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framed cost m ingm

Walther’s tubular 70 years of r ary race
masterpieces Archie Begg manager

23 PAGES OF
ic
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New

C
"
year
model o
dden Taking on the world,
plus JPN racer test
op
to
How Norton built a
true British icon Commandos fit for
the modern world

‘I
s
Owners revealthe
2018
NEW Commando
Commando’s magic 50th anniversary
model tested
-o
Toured, raced,
crashed, restored
Apr 2018 UK Mar 28 – Apr 24
£4.30 USA $9.99

Workshop
16 pages of fixes
and fettles
PLUS: BARN FIND OF THE YEAR | CLASSICS AT PHILLIP ISLAND | ROYAL ENFIELD MODS |
HOW TO BUILD A WIRING LOOM | 90 YEARS OF SPEEDWAY | PROJECT SUNBEAM RUNS!
 The latest, and most highly anticipated release to date,
is brought to you by the brilliant minds behind the
SkunkwerX movement. CCM’s British take on 1930’s
$PHULFDWKHEUDQGQHZ6SLWĆUH%REEHULVZHOFRPHG
into our family. Often referred to as a lesser-known
cousin of the American Chopper, the Bobber, also known
as a Bob-Job, developed a strong cult following, that
evidently still stands strong to this day.

The beautifully handcrafted trellis frame of the

Bobber %REEHUKDVEHHQWDNHQIURPWKHRULJLQDO6SLWĆUH
alongside the same punchy 6 speed, 600cc
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components, give the bike an irresistible appeal,
and the impressive looks are mirrored through a
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VJ - th #RTKN, come and see us at Stand H84.

Making Great British Motorcycles since 1971

01204 544 930

ccm-motorcycles.com
spitfire@ccm-motorcycles.com
 WELCOME APRIL 2018 ISSUE 459
52 First registered on
May 27, 1968, this very
early Commando still
feels exceptional in 2018
CLASSIC BIKE IS MADE BY...
Editor Gary Pinchin,
gary.pinchin@bauermedia.co.uk
Executive editor Mike Armitage,
mike@classicbike.co.uk
Art editor Stewart Parkes,
stewart.parkes@bauermedia.co.uk
Production editor Mark Holmes,
mark.holmes@bauermedia.co.uk
Technical editor Rick Parkington,
classicbike.workshop@
bauermedia.co.uk
Editorial assistant Colleen Moore,
colleen.moore@bauermedia.co.uk,
01733 468099

ADVERTISING
To sell your bike: email cbreaderads@
bauermedia.co.uk, call 01733 366340 or use
the coupon in the reader ad section.
Group Commercial Director
Gareth Ashman 01733 468118
Commercial Manager
Gina Knighton 01733 366311
Account Manager
Phil Martin 01733 366368
Senior Telesales
Francesca Chiarizia 01733 366360
Telesales Exec
Victoria Jelleyman 01733 366424
Reader classified queries
Victoria Sadler 01733 366483

LES GRANDS FROMAGES

Editorial Director June Smith-Sheppard
Managing Director Motorcycling
Rob Aherne
Group Managing Director
Rob Munro-Hall
CEO Paul Keenan

COMPLAINTS
hink Norton, think Commando. There are many revered Bauer Consumer Media Limited is a member
SUBSCRIBE
T models in the brand’s history, yet it’s this big parallel twin of the Independent Press Standards
Organisation (www.ipso.co.uk) and
that the fabulous logo always brings to mind. To celebrate endeavours to respond to and resolve your
50 years since production started, we dig deep into its story, concerns quickly. Our Editorial Complaints
Policy (including full details of how to contact us
Get Classic Bike with eye-witness accounts of the Commando’s inception, about editorial complaints and IPSO’s contact
delivered every record-breaking development and daring sales campaign. We’ve also been details) can be found at www.
bauermediacomplaints.co.uk. Our e-mail
month (see p88). out in the spring sun on a bike registered in May 1968 (number 276 off the address for editorial complaints covered by the
Editorial Complaints Policy is complaints@
The mag is also line), swung a leg over a John Player Norton racer and even nosed inside bauermedia.co.uk.
available as a the reborn firm’s current factory. The birthday party starts on page 37.
digital edition to It’s not the only excuse for cake. To mark his 80th birthday we’ve been BORING BUT IMPORTANT
download onto talking with legendary race engineer and championship-winning rider Kel © Bauer 2018 ISSN 0142-8906.
Bauer Automotive Registered
your device on Carruthers (page 91). The amazing Archie Beggs – 90 this year – takes us Office: Media House, Lynch
the same day through a life spent on some of the world’s most desirable machines (page Wood, Peterborough, PE2 6EA

the mag goes on 104) and we’ve also met Ernest Walther, who was inspired to build his Bauer Consumer Media is a company
registered in England and Wales with company
sale. Browse own frames after his first visit to the number 01176085, registered address Media
back issues, Isle of Man, 50 years ago (page 98). House, Peterborough Business Park, Lynch
Wood, Peterborough PE2 6EA
zoom pictures There’s also a landmark in the CB No part of the magazine may be reproduced in any form in
and blow up workshop – Rick’s project Sunbeam whole or in part, without the prior permission of Bauer. All
material published remains the copyright of Bauer and we
text for easier runs! His story heads a collection of reserve the right to copy or edit, any material submitted to
the magazine without further consent. The submission of
reading. From all workshop antics starting on page 111. material (manuscripts or images etc) to Bauer Media whether
unsolicited or requested, is taken as permission to publish
good digital Enjoy the issue. that material in the magazine, on the associated website,
any apps or social media pages affiliated to the magazine,
newsagents. and any editions of the magazine published by our licensees
MIKE ARMITAGE, EXECUTIVE EDITOR elsewhere in the world. By submitting any material to us
you are confirming that the material is your own original
mike@classicbike.co.uk work or that you have permission from the copyright owner
to use the material and to and authorise Bauer to use it as
described in this paragraph. You also promise that you have
permission from anyone featured or referred to in the
submitted material to it being used by Bauer. If Bauer receives
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Write to Classic Bike, Media House, Find Classic Bike on Facebook.

Lynch Wood, Peterborough, PE2 6EA Search ‘Classic Bike magazine’

3
 THIS MONTH’S HIGHLIGHT: riding an early Norton Commando to rediscover
what it was like back in 1968 – and finding it’s still just as fantastic today

50 PAGES OF NORTON
TWIN CELEBRATION
38 GOING COMMANDO
How the need for a stopgap
created a new British icon

42 MODEL FOR SUCCESS

Aggressive marketing, girls in
ads – how Norton made a mark

46 ONWARDS...
Developing the Commando, plus
the bike it could have become...

52 RIDING THE ORIGINAL

Spring sun, dry roads and a

50 ando YEARS
thrilling ride on a 1968 model
42 52

OFTHE 61 THE BRIT YOU WANT

Commando owners reveal why

m
67 only their big Norton will suffice

Com 62 NORVIL
Spares, new parts and upgrades
– keep your twin in tip-top fettle

67 TAKING TO THE TRACK

The story of John Player Norton,
plus a ride on the ’74 spaceframe

72 RACE READY
Drags, scrambles, dirt track and
endurance – the Norton did it all

74 LIFE-LONG FASTBACK
Toured, raced, crashed, restored,
and most definitely a keeper

82 COMMANDOS TODAY
74 Inside the new Norton factory
and a ride on the latest version

91 THE KINGMAKER
To celebrate his 80th birthday we talk to
Kel Carruthers – world championship-
winning rider, legendary race engineer and
the man behind Roberts and Lawson
FEATURES
98 SWISS FRAMES
Inspired by sneaky high-speed laps of the
Isle of Man TT, Ernest Walther set out to
make his own world-class frames – and
the results speak for themselves
104 ARCHIE BEGGS
Thrashing Sunbeams on the beach, epic
road rides on a Douglas and buying a
Brough Superior for £15. Archie’s 70 years
of two-wheel antics are inspiration for all

4

6 BARN FIND
OF THE YEAR
Your votes have been
counted and we have a
worthy winner.
10 TRUE ONE-OFF
Miklos Salamon’s
amazing life and the
coming auction of his
motorcycle collection
16 90 YEARS OF
SPEEDWAY
Saluting nine decades
of brake-less sideways
madness on UK soil
Workshop
118 Project Sunbeam coughs into life. Rick joins in with the coughing... and Gez’s TY175 nears the finish
23 PAGES OF CURRENT EVENTS IN THE CLAS
18 WHIRLWIND
The great home-grown
engineering of sideways
pioneer Wal Phillips
20 CLASSICS AT
THE ISLAND
World Superbike stars
and intriguing metal at
the annual Australian
International races
26 UNDER THE
HAMMER
Bonhams’ spring sale,
plus record-breaking
price for ’60s Honda
GET HEN
W
A T YOU
OO SU
LKI BSC
T P RIB
RO E (
WO SEE
RT PAG
H£ E8
24 8)
.99
20 You don’t need a
10 Miklos Salamon’s Manx or G50 to go
fabulous collection classic racing
28 DIARY
Events and happenings
for a sparkling spring.
Where are you heading
on your classic?
30 YOUR
CLASSICS
The touching tale of a
very first bike. Proud of
your own machine?
Send us your pictures
32 LETTERS
Comment and opinion.
Join the banter at the
address on page 33 18 Wal Phillips enjoying the thrill of speedway at Crystal Palace in 1931
TH E
We
112 RICK’S FIXES 144 Before
Unusual machinery, essential tips, health and
plus your assorted niggles and safety was
problems solved once and for all invented
118 SUNBEAM SENDS
SMOKE SIGNALS
Yes, it runs! Wonders will never...
124 BUILD A LOOM
How to sort the wiring yourself
128 OUR CLASSICS 144 WAY WE WERE
New tubing for Rupe’s Enfield, Your truly brilliant pictures of the bikes
and characters from a bygone age
5

APRIL 2018
Barn Find of the Year
Our quest to find the project bike most deserving of a 1000 guinea prize turns up a winner
We have a winner. Voting in our
Barn Find of the Year competition
concluded at the MCN London
Motorcycle Show at Excel. Ten
entries in varying stages of
decrepitude gathered on the Classic
Bike stand, ranging in age from Joe
Stanton’s 1980 Honda CB250RS
special to Jim Coleman’s 1930
250cc Ariel LF, and in size from
Simon Kuderovitch’s Tony Foale
Kawasaki Z1000 to Ian Barker’s
1962 Benelli 50. But the winner was
28-year-old Juss Creed from
Market Drayton with his very
original 1947 BSA A7 Star Twin.
“I feel a bit guilty,” admitted
Juss, “because I couldn’t resist
getting on with it and it’s now
6
WORDS:RICK PARKINGTON. PHOTOGRAPHY: GARY MARGERUM, MIKE ARMITAGE
nearly finished!” But he says the
1000 guinea (£1050) prize is still
very welcome. “I’ve just stripped
my Bonneville 750 and it looks like
I’m going to need it!”
Classic car restorer Juss started
out with modern bikes but went
back in time with a side-valve Ariel
VB. “I’d worked on loads of classic
British cars but never a bike, so I
decided to give it a try. Once I got
‘I ENJOY OLDER BIKES AND
THE CHALLENGE OF
GETTING THEM WORKING’
NEWS
EVENTS
AUCTIONS
DIARY
AND MORE
ABOVE: CB ’s Rick the Ariel on the road I couldn’t get
Parkington hands enough of it! I really enjoy riding
over the traditional the older bikes and the challenge of
comedy cheque to getting them working properly.
Juss Creed “All that’s really left to do on the
BSA now is the wiring. The
previous owner had been given it by
his father, who bought it new, and
when he moved on to cars in 1965
it just got covered up until he sold it
to me. The engine was completely
worn out and parts for these early
‘long-stroke’ A7s can be hard to
find. It needed a rebore and a two-
sizes-down crank regrind, but it
runs really well now. I can’t wait to
get it wired up and on the road.”
Competition sponsors, classic
dealer and Brough Superior agent
 1 2

1 Andy Burbidge’s
Triumph TR5T: this is
what 10 years outside
does to a bike...
2 Crispy details on
Jason Bartlett’s
Yamaha DT2, which
he calls ‘pretty grimy’
3 Mileage is the least
of the TR’s problems
4 Line of 10 decaying 3
classics was a major
attraction for Excel’s
many visitors
5 Ariel owner Jim
Coleman says he’ll be
sat here this year
6 Keith Pottinger and
his Rickman Triumph
7 You need a sense of
humour with this lot
8 BMW R51/3 was
impounded after a
raid by the Old Bill in
the ’60s, but will be on
4 the road by summer 5 6

7 8

7
 NEWS
Anthony Godin and Dan Godin
from Coy’s (who staged an auction The display
at the event) were both happy, too. attracted many
“That’s the bike I wanted to win!” onlookers keen to
said Dan. “It’s been a good show rest their eyes fron
and we are very satisfied with our new-bike bling
auction yesterday. With the more
exotic lots you expect potential
buyers to be here, but by keeping our
catalogue price low, show-goers can
come in and look around – and we
have sold a few bikes to walk-in
buyers who just saw something they
liked on the day.”
Anthony Godin was also upbeat.
“It’s great to see that the interest in
classics keeps growing – something
you notice here particularly, with
only a small percentage of visitors
already classic riders. The amount of
new retro-styled machines is also
encouraging – especially for me as a
Brough Superior main dealer. I was
delighted to find most visitors are
not only aware of the brand, but
appreciate that the price reflects the
quality. The interest in retro
machines and a ‘buy British’ tide
seems to bode well for the future.”

WHAT’S GOING TO HAPPEN TO THE BIKES THAT DIDN’T WIN?

Not everyone could be a winner, of course, so spare a thought for the nine runners-up in the competition. Will they be dumping the bike in a canal now? Of course not – and we’ll
hopefully get regular progress updates from everybody as their projects progress. Here’s what they had to say...

PAUL WILSON, 1951 BMW R51/3
“Now the show’s over, at last I can get on with it again!
I just picked up the wheels from Hagon yesterday – I
had to put castors on my workbench and wheel it into
the show on that! To be honest it’s not as far away as it
looks – I reckon it’ll be on the road for summer.”
IAN BARKER, 1962 BENELLI 50 SPORT
“When will it be finished? Well, what’s today? Probably
next Friday! Well maybe not that quick, but I’ve already
got the engine together, there’s a guy in Germany I
think can supply rims and I’ve found someone who can
make a seat cover... mid-summer I reckon.”
JIM COLEMAN, 1930 ARIEL LF250
“Now I can get on with it, I reckon it’ll take about six
months. I already bought a cylinder barrel – the eBay
listing said it was off a mystery side-valve, so I got it
for just £18! I’m not sure whether to repair this tank –
you can put your hand through the bottom…”

8
 AUCTION SPECIAL

We all have a dream

garage, but Miklos
was fortunate in
making his a
colourful reality

Business open
day, August 2017

Clearly chuffed
with the new Royal Miklos’ Münch is a
Enfield-powered highlight of the
Hollis, autumn 2015 coming auction

10
 The pinnacle of collecting
Bonhams set to auction the fabulous motorcycles of the late Miklos Salamon
WORDS:ALAN CATHCART. PHOTOGRAPHY: SALAMON FAMILY AND BONHAMS

Miklos ‘Mike’ Salamon was a life-long motorcycle ABOVE: Miklos
addict. After using the wages from working in South ‘Mike’ Salamon, do so. So, at 18, with one of my first pay cheques I
African mines to buy his first machine at the age of 18, 1955-2017
an astonishing career and the creation of the world’s
largest mining company allowed him to acquire the
bikes he lusted after all his life. And, more importantly,
to ride them – Salamon gave up being one of the most
successful men in his industry to spend more time on his
bikes. He rode a motorcycle for the last time in October
last year, just two days before tragically passing away
from a rare leukemia-related blood disorder. He was 63.
After assessing what really mattered and taking a step
back from work, Mike found true happiness working on
bikes and, crucially, riding them. An online blog he
wrote just a year before passing serves as a testament to
his life on two wheels.
“I was born in Budapest in 1955. Two years later
Hungary erupted into revolution against its Soviet
masters, and my family ended up in an Austrian refugee
camp. My dad was hired by Great Britain’s National
Coal Board and we moved to England, but in 1963 he
was recruited by the Chamber of Mines in South Africa
and we moved to Johannesburg. In 1975 I graduated
with a degree in mining engineering from
the University of Witwatersrand, aged 20.”
By then Mike had already begun working
in the mines as a trainee engineer, earning a
‘MIKE FOUND
salary that allowed him to circumvent HAPPINESS WORKING a motorbike from a very young age, from
parental disapproval and purchase his first ON AND, CRUCIALLY, the
motorcycle. “My dad had crashes on a bike
as a youngster, and banned my brother and RIDING BIKES’
me from this pursuit. However, most of my
best mates at school rode bikes, and I was desperate to
bought my very first bike – a 1961 500cc AJS thumper
single. I restored it using army surplus parts, and it went
with me to work in the diamond mines at Kimberley.”
Circumstances changed after achieving an MBA in
London in 1979. “I married Sally in 1981, and used
money I earned consulting to buy a new Honda CX500.
Together we rode all over much of South Africa,
including going to the last Buffalo Rally at Humewood
in Port Elizabeth. But then along came kids, and with
just a single income the CX was sold in 1985.”
However, as Miklos’ mining career took off, his
passion for biking also grew. “I loved the idea of a full-
dress Harley-Davidson, but in apartheid South Africa
there were no dealerships, and secondhand imports
were very expensive. I decided on a compromise in 1995
– I bought the then largest capacity bike, a Kawasaki
VN1500 Vulcan, for half the price of a Harley. Twelve
months later I finally bought that Harley – by then
South Africa was changing, and the first dealership
opened in Johannesburg. I became a founder member of
the Johannesburg HOG Chapter in 1997.”
Even the arrival of three children in swift
succession – Bruce, Danielle and Dylan –
didn’t reduce the passion. Sally Salamon
takes up the story. “Miklos was married to
first day he saw his teacher riding his
Triumph Bonneville,” she declares. “He
was always completely passionate about
bikes, and I went all over SA with him. But

11
 AUCTION SPECIAL
with the three children who wanted to Like many, I started out by acquiring my
come riding with us, I decided I had to learn first bike, an AJS 500, and then continued
to ride myself, so we could at least take two ‘MIKE USED HIS with what I thought had been the most
kids with us. I finally did this at the age of GREAT WEALTH TO impressive models, the six-cylinder Honda
38, and in 1997 got a Harley Sportster. It CBX and Kawasaki Z1300.
was a great decision – it got our boys into DO WHAT ALL OF “Initially the strategy was: find the bike
biking, and meant Miklos and I could tour US DREAM OF’ and have a specialist restore it. I was
far and wide.” looking for mechanical and electrical
Mike Salamon’s mining career now went reliability, rideability, good looks and a
into overdrive. He became a co-founder of South Africa’s reasonable adherence to originality, without being overly
largest mining company, which became one of the top pedantic. I sometimes went ‘off-piste’, as I do not like
100 companies listed on the LSE with mines around the black bikes. The collection was regularly being used,
globe, and in 2001 merged with Australia’s largest firm with Sally and the boys also riding.
to form the world’s biggest mining company. There was a “I developed the desire to manage the restorations
downside for Mike, despite the immense wealth his BELOW LEFT: Spring myself. In mid-2013 I leased a unit in the nearby village
career brought him: “I could now afford most things on sunshine and a neat of Cranleigh, equipped a workshop and hired Alan Wells
two wheels, but I no longer had the time to enjoy them!” – an experienced and qualified technician and fabricator
BMW custom,
Yet the collection was beginning to grow. Mike had a who joined me on a part-time basis. I was a miner, not a
1970 Triumph T120R Bonneville, the bike he’d lusted March 2015 mechanic! Over the next 12 months the collection grew,
after at school, plus a Honda F6C Valkyrie, Harley- and I rented a second unit for storage. We realised we
Davidson Superglide Sport and Honda VTX1800. BELOW RIGHT: No needed to make a few decisions, and so instead of only
Retiring in 2006 allowed more time, and a Triumph single-brand focus restorations we started to consider customs. I was
Rocket III and Yamaha R6 arrived. There was a change – Miklos loved all running out of targets for the collection, so to keep going
of Harley too, plus a brand-new Yamaha V-Max. two-wheelers we’d need to keep growing, and have to work for third
Fate was about to deliver a crushing blow, however. parties. Cranleigh was inadequate, so we decided to find
“At the end of 2010 I became very ill. This started me BOTTOM LEFT: new premises. Unit 6 at Stag Hill in Guildford was
working out what was really important to me. My Miklos and wife leased, and equipped with the great help of my daughter
conclusions were my family and my bikes, and given the Danielle, who’s an interior designer, and her architect
Sally, June 2017
rewards of the past 15 years or so, the ability to step back boyfriend Robin, plus Sally. A second technician, Dave
from everyday work in favour of these. By mid-2012 I Rose, joined and we opened the doors of 2WheelsMiklos
had recovered my health, and decided to really focus on BOTTOM RIGHT: (2wheelsmiklos.com) in mid-2014.
the bikes. Initially this was about finding, restoring and Getting to grips “To get the ball rolling we built half a dozen customs
riding the top models of my era – the late ’60s to early with a Honda CB350 to prove we could, and to show the quality of our work.
’80s – most of which I’d drooled over, but never ridden. Four, May 2017 We also did a number of restorations. These, together

12
 Mereworth, Kent 01622 814140
Viewing by appointment only

1939 Brough Superior 1927 Zenith 6-80 1949 Egli Vincent 2015 Norton Domiracer
SS80 £74,995 £39,995 £49,995 £44,995

1983 Harley-Davidson 2007 Harley-Davidson 2015 Bimota Tesi 3D 1991 Ducati 888 SP3
XR1000 £18,495 XR750 TT £39,995 £19,995 £16,995

1996 Ducati 916 SP3 1980 Ducati MHR 1991 Ducati 750 Sport 1977 Ducati 860
£16,995 £29,995 £5,995 £19,995

1964 Enfield Interceptor 1986 Suzuki RG500 2017 Norton 961 MkII 1975 BMW R90S
Mk1 £9,995 Gamma £17,995 £14,995 £7,495

1998 BMW R1200C 1981 Norton-Seeley 850 1966 Triumph Daytona 1969 Honda 750/4
£4,995 £11,995 Racer £12,495 £9,995

We urgently need your bike! Consignment Sales Undertaken

Anthony Godin
Tel. 01622 814140 / 07769 970559 www.anthonygodin.co.uk Authorised Dealer
 AUCTION SPECIAL

‘THE REMARKABLE
ARRAY OF BIKES
WILL BE IN BONHAMS
SPRING SALE’

with open days, shows, online media and advertising, ABOVE: Outside The remarkable array of significant bikes which Mike
started to attract work. We learnt a few lessons. Customs 2WheelsMiklos Salamon built over his lifetime includes 40 immaculate,
are very individual tastes – so it’s best to build the dreams with his Panther, original and sought-after road bikes, and will be offered
of an owner, rather than convince a customer of the summer 2017 for sale on behalf of his family by Bonhams on April 22,
quality of your ideas! With classics the unexpected is in their Spring Stafford Sale at the Classic Motorcycle
inevitable, and as a professional shop you can’t compete Show at Staffordshire County Showground.
against a zero-cost shed-builder. We stopped doing spec “This collection represents the pinnacle of motorcycle
projects, and became reliant on commissions – split collecting, and illustrates the passion and dedication
50/50 between restorations and customs. Looking at poured in to the motorcycles by Mike Salamon,” says
others in this field, we realised most make their living BELOW: Living the Bonhams’ International Head of Department, Ben
being lifestyle and apparel brands, underpinned by cool dream on a Metisse Walker. “Bonhams is thrilled to be offering such an
motorcycles. Neither Alan, Dave nor I had interest in the Steve McQueen rep, incredible range of machines, especially ones that have
former – we chose to stick solely to motorcycles.” March 2015 been so lovingly looked after – and, above all, ridden.”
2WheelsMyklos built around 20 customs, in styles
ranging from café racer and streetfighter to bobber and
tracker. Mike’s collection of iconic models also grew,
with truly rare machines including a Münch Mammoth,
Chinese Red Vincent Rapide, Indian Four, MV Agusta
750S and a Nimbus Four. And they all got ridden.
Mike Salamon found happiness with bikes. “It was a
fascinating and a fast journey. We built lovely bikes, and
met and got to know great people. Probably my proudest
moments have been riding with my sons on bikes we
built for them – a Moto Guzzi café racer and Bonneville
scrambler. I have reconnected with my family, had time
for real experiences – like being trained back to fitness by
Dylan, and riding some of my own creations – and of
course doing what I love.”
Sadly, ill-health returned in 2017 in a more virulent
form. A remarkable man who used his great wealth to do
what all of us dream of, Mike passed away on October
18 last year and 2wheelsMiklos was closed.

