support to younger generations of riders. Lew carried on racing International Grand Prix,
hard and competitively well into his fifth decade and not only 23-year-old Giacomo
did he enjoy success on British soil his domination was such Agostini (MV Agusta) raced
the sobriquet the King of West Country grass track was to victory in the 350cc class of
bestowed upon him but he often raced (and won) abroad too, the German GP held on the
especially in Germany. 4.8 mile Nurburgring. A clear
A jovial, welcome presence at the Bristol show, Lew will be winner from runner-up Mike
remembered with sincere fondness by all those involved in the Hailwood, also MV, Agostini
organisational side of the event, and by many more besides.
1990
More than 23,000 enthusiasts
Historics at Brooklands auction ocked to the annual Classic
Notable auctioneers of undeniable importance for Staord Show looking for that
classic and sportscars everyone interested or illusive bargain or just to ogle
Historics at Brooklands is involved in competitive the show machines.
now inviting entries for its motorsport. And among the winners were
auction on June 6, 2015. To consign a machine Ivan Rhodes (1939 Velocette
The event will take place at to the auction, telephone Roarer Best Racing
the Brooklands Museum in 01753 639170, or Machine), Pete Sole (1928
Surrey, a place of auctions@historics.co.uk Rex-Acme Best Vintage),
10 The ClassiC MoTorCyCle | APRIL 2015
tested the frame and
reported that the Cotton
frames were light, strong and
devoid of whip. By now, Mr
Cotton had carried out a
series of modications to
improve his design, which
was ready for volume
production.
running and overheating that
may do engines long-term
damage. The Motor Cycle also
noted that it was an oence to
use paran as a motor fuel.
However, it was noted some
readers ran their machines
on dope after altering
carburettor jet sizes, a
practice the press couldnt
comment on
Rather than worry about
applying for more fuel, it was
suggested readers transport
their machines to their
holidays destination by train,
then their motorcycles would
be available as local transport
for sightseeing and short trips
during the vacation. For
example, a motorcycle owner
could freight their machine
from London to Aberystwyth
by train for 12/6d (62p) if
they accompanied it and paid
for a personal ticket.
set a new class lap (record of
87.81mph). e tables were
turned in the 500cc event
with Hailwood winning by a
comfortable margin from the
young Italian. Mike also
posted a new class lap record
of 89.73mph. Both were again
MV Agusta mounted.
Fred Body (1914 Premier
Best Veteran) and Don Brown
(1957 Douglas Dragonfour
Technical Interest).
Oh, and those bargains, 4000
bought a tidy 1929 ohc AJS
single while 2000 secured a
four-cylinder Nimbus...
richard rosenthal
News&Events

Hoods new jeans range

Book review Hood Motorcycle Jeans has released its new
The White Nile Diaries range for 2015, featuring updated products
designed to offer superlative comfort and
protection. Its flagship jean, the K7, returns
AutHor: John Hopkins in 2015 with a more breathable protective
PubliSHed by para-aramid lining that has been extended
I B Tauris & Co. Ltd, 6 Salem to cover the whole interior of the jean, from
Road, London, W2 4BU the waistband to the top of the boot.
Tel: 0207 243 1225 The new and improved G8 Evo jean
Sales email: features an added layer of para-aramid
akhan@ibtauris.com fleece covering 90% of the jean, including all
www.ibtauris.com the vital zones.
Hardback, 140mm x 220mm, Hood motorcycle jeans are made
190 pages. exclusively in the UK, and the full range can
ISBN 978-1-78076-892-2 be viewed and purchased online at
15.99 www.hoodjeans.co.uk

H&H invites more consignments

It all begins at the Oyster Bar in
Grand Central Station, New
York, in 1961. Two Princeton
graduates John Hopkins and
Joe McPhillips have returned
from Peru, where they dreamed
of buying a coffee plantation in
the jungle. Loath to return to a
life of work, marriage and
mortgages, they are tempted by
a letter from a former
Princetonian inviting
adventurous Ivy League
members to stay at his idyllic
46,000 acre ranch in Kenya.
Hatching a plan to ride a
motorcycle across North Africa,
they buy a sleek, white R50
BMW and paint its name (The
White Nile) on the fuel tank, in
honour of the route they plan to
follow a 5000 mile journey
from July to October, taking
them from Sicily via Tunis,
Libya, Egypt, Sudan, Uganda
and into Kenya. In clear, elegant
prose, John Hopkins describes
deadly salt flats where tourists
vanish without a trace,
mysterious fig-laden Saharan
oases and the funerals of young
Tunisian students killed in the
battle for independence by the
French Foreign Legion. In Leptis
Magna he conjures up visions of
ancient Rome and visits
Homers fabled island of the
lotus-eaters. They escape armed
vigilantes in the Tunisian desert,
outrun, and are shot at by
Libyan border patrols, barely
escaping with their lives. They
climb the great Pyramids of Giza
at dawn and ride the The Desert
Express steam train across the
wastelands of the Nubian desert,
then suffer the agonising
boredom of the two week voyage
by stern-wheeled paddle
steamer through the Sudd, a
swamp bigger than Britain.
While no mention is made of
the machines preparation, a
chilling account describes
immersing a punctured inner
tube in a crocodile-infested river
and the dangers of straying from
the road across the Libyan
desert, still full of unexploded
Second World War land mines.
But their final adventure, at Sam
Snells Impala Farm at the foot of
Mount Kenya, is perhaps the
most surreal of all.
The White Nile Diaries is a
riveting coming-of-age journey,
a tantalising glimpse into a time
when Africa was an oyster for
the young, the brave and the
free, and an excellent portrait of
the last days of British rule in
East Africa. The places, the
people, the writing and the
emotional reverberations hold
the reader enthralled. To quote
Le Figaro: Easy Rider, Ivy
League style.
Jonathan Hill
Auctioneers H&H welcomes
more motorcycles to join
those already consigned for its
impending auction, which will
take place at The Imperial War
Museum in Duxford on April
15, 2015.
There is some stellar
machinery up for grabs
already, including a 1950 C
Series Vincent Rapide, a 1948
Mk.8 Velocette KTT and a 1971
MK2 BSA Rocket 3.
For further information on
how to consign a motorcycle
Scottish racers pip Springboks
A team of four Scottish
motorcycle racers comprising
Ian Simpson, Bill Simpson
(Ians father), Gordon Grigor
and Howard Selby have
narrowly pipped the
Springbok quartet of Rod
enough for their assistance at
Ian Groat (1959 Matchless G50)
leads Jimmie Guthrie (1960
500cc Norton Manx) in the ght
for honours in the category for
pre-1965 motorcycles.
Interesting C Series Rapide
looks like a good proposition.
to this auction, H&Hs
motorcycle specialists can be
contacted via telephone at +44
(0) 1925 210035 or via email at
info@handh.co.uk
Gray, Peter Labuschagne, Les
and Graeme van Breda
(another father-and-son
pairing) in the Honour
Challenge, which formed part
of the recent two-leg Passion
for Speed classic motor race.
The event took place at the
Zwartkops Raceway near
Pretoria, and the Killarney
circuit, in Cape Town.
Lee Dutton, one of the main
organisers of this Honour
Challenge, said that the
Scottish riders could not thank
Les van Breda and his crew
the track and in preparing the
machines beforehand, which
evidently took 150 hours of
hard work.

12 The ClassiC MoTorCyCle | APRIL 2015

 Diary
MARCH 2015
SUNDAY, MARCH 1
Penrith Autojumble. Penrith
Auction Mart, Skirsgill, Penrith,
Cumbria CA11 0DN. Ian Sherrard
07836 331324 (day) or 01772 323654
www.garstangautojumbles.co.uk
FRIDAY, MARCH 6
APRIL ISSUE OF THE CLASSIC
MOTORCYCLE
SATURDAY, MARCH 7
Sunbeam Motorcycle Club. AGM.
Ian McGill 01293 771446
MONDAY, MARCH 8
18th Malvern Drive-In Classic Car &
Motorcycle Autojumble, Three
Counties Showground, Malvern,
Worcs, WR13 6NW Tel. 01484
667776.
www.classicshows.org
Normous Newark, Newark
Showground, Nottinghamshire
NG24 2NY. 01507 529470.
www.newarkautojumble.co.uk
SUNDAY, MARCH 15
B.M.P.S. North Wales, Motorcycle
Jumble at Mochdre Village Hall,
Colwyn Bay, LL28 5HU.
Chris 01492 517725.
SATURDAY, MARCH 21
Scorton Giant Auto/Bike Jumble,
North Yorkshire Events Centre, DL10
6EH. Bert 07909 904705.
14
Send your diary entries to obmfreeads@mortons.co.uk
The ClassiC MoTorCyCle | DeceMBer 2013
YOUR EVENT SHOULD BE HERE
The Classic MotorCycle is anxious to learn all about your motorcycle related events.
Contact us at The Classic MotorCycle, Mortons Media Ltd, Diary Listings,
PO Box 99, Horncastle, Lincs LN9 6LZ or email obmfreeads@mortons.co.uk
Kempton Bike Jumble, Kempton SUNDAY, MARCH 29
Park Racecourse Sunbury-on- South of England RealClassic Show
Thames TW16 5AQ & Bikejumble. South of England
www.egpenterprises.co.uk Showground, Ardingly, RH17 6TL.
SUNDAY, MARCH 22 www.elk-promotions.co.uk
Sunbeam Motorcycle Club. 76th
Pioneer Run, Epsom, Brighton. Tel.
Ian McGill 01293 771446 Event organisers please make
24th Shropshire Vintage & sure that your entry has contact
Classic Motor Bike Show and details and let us have your entries
by the advertising deadline
Autojumble at Wistanstow
(see page 112 for details).
Village Hall. Tel. Vicki Stevens
01588 672122. It is advisable to contact the event
Garstang jumble Hamilton House organiser before setting out on
Farm, Garstang, Preston PR3 0TB. your journey as we cannot be held
www.garstangautojumbles.co.uk responsible for any inaccuracies
or changes in event details.
VMCC Essex Cobwebs Run,
Tesco Car Park Maldon. Clyde
01621 855899
SATURDAY, MARCH 28 -
SUNDAY, MARCH 29
South Wales Sunbeam Motorcycle
Club Classic and Modern
Motorcycle Show at Llanishen High
School, Cardiff. CF14 5YL
4th Manchester Bike Show, Event
City, adjacent to The Trafford
Centre, Manchester M41 7TB. Tel.
01484 667776.
www.classicshows.org
4th Northern Classic Bike Show.
Event City, adjacent to The Trafford
Centre, Manchester, M41 7TB Tel.
01484 667776 www.classicshows.org
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The ClassiC MoTorCyCle | APRIL 2015 15

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 Readers Letters
YOUR VOICE & YOUR OPINIONS

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.

18 The ClassiC MoTorCyCle | APRIL 2015

 Write to: The Classic Motorcycle, PO Box 99, Horncastle, Lincolnshire, LN9 6LZ
eMaiL: jrobinson@mortons.co.uk faX: 01507 529495

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

The ClassiC MoTorCyCle | APRIL 2015 19

 Rarities and
unrestored racers
Top prize went to a veteran V-twin with a remarkable story,
with two ex-race machines starring too.
Words: JAMES ROBINSON

T
Photography: JOE DICK Illustrations: MARTIN SQUIRES

he Bristol show, at the Royal Bath and
West showground, always throws up a
few surprise machines, with this year
no exception. The man responsible for
several of these unusual motorcycles
over the years, Henry Body, served up
another this year in the form of the Hartley Ariel.
This is almost a mythical machine, tuned by Lawrence
Hartley and campaigned with almost indecent success
by Peter Fluebrush, otherwise (and correctly) known as
Ferbrache. The intrepid duo of the luxuriously
moustached Ferbrache and his antiquated Ariel were the
scourge of the works Nortons on the short circuits of the
early 1950s. Ferbrache reportedly also had an even older,
side valve Ariel that Hartley had breathed on too, and on
which Pete loved to embarrass ton up boys.
The Ariel now owned by Henry Body had its origins
1 Best in show winner prewar when it was provided to Hartley (a well-known
Dave Joyce, with his Ariel preparation guru) by Jock West, who was working
1914 Sparkbrook V-twin. for the Selly Oak concern at that time. By its postwar
heyday it had been extensively worked on and
modernised, with a swinging arm frame and telescopic
forks among the many updates. It also ran on a variety of
special potion fuels, including nitro
After Ferbrache finished racing it, ownership passed to
a wealthy west country gent, who owned a sports shop.
Henry Body knew of the machine, as he rode another
motorcycle owned by the same sports shop owner, in a
scramble. There then followed a period of confusion,
during which the sports shop owner died (having never
used the Ariel) and his housekeeper ended up in his
2 Alan Smith scooped house, a situation which took 18 years to resolve.
Best Vintage with his Finally the family of the man who bought the bike
1927 AJS H7. managed to reclaim ownership of their house and

20 The ClassiC MoTorCyCle | APRIL 2015

 Bristol | Show

contents and Henry had a call, asking to value the three

motorcycles (the Hartley Ariel, a Wyvern Special with a
JAP engine, which was the machine Henry had raced,
and a 350cc Triumph) there.
This Henry did and subsequently he ended up buying
them; all of this was about 40 years ago. Henry then
stripped the Ariel and checked it over, also reducing the
compression ratio so itll run on petrol, but replaced
nothing even the tyres are as last raced, most likely by
Ferbrache. It was a real privilege to see this battle scarred
period racer, and to study it in detail was a great joy.
Another highlight to pore over closely was Doug Elliss
ex-works New Imperial, which was in company with six
Grand Prix production models on the owners club
stand. But Dougs was probably the star of the show
owing to its full, fascinating history. Its story is so
complete as it has in effect only had three owners, plus a
year as a works racer with the New Imperial team.
It has been in Dougs custodianship for 29 years; before
him it was owned by Frank Pearce for 51 years. And prior
to that it was owned by Les Archer. Although he was a
works supported racer, his father (known to one and all 3 The fabulous
as Pa) preferred to buy the machines outright so they Hartley Ariel. This
didnt go back and forward to the factory. Archer had it unassuming looking
for just a year (1934), before selling it on to Pearce. machine was a giant PETER FERBRACHE
Before passing to the Archers it had served a season killer in the early
(1933) as Ted Mellors works racer, with the 1950s. After his successes on the Hartley Red Hunter,
modifications undertaken by Ted (the wraparound shown below in action, Ferbrache became one
oiltank, lightening of the frame with lugs cut off etc.) still 4 Three-cylinder of the travelling band of riders who made up
in evidence. At the end of 1933, the machine went back Laverda Jota in detail. the colourful continental circus. Born in Great
to the works and was fitted with a new 1934 engine, Yarmouth in 1924, Fluebrush (as he was
before being sold to the Archers. During 1934, the Imp nicknamed in the paddock) was reported to be
was involved in a crash at the Ulster GP which destroyed an amusing, ebullient character, who scorned
the original front wheel and there is still a gash in the sartorial niceties. Ferbrache had served as an
saddle. Archer lost a finger in the accident. air gunner in the RAF during the Second World
After passing to Frank Pearce it was used extensively, War, being shot down on his 28th sortie.
on the roads as well as the grass. It was raced by riders Postwar, he took to racing on the grass and
other than Frank, too. In 1986 Doug Ellis bought it, road circuits, soon becoming a force to be
becoming only its third owner. Doug has continued to reckoned with.
use the machine in fact, the rear wheel collapsed on In 1958, he joined the circus full-time,
him at Brooklands, meaning that the New Imp has lost winning the 1959 Spanish 500cc GP and both
both its wheels in action. Other than that, it remains classes in the Finnish GP. At the start of 1960,
probably one of the most original ex-works machines he was signed to ride a works Montesa
extant. Incidentally, of the 120 or so Grand Prix New alongside his Matchless G50 and AJS 7R but
Imperials built, around 60 are still known of. alas, he crashed in the 7R Dutch TT, on June
25, 1960, and died in Groningen hospital three
days later, never regaining consciousness.