14
 THE SPRING STAFFORD SALE
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Sunday 22 April 2018
COMPLIMENTARY AUCTION APPRAISAL ENQUIRIES
To discuss any aspect of selling or /RQGRQ
buying collectors motorcycles at auction, +44 (0) 20 8963 2817
WSLHZLJVU[HJ[[OL3VUKVUVJLVY]PZP[ ukmotorcycles@bonhams.com
bonhams.com/motorcycles to submit a %LGV
complimentary auction appraisal request. +44 (0) 20 7447 7447
bids@bonhams.com

CATALOGUE ONLINE
REGISTER TO BID

1926 COVENTRY EAGLE 981CC FLYING EIGHT 7YVJLLKZ[VILULÄ[[OL:LHYJOHUK9LZJ\L+VN(ZZVJPH[PVU9V`HS

£45,000 - 55,000 * 5H[PVUHS3PMLIVH[0UZ[P[\[PVUHUK:HS]H[PVU(YT`,_,KPUI\YNO7VSPJL
1931 BROUGH SUPERIOR 981CC SS100
£170,000 - 220,000 *

1939 OK-SUPREME 350CC ROAD RACING SPECIAL (RRS) 1940 INDIAN 78CI FOUR
£17,000 - 22,000 * £28,000 - 35,000 *

1950 VINCENT 998CC ‘CHINESE RED’ TOURING RAPIDE 1965 BMW 594CC R69S
£50,000 - 70,000 * £10,000 - 14,000 *

@bonhamsmotoring ERQKDPVFRPVSULQJVWDσRUG
* Plus buyer’s premium and other fees. For details of the charges payable in
HKKP[PVU[V[OLÄUHSOHTTLYWYPJLWSLHZL]PZP[IVUOHTZJVTI\`LYZN\PKL
 SPORT
90 years of slidin’ in circles
The 90th anniversary celebrations of the first speedway meeting in Britain attracted fans in their droves
This year’s 90th anniversary of
British speedway kicked off in
February with a very special event
at the National Speedway Museum
which, rather curiously, is not sited
at a famous speedway venue but
within the Paradise Wildlife Park
near Broxbourne, Herts.
Speedway (or ‘dirt track’ as it was
known then) was imported from
Australia, with the first meeting in
Britain held at the rear of the Kings
Oak pub in High Beech, Essex on a
disused cinder horse trotting track.
Attracting a crowd of 30,000, the
meeting sparked the imagination of
the national media and new tracks
sprang up all over the country.
The sport was so big, it came
close to matching football for
attendances – when the West Ham
Hammers visited Wembley Lions in
a London speedway derby in 1946,
it attracted over 80,000 fans, and
16
WORDS & PHOTOGRAPHY: GARY PINCHIN
ABOVE: Spectators even provincial clubs enjoyed gates
at the first UK of over 20,000.
meeting were Sadly, the sport is no longer the
guaranteed a good massive draw it once was. These
days, it’s a struggle for even the top
cinder shower
clubs to balance the books, but
British speedway still boasts three
leagues, supporting a total of 29
teams and there are junior leagues
to develop a crop of exciting new
teenagers. The racing is faster and
more furious than it ever has been,
so there’s still plenty to celebrate.
The 90th birthday celebrations
were hosted by The World
‘THE FIRST UK MEETING
WAS HELD AT THE REAR
OF THE KINGS OAK PUB IN
HIGH BEECH, ESSEX’
JOHN SOMERVILLE COLLECTION
Speedway Riders Association
(WSRA). Star names included one
of speedway’s best-loved characters,
Bert Harkins (who launched his
autobiography at the show); 1960s
Swindon Robins legend Mike
Broadbank (who rode 560 meetings
in the Robins race jacket); former
World Team Cup champion, three-
times British champion and three-
times Long Track World Champion
Kelvin Tatum (now a speedway TV
presenter); and seven-times British
champion Scott Nicholls who rides
for Rye House.
In another curious twist, it was
the bikes that held centre stage,
which is not normally the case in
speedway, where most fans are
focused on their team.
But this event was all about
nostalgia, with a huge selection of
speedway iron to chart the history
of the sport, from a 90-year-old
 7 8
Rudge four-valver to modern
Czech-made Jawas and Italian GMs
– and everything in between.
There was even a nod to the
future with a selection of Formula
Two bikes – an inspired idea by
former racer Pete Seaton to employ
450cc four-stroke motocross
engines in speedway chassis as part
of a new low-cost, low-maintenance
concept, aimed at attracting more
youngsters to race.
The show also featured trade
stands, a collectors fayre (speedway
fans are avid collectors of anything
connected with the sport) and
bikes being fired up every hour
offering the delightful sounds and
smells of speedway – burnt
methanol and warm Castrol R. If
only you could bottle it!
Q If you want to know more about
British speedway check out:
speedwaygb.co
1 & 2 1928 Rudge
four-valver SPEEDWAY HISTORY
3 Peterborough
Panthers was one The National Speedway Museum is packed several on display, including one forming
of the teams to the rafters (quite literally) with an part of an entirely new section devoted to
amazing collection of bikes and multiple world champion Ivan Mauger.
represented
memorabilia charting the sport’s timeline In the ’70s Britain ruled the ovals again,
4 1970s two-valve
Jawa lump from its roots to the modern era. this time with Weslake and Godden four-
5 Forget tennis, this Inside the front door are a 1928/29 dirt- valve engines, before the
is speedway track Douglas with its horizontally-opposed double-overhead-cam Jawas and Italian
6 JAP two-valve 500cc twin-cylinder engine, and a 1928 GMs became the engines to have in the
display inside the four-valve Rudge. modern era laydown frames.
Speedway Museum JAP singles, first produced in 1930, Opened in April 2007, the museum is the
7 The fans love eclipsed the Duggies and Rudges and went brainchild of Peter Sampson, a former
their memorabilia on to dominate the sport right through to Newcastle, Swindon and Rye House
the mid-’60s with Swedish rider Ove Fundin speedway rider, who 23 years earlier also
8 Barry Briggs was
the last World Champion on a JAP in 1967. had the pioneering idea of creating the
a Jawa dealer in the
’70s, hence the JAP machines won more than 20 world privately-owned zoo now known as
Briggo decal individual finals, but in 1966 Kiwi Barry Paradise Wildlife Park.
9 The future? Low- Briggs gave the Czech-made Jawa two- pwpark.com/national-speedway-
cost KX450F valve its first world title. The museum has museum
powered ‘upright’
17
 SPORT
Whirlwind speedway engine
One of the exhibits at speedway’s 90th birthday bash was this motor by fuel injection pioneer Wal Phillips
This 1933/34 ‘Whirlwind’ speedway engine was the
brainchild of Wal Phillips and is part of a collection
of his artifacts owned by Ray Spearman and his son
Mark. Phillips was an engineer who is more famous
for his fuel injectors and perimeter cable-operated
disc brake, but was also a top-class Brooklands road
racer in the ’30s (he won the 350cc 200-mile race on
Bill Lacey’s JAP-powered Grindlay Peerless in 1928).
Inspired by seeing American rider ‘Sprouts’ Elder
in action at Stamford Bridge, Phillips took up ‘dirt
track’, riding for Stamford Bridge between 1929 and
1932, then joined the Wimbledon Dons in ’33 and
rode for them until a leg injury sustained in Australia
in the winter of 1936/37 ended his career.
Ray Spearman got to know Phillips through
mutual friend and sidecar racer Derek Yorke who
had an engineering workshop in Chelmsford. “I used
to spanner for Derek and Wal used to drop by the
shop,” says Ray. “We became friends.
“Wal worked for JAP where his famous uncle,
Bert Le Vack, also worked. Wal was racing JAPs in
speedway, but felt he could get more speed if he
developed his own engine. JAP weren’t interested, so
18
WORDS & PHOTOGRAPHY: GARY PINCHIN
ENGINE SPECS
Cylinder and barrel material
Meehanite (a cast iron, nickel
alloy)
Crankcase material No. RR53
Rolls-Royce aluminium alloy
(from High Duty Alloy Foundry)
Flywheels 85-ton steel
forgings with mainshafts
integral with each wheel
Big-ends Roller bearings with
two-thou tapers on parallel
crankpins, ½in caged rollers
Magneto and camshaft
gear driven
Valve springs
Enclosed hairpin springs
Bore x stroke 82mm x 94mm
Compression ratio 151
Carburettor
Amal twin float track-type
Oil pump
Lamplough double feed
he took his ideas to Blackburne and got them to
produce and machine two sets of crankcase castings
for a 500cc single engine he could develop.
“He tested the engine at Brooklands and was
pleased with the performance, but when he slotted
the engine into a Wallis speedway frame, he
discovered the engine to be overweight, thanks
largely to the heavily-webbed crankcases,” says Ray.
Wal never had the chance to develop his own
engine and the bike got stripped and left in his shed.
When Wal moved house, Ray suggested rebuilding
the engine before parts went missing. “We rebuilt
the engine in 1996, two years before Wal died. He
was going to give it to his grandson, but he wasn’t
interested so in the late ’80s, Wal gave it to me.”
Ray had to hand-make the various engine covers
and plates, including rocker covers. “I carved them
entirely out of lumps of billet alloy with a Dremel,”
he says. “The crankshaft assembly was missing, so
all that had to be specially made as Wal didn’t use
the standard Blackburne bottom-end internals.”
The engine normally resides on permanent display
in the National Speedway Museum.
Engine was rebuilt
two years before
Wal Phillips died
 JOHN SOMERVILLE COLLECTION
Wal Phillips
racing at Crystal
Palace in 1931

Phillips was a
speedway racer
from 1929-37
< INJECTION
INNOVATION
This is the prototype of the Wal
Phillips MkII fuel injector. Fuel
is fed through a removable
main jet at the base and the air
is controlled through a flat
slide. Ray Spearman says:
“Wal started to develop a fuel
injection system in the mid-
’50s and this prototype with
the flat slide was made in the
’70s. The later production
version featured a butterfly
valve inside the flat slide.”
JOHN SOMERVILLE COLLECTION

LIFE ON THE RIM >

Ray Spearman helped when Wal developed this cable-operated,
rim-mounted disc brake system in 1968. Ray says: “Derek Yorke
used it on his outfit at the TT in the early ’70s.” The disc is fixed
to the flanged alloy rim with Allen-head screws. Special washers
sit between the disc and rim to prevent heat build-up in the rim.
On the prototype, Wal used mole grips to test the brake caliper –
the influence can be seen on this finished version. A dozen of
these assemblies were made, mostly for racing sidecar outfits.

19
 EVENT
Colin Edwards leads
Jeremy McWilliams
on track, but it was
the Aussies who
emerged triumphant

BELOW LEFT: Amazing

that Ago still looks
so great and turns
out to ride an MV

BELOW RIGHT: Colin

Edwards imagines
the jug of beer he’ll
be drinking when he
finishes riding
 Classic at the Island
I N T E R N AT I O N A L I S L A N D C L A S S I C C H A L L E N G E , P H I L L I P I S L A N D JANUARY 26-28

Retired World Superbike heroes Troy Corser and Colin Edwards came
to play at Australia’s biggest classic racing festival. Spectacular racing
in the International Challenge saw the Aussies finally win the trophy
back from Team UK after three years, with Team USA third
WORDS: HAMISH COOPER. PHOTOGRAPHY: PHIL AYNSLEY

MICK DAMON CLIVE HARROP

1974 Suzuki TR500
In an era when classic racing is full of replicas, Mick Damon
soldiers on with a rare original – fewer than 30 water-cooled
Suzuki TR500s were built. The earlier air-cooled TR earned a
place in Aussie fans’ hearts when Jack Findlay gave Suzuki its first
500cc GP win at Ulster. For water-cooled motors like Damon’s
power climbed from 70 to 95bhp, with disc brakes replacing
drums and laid-down rear suspension getting power to the
ground. Damon, who’s raced Suzukis since buying an RG500 in
1976, bought the TR500 after it had been parked for 20 years.
After six years of racing it he’s developed a few tricks: “A lot of the
running gear is similar to an RG500, and I’ve modified TR250
trail bike pistons to fit,” he said.
1938 Ariel Red Hunter, 1961 Ariel Special
“I can’t afford an $80,000 Manx Norton,” said Clive Harrop,
twirling spanners on an 80-year-old Ariel Red Hunter he’s raced
for 27 years. “It’s finished hundreds of races and I’ve won
championships on the way.” Red Hunter engines were used in
sidecar speedway and solos ran in beach racing and reliability
trials – and Harrop is a one-man Ariel cottage industry. “My
biggest issue early on was cracked crankcases,” he said. “Now I
get my own cases cast, along with barrels and heads. The next
project will be a four-valve head, which Ariel offered on some
models in the early ’30s.” Harrop’s Period 3 special is a later
500cc single in a Norton featherbed frame. He may not be able to
afford a Manx, but he can challenge them on the race track.

21
 EVENT

JASON PRIDMORE, BARRETT LONG 1980 CMR YAMAHA FR1300, KAWASAKI 1260
Sons of two guns of American road racing, Jason Pridmore and Barrett Long were part of the strongest USA team yet, joining Colin
Edwards and Jake Zemke (both on CMR Yamahas). Pridmore and Long’s fathers, Reg and John, won championships on BMW R90S
twins in the early days of AMA Superbikes. Multiple AMA champ Pridmore was riding Ralph Hudson’s version of the Harris F1 racer of
the early 1980s. Gremlins struck Long’s Yamaha TZ750, so team-mate Robert Ruwoldt loaned him a Harris-framed 1260cc Kawasaki.

TREVOR TAYLOR ALAIN GUINOT

1981 YAMAHA TZ500H
Trevor has an amazing collection of TZ Yamahas and was racing a
TZ500 – this privateer version of Kenny Roberts’ world-beater wasn’t
as competitive as Suzuki’s RG500, so wasn’t produced in great
numbers. “I bought it completely disassembled and there were not a
lot of spares,” said Taylor, who adapted a TZ250 top end to fit the
magnesium bottom end. “It’s a real GP racer,” he added. “It’s got a
cassette gearbox so it’s easy to change ratios, and the twin cranks can
be changed without taking the engine out of the frame.”
1968 SUZUKI T500 COBRA
While the Island Classic was celebrating 25 years, Frenchman
Alain Guinot was celebrating 50 years of Suzuki’s Cobra. After
Ford reminded Suzuki that they owned the Cobra model name,
the T500 became the Titan. But Guinot insisted: “Make sure you
call this a Cobra”. His one-year-only model is a perfect
restoration, right down to the glowing bronze paint and the Posi-
Force logo on the oil tank, which boasts that you didn’t have to
mix oil and petrol to run this 500cc two-stroke twin.

22

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 EVENT
FRED SCHAFER
HONDA CR750 CAFÉ RACER
Dick Mann Honda CR750 replicas aren’t exactly two-a-penny. It’s
even rarer to see one on the road. “It’s just my every day rider,” said
Fred Schafer, who built this with his son Mathew. “You need to see
my good one.” Schafer has clocked up 15,500 miles in three years on
the Honda, including riding from Melbourne to Canberra – a
distance of over 400 miles in itself. That’s a long way on a seat like
that and such an uncompromising riding position. “I made the alloy
petrol tank myself, along with the exhaust and fairing,” said Schafer.
“I learnt how to do it all as I went along.”
KENNY CUMMINGS
1968 SEELEY MATCHLESS G50
“I came a couple of years back – it’s a magical place,” said New
Yorker Cummings. Making his return to racing after a monster
crash at Barber, Cummings has turned his racing hobby into a
lifestyle, and his restoration and customising business has taken off.
“I have all I need but I’ll never get rich,” he says of running a
business in NYC. “I just love what I do.” After internet fame
building and racing a Seeley-framed Norton Commando, he’s now
making single-cylinder Matchless-powered Seeleys and was
accompanied by customer Helmet Niederer on a big-bore G50.
“Racing the G50 is more of a science involving revs and corner speed.”
24
HAYDEN FITZGERALD
1961 MATCHLESS G50, 1976 YAMAHA TZ350
At the 2006 Island Classic, Wayne Gardner set a new Classic 500
lap record on a Fred Walmsley Matchless G50 during a dice with
Kiwi Dave Cole. Cole was riding Ross Graham’s G50, who this
year returned with another top Kiwi rider, Hayden Fitzgerald, and
another version of the bike. “Only the crankcases are standard,”
says Graham of the short-stroke single, which has a head
machined from solid alloy. Graham also brought a multiple
championship-winning TZ350. “It was fine until I started hitting
the TZ rear brake, thinking it was the gear lever,” said Fitzgerald.
MALCOLM AND SCOTT CAMPBELL
1987 HONDA RC30
“This all started with a $20 raffle ticket,” laughs Peter Howes –
the prize was a privateer Honda RC30 that raced in Australian
Superbikes. Peter soon realized he needed help from people with
experience, and now has Honda legend Malcolm ‘Wally’
Campbell and Clyde Wolfenden. Wally is remembered as the rider
who kept Honda at the top of the points in Australian Superbike
racing across two decades; Clyde managed Winfield Honda which
gave Troy Corser a leg up onto the world stage. Wally’s son Scott
joined the team and another bike was sourced. How’s Scott feel
about racing dad? “It’s a bit like having a fast road ride together.”
 AUCTIONS

Brough Superior
SS100 has an
estimate of
£170k-220k

Brough in charity auction

B O N H A M S , S T A F F O R D A P R I L 2 1 - 2 2
Charity begins at Stafford as Brough is put up for sale with proceeds going to good causes

The headlining bike at Bonhams’ spring sale at Stafford

looks set to be a 981cc 1931 Brough Superior SS100. As
prices fetched by Brough’s top-of-the-range model have
been heading north for some time, the £170,000-
220,000 estimate will come as no surprise to auction
watchers. But the fact that the proceeds from the sale of
this ex-Edinburgh Police machine will be donated to the
Search and Rescue Dog Association, the Royal National
Lifeboat Institution and the Salvation Army may well do.
“The bike is in excellent order,” Bonhams’ James
Stensel explains. “It’s from a deceased estate and was
restored by well-known marque specialists Brufsup in
2003. It has matching frame and engine numbers, but the
gearbox is a replacement and stamped ‘loan’, as it was
fitted as part of the maintenance programme the factory
provided for the police. It’s a wonderful machine that
will make a lot of money for some wonderful causes.”
Two bikes certain to generate a lot of interest are the
1939 OK Supreme Road Racing Special (RRS)
campaigned by WWII Spitfire pilot Flight Sergeant
Frederick Vinyard at Donington before the war, and an
ABOVE: Grindlay- exceptionally rare 1929 Grindlay-Peerless Brooklands
Peerless ‘Hundred’ ‘Hundred Model’. The former (estimate £17k-22k) was
(est: £45k-55k) bought from Mike Hailwood’s father Stan and registered
for the road in 1940, shortly before its owner tragically
died when his Spitfire crashed into the North Sea.
BELOW: OK Supreme The Grindlay-Peerless is one of only four to survive out
Road Racing Special of a total sale of just five or six of the model, which had
(est: £17k-22k) been produced to cash in on Bill Lacy becoming the first
man to cover 100 miles in an hour in Britain in 1928.
Owned and raced by JD Potts at Brooklands before
passing on to WC (Cyril) Norris in the early ’30s, it has
been in dry storage with the Norris family since the mid-
’50s. It’s estimated to make £45,000-55,000.
One-owner collections always spark a lot of interest
and the Miklos Salamon collection (see page 10) is sure
to do just that. The motorcycle collector and dealer died
in 2017 and his personal machines – including a 1970
Clymer Munch Mammoth (estimate £75,000-100,00), a
1973 MV Agusta 750S (estimate £70,000-90,000) and a
1940 Indian Four (estimate £28,000-35,000) – are being
offered by Bonhams. All are in immaculate condition
and first-class mechanical order, as are the remainder of
the 40-strong collection.