The ClassiC MoTorCyCle | APRIL 2015 21

 Bristol | Show
Best in show was bestowed upon a further
rarity, in the form of Dave Joyces V-twin Sparkbrook.
The tale of the restoration is one of painstaking
searching and perseverance, and it took Dave five
years. Basically, he started with a frame and forks,
which were fished out of a lake/clay pit, which was
opposite the garage where Dave had once worked.
There was evidence on the frame/forks of a
smash and Dave surmises that the engine/gearbox
were taken out and the rest of the old motorcycle
was ditched in the water Aside from the lack of
engine and gearbox, what was there was in
surprisingly good condition. There were also no
identifying marks in evidence either so it took
some detective work to establish what it actually
was. The giveaway was a magneto mounting bracket
on the front down tube which allowed it to be
identified as a Sparkbrook.
But the positive identification only provided more
problems the biggest hurdle to overcome being that
Sparkbrook used its own gearbox As Dave relayed, he
found probably the only Sparkbrook gearbox in the
country on a traders stand at Founders Day. With the
22 The ClassiC MoTorCyCle | APRIL 2015
two-speed box located, attention turned to finding an
1 Just three owners engine. This wasnt such a big hurdle, as the 770cc JAP
from new Doug Ellis V-twin motor was used by various other makers too but
poses with his ex- veteran power units dont grow on trees. Still, Daves
works New Imperial. persistence paid off and he was able to find his engine at
a Stanford Hall autojumble.
2 This petrol tank The Sparkbrook still represented a big challenge but
was on the blown as Dave said, he needed a retirement project and he
New Imp V-twin that certainly found one. He made lots of bits and pieces
Ginger Wood rode at himself, with the toolboxes replicated from photographs,
Brooklands. while the petrol tank was one of the few things Dave
didnt make. He even had a go at making horn
3 Vincent Black handlebar grips, but had to give up, as he couldnt get the
Shadow was star material to bend! The finished motorcycle took part in
machine in 2014s Pioneer Run.
Charterhouses sale. Looking at the big twin, with its foot clutch, pulled back
It fetched 49,500. bars and limited braking, there was just one question to
ask. So whats it like to ride, Dave? Its lovely on a big,
4 Neat special in wide open ride, but a bit of a blighter in Brighton
the jumble. A Red There were lots of other fascinating machines dotted
Panther given the about the halls too among those which caught the eye
aging treatment, were Roger Chapmans unusual 1970 Italjet Griffon. 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
crash) bought the project to a halt. Barry acquired this
Greeves in the early 1990s and rebuilt it into a 5 AJS project in
competitive scrambler it has just been further the Charterhouse
refreshed for the 2015 season, where it will be auction. Hammer
campaigned by Barry again. His plan is to keep racing it price was 600.
for a few years, then eventually hell revert it back to
1958 specification in its retirement. 6 Rare Italjet
Who has ever seen a Triumph LS before? Not I, that I Griffon, with Triumph
can recall anyway. Charles Ollis had brought along an engine. The chassis
example of Triumph first unit construction model, dating formed the basis of
to 1924. It is reckoned to be one of three or four the Indian Velocette
survivors of the 400 or so made and started its life in and Royal Eneld.
Monmouthshire. It was driven into the ground by its
first owner, with all bearings worn out and the white
metal big end worn out. A Heath Robinson-esque
arrangement, using a Bulldog cable clamp, transmitted
drive to the rear wheel! It was another stunning rarity Sight of some of the more unusual
gracing the show halls.
Stunning also described Alan Smiths 1927 AJS H7 machines made it a great show.
the 350cc model regarded by many of the Best of the Big
Ports. Arch enthusiast Alan (whose initials are AJS and
whose car now sports the registration number H7 AJS!)
reports that this example sports matching everything
with even the wheel rims original. Though this is the Big 7 Geoff Newbury
Port to have Alan reports he actually prefers his 1925 E7 and his prize-winning
to ride. Alan is currently working on a pair of 1928 K10s (Best Autocycle)
(500cc overhead cam jobs) which are proving Excelsior Autobyk.
challenging (cylinder heads are being made, barrels are
being cast) but Alan reports hes getting there. 8 Dave McMahon's
The west country show always has a slightly different Dirt-track Rudge.
feel to the big Stafford
events, while this year
sight of some of the
more unusual
machines made it
a journey well
worth making. End

The ClassiC MoTorCyCle | APRIL 2015 23

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24 The ClassiC MoTorCyCle | APRIL 2015
 Middleweight
contenders
These rather heavy lightweights
were up against it with the BSA C15
to contend with, but they were still
quick, comfortable and very stylish.
Words: STEVE WILSON
Photography: GARY CHAPMAN

26 The ClassiC MoTorCyCle | APRIL 2015


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
competitor, BSAs popular 250cc C15.
The AMC machines had actually never been
intended as a light model aimed at young, first-time
learner riders. The range had been conceived in the
mid-1950s, with 1960s 250cc learner limit several years
off. The model had been launched in March 1958, at
first for export only, as it aimed very much at the
European market, where 250cc singles with good
economy and generous tinware had been selling well.
AMC | Lightweight singles
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.
The Lightweights were not exactly a success,
were they?
Yes and no. Continental trends changed, while in the
UK market they couldnt compete with the C15 on
price, availability and spares back-up, or with the less
numerous Royal Enfield Crusader and its variants on
top speed and style; and the AMC offering did have its
share of flaws.
THE CLASSIC MOTORCYCLE | APRIL 2015 27
 AMC | Lightweight singles
But they handled well, were comfortable, ran
relatively smoothly even at the top end, returned up to
80mpg, had a lusty, crackling exhaust note and, until
the company troubles from 1962-on, were very well-
finished, in the Plumstead tradition. The author Roy K
Battson in his delightful memoir The Land Beyond The
Ridge called the 1959 AJS Model 14 with its clean lines,
his last two-wheeler and one which he had from new:
One of the most beautiful motorcycles ever offered to
the public. Doing his own, skilled, sympathetic and
conscientious maintenance, he clocked up a very
high, mostly trouble-free mileage over the following
14 years, riding to work and touring the West
Country two-up with luggage (a benefit of the 250s
full-size design).
Designer Phil Walker, who had also been responsible
for the AMC twins, brought some fresh thinking to the
over-square (69.85 x 64.85mm) 248cc engine. Its cylinder
was offset 0.25in forward of the crankshaft to give a
desaxe effect aimed at reducing piston slap. The engine
oil, sadly only 2.5 pints of it, was carried, Royal Enfield-
style, in an L-shaped space formed in the timing-side
crankcase, behind a cover which, like the drive-side one,
featured a painted horizontal flash with a small round
marque badge in the middle. The oil pump was the
customary AMC two-start plunger type, worm-driven
through a slot cut in the main bearing bush, a potential
weak point under stress.
The most noticeable innovation involved the circular
gearbox, which gave the appearance of being built in
unit, but in fact was fastened to the engine by hooped
clamps behind the crankcase, with the mainshaft set off-
centre. This solved the perennial problem of tensioning
the (single strand) primary chain, without slipper or
jockey arrangements. Here, to do so you simply loosened
the clamps and rotated the gearbox. The flaw was that
this meant the gears and shafts were, in the words of Roy
Bacon, stuck right at the top (of the shell) like stalactites
in a cavern roof, and required the full three pints of
gearbox oil i.e. right up to the lip of the filler hole, if the
gears were not to run dry and wear rapidly and young
riders didnt always bother with that. The boxs other
foible, noted by Battson who suffered from it three times,
was its appetite for gearchange springs, which took a
skilled man an hour to replace.
They handled well, were comfortable and had
a lusty, crackling exhaust note.
And the rest of the engine?
The built-up crank with its cast iron flywheels turned
on main bearings consisting of a timing side plain
bush, and initially a pair of ball-races on the drive
side, which could prove a weak point Battson
admitted to having to replace one of his after 30,000
miles. The big end was a double row caged roller,
and initially again this could sometimes fail, mainly
in competition, or if regular oil changes were
neglected (that was every 3000 miles, but every 1500
was more prudent).
28 THE CLASSIC MOTORCYCLE | APRIL 2015
The con rod was of steel, with a wire-wound
piston, the same size as a Minis, giving 7.8:1
compression. The barrel was iron, with a cast-in
pushrod tunnel, while the cylinder head was alloy,
carrying hairpin valve springs, with the head skewed
round 21.25 to bring the exhaust to the right. This
standard 250cc engine produced a claimed 18bhp,
which as intended showed well against the new
BSAs 15bhp. Top speed was just over 70mph,
acceleration was good enough though the engine
had to be revved to give of its best. A cruising speed
of 60mph was available, though the single was more
comfortable at 50.
As mentioned, riding on 17in wheels the handling
was good, with a couple of qualifications. The
brazed-lug construction composite frame featured
tubular single front-down and seat tubes, but a
channel steel pressing beneath the engine, boxed in
under the gearbox. The bolted-on rear subframe had
a light swinging-arm which required regular
greasing, controlled by slim dampers from Girling.
The latter company also provided the skinny front
forks, which needed regular oil top-ups. Between
them sat a dangerously weak full-width hub 6in
front brake, with the same at the rear (on test,
together they took 36ft to halt the machine from
30mph). Both forks and brakes would be improved.
Full, close-fitting wraparound mudguards were
fitted, as well as optional full enclosure for the rear
chain Battson, thus equipped, saw 25,000 mile
chain life.
Meanwhile, with AMCs petulant road-test ban
partially lifted, journalist Bruce Main-Smith with
J P Griffith in August 1958 attempted a launch stunt,
the Mile-a-Minute Marathon aiming to cover
250 miles in 250 minutes at Silverstone. Main-Smith
later wrote that it hadnt been all plain sailing.
Three machines were ridden to the circuit, and
en route the first one seized its timing-side main
bush at Hockcliffe. The second had its kickstarter
ratchet disintegrate and seize the gearbox while
running flat out, while the third burnt out an 1 Engine
exhaust valve and had to be towed back to The AJS Model 14 was
Plumstead. But they were a nice bike, Bruce powered by a 248cc
concluded, just with no stamina overhead valve single
cylinder engine, with a light
aluminium alloy (DTD24,
for those interested)
cylinder head with a part-
spherical combustion
chamber, and a cast iron
barrel. The cylinder head
and valve gear were akin to
What about the electrics? what appeared on the
The Wipac coil ignition electrics, as on the Norton Model 16 Heavyweight
Jubilee/Navigator, were probably the most consistent single.
irritant associated with these machines. The problem
was not the alternator but the wiring. As described by
former AJS/Matchless Owners Club president
Malcolm Arnold, who had a new 250cc CSR as his first
bike, Wipac used a ballast resistor wire to do the
same thing that Lucas at the time were doing with
their switch-control, and later with the Zener
diode/heat sink. But Wipac ran this wire, whose

2 Gearbox
AMC fitted its own four
speed, positive-stop gearbox
to the Model 14. This
gearbox was held in place
with a pair of steel straps
that were attached under
the rear of the crankcase.
3 Carburettor
Amal took care of the
carburetion in the Model
14, by means of its
Monobloc unit.
4 Fuel tank
The fuel tank was a
particularly handsome
feature of the Model 14, as it
came with the option of
some beautiful chromium-
plated tank panels. The
capacity of the Ajays fuel
tank was three and a quarter
gallons in 1961, but before
1960 the tank could hold
only two and three quarter
gallons. The petrol tank on
this AJS machine was also
available in black.
5 Lighting 6 Tyres
Dunlop were one of the
top tyre suppliers when
the British motorcycle
industry was in the pink,
and that was borne out in
the Model 14. This AMC
machine had a ribbed tyre
in the front and a studded
tyre in the rear. Both of
Ignition and lighting was these tyres shared the exact
provided by a coil system. same dimensions
The battery was a 3.25 x 17 inches.
Exide 10 amp-hour
creation with a rectifier, 7 Suspension
that was charged by a AMC utilised its own
Wipac 54W alternating telescopic front forks in
current generator. The 6in the lightweights, combined
(152mm) headlamp was with pivoted fork
also a Wipac product. In suspension controlled by
this headlamp the Girlings adjustable
speedometer and ammeter telescopic spring-and-
were mounted. hydraulic units in the rear.
THE CLASSIC MOTORCYCLE | APRIL 2015
The Model 14 was praised
for its comfort, and the
supple suspension and
comfortable dualseat were
the features that provoked
this positive response.
8 Brakes
The Model 14s 6in
drum brakes were very
small and neat, but their
effectiveness was not
perhaps as good as it could
have been. Period road tests
suggest that the rear brake
was generally better than
the front brake.
Thanks to
Andy Tiernan,
www.andybuysbikes.com
or 01728 724321.
29
494
ROAD of new
TESTS models
ATTRACTIVE, WELL-FINISHED, ECONOMICAL ROADSTER WITH SNAPPY
PERFORMANCE, GOOD ROADHOLDING AND EXCELLENT HANDLING
O
F the new 250s introduced by British
manufacturers in the past few years,
the AJS models are well to the fore.
Cleanly styled externally, engine and gearbox
are separate units although they appear to be
integral. The gearbox, cylindrical in shape, is
clamped by two metal straps to an arc of
matching radius on the rear of the crankcase
casting. And as the mainshaft is eccentric to
the shell, rotation of the box provides
adjustment for the primary chain. The dsax
arrangement of the cylinder its axis is set 14in
ahead of the crankshaft axis minimizes the
possibility of piston slap and reduces
connecting rod angularity when combustion
pressure is at maximum.
Other features of special interest are the
oblique position of the cylinder head, and
the oil reservoir bolted to the crankcase and
enclosed by the right-hand engine cover.
Ignition and lighting current is supplied
from an AC generator mounted on the
drive-side mainshaft.
The engine is housed in a single-loop frame
with a bolted-on triangulated subframe and
pivoted rear fork. A rear chaincase is fitted as
standard equipment. Lubrication is from the
crankcase breather. Considerable care has been
given to the control layout. The first
impression is that the AJS is bigger than a 250,
and there is nothing cramped about the riding
position. Leg angle proved comfortable and
30 The ClassiC MoTorCyCle | APRIL 2015
248cc AJS Model 14
relaxed, even for tall riders. The location of the
gear lever allowed it to be operated merely by
pivoting the right foot on the rest, and the rear
brake pedal was ideally placed beneath the
left foot.
The handlebar gave an upright riding
position which was comfortable on short runs
but a slightly lower bar, to provide more
forward lean, would have been preferable for
longer distances. Control lever pivots are
hooded and the pivot blocks welded to the
handlebar. Reach to the levers was
comfortable even for short fingers, and action
The Contact breaker is reached through an
aperture in the timing-side engine cover
The Motor Cycle, APRIL 20, 1961
Finished in royal blue and
black, with the usual parts
chromium plated (the chrome
tank panels are extra), the
Model 14 is extremely smart.
of the controls pleasantly light; the dipswitch
and horn button are within easy reach of the
left thumb.
No particular drill for first-kick starting was
required and the air lever could be opened
immediately the engine fired. Even when cold,
the engine was exceptionally quiet
mechanically; there was no trace of piston slap
and the valve gear was almost inaudible.
Ample bottom-end punch and excellently
chosen gear ratios endowed the model with
useful acceleration, although there was
occasionally a hesitation on opening up from
very low engine speeds.
The flat spot could not be eliminated by
adjusting the pilot-air screw. If the revs were
allowed to soar, really snappy results were
forthcoming. The only indication from the
engine that it was beginning to work was a
rising exhaust note, deep in tone but never
offensive. The engine was delightfully smooth
and vibration, up to 60mph, virtually absent.
Above that speed a slight, high-frequency
tremor was noticeable at the handlebar.
Half-throttle allowed a comfortable 60mph
which could be maintained indefinitely and,
under favourable conditions, 70mph was
possible for many miles without signs of stress
from the engine. Most main-road gradients
caused little falling-off in speed. Hill climbing,
with a pillion passenger, on some of the severe
hills in South Wales, was impressively
The Motor Cycle, APRIL 20, 1961 495

effortless. Over 1000 miles were covered
during the test period and just one pint of oil
was used. Overall petrol consumption was
almost 100mpg.
The clutch was light in operation, and the
take-up of the drive positive. Its engagement,
however, and short movement of the lever
demanded a delicate touch by the rider until he
had become familiar with the technique. The
gear change was excellent; like a hot knife
through butter was the cliche which sprang to
mind. All gear changes, upward or downward,
could be made quickly and noiselessly.
Though heavier than the average 250, the
Model 14 has most of its weight low down;
consequently handling on the move is not
impaired. Steering and roadholding were more
than adequate for the performance.
Reasonably light, the steering was positive at
all times and any chosen line on a bend could
be effortlessly maintained, almost regardless
of road surface. Both front and rear suspension
did their work well at all speeds, without
pitching or bottoming, and gave a comfortable
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
splashed up underneath the panelling
enclosing the coil and saturated the high
manual is very high. However, the C-spanner
for adjusting the rear suspension dampers bent
Horn, battery and coil are located under the
dual-seat, behind a pressed-steel cover.
The rear chaincase is a standard fitment and proved
impressively efficient, allowing the chain to retain its
adjustment over long periods.
tension pick-up. Restoring the machine to its
showroom condition was greatly simplified by
the cleanliness of the design.
The lighting restricted after-dark cruising to
50mph or so because the headlamp threw only
a moderately well defined beam. The cut-off
on the dipped filament was adequate. The horn
could, with advantage, have been louder.
Standard of the tool kit and instruction
in use. To open the toolbox lid fully, it is
necessary to depress the kick-starter. When
closing the lid, difficulty was sometimes
experienced in locating the retaining screw in
its thread.
Accessibility for maintenance is excellent
and the usual tasks may be carried out easily
and quickly. Removal of the rear wheel entails
detaching the chaincase which, however, is
retained by only two accessible bolts.
A reserve-type fuel tap is not fitted, but if one
of the two taps is used, the second traps a
useful reserve supply.

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.

The ClassiC MoTorCyCle | APRIL 2015 31

 AMC | Lightweight singles
function was to get rid of heat, right down the centre of
the wiring harness! Both Malc and his similarly-
mounted cousin got through two harnesses each,
with one of Malcs once actually catching fire at some
traffic lights.
Fellow club member and ex-250cc CSR owner Tony
Head added that the Wipac system, when no longer
new, suffered from voltage surges if there was any
defective condition in the battery line. This was
because the design of the circuit meant that the
Top: The AJS Model 14 alternator output would be forced up the electrical
looking resplendent in components in use at the time i.e. bulbs, ammeter etc,
blue. The gold lines on
and not partially absorbed by the battery. But at least
the petrol tank mark out
where the optional all this rarely seemed to affect the ignition.
chromium-plated tank
panels would be. What happened next?
Things got a little better. For 1960, as well as a good new
Above: The distinctive roll-on centrestand plus a restyled seat and optional
gold AJS badge... chromed tank panels, the inner drive-side ball-race main
was replaced by a roller bearing.
And the 250 was joined for three years by the more
robust 350cc G5/Model 8, with modified though still cast
Below: ...And the iron flywheels, a duplex primary chain, a valve lifter, 7.5:1
equally identiable compression, 18in wheels and pukka Teledraulic heavy wanted all along before going down with the old AMC
Matchless Emblem. front forks.
The new 350 could be cruised at 70, though at 350lb it
was some 50lb heavier than BSAs retort, the 350cc B40.
The G5/Model 8 was discontinued after 1962.
Another contrast with the BSA was the lack of
competition achievement. A Trials version had been
prepared for AMC star rider Hugh Viney for early 1959
but was not a success, with big ends and gear pinions
failing; its main legacy was the use of its lighter swinging-
arm and rear subframe on the Gordon Jackson replica
350cc Heavyweight.
32 THE CLASSIC MOTORCYCLE | APRIL 2015
Coffee Shop Racer?
In common parlance, AMC would have said
Competition Springer (or Sports) Roadster. It had been
preceded for 1962 by an interim CS variant, with
chromed mudguards and rear chainguard, downturned
handlebars and revised finishes, including gold-lined
white tank flashes running forward from the knee-grips.
1962 was also the year AMC machines were given names,
but everyone ignored them at the time, and so shall we.
Then in May 1962 came the CSR. With a bigger 118in
Monobloc and larger diameter inlet valves at the end of a
longer induction tract, 8.0:1 compression, stronger valve
springs, the scramblers camshaft, steel flywheels and
raised gearing, this was what the lads had been waiting
for. Between Teledraulic forks sat an improved (though
still not top class) British Hub 6in brake with a dummy
air-scoop, with braking now at 30ft from 30mph.
The CSRs apogee came for 1965/6, with compression
raised to 9.5:1, coil valve springs replacing the hairpins,
closer spaced gearing, a slightly less fierce cigar silencer
fitted, and top speed hoisted to 83mph, yet with no loss
of tractability. In 1966 the model even adopted the
scramblers alloy guards which the cafe crowd had
ship at the end of that year.
Its time had definitely passed, considering that since
1961 you had been able to get Hondas ohc, 90mph 250cc
Dream twin, complete with electric start. AMCs 250 did
inspire some affection, but it was usually qualified, and
todays low prices for these models indicate no change.
The most telling statistic perhaps comes from a pair of
Motor Cycle Readers Reports. Asked if they considered
the G2/Model 16 a good buy, a respectable 80% of
owners responded positively. But in a similar report
covering the Heavyweight singles, the figure was 100%. End
34 The ClassiC MoTorCyCle | APRIL 2015
 Beautiful
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
German. Efficient. Precise. Reliable. But if
you listened to the slightly raised beat of
your heart that shows youre still alive, youd
have to go for Italian. Intuitive. Hand
finished. Slightly crazy. In the early 1980s, it
might have been an easier decision than it is
nowadays if you wanted to own a fast sports
touring motorcycle that wasnt built in Japan or had a
four-cylinder motor. Luckily, there was another way for
those with discerning taste and deep pockets, and that
was the way of Magni.
Arturo Magni needs little introduction of course, and
once the MV Agusta racing team had been broken up, he
used his incredible experience and knowledge to
produce frames, wheels and special parts for
appreciative customers under the Elaborazioni
Preparazioni Magni name. With his sons Carlo and
Giovanni, Arturo concentrated initially on supplying
special parts for the MV Agusta four-cylinder roadsters,
but by the early 1980s, the demand was falling, and it was
getting more difficult to source MV castings and spares.
Magni looked towards the market, dominated by
then by Japanese machinery, and produced a run of
256 frames and kits in total for the Honda Bol dOr
900cc motor, and these were known as the MH1 and
MH2 and sold like hotcakes. Consequently, a
discussion between Magni and the long-time Magni
agent and importer for Germany, Michael Hansen, and
his right-hand man and mechanic Schneider, led to the
design and construction of a chassis kit for BMW boxer
motors the MB1. In the autumn of 1981 at the Milan
motorcycle show, Magni presented its own MB1 using
a BMW R90S motor, and claimed the bike weighed
30kg less than a fully loaded R90S. By 1982, you could
buy the MB1 kit, which comprised the super-rigid
Magni frame, swinging arm, rear mudguard, 27-litre
fuel tank and footrests, to which you would add your
BMW motor, forks, wheels, shock absorbers, bars,
brakes and electrical system.
Alternatively, Magni also offered the fully appointed
MB2 option, which needed only the engine,
transmission, electrical system, instruments, exhausts
and gear linkage to complete the transformation. If you
had deep pockets, Magni would supply a whole MB2
machine, though Giovanni Magni recently stated that
just a few of the complete package were sold.
Magni | BMW
The beautiful and distinctive 1985 Magni MB2 in front
of me is the subject of our article, and Ive been lucky
enough to experience what a fascinating mix of Magni
and BMW the MB2 embodies thanks to two men, one
English and one Dutch. The MB2 had presence enough
to have impressed these two aspiring owners back in
early 1985, one of whom was my friend Dorian Skinner,
fan of eclectic, mainly Italian motorcycles, and who had
read an article in the March 1985 issue of Superbike
magazine. Id owned a BMW since I was 18, and so the
MB2 really appealed. Half Italian and half German the
best mixture! says Dorian. Dutchman Geertjan (or just
Gert) Schippers, thought the same, and when he saw one
Above: The combination of two MB2 kits sitting in the showroom of BMW dealer
of German engineering Muijden of Borculo, eastern Holland (all the dealer info is
and Italian style was still on the original dealer badge on the front mudguard),
extremely effective. he too was smitten, and decided to buy the Magni kit.
Gert suggested his BMW R100 as a donor bike, but was
advised that it was too good to break, so he said: find me
one please, and build it using the best parts available!
And they did, in the form of an early pre-production
example of the classic R100RS, built in November 1976.
The donor motor was stripped, gas flowed, and
completely rebuilt with standard pistons and 38mm
DellOrto PHM carbs. The gearbox, too, was overhauled
with specific attention given to it having a smooth
change. The drive box fitted by the Dutch dealer featured
a rare 32/11 ratio compared with the standard 33/11 ratio
BMW used at the time, giving the MB2 a long-legged,
high-geared fast grand-touring ability. Gert also decided
that he wanted a red bike, so the blue body kit was
Below: The original resprayed with a candy red over a gold base paint
brochure for this rare scheme. The MB2 was completed and registered as a
machine. Magni (not a BMW) on June 30, 1985, and Gert took
delivery shortly after. Sadly by 1987 after all that work,
and for various reasons that tend to complicate life, Gert
stopped riding the Magni, took the fuel tank off, and
stored the bike away with just 5157km on the clock. The
shiny Magni fuel tank ended up in Gerts living room,
as a sculptural and poignant reminder of what had been.
In the meantime in the UK, Dorians desire for an
MB2 hadnt diminished. Id put out quite a few
wanted ads over the years but had never heard
anything these bikes had just disappeared, explains
Dorian. Then in the autumn of 2013, out of the blue I
got an email from someone called Gert saying he had a
Magni MB2 to sell. To be honest I thought it was a mate
THE CLASSIC MOTORCYCLE | APRIL 2015 37
 Magni | BMW
playing a joke on me. There was no indication of where
he was in the world, and in fact I didnt answer the email
for three days in case it wasnt real. When I did, Gert was
a genuine seller, and explained that hed come to the sad
decision to sell the bike. He had hoped his son would
have it, but this didnt happen. Anyway, we arranged that
Id go over to Holland, which I did, and the MB2 was
exactly as described I knew it was what I was looking
for. We agreed on a price, and though Gert was upset to
sell it, he was relieved it was going to a good home, and
not a dealer or breaker. Dorian returned with a van to
pick up the bike, and the transfer of ownership (and
country) was efficiently and quickly dealt with in a local
registration office. Very different to our DVLA
experience, reckons Dorian, and all free too. Gert sent
us off with a bottle of champagne and said goodbye to
the bike what a nice chap.
Back in Blighty and up on the bench, the Magni MB2
ended up being stripped down to be checked over
thoroughly despite its low mileage, and to be
recommissioned after standing immobile for so many
years. Overall the Magni was in generally excellent
condition, so Dorian just needed to wash and polish the
original paint on the frame and bodywork. The fuel tank
did unfortunately have to be repainted after suffering
slight damage from a fall from the shelf in Gerts house in
the past. The distinctive paint was superbly matched
from the front mudguard, and its nigh on impossible to
tell any difference. The wheels and yokes were also
repainted at the same time in the same gold colour. I
went through all the mechanics engine, gearbox, drive
box, just to be sure, explained Dorian, but its
meticulous preparation by the dealer in Holland and the
fact that it had covered low miles meant it needed little
doing to it. I replaced the exhaust valves as a matter of
course as the heads used to snap off the originals, then
38 The ClassiC MoTorCyCle | APRIL 2015
replaced the seals and gaskets, and added some stainless
pushrod tubes and various fasteners.
Dorian also stripped the beautiful Forcella Italian forks
for checking, but they were found to be in more or less
perfect condition, as were the EPM wheels. He also
checked the wiring loom, and added a Boyer ignition
system to replace the non-functioning Piranha box. The
Boyer system is great as Ive been able to fit the coil and
transistor box under the fuel tank important, as the
exhaust pipes run through the Magni fairing, and its an
endeavour to get access to the cover at the front of the
crank on the BMW motor otherwise, says Dorian. By the
end of 2014, the MB2, with the addition of a UK-spec
headlamp and Keihan stainless exhaust system and
silencers, was up and ready to ride. Then disaster struck.
I slipped while loading it on to the van in the wet, and
the screen broke. Luckily nothing else was damaged, but
Magni said they didnt have any other screens. Its not a
Above: Second only screen you will find easily. Then I asked Magni Bayern,
to his round case the German Magni Owners group. No problem, they
Duke V-twin in the said, and took off a screen from another MB2 and had it
handling stakes, copied. I bought two, so sorted.
reckons Dorian Skinner. Magnis frame for the MB2 is slightly longer than the
standard R100 frame, so you can expect it to feel more
stable and it does. The chrome-moly twin loop frame
Below: Dorian Skinner is comprehensively braced for rigidity around the
shakes hands with Dutch steering head, and theres an extra strut between the
former owner Gert front down tubes. The engine itself is bolted to the
Schippers. bottom frame tubes, requiring the simple removal of
eight bolts, and the whole lot comes apart, with the
Below right: Wheels are engine left sat on the bench. Its no surprise that
bespoke, made by EPM,
elements of the Magni MB2 frame bear more than a
in Italy.
passing resemblance to a Featherbed frame, because
Bottom right: All Sig. Arturo spent so much of his time from the early
control linkages were 1950s onwards developing MV Agustas race chassis to
made by Magni. defeat the English Manx Norton devils.
 The swinging arm is also heavily constructed and
braced in box section (built like a brick s***house
reckons Dorian) for strength, and is connected to the
frame with clever self-aligning, self-lubricating Teflon-
coated spherical bearings for extra rigidity. The
handsome front forks are adjustable 38mm Forcella Italia
units, the best available at the time, and the rear shock
absorbers (with travel reduced to 80mm) are the classic
piggyback red Marzocchis seen on many Italian
motorcycles of the period though Dorian says they
need replacing with something better at some point. The
lines of the MB2, from its streamlined fairing that
promises to efficiently envelop the rider, to the sculpted
steel 27-litre fuel tank, possess an unmistakeable flavour
of MV racer.
The bike as a whole looks very good, says Dorian,
especially if you consider that this is from a small
manufacturer working from what was ostensibly a home
workshop. It cant be easy to construct a motorcycle from
scratch, but Magni really succeeded in this case.
Magnis two-wheelers need to be ridden and not just
looked at to appreciate the step up in feel and
handling that the frame offers. Ive ridden a fair few
1970s/1980s BMW flat twins, and while always
enjoying the motors and weather protection, found
them in the main to be a touch floaty for my liking. I
jump off my super-stable Tonti-framed 750cc Guzzi,
and take control of the Magni. A good fast ride later on
miles of various British mixed roads varying in both
top speeds, variety and type of corners to swing
around, and quality of road surface surprises me with
two main facts. The first is that the Magni frame really
does have a rigidity and stability that on the road
translates into what Dorian calls telepathic handling.
Its the second-best handling bike Ive ridden, after my
750cc Ducati round case, he comments. I can
completely appreciate the comparison with the sports
Above: The bodywork Ducatis like a train on rails characteristics, i.e. itll stick
dates the Magni BMW to
without fuss to whatever line you point it at. It has an
a certain period.
indefinable combination of tubes and geometry that
Below: As slim as an means the machine does not veer from a centre line, and
across the frame at twin when you are riding fast and cranked over in a corner,
can be. thats good to know.
The swinging arms design also helps minimise any
floatiness that I used to perceive from the rear ends of
past boxers Id tried, as well as reducing any sensation
from the drive train.
Though rigid in structure, and the rear Marzocchis jar a
little, the MB2 is comfortable, precise and easy to ride,
fast. And thats the second revelation. The tuned R100 RS
motor is wonderful smooth, powerful and on opening
the throttle hard, blessed with an evocative induction
noise swiftly followed by forceful acceleration. Yet
despite raked back rear sets and clip-ons, all of Magnis
own fabrication, there is no hint of hooligan to the
Magni. It really is a refined and yet simple gentlemans
express. The fairing works very well, as well as the
original R100 RS fairing, the stepped seat is comfortable
and the riding position is sporting but not stretched. The
work to improve the gear selection has really paid
dividends, because it is slick and further improved by
Magnis precise linkages. Add to the mix some powerful
280mm drilled Brembo discs, and classic Brembo single-
piston calipers, and it is a motorcycle that gives the
impression it would happily carry you over the Alps back
to its homeland swiftly and reliably and in fact, Dorian
is planning to use the MB2 for such a trip in the future.
The only negative I can find is that the clocks shiver
and shake a bit at speed, but apparently they all do that
sir With the MB2 weighing in at an approximate 190kg
all in, the top speed of an MB2 with a standard R100
motor was tested in the past by an Italian magazine at
around 126mph (204kph), so theres no reason to think
that the tuned R100RS motor in Dorians bike couldnt
THE CLASSIC MOTORCYCLE | APRIL 2015 39
 Magni | BMW
nudge that even higher. Look at the shape of the fairing
from straight on, and you can plainly see the
aerodynamic virtues of the Magni fairing and its ability at
the same time to scoop and funnel cooling air over the
flat twin motor.
The MB2 is a special motorcycle, no doubt, and its
Magni-applied DNA gives it a genuine edge over a
standard machine. Impressive too that it was only the
second commercial project that Magni marketed after
the initial Honda MH1/2 kit. It was worth the wait after
27 years of searching, says Dorian. Magnis definitely
have something my Guzzi-powered Sfida was the same.
The MB2 could have been awful, but it simply hasnt
proved to be the case. Its also pretty rare too, so its a
pleasure to ride something that works well, but is also not
seen every day. This MB2 is also unusual as its donor
BMW parts are from the best available from the 1970s,
and as the MB2 was announced in 1982, most other
MB2s will have 1980s BMW parts instead.
Magni made 150 frames in total that would accept
BMW boxer motors, and there are thought to be only just
four in the UK. Most went to Germany and Japan,
because even the cost of homologating the kits to be sold
in the USA would have been beyond Magni at the time.
Dorian is appreciative to have found his or, more
correctly, his (or its owner) to have found him. My
thanks go to Gert for offering me his bike, because if he
hadnt, I probably would never have found an MB2, let
alone the opportunity to actually own one.
German or Italian? The Magni MB2 means theres no
need to decide because it simply supplies the best of
both nations from that era with a great mixture of
Teutonic sensibility and reliability, as well as Latin looks
and intuitive handling.
Wunder-bella!
40 THE CLASSIC MOTORCYCLE | APRIL 2015
TECH SPEC
1985 MAGNI MB2
CHASSIS
FrAME: double loop argon-welded chrome-moly steel
trellis frame with detachable lower rails
SwINGING ArM argon-welded chrome-moly steel
Above: The petrol tank is box section with self-aligning, self-lubricating teflon-coated
an especially handsome spherical bearings for extra rigidity. FroNT ForkS seven-
appointment, and one way adjustable 38mm Forcella Italia forks
that really exemplifies rEAr SuSPENSIoN Marzocchi piggyback hydraulic
the unique touch of shocks with travel reduced to 80mm BrAkES Two x 280mm
Arturo Magni. front discs by Brembo, rear one x 280mm Brembo disc,
Brembo calipers. wHEElS Front 19 x 2.25in, rear 18 x 3.00in,
made by EPM (Elaborazioni Preparazioni Magni)
TyrES Front 100-90V19, rear 120-90V18, Avon
Roadriders on this MB2 FuEl CAPACITy: 27 litres
wHEElBASE 1490mm wEIGHT 190kg
ENGINE
DoNor MoTor: 1976 BMW R100 RS Four-stroke
Below: Dorian Skinner two-cylinder horizontally opposed Boxer engine,
likes the slightly air-cooled, polished and ported. BorE x STrokE: 94 x
offbeat, the quirky and 70.6mm (3.70 x 2.78in) DISPlACEMENT: 980cc
the stylish, so the MAx PowEr FroM FACTory: 70bhp (51Kw) at
Magni Beemer ticks 7250rpm MAx TorquE: 56lb-ft /76 Nm at 5500rpm
boxes for him. CoMPrESSIoN rATIo: 9.5:1 VAlVE CoNTrol: ohv, using
pushrod and rocker arm CArBurATIoN: Two DellOrto PHM
38mm ENGINE luBrICATING SySTEM: Wet sump
CluTCH: Dry single plate, with diaphragm spring
NUMBER OF GEARS: Five IGNITIoN SySTEM: Boyer
Bransden electronic ignition AlTErNATor: Bosch 12v/240 W
ARtuRO MAGnI thE MAGICIAn
Arturo Magnis long career as mechanic, engineer,
and designer, began in 1947 working under the
famous engineer and designer Piero Remor in the
Gilera racing department. By 1950 he had moved to
the racing department at rivals MV Agusta, and joined
a newly formed team he would stay at MV for the
rest of his career, leaving only in 1977 after the MV
race shop was disbanded.
Magni presided over an amazing 75 world
championships and 3000 races while at the famous MV
Reparto Corsa, and, of course, this is a record still
unequalled by any other manufacturer or motorcycle
racing team. he guided some of the most legendary
racers to world titles, including John Surtees, Provini,
ubbiali, Mike hailwood, and of course the genial
Giacomo Agostini.
On retiring from MV Agusta, Arturo, along with his
son Giovanni, sets up his own specialised component
business, starting off with redesigning the MV Sport
and America four cylinder road bikes. Magni designed
and manufactured wheels, new frames, seat units, fuel
tanks, swinging arm conversions, chain drive setups
and so on until the eventual lack of MV four spares
mean that he had to explore new opportunities.
this change came at the beginning of the 1980s when
he developed a frame kit and complete bikes based
around the honda 900 Bol DOr, to be called the
Mh1/Mh2. their success was followed up by
production of the BMW-engined MB1/MB2 chassis kits,
and then in 1985, Magni turned his hand to produce
solely Italian, or Moto Guzzi-powered solutions,
including the Le Mans, Classico 1000 and Arturo 1000.
One of the most interesting aspects of this work was
Magnis development of the famous parallelogram
swinging arm, which aimed to eliminate shaft drive
reaction, and gave a performance and feeling more on a
par with chain-driven motorcycles.
Magni then continued on the Guzzi theme with the
Sfida, Australia, and the Giappone 52, a limited run to
celebrate his involvement in the Japanese motorcycle
market. Magni then built a frame for the Suzuki
Above: Rigidity and
stability are offered by the
Magni chassis.
Right: Arturo Magni
(wearing the glasses)
and Vittorio Carrano, at
work on the 350cc MV
in 1969.
GSX1200 motor, and called it the Sport 1200S, the
resulting machine looking something between a class
MV Sport 750 and a Suzuki Bandit. In 2011, Magni
built a Moto Guzzi 1100cc-powered race machine
called the Magni Experience, and entered it into the
Bol dOr Classic race at Magny Cours, where it
finished a superb seventh place out of 65 teams on the
grid. A recent foray in 2012 into using a British
motorcycle engine for the very first time saw Magni
build the one-off R3, using a BSA Rocket 3 motor.
Magnis most recent specials are the Storia, based
around the four cylinder MV Agusta Brutale engine,
and the stunning Magni Filo Rosso, which was shown
for the first time at the recent Milan EICMA show a
stunning race-faired vocation of the MF four race
bikes, and again using the MV Brutale motor.
Arturo Magni will be 90 years old next year, and his
son Giovanni has run the business in more recent
years, but in the past, Arturo has said this: I think I am
an extremely lucky man. I spent more than a quarter of
a century working on the most exclusive and successful
racing motorcycles all over the world. And then I had
the privilege, thanks to my sons, to begin a new career
as a specialist streetbike manufacturer. I have had a
wonderful life.
End
THE CLASSIC MOTORCYCLE | APRIL 2015 41
 Mouth-to-mouth | Endurance run