26
 E WITH SUBSTANCE
April AUCTION NEWS
D A T E S

14 Richard
Edmonds
Auctions at
Rare prototype CB750
Allington, near smashed its estimate
Chippenham,
Wiltshire
richardedmond-
A U C T I O N

sauctions.com

21 Cheffins
Cambridge
Vintage Sale at
Sutton, Ely,
Cambridgeshire
cheffins.co.uk
Sold £161,000
22 Bonhams
Spring Stafford HEAVY-HITTING HONDAS
Sale at the Japanese classics come of age at H and H’s first sale of 2018
Staffordshire It was a mixed bag of results for H and H Auctions when they offered 168
County bikes at the National Motorcycle Museum. A surprising number of the
Showground, race bike lots failed to sell, as did some machines that would normally be
Stafford. considered bankers – including a 1951 Vincent Comet with an estimate of
bonhams.com £18,000-20,000, an ultra-rare 1901 198cc Dart, estimated at £15,000-18,000
and a 1915 Indian Model G ‘Big Twin’ outfit (estimate: £35,000-40,000).
May But there were some big-hitting lots too – particularly Japanese
2 Charterhouse machines. A very tidy and original 1973 Suzuki GT550 made £5850, a 1971
sale at The Royal Kawasaki H1A changed hands at £10,687 and a 1978 Honda CBX1000,
Bath and West described as being in original and perfect condition, smashed its £10,000-
Showground, 11,000 estimate to sell for £14,908. But two bikes really stole the show,
Shepton Mallet, though. The ex-John Lennon 1969 Honda Z50A we previewed in CB
Somerset February obliterated its £20,000-40,000 estimate to make a staggering
charterhouse- £56,500. Imagine. And the top performing bike in the sale was one of just
auction.com four prototype Honda CB750s produced in 1969, used on Honda dealer

D388
roadshows that year. Carrying an estimate of £35,000-40,000, the bike
26 Mathewsons sold for £161,000 – a world record for the model. A superbike indeed.
sale at Roxby
Garage,
Thornton-le- OPEN FACE XS-XL
Dale, Pickering,
North Yorkshire
mathewsons.
£99.99 VINTAGE BLACK
co.uk
£89.99 VINTAGE RUST / IRON
Sold £9960 Sold £34,000
June
1/2 Mecum sale
at the South KEEPING IT REAL SINGLES CLUB
Point Hotel and Practical, everyday bikes Brit singles stay strong at
Casino, Las perform well at Bath & West DAH Sledmere sale
Vegas, Nevada, Charterhouse offered 83 bikes at Out of 51 motorcycles offered at
USA their February sale at the Bath and DAH’s March sale, this lovely 1938
mecum.com West Showground, with just 14 Vincent Comet Series A was the
failing to sell. A good selection of stand-out lot, selling for its low
7 Dorset Brit and Japanese classics made estimate of £34,000. In one family
Vintage and largely affordable prices. The top ownership since 1959, it has been
Classic Auctions performing lot, a 1983 Ducati fitted with a replacement engine
sale at Darmah with just under 25,000km at some stage in its life, but
Athelhampton on the clock, sold for £10,280; a remains in wonderfully original
House, near very tidy 1967 Triumph T120 made specification and has been used
Dorchester, well over its £6000-8000 estimate only sparingly. Other machines to
Dorset at £9960 and a very honest looking make strong money included a
dvca.co.uk 1939 Velocette GTP also beat its circa-1962 Matchless G50 racer,
estimate of £4000-6000 to sell for which made £23,000, and a 1955
£7924. One of the Triumph TR7s 350cc BSA Gold Star replica that
formerly used by the White sold for £5900 against its pre-sale
Helmets display team failed to sell. estimate of £3500-4500.
T 0117 971 9200
F 0117 972 5574
E info@thekeycollection.co.uk
W www.thekeycollection.co.uk
 DIARY
April

L I S T I N G S
2
SOUTH OF ENGLAND
CLASSIC BIKE SHOW
AND JUMBLE, South
of England
Showground, Ardingly,
West Sussex
elk-promotions.co.uk

E V E N T
RED MARLEY HILL
CLIMB, Great Witley,
Worcestershire redmar-
leyhillclimb.com

21/22
CAROLE NASH
INTERNATIONAL
CLASSIC
MOTORCYCLE SHOW,
Stafford County
Showground, Stafford
classicbikeshows.com
M C N F E S T I VA L M AY 1 9 - 2 0
22

Rev up for summer

ROYAL ENFIELD RIDE
IN, The Sammy Miller
Museum, New Milton,
Hampshire.
sammymiller.co.uk
Fast Freddie, fever-pitch dirt track racing, fired-up and fabulous classics
May
You know summer isn’t far away when Enjoy dirt track If it’s entertainment you want, the 4/5
the Carole Nash MCN Festival comes and speedway MCN Festival delivers. Overnight PRE-65 SCOTTISH
around. This year’s bash takes place on action on the campers get free entry to a speedway TWO-DAY TRIAL,
May 19/20 at the Peterborough Arena league match between Peterborough Kinlochleven, Lochaber
on-site track
and will be the biggest and best one yet, Panthers and Newcastle Diamonds, and pre65scottish.com
with plenty to pique the interest of the during the daytime there’s a round of the
classic fraternity. Dirt Track Riders Association National 12/13
Guest of honour is American GP ace Series. The vintage class is the one to ENDURANCE
and former 250cc and 500cc world watch, with Brit twins and singles, Harley LEGENDS,
champion ‘Fast Freddie’ Spencer. It’s 32 V-twins and an assortment of classic Donington Park Circuit,
years since he retired from the sport – and strokers doing battle on the dirt oval. Derbyshire
33 since he lifted his last world title – but Saturday night is party night, with endurancelegends.com
the affable Louisiana man has lost none of some of the best local bands providing the
his passion for bikes. He’s still got a soft musical backdrop to the Yamaha Dark 20
spot for the 16-valve Honda fours that Fast Freddie Star party. The CB crew will be there, ROMNEY MARSH
kick-started his top flight career in the US Spencer will be soaking up the atmosphere. See you there. CLASSIC
Superbike series. Freddie will be sharing dispensing his Keep up to date with the latest news BIKEJUMBLE, WITH
memories from his racing career – and his tales of top- and developments by checking in to the NEW RIDE-IN SHOW
tales are not to be missed. He’s one of us. flight racing festival website: mcnfestival.com Hamstreet, Near
Classic metal won’t be neglected, either. Ashford, Kent
Once again, one of the most popular elkpromotions.co.uk
features of the festival is set to be the fire-
up paddock. Our colleagues from MCN June
are already working with the organisers 2/3
of the excellent Brackley Festival of COUPES MOTO
Motorcycling to finalise a superb line-up LEGENDE,
of classic race machinery. Dijon-Prenois
There’ll be plenty of classic iron in the coupes-moto-legende.fr
main show halls too, with club displays
already confirmed including the Air- 17
cooled RD Club, British Two-Stroke VMCC BANBURY
Club, British Owners Club Essex, RUN,
Triumph Owners MCC and the VJMC, as The British Motor
well as plenty of retro-style modern bikes Museum, Gaydon,
– many of which will be available for road Warwickshire
test on a first come, first served basis. banbury-run.co.uk
Don’t forget to bring your riding gear.

28
 A P R I L 1 4 / 1 5

BACK IN THE SADDLE

TIME FOR THE CURTAIN-RAISER
ON A NEW RACING SEASON
Mallory Park is where the season kicks off for
the lads and lasses of the British Historic
Racing Club. The championship runs over six
rounds this year and, as spring loosens
winter’s hold, it’s time to see what the results
of close-season fettling sessions brings to the
track. The club offers an astonishing total of
26 classes – covering everything from solos to
sidecars and scooters, capacities from 50cc to
unlimited and eras ranging from vintage to
post-classic Superbikes.
Last year’s champions will be back
defending their titles against a new wave of
challengers at the popular Leicestershire
circuit. For the riders, it’s a first chance to size
up the opposition for the coming season,
while for spectators it’s an ideal opportunity to
find out first-hand just how exciting and
competitive historic bike racing can be.
britishhistoricracingclub.co.uk
A P R I L 2
SEEING RED
WATCH CLASSIC IRON DEFYING GRAVITY AT RED MARLEY
If it’s spectacle you want, Red Marley delivers in spades. Take an improbably steep, grassy hill in
rural Worcestershire, sprinkle with scores of pre-’70 bikes and garnish with hundreds of
spectators lining the course. Now set riders off in slickly-orchestrated runs – four at a time – to
see who can blast to the top first. Simple. Or it would be if it wasn’t for the challenges presented
by the bumpy 440-yard course, with a couple of jumps and a gradient that reaches 1:1.5 near the
top. The racing is wild, the riders brave (or optimistic) and the drama intense. To make life even
more interesting, some intrepid entrants make things harder for themselves by riding less than
suitable machinery. Last year we witnessed a quartet on rigid, side-valve Harley-Davidsons, a
gent on what looked like a road-going Triumph twin and any amount of grass track bikes. The fast
men are blindingly, jaw-droppingly quick and get spectacular air over ‘the pimple’ near the top of
the hill. The action is non-stop (but for a brief lunch break to sample the on-site catering and bar)
and the atmosphere is superb. It’s an event you must get along to at least once. Make a weekend
of it, by turning up on Sunday for the classic trial, then camp and stay on for the main event on
Bank Holiday Monday. redmarleyhillclimb.com

A P R I L 2 1 / 2 2

GO LARGE
UK’S BIGGEST CLASSIC SHOW HITS STAFFORD AGAIN
If bigger is better, then The Classic Motorcycle Show at Stafford in April
is top of the heap – it’s huge. The outside autojumble covers acres of
the site with a mixture of precious metal – and a fair bit of old junk, too.
You have to be savvy – and preferably on site on Friday evening during
set-up – to score many of the genuinely desirable finds, but early doors
on Saturday you can still find some worthwhile bargains.
Inside, the five halls are crammed with trade stands, club displays
and mighty fine restos on the private concours section, while Bonhams
host their UK flagship sale on Sunday. The cottage industry that keeps
the wheels of the classic bike movement turning is out in force and it’s a
great chance to take a good look at kit you might be thinking of buying.
Most of all though, Stafford is one of the big social events on the
classic bike calendar – time to meet mates and enjoy the buzz.
staffordclassicbikeshows.com

29
 YOUR CLASSICS
Electric guitars, bed,
Honda C50... what else
could a young man’s
bedroom need?
Cub love is a long-term affair
A touching tale of youth, infatuation, a seemingly hopeless restoration... and salvation
I’ve always admired simple engineering,
while not knowing very much about it.
For a 21-year-old, my list of dream
vehicles is a slightly eclectic one, and
while it changes over time there are a few
firm favourites: the Ural M-72, the
Trabant 601 and, most importantly, the
Honda Super Cub.
Walking through town one day, I
pointed at a tired but charming Honda
Super Cub and said to my friend: “I’ve
always wanted one of those”. She said
that it was her friend’s and that he was
giving it away because it didn’t work. A
couple of texts and phone calls later, and
I was pushing the C50 back home, right
across to the other side of town. My heart
sank a little when a homeless man that I
passed on the way told me he used to
own one, and that he would give me £1 if
I got it working!
Once home, I gave the Honda a good
clean and polish. It had been sat outside
30
rotting away for a year, but looked to be
in good shape for something from 1971
that hadn’t been properly cared for. The
engine seemed to turn over fine; there
were no keys, but I soon worked out how
to fit a new ignition. My first big setback
‘IT HAD BEEN SAT
OUTSIDE ROTTING
AWAY FOR A YEAR’
was filling it up with fuel, which
immediately dribbled out again. So I then
learnt how to fit new fuel lines. I’m a
journalism student and an engineering
novice, but after that I saw no reason
why she shouldn’t start. But she didn’t.
A couple of days later I was explaining
to a mate that the bike wouldn’t start,
and kicked the engine over to prove it.
And with that kick it roared into life! I’m
sure the sound of the 49cc engine was
more like a purr compared to most
Classic Bike readers’ motorcycles, but it
was a moment of utter joy – my first
vehicle starting for the first time! I
hopped on and had a zoom about the
garden. It was the first time I’d ridden a
motorbike, and it hooked me. My father
rushed out the house and laughed – he’d
owned a Honda CB200 when he was my
age, and repeatedly told me how much
the bike suited me.
I love my Cub. I love tinkering with it,
cleaning and riding it, and hope to have it
on the road for the summer. Every time I
ride it, I can’t help but smile... and I won’t
be holding the man to his £1 offer. If I’ve
learned anything, it’s this: the Beach Boys
were right – my little Honda is indeed
‘more fun than a barrel of monkeys’.
WILL CROUCH
 SEND YOUR PHOTOS TO
Classic Bike, Media House, Lynchwood, Peterborough, PE2 6EA
classic.bike@bauermedia.co.uk

MY VELO IS A LEAP FORWARD IN CIVILISATION

This is me with my 1958 Velocette Venom
Mike’s enjoying the
– it’s a bit of a mixture as it came to me
singular pleasure of partly dismantled. I’ve kept it unrestored,
his Velocette Venom but added a BTH mag and Alton generator
plus a top-end rebuild. I’m just running it
in and enjoying the super handling. It is
quite a contrast to my old B50SS – far
more civilised, but still a super single. I
also have a BSA A65 twin – another
mixed bag I bought as a dismantled US
import lot. I will start putting it all
together this year, but plan to leave it as
original and unrestored as possible – I’ll
keep you updated on progress.
MIKE ARMSTRONG

Proof of the
pulling power of the
mighty Honda Cub

The step-thru field

bike: we’ve all been
there, haven’t we?
Don’t think there’ll be any
problems getting that
Even Will’s little through emissions...
helper was in despair
when all the fuel
leaked out of it COMMANDO PULLED UP
BY ITS BOOT STRAPS
My uncle Rich loves his Norton
Commando and I figured if he saw it in
your magazine he’d be excited. He’s done a
lot to the bike and he’s a great guy. He
bought the bike brand new in Illinois and
he loves it. We’re currently giving it a
restoration – I include a ‘before’ photo and
one of its current state of restoration – I
think it’s looking good.
ANDREW BERMAN Andrew’s uncle started off with the bike’s bare bones

31
 YOUR LETTERS

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A YEAR’S
MEMBERSHIP
TO THE VMCC

SEND A STAR
LETTER AND
BECOME A
VMCC MEMB
Lead letter wins a year’s
membership of the VMCC,
giving access to a wealth of
expert advice, a massive
archive, registration
assistance and discount
insurance.
Buzzing around Wasp
Our feature on the West Country engineers stirred up a nest of memories...
As soon as I turned to page 66 in the February
issue, I thought: ‘that’s one of mine’. In the mid-’80s
I was a photography student at Salisbury College
of Art. One of the projects was to mock up a full
article with images and body text on a subject of
your choice. Motorbikes were a recent obsession
of mine – and the Wasp factory wasn’t far away.
I spent half a day at Wasp taking pictures – the
1000cc racing engine was quite new at that time
and still on the dyno. Mr Rhind-Tutt was very kind
and showed me around; I took the group shot
outside and must have sent him a copy. It must
have hung on the wall for over 30 years! As for the
photography course, I passed; I’m still a
photographer and still interested in motorbikes.
JOHN MARX

GETS HER VOTE

What a charming picture in last
month’s The Way We Were of Graham
Hall’s trailblazing motorcycling great
grandmother (left). I’m sure you’re
already aware, but universal suffrage
didn’t happen in the UK until 1928. This
year is the centenary of votes for all
men and some women (ie over 30 – no
foolish young maidens) and with
property restrictions. I’m also
informed by John Hodson, who is the
Coventry Eagle marque specialist for
the Sunbeam MCC, that the machine
is not 1919/20, but probably a 1915
model. This is based on the magneto,
which is chain-driven and forward
mounted, which was used from 1914
to 1920, whilst the narrow mudguards
make it pre-1916 and the forks make it
post-1914. Anyway, despite my
pedantry, Rick’s writings are always
our favourite part of the magazine –
keep up the good work
JULIE DIPLOCK,
ELK PROMOTIONS
Rick has sent an
apology in the form
of a photograph (see
right). Mark H

32
 SEND YOUR LETTERS TO
Classic Bike, Media House, Lynchwood, Peterborough, PE2 6EA
classic.bike@bauermedia.co.uk

CLARK YOUNG STARTER

CLARIFICATION
In Mick Duckworth’s otherwise
excellent article on Nobby Clark
(February issue) a reference is made
to his guilty plea for theft when
employed by Robert Iannucci in
America. It should be recorded that
this remarkable man proclaimed his
innocence to me many times right up
to the time when I saw him – and we
discussed the matter – two weeks
before he died.
In the US (and elsewhere) there is
something called plea bargaining
which, if you confess, has the effect of
reducing or, in some cases, eliminating
the sentence. Nobby, whose
resources were somewhat less than
the millionaire lawyer Iannucci, told
me it was a route he chose.
He went on to make history with his
induction to the AMA Hall of Fame, an
honour normally reserved for
champion riders – not for the honour,
though that was unusual enough, but
because he received it twice. The first
announcement of the award was
swiftly withdrawn, the AMA blaming
an error in the ballot. But there were
those who thought it was not
unconnected with the theft charge.
Uproar followed, led mainly by Kenny
Roberts, and the award was reinstated.
The presentation is available on
YouTube and worth watching.
ROBIN MILLER
This is my grandson Rowan aged two
and already looking for his first ride.
MICHEL GREENHAF,
MERTHYR TYDFIL
ABOVE: Renzo
Pasolini – coolest
racer ever?
THAT RIVIERA TOUCH
Thank you so much for the peerless
Mat Oxley’s wonderful article on the
Mototemporada street races in Italy.
Having toured on a motorbike in Italy
FRENCH LESSON
Can any readers shed any light on the
and attended the high altar of the motorcycle below: numbers produced,
Mugello MotoGP, I can’t imagine what literature, history… anything will be
it must have been like to witness Ago, helpful, as my next task is to find a new
Read, Hailwood et al race on the home for the bike. It’s a French
Adriatic street circuits, but Mat’s Automoto A24S and I believe it is the
article brought it to life. Was there only one in the UK – maybe the world?
ever a cooler rider than Renzo COLIN LEBRETON-TOWELL
Pasolini? Such a tragedy that he was
taken along with Jarno Saarinen on
that dreadful day in 1973 at Monza. I’m
now going to watch James Hill’s short
film Giuseppina (nothing to do with
bike racing, but all about a rural BP
petrol station outside Rimini) and start
BELOW: A smooth planning a trip to Misano. Ciao tutti!
Matchless twin? IAN STACEY, MIDLOTHIAN,
Apparently so SCOTLAND

A QUESTION OF BALANCE
As a long-time member of AJS and
Matchless Owners’ Club I was very
interested to read your report on the
Matchless G15/45 in the February
issue. Your comment that: ‘The first
thing that totally blew me away is how
smooth the engine is’ came as a bit of
a surprise, knowing that AMC twins
have a reputation for ‘the vibes’, but
then realised that this was the
ex-Chris Read 750 machine, which
Chris subjected to a thorough rebuild.
I feel almost sure that Chris had the
crankshaft dynamically balanced. Roy
Bellett could confirm this.
TIM RAMSAY
We were unable to contact Mr
Bellett, but owner Ray Woolford
pointed out that several firms offer
dynamic crankshaft balancing, so it
is quite likely his engine benefited
from this process during
restoration. Mick Duckworth

THE VINTAGE MOTOR CYCLE CLUB

KEEPING OUR MOTORCYCLE HERITAGE ALIVE
ONLINE: VMCC.NET SHOP ONLINE: VMCCSHOP.COM TEL: 01283 540 557
VINTAGE MOTOR CYCLE CLUB (VMCC) @VMCCUK

33
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0 1 9 7 0 6 2 7 7 01970
7 1 627771
 MASSIVE 50-PAGE AL

50Years O f T h e

e gr e at Br
Th r om
in – f
1968 tw
stopgap
2018 to legen
d

INSIDE:
38 How the Commando came about 42 Sexing-up the sales figures 46 Continual development
52 First-year model road test 61 Owners talk 62 Parts & upgrades 67 John Player Norton:
history and test 74 Restored Fastback 82 Norton: Commando to now 84 Latest Norton tested

37
 50 OFYEARS
TH
ando BIRTH OF A LEGEND
Comm

38
 How Norton went
Commando True icons are a rarity, but style it. They came up with the idea of a one-piece seat
and tail unit, with a tank to match. The result was the
Commando Fastback, and a silver prototype, tested for
this famous twin deserves just 1000 miles, made it to Earls Court on time.
Unfortunately, not everyone liked the work of Wolff
the accolade, despite its Olins, especially in the vital US market. “They said it
was like a flying surfboard,” remembers Brian Slark,
inauspicious inception. who had joined Norton’s new operation in Long Beach,
California. But they loved the old P11 desert racer, and

Here’s how it all came about

that gave Bob Trigg an idea. He came up with the
Commando 750S – a street scrambler, with a smaller
tank, lots of chrome and two high-level pipes on the left-
WORDS: PETER HENSHAW. PHOTOGRAPHY: BAUER ARCHIVE & HENSHAW COLLECTION
hand side. Early bikes even had a high front mudguard,
though that didn’t last long. The 750S was a flashy
eyeful which came in a range of metalflake colours, as
n many people’s eyes, the Commando is LEFT: Norton-Villiers well as bright yellow. “Some of the dealers were a bit

I the model that defines Norton, with its

combination of famous logo, forward-
canted parallel-twin engine and
quintessential styling. Yet amazingly this
all-time classic was originally intended as a stopgap.
boss Dennis Poore
with the shiny pot
awarded for MCN ’s
Bike of the Year
cynical about purple metalflake, but after they’d sold five
bikes they became enthused!” recalls Slark. “After the
S model came out, we hardly sold any Fastbacks.”
If the 750S appealed to wannabe desert racers, then
the R type, launched alongside it in 1969, was one for
In mid-1967, Dennis Poore had a problem. The head the traditionalists, with gaitered Roadholder forks and
man at Norton-Villiers had to come up with a new low-level exhaust. The Fastback’s tailpiece was ditched in
flagship in less than three months. Norton’s existing favour of a conventional ribbed dual seat, and the rear
three-year-old P10 prototype had proved a bit of a Poore wanted a mudguard and headlamp were in chrome. The R type
lemon; the 800cc double-overhead-cam twin ran, but it radical-looking bike – didn’t sell as fast as the S, and was only in production for
also leaked oil, rattled like a bag of nails and made no but the Fastback was a year – but it led directly to the Roadster, which
more power than the existing Atlas 750. A redesign was too radical for some remained a staple of the Commando range right up to
underway, but it would be costly and wouldn’t be ready
for the vital Earls Court Show in September.
Designers Bob Trigg and Bernard Hooper were
ordered to come up with a model to bridge the gap,
tasked with taming the notorious vibration of the 745cc
Atlas engine and getting the result onto the Norton
stand at Earls Court – all in just 11 weeks.
Trigg and Hooper came up with the idea of rubber
mounting the engine, with shim adjustment to keep the
swingarm and wheels in line. An initial prototype was
built and tested on the roads around the factory site. The
mounts did cut vibration – but only at over 6500rpm.
Professor Stefan Bauer suggested slicing the mounts in
half, and Bob Trigg found vibration was eliminated over
4000rpm. Again, Bauer said slice them in half. “We did
that, and took the bike up the road again,” Bob recalled.
“It was still lumpy at low revs, then at 2300rpm it would
smooth out. That was great. It still felt like big twin at
low revs, but it took all the unpleasant vibration out.”
Trigg wanted a dynamic look for the bike to
complement this new ‘Isolastic’ concept. “Someone
suggested the engine would look better canted forward,
so I did that,” he says. The rear shocks were positioned
at a similar angle and big alloy footrest hangers filled the
space between the front and rear footrests.
Dennis Poore wanted the Commando to look more
radical, and invited design consultancy Wolff Olins to

39
 50 OFYEARS
TH
ando BIRTH OF A LEGEND
Comm

the end. “The Roadster was a hot rod,” says Slark.

“And that’s what American riders wanted.”
The Roadster also became synonymous with Norton’s
black with gold pinstriping colour scheme. Slark says this
originated with Jack Baldwin, a Los Angeles dealer who
was painting Commandos in alternative colours. Seeing
how popular the black and gold scheme was, Slark urged
Bob Trigg to have a factory version done.
In Europe and Australia, touring riders were put off by
the Roadster’s tiny fuel tank and range of only 100 miles
or so. Never a man to do things by halves, Dennis Poore
ordered that a prototype be made with a six-gallon tank,
and Bob Trigg was given the job. “I styled it in my back
garden and phoned Tony Dennis to come and have a
look. He liked it, though we did have to narrow the tank
at the rear. It ended up at 5-5½ gallons, which was
enough for the Europeans.” The result was the Interstate:
mechanically identical to the Roadster, but looking quite
different thanks to its fat tank – and it, too, would be
part of the range to the end of the Commando’s days.
In 1971, at the high point of the chopper craze, the
Hi-Rider arrived, flying in the face of traditional style.
Again, Bob Trigg was involved in the project: “I saw all
these choppers in America and Dennis Poore asked
whether we could make one. I knew we couldn’t fit long
forks, but we could do a styling job. I used a small
Matchless tank and carved the seat out of a lump of
polystyrene, added a sissy bar and high ape-hanger ’bars,
and that was it.” The result has had its share of ridicule
down the years, as Brian Slark remembers: “Some people
laughed at it, but in certain markets it sold well.”
Norton introduced a more powerful (but less reliable)
Combat engine in 1972, before an upgrade to 828cc in
1973. This new 850 was stronger, but also heavier and
slower. The plan was to produce both engines side by
side, however the 750 and 850 looked almost identical.
The job of differentiating them was handed to a young TOP: Detail design white or dark blue, but I wanted to use Norton Manx
stylist named Mick Ofield, who had joined Norton the drawing reveals colours; that’s why we later did a silver tank with red and
previous year. “One of my first jobs was to design importance of parts black pinstriping. I was a Norton enthusiast and couldn’t
graphics for the 850, retaining the Roadster tank but commonality and understand why they didn’t dig deeper into their past.”
making it look different. I used two pinstripes for the Ofield also had a hand in the John Player Norton, with
850; one on the 750. Standard Interstate colours were
ease of assembly its endurance racer-inspired twin-headlight fairing. “It
started life as a single headlight, café racer-style bike,”
ABOVE: John Player says Ofield. “But, because John Player were putting
Norton at early, money into the endurance racers, we adopted twin
single-headlight headlights which were better for street use and looked
design stage distinctive. My design sketches for the fairing went off to
someone who hand-beat an alloy prototype, and then it
went to Avon Fairings to have the pre-production
fibreglass laid up. Underneath the phoney gas tank was a
Roadster tank with another gallon added by a boxy
extension welded on the back – it didn’t matter what that
looked like because no one could see it.”
This summed up the JPN, because beneath the
endurance bodywork, solo seat and café racer riding
position was a completely standard 850 Commando.
Cycle magazine liked the bike, comparing its quiet, lazy
LEFT: Hi-Rider version performance to that of a BMW R90S, though even Mick
was an attempt to Ofield acknowledged it wasn’t to everyone’s taste: “They
cash in on the weren’t very practical – a super café racer that stuck you
in the racing position whether you liked it or not. For
chopper craze. Some someone used to a sit-up-and-beg style, especially in the
people liked it... States, it was a bit of a shock.” The JPN was the last
major variant of the Commando, sales of which were now
dominated by the basic Roadster and Interstate. Both

‘THE AMERICANS SAID THE FASTBACK looked traditional, especially in Manx colour schemes.
From stopgap range filler, to radical mould-breaker,
daring chopper and the traditional machine we all know
LOOKED LIKE A FLYING SURFBOARD’ and love – it’s easy to forget that this mainstay of the
classic world has such a varied and colourful history.