Run
REsuscitation

its nice to have a point rather than just go for a

ride on your old motorcycle. Even if the point is
seemingly a bit obscure

Words: JEFF READ Photography: JEFF READ,

DAVE GIBSON, TIM SIMKINS, JAMES ROBINSON

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

42 The ClassiC MoTorCyCle | APRIL 2015

The ClassiC MoTorCyCle | APRIL 2015 43
 Day one
We set out on a Monday morning and crossed from
South Island (the Isle of Wight) to Portsmouth on North
Island then on through West and East Sussex into Kent,
a delightful ride until we reached the misery that is the
road around Canterbury, we finally arrived at
Stourmouth. The maps show East and West
Stourmouth, but the road signage only shows
Stourmouth, so already we had lost one of our mouths.
Not a tragedy, but a disappointment. We planned to
stay in Woolwich that night so a long trek east back to
London ensued. About 10 miles before we reached
Woolwich my normally trusty Norton stopped on the
busy A2. The pushrod adjuster had broken and it was
not possible to envisage a fix that would last the
remaining 1700 miles, so Footman James was called to
the rescue. Its service cannot be praised highly enough.
I was back home on the IoW later that night with the
minimum of delay. The two pick-up crews (mainland
and island) were knowledgeable and good company.
Dave and Tim spent a wondrous night savouring the
delights of South East London, and yes their bikes were
still there in one piece in the morning, I slept easily at
home in my own bed. Dave and Tims mileage from
their homes was 303.
44 The ClassiC MoTorCyCle | APRIL 2015
We had located a total of 29
mouths dotted across England.
Above: The off at Day Two
Yarmouth, Isle of Wight. A day of two stories. The duo crossed on the
Woolwich ferry to locate Creekmouth near
Barking in Essex. It turned out that the wealth and
riches of the City of London had not yet reached
Creekmouth, which seemed to be a rubbish tip/scrap
yard. However, the words Creekmouth were
eventually found on a gateway so another mouth
could be ticked off the list. Then the long ride up
through Essex, Suffolk and Norfolk to Great
Yarmouth and on to the evening stop at Horncastle
in Lincolnshire. I was absent but was scheduled
to be that days tour leader, so without my guidance
Dave and Tim used the trusted Boy Scout
technique of keeping the sun behind them and thus
Below: Dave looking
travel north. Well, after 11 hours frequently off piste
concerned on the Isle of
Wight ferry. they reached the sanctuary of the hotel bar. To add
interest to the day, Tim ran out of petrol and this
caused a delay because all other possible reasons
for the stoppage were investigated before simply
turning on the reserve tap fixed the problem.
Embarrassing? His lights also failed, so he rode the
last 10 miles in dark with the aid of LED bicycle lights.
Mileage 290.
I got up at the crack of dawn (a novel experience)
and transferred my gear from the Norton to a 1958
AJS Model 16. This bike had completed the Irish
National Rally and four days of the International West
Kent Run, (about 1000 miles) in the last few weeks
and there was no time to check it over before setting
out again. Appendages crossed. The plan was to meet
the others in Horncastle that evening. A boring ride
along the M27, up the M3, around the M25 then up
the A1M and finally on to Horncastle beating Tim and
Dave by an hour. We met TCM editor James and
together enjoyed a great meal and a few beers in the
Admiral Rodney. Many thanks to James for
the hospitality.
 Mouth-to-mouth | Endurance run

Day Three Above: In front of the

The bikes were checked before starting out. Tims HMS Warrior in
Portsmouth.
battery seemed to be discharged and James lent him a
charger. Daves primary chain seemed slack so James
lent him a new chain and link extractor. What would Above right: Beer in the
they have done without him?! The AJS was okay. Weald of Kent.
It was a strange day. We had to ride up to Gateshead
with just one mouth between Horncastle and
Right: The Pavillion in
Gateshead during the 185 miles. The weather turned
Great Yarmouth.
cold and misty, but the run over the Wolds to the
Humber Bridge was brilliant, stopping only to remove
and lubricate Tims speedo cable. We stopped in
Beverley at Nellies (The Wight Horse Inn) a time
warp pub with beer at 1.80 a pint, then over the
North Yorkshire moors. It was bleak, cold and a dead
Below left: Tim repairing
sheep on the side of the road, together with fog so
his dynamo in
thick that we could not see across the road, added to Gisborough.
the feeling of desolation. Time was spent in
Gisborough reattaching Tims dynamo and its cover, a
problem that occurred several times, then up to
Monkwearmouth near Newcastle which turned out to
be an old railway station, and onward to Gateshead Below right: Lovely
Creekmouth.
for the evening stop.

The ClassiC MoTorCyCle | APRIL 2015 45

 Mouth-to-mouth | Endurance run
The fog on
the Tyne.

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.

46 The ClassiC MoTorCyCle | APRIL 2015

 Day Five
We had intended to savour a more relaxed day,
but the motorcycling gods were having none
of it. We decided to investigate Daves rattle
correction, the engine rattle in Daves Norton.
After a three-hour engine strip down and reassembly,
we were satisfied it needed only
the tappets adjusting, but better to be safe than sorry
Meanwhile, Tim discovered that
batteries from burglar alarms are no substitute
for proper motorcycle batteries. The offending battery
had gone open circuit, hence his lack of lights. No
comment required. Not to be
Above: On the run into outdone, I decided to fill my time by realigning
Alnmouth.
my rear wheel. The AJS handled badly for the
remainder of the trip. No comment required.
All this activity was expertly overseen by Cyril Marston
Left: Its not clear what from the north-east section of the VMCC who was
the European prize was passing by. The bikes were fired up at
awarded for. 1pm and the run south through the Lake District was
delightful. There was a short diversion down the A6
and M6 then a great ride along the A49
to the evening stop in Shrewsbury. 182 miles in
five hours and sadly a whole day without passing
through a mouth.

Below: A great
accomplishment. We
found West Learmouth.

The ClassiC MoTorCyCle | APRIL 2015 47

 Mouth-to-mouth | Endurance run

Day Six Right: Only the brave get

Three mouths and 234 miles lay ahead on day six. in and out of here
Starting on a lovely, cold, bright morning we enjoyed a unscathed.
splendid ride through the Shropshire Hills and the
Welsh Marches stopping for bacon butties in Hereford
and beer in Tintern. The first mouth was Monmouth,
strictly in Wales, not in England, but who cares. The
next was Avonmouth, which with Creekmouth, vied for
the award as the most unattractive mouth visited.
Quickly leaving Avonmouth we had to negotiate the
suburbs of Bristol then an enjoyable ride on to
Lynmouth in Devon via Porlock and Countisbury Hills.
Beer was taken in the Sun Inn in Lynmouth, the fabled
watering hole of those who survive the rigours of the
Westward Ho! (Im never doing that again) night trial.
The last leg was along to Barnstable, which seemed to
be almost entirely shut that evening. We never thought Below: Avonmouth. Tim
plots his quick getaway...
we would be so thankful to find a Wetherspoons.

Near St. Austell we met an Ozzy Osbourne lookalike. He

looked, sounded and behaved like the real thing.

48 The ClassiC MoTorCyCle | APRIL 2015

Day Seven
The plan was to travel along the north coast of
Devon and Cornwall, turn left and proceed back
along the south coast to Plymouth. Time was
wasted trying to find Pillmouth neither the local
bobby, the village idiot, nor a rustic old yokel had
heard of it, so on to Widemouth and down to
Falmouth. We stopped for refreshments at little
harbour near St. Austell and met an entertaining
Ozzy Osbourne lookalike. He looked, sounded
and behaved just like the real thing, he took a
liking to us intrepid travellers and insisted we Above: The Bleak North
Yorkshire Moors. Jeff
enjoy a loud rendition of a cheerful Led Zeppelin
remembers to pull his
number. Finally that evening we pulled into trousers up.
Plymouth and spent the evening in a pub with
singular waiting staff. On ordering our meal, the Right: Teignmouth.
waiter told us that it was a bad choice and to think Correction a gem.
again, so Tim ordered a seafood cocktail which
although it looked cooked was hot outside and had
a frozen cockle in the middle, profound apologies
were extended and a second offering bought to the
table again, hot outside and cold cockles in the
middle. The waiter said he was not surprised as the Below: Dave considers
chefs were incompetent. How Tim laughed. 192 approaching the world-
miles were ridden. famous fossil beach.

The ClassiC MoTorCyCle | APRIL 2015 49

 Mouth-to-mouth | Endurance run
The LasT Day
This was always going to be challenging day, with Dave
having to ride for 11 hours and 310 miles to get home.
There were nine mouths to visit. Trying to find the first
did us no favours. East Portlemouth is positioned in a
maze of narrow, wet, slippery country lanes, frequented
by builders driving white vans while talking into their
mobiles, and the seemingly blind driving enormous
four by fours all seemingly determinedly hell bent on
exterminating all motorcyclists. Our luck held, we
survived and travelled across the ferry at Dartmouth
into an enormous traffic jam stretching for miles round
Torbay. Time was being lost and Tim still had no lights.
After Teignmouth, we joined a motorway junction to
Exmouth and witnessed the fabled old man driving the
wrong way around the exit roundabout and up the exit
road on to the motorway. Lets hope hes still alive A
warm, sunny lunch stop on the seafront at Sidmouth
was welcome, before riding out through the ford and
on to Axmouth and Charmouth. Next stop Weymouth.
How was it possible for three riders to get lost in such a
small town? The customers in the harbour side cafe
must have thought we were showing off after the bikes
passed them for the third time. Only one mouth to go.
Bournemouth was the end of the journey and after
crossing the Sandbank ferry into the town, all that
remained was to ride home, about 60 miles, 90
minutes of daylight and Tim with only LED bicycle
lights. He had to use the LEDs for the last few miles,
but he made it home. Dave travelled a few miles
further to Leatherhead and I made my third ferry
journey of the day back to Yarmouth. We completed a
Below: At journeys
total of around 5850 miles over the eight days, on
end. Bournemouth pier in
the background. motorcycles with a combined age of nearly 200 years,
undertaken by riders with a similar combined age, all
with just the one significant breakdown.
Postscript. Do you want to lose half a stone of
weight in a week? One of the party demonstrated that
riding nearly 2000 miles, eating hearty, vegetable-free
meals each evening, drinking 30 pints of beer
followed by Jameson whiskey and consuming untold
numbers of Imodium tablets works. The
Resuscitation Diet. d
En
The ClassiC MoTorCyCle | APRIL 2015 51
 Triumph | TR6 Trophy

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

The ClassiC MoTorCyCle | april 2015 53

 As well as the new engine, the 1963 TR6 Trophy
featured a freshly designed frame with a single front
downtube and a strengthened swinging arm pivot,
which was lug bolted to the rear engine plates and
rear subframe. Continuing standard components
from previous models included the easy-lift
centrestand and an anti-theft lock.
The Trophy used coil ignition, replacing the
long-established magneto ignition system that
most Triumphs had used in the years prior to 1963.
It was fitted with new handlebars, while Amal
twistgrips replaced the Triumph units that were
used previously.
The TR6 Trophy was originally a larger version of
the 500cc TR5 model of the same name. The TR6 was
aimed primarily at the American off-road market,
where it proved to be immensely popular and became
54 The ClassiC MoTorCyCle | april 2015
among the best loved of the Desert Sleds due to its
aptitude for racing in the sand.
It is worth noting that, at this point in history, the
650cc Triumph range was perhaps the most
complete offered by any maker in the world. The
T120 Bonneville had appeared on the scene in 1959
and was an instant hit, both in America and on our
native soil (or rather, Tarmac). The Thunderbird was
still a very popular road-going machine (though the
Tiger 110 had been discontinued) and the Trophy,
with its punchy engine and good all-round ability,
was still selling reasonably well despite the stiff
competition from both in and outside of Meriden.
The price of a brand new TR6, off the showroom
floor in 1963, was 303, which compared to the
Bonneville favourably, with the price of that extra
carburettor (and extra kudos?) 15. nd
E
 Triumph | TR6 Trophy

Finer details
triumph
tr6 trophy

EnginE: 649cc four-stroke

parallel twin
ComprEssion ratio:
8:1
BorE x strokE:
71 x 82mm
CarBurEttor:
Amal Monobloc
powEr output: 40bhp
ignition: Lucas coil
transmission: Triumph
four-speed gearbox
FramE: Full cradle with a
single front downtube
suspEnsion: Triumph
hydraulically damped
telescopic forks in the front,
swinging-arm in the rear
BrakEs: 8in SLS drum
front, 7in SLS drum rear

The ClassiC MoTorCyCle | april 2015 55

Where to nd us
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56 The ClassiC MoTorCyCle | APRIL 2015

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The ClassiC MoTorCyCle | APRIL 2015 57

58 THE CLASSIC MOTORCYCLE | APRIL 2015
 The ACU Inter-Club Trophy was one of the few
awards that didnt require extensive deliberation to
determine the rightful recipient. Bill Mold (BSA) and
his fellows at the Bow District Police Garage MCC led
Antelope (Coventry) MCC by 43 points to take the top
spot. In Motor Cyclings coverage of the event, a special
mention was made of P Derbyshire (BSA) of the Royton
ATC MCC for being the first RAC/ACU trainee ever to
win the coveted News Chronicle Trophy with
maximum marks.
The marking system for this years event was not
radically dissimilar from that seen in previous years.
The start time had been moved to 11am, and the riders
could begin at whatever control they pleased. Each
rider was awarded one mark for every mile covered,
and two marks for every control visited. Riders were
penalised for certain things; visiting any control more
than once bought a 25-point penalty, and more other
forfeits were imposed for such things as covering more
than 50 miles between checks and exceeding the
maximum limit of 600 miles.
The heavy emphasis on navigation in the rally
meant that a wide variety of industrious and, in some
instances, novel map-reading gadgets appeared
strapped to the competitors machines (or the
competitors themselves!). John Philips from
Nottingham had fastened an illuminated control list
on his back for passenger H Simpson to interpret, as
well has having an illuminated ex-American Air
Force astrograph mounted in his Velocette LE. Of all
the self-pioneered implements built to aid the riders
over the course of the rally, this arrangement was the
most impressive.

Above: Bill Mold (BSA)

readies himself in Rhyl.

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

THE CLASSIC MOTORCYCLE | APRIL 2015 59

 J Leavesley (Vincent) stops in at the rst control in Rhyl.

Straight
from the
plate

To view the rest of

the pictures in this set
and to order prints
please visit
www.mortons
archive.com
J R Walton (BSA) displays a rather unfortunate rabbit on his numberplate. Cpl W E Christian (Norton) looks on.

60 THE CLASSIC MOTORCYCLE | APRIL 2015

 TRIUMPH
RESTORATIONS
CLASSIC THRUXTON RACERS ALL SPECIAL PARTS AVAILABLE
SPITFIRE CAMS,
3 INCH TAPPETS, EXHAUSTS, THRUXTON SILENCERS,
ALLOY 5 GALLON TANKS
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Special
AVON 3-PIECE FAIRINGS
CLOSE GEARS T100 UNIT
GEORGE HOPWOOD
020 8300 9573
112 Wren Road, Sidcup, Kent DA14 4NF

The ClassiC MoTorCyCle | APRIL 2015 61

 Back on track
After the track had lain dormant for much of the First World War, Brooklands
habitus were ready once more, itching for high speed action. But first the
track needed repair work, events needed organising and, most importantly,
many young men needed to return from the battlefields

Words: RICHARD ROSENTHAL

Photography: MORTONS MEDIA GROUP ARCHIVE

A s Britain declared war on August 4,

1914, Hugh Locke-King offered
Brooklands to the military and the
following day the Royal Flying
Corps (RFC) moved in all before
the British Parliament passed the
Defence of the Realm Act. Brooklands clerk of the
course Major F Lindsay Lloyd had already joined his
regiment. Despite the military build up and security, track
regulars continued testing and developing cars and
motorcycles on site. Wizard (Daniel Rhoe) ODonovan
checked and certified Norton BR and BRS engines, while
record breakers, including Bert Haddock partnered by H
Alan Rhodes (AJS) and Les Bailey (Douglas), continued
to revise the statistic books.
With military build up and use continuing, the public
was barred from September 30, 1914, although BARC
(Brooklands Automobile Racing Club) and
Bemsee/BMCRC (British Motor Cycle Racing Club)
members remained welcome. For 1915, Bemsee listed
seven motorcycle race meetings, but most accepted this
was a dream. Lumbering RFC solid wheeled lorries
severely damaged sections of the outer track as they
accessed the airfield and the minds of the public was
focused on the war effort.
Meanwhile, ODonovan and others continued to use
the Railway Straight for testing and record breaking.
Despite banning military lorries from much of the
track, the heavy goods vehicles still had to cross
somewhere and repair work was not a priority as the
War Department had more pressing issues. But by
using the Railway Straight or Finishing Straight for
sprints and Test Hill for timed hill climbs, Bemsee ran
two Combined Services Race Meetings on Saturday,
August 7 (Railway Straight) and Saturday, September
4, 1915 (Finishing Straight).
Again, Wizard ODonovan continued record
breaking, setting new five mile flying start records
with a 490cc Norton outfit in Classes G, H and I
(500, 750 and 1000cc sidecars). On Saturday,
October 23, the morale boosting Aircraft Workers
Race Meeting was run with an entry of 245, while
spectators admitted by concession, as with the
earlier meetings, flocked in. Events were the hill
climb, half mile sprint handicap races on the
Finishing Straight, sparking plug changing competition
and a slow race. Then, with the war raging and an
ever larger military presence, the Brooklands Track
was put to bed for the rest of the war.
As the guns finally fell quiet across Europe,
enthusiasts couldnt wait for the military to move out
of the Brooklands estate. Track residents would move
back in and once again spectators alighting at
Weybridge station would hear the music of straining
engines on full song breathing through open pipes. But
first the circuit needed work, and true to its word the
War Department oversaw the repairs. Some period
observers stated the racing surface was never as
smooth as in the prewar days, but period photographs
imply all wasnt smooth even then.

62 The ClassiC MoTorCyCle | APRIL 2015

 Brooklands | Racing in 1920

Despite a wish for a return to normality, it would

never be the same as the prewar days. Thats not to
say times would never be as good, just they would be
different. A percentage of riders, tuners, mechanics,
officials and spectators were lost during the war
years, large Vickers Aero Sheds stood in place of the
Itala Car Works and the renowned Blue Bird Cafe
burnt down in 1917 while serving as an RFC
officers mess.
Situated in a converted shed initially an aircraft
shed for Louis Paulhams biplane and then briefly
occupied by Martin and Handasyde, before they
moved in Shed 12 the Blue Bird Cafe was run by
Mrs Billings with, it is rumoured, her attractive
daughter as waitress. Motorcycle and automobile the fresh off the drawing board Granville Bradshaw Top right: Frank McNab
designers, testers racers and their associates designed transverse twin cylinder 398cc ohv ABC. bends low over his
frequented the Blue Bird Cafe, along with pioneer The four-speeder all chain drive model with Wooler. On this machine
he would break 16
aviators. One can imagine the craic on cold winter hemispherical combustion chambers was stripped
records in 12 hours.
days as tuning shed inhabitants, pilots and track and tuned for racing and by August 1919, recording
racers warmed their hands on mugs of hot tea standing start and flying start speeds of 58 and Top left: A very dapper
swapping ideas, or perhaps muddying the waters with 70mph respectively. looking Jack Holroyd and
rivals! Many features remained unaltered, including Track repairs were completed by March 1920, then his Blackburne.
the noticeable bumps on the track. the weather played its hand. The first meeting, joint
Some things seem to never change and in a car/motorcycle event, organised by Bemsee and the
case of new and old, Wizard ODonovan represented BARC scheduled for Easter Monday (April 5) was a
the old, returning to his workshop in 1919 and once washout. Huge crowds turned up to cheer on their
again speed testing Norton 490cc BR and BRS favourites only to watch heavy rain descend. Finally,
engines in his 1912 Norton Old Miracle chassis, the weather later lifted and making the best of a bad
initially on the Railway Straight. Representing the job, more than 500 cars and motorcycles took to the
new, prewar ace Jack Emerson was soon testing track for a parade.

The ClassiC MoTorCyCle | APRIL 2015 63

 Then Major Jack Woodhouses eight valve 994cc
(recorded as 1100cc by some observers) ohv V-twin
Matchless MAG and Captain Malcolm Campbells 15
litre Lorraine-Dietrich car were led out by a course car,
driven by Mr E L Lees. The racers pulled alongside and
at a given point the cars passenger and official
timekeeper A V (Ebbie) Ebblewhite dropped his flag to
start the Brooklands first postwar race. Campbell
rocketed into the lead and although its claimed
Woodhouse hit over 100mph he couldnt catch the
Lorraine-Dietrich. At the flag it was Campbell (78.90mph)
from Woodhouse (73.01mph).
Reporting on the rescheduled opening meeting at
Brooklands, The Motor Cycle penned: As if ashamed of
its behaviour on Easter Monday, the weather, which had
so effectively spoilt the meeting arranged for that date,
provided ideal conditions for the five motor cycle
matches run off on Saturday last, April 10. First blood
went to Jack Emerson (398cc ABC) in the three lap
Victory Handicap at 66.7mph, winning from Walter
Jacobs 249cc Singer, while in the same event Violet
Longden (348cc Douglas) was the first lady rider to start
a postwar race.
Proving his win no fluke, Emerson beat ODonovan
(490cc Norton), after slipstreaming him for all of the
one-lap 500cc Sprint he pulled by as they approached
the flag with a Vincent Edward (Victor) Horsman (499cc
VEH, actually the ex-Stanley Singer) third. Other winners
included: One-lap 1000cc Solo Sprint: Jack Woodhouse
(994cc Matchless-MAG) 75.9mph and Three-lap Three
Wheeler Handicap: Eddie (EB) Ware (Morgan-JAP).
Weeks later, the motorcycle record breakers were out
on the full track. Daniel ODonovan (490cc Norton s/c)
set a bevy of sidecar records over distances of up to
150 miles in the 500, 750 and 1000cc classes on
Enthusiasts couldnt wait for the
military to move out of the estate.
64 The ClassiC MoTorCyCle | APRIL 2015
Thursday, May 20. A week earlier Frank McNabs first
attempt with his new model 345cc Wooler ended with a
broken con rod at 144 miles but on May 27, his engine
rebuilt, McNab took many records up to 500 miles and
up to 12 hours including his target 350 mile record at
42.86mph. The large chap certainly had stamina!
High speeds were in order for the Bemsee meeting on
May 29, with Tudor Thompson covering 50 miles 17
yards in the Junior one hour race astride his 348cc
Douglas and Jack Emerson posting an impressive 64
miles 180 yards in the Senior one hour race. Earlier,
Thompson won the two lap Novices 350cc solo race at
55.21mph, Oliver Baldwin (986cc Matchless-JAP) the
two lap Novices 1000cc event recording 72.45mph and
Douglas Hawkes (Morgan-MAG) the two-lap Passenger
Machine race with 59.22mph.
More records tumbled, including to Jack Emerson
Above: F R Spikins (398cc ABC) who shaved fractions off G E Stanleys (also
straddles his Harley- known as Wizard) long standing class C (500cc) one
Davidson.
hour record, posting 67.93mph. Later in June, Bemsee
staged its Third Members meeting, just weeks after the
annual IoM TT races. After heats and finals, Victor
Horsman (490cc Norton) took the Allcomers Handicap
and Douglas Davidson (584cc fore and aft flat-twin
Harley-Davidson) the two lap Surbiton Handicap. Many
aces including Eddie Kickham (348cc ohv Douglas) and
Eddie Ware (348cc NUT-JAP) lined up for the 100 mile
Junior Brooklands TT race, but mechanical ills sidelined
or slowed many, leaving a clear run to victory for Jack
Holroyd (348cc Blackburne) with Tommy Eve (330cc
Matchless-MAG) and W A Jacobs (248cc DEW-Singer) in
the places. Earlier in the month, Holroyd was third in the
Junior IoM TT. After early vying for positions the Jacks
(Emerson and Woodhouse) plus ABC runner Eric Porter
swapped leading positions in the 100 mile Senior
Brooklands TT, then as Porter accelerated into a
commanding lead the rear tyre blew right off his ABCs
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
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
 Brooklands | Racing in 1920

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

The ClassiC MoTorCyCle | APRIL 2015 65

 Brooklands | Racing in 1920
More wins for Baragwanath (986cc Zenith-JAP s/c),
Bailey (348cc Douglas), Harveyson (998cc Indian) et al,
and as August moved into September, many more
records including for Maurice Breeze (348cc Coulson-
Blackburne s/c Class F), Frank McNab (345cc
Wooler Class B) and Jack Emerson (398cc ABC
Class C). But there were mishaps too. After easily
winning the August 14, Open Class Scratch race at
over 80mph, Bert Le Vacks 994cc Indian burst into
flames and although the fire attendant was on hand, Le
Vacks legs were badly burnt and troubled him from
then on. More drama followed weeks later at Bemsees
Second Open Race Meeting, run with the Essex Motor
Club. During the 1000cc race, and after finishing
second to Oliver Baldwin (986cc Matchless-JAP),
Reuben Harveyson (998cc Indian) failed to slow and
rode over the top of the Members Banking. The Indian
was smashed and although the ambulance was
summoned no-one really wanted to look until
Harveyson climbed on to the banking and slid down
before walking calmly back to the pits with torn
muscles and a dislocated shoulder.
A week later Reuben could only watch as Bert Le Vack
(994cc Indian) took the 1000cc Solo Championship at
81.80mph and set new records. Walter Jacobs (248cc
Singer), Kaye Don (349cc AJS), Victor Horsman (490cc
Norton) won the 275cc, 350cc and 500cc classes
respectively, then after Horsman and ODonovan (490cc
Norton) pulled out of the 500cc sidecar race, H G
Cookson took the flag and later Douglas Davidson
(989cc Harley-Davidson s/c) won the 1000cc sidecar
race and set more records.
66 The ClassiC MoTorCyCle | APRIL 2015
Watson (Douglas) in the
centre in the white jersey,
McNab (Wooler) on the left
(also in white) with Mcintosh
(Singer) on the right.
End of the Brooklands racing season and time for
more record breaking, which traditionally took place
around the dates of the London Motorcycle Show.
Many statistics tumbled. Among the record breakers
were Howard Davis (348cc AJS, solo and sidecar)
whose exploits including winning the Godfrey Cup
(first 350cc machine to officially exceed 80mph),
Vivian Prestwich riding a 249cc Diamond-JAP with its
new Val Page designed oversquare square engine,
Daniel ODonovan and business partner H H Beach
(490cc Norton) took many long distance records,
Bert Le Vack (998cc Indian), Tudor Thompson (348
Douglas s/c)
New boys on the block included youngster
Above: H H Beach and
his Norton.
Rex (Reginald Noel) Judd, passengering for Maurice
Breeze (348cc Coulson-Blackburne), and Velocette.
Below: Douglas-mounted Behind closed doors Wizard ODonovan had
Tudor Thompson. prepared a 249cc Velocette for record breaking
and on December 1, 1920, just before the track
fully closed for winter repairs, set new 250 and
275cc class records for the flying start kilometre
posting 66.97mph. Its two-stroke engine sported
two Binks Mousetrap carburettors, one conventionally
located and the other to the crankcase, via a spring
loaded valve.
As the winter frosts sharpened and snow
fell, tuners at Brooklands and across the
country schemed magic fuel brews, larger cams,
lighter chassis and their riders strategies in
the certain knowledge of ever faster laps and
the first Brooklands 500 miles race was only
months away nd
E
The ClassiC MoTorCyCle | APRIL 2015 67
 Single
purpose
The Motosacoche name literally translates as engine in a bag.
Though, really, it was more engine in a bicycle frame.