40
Tanked-up Interstate was styled in Bob Trigg’s back garden using lumps of polystyrene

High-piped street scrambler 750S was a big hit with Stateside lovers of desert sleds John Player Norton looked futuristic in ads, but was standard Commando underneath

41
 50 OFYEARS
TH
ando SELL OF THE CENTURY
Comm

Model for
Success
Cultivating the Commando US west coast operation from Triumph. “But we had
those inside front cover ads, and often a picture on the
cover as well. We were very like Ducati became later on
image was key to turning it – small sales but a big presence. People thought we were
a much bigger company than we really were.”
into a showroom hit, creating The Norton Girl ads worked, though Jackson thought
endorsement by a suitable male celebrity wouldn’t harm
either. He was thinking Steve McQueen: wildly famous,
classic ads along the way well loved, and a genuine motorcyclist. Mike met him at
the preview of On Any Sunday, where the star showed
WORDS: PETER HENSHAW. PHOTOGRAPHY: BAUER ARCHIVE & HENSHAW COLLECTION interest and promised to get his people to look at it. The
answer that came from his official publicity folk was yes,
he could do it – however McQueen’s massive fee would
have devastated the advertising budget. It wasn’t to be.
Curiously, Norton didn’t make much of a fuss about
orton had a serious job on its hands trying FAR RIGHT: Norton the Commando being ridden by another A-list celebrity.

N
to sell the Commando – especially in early- Girls ads raised the Already a Triumph fan, Clint Eastwood had fallen for
’70s America, where Triumph and BSA company’s profile. Norton while filming in London, and bought himself a
were well known but Norton wasn’t. And probably a few 750S in 1969. He took it on location with him, including
Promoting the new bike prompted an ad other things as well to Yugoslavia for Kelly’s Heroes, and the bike featured in
campaign using a series of ‘Norton Girl’ full-page the 1978 Superstar Profile documentary on the actor.
adverts, which became pin-ups to a generation... and Shifting Commandos wasn’t just about advertising,
which very nearly also included Steve McQueen. though – Norton also needed to build a US dealer
The first brochure for the Commando was a serious
and sober affair, big on technical specs to appeal to
‘experienced motorcyclists’ – but within a couple of years
the ads became short on detail but big on image. Mike
Jackson, Norton’s General Sales Manager at the time,
masterminded them. “They were perfect pin-up material
for young GIs out in Vietnam,” he recalls.
Something else helped. On earlier trips to the USA,
Norton-Villiers MD Dennis Poore had managed to
secure for Norton the coveted inside front cover advert
position in both Cycle and Cycle World, the two leading
monthly magazines. “Honda and BMW went mad,”
says Mike with a chuckle. “They wanted that inside
front cover, but I think the editors wanted to help a
small, struggling British company.” Though the ads
didn’t have reams of technical blurb, Jackson ensured
that there was a mention of the Isolastics in every single
ad, giving them the ‘Super-Ride’ strapline. “It was very
important to get people to ask what this was. If they
hadn’t tried it, then Norton meant nothing to them.
Vibration was killing the sales of British bikes.”
“We only had one or two per cent of the market,”
remembers Brian Slark, an ex-pat who joined Norton’s

‘IT WASN’T JUST ABOUT ADS RIGHT: Norton

– NORTON ALSO NEEDED TO couldn’t afford
McQueen, but
BUILD A US DEALER NETWORK’ Eastwood bought
his own 750S

42
43
 50 OFYEARS
TH
ando SELL OF THE CENTURY
Comm

The charms of various attractive young ladies may have provided the initial visual hit, but the Norton ads also packed a technological
punch. The ‘Super-Ride’ strapline was designed to get the Commando’s Isolastic engine mounts into the public consciousness

44
network. The Berliner Corporation, which also handled
Ducati and Moto Guzzi, took care of the east coast,
while Norton’s in-house importer based in California
sold bikes in a limited territory out west. But when Mike
Jackson joined the US operation in 1970, he was
shocked at how little-known the company was. “We
had a presence in just seven western states,” he recalls.
His solution was two-fold. One was the high-profile
Norton Girl ads, but the other was visiting dealers
personally... on a Commando.
Targeting smaller ‘mom and pop’ outfits, Mike and
Brian would ride to the prospective dealers. “We’d say:
‘Just take it for a ride,’” Brian remembers. “They’d come
back and say: ‘That’s the smoothest, most powerful
motorcycle I’ve ever ridden’. Often that was another
dealer signed up – they had to buy two bikes straight
away, but had three months credit as an inducement.
“We began to pick up dealers here and there. There
was some resistance at first, but once they saw that we
backed up the warranty and could supply spares, it got
better. It also helped that we would visit the dealers
personally, take them out for a few beers and get them
to ride the Commando – they could see that we were
motorcycle enthusiasts.”
The sales effort got another boost in 1971, when
Norton took over responsibility for 24 states, right up to
the Mississippi, and Mike Jackson spent six weeks
travelling 6000 miles through every single state, visiting
as many dealers as he could – this time by car.
So, Norton had an impressive ad campaign and a
growing network of dealers, but there was a third factor
in their early ’70s sales boom. In America, drag racing
was a huge sport and a bike’s standing-start quarter-
mile time was the most significant performance figure
of all – so when the Commando won a headline battle
based on exactly that in early 1970, it was a big boost.

ABOVE: Racer Cycle magazine had decided to pit seven of the new
and mechanical generation of superbikes against each other, bringing
BECAUSE THE LADY LOVES... engineer Peter
Williams: a model
together the Commando, Honda CB750, Kawasaki
Mach III, BSA Rocket 3, Triumph Trident, Harley-
Remember the TV adverts for Cadbury’s Milk Davidson Sportster XLCH and Suzuki T500 Titan. The
who provided a
Tray? They involved a black-clad action man manufacturers of these machines were invited to deliver
delivering a vital chocolate package to a needy
different focus test bikes to the Orange County Raceway for a test
woman in a remote, luxurious house, usually which was based purely on performance. Brian Slark
halfway up the side of a mountain. He would personally prepared a metalflake 750S, which was
use a helicopter, abseil... whatever it took. trailered to the circuit.
Around 1970, Mike Jackson had a call from The first test – a brake test from 60mph – didn’t start
an ad agency. “They said they were filming an well for Norton, as the Commando was judged by the
ad for the Milk Tray series in Spain. A bike Cycle journos as having the ‘worst brakes of the whole
would be leaping a canyon, the rider would get bunch’. But at 404lb the Norton was the lightest of the
off to deliver the chocolates under a full moon, four-strokes (74lb less than the Honda), and the testers
and could we supply a bike? I agreed, but loved its handling. It had the third-best lap time, too.
stipulated that they were to pay parts and But where it really scored was on acceleration. The
labour for any repairs afterwards. Arthur Commando was judged the easiest bike to get off the
Browning, a 6ft 3in scrambler from line, had the lightest clutch and at 12.69 seconds it was
Birmingham did the quickest over the quarter.
riding – and after they Every bike except the Suzuki and BSA got under 13
shot the ad, repairing seconds – but it was the Norton that proved to be the
the bike cost nearly as quickest-accelerating bike you could buy.
much as it was worth.
It had a bent frame,
bent forks, bent
everything. Those sort
‘IT WAS QUICKEST OVER
of things don’t really
help sales. I still laugh
about it with Arthur.”
A QUARTER MILE IN CYCLE
MAGAZINE’S 1970 TEST’
45
 50 OFYEARS
THE
ando IMPROVING THE BREED
Comm

Onwards and

The road to the 850

Commando and beyond
was paved with many test
miles and modifications

46
 BELOW: John Baker (left) and Dave
Rawlins. Guess which one was
the development engineer....

With the Commando selling

well, Norton didn’t sit on its
laurels – developme
the model was
WORDS: PETER HENSHAW. PHOTOG

evelopment of the Norton Commando

D
didn’t stop when it went into production
in 1968 – the bike was being continually
developed and tested throughout its life.
“The Commando’s development was
very much done by a team,” explains structural engineer
Hugh Harrison. He wasn’t a rider, but would happily
ride pillion at high speed around MIRA’s test track,
watching the behaviour of the bike in front. “We had
lots of different people with different skills. Changes
would be made either at the annual model updates or
because of problems that came up during the year – such
as handling problems. In that case, you had to come up
with a solution as quickly as possible, because bikes
were still going down the line with the problem.”
Norton’s high-profile John Player racing team found
success (see page 65), and engineers at Wolverhampton
managed to bag some records as well. Fitter/tester Dave
Rawlins and development engineer John Baker formed a
formidable partnership, breaking several quarter-mile
records and winning drag races at home and abroad
with what looked like a standard Roadster (their bike
was actually much modified, as was allowed under
Production Class rules at the time).
John Baker fitted a 4S camshaft (which he had helped
to develop), increased the compression ratio and
polished the crankshaft and conrods. He also removed
restrictions in the airbox and lightened many other

BELOW: Hot pants and RIGHT: Part of Rawlins’

knee-length boots were job was to put
considered standard road Commandos through
test attire in the ’70s rigorous testing

47
 50 OFYEARS
TH
ando IMPROVING THE BREED
Comm

parts, with a lighter cradle for the engine and gearbox,

plus a lighter exhaust with fewer baffles. The result was
69bhp on the dyno, far more than a standard 850.
All this power would have meant little without a
skilled rider – and Dave Rawlins was certainly that,
having honed his standing-start technique to suit the
Norton. “We spent a lot of time at MIRA at the timing
lights, developing the best technique,” he says. “At first,
I would just let the clutch out normally, but then we
fitted a shorter lever so I could just snap it in – if I did
that, I got a little bit of wheelspin, with the front wheel
just a couple of inches off the ground, and could get a Challenge race bike was earmarked for development as a road-going model
good time. But as the bike was further tuned and power
increased, you’d end up with too much wheelspin and
lose time – so I went back to the standard clutch lever
and feeding it out, holding constant rpm.”
REPLACEMENT PROVES A CHALLENGE
Norton’s 747cc liquid-cooled carburated zero-degree twin
Norton-Villiers boss Dennis Poore could see the Challenge is remembered as a made 95bhp and weighed
publicity value in this. He gave the go-ahead for an racer, but was to be the base 195lb; rival two-stroke motors
attempt at the standing and flying kilometre at for a Commando replacement. came in at 140lb with 120bhp,
Montlhéry near Paris, although to bag them a As a racer it failed. Basically with half the rotating mass.
Frenchman had to do the riding. “We went there, set the two cylinders from Cosworth’s The Challenge made sense
bike up and I went out to do the flying kilometre,” Formula One V8, the eight- for the road, though. Its water
remembers Rawlins. “But after just three laps the rear valve double-overhead-cam jacket cut noise, the balancers
tyre was disintegrating, throwing the tread off. In those twin’s pistons moved up and made it smooth and its robust
days, you thought nothing of it – we just put a new tyre down together in the Brit design would be very reliable
on and went back out. Montlhéry was bumpy as hell, so tradition. This meant a huge with the 75bhp needed to
the rear tyre was spinning when it left the surface, which flywheel stuffed between the compete with rivals. The 360˚
was whipping the tread off it – I averaged about 155mph cylinders, bringing weight, crank allowed a single carb as
when setting up, flat out all the way round. The French width and no hope of a centre well, for simplified emissions
rider went out after me; the tyre lasted all day because main bearing. Balance shafts and economy; Norton worked
his times were slower, though he still got the record.” fought vibration, but added on how it could be styled with
Back at the factory, work went on to keep the more weight and complexity a single SU (see next page).
Commando up to date. Management weren’t blind to to the over-engineered motor. NVT’s collapse in 1975 was
the fact that in the ’70s an electric start was becoming With ports designed for a fuel- the end for the road bike. The
essential to stay competitive. The Commando eventually injected car using a 35° revived firm at Shenstone
got its push-button with the 1975 MkIII, although it downdraft angle, Norton’s went with the rotary engine.
had nearly happened four years earlier.

Acceleration was the

Commando’s forte, and
drag strip development
saw it break records

‘WE SPENT A LOT OF TIME

AT MIRA AT THE TIMING
LIGHTS, DEVELOPING
THE BEST TECHNIQUE’
48
 :NORTON :COMMANDO :
:DOMINATOR :SINGLE :
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WE OWN THE COMMANDO TRADEMARK AND WE STILL BUILD THE BIKES

WE ARE THE TRUE HOME OF THE NORTON COMMANDO
COMMANDO PARTS
PART NUMBER DESCRIPTION LIST PRICE SALE PRICE
069218ACC BELT DRIVE KIT FOR COMMANDO - COMPLETE WITH CLUTCH £439.00 £424.95
065838XCC BOLT-ON WIDE FRONT MUDGUARD - CHOOSE BLACK,WHITE OR YELLOW £58.60 £49.95
061084CC CAMSHAFT FOR STANDARD COMMANDO - FITS 131257 ON - 750 & 850-(1S)-EN40B £154.00 £139.95
063706XCC CLIP-ON NARROW FRONT MUDGUARD - CHOOSE BLACK,WHITE OR YELLOW - GRP £53.50 £47.95
062482ACC CLUTCH ASSEMBLY FOR ALL COMMANDOS - WITH FIBRE PLATES NOT BRONZE £425.00 £399.95
064045RRCC CRANKCASE FOR 750 AND 850 COMMANDO - RACE TYPE - NOT ROAD!! £1017.90 £969.95
065666CC CRANKCASE FOR 850 MK3 ELECTRIC START - STRONGER THAN ORIGINAL £999.00 £949.95
063106CC CRANKSHAFT FOR 750CC COMMANDO - LATE TYPE £750.00 £699.95
060571CC CRANKSHAFT FOR EARLY COMMANDO £750.00 £699.95
061705ACC CYLINDER BARREL FOR 750CC COMMANDO - ALLOY - COMPLETE WITH FIXING KIT £1400.00 £1299.95
064097CC CYLINDER HEAD FOR 750 COMMANDO - RH6S - 32MM PORTS - WITH 5/8” GUIDES £1375.00 £1299.95
064038CC CYLINDER HEAD FOR 850 COMMANDO - RH4 SPECIFICATION - WITH GUIDES £1475.00 £1399.95
063935ATYCC FAIRING ASSEMBLY FOR COMMANDO - ALL FITTINGS - TINTED SCREEN - YELLOW GRP £455.00 £434.95
062039RCC FASTBACK COMMANDO TAIL FAIRING - RED - BEAUTIFUL COLOUR £136.00 £124.95
060990FCC FORK ASSEMBLY FOR COMMANDO - 1968 TO 1970 £865.00 £849.95
062487CC FORK ASSEMBLY FOR COMMANDO - 1971 AND 1972 - DRUM £865.00 £849.95
067317CC FORK ASSEMBLY KIT FOR COMMANDO 1972 TO 1974 PRE MK3 DISC £865.00 £849.95
067318CC FORK ASSEMBLY KIT FOR COMMANDO 850 MK3 - 1975 TO 1977 £865.00 £849.95
063547LCC FORK SLIDER FOR WHEN CALIPER IS AT THE FRONT - LEFT HAND - NORVIL £178.00 £164.95
063547RCC FORK SLIDER FOR WHEN CALIPER IS AT THE FRONT - RIGHT HAND - NORVIL £178.00 £164.95
067401CC GEAR & SHAFTS KIT FOR COMMANDO - PRE 306591 - INCLUDES BUSHES £750.00 £729.95
063677CC INTERSTATE SEAT FOR PRE ELECTRIC START COMMANDO - STEEL BASE £139.00 £124.95
AS5510PASSCC ISOLASTIC ASSEMBLY FOR FRONT - COMPLETE - POLISHED STAINLESS £147.50 £134.95
AS5510ASSCC ISOLASTIC ASSEMBLY FOR FRONT - VERNIER - COMPLETE - STAINLESS STEEL £121.80 £109.95
066130ACC ISOLASTIC CONVERSION KIT FOR FRONT - FULL SET - NEW TYPE £69.00 £61.95
066131ACC ISOLASTIC CONVERSION KIT FOR REAR - FULL SET - NEW TYPE £69.00 £61.95
064060CC REAR ENGINE CRADLE & GEARBOX MOUNTING - 850 - PRE MK3 COMMANDO £175.00 £159.95
066972CC REAR ENGINE CRADLE & GEARBOX MOUNTING - PRE MK3 - COTTER £185.00 £169.95
064118CC SUPERBLEND MAIN BEARING - ENGINE NO 200000 ONWARDS - NJ306E-M1 £47.50 £41.95
064118C3CC SUPERBLEND MAIN BEARING - PRE ENGINE NO 200000 - NJ306E-MI-C3 £47.50 £41.95
068150CC SWINGING ARM CONVERSION KIT TO FIT 7” SPINDLE & LONG BUSHES TO MK2A & MK3 £59.00 £49.95
Prices are plus Postage & VAT. Prices Valid to 31st May 2018
:HKDYH RYHU  1RUWRQ SDUWV LQ VWRFN IRU UHWDLO FXVWRPHUV ,I \RX QHHG DQ\WKLQJ DQG FDQ·W ÀQG LW LQ RXUOLVW
then just ask, we most likely do have it. We are a British owned family run company that manufactures Genuine
Norton parts under licence; quality is assured when buying from us.
An online ordering facility is available on our website at

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The Norvil Motorcycle Company are the only manufacturer of Genuine brand new original type Norton Commandos
COMMANDO IS OUR REGISTERED TRADEMARK NORVIL IS OUR REGISTERED TRADEMARK
UK PATENT OFFICE REGISTRATION NUMBER : 2128766 UK: 2128566, USA: 1644347
 50 OFYEARS
TH
ando IMPROVING THE BREED
Comm

Test rider Bob Rowley was involved in the earlier

project; in a 1995 interview with CB, he told how the
starter could work perfectly 30-40 times, but would
always fail in the end. “I was called into a board
meeting with Dennis Poore and other high fliers... They
talked about how wonderful the electric start was, when
Dennis notices me and asks me what I think of it. I told
Dennis they were horrendous: not only did they not
work when cold, but the failure rate would take us back
to the era of the Combat.
“My bosses looked daggers. Poore said he wanted a
demonstration. I brought a test bike in, Poore pressed
the button, and it started. Eyes lit up. He did it again
and by about the tenth start, people were saying: ‘That’s
enough’. But I noticed when it stopped there was that ABOVE: Mock-up of British cars for years – it was seen as a way of making
special noise Commandos make when the advance/ 747cc liquid-cooled the 828cc twin run more cleanly, as well as consistently.
retard has stuck slightly. You know it’s going to kick the Challenge engine, Road tester Robin Clews recalls testing SU-equipped
next time. ‘Press it again,’ I said. Spit, bang! And the alongside the Commandos. “When it worked, it worked very well,
chain popped out through the timing chest. That was Commando unit it and you could get 70mpg at 70mph. However, the SU is
the end of that version of the electric start.” was due to replace oil-damped, didn’t like the pulsation of a big twin, and
A few years later, work was still going on to give the you had to have a short dashpot to fit under the frame,
Commando an electric foot. “We couldn’t get a battery so it had a smaller oil reservoir. It tended to pump its oil
good enough at first,” says Dave Rawlins. “The Lucas out of the breather and you’d usually find there was no
batteries were useless, so we used Prestolite and oil left after 300 miles, which meant the carburation
eventually went to Yuasa, which were better.” went to pot and the carb would rattle. But it did work,
The 850 MkIII was the Commando’s swansong, but and Bernard Hooper later did some conversions.”
Norton planned to develop a MkIV to hold the fort BELOW: Top-end of Mick Ofield did some sketches of how a MkIV might
until the road-going Challenge (see previous page) was the road-going look, with a new fuel tank, side panels and seat,
finally ready. The biggest change would have been to Challenge engine, combining a Roadster-like riding position with a larger
replace the twin Amal carburettors with a single SU, the with SU carb and fuel tank. A mock-up was built, but NVT’s liquidation
simple, efficient carburettor which had been a staple of electronic ignition in the summer of 1975 meant it was not to be.

‘NORTON PLANNED
TO DEVELOP A
COMMANDO MKIV’
50
 0
¬
8
2
New!