Words: Roy Poynting

Photography: teRRy Joslin

SAMMY MILLER MUSEUM

The Sammy Miller Museum is packed full of
interesting machines over 400 in total.
The Museum is open daily from 10am.
Sammy Miller Museum, Bashley, New Milton,
Hampshire B25 5SZ, UK.
Tel 01425 620777 or www.sammymiller.co.uk

Sammy Miller and the Motosacoche.

68 The ClassiC MoTorCyCle | APRIL 2015

 Motosacoche | Single

The ClassiC MoTorCyCle | APRIL 2015 69

 Motosacoche | Single
T
here was a surprising amount of
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
mostly werent in a position to make their own
engines or look elsewhere for suppliers.
If Villiers management doubted the practicality of
simultaneously making proprietary engines and
complete machines, it only had to look at the example
set by Swiss manufacturer Motosacoche, based at
Acacias, Geneva. In 1901 the Dufaux brothers took
out patents for an auxiliary motor that could be
attached to an ordinary bicycle, and the way the
complete unit tank, exhaust, carburettor and all
was supplied in one package led to a company name
which approximately translates as motor in a bag.
Soon, these were imported to Britain where a tie-up
with Royal Enfield enabled complete machines to be
offered, and that encouraged the parent company to
produce its own motorcycles.
The relationship with Royal Enfield flourished, and
in the years leading up to the First World War the
companies produced almost identical machines.
British frames, forks and gearboxes were shipped out
to Switzerland, while Swiss engines travelled in the
opposite direction. Perhaps part of the reason for
Motosacoches success in both fields was that
70 The ClassiC MoTorCyCle | APRIL 2015
Right: Makers detail on
the engine.
proprietary engines supplied after 1913 were badged
as MAG, initials many people may not have realised
stood for Motosacoche Acacias Geneva.
After the First World War, MAG engines were
supplied to many companies including British Ariel,
Brough Superior and Morgan, French Monet Goyon,
German Neander and fellow Swiss manufacturer
Condor. In the same period Motosacoche produced
its own excellent sv and ohv roadsters, plus ohc racers
campaigned successfully by riders such as Walter
Handley. Production even recommenced post-
Second World War, but finally petered out in 1956
when Motosacoche was ironically using an out-
sourced Opti engine.
Back-tracking nearly half a century takes us to the
companys roots, and an example of Motosacoches
first product that has just re-emerged freshly restored
after many years residency in Sammy Millers
Below left: The 224cc Museum, which is currently receiving a fresh
engine nestles neatly in
extension to help house a collection topping 350
the V of the frame.
motorcycles. The Motosacoche dates from 1907, and
Below right: Surface embodies all the features that were typical practice at
type carburettor was the time, and practically all of which had to be
made by Motosacoche. abandoned before motorcycles could be regarded as
sensible, reliable and practical transport. Veteran
enthusiasts might consider that a negative sentiment
when several machines of this type annually make the
pilgrimage from London to Brighton on the Sunbeam
Clubs Pioneer Run. But even ardent fans would have
to admit some powered bicycles break down, most of
them need serious pedal assistance, and absolutely
all of them require considerable skill, both in the
riding and preparation stakes.
Taking the last point first, its no mean feat to get a
motor like this working at all. Its a four-stroke, and as
we all know that means its engine uses valves to
control gas flow through the quadruple stages of
suck, compress, power and exhaust. Pioneers like the
frres Dufaux immediately understood that the
exhaust valve needed mechanical operation to open
against the pressure of the hot gasses and ascending
piston. They optimistically thought that provided
there was a light spring holding the inlet valve in
place when it wasnt needed the partial vacuum
created by the descending piston on the suck cycle
could be used to both open the inlet valve and draw
in the explosive petrol/air mixture.
Well it does after a fashion but its difficult to
make a spring light enough to allow the valve to open
quickly, yet strong enough to close it again, and thats
without the inevitable increase in stiction when
carbon builds up on the valve stem. Even if all thats
achieved, volumetric efficiency is inevitably dire
Above: Like a bicycle. because the vacuum isnt sufficient to do either duty
With an engine. Which is until the piston is well on its downward path.
exactly what it is. And theres another problem. The low intake
velocity militates against a spray carburettor that
would efficiently get the fuel into the airstream, so
engines of this type usually relied on fuel that was
already vaporised in a surface carburettor.
In the case of the Motosacoche, this comprises a
float and a weir maintaining a pool of petrol at a
more or less constant level, and the incoming air
passes around it picking up whatever vapour
happens to be available. The instruction book
Below: So as not to attributes a large part of Les grands success de la
frighten the horses in Motosacoche to its carburettor, but obviously the
and out-of-town positions results depend critically on the fuel used, and the
for the silencer. temperature of both it and the incoming air, so the
outcome is uncertain to say the least.
So uncertain, in fact, that once the carburettors
strangler has been adjusted to get the engine running,
its left well alone and thereafter the machines speed
is varied by either momentarily cutting power
altogether with the valve lifter, or by altering the
advance and retard of the ignition. Motosacoche was
among the first manufacturers to use magnetos, but
this example has a primitive battery/coil set up with
an accumulator in a case under the petrol tank. The
contact breaker features a small pip rather than a
cam, minimising contact time and maximising the
period before the accumulator has to be re-charged.
The ClassiC MoTorCyCle | APRIL 2015 71
 Motosacoche | Single

Right: Drive to the wheel

is direct, though runs over
a jockey wheel, which
keeps the belt in tension.

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

72 The ClassiC MoTorCyCle | APRIL 2015

 Opinion | Jerry Thurston
Getting started
We all have our reasons for becoming interested in old
motorcycles. Our columnist explains his
I t occurs to me that here I am writing a
monthly column, and Ive never explained
how I came to be involved in the hobby.
I must have been around four or five
years old when I first encountered classic
motorcycles. I dimly remember a funny old thing
sitting in the corner of the garage at home, but didnt
take much more notice than to register that it was
there. Many years later, I asked dad about it turns
out it was a mid-1930s Sunbeam of some sort. He
certainly didnt remember riding it and conjectured
that he probably bought it intending to do
something and never got around to it.
It was definitely 1977 when I next bumped into the
hobby. I was 13 and spent weekends earning my
pocket money by washing cars for dad at his second-
hand car sales-pitch in Leicester. Most Saturday
mornings an old motorcycle would come thumping
past I didnt know what it was but it sounded great!
Dad identified my dream machine as a BSA C15
and promised that if anything like it ever came in as
part exchange (and if it was cheap enough!) hed let
me have it.
As it turned out nothing of the like did come along,
at least not in the Leicester days. But that time wasnt
entirely motorcycle-less, as dad was generous enough
to let me learn to ride on a nearly new Kawasaki
KH250 which had come his way. The filling station
was shut on Sunday so the afternoons were spent
practicing riding around and around the pumps. This
was much to the chagrin of several local lads on
mopeds, whod turn up to watch on occasions. They
must have hated the 13-year-old astride a motorcycle
which today can be counted as a classic but at the
time was one of the modern machines to own.
Dad didnt forget his pledge to find me a classic
though, because a couple of years later and following
a move to Lincolnshire, in quick succession there
came a Francis-Barnett Plover and a BSA C15T. How
dad had come across these I have no idea, but I do
remember travelling to London to exhume the Plover
from a lock-up garage. It became my first restoration,
actually little more than a thorough clean plus re-
spraying the silver wheels which had suffered during
storage, but I was proud of the result.
This time also corresponded with the advent of the
first classic motorcycling titles. Id rush to the local
newsagents at the appointed time, buy my copy and
eagerly read about all sorts of fascinating machines.
Before very long I knew that I wanted something
properly early. Well, it at least had to have girder forks
and a rigid rear end!
Classic
life
I had managed to save a few quid and poured all of
this into a supposed 1930s Norton. Stupidly, we
collected in the dark and on close inspection it
proved to be an awful collection of unrelated parts.
As luck would have it we had paid by cheque, which
was stopped and the vendor told that the Norton
was to be piled up on the front lawn and he had
better come and collect before the local totters took a
shine to it!
A brief dalliance with a BMW R25/3 proved that I
really had no idea about how to tackle a full
restoration, but the desire to own and ride something
still held strong.
My breakthrough came during the summer
of my 17th year. I had taken myself off to Prescott
Jerry Thurston Speed Hill climb to attend the VSCC meeting on my
bought his rst modern 125cc Honda twin. While I was there, I
vintage motorcycle buttonholed everybody who would listen, asking if
when he was 17. they had a vintage motorcycle for not much money.
For a time he was And I got lucky. Okay, it wasnt quite vintage, but
The Classic how about a 1934 MAC Velocette? Apparently it was
Motorcycle scruffy and non-original but was declared as a runner
advertising which could be recommissioned with a little hard
manager. Now, work. The price 150. He seemed an honest
35 years on from enough bloke, so I stuffed my remaining 10 into his
buying his rst old hand as a deposit, promised to collect as soon as
bike, Jerry still owns possible and rode home on the Sunday evening
and loves them full of joy. Its a good thing that those little Hondas
and is especially were not thirsty because part of that tenner was my
fond of fast, noisy return fuel money I rode the last 20 miles on fumes
at-tankers. and even though I had to push the final mile home,
I didnt care.
That Velocette proved to be as described and
unlocked a wonderful world for me. Still without a
full licence, I bought a sidecar chassis and bolted
it to the side, so on a provisional with L plates I was
legal and joyously thumped around the
Lincolnshire lanes.
Even being stopped by the police on one occasion
was a laugh they only wanted to see what the old
bike was and cheerfully helped push start the thing
afterwards. These were brilliant and carefree days,
but so far as vintage motorcycling was concerned the
best was yet to come
End
My breakthrough came during
the summer of my 17th year.
THE CLASSIC MOTORCYCLE | APRIL 2015 73
 Meet Nick Jeeries at the Carole Nash Classic MotorCycle Show at Staord over April 25-26, 2015

A brief chat with...

Nick Jefferies
Being part of a family with a long and proud association with motorcycling, it was no
surprise that Nick Jefferies became a successful trials rider and racer.

Words: MICHAEL BARRACLOUGH

Photography: MORTONS MEDIA GROUp,

A
NICk NICHOLLS

s the son of 1930s motorcycle

legend Allan Jefferies, the
inauguration of Nick Jefferies into
the world of motorcycling took
place literally from birth. He
attended his first TT in 1953 (he was
only a year old at the time) and rode in his first
competitive event 14 years later. Now, after
innumerable trials and 87 races on the Island, hes
still pursuing motorcycling with the same
unescapable fervour.
When he was first starting out there were long
journeys to be made some with, and some
without, the aid of father Allan. Alternative
arrangements had to be made when a van was not
an option. Nick recalls riding home one night from
the Red Rose Trial in Lancaster on his 125cc Suzuki;
whizzing through the darkness with a can of
petrol strapped to his back. On one occasion he
caught a train to Liverpool with his bike in the
guards van, rode to the docks and took a boat
over to the Isle of Man. Anything for the possibility
of a ride.
Some of Nicks notable accolades include a victory
at the Manx Two-Day Trial, the Formula 1 TT and the
Senior Manx Grand prix. Though his beginnings were
primarily as a trials rider, the undulating TT course
beckoned and Nick heeded the call, joining his elder
brother Tony as a racer on the Island.
Nowadays Nick works as a consultant for
auctioneers Cheffins, and also enjoys playing golf, What was the very first motorcycle
when time allows. Motorbikes are never too far from you owned?
his mind, however. I didnt own bikes as such really; we sort of grabbed
hold of bikes we could use. For my brother (Tony)
How did you get started in motorcycling? and me, the first bike we actually rode was a BSA
My dad was very involved with the ACU and the Dandy in 1959. He was 11 and I was seven. We had a
Bradford motor clubs, so every weekend we were quarry at the back of the shop which was absolutely
either helping to organise a trial or he was a steward ideal, and I saw him on the quarry riding this two-
at a scramble or at the Esholt Sprint. Every weekend speed BSA Dandy and I just started yelling and
was either a trial, a scramble, a race or a sprint sobbing because I couldnt ride, and he let me have a
throughout my childhood. We very rarely went go. Much to his amazement and mine I managed
anywhere for a simple holiday. Even today I find it to jump on it and just set off. I grinned from ear to ear
hard to go on proper holidays, because we didnt and, much to his disdain, he had to share it after that,
do holidays. which wasnt his plan at all.

74 THE CLASSIC MOTORCYCLE | APRIL 2015

 Classic
life
I imagine that, being a member of a family over a moor and I had the most enormous crash
synonymous with motorcycling, competitive TIMELINE right in front of him. I think he had to get a mate
riding was something you were introduced to get me off the moors and get the bike back to the van
to very early on? 1952 because I was completely gone.
Yes. I was desperate to start competing, but this was no Nick Jefferies is born
on June 1.
schoolboy sport. I got myself to about the age of 13 and You and Tony are both very well known
was still three years away from being 16 and I got into for riding at the Isle of Man TT. Can you
football big time. I still love my football and was football 1953 describe what made you want to race on
crazy for about three years until December 1967, when First visit to the TT at the Island?
my Christmas present was an ex-works Triumph Cub the age of one. I was at the Manx Two-Day Trial in 1973 itching to
that had been Gordon Farleys. I absolutely worshipped start racing, to be honest. I finished third in the
at the shrine of that bike. Suddenly I was six months 1959 Manx Two-Day Trial behind two great riders, Martin
away from being 16, and I was back to bikes again. Rides a motorcycle Lampkin and Malcolm Rathmell, and I finished on a
Pocket-handkerchief trials (non-road trials, which for the rst time. home-made Honda. I felt like Id won the trial really.
meant that you could ride without a road licence) were I thought: Im really going places now, but I want
just coming in then, so I managed to ride three events 1967 to go racing. All I wanted to do was race round the
before my 16th birthday. Gets the ex-works Tiger TT course.
Cub for Christmas.
So, your first competitive event was a pocket- How did you prepare for those races on the
handkerchief trial? 1970 TT course?
It was at a local motor club based in Halifax First Scott Trial. Well you had to be very fit. When I was riding at the top
Calderdale-based really and that was April 7, 1968. My of my game competing with the likes of Hislop, Fogarty,
dad took me to this trial in a van because I was just 1973 Joey [Dunlop] and McCallen, the level you had to ride at
short of 16. I still have the report for the trial. I finished Finishes third in the was high. They were superb riders, these guys. I wasnt
third in it, in the novice class. I hadnt a clue what I was Manx Two-Day Trial. bike-fit like they were because I didnt race a lot I was
doing really. There was always a reporter from MCN always at work. I only turned out for special events such
there in those days, and I got a mention because I was 1983 as the TT. I found it very hard to be as sharp as they
the son of Allan Jefferies. I was glowing with pride that I Wins Senior Manx were. It was quite a shock to the system suddenly going
got third novice in my first trial. I would say never look Grand Prix. from trials bikes to racing round the Isle of Man. I could
back, but for me it was the best thing ever. do it, but it took a while to get your eye in.
1987
Your brother Tony also enjoyed a very Signs up to race for What was it about trials riding that first drew
successful racing career. Did you often Honda. you to it? Does that passion date back to the
compete when you were both starting out, quarry behind the shop?
maybe in the quarry? 1993 Yes. That, and the fact that my dad was such a fantastic
Yeah, we had fun there. He started in 1964 doing Wins Formula 1 TT on a trials rider. I watched Arthur Lampkin, Sammy Miller,
trials but by 1966 he was racing, and then just Castrol Honda RC30. Jeff Smith, Gordon Blakeway, Gordon Jackson and all
did the odd trial for fun. I didnt start competing the great riders of the late 1950s to early 1960s. I
until 1968, by which time he was working down at 2002 watched them all and I sort of felt like trials were what I
Coventry at the Triumph factory. He came back to work Races in his nal TT. had to do, but I hadnt been doing trials long before my
at the shop in 1970, the year I left school, brother had had a lot of success in racing, and the Isle
and we occasionally did the odd trial together. 2015 of Man had a calling somehow. Ive been to watch two
We did the 71 and 72 Scott Trial together; hes one Guest of Honour at the
trials recently and I still love to watch trials. I think,
of the few racers who has got a Scott Trial finishing Stafford show, along before Im too old, that I will have another little go for a
certificate. I remember a club trial we did in late with brother Tony. bit of fun. d
En
1971; it was sheet ice, and we raced each other

THE CLASSIC MOTORCYCLE | APRIL 2015 75

 Men who mattered | Dennis Poore
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,
during august 1916. The military
became a significant part of
Dennis life almost from infancy;
his father was killed fighting on
the Western Front when he was very young (one year old
appears to be the general consensus), and once he had
seen some more winters, Dennis himself would join the
royal air Force.
Not a great deal is known about the young Dennis
Poore, other than the fact that he loved to race
motorcars. he was already nurturing a very active
interest in racing cars before he served his time in the
military, and that interest was still as vibrant as ever
when he returned from his time in the raF. Motorcar
racing would become a defining point of his early life
and career.
Poore left the royal air Force bearing the highly
respectable rank of Wing commander. at this point, the
Poore family was in control of Manganese Bronze
Bearings, which specialised in the manufacture of ship
propellers. Dennis was able to live comfortably, and this
allowed him to devote more time to his hobby of driving
fast cars. he soon acquired a very special alfa romeo
8c-35 from the estate of renowned British driver and
dealer robert arbuthnot, after the latters death in a car
accident. The alfa had been raced successfully by such
people as Tazio Nuvolari and hans ruesch, until ruesch
sold it on to arbuthnot. Dennis Poore was to become the
custodian of the alfa until his death in February 1987,
and it was with Poore at the wheel that it accomplished
some of its most well-remembered achievements.
in 1947, he won The gransden Trophy race in Britains
first postwar circuit event. Dennis campaigned the alfa
in hill climbs and sprints to great effect and, together
with his faithful mechanic Bill lawes, experienced a
great deal of success. The alfas original superchargers
were soon relinquished in favour of a pair of Wade r015
cabin blowers, and the car itself re-finished in the green
livery that was to become synonymous with Dennis
Poore and his racing career. it is known that the white
flying Pegasus emblem on the bonnet was a favourite
feature of Poores.
he won the rac hill climb championship in 1950,
marking a definitive high point in his racing career.
Mr Poore and his car became regular features in several
motorsport magazines, and it was during this year that
he founded his own magazine, Autosport, which endures
to this day.
Dennis Poore officially retired from the world of car
racing in the mid-1950s and began to focus more on
76 The ClassiC MoTorCyCle | APRIL 2015
Manganese Bronze Bearings. arriving now at this
Much has magazines concern, the British motorcycle industry was
ailing through the 1960s due to the combination of
been said exciting new machines emerging from overseas industry
abroad (specifically Japan) and the British industrys
about habit of refining old models, but not introducing
innovative new ones. Dennis Poore was thought to be a
man who could resuscitate the industry, and his plan
NVT got off to a good start.
Poore successfully sold Manganese Bronze
under Bearings propeller business in the early 1960s to help
fund his revival of the British bike industry. Then in
Poores 1966 Poore and his company (now called Manganese
Bronze holdings) purchased two financially ailing
leadership motorcycle businesses Villiers engineering and
aMc (owners of Norton, as well as aJS, Matchless,
and James and Francis-Barnett) to form a large
conglomerate known as Norton-Villiers, of which
Poore was now in charge.
little of When rival company BSa-Triumph approached the
Department of Trade and industry (hereafter referred
it good. to as the DTi) with a request for some assistance to
help the company remain competitive, it found not a
hefty government stipend, but something else
entirely. Bert hopwood explains in his book Whatever
happened to the British Motorcycle industry? that
preliminary talks with the DTi were less than
inspiring, but by late November 1972, the DTi was
prepared to provide a sum of money, up to 20 million
to rejuvenate the British motorcycle industry,
provided that BSa-Triumph and Norton-Villiers
merged. Both parties were experiencing serious
financial difficulties, and so accepted this merger.
Dennis Poore was made managing director of the
resulting entity, Norton-Villiers-Triumph. Much has
been said about NVT under Poores leadership and
little of it good. The decision to close Triumphs
Meriden works caused waves of animosity to emanate
from the Triumph workforce, and thus instigated the
Triumph Workers co-operative. There are anecdotes
of the fabled staff meeting in which Poore delivered
the unwelcome news of Meridens closure to his
employees, most of which end in Poore muttering
something about catching a train and leaving rather
hurriedly. Whether Poore was responsible for the
eventual collapse of the industry or whether he was
Right: Dennis Poore (left) simply the captain of a sinking ship is still debatable,
receiving the MCN but it is probable that the industry would have fallen
Machine of the Year
apart much sooner without someone at the helm, and
award (for the Norton
Commando) from EMAP it was simply luck (be it good or bad) that the person
chairman R P Winfrey. in question was Dennis Poore. d
En
 Opinion | Roy Poynting
Memories are
made of this
Other than the actual riding, its the events and happenings which we most
remember but then thats all part of the motorcycling experience.
D
o you have any particular
recollections of the last
motorcycling year? Good ones that
is; any instances of scratched paint,
falling off or being rammed are best
forgotten before they can sour your
enthusiasm or confidence. I ask the
question because Im rather surprised to realise I
remember incidents rather than the riding itself.
For instance, one day in July a couple of friends and I
covered almost 300 miles on the ACU National Rally and
I can recall hardly anything about the actual riding
(admittedly we were on modern bikes so there werent
any breakdowns to fix) but looking at our itinerary
instantly brings back images, the various checkpoints
we visited and the people we met.
There was, for example, the fellow entrant who
turned up at Chipping Sodbury on a brand-new 350cc
Jawa two-stroke twin (looking uncannily like the
machines we scorned in the 1970s) who gave a
somewhat downbeat assessment of his purchase, but
then cheered up somewhat and said, Well, you cant
expect too much can you? It seems the old British
motorcyclists trait of long-suffering acceptance is still
going strong after all.
The VMCC Founders Day Relay Rally was a similar
riding event (when I obviously did use a classic) but
again my strongest memory is of visiting a control point
in a preserved railway
station, a location that
somehow seemed to sum up
the whole ethos of this
My most enjoyable riding event of
superb event.
But as for the actual riding,
the year involved a breakdown.
what is there to remember?
Well, this phenomenon may
be limited to the rural areas where I do most of my old-
motorcycle riding, but there were a couple of VMCC
runs back in the summer when the route unexpectedly
entered a narrow road between high hedges, and the
temperature suddenly soared just as it does when you
walk into a heated room. I recollect those occasions,
but Ive absolutely no idea on which runs they occurred
or exactly where I was. Similarly, the Banbury Run was
held in good weather on decent roads with a sensible
route and wonderful scenery, but I admit it was most
memorable for being the 20th time Id successfully
completed the event, and for my bike being awarded
the best Enfield award.
78 THE CLASSIC MOTORCYCLE | APRIL 2015
Classic
life
I suppose what Im saying is that just as in everyday
life we forget things which go smoothly, while
unexpected events (good, bad or merely unexpected)
stick in the mind. For example, one of the strongest
images I have of countless Vintage Clubs runs concerns
the time a Brough Superior had a puncture, and what a
monumental job it was to manhandle it onto the back-
up trailer. I decided then and there to abandon any
ambition of ever owning a heavyweight big twin, and
thats one resolution Ive never regretted.
But going back to my own riding, one of the more
memorable outings was a girder-fork run on my newly-
acquired two-speed 98cc James. I set off a few minutes
early expecting to be swamped by the other entrants,
and had a delightfully easy ride with the little Jimmy
buzzing along so well I was only overtaken near the end
Roy Poynting has of the run by two riders on sporty vintage 500s. If I
been a regular hadnt been responsible for the route Id have started to
contributor to think I was lost; instead of which I began to wonder if
The Classic everybody else was!
MotorCycle Strangely, though, my most enjoyable riding event of
since 1995 when he the year actually involved a breakdown if thats not a
entered and won a contradiction in terms. What happened was that Id
writing competition. been tinkering with another recently acquired
A veteran of many lightweight, and stupidly forgot to secure the battery box
restorations, he cover before setting off on a trial run. I got about two
continues to be an miles before the inevitable happened and the battery
enthusiastic rider. fell out stopping the engine dead.
I didnt immediately realise
what had happened and
coasted to a halt 200 yards
further up the road before
walking back to look for the
battery, which I found
apparently unscathed on the
bank. That wasnt what
cheered me up, however, because I subsequently
discovered that one cell of the battery had become
inactive, and you dont need me to tell you coil ignition
bikes dont run too well on four volts.
No, what made my day was that in the short time I was
searching for the battery the drivers of no fewer than
two cars and a van pulled up to offer assistance or a lift.
And even when I was pushing my still uncooperative
bike back to a slope where I could attempt a bump start,
a chap whod driven past in an MPV actually came back
and offered to take me and my bike home!
Surprising how misfortune can provide the best
memories, isnt it? d
En
 Classic choice | Options

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.

101 Scout, 1927

Indians Scout name was introduced in 1920 with to American marketplaces though and the choice is
machines that were 606cc (by 1927 745cc). But it
was the 1927 replacement for the first Scout that
wondrous. Pick of the crop was the oily-rag 1928 101
at $8550. Restored but patinated machines float in TOP
most people consider to be the definitive Scout the $10,000-$12,000 range. C HOICE
design. Famed as the Wall of Death machine, the
101 Scout was longer, lower and had more fork rake
than the previous design and the buyers raved about
it. The Great Depression saw the untimely demise
of the 101 in 1931 as it cost as much to
produce as the larger models, but returned a
far lesser profit.

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

Several manufacturers use the Indian name on the tank

a 350cc Royal Enfield was sold in the USA with an Indian Indian
badge but somewhat more American. Floyd Clymer
commissioned a batch of Indian machines using the Velocette,
1968
Velocette Venom (or Thruxton) engine and gearbox
housed in Italian cycle parts. Two hundred and fifty were
ordered but following Velocettes closure and Clymers
death, only 200 eventually made it to the US market, the
remaining 50 were bought by Velocette dealer Geoff
Dodkin and sold in the UK.
Words: JERRY THURSTON

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.

80 THE CLASSIC MOTORCYCLE | APRIL 2015

 Classic
life
New Roadmaster, 2015 Polaris, better known for snowmobiles and off-road
vehicles, now owns the Indian brand name and is the
latest company to produce modern versions. The
company is taking full advantage of the current trend for
retro-styling building V-twins using modern parts but
with styling far more akin to the 1940s Indians. The
Roadmaster is top of the range which also features Scout,
Cruiser Bagger and Touring model.

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.

Producing a new machine with side valve engine

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.

The ClassiC MoTorCyCle | APRIL 2015 81

 You were asking | Expert advice

Bigger question
Your queries resolved with Richard Rosenthal

More tax disc woes The Vimp Vintage day out

Lots of readers have contacted me at shows and by Re: the Name the
email with concerns about riding their motorcycles on Project query in
the UK roads without a tax disc, with some describing Richard Rosenthals
the sensation as feeling like riding naked. Not sure Id YWA column (TCM,
go as far as that but I must admit to feeling uneasy February 2015, page
the first few times the Ford Transit or our classics 82). The three-wheeler
headed out on the roads devoid of current tax discs. was called the Vimp. It
Some have created their own tax discs or bought was built in 1954 by Dr
appropriate replicas, then filled in the machines details Tom Karen, head of
and tax expiry date. Others have folded the Post Office Ogle Design, an
or DVLA issued receipt and inserted it in the machines amazingly creative
tax disc holder. Neither route is illegal, but as far as the industrial designer.
authorities (police, DVLA and other Highways Agencies) Tony George, email,
are concerned it is unnecessary and other than out of Western Australia
politeness they wont be examined at the roadside by
any such agency. Instead all appropriate bodies check Thanks, Tony, for
the machines (vehicles) status by the numberplate identifying the Vimp.
recognition system, which takes just moments. In effect BSA Rocket 3 and
they scan the registration number and will straightaway Triumph Trident fans
know the vehicles status with regard to vehicle tax, will know of Dr Karen
insurance and MoT test, if appropriate. as head of Ogle design
Notes: based at Letchworth,
While our pre-1960 vehicles no longer require an Hertfordshire when
annual MoT test, they do need an appropriate the bodywork was
certificate if licensing/relicensing the vehicle at a Post designed and styled for
Office, though this situation is about to change and the prototype triples,
then only the vehicles taxation reminder will need to leading to the This is a photograph of my grandmother taken, I believe,
be presented, along with a fee if appropriate. Also, on production models. The in Sydney, in the late 1920s. The front mudguard and
first relicensing the pre-1960 vehicle with DVLA in Trident/Rocket 3 Ogle forks all look a bit different to me. My family and I would
situations of changing taxation class (e.g Bicycle to design work was like to know the make of machine.
Historic Vehicle) they may/will require an appropriate carried out by Jim David Stout, email, Australia
MoT certificate. In both cases, self complete and English (designer and
present DVLA form V112 (declaration of exemption then Triumph twin The machine looks very like a circa 1924 BSA Model L
from MoT). For pre-1960 vehicles, the MoT exemption owner) and Bryon (2hp). If this is the case it has a 349cc side valve
category is O vehicle manufactured or registered Fitzpatrick, an single cylinder engine, coupled to BSAs in-house three-
before January 1, 1960. It is understood all vehicles Australian who speed hand change gearbox. This model had dummy rim
registered before January 7, 1960, will be regarded by specialised in brakes to both wheels, although the front brake
DVLA as of 1959 manufacture. industrial design. shoe/block is absent. The heavily valanced front
DVLA will continue to issue form V11 reminder to mudguard is typical of BSA and must have been very
get vehicle tax or make Statutory Off Road Notification effective at keeping muck sprayed up by the front wheel
(Sorn) by surface mail. But the responsibility to tax a off the engine and rider. In 1924, many British roads
vehicle or make a Sorn declaration is that of the comprised of nothing more than compacted stone, often
vehicles registered keeper, thus if no reminder pitches covered in mud and horse droppings. On wet British
up, it is still the registered keepers responsibility to take winter days, one can imagine the roads were covered in
appropriate action and lack of reminder is not accepted lthy slurry not a problem in the warmer climates you
Words: 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