Prepared for communication system

1

ake

Position A
· Opened, engaged
N e o te c I I
The most
v e r sa t i l e f l i p -
u p he l m e t i n t h e
w o r ld .
Position B E n g in e e r e d t o
· Opened, locked firmly the highest

PE
(Jet-homologation) s t a nd a r d s
t o gi v e y o u
the highest
q u a li t y r i d i n g
e x p er i e n c e .
T h e re i s n o
a l t er n a t i v e .

rec
on
ne
NU
ct
wit
hy

P
ou
r ri
de

OPEN UP
TO YOUR
NEXT
ATION HELMET
ng system in
ual homologation
g system

DESIGN

sealing
educed weight

THERE IS NO ALTERNATIVE

www.shoeiassured.co.uk shoeihelmetsuk
 50 OFYEARS
TH
ando ’68 MODEL TESTED
Comm

Ian Berrisford’s
Commando is one of the
first 300 off the line and
has enjoyed a period-
correct restoration

OPPOSITE: Gez gets to

grips with what it must
have been like to try one
of these back in ’68
 On a
Mission
OK, so we’ve told the tale of the Commando’s
inception, how it was sold and developed. Time to
sample one of 1968’s first-year models on the road
WORDS: GEZ KANE. PHOTOGRAPHY: STUART COLLINS

53
 50 OFYEARS
TH
ando ’68 MODEL TESTED
Comm
he trouble with this job is the
T
temptation. All too frequently
a ride on one of the superb
machines that regularly grace
the pages of CB sparks a
burning desire to own one. The trouble is,
my bank balance fails miserably to match
the scope and scale of my ownership bucket
list. And now I’ve got a day out on Ian
Berrisford’s superb first-year Commando to
lead me further into temptation.
I’m hoping to get some idea of the
impression the Commando must have made
when the first model emerged onto a
waiting UK market in May 1968. It will be
extraordinary if Norton’s final twin
manages to impress me today, 50 years
from its production debut. Ian’s bike is one
of the earliest Commandos to be registered
in the UK, hitting the road on May 27,
1968. Frame and engine number 126401
makes it the 276th Commando to roll out
of the Plumstead factory to its eager new
owner, who had probably been waiting
impatiently to get his hands on the latest
Norton model since its launch at the Earls
Court Show in September 1967.
Retired motorcycle and car dealer Ian
bought the bike in 2013 from a gent called
James Ferdinando, who ran a small
restoration business in Mildenhall, Suffolk.
“I’d actually gone to buy a Manx replica –
which I did – but I noticed this Commando
in bits, spread around the workshop,” Ian
explains. “I was really
impressed with his work and
when I heard a little while
later that the business was ‘ON THE MOVE, THE SHAKES
closing down, I went back and
bought the Commando, too.
The bike had only covered
DIE AWAY RAPIDLY AND
17,000 miles pre-restoration
and James had been pedantic THE BIKE FEELS SMOOTH’
54
about sourcing the correct parts for it. The
only fault I can pick with it is that the badge
on the tailpiece is the wrong sort – it should
have a concave roundel like the ones on the
tank. I think replicas of the correct type are
available now, so that’s one little job I’ll
have to get round to.”
Ian guides me round the rest of the bike,
educating me in the nuances of first-year
Commando specification. There’s the side
breather on the crankcases, the tappet
covers are in ‘as-cast’ finish (rather than
polished as on later models) and the primary
drive cover has a conical protrusion over
the clutch. The rev counter drive juts out
from the timing cover, the tank is glassfibre
and badged Norton Villiers, and the
silencers are the correct Atlas type.
Essentially, the engine is an Atlas unit –
though with subtle internal modifications
including higher compression, flat-crown
pistons, revised main bearing shells and
relocated rocker-box oil unions to make
room for the top Isolastic mounts. And, of
course, there’s that all-new frame, with the
engine, AMC gearbox and swingarm
mounted in a separate cradle, isolated from
the main frame by the innovative Isolastic
mounting system. It’s a pragmatic – but
ultimately inspired – mixture of old and
new technology. But does it still seem like a
good idea 50 years on?
Even the gods of weather like a
Commando, it seems, as I’m greeted by
TOP: Correct Atlas- ABOVE: Isolastic
spec silencers mounts make for a
reflect the bike’s taut ride that’s never
very original spec harsh or vibey
 bright sunshine and a crisp,
clear day for my ride on Ian’s
beautifully restored example.
I want to explore the
potential of an engine that
was far from cutting edge
when the Commando was
born 50 years ago and see if
it can still cut it today. Ian
has plotted a route round
some of the best B-roads in
his locale to showcase the
Norton’s virtues.
Certainly, there’s no lack
of go from the 745cc engine.
Norton claimed between 56
and 58bhp, depending on
which contemporary spec
sheets you go with, and I’m
happy to believe their claims.
Coupled to a wet weight of
431lb (195kg), it’s enough to
make the bike really motor when the rev
counter needle drifts past about 4000rpm.
The tacho is redlined at 7000rpm, but there
really isn’t any need to get the engine
spinning that hard to make things happen
very quickly indeed. Contemporary road
tests put the top end between 115 and
120mph – impressive enough for a parallel
twin and again, quite believable having
sampled the bike.
But it’s the low-down grunt of the long-
stroke engine and the Commando’s ability
to maintain high cruising speeds without
any signs of distress filtering through to the
rider that are probably the neatest trick the
bike pulls off. At low revs, the Commando
feels like the traditional big twin it is –
shuddering vibes induce blurred vision and
tingling hands. But on the move, the shakes
die away rapidly and the bike feels smooth,
unstressed and – dare I say – remarkably
TOP: Side breather on ABOVE: Twin-leading-
crankcase is tell-tale shoe front brake
sign of first-year works well. The rear
Commando spec one isn’t so hot
civilised. Here’s a machine with all the
traditional virtues and character of the
parallel twin, but with the worst vices
securely locked away from the rider by
those Isolastic mounts.
Acceleration is brutally quick, too. No
wonder the US market fell in love with the
Commando when volume shipments –
around 2500 bikes – arrived at American
importers The Berliner Corporation in July,
1968. A low primary drive ratio combined
with a more than useful power-to-weight
ratio gives the Commando stomach-
churning acceleration. And that was a real
selling point back in the day. In a market
obsessed with standing quarter-mile and
0-60mph times, that savage speed off the
line gave Norton dealers something to smile
about when selling new Commandos.
It’s giving me the same today. I’m not
trying any practice drag starts on Ian’s bike,
but the bottom and midrange urge makes
blasting past dawdling cars and
slingshotting out of corners a grin-inducing
experience. I’m not going for any top speed
records either, but I’m sure the Commando
would crack 115mph with ease. It’s the way
it delivers such rewarding performance well
within its mechanical comfort zone that
makes it such a great performer on the
road, though. At 60mph in top, the rev
counter is showing a cat’s whisker over
3500rpm. Snapping the throttle open from
there, the Commando surges up to the legal
limit in seconds. And beyond that? I
couldn’t possibly comment.
If the engine is the jewel in the
Commando’s crown, the chassis isn’t far
behind. Ian’s bike has clearly been well put
together and the Isolastics would suit
Goldilocks – not too loose, not to tight,
delivering a satisfyingly taut, but never
vibey ride. The slim frame and engine
55
 50 OFYEARS
TH
ando ’68 MODEL TESTED
Comm
mean flicking the bike from side to side on
twisty B-roads is a delight rather than a
workout and there’s no evidence of any
unnecessary weight. Dropping the bike
into tight corners and picking it up on the
throttle soon becomes second nature and
when presented with the opportunity to
tackle some fast sweepers at pace, the
Commando rises to the occasion
magnificently, tracking true and steady.
No wonder it did so well in production
racing back in the late ’60s and ’70s.
Up front, the Roadholder forks work as
well as their reputation would lead me to
expect and the eight-inch twin-leading-
shoe front brake works pretty well, too. It’s
probably as good as the first-generation
single discs introduced for 1972. But it’s
worth remembering it doesn’t have the
outright power of later double-disc set-ups
and despite the Commando’s light weight,
56
‘THE RIDING POSITION IS
hauling it down from the top end of its
range will take some time – and distance.
The seven-inch rear drum isn’t nearly so
effective, either. It’s fine for steadying the
ship when using hand signals for a right
turn or to work against the clutch when
manoeuvring at low speeds, just don’t
expect too much of it in an emergency.
Speaking of the clutch, it’s definitely the
best component of an excellent drive train.
The diaphragm spring releases quite early
in the lever travel, but once I’ve got used to
it, it’s a marked improvement over many
multi-coil spring clutches, lifting smoothly
and coping easily with the engine’s beefy
torque. And the nature of the diaphragm
spring means that the clutch lever action
gets lighter the further it is let out.
The gearbox is pretty good, too. It
might be the ‘old’ AMC ’box dating back
to the mid-’50s and used, with only minor
A NIGH-ON PERFECT
COMPROMISE BETWEEN
SPORTY AND RELAXED’
It’s easy to forget
how radical the
style of the original
Commando was
revisions, until the end of Commando
production, but it delivers assured and
acceptably quick changes all day.
That’s good, because all day is quite
possible on Ian’s Commando. The riding
position is nigh-on perfect, with just a
slight lean forwards to the ’bars and
footrests set just far enough back to
provide a comfortable compromise
between sporty and relaxed attitude. The
seat, though not looking unduly plush, is
comfortable for long stretches on the road
and the bike’s ergonomics all pull together
to make me want to keep on riding.
Period road tests in 1968 lauded the new
Commando’s long-distance capabilities,
with Motor Cycle using their test bike to
ride from the coast of northern France to
San Pelligrino in Italy to cover the ISDT. I
haven’t quite managed a 2000-mile round
trip today, but wouldn’t mind giving it a go.
Overall, the Commando is a winner
with me. I love its punchy engine, strong
bottom end and midrange – and its soul. It
delivers the essence of what a traditional
Brit twin should be all about – but without
the annoying vibes. It might be a relatively
low-tech solution to extending the
production life of the old Atlas engine, but
it works – and works well.
Back in 1968, there was no doubt
Norton had produced a winner. The
FAR LEFT: I think you’ll find... roundel
on the tailpiece should be concave
LEFT: First-year tappet covers were
left in unpolished, ‘as cast’ condition
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 50 OFYEARS
TH
ando ’68 MODEL TESTED
Comm

press loved the Commando – and so did better than many of its contemporaries. It SPECIFICATIONS
the public. Even with a hefty price does everything well – handles, stops, goes ENGINE / TRANSMISSION
premium over its rivals, the new Norton – and still looks stunning. And the fact Type Air-cooled, ohv, four-valve,
sold well. By the time the Commando hit that virtually every Commando part is still pushrod parallel twin
the showrooms in May 1968, the price had available off the shelf and the host of Capacity 745cc
spiralled to £456 from the £397 upgrades and tuning parts on offer (see Bore x stroke 73 x 89mm
optimistically announced at the Earls page 62) make it a potential ‘bike for life’. Compression ratio 9.0:1
Court show just a few months earlier. If you’re looking for a classic to ride and Carburation Amal Concentric
The new Norton was one of the most enjoy, the Commando makes a lot of sense. Clutch Wet multiplate
expensive top-of-the-range bikes offered by Prices haven’t gone completely mad (yet) Gearbox/final drive Four-speed, chain
any of the major British manufacturers, either. A tidy Roadster – the styling of CHASSIS
with only the Royal Enfield Interceptor which, with its upswept silencers and Frame Tubular double cradle,
costing more. But that didn’t stop the conventional seat appeals more to many Isolastic system
public acclaim for the Commando and it Commando fans – could be yours for Front suspension Telescopic forks
went on to claim the prestigious around £6000-7000. Rarity means a first- Rear suspension Twin shocks
Motorcycle News ‘Machine of the Year’ year Fastback like Ian’s might make Brakes front/rear 8in tls drum/7in sls drum
title from 1968 to 1972. Considering £13,000-15,000 (he’d entertain offers of Wheels Spoked 19in
Honda had launched the four-cylinder £15k for his), but the road to Commando Tyres Front: 4.1 x 19in
CB750 in 1969 and Kawasaki had upped ownership is still open to many. Rear: 4.1 x 19in
the stakes still further with the Z1 in 1972, That’s not a bad result for a stop-gap DIMENSIONS
that was some achievement. model – and the Commando remains a Wet weight 431lb (195kg)
Today, after riding Ian’s debut model, practical, reliable and exciting machine 50 Seat height 31.3in (795mm)
I’m more convinced than ever that the years on from its launch. I’m convinced. Fuel capacity 2.2 gallons (10 litres)
Commando has stood the test of time Ride one and you will be, too. PERFORMANCE
Top speed 120mph
Peak power 58bhp
MAIN: Some people Fuel consumption 50mpg
criticise the rear
end, but we still love
every inch of Gez

INSET: Glassfibre
tank of ’68 model
has distinctive
Norton Villiers badge

‘IT’S THE ESSENCE OF A

TRADITIONAL BRIT TWIN – BUT
WITHOUT THE ANNOYING VIBES’
58
 for 2 0 18

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‘It’s the big Brit
you want...’
Ride a Commando and you realise there’s little quite like it.
Two owners lucky enough to have tried more classics
than most reveal why their bikes are keepers
ALAN SEELEY,
one-time Classic Bike staff member
“It took many years and more motorcycles before I
settled on the Norton Commando as the ultimate big
Brit parallel twin. Bonnevilles came and went, their
heart-wrenching beauty and scintillating speed always
marred by their tendency to shake themselves to bits if
you dared to explore all of their performance potential.
Then there were my BSA A65s. They could be made to
go, but like the Bonnies they’d be equally quick to grind
to a halt if you hammered them. As for the vibration, it
might have been at a different pitch to the Bonnie but
was just as little fun.
“Commando ownership meant I could leave those
other fast Brit parallel twins to more mechanically
sympathetic and circumspect owners. My Commando
can be all-day-long fast – and the next day and the day
after that. Its abilities transcend the 50 years of its
existence, making it as capable now as it was then. Even
more so, if you take advantage of the excellent
aftermarket upgrades developed for it. It’s the big Brit
you want for riding.”
50 YEARS
OF TH
ando MY COMMANDO
Comm
RICHARD FINCHER,
journalist and ex-CB contributor
“The Commando came out in the year of my birth, so
the model always had significance for me. While
that’s cool, I soon realised when I tried one that the
Norton is also so much better the other large-capacity
British bikes that I tried – the BSA A65 and Royal
Enfield’s Interceptor.
“My bike’s amazing, as it’s been really well rebuilt
by someone who knows exactly what they’re doing.
However, any decent Commando will still be great
fun. It was the big boy back when it came out, but
these days it’s verging on microscopic compared to
modern bikes and is so easy to flick about. The only
thing that lets it down a bit is the front brake – I’ve
bumped into the back of three or four cars over the
years. Using plenty of rear brake is the easy solution,
though you can get upgrades.
“The Commando’s just a proper bike to ride, by
any standard. I can ride it to work every day if I want,
or go on riding holidays on the continent. It makes me
want to ride.”
Seeley’s Commando (not a
Seeley Commando – that’s
another thing entirely...)
61
 50 OFYEARS
THE
ando NICE BITS OF KIT
Comm

Fighting fit
The Commando is well served for spares support and
upgrades, with the Norvil Motorcycle Company leading
the charge. On these four pages we highlight parts
available to make your own bike truly shine
WORDS GEZ KANE. PHOTOGRAPHY STUART COLLINS

1974 MkIIA
Interstate
Norvil customer Gary Reid bought
this bike in 2017 from fellow
Commando fan Alan Clarke, who
rebuilt it after buying it as “a total
wreck” in 2012. Alan dipped deep
into the Norvil parts bins to build a
bike fit to tackle the 21st century.

62
 ne of the most popular machines in Norton’s Spares, the couple built up the business rapidly, moving to

O back catalogue, the Commando is arguably

the best classic British twin ever produced –
and it’s certainly one of the most practical.
That’s partly down to the ingenious Isolastic
system, which drastically reduces the amount of big-twin
vibes that make it through to the rider, and partly because
a well set-up Commando is a sweet-handling bike with
more than enough performance and reliability to keep a
smile on its rider’s face, mile after mile.
But on top of that, out of all the British classics, the
Commando is probably the one that’s best catered for in
terms of parts availability. Virtually everything you could
ever want for your Commando is available brand new –
whether as new-old-stock (NOS) parts or quality
reproductions. And one of the main drivers of that
enviable situation for owners is Burntwood-based Norton
specialists, The Norvil Motorcycle Company Ltd.
Norvil founders Les and Sue Emery opened their first
shop – in Rugeley – back in 1980. Then trading as Fair
their current premises in 1987 and changing the name to
The Norvil Motorcycle Company Ltd in 1995 (as they had
owned the Norvil name since 1982 when they bought it
from Norton). Son Paul and daughter Kate joined the
family firm and along the way they have sourced, made
and bought a massive inventory of Norton parts – and are
still able to assemble brand new Commandos from stock.
That’s pretty amazing, but Norvil also produce a
staggering array of upgrades to make a Commando even
fitter at 50 than it has any right to be. We asked Les and
Kate Emery to highlight some of their most popular stock
and uprated parts, which you can see overleaf.
With just a few changes to specification, Norton created
an entire Commando range from the same basic model.
Fastback, Roadster, Interstate, Norvil Production Racer,
S-Type and even the chopper-esque Hi-Rider are just
variations on a theme. With the help of the Norvil
catalogue, it’s easy to keep any Commando in fine fettle –
or tweak it to cope even better with the modern world.

1973 MkII
Roadster
The Roadster is probably the UK’s
most popular Commando model.
This 850 is owned by Norvil
customer Peter Lewis and, apart
from the front brake, looks fairly
standard. Norvil can supply
everything to keep your Norton
looking factory fresh.

63
 50 OFYEARS
TH
ando NICE BITS OF KIT
Comm
1973 MkII
Roadster
1 OIL PUMP: Norvil’s high-capacity pump
offers superior performance over the stock
component and is well worth fitting as part of
any engine rebuild. Your extra peace of mind
costs £203.40.
2 SIDE PANELS: As with fuel tanks, Norvil
stock just about every variation of side
panel. They’re available in a choice of unpainted
mild steel (like these) or glassfibre. Steel panels
cost from £54 each, while GRP panels are £47.54.
3 SEAT: Seats have a hard life, but whatever
pattern of genuine Norton material covers
your seat, Norvil can supply an exact match.
Complete Commando seats start from £162.
4 GEARBOX: For how many classics can you
buy a brand new gearbox, ready to fit? At
Norvil, you can pick up a refurbished Commando
gearbox (from stock on an exchange basis) for
£912 or a brand-new one for £1980. All Commando
models – early and late – can be supplied to order
and special builds can be accommodated too.
Norvil also stock a full range of gearbox parts if
you prefer to sort out your own ’box yourself.
2 3 4 5
64
5 CLOCKS: After 50 years of hammer, a lot of
speedometers and rev counters have seen
somewhat better days. Fear not – Norvil can sort
3
you out with either refurbished genuine speedos
and tachos or brand new instruments to suit all
years of Commando. Reconditioned speedos and
tachos start at £288, with new reproduction
clocks from £72 each.
6 FUEL TANK: New tanks are available for
most Commando models, from the 2.5-gallon
Roadster tank to the larger 5.5-gallon Interstate
6
version. Prices for metal tanks start at £285, with
a top-of-the-range 2.5-gallon Roadster unit in
polished alloy yours for £834, with stock filler cap
and fittings.
7 CAMSHAFTS: Using a 4S camshaft instead
of the original is a big improvement on an 850
Commando, according to Les. “The 4S cam gives
better valve opening and a stronger midrange,”
he confirms. The 4S cam costs £184.80. Norvil
offer standard, production racing and Combat 7
specification cams too.
8 FRONT BRAKE: A front disc brake
conversion is a popular upgrade with hard-
riding Commando owners. Norvil offer a range of
disc brake conversions and this ‘entry level’ 13in
single-disc kit, with an adaptor plate to fit the
caliper to the stock Roadholder fork slider, is one
of the most popular and costs £606.
6 7 8

1 2 3 4 5 6
1 1974 MkIIA
Interstate
1 FRONT BRAKE: These brakes are a serious
upgrade. Twin 12in discs and Norvil sliders,
with the caliper mountings cast as an integral
part of the slider, give serious stopping power.
Norvil have a kit to fit a standard disc-model front
wheel at £1626, or a complete conversion with
front wheel and all spacers for £1871. Ultimate
stopping power with a twin 14in ‘Superlight’
3 conversion will set you back £2268.
2 QUADOPTIC HEADLAMP: Norvil have both
Wipac Quadoptic and Lucas units on the
shelf. The Quadoptic headlight accepts halogen
bulbs, so is a brighter light. “The halogen parking
light will see you home if your main bulb blows,”
says Kate.
6 3 EXHAUST LOCK RINGS: Original Norton lock
rings can work loose, leading to thread
damage in the head. Tab washers prevent this,
but the alternative is a Norvil bronze lock ring as
on this bike. The bronze expands at the same rate
as the head, preventing it working loose.
4 VERNIER ISOLASTICS: Allow (relatively)
quick, easy adjustment of clearances instead
of messing with shims. Can be retro-fitted to all
models, as can the Norvil Isolastic head steady.
Contact
For more information
contact Norvil at
norton@norvilmotorcycle.co.uk,
visit norvilmotorcycle.co.uk
or call them on
01543 278008
7 8
5 BELT PRIMARY DRIVE: A belt primary and
clutch conversion offers a lighter clutch
action and smoother power take-up. Norvil offer
a choice of primary drive ratios – a higher ratio
makes kicking the engine over easier. The only
special tools required to fit it are a clutch spring
compressor and two-legged puller. A complete
kit costs from £287 and Norvil produce kits for all
Commando models.
6 ELECTRIC START: Alan Clarke converted
this MkIIA Interstate to MkIII electric start
specification, but doing so is a big job and only
really worth considering if you’ve stripped the
engine for a rebuild. You’ll need to change the
crankcases, the crank and the inner and outer
primary cases to fit the starter motor. The
conversion to an uprated starter is simple on
MkIII models though.
7 ELECTRONIC IGNITION: Norvil stock Pazon,
Boyer Bransden and Wassell kits – all work
well on Commandos. The Pazon ignition used on
this bike is simple to fit and will work from as low
as seven volts – handy if a battery is past its best.
8 EXHAUST PIPES AND SILENCERS: Every
possible variant of Commando exhaust pipe
and silencer are on the shelf at Norvil. And,
because Norvil have a perpetual licence to use
the Norton trademark, they can even supply
Commando silencers with the correct ‘Norton’
stamping for £106.80 per side.
65
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 JOHN PLAYER NORTON 50 YEARS
OF TH
ando
Comm

W O R L D C L A S S

Underdog
John Player Norton’s Commando-based racer
may have been underpowered and outdated, but
it used cunning engineering to take on the world
WORDS: ALAN CATHCART. PHOTOGRAPHY: KYOICHI NAKAMURA & ALAN CATHCART ARCHIVE

Although it produced less

power than its competitors,
the JPN’s handling and
construction combined to
make it competitive

67
 50 OFYEARS
TH
ando JOHN PLAYER NORTON
LEFT: The John
Player Norton team,
Comm the first bike racing
team to be fully
supported by an
outside sponsor

BOTTOM LEFT:
Croxford (left) on
the spaceframe,
with Williams on
the ‘pretend’
Challenge, using a
Commando engine
(F750 race at the
”74 British GP)

RIGHT: The bike’s

areodynamics
come into play
as Williams gets
airborne at
Ballaugh Bridge
during the 1974
F750 TT

‘THE JOHN
PLAYER NORTONS
INCORPORATED
LESSONS LEARNED
IN A WIND TUNNEL’

t’s the 1974 Race It’s also the swansong of the

Dave Croxford passes

I of the Year at
Mallory Park, and
a moment I’ll never
forget. Yamaha’s
TZ750 has sounded the death
a two-stroke Suzuki
at Brands Hatch, 1974
John Player Norton team, which
for three years has taken on the
Japanese factories by putting
their obsolescent overhead-valve
twin in a leading-edge chassis.
knell for four-strokes in Formula The JPN story began in 1971,
750, and today will clearly be when development engineer and
owned by a fiery two-stroke. racer Peter Williams built a one-
Watching from the entrance to off Open Class race bike using
the long, fast Gerards corner, the 745cc Commando engine.
there’s a shrieking roar and cloud It convinced boss Dennis Poore
of stroker smoke as the flag that it was worth racing in the
drops. Past us into the turn it’s new Formula 750 class, which
Sheene and Smart on their prompted Williams to design a
Suzukis, Roberts and Agostini on bike to ride alongside 250GP
factory Yamahas, and Grant on world champ Phil Read and
his Kawasaki H2R – multi- future TT F2 champ Tony Rutter
cylinder two-strokes one and all. (replaced for the TT by John
Suddenly there’s a deep rumbling, the flash of white leathers and Cooper, and for the second half of ’72 by Mick Grant). Poore used
candy stripes. Dave Croxford’s air-cooled, parallel-twin, four- his motor racing contacts to persuade Imperial Tobacco into a
stroke Norton gives away over 40bhp to rivals, but he has a three-year sponsorship deal, for the reputed annual sum of
handling advantage in today’s murky, greasy conditions. Rushing £20,000 (about £300,000 in today’s money), and the John Player
past riders on the approach, he lines himself up two inches from Norton team was born – the first motorcycle racing team in the
the grass, cranks the Norton to an impossible angle, and opens the world to be fully supported by an outside sponsor.
throttle wide. From around eighth place as he enters the corner, JPN machines were first un-crated at Daytona in March 1972.
the crowd roars as he swoops past everyone round the outside… Decked out in royal blue with white stripes, the Nortons looked
fourth… third… second… first! Overwhelmed by strokers on the smaller than many 500s yet were full 750s, and incorporated
straights, Croxford finishes a superb fifth. It’s unforgettable. lessons from the wind tunnel. “We realised we’d have our hands

68
full with the Suzuki triples – although they had appalling
handling, they produced around 117bhp, so were very fast,”
recalls Williams. “We could out-handle them, but with only 69bhp
at 7000rpm – just 14bhp more than the standard Commando – we
had to find a way of increasing top speed. The other problem was
that we had to carry 24 litres of fuel, to be able to get away with
fewer stops than thirstier machines.”
Norton used pannier fuel tanks which partially enveloped the
engine, shaped to allow the rider to crouch low and fill the ‘dead’
space between bodywork and engine, with the engine’s oil tank
under the seat. Williams had access to the MIRA wind tunnel,
and the frontal area delivered the lowest possible wind resistance.
He and Read topped 150mph in one-lap Daytona 200 qualifying
– 155.17mph in Phil’s case – and Read finished fourth. Best of all,
the JPN was the first ‘real’ Formula 750 bike home, behind a trio
of 350cc Yamaha GP two-strokes and ahead of the Suzukis,
BSA/Triumph triples and the rest.
Though some wins came in shorter races later in the year, the
season turned out to be hampered by gearbox issues. “Although
we learnt a lot, the results weren’t as good as we’d have liked,”
says Williams. “The chain primary transmission had never been
asked to cope with 150mph.” So for 1973 the team produced a
new engine, with a redesigned primary and gearbox, more power
and reliability – and put it in a dramatic monocoque chassis.
Double-skinned mild steel (later in thinner, lighter stainless), the
bike weighed 371b (168kg) but incorporated both the fuel and oil
tanks, plus fittings for the fairings. Its design let Williams further
reduce the frontal aspect – drag coefficient was lower, and screen
height dropped by five inches. The team cast their own forks (in
AJS yokes), worked on the damping and spring rates, and used
18in cast magnesium wheels as fitted on Williams’ ‘Wagonwheels’
Arter Matchless race bike. Engine position was also altered for
superior weight distribution.
And it worked. After a disappointing Daytona debut, the
monocoque won at the TT, smashing the class lap record by an
incredible 20 seconds, and claimed the British 750cc title.
Williams beat all the strokers in British Superbikes, too, and tied
with Sheene at the top of the table (Bazza won one more race, so
got the title). “I could go into a corner, lay it on its side, get both
wheels sliding, then put the power on and keep it in a controlled
two-wheel drift,” says Williams of the rigid, finely-balanced JPN.
“It was a wonderful machine – smaller than almost any 500, yet
with perfect steering and good acceleration, thanks to light weight
and controllable power.”
Bizarrely, the monocoque was dropped for 1974. Williams was
told the engine was hard to work on as everything was
inaccessible. He also saw it as a personal project, that he developed
and raced on behalf of JPN. The design was jettisoned in favour of
a more traditional spaceframe made in Reynolds 531 tube. Based
on the monocoque’s geometry, it was 12kg lighter and had easier
access for the new short-stroke (77 x 80.4mm) 749cc Commando
engine, which had beefier cases, big valves, fatter carbs and 84bhp.
Unfortunately, the new bike was also taller, less aerodynamic
and slower. The fuel tank was above the engine, raising the centre
of gravity, and had insufficient fuel for anything but short circuits.
A secondary tank had to be installed in the seat for longer events.
“This had the effect of increasing the polar moment of inertia,”
says Williams, “and as the tank drained, fuel would slop around.
69
 50 OFYEARS
TH
ando JOHN PLAYER NORTON RIGHT: Spaceframe
Comm introduced for 1974
was based on
geometry of original
monocoque

LEFT: Wider-spaced
handlebars give
better feeling of
control than the
monocoque’s

MIDDLE LEFT: Twin-

pot Lockheeds
were strong
enough to lock
the front wheel

BOTTOM LEFT:
short-stroke
Commando motor
is flexible and
punchy despite
its mere 84bhp

‘PERHAPS
THE JPN’S
BEST FEATURE
IS THE WAY
IT STEERS’

It was, in effect, a highly unpredictable sliding pendulum!”

Two-stroke development was in fast-forward, but the Nortons
had gone backwards, and neither Williams nor Croxford matched
their monocoque lap times. Both bikes retired at the TT. The only
wins came towards the end of the year: Williams at a streaming
wet Brands Hatch in August, Croxford in the 1000cc race later
that day, and Williams the following weekend at the Spa 24 Hours
support race. Then, at Oulton Park, the one-piece combined seat
and fuel tank broke loose, causing a career-ending accident for
Williams. Without him, the 1974 season ended with Croxford’s
valiant fifth in the Race of the Year. John Player’s three-year
sponsorship deal concluded, and though Norton retained three of
the five spaceframes to use in 1975 (pending arrival of the
Cosworth-engined Challenge) the others were sold to Norton’s
Spanish importer.
The importer’s proprietor wanted to win the Spanish F750 series
to promote Norton. And local legend Benjamin Grau won, with
victory in all four rounds against opposition from Ducati, Triumph
and Moto Guzzi. Proof, perhaps, that the spaceframe Norton was
actually a victim of circumstance as much as anything, as two-
stroke development continued and the balance of power changed.
I’ve ridden all the JPN racers, and the chance to ride the
recommissioned 1974 spaceframe at a Calafat test day – the bike
Croxford thrilled us with at Mallory – is like meeting an old friend.
It’s low, lithe and improbably small for a 750, yet without being as
cramped as the monocoque. On previous JPNs, designed by
Williams and essentially to suit his stature, you ride with your
hands very close together, like a track cyclist. In slow turns this
gives a sense of not being in full control, because you don’t feel you

70
 SPECIFICATIONS
E N G I N E/ TR A N S M I S S I O N
Type Air-cooled overhead-
valve parallel-twin
dry-sump four-stroke
with 360º crankshaft
Capacity 749cc
Bore x stroke 77 x 80.4mm
Compression ratio 10.3:1
Carburation 2 x 32mm Amal
Concentric MkI,
bored to 33mm
Clutch Multiplate dry clutch (four
steel/four bronze plates)
Gearbox/final drive Five-speed Quaife close-
ratio with triplex chain
primary drive
Ignition: Lucas Rita electronic
with 12v battery
CHASSIS
Frame Reynolds 531 chrome-
moly tubular steel
spaceframe with Isolastic
engine mounts
Head angle/trail: 27°/3in (98mm)
Front suspension 35mm leading-axle
Norton-AJS telescopic
forks
Rear suspension Tubular steel swingarm
with 2 x Koni shocks
Brakes front/rear 2 x 10.5in/267mm Norvil
cast iron discs, 2 piston
Lockheed calipers/
1 x 8.5in (215mm) cast
iron Norvil disc with two-
piston Lockheed caliper
Wheels front/rear 2.25in/3.00in Norvil
cast magnesium
Tyres front/rear 3.25/4.50x18 Dunlop
KR145A
3.75/5.00x18 Dunlop
KR145
DIMENSIONS
Dry weight 156kg, split 50/50%
Wheelbase 55.5in/1410mm
PE R F O R M A N C E
Top speed 158mph
(Isle of Man 1974)
Peak power 84bhp at 7400rpm
(at crankshaft)

have sufficient leverage to steer fifth-gear sweepers, especially

properly. It’s an acquired skill. Spaceframe JPN is taken hard on the throttle. Now
The ’74 bike has the same Peel- super-stable in long, I see how Crox sailed round the
style fairing enclosing your hands, fast sweepers outside of rivals with such ease.
but is more ‘normal’, with what In spite of being tuned for extra
feel more like conventional power compared to the long-
handlebars. It’s more welcoming. stroke engine, the charm of the
The seat is improbably JPN’s short-stroke Commando
comfortable. You snuggle into its motor is its rideability. Flexible,
curve, crouch over the low tank, punchy, with a light two-finger
tuck behind the all-enveloping clutch, satisfying gearbox and the
screen and reach for the fully- unmistakable roar of a British
enclosed ’bars. It’s fairly spacious, twin, it pulls from practically
although you sit ‘in’ rather than nothing up to 4000rpm, when a
‘on’ the bike. On Calafat’s straight noticeable surge of extra power
I can stretch and tuck behind the comes in fairly hard. In no time at
screen, then easily slide forward to sit up under braking. all, the Kröber tacho shows 7300 revs and it’s time to shift up on
Lockheed two-piston calipers grip twin 10.5in (267mm) Norvil the right-foot, rod-linkage lever. Unusually, the ever-present
cast iron discs, and I’m really impressed how well the JPN stops. vibration of an engine with a 360º crankshaft doesn’t seem to get
They must have been light years ahead of the stainless discs on worse at higher revs, though you can’t forget you’re on a British-
Japanese bikes in the ’70s, and Williams says he occasionally built parallel twin with no balance shafts. But the Commando-
locked the front wheel in the heat of short-circuit action. But style rubber Isolastic engine mounts do make a difference.
perhaps the JPN’s best feature is the way it steers. Positive, light Experiencing the steering and rideability of the racers reveals
controllability, aided by a relatively short 1410mm wheelbase, lets how Norton’s outdated twin managed to take on the Japanese
the spaceframe cope with any bumps you meet cranked over. factories. “The JPN proved that a racing motorcycle really isn’t
Thanks to the low centre of gravity it’s stable yet reasonably quick- just about horsepower,” said Williams. “We demonstrated that a
steering. By modern standards the twin Koni shocks don’t have 78bhp four-stroke twin could be competitive with 120bhp two-
much travel, however the fork is pretty responsive and works quite strokes, simply by ensuring a clear advantage in other areas which,
well, and the Norton is super-stable round long, fast, fourth or if you work on them hard enough, eventually give you an edge.”

71 71
 50 OFYEARS
THE
ando SPORTING PROWESS
Comm
7.93s
Of all the Commando-based competition bikes,
none had a presence like Hogslayer, a double-

Race
engined drag bike that laid waste to the Harley-
Davidsons that dominated the era (numerically).
The nitro-fuelled bike featured two fuel-injected
880cc Commando engines and produced 300bhp+
thanks to development by Jim Gregory at Sunset
Motors, Wisconsin. From 1973 to ’75 its rider, Tom

Ready
At the height of its powers
Hogslayer ate
Harleys for
‘TC’ Christenson, won at every major drag race
facility in the USA and was the first to run eights in
Europe (Silverstone ’74). Hogslayer’s quickest pass
was a 7.93s; its fastest terminal speed 180.13mph.

in the early ’70s, the Norton breakfast

Commando enjoyed success

at all levels of motorcycle
sport and in many disciplines.
Here are a few reminders
of those heady days...

24 HOURS
0 5 0 0
24 At the end of each domestic racing
season, new developments rendered
the old John Player Norton bikes
obsolete, but some were bought by 3 CROWNS
L foreign riders to race, such as Enrique du Juan in the
ic Parc 24 Hour endurance international.
The Gus Kuhn dealership in
Clapham Road, London fielded
The rode Nortons in Spanish championships. their own Norton team in
circ production and superbike racing
for several years. Pictured is Dave
prod Potter on their Seeley-framed
with ne of Commando superbike. In 1972,
thre sh Potter, then 22, won the British
196 s 750 Championship, the Lord of
racin Lydden and the Hutchinson 100
on th Mellano Trophy (an international
to be meeting with racing run counter-
the 7 clockwise on the Brands Hatch
197 circuit) on this bike.
197

5
works-entered John Player Commando
when he was teamed with Norman Dave Potter doing
White, one of the JPN superbike the business for
team technicians. Gus Kuhn

FIVE TIMES CHAMPIONS

Rex Butcher in perfect product placement shot
Sidecarcross is one of the toughest proving grounds
and throughout the ’70s the Commando engine was
the prime choice of power, from world level where it
claimed five titles, to national and club championships.
Swiss driver Robert Grogg used a Commando engine
in his Wasp chassis to take the FIM Cup in 1972 and
’74, and when the series was upgraded to European
status, he won the title three more times, from 1976-
78. The British national championship was also
dominated by Norton-powered outfits.

72
 David Aldana flying
hugh and winning
in 1973

Aldana in action on
the Ascot half mile

200 on a
, when BSA
cut back its racing at the end of 1972, he switched to
Commando-based twins. Under fire from the rising
tide of Japanese two-stroke multis, he never scored a
road course win with the JPNs but national #13 was
fiercely competitive on dirt ovals with the Norton –
and became a top runner at the weekly Ascot Park Half
Mile shows on Nick Deligianis-tuned Nortons. He
claimed his one national victory on a Norton there too,
in the 50-lap TT steeplechase (half-mile dirt track with
huge infield jump) in 1973.

73
 50 OFYEARS
TH
ando INSPIRED LOYALT Y
Comm

Graham wanted to go for

‘a bit of originality’ with
the restoration. His
Fastback still retains
elements from its racing
days – and looks fantastic

74
Backtrack
WORDS: GARY PINCHIN. PHOTOGRAPHY: GARY MARGERUM

Graham Marchant bought this Commando as a road-going

bike in 1972, then turned it into a race bike. Now, many
years later, he’s restored it – into a road bike again

75
 50 OFYEARS
TH
ando INSPIRED LOYALT Y
Comm
or almost four decades Graham Marchant
F was a fiercely competitive road racer. Like
all racers, he changed bikes from year to
year to ensure having the most competitive
machine possible, but he has kept the one
he had at the very start of his racing days – this 1969
Norton Commando Fastback. In 1974 he converted the
road-going bike for track use – and when it was no longer
competitive, he put it in the corner of his shed. When the
time was right, he restored it to its former road-going
glory and started enjoying Sunday afternoon rides again.
Graham first got into road bikes with a Triumph Tiger
Cub, quickly replaced by a 250cc Trophy, then a Tiger
100. By spring 1972 he was shopping for a new bike. “I
spotted this Fastback Norton at Gus Kuhn’s and just had
to have it,” he says. “I paid 410 quid for it, complete with
brand new S-type silencers. Apparently the colour
scheme is quite rare. There were only 50 in red and silver,
done specially for bikes going to the States.
“It only had a few hundred miles on it. The only thing
was, I never got the original log book, which is a bit of a
shame. Gus Kuhn’s gave me a duplicate and I keep
meaning to see if I can trace the original owner to see if
he still has the original.”
Over the next year Graham treated it to a café racer
look, fitting clip-ons, rearsets and a Norvil front disc.
Then, in the winter of ’73, he took the cylinder head to
Paul Dunstall to have a big-valve conversion – and
bought a Gus Kuhn racing tank and seat.
“That summer I went to Cornwall with Jo (then his
girlfriend, now his wife) on the back,” Graham recalls.
“I’d added a Craven carrier to pile all the gear on and
76
ABOVE: Graham went had to bodge up some pillion pegs that worked with the
for a full nut-and-bolt
restoration on the
Fastback when
reviving it after
rearsets. And off we went.”
But the café racer stance and his love of speed would
ultimately lead him to the race track. “My mate Michael
Quaife had started racing, so I borrowed his leathers to
do a trackday at Brands. Back then, Wednesdays was
decades laid up practice day for bikes and you’d be on track with top
racers like Barry Sheene and Dave Croxford!
“After the practice day, I decided to have a proper go
on the track. In ’74 I got the Norton engine tuned and
then went racing with it. My mate Tony Mason had
helped me build my engines before, but I got Geoff
Monty at Monty and Ward to prepare the engine for
racing with high-compression pistons and a racing
camshaft, to go with the Dunstall big-valve head.”
Graham’s race transporter was a Ford Anglia with a
trailer. He raced at Brands and Thruxton that year,
enough to give him a taste for the sport. In 1975 he did a
full season on the Norton. “I think I got a fifth in my
fourth race, but I never won a race on it. I did manage
several top three finishes from 1974-75. In my first full
season, racing consisted of Bemsee, Southern 67 and
Brands Hatch Racing Committee events. I even did a
support race in the Transatlantics in 1975.”
Typically, Graham had his ups and downs. “I crashed
the Norton twice at Paddock Hill, Brands Hatch, but
can’t recall any other big ones. I never did much damage
to it, just superficial stuff. I didn’t crash at Snetterton or
Thruxton. One time I blew it up at Brands and the
barrels lifted right off the crankcases – the cases ended
up in five bits! The barrels survived and spares were
never an issue then for Nortons, so we got new cases
 Engine is in race tune,
with high-compression
pistons, racing cam and
Dunstall big-valve head

You can tell by the look

‘I BLEW IT UP AT BRANDS; THE on his face that this bike
has a special place in
BARRELS LIFTED OFF THE CASES Graham’s heart

WHICH ENDED UP IN FIVE BITS’

from Taylor Matthesons in Balham and did an
overnighter rebuilding it; well, Tony Mason did the work.
We went to fire it up and found the thrust washer off the
cam lying on the workbench. It meant totally stripping
and rebuilding it again! Tony finished it first thing in the
morning, had a shower and went off to work!”
The Norton proved the perfect tool for Graham’s
introduction to racing and he learned how to push the
fine-handling machine to its limits. “It’s only when I got
the chaincase polished recently, when I restored it, that I
realised how far we used to lean these things over on
those skinny TT100s – I’d worn a groove in the bottom
of the chaincase. It’s amazing to think what you could
get away with back then.”
Towards then end of the 1976 season, Graham opted
for a Trident to replace the Commando as his racing
mount. “At the time I felt I’d ‘upgraded’ to the triple,” he
explains. “There were several guys doing well on
Slippery Sam replicas at that time, including Fred Hugget
[one of Graham’s regular Brands Hatch sparring
partners]. My mate Rob Prior put me on to a Trident for
sale at Slocombes – it was the last remaining bike in a
batch of TT marshals’ bikes that were being sold off. I
bought that and raced it with a Slippery Sam bodykit.
Jim Sharpe Motorcycles in Sevenoaks paid my entry fees.
Steve Brown – John Cooper’s former race team mechanic
on the triples – built my engine. Sadly I had lots of Graham’s glad he
problems with the bike.” was dissuaded
Graham’s switch to the Trident is a curious one, since at Twin-leading-shoe front from getting the
that time in British club an d national racing the Norton brake has lengthened brake tank repainted.
twins and BSA/Triumph triples were evenly matched. arm for extra leverage So are we
So why the switch? “It’s a good question,” he replies.

77
 50 OFYEARS
TH
ando INSPIRED LOYALT Y
Comm

GRAHAM’S BIKING LIFE

[1] Graham’s girlfriend (now wife) Jo on the bike (complete with lashed-up pillion pegs) on a Cornish holiday in 1973.
[2] Jo and Graham set off for a touring holiday to Andorra in 1978, after the Commando had been retired from its racing
career. [3] Now that’s a stylish race transporter – a Ford Anglia van and trailer. [4] Graham with some of his other bikes,
including his OW-01 racer on the bench in the background. [5] The bike at Brands Hatch in 1974 with Graham onboard.

78
 k back and realise I never fully developed the
n. I never tweaked the suspension – but in those
ou never did. Fred Huggett seemed to go well on
ke and I thought I’d be better off on a Trident.”
continued to use the Norton on the road for a
, taking Jo on a touring holiday to Andorra in 1978
mplete with the bodged pillion pegs and Craven
ier. The cylinder head steady broke in the Pyrenees,
a quick welding job in a local machine shop saw
m back on their way. “I used the bike on the road
ter we’d been to Andorra, but then racing became so
emanding. I was out every weekend on the track and
there was no time for road riding. So the Norton stood in
a corner of the garage, quietly gathering dust and rust.”
Then, a few years ago, fate intervened. “I had to stop
racing after the ‘big one’ – my crash at Pembrey in 2003
when I landed on my head and woke up 22 hours later in
a hospital bed. I had a serious head injury which took a
long time to recover from. With no racing I was at home
every single weekend and started to feel trapped by a
boring routine. I’d done 30 seasons of racing and needed
something to keep me going, so I started to work on my
Norton. Initially it was going to be a simple rebuild, but
it ended up as a nut-and-bolt restoration.”
The project centred on putting the bike back to its
original Fastback form. Graham didn’t end up with an
entirely stock Commando, though, as he explains: “I’ve
kept the race-tuned engine spec, so it’s a bit of a beast to
start. And it’s got a 19-tooth sprocket so it really takes
off. I figured that you don’t need to ride so fast on the
road, so it was worth trading top speed for acceleration.
“It’s still got a primary drive chain, too. People ask me
if I’m going to fit a belt-drive primary, but I’ve had this
bike 40 years
without fitting a
belt, why would I
need one now?
‘WITH A 19-TOOTH SPROCKET
“The Isolastics
are well sorted.
When I went
IT REALLY TAKES OFF. I TRADED
racing with it, I
fitted extra rubber
TOP SPEED FOR ACCELERATION’
ABOVE: Two-tone
paintwork was a
colour scheme for US
export models
TOP RIGHT: Pressed
cover has been left
off, exposing the
ribbed inner of rear
hub casting
RIGHT: Green dot
reflects original
Wolff Olins-designed
concept for the first
Commando show bike
in the mountings to stiffen the chassis up a bit. It’s not
really necessary for the road, but for some reason – the
racer in me, I guess – I ended up with the same set-up as
I’ve always had with the bike and it works really well.”
The bike still has the original Boyer electronic ignition
he raced it with, as well as the same anodised blue coils.
“I bought a load of new electrical components when I
thought it didn’t seem to be charging properly, but I
checked it over last weekend and it was holding a charge
and started OK, so I’ve not used them. They’re waiting
to go on another Commando project I have on the go!”
The Norton has new Amals, though. The carbs had
bellmouths on when he raced it, but not now. “The
original flanges were knackered where they screwed on,
so I bought a new pair of carbs from Surrey Cycles –
same spec as the originals. Because it’s got a fibreglass
tank, I run it on avgas. If I lost that tank for any reason,
but especially to ethanol, I’d be devastated,” he said.
“I’m so pleased I didn’t bother getting the tank
resprayed. I was going to, but Geoff Coker, a local
painter who used to do all the works Suzuki GP bikes
when the team was based at Edenbridge, refused to paint
79
 50 OFYEARS
TH
ando INSPIRED LOYALT Y
Comm

it. He said the paint looked great and reckoned the RIGHT: Graham’s even
reason those early Nortons glittered so much was that kept original key fob
metalflake was laid up in the original gel coat.” – nicely weathered,
The pipes look stock and Graham loves the way they just like the paintjob
sound , but they’re not originals. He had to buy a new set
in the ’70s when fellow racer Colin Ingleson rear-ended
him on a holiday in Cornwall and wrecked the originals.
Graham raced the bike with a Norvil front disc, but
has reverted to the original set-up. “Now I’ve got the
original twin-leading-shoe brake set up properly – and
lengthened the brake arm for a little extra leverage – it
works really well. And I really wanted to go for a bit of
originality with the restoration.”
Graham rebuilt the wheels with new rims from
Central Wheels on the original hubs and then fitted Avon
Roadrider tyres. “They’re not for highway use, but are
super-sticky and are good for the confidence, especially
as I’ve gone from race bikes like my old Yamaha OW-01
on big, fat tyres to skinny tyres on the Norton. I thought and at the height of his career he was virtually
they’d do the job and they really are good,” he says. “I unbeatable in races at Brands Hatch and Lydden.
tried several different mudguards but none fitted properly He has also kept his old OW-01 and still has the
so I ended up buying a replica pair from Andover Norton Trident – but of all his racing machines, Graham has
– they make so many parts for these bikes now.” very special feelings towards his Norton.
The Akront shouldered rims he used on the Norton for “I have such an affection for it,” he admits. “It’s the
racing have been kept for that other Norton Commando longevity of ownership that’s made this bike so special to
racer project he has on the go. But this Fastback is me. It’s been through so many seasons and, of course,
special. Racers, generally, don’t have love affairs with I’ve great memories of holiday trips and road rides with
their bikes. They see them as a tool to do a job and when it, too. I’ve even got my original Norton key fob from
the machines are no longer competitive, they get moved when I first bought the bike!
on to make way for the latest machine that will give them BELOW: It’s a keeper “I’d never sell my OW-01 race bike either, but I would
the winning edge. In a lengthy career spanning three through and through, sell my Trident – if someone offered me the right kind of
decades and numerous different types of machine, this one. Graham money. But I love my Norton and I’m so pleased with the
Graham won club championships, raced at national level says he’ll never sell it way it’s come out in the rebuild.”