82 The ClassiC MoTorCyCle | APRIL 2015

 You were asking is sponsored bY Castrol ClassiC oils
All models had side valve engines and were priced
from 47-10s (47-50) for the Model L to 89-10s (89-
50) for the large V-twin Model G. The V-twins were then
subdivided into further models dependent on
specication, e.g. De Luxe, Colonial etc. During the
season the belt driver was dropped.
In January 1924, the Small Heath, Birmingham,
factory unveiled a new lightweight priced at 39-10s.
Coded the Model B, although named in hindsight by
many as The Round Tank due to its fuel tank shape, it
was powered by a 249cc side valve single coupled to a
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
and sold in the rst 12 months of its production.
The superb Round Tank was an unwelcome newcomer
for many rivals, coming from a factory best known for its
tough, larger capacity models. A fortnight later, BSA broke
the mould again and once more sent rivals reeling with
the launch of a sporting 349cc ohv single, confusingly
also coded the Model L but with the full catalogue name
Model L ohv Sports Single. Although BSA had dabbled
in ohv designs previously, this was its rst true production
ohv machine. Legend informs Freddie Hulse of BSA took
a long look at the Hotchkiss designed V-twin engine
which powered the BSA light car The Ten, and then
asked ex-Daimler engineer Harold Briggs to adapt the
ohv concept for a single cylinder motorcycle engine,
based on the existing Model L side valve unit.
While the delightful Model L side valve single on which
Davids grandmother is posing was a tough, robust single
with a top speed of 42-45mph, the ohv version was a
different machine altogether. In effect, Mr Briggs work
was focused on the Model Ls top end, which with its
detachable hemispherical cylinder head combustion
chamber, tulip valves, duralumin pushrods, domed alloy
piston and more, gave a true sporting unit. Weighing
around 220lb, the ohv version was easily capable of 60-
plus mph without further tuning, and up to 100mph if
breathed upon
Over 30 years ago former TCM editor Phillip Tooth
and I swapped motorcycles for a local club run, giving
me the chance to have a day and 120 miles on his
1924 BSA Model L ohv Sports Single. Leaving his
Cambridge home, I plodded through the Shelfords at
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the legally required 30mph and then
onto the Sawston bypass for my rst
blast. Used to the reasonably effective
drum brakes on my 1924 OEC Blackburne, I approached
the roundabout at the end of the bypass to discover this
BSA was a case of fast engine in decent frame but
the dummy rim brakes couldnt keep up! Discovering it
wouldnt pull up, I dived between the cars on the
roundabout and shot off towards Saffron Walden amid
angry horn blasts. Lesson over, I approached all hazards
much more cautiously from then on...
Sat nav issues
Can I use my car sat nav on my BSA Triple? And I
assume it is still legal to use a sat nav which details
exact speed, unlike France where I gather this is illegal.
Neil Salisbury, email
Assuming you t an appropriate socket to the machines
wiring loom, your car sat nav can be used on your Rocket
3, Neil, but it is unsuitable. The car device isnt water
proofed as its intended for use within a dry car whereas
the appropriate motorcycle unit, supplied with necessary
wiring connectors/plugs, is by design water proofed
often within a protective sheath. When I looked into this a
few years ago, the supplier implied the motorcycle unit
was also more robust, which seemed unlikely and
therefore a sales ploy to persuade me to part with lots of
cash Needless to say, that didnt happen. The salesman
didnt give up as I walked off his show stand so I couldnt
resist asking him for one which worked on acetylene...
As far as this column is aware, it is both legal and
the police are happy for us to use sat navs in the UK
which advise the vehicles speed and Im sure this is
the case in France. But it is illegal in France and some
other countries to use any devices which locate and
advise drivers/riders of xed and portable
enforcement equipment.
Sat navs specically
tailored for motorcycles
are available.
The sprightly ohv
Model L Sports Single.
Careful of the (lack of)
brakes though
The ClassiC MoTorCyCle | april 2015 83
 You were asking | Expert advice

You were asking

Your queries resolved with Richard Rosenthal

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

As you wrote in your email Andy, it is believed Mr

Rainbow initially designed and built his Villiers 1F
powered two-speed machine for his wife and theres
no doubting he largely threw away the form book
when creating this machine.
But your photo and the claim it is the only
Rainbow built creates a mystery, since it is also
believed that the 1949 example I published in the
Beaded edge tyre sizings The Triumph Model prototypes feature is the only one built unless they
Currently I have 26 x 2in tyres fitted to my H. Beaded edge tyres of are one and the same machine. Mr Rainbow
1919 Triumph Model H. They look spindly to me 2in are recommended supplied a small series of photos of his design in
and Id like to fit bigger balloon tyres and see equipment. 1949 to the motorcycle press. This Joyrider was
specialist tyre suppliers list a 26 x 3in tyre. given the 1949 Somerset registration mark LYA
Friends tell me this will be difficult to fit and may 116, yet the machine you photographed was
not clear my Triumphs fork legs. All seems a bit registered in Staffordshire in February 1955 with the
skewed to me, as there looks to be plenty of reg mark 200 FRW. Close examination of the two
room and surely a 26in tyre is a 26in tyre, after machines reveals many similarities, including frame,
all you can fit differing balloon sizes to the same engine, leg shields, seat, fuel tank and centrestand
wired on rim, so why cant I do the same to my (albeit repositioned) and one wonders if Mr Rainbow
Model H? used his 1949 machine as the basis for this 1955
Wes Loader, email, Rep SA registered example. To this he seems to have added a
small chrome cowl to the engine cover and replaced
Quite apart from the potential of not clearing the front wheel, mudguards and bottom section of its
fork legs of your Triumph, the 26 x 3in beaded edge The Rainbow Joyrider. fork legs.
tyres wont fit the machines current rims shod with Was it simply the earlier If this is the case perhaps Mr Rainbow re-registered
their correct 26 x 2in tyres. machine re-engineered? it to differentiate it from its donor earlier model.
While tyres sizes given for most modern fitments
quote rim diameter x tyre balloon size, the same
isnt true for beaded edge tyres, where the sizes
quoted are overall diameter tyre (not rim) x balloon
size. Not only is the appropriate rim for a 26 x 3in
beaded edge tyre 38in to in wider than for a 2in
tyre, it is also approximately of one inch smaller
diameter. Thus you would need to stretch the tyre
over the larger diameter (26 x 2in) rim and
squeeze the beads into the smaller width section. I
know in the past Ive read of souls doing this by
warming tyres, but it is not a safe option and in some
cases will be impossible.
Model H Triumphs are handsome machines with
their narrow section 2in tyres so the only advice is
fitted standard tyres.
Note: Some early and odd current lightweight
wired on tyres detail sizes as outer diameter by
balloon size. This can be confusing, but isnt common
practice today. As a by thumb guide, say a 25 x 3in
tyre is intended for a 19in rim.

84 The ClassiC MoTorCyCle | APRIL 2015

The ClassiC MoTorCyCle | APRIL 2015 85
 Restoration guide | Expert advice

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
barrels through a 63.5mm
stroke, capped by
aluminium cylinder heads.
A ywheel magneto was on
the right side crank, with
two sets of contact breaker
points beneath an access
2T parts. us, nowadays,
engine overhaul is
straightforward as just
about everything remains
easily obtainable. Villiers
Services (01384 265797)
recommends a crankshaft
strip to renew the central
Primary drive is by chain,
without a joining link, as
per standard Villiers
practice. All the
transmission is sturdily
engineered, although with
15 brake horses to harness,
it was not over-stretched.
forced into a phosphor
bronze bush, which then
mushrooms out into the
adjacent ball bearing. is
will be noticeable when it
becomes dicult to
engage top gear. e other
possibility, a tendency to
with 24W also available for
other purposes. Aiming for
quality again, the Miller
system included a 7in
headlamp. Miller parts can
take some nding and
replacement wiring
harnesses will have to be

86 The ClassiC MoTorCyCle | APRIL 2015


remade. A lot of electrical Ambassadors Anti-
problems can be resolved Rotational Positioner. considerably reduced and
by having the magneto Much of the rear of the
ywheel remagnetised, a bike was shrouded by a
service for which Villiers steel enclosure. Unusually,
Services charges less the handlebars were 1in
than 20. diameter. Next year, the
rear enclosure was
04
modied and the front
Cycle parts mudguard valance
When the Super S was became even bigger. ere square-section tubing. e
launched in 1959 it had was even a steel cover
17in wheels laced to 7in concealing the cables
full-width Albion hubs, leading from the
another superior touch. handlebar controls. ere
e round-tube, all- were further tweaks to the
welded frame supported bodywork in 1961,
some dramatically-styled including the fuel tank and
bodywork including a headlamp brackets. e
deeply valanced front handlebars were now 78 in
mudguard, retained by diameter items. By 1962
the front mudguard was
supported by steel stays.
en there were changes
under the inuence of new
owner DMW. Although the
bike continued to use
round tube for the sub-
frame, the main frame
loop was formed from
wheels became 18in
diameter, but with 6in
Girling brakes in full-width
hubs. Glass bre became
the material of choice for
the rear enclosure. Apart
from proprietary service
items, any other cycle
parts will need to be
tracked down.
05
Suspension
All models had rear
suspension courtesy
of a swinging fork
controlled by Girling
suspension units. Hagon
units are direct
replacements for the
Girlings. At the front, the
Road-Flow forks were quirky charm and others
of Ambassadors own
design. Later models had the
tele-draulic MP forks from
Metal Proles, as the
company bought
Ambassador through its
DMW subsidiary. MP forks
were fairly popular and
replacement units and parts
are still being made.
The ClassiC MoTorCyCle | APRIL 2015
Classic
life
PRICING
Hopefully, the foregoing
has made it apparent that a
basket case can be a
minefield of disparate
parts for which, hopefully,
no more than a few
hundred pounds has
changed hands. Pay
1000-1500 for a running
and rideable Super S and
2000-3000 for a top-
drawer example.
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
numbers include a
precise dating element,
which will hopefully
enable a determined
restorer to achieve, if
possible, a catalogue-
correct look. The styling
of the Ambassador is
certainly a matter of taste
- some will prefer its
will not - but remember
the dictionary definition
of ambassador: A
diplomat of the highest
order. So a Super S rider
can walk tall even if
thats a bottle of two-
stroke oil in his, or her,
jacket pocket.
End
87
 Next month

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 technical classics | New Imperial restoration part V

From the New

Imperials DIY kit of
parts, most of the
front fork was found
and assembled for
the photographs,
which enabled the
machines original
registration mark to
be saved. It was
spotted at the time
that some minor
parts for both the
steering and
rebound dampers
were missing or
damaged beyond
reuse. Also, at least
one fork spindle was
heavily worn.

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.

Words and photography: RichaRd Rosenthal

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.

90 The ClassiC MoTorCyCle | APRIL 2015

 Classic
life
01
Motorcycles parts,
01 especially old and abused 04
items, fatigue. And older,
lightweight frame and
fork parts suffer more
than most. These pressed
steel blades may develop
cracks. The arrows
mark favourite points
for cracking.
02

Poor maintenance easily

damages these imsy
fork blades, and the
favourite spots are again
02 marked with arrows. Top
and bottom cast fork
spindle carriers bridge the
gap between the two
pressed steel blades.
If the machine has been
run for periods of time
with the fastening bolts
loose, all marked holes
can elongate.
03

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

machines. But New Imperial (along with rivals) drawn together by a

focused on the under 150cc concession and, not fastener to clamp the
wanting to develop a two-stroke engine or even just steering head stem
fit an available Villiers unit, set to on the pair of securely within the top
under 150cc ohv lightweights. yoke. It was pushed into
the yoke to test the t and
By design, the two New Imperial lightweights
then wouldnt budge. A
shared components including Webb designed and another quick dodge is to
manufactured pressed steel blade girder front forks. use a drift bar.
Not in the minds of many (me included!) the greatest
06
design since sliced bread, but they do hold
advantages for motorcycle makers wanting to The reluctant clamping
minimise production costs, being cheap and easy to plug on display. Many
makers opted for a split
manufacture accurately and repetitively. On the
clamp to the yoke but
negative side, they cope with side loads less well than Webb opted for this
the tubular girder front fork design. And to me they rather better, more
look ugly compared with the tubular design, which costly approach.
was the exact reason I bought a 1934-season New

The ClassiC MoTorCyCle | APRIL 2015 91

 Technical classics | New Imperial restoration part V

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

The pressed forks were the spring to the bottom

xed mount rst, then x
it to the top mount which
cheap and easy to make is left marginally loose in
its top yoke holder. Once
repetitively. tight, ensure top yoke and
bottom spindle mount line
09
up and then fasten the top
spring holder into its taper
in the top yoke. Some
10 state the spring holders
should point in a specic
direction e.g. both
forwards, or backwards
but the makers simply
followed procedure
described here.
10

Top spindle mount

positioned to illustrate its
t to the front fork blades
held in this case by a
single bolt either side
which screws into a
threaded fastening
engineered into the top
spindle holder casting.
Despite their seemingly
rugged role, these
castings are fragile, easily
cracked if dropped and
repair is less than easy.

92 The ClassiC MoTorCyCle | APRIL 2015

11 11 12

Top fastening completed

to one fork blade and
bottom positioned ready
for offering up. The Webb
parts book illustrates
only spring washers under
the bolt heads, but I like
at washers too, so bolts
have been made long
enough to accommodate
such if I remain unhappy
with spring washers
alone. It is worth me
noting many more modern
classics were built with
an almost total lack of
washers, so perhaps I
shouldnt fret.
12

One blade tted out and

second ready to be
offered up and fastened
in position. For this New
Imperial the front brake
cable mount, pressed
and rolled from sheet
steel, mounts outside
of the blade with the
bottom spindle holders
trio of bolts.
13

Second pressed steel

13 blade complete with front
brake cable mount
mounted to the front fork
structure. Despite
seemingly owing much of
14/15
its design to a
schoolboys engineering
kit (Meccano) when
checked on the girder
fork jig this structure
proved surprisingly true
in fact, truer than many
tubular girder front forks
which are deemed sound.
14/15

Front brake anchor

mount. The brake plate
anchor is forked at its
end to mate with this
mount. And no matter
how tight the wheel
spindle nuts are fastened,
the brake plate anchor
rocks on this mount,
which gives disconcerting
clonks when the machine
An earlier check prior to blasting the front fork
is braked while being
rolled backwards and components had confirmed parts of both steering
again on rst forward damper and side rebound damper were missing. But
motion braking action. now the steering head top bearing cup holder had gone
astray, too. A spare (but not identical) part was found in
son Peters autojumble stock it will need modifying to
suit so was installed in position during this dry build
stage in the vain hope the original would surface. While
the new bearing cup holder is appropriate dimension
wise for the cup and one inch steering stem diameter, it
by design clamps to the steering stem while the original
is held in position by the top yoke which clamps above
it, thus this replacement is too tall.

The ClassiC MoTorCyCle | APRIL 2015 93

 16
16 Bottom yoke with steering 18/19
head stem and its matting
pair of lower bearing cups
positioned bottoms up.
The at base cup presses
onto the shoulder at the
base of the steering head
tube, while the curved
base cup sites in the
frames steering head. In
an ideal world, we press
this into situ, but it can be
sited using an aluminium
block as drift and light
rm hammer action. It is
vital to keep the bearing
cup square to its mating
site and the aluminium
block prevents any
chipping to the hardened
bearing cup.
17

The frames top steering

head cup along with the
cup holder sourced from
Peters autojumble stock
to replace the original
which ultra Mr Careful
(me) has carelessly
mislaid. Its bearing cup is
of correct dimensions,
17 with regard to inner/outer
diameters and required
ball bearing size, but it is
too tall and the original
has no clamp. The plan is
to machine the
component to a round by
turning off the clamp part
and then reducing its
height. Machining
complete, the clamp splits
will be brazed over and
fettled by turning to
replicate the New
Imperials missing part.
18/19

Front fork dry build stage

one complete. The second
stage will involve making
required fork spindles from
EN16T bar, completing
PostscriPt: the parts for both rebound
After this feature was finished and the New Imperial and steering dampers
tidied for the next stage, another search through the from autojumble stock or
same boxes which held the fork components was made by fabrication and nally
for the machines original steering stem top bearing the installation of the
front forks in the Model
cup holder, to no avail. Later in the evening the penny
30s frame.
dropped. Its bearing cup wasnt the finest example on
the block and we have a box of NOS bearing cups, most
of which seem to fit nothing known to man, but
occasionally one is lucky. During the search through
the box three months ago, the wretched cup holder
had been placed on a shelf in our parts store (shed
across the garden) for safe keeping, while I nipped
back to the house to answer a telephone call.
Conversation over, I forget completely about the cup
holder until about 10 minutes ago! Either an age
thing, or the result of 50 years worth of sampling real
ales with ever more ludicrous names. nd
E

94 The ClassiC MoTorCyCle | APRIL 2015

The ClassiC MoTorCyCle | APRIL 2015 97
The ClassiC MoTorCyCle | APRIL 2015 101
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