80
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Ilkeston, Derbyshire DE7 8EF
 50 OFYEARS
TH
ando THE SECOND COMING
Comm

1 THE ORIGINAL BELOW: Futuristic

architecture, tired
RIGHT: Spares
supply wasn’t an
The first production Commandos were
built in April 1968, but later that year old management issue... thankfully
Norton’s factory at Burrage Grove,
Plumstead was compulsorily purchased
by the council as part of a road-
widening scheme. Manufacturing
shifted to the Norton Villiers site in
Wolverhampton in July ’69, with
assembly at a new facility in Andover.
A merger with the BSA-Triumph group
created Norton Villiers Triumph in 1972,
commencing a period of financial and
production woe. The Wolverhampton
factory was in the hands of a liquidator
by 1976 and the final few Commandos
were assembled at Andover in ’78.

From Plumstead
to Donington
The Commando arrived in turbulent times. Here’s how the
bike led Norton to their current Castle Donington factory...

Dreer’s vision
Shenstone factory for the new
wasn’t large. Is that Commando
Trevor Nation?

2 TAKING A DIFFERENT PATH 3 OVERSEAS INTEREST

NVT Engineering formed after the ’76 collapse, with Dennis
Poore in charge. Rotary engine designs were part of BSA’s
assets in the merger, but the bike promised in the mid-’80s
was continually postponed. Ownership change in ’87 put
Philippe Le Roux as MD, and the small Shenstone factory’s
rotary Classic went on sale. Norton Motors Deutschland
was formed with Joachim Seifert in ’88, and the liquid-
cooled Commander was launched, followed in 1990 by the
F1 sports bike based on the successful JPS race bike.
The last Commander was built in ’92, management changed
in ’94, and military engine production was sold. A Canadian
acquired the rest, merged with a US firm in ’98, and Norton
Motors International (rights for the UK, USA, part of Europe)
planned a mad V8. Meanwhile Seifert created Norton Motors
in ’96, selling a Rotax-powered bike using rights not assigned
to NMI. This merged into Norton Motorsports in the USA in
2003, who now owned the name. Owner Kenny Dreer built
Norton specials, and showed a Commando 952 prototype.

82
 There are six work Hand-made, hand-
stations building finished tanks are
Commandos from also painted on site
the bare frame up

There are three

engine stands
where 961cc twins
are assembled

4 BACK TO BLIGHTY Café Racer is one

of three current
After many years and millions of dollars, Dreer’s Commando
didn’t make production. British businessman Stuart Garner Commando variants
had already talked to them about running a Norton race team,
and in October 2008 bought the name, prototypes and
associated work. The 952 was re-engineered by ex-Triumph
designer Simon Skinner, and the new Commando 961 from
Norton Motorcycles (UK) Ltd went on sale in 2010. First
based in a unit at Donington Park, the factory is now at
Donington Hall and produces three Commandos (Sport, Café
Racer, California) plus the racier Dominator. Each bike is built
by hand, with Norton currently making 800 bikes per year –
80% for export to the USA, Japan, Australia and across
Europe. A deal has recently been made to import bikes into
India, with long-term plans to build a factory there. Norton are
also building a brand-new 1200cc V4 sports bike based on
their competitive TT racer, with first examples due to reach
customers in May. This will be followed next year by a 650cc
parallel twin, first in scrambler form and then powering a
sports bike, complete with supercharger and carbon frame.

83
 50 OFYEARSTHE 2018 CALIFORNIA
ndo
Comma

Norton’s new

State The California heads a limited run of

birthday special Commandos from
rejuvenated Norton. Classic Bike is
the first to hold its high handlebars…
WORDS: ALAN CATHCART. PHOTOGRAPHY: KEL EDGE

here’s no doubt these high-rise handlebars really stand out. Known

T as Western Bars back in the ’70s, and straight from the infamous
Norton Girl ads that made Britain’s sportiest motorcycle brand a
firm favourite with US customers, it’s the distinctive finishing
touch on the latest bike from the current Norton Motorcycles –
their new Commando 961 MkII Limited 50th Edition California.
Commemorating production of the original Commando starting in April
1968, the Donington Hall factory has a range of limited-run birthday bikes.
Finished in a choice of ten paint schemes, from retro metalflake to clever
US-style ’70s white-and-blue, the bikes have a carbon-fibre front mudguard, rear
hugger and numberplate hanger, brushed-aluminium oil cooler and chrome
headlamp bezel. The fully-adjustable Öhlins forks and twin gas shocks are
polished to a mirror finish, along with assorted chassis components, and the
engine has the classic combo of silver cylinder head sitting on a black barrel –
first seen on the hotted-up Combat version of the original Commando back in
1972. Bikes come with a cover and stand.
Yet despite increased desirability, these birthday editions don’t come with an
increased price. “We’re building 50 numbered editions of each Commando model
to mark its 50th anniversary,” says Norton owner Stuart Garner. “Each gets a
full range of our special parts, then we’re discounting them back to the price of
the standard model. It’s a thank-you to customers for all the support the
Commando has had that’s enabled a 50th anniversary at all. We’re selling bikes
for the old 2017 flat price, which means about £6000-worth of extras for free.
They’re on a first-come, first-served basis, and each bike will have its unique build
number etched onto the instrument panel.”
Birthday bikes aside, there’s also a
‘DESPITE INCREASED standard new California variant, which
joins the existing range alongside the Sport

DESIRABILITY, THERE’S and Café Racer models. “Many riders,

including yours truly, are getting a little

NO PRICE INCREASE’
84
Only 50 ‘anniversary
special’ Californias
will be released, but
a standard version
will also be joining
the Norton range

85
 50 OFYEARSTHE
ndo 2018 CALIFORNIA
Comma
older and suddenly all our joints are a lot stiffer than before,” continues Garner.
“A more upright riding position is something we’ve been asked for and seemed
sensible – and the birthday gave us a trigger point to introduce this more easy-
riding Commando. It makes a lot of sense when you ride it.”
He’s right. I was invited to be the first person outside Norton to ride the new
£16,495 Cali’ (it’s literally number one, with 1/50 etched in), and the high-rise
’bars and pulled-back grips immediately evoked echoes of cruising the Pacific
Coast Highway in the so-cool ’70s. The orientation of the ’bars and grips allow
your arms and hands to adopt a position that feels comfortably natural. It’s a
much more relaxed stance than the regular Commando 961 Sport delivers, with
its lower, flatter ’bars – and certainly way more comfortable than the Café
Racer’s clip-ons. The high ’bars do slow the steering down slightly, and also
change the feel of the bike – in Cali’ guise, the classic street racer is more a
relaxed high-speed cruiser. You can still chuck it around and get the best from
the Dunlop Sportmax Qualifier tyres carried by the retro-looking wire wheels;
it’s just a bit more leisurely in rolling from side to side than the Sport.
Riding position (and birthday goodies) aside, the Cali’ is otherwise the same as
the other Commando models. The frame is a chrome-moly tubular steel duplex
cradle, with a fabricated backbone doubling as the oil tank for the dry-sump
engine. It’s made in-house at Norton by craftsmen who previously plied their
trade at local chassis specialists Spondon, prior to Garner purchasing the firm
and moving it to Norton’s factory. The 43mm-diameter Öhlins forks are set at a
24.5º rake with 99mm of trail, and wheelbase is 1400mm. Handling has always
been a strong point of the Commando 961, and despite the new ’bars the Cali
steers cleanly and tips easily and controllably into a turn, even while applying the
sensitive-yet-effective twin radial front brake calipers (which feature ABS).
Release them at the apex and the bike doesn’t fall in, either.
It feels light and agile, yet stable and forgiving, a confidence-inspiring
motorcycle you can trust over a variety of surfaces. Hitting a bump cranked over
in a 60mph downhill sweeper didn’t unsettle the Cali’ at all. Instead, the Öhlins
suspension shrugs off bumps and the Norton holds its line well, due mostly to
the low centre of gravity
achieved by having the engine
‘A MORE UPRIGHT RIDING low in the frame, without
impacting ground clearance.

POSITION IS SOMETHING This Euro 4 version of the

pushrod, overhead-valve, 961cc
parallel twin has the great
WE’VE BEEN ASKED FOR’ torque it’s always had.
Redesigned and retooled for the

Garner says the special

edition offers around
£6k of extras for free

Norton owner Stuart Garner

says the bike will suit riders
who are knocking on a bit

86
 Plush, polished Öhlins suspension front and rear Limited edition marks 50 years of Commandos

Clock surrounds reflect the bike’s cool retro style Brembo brakes do their job brilliantly

Relaxed riding position MkII version back in 2016, giving a smoother, more refined and better-finished
is no impediment to unit, it now also benefits from revised fuel injection mapping for cleaner
hustling the California emissions. This change also gives a more linear power delivery. Low-down
through corners fuelling is good when you’re crawling along in a line of traffic, but spot a gap
and gas it up hard and the Cali’ catapults forward in a totally addictive way.
Ample, meaty torque means it’ll take almost any gear you throw at it, and
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head/black barrel style And with its west-coast-dreaming style, the new Commando California is the
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87
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 KEL CARRUTHERS

From privateer
racer to factory
rider, engineer
and team
manager,
Carruthers has
done it all

The
K INGMAKER
Kel Carruthers recently celebrated his 80th birthday – a good time to
talk to the Aussie great who won seven world championships as rider
and engineer, making both Kenny Roberts and Eddie Lawson kings
WORDS MAT OXLEY. PHOTOGRAPHY BAUER ARCHIVE

91
 KEL CARRUTHERS

el Carruthers won his only world

K championship at a tipping point of Grand

Prix racing. The 250 grid during 1969
was a fabulously mix of different bikes
and riders. There was Benelli’s four-
cylinder four-stroke, MZ’s tandem-twin two-stroke,
Ossa’s monocoque-framed single-cylinder two-stroke
and Yamaha’s production TD2 twin, available to
anyone with £900 in their pocket.
The riders came from all over: Carruthers from
Australia, Kent Andersson from Sweden, Santi Herrero
from Spain, Renzo Pasolini from Italy, Heinz Rosner
from East Germany and Rod Gould from Britain.
Carruthers’ 1969 250 championship was the last one
won on a four-stroke – from 1970 the class was limited
to twin-cylinder machines, a cost-saving rule that
initiated a four-decade reign by 250 two-strokes. It was
also the first and last 250 title won by an Australian.
Carruthers had planned a three-way campaign in
1969, riding factory Aermacchis in the 125, 350 and
500 classes. The 250s weren’t even on his agenda. And
it was four races into the 12-race season – at the Isle of TOP LEFT: Carruthers papers, shipped out to the colonies each week.
Man TT – before he even climbed aboard a 250. in March 1966, the “I had wanted to do the Isle of Man from the time
“Halfway through practice week, Count Nardi Dei year he started I was a little kid. The TT was the thing for most decent
from Benelli asked me if I’d be interested in riding their racing in Europe Aussie riders. You never thought about the rest of it, that
spare 250,” Carruthers recalls. “They wanted me to run just followed.”
second to Pasolini and help him win the championship.” Carruthers grew up in Granville on the western
Pasolini needed all the help he could get, because he TOP RIGHT: Serving outskirts of Sydney, where he worked in a motorcycle
had failed to score in the first three rounds. his racing shop owned by his father, a top Aussie sidecar speedway
“I took off in the 250 race and found myself in the apprenticeship in rider. He fettled bikes and got his first street licence
lead,” adds Carruthers. “So I slowed down, waiting for Australia, here on when he was just 15.
Pasolini to catch me. Eventually Benelli gave me a pit a 125 in 1962 “My dad had a contract to fix bikes for the army, so
board, saying: ‘first, OK’. After that, they offered me a he wangled me a street licence, so I could road-test
contract to back up Pasolini. The only trouble was that I ABOVE: With family bikes. To get a competition licence you had to have a
was usually faster than him. on the Continental street licence, so I went racing at 15.”
“It got a bit embarrassing, because the wrong guy was Circus. Behind the Carruthers started racing a BSA Bantam on the dirt,
getting all the points! When Pasolini crashed at Imatra, won his first serious road race at Bathurst on a BSA B31
smiles, it was a
Benelli figured out that I could win the championship, and was soon dominating the Australian road race
so for the last three races I got two bikes and all the help tough life scene. He was very fast on a bike, but just as important
I needed. I got the title at the last race at Opatija.” were his engineering skills.
Even now, the biggest thrill of Carruthers’ career “I built all my own stuff, so my bikes were all bitsas:
wasn’t his only world title, but his first TT victory – BSA engines with Manx Norton gearboxes and so on.
because back then that was all that mattered to Aussie It was the way I was – I’d learned it all from my dad.”
youngsters who grew up reading the British motorcycle Between 1961 and 1965 Carruthers contested 181

92
 ‘I HAD WANTED TO
races in Australia and won 148. The
only Aussies who beat him were GP
winners Tom Phillis and Jack Ahearn,
when they came home in the off-season.
It was obvious what Carruthers DO THE TT FROM
THE TIME I WAS
should do next. But unlike most
ambitious Aussies heading to Europe
he wasn’t young, free and single.
Carruthers joined the Continental
Circus at the age of 28, with wife Jan,
two kids and his parents, trekking
A LITTLE KID’
around Europe with a Honda 125
twin and a 350 and 500 Norton Manx. The lifestyle
may have had a certain romance, but this was a tough,
deadly game: always on the road, competing on street
circuits, racing every weekend to keep the cashflow going.
“The first year was really hard. The racing side was
pretty easy, because that was just riding bikes. The real
work was negotiating with all the organisers, plus all the
carnets you needed to check in and out of all the
countries, plus finding our way around.
“We didn’t have a lot of money, but we had enough to
have one of the first Ford Transits and a little caravan.
MAIN: Carruthers
I was having the time of my life, but
it was hard on Jan, living in a little (8) and Rod Gould
caravan, looking after the kids and (4) on Yamahas at
travelling all the time. In fact it was
hard for all the women in the paddock.
the Belgian 250GP,
1970. Gould beat
“One of the things that made a big
difference for us was that right from him into second
the beginning I had a friend in England
who looked after my mail. A lot of
guys didn’t have that, so they missed
their mail, which meant they missed
INSET: With an
Aermacchi in bits.
He was well versed
out on race entries and money.” in bike building,
Carruthers’ engineering instincts took over for 1967, having been taught
after he ordered a 350 Aermacchi. “I went to Varese to by his dad
get the bike, but only the engine was ready, so I bought
a Rickman frame and got all the good stuff from Italy –
Ceriani forks, Fontana brakes – to build my own bike.”
In 1969 Carruthers became a factory Aermacchi
rider, with a 125, 350, and a 380 for the 500 class. He
was lucky that Benelli came knocking, because the
Italian singles were outgunned by the four-stroke multis
and burgeoning two-strokes. Benelli’s 16-valve dohc
four made 64 horsepower at 14,500rpm with an eight-
93
 speed ’box. Ossa’s two-stroke single was a very different
motorcycle – only 42 horsepower at 11,000rpm, but
much lighter and more manoeuvrable. The MZ and
Yamaha twins were in between: 56 and 45 horsepower.
Each bike had its positives and negatives, amplified or
reduced according to the track: Jarama, Hockenheim,
Le Mans, the TT, Assen, Spa, Sachsenring, Brno,
Imatra, Dundrod, Imola and Opatija. At least, that was
the theory – Herrero on the Ossa won at Spa at 117mph!
Going into the final race in Yugoslavia, Carruthers
was in a three-way title fight with Herrero and
Andersson. He won the race, Andersson was third and
Herrero crashed out.
Benelli planned to defend its title in 1970, but
problems at the factory left Carruthers without a ride.
His only option was to buy a TD2 and a TR2 350, but
demand for these game-changing machines outstripped
supply. He was lucky to find two bikes in the US,
through Rod Gould and racer/tuner Don Vesco. This
was the start of a 20-year career with Yamaha.
Carruthers could have retained the 250 title in 1970, but
the TD2’s contact-breakers kept failing – usually when
he was in the lead.
“At the end of 1970, Jan and I decided we’d done this
long enough – we were going home to Australia. Then ABOVE: Kenny him the first year, then he got better and better.”
Don Vesco said: ‘Hey, if you want to race in America for Roberts downloads Finally Carruthers quit racing to concentrate on
a year, you can use my shop and my dyno,’ so we went verbal telemetry to engineering and management. Then in 1978 Yamaha
to America, thinking we’d stay one year.” The family Carruthers at US sent Roberts to Europe. “Initially Kenny wasn’t all
has been based in California ever since. Daytona in 1977 that keen on going, but in the end he had no alternative
The work Carruthers did over the next few years because Yamaha’s dirt-trackers weren’t good enough.
helped change racing forever. At first, he raced as a I talked it over with Jan and we thought we’d do it for a
privateer, but his results were so good that Yamaha US year or two. The good thing was that we were able to do
asked him to run its racing operation, as rider/manager. it the right way – Kenny and I sent motorhomes to
Soon Yamaha Japan noticed his engineering abilities, so Europe, so it was more comfortable than it had been in
he played a huge part in the development of the factory’s the privateer days.”
250, 350 and 750 race bikes, which dominated racing Roberts took a 250, a 500 and a 750 to Europe, to
across the globe for years. contest all three championships. “If Kenny had stuck
But it wasn’t only bikes he had to develop. “Part of BELOW: Dutch TT at with 250, he could’ve won that as well, but halfway
my deal with Yamaha was to look after Kenny Roberts, Assen, 1970; through the season he decided to focus on the 500. And
who was just a young kid, still racing dirt track. It was Carruthers came he could’ve won the F750 championship too, but there
obvious Kenny was going to be pretty good. I could beat fourth in the 350 GP were too many conflicting dates.

‘I COULD BEAT KENNY THE

FIRST YEAR, THEN HE GOT
BETTER AND BETTER’

94
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 KEL CARRUTHERS
“That year, Kenny more or less did whatever Jan and
I said. The first year, the people from the Isle of Man
wanted him to do the TT. They were going to pay him a
lot of money, so we sat him down and said: ‘This is not
a good idea. They’re going to expect you to go over and
win the damn thing and you’re not going to, because
someone you’ve never heard of will beat you.’ He took
notice of what we knew was best for him.”
Roberts famously won the 500 title in his rookie year,
then completed a hat-trick in ’79 and ’80. “The good
thing about Kenny was he’d bitch a lot about the bikes,
but when I told him: ‘Hey, Kenny, this is the best we can
do, now it’s up to you,’ he’d give it 100% every time.”
Roberts lost the title in 1981 and 1982, when
Yamaha produced a useless square four and V4. “They
were the bad bike years,” he says. The 1983 season was
one of the all-time great battles: Roberts on the 0W70,
Freddie Spencer on Honda’s NS500. Spencer won the
title with a controversial move at the penultimate corner
of the penultimate race, which enraged Roberts. But
Carruthers believes it was Roberts’ fault.
“It wasn’t so much what Freddie did at that corner, it
was the mistake Kenny made at the corner going onto
the back straight. If he had done that corner right,
Freddie wouldn’t have been on his tail at the end of the
straight and Kenny would’ve won the championship.”
When Roberts retired at the end of 1983, Carruthers
was put in charge of Yamaha’s latest American hotshot,
Eddie Lawson. The pair won the 1984, 1986 and 1988
500cc world titles together. “Eddie was a very, very
good rider on a good bike, but I don’t think he was as
good a rider as Kenny on a bad bike.”
By this time, Carruthers had become a vital part of
Yamaha’s race department. “For want of a better
phrase, I was their round-eye engineer. When I went to
Japan I was the only non-Japanese person to be allowed
96
‘THE JAPANESE ENGINEERS TOLD ME
THAT THEY WERE LEARNING FROM ME’
TOP LEFT: After in the race design department and dyno rooms.”
roughing it in a Yamaha trusted Kel-san so much that he was allowed
to re-engineer bikes. “I had a lathe and a milling
caravan, a team machine in the back of the truck. One year the new 500
motorhome arrived, and it was useless, so I machined a millimetre
was pure luxury off the bottom of the cylinders, modified the cylinder
heads and changed the port timing. Another time, the
ABOVE LEFT: Team rotary-valve inlet timing was all wrong, so they sent
Marlboro Yamaha, complete 360° discs and I cut them myself. Once they
1983: Giacomo even let me cut the front end off a 500 chassis and weld
Agostini (far left), it back at a different angle!
Nobby Clark “When I first went to Europe with Kenny, we were
(second left), basically on our own; we had one Japanese guy who
basically just took notes. The Japanese engineers told me
Roberts and they were learning from me what it was all about. It
Carruthers (in eventually got to the stage where they had learned a lot,
white shirts) they became more involved and the bikes got better.”
After Yamaha, Carruthers worked on Honda’s
NSR250 and Cagiva’s 500. Finally, he returned to the
US, where he tuned Sea-Doo watercraft racers and
MAIN: With Eddie managed superbike and motocross teams. He is one of
Lawson on the only four bike racers in the Sport Australia Hall of Fame,
Marlboro Yamaha along with Wayne Gardner, Mick Doohan and Casey
GP 500 in 1986 Stoner; a suitable tribute to a hugely significant career.
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 WALTHER FRAMES

Tu r
BE Rickman, Egli, Drixton – the history of racing is
laden with independent frame manufacturers
S
who took on the factories. Yet one of the finest
is also one of the least well known...
WORDS AND PHOTOGRAPHY: CLAUDE CIEUTAT

98
 ritz Egli is a well-known name. Located on

F the German-speaking side of Switzerland,

his Egli frames and complete bikes are
renowned in the classic world, with his
beautiful Egli Vincent heading many a
dream garage wish-list. However, he’s not the only Swiss
frame manufacturer. In the French-speaking part of the
country, close to Lausanne, is another creator of highly
desirable motorcycle tubing – Ernest Walther.
Starting his working life as a carpenter, Walther is self-
taught when it comes to spanners and sockets. He began
to learn about mechanics from books, then worked
unpaid in a motorcycle workshop on Saturdays to gain
experience. His passion for bikes led him quickly to
competition – he bought a 500cc BMW and enrolled
himself in the Swiss championship. Quickly tiring of
trying to keep up with Triumph Bonnevilles, Ernest
swapped to a faster and more powerful BMW R69S. He
finished fifth in the championship, although almost lost
his boxer’s cylinders in the process – the studs were
barely held in by the cracked crankcases.
For the 1964 season Walther was hired by Horst
Frerichs, the president of Honda Switzerland. With a Ernest Walther: carpenter, mechanic,
shared passion for competition, the pair got along so well skilled racer and creator of fine frames
that Horst offered him the opportunity to not only race a

99
 WALTHER FRAMES

305cc parallel-twin Honda CB77, but also to open a RIGHT: CYB350 twin
dealership in Lausanne. The business and the racing both is the factory race
went well, with Walther finishing runner-up in the Swiss version of Honda’s
championship in 1964 and ’65.
CB350. Open Keihins
The path to building his own frames started with a
visit to the Isle of Man TT in 1968. There on holiday, he help it make 45bhp
sampled the course and decided it was his sort of thing.
“The Swiss championship involved mountain races that BELOW RIGHT: Clean,
look like a very short TT,” says Walther. “So I went out uncluttered and
at three in the morning and lapped the track – my times functional. Ample use
weren’t too bad, so I registered for the following year.” of aluminium and
For the 1969 races Ernest went to the Island armed magnesium keeps
with a 350cc Aermacchi Ala d’Oro and a Honda CB450 weight to a minimum
in a Drixton frame. Racing proved tougher than the
previous year’s taster lap (“Six laps of 60 kilometres? I
could barely remember my name at the end of the race!”)
but Walther still finished 54 out of 100 starters on the
Honda – in a race which included Giacomo Agostini and
Jack Findlay, and in spite of a split exhaust.
The Honda’s performance got him thinking about
creating his own bike. “I was disappointed with Drixton,
and coming back to Switzerland I wanted to make my
own bike that corrected its defects.”
At the time, Honda’s CB500 and 750 were seen to be
in need of a chassis that matched the performance of the
engine, as were many Japanese bikes. Georges Martin

HONDA CYB350 WALTHER W

The CYB350 engine is a customer competition version of the
CB350 from Honda’s race department, known then as RSC
and today as HRC. The four-stroke twin uses 33mm Keihin BELOW: Triangulation
carburettors and makes 45bhp at 11,500rpm. Magnesium and the direct line
features heavily on the chassis, including the fork, brake and from steering head to
wheel hubs. This featherweight 350 was extremely effective swingarm create a
in mountain racing ridden by Florian Burki, a Swiss champion. light, rigid design

100
 ABOVE: Compact,
light, purposeful... V HONDA CB500 WALTHER
and it’s a glorious There’s little original CB500 remaining. The engine is rebored
to give 650cc, using 64mm pistons from a CB750. Camshafts
colour scheme too
and valve springs are special race items, and the carburettors
are borrowed from a CB750 KO. There’s a Quaife six-speed
gearbox with a first gear that’s 50% taller than the original. As
well as designing and building the frame, the magnesium
forks are also by Walther, as is the bike’s bodywork.

TOP LEFT: From

angular tank to
magnesium forks,
there’s little on the
500 that isn’t by
Walther’s hand

FAR LEFT: Nothing

wrong with having
pride in your work
Short fairing stops
LEFT: Triple discs ground clearance
mean the lightweight issues... as does
Honda has no trouble soggy weather
shedding speed

101
 WALTHER FRAMES

in France and Fritz Egli in Switzerland had already RIGHT: 349.2cc

started trying to find the best solution, and the first overhead-valve
Walther bike also used a Honda CB500 engine. Released single makes 42bhp
in 1972, it was produced with help from Peter Kashdam, at 9000rpm and is
an English engineer based in the region. The Anglo-Swiss good for 135mph
association went on to create around 75 machines, most
of which made their way to the race track. Engines were
mainly CB500 and 750, but there were also CB350s,
BELOW LEFT: Oldani
some Kawasaki Z900s and finally two Aermacchi 350s. front stopper is a
Walther frames are lightweight and rigid, made from unique bit of kit
precision Reynolds-type tubes. When Ernest hears the
Egli name used in comparison, he smiles and says: “We BELOW RIGHT: Works
know how to bend tubes”. He’s referring to the way his Aermacchis had the
frames are twin-loop full cradles, not the spine design carb angled to clear
focusing on straight tubes as made by his compatriot. their spine frame –
Perhaps the finest of all Walther’s bikes was the unique Walther’s design has
model ordered by an American pilot, with a Honda no such issues
CB450 engine using a cylinder head machined from solid
aluminium and four valves per cylinder. The precision of
the work involved and the accuracy of finish was as you’d
find in a Swiss watch. Once finished, this exquisite bike
was paid for, securely packaged and dispatched to the
USA. But what happened to it then is a complete mystery.
If you’re aware of such a bike, do let us know...

AERMACCHI ALA D’ORO WALTHER W

Aermacchi’s 350 Ala D’Oro single is fast – Renzo Pasolini was
third in the 350cc Grand Prix world title in 1966, behind the
multi-cylinder bikes of Agostini and Hailwood. The engine has
BELOW: If it looks
a dry clutch, magnesium cases, 46mm carburettor and makes right it probably is,
42bhp. Walther has kept it original. His chassis features a goes the old adage.
double-sided twin-leading-shoe magnesium front brake, an Walther’s just-so 350
Oldani prototype that Walther recovered from their factory. is a case in point...

102
 COME SEE US AT

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 ARCHIE BEGGS
When I grow up, I want to be..
Archie Beggs
It’s hard to believe that there was a time when today’s
blue-chip classics were just cheap old bikes. Archie Beggs
was there – and he’s still here to tell us all about it
WORDS RICK PARKINGTON. PHOTOGRAPHY TIM KEETON
t cost me £15,” says Archie Beggs, waving his
I stick at the menacing black brute I’m here to
ride. “I wanted something faster for sidecar
racing. It was fast alright – but it got a bit out
of shape on corners. A friend who wanted to
passenger one race was alright until he noticed the marshals
running away every time we went into a bend!”
It may come as some surprise that the subject of Archie’s
stick-waving is a Brough Superior. It’s some while since a
1927 SS100 could be bought for £15, but then Archie goes
back to a time before people bought old bikes as investments.
In his time they were cheap and they were fun.
He started with a 1929 Francis-Barnett, bought to get to
his work in the mines – a less well-known option for
National Service. Before long, family friend Tom Ainscough,
a keen motorcyclist, turned up a 1930 600cc Douglas and
Archie began to really enjoy his motorcycling. He joined the
recently-formed Vintage Motor Cycle Club and, having been
impressed by the Sunbeams he saw, was quick to respond to
an advert for a 1928 Model 90.
104
Tom approved, so Archie saved up the £25, fitted a box
sidecar to the Duggie and set off the 175 miles from the
Wirral to near Grimsby to collect the Sunbeam, taking
fellow enthusiast – and sister – Kitty on the back.
“That’s a journey I won’t forget!” groans Archie. “We set
off at 6am in drizzling rain and the battery fell off before
we’d even left Liverpool. Then, 40 miles from our
destination, the engine shock absorber came loose and the
thread stripped when I tried to tighten it. We got there,
loaded up and had some food, but on the way back things
got worse. The bike was overheating and so slow up hills
that Kitty had to jump off and push. It turned out to be a
magneto problem – luckily I had a spare in the sidecar and
after fitting that it went fine, but we got lost in Sheffield and
it started snowing… we finally got home at 2am!”
But it was worth it – the Sunbeam was fast. In fact,
watching the sand racing at Wallasey, Archie reckoned he
could go just as quickly. His first competitive event was
riding a borrowed 500cc Scott at a Chester Motor Club
sprint in May 1950. After that he began racing the old
Sunbeam regularly at sand and track events.
A painful fall led him to try sidecars, Kitty
passengering for sand events, and he entered as
many races as possible on two or three wheels.
In the early ’50s, former wartime airfields
provided perfect venues for racing and sprints.
Money was tight, so it wasn’t unusual to see pre-
war bikes club racing against current models as
well as having their own VMCC events.
When loss of space caused a friend to sell his
brace of 1929 Rudges, Archie bought them; these
were proper track bikes, more competitive than
the Sunbeam. Then he bought a couple of 500cc
dirt track Douglases: “They were great for short
circuits, being so low slung”. He rode the Brough
in ‘unlimited’ classes, and to compete with the
350s Archie picked up a couple of overhead-
LEFT: Archie instructs Rick on the best way
to get top whack out of valuable collector’s
items – like his 1927 Brough Superior SS100 –
and turn them back into motorcycles
‘THERE’S NO POINT KEEPING
BIKES YOU AREN’T RIDING’

105
 ARCHIE BEGGS

1
2

3
cam KSS Velocettes. “The main difference between a tuned
KSS and the racing KTT is that the KTT stays in one piece!”
This discovery led him to upgrade one of the bikes with
the necessary KTT bits. A second Model 90 came along and
just to complete this motorcycling Noah’s Ark, he obtained
another, 1929-model, Brough SS100. So why two of
everything? “Well, the second Brough was only £15... or was
it £25? Anyway, when you had one bike and another came
along cheaply, it seemed sensible to buy it – plus it gave me
the luxury of one for solo and one for sidecar races, although
I never actually raced the ’29 Brough.”
Of course if you have several race bikes, people want to
borrow them, and at one meeting Archie lent out both his
Velos to friends and the solo Douglas (and his leathers) to
brother-in-law George – warning him about a deceptive
section of the track where the faster Douglas could get into
trouble. Arriving after work for a later race with the
Sunbeam, the first thing Archie heard was: “Don’t worry;
George isn’t badly hurt...”
“George had crashed the Douglas where I said to go easy –
and to make it worse the ambulance crew cut my leathers off
him! The KTT-spec Velo came second, but the other dropped a
valve; then in my race, the Sunbeam’s gearbox sprocket broke
up. So for trying to help, I ended up with three broken bikes
and a scrap set of leathers!”
1 Douglas DT5 in the billiard room Although racing then wasn’t
2 Same bike in the pits at Oulton Park a cheap hobby, it was at least
3 Archie’s 1928 Sunbeam 90 fitted affordable. Archie raced
with a MkII sand racing sidecar nearly every weekend. “If I
wasn’t racing, I was preparing
4 Racing Rudge relaxing at home the bikes; they were among
5 Rick and Archie talk milling machines the best years of my life!”
6 Archie sports a comedy bowler As I stand admiring Archie’s
hat for the Cadwell Park old black Brough racer, a
4 vintage with the Douglas mischievous gleam appears in

5 6

106
 7

9
10

his eye. “This one’s much 7 Sand racing the 90 with the original
faster than the ’29 – this MkI ‘moon rocket’ sidecar
one really goes!” 8 Sifting through the parts department
Kenny Crawford, Archie’s 9 Racing the Douglas on three wheels
friend who’s been looking after 10 Cracking on at an Oulton Park
the bike for a while, wheels it vintage race
outdoors. “Think you can start
it?” he asks. It seems chancing
11 On the beach with the KTT Velocette
fate to answer, but I nod and 12 On the Douglas at Oulton Park
after tickling the huge twin- 13 Sunbeam with sister in the chair
float carburettor, I pull in the
valve-lifter lever and drop it halfway through the kick. With
an outraged “bad-aff!” the engine rewards my first effort,
bellowing into the off-beat that characterises a big V-twin. It
sounds fantastic through Kenny’s home-made Brooklands
cans – I won’t insult them by calling them silencers – and
although it’s loud enough to be offensive, there’s a kind of
implied amnesty with a bike like this that causes neighbours
to smile as they lean out to shut their windows...
I don’t go very far – but a few miles is enough to confirm
that if you put the legend aside and take the BS out of
Brough Superior, it is still a deeply impressive machine.
There’s a lot of power, however it’s delivered in such a 11

12 13

107
 ARCHIE BEGGS

leisurely manner that you

‘ARCHIE IS A find yourself going much
faster than you expect and

MAN POSSESSED riding it just makes you feel

good. Vintage bikes are so
alien on today’s roads that to
– IN THE BEST ride one capable of loping
along so easily at modern

POSSIBLE WAY’ speeds makes you want to

stand on the footrests and
whoop defiance.
I’ve known Archie for
about 15 years; the first time we met he unhesitatingly
offered me a ride on his Model 90. More recently, at a party
organised by Davida helmets, he turned up with the 1929
Brough and happily invited guests to ride it up a private road.
He’ll be 90 this year, but whenever Archie gets talking about
riding his bikes – particularly in competition – his eyes
sparkle and it’s clear that the passion hasn’t dimmed even
slightly over the last 70-odd years. He’s been fortunate to
1
own some of the finest classics around, but it’s clearly the
riding experience that he values above everything else – and
he’s keen to share it with those of us who will probably
otherwise never have the chance. 2
But Archie’s a realist and has recently thinned the
collection. “There’s no point keeping bikes you aren’t
riding.” Even that first Model 90 has gone to a new owner,
while others are on semi-permanent loan to people who look
after and – most importantly – use them. He still rides a
350cc Sunbeam and is regularly out on his Honda 90.
A vigorous contributor to the Marston Sunbeam Club
magazine, he still spends most evenings working on projects
in his workshop or round at Kenny’s. Archie is a man
possessed – in the best possible way. Older enthusiasts can
often reel off a magnificent list of bikes that have passed
through their hands, but Archie differs in that he kept most
of them, and because he is keen to help and to share – that’s
why, despite a quiet, self-effacing nature, he is an inspiration
to many people and has friends all over the world.
My mate Graham Moag put it best when we were
discussing the future over a few beers at a rally. “When I
grow up,” he said, “I want to be Archie Beggs.”
I’d drink to that.

1 On the Sunbeam Model 90 at the long-forgotten

Rhydymwyn circuit in North Wales
2 Archie’s veteran Sunbeam is a regular at the Pioneer Run
3 Ready for action with the Brough at Oulton Park
4 Rick savouring the wind-in-the-brogues sensation of
riding Archie’s Brough Superior SS100 racer

108
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 Worksh Spannering supremo
Rick Parkington welcomes you
to our Classic Workshop

112 Rick’s Fixes Your problems solved 118 Project bike Sunbeam in smoke! 124 Wiring Pt1 Looming for beginners

classicbike.workshop@bauermedia.co.uk

Rick’s
Fixes Solving the problems
of the classic world
RICK’S PATCH
I’m not worthy...
A doctor induces a crisis in Rick’s self-confidence – maybe ‘good enough’ just isn’t good enough?
This sort of follows on from last month’s tale about a
little knowledge ruining a set of flywheels. Paul
Fewings in New Zealand suggested I might be
interested in an internet article by Dr Charles
Falco on repairing an early Bosch magneto for a
friend. Dr Falco is a very clever guy who, although
he doesn’t rebuild magnetos commercially, has
accumulated the skill and equipment to do the
job to a very high standard. The Bosch had
failed soon after a specialist rebuild and Dr
Falco had something to say about repairers
generally, explaining that, although they might
claim that their rebuilds ‘work just fine’, they are
generally, by his standards, a very shoddy job.
‘HE USES EQUIPMENT I’VE
NEVER HEARD OF, LET
ALONE ASPIRED TO USE’
112
Workshop
Rick’s latest rubbish
magneto rebuild is
sparking fine... so far
Dr Falco uses equipment I have never
heard of, let alone aspired to using, and
among other things employs a
microscope to examine bearing races
for pitting. But don’t get the idea that
this is some crackpot taking things to
extremes; Dr Falco makes a
convincing case for everything he does
and the more I read, the more uncomfortably
aware I became that I’m just the sort of bodger
he’s talking about...
But over a consoling cuppa I remembered that
out of at least 20 magnetos I’ve built over the years,
only one has let me down – I shouldn’t have trusted
WHO IS RICK? the original Bakelite slip ring – and even that one lasted
Rick Parkington
has been riding
and fixing classic
nearly a decade. My work may be pretty poor compared
to Dr Falco’s – but if it actually does ‘work just fine’,
does it really matter?
bikes for decades.
He lives and
It is always fascinating to read how someone at the
top of their game does a job – just so long as we don’t let
fettles in a fully
tooled up shed in
his back garden.
it scare us out of trying things for ourselves.
ILLUSTRATION: IAIN@1000WORDS.FI
HOW TO

Make a cork washer

Here’s how I made the cork washer I needed for
the project Sunbeam gearbox (see page 120)

The original washer has compressed, but a wine bottle cork makes a Ideally a punch should be made from sharpened thin-wall pipe;

1 perfect basis for a replacement (teetotallers can get them from wine
making shops). Look for smooth ones, coarse grain encourages splits. 2 the taper on this punch will split the cork, but pressing it snugly
into this old bush supports it, preventing the stretch.

Press and twist the punch to make the cut, then push the cork out to Job done. Always soak cork washers in boiling water before

3 the required depth and part off the ring with a junior hacksaw. The
edge of the bush keeps your saw-cut square. 4 fitting – it makes the material incredibly squashy and workable.
And save the bit cut out of the hole – it might work on a petrol tap!

THE BIG FIX

Tension trouble
Keith Payne emailed an interesting article
on Hy-Vo chains, explaining that the
design causes the chain to move further
out on the sprocket, accommodating slack,
so tensioners should never be used. Keith
says: “It surprised me, then, to read in the
March Fixes that Honda fitted a tensioner
to the Hy-Vo camchain on the CB250.”
Good point. While Hy-Vo primary
chains usually use crankcase anti-slap
pads, camchains always have tensioners.
Ordinary roller camchains were fine
(although insensitive owners let them run
slack enough to wear through the cylinder)
and even competent mechanics fitted risky
split links to Honda’s endless chains to
Are pads better than tensioners with Hy-Vo chains?
dodge performing a complete engine strip.
So clearly a zero-maintenance chain
would have interested Big H, but while a
bit of slack in a primary chain won’t hurt,
a camchain needs correct tension for
accurate valve timing. Fixed centres
between crank and cam sprockets making
it impossible any other way, a slipper
tensioner was probably the only answer.
Of course, the chains weren’t that wear-
free after all – I sold a lot of them when I
was in the trade – but thinking back, didn’t
Honda’s famed camchain and tensioner
problems start with the introduction of
Hy-Vo chains? The CX500 was the
earliest victim, followed by the CBX550
and V4s – but I remember even the
CB250/400 twins being heavy on chains.
Could the mechanical tensioner have
counteracted the self-tensioning effect,
pulling the chain back down to the root of
the sprocket teeth, causing premature
wear? If so, it’s strange other
manufacturers didn’t have so much
trouble, but it’s interesting to speculate.
Thanks for getting in touch, Keith.

113
 RICK’S FIXES
RICK ANSWERS YOUR QUERIES
Electronic Tacho
Neil Breckle is fitting an electronic
rev counter to his 1979 Honda
CX500 and asks what to do with
the wire. “Do I wrap it round the
HT lead, connect it to the coil or to
the magneto?” he asks. “I keep
getting different answers!”
This sounded like a question for
Ferret (Ferret’s Custom Electrickery,
07765 832420). He said it depended
on the unit, but (assuming it came
with no instructions or they are
unclear) he would try wrapping it
round the HT cable first – this is
easiest and will do no harm. Failing
that, it should connect to the positive
terminal on the coil, as this is a CDI
(capacitor discharge ignition) bike.
RICK’S TOP TIPS
Cam bearing
conversion
Nigel Smith says he got
round a Honda cam
bearing failure (March
Fixes) by boring out the
cam and pressing in a
10mm silver steel shaft.
He then opened out
original bearings in the
head to take 26mm ball
races that accepted the
new shaft. Sounds a bit
rough’n’ready, but Nigel
assures me that it lasted
for years afterwards.
114
Workshop
This will be the white or pink wire
on a CX500, depending on which
coil you choose.
Interestingly, Ferret says that on a
straight transistorised system – such
as a Boyer, which is sometimes
confused with CDI – it would
connect to the negative terminal,
because on these, like points, the
ignition pulse is controlled on the
exit from the coil. With CDI, a
ABOVE: Touring Gold
Star cams are good CAM QUANDARY
Geoff Davidson has a BSA ZB32
all-rounders
pulse from the unit activates the coil Gold Star and asks firstly what
upon entry, so it is picked up on the carburettor is best and secondly
input wire. In any case it wouldn’t whether I’d recommend fitting
connect to the generator, but bikes ‘scrambles’ Goldie cams.
that came fitted with an electronic BSA’s Goldie was an impressive
tachometer as standard will have a all-rounder, capable of success as
dedicated connection. TT racer, trials bike, scrambler and
tourer, but this diversity makes it
difficult to advise without knowing
the existing tune. For example, the
standard ZB used a touring 1in
Amal Type 276 carb, but the sporty
ZB32 specified a 11/16in Amal
10TT9 track carb and cam choice
varied accordingly.
A ‘scrambles’ cam usually means
500cc DB type which are both
65-2446 – the Clubman (racer)
exhaust cam. In a late Clubman bike
this is said to clip off top-end power
in return for more midrange, and
works well in the earlier bikes, too.
The ‘touring’ cams (65-2448/65-
2450) are often recommended for
gingering up the cooking B31/B33
engine – although these cams were
standard in touring ZBs anyway.
LEFT: 15,000rpm It all depends what Geoff wants
may be a little too from the bike and will probably be a
high for a CX500… matter for experiment.
Having a leak in the bubble bath
If you suspect you have a leaking carb float, dip it into a cup of
boiling water. As the air inside the float warms, it will cause
bubbles that may not appear at normal atmospheric
temperatures, revealing the leak. Petrol being thinner than
water, it can penetrate where water cannot.
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 RICK’S FIXES
CRISPY COILS
Brian Purvis is having problems
with the 6v RM14 alternator on his
Triumph 6T Thunderbird and asks
if I can recommend anyone who
would be able to rewind the coils.
The advantage of these
‘unencapsulated’ stators is that if
there is a broken output connection,
you can re-solder it much more
easily than the resin-encased later
type, but it’s a different matter if a
coil has burned out.
First thing to say is that
alternators are not six or 12-volt.
They produce an increasing voltage
the faster they rotate. The size of
the coils will affect the wattage
produced, but it is regulation that
restricts the voltage to six or 12. On
six-volt systems like Brian’s, this
was originally done by the
headlight switch, switching
alternator coils in or out of circuit.
Since new replacement
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Workshop
alternators are available, I don’t
think anybody rewinds the old
ones, but to confirm this, I spoke to
magneto and dynamo specialist
Dave Lindsley. “Nobody has
rewound those for years,” he said,
going on to explain that without the
complicated and expensive Lucas
equipment, the coils would have to
be rewound by hand, making the
job prohibitively expensive.
This took me back to the early
’80s when my mate tried to rewind
the alternator of his BSA C15. After
unravelling the coil, we had to
stretch the wire out across his
mum’s back garden to measure how
long it was. Not that it mattered –
like getting cotton back on a reel, RICK’S FINAL WORD
we couldn’t wind it tidily and only
got half the amount back on. It
didn’t work, of course, so it’s just as
well you can buy new ones – but
Brake down
A rear brake problem has held up Perry Barwick’s
Brian will need both the rotor as flat-tank BSA project. A vee block presses into a belt
well as the stator as they are a rim, spoked to the wheel, and I couldn’t get it to line
different diameter. up correctly. It finally dawned on me that in
changing the beaded-edge wheel rim to a
conventional type, the spokes now go to the middle
of the rim, not the outer edge – and since the brake
rim rests against them, it has moved inward. Plus,
although I didn’t notice at first, the original (rusted
through) brake rim has a tiny offset not found on
the replacement. Added together, these two issues
provide about a quarter of an inch difference.
So I spent a day devising a way to move the shoe
mechanism inward – tricky, because space is tight.
I spent a day machining up a spacer and a longer
pivot from hi-tensile steel, without knowing if it
would work. It did (sort of) but now I find the rim is
too close radially to fit a shoe. Groan.
So I’ve fashioned shallower shoe brackets and just
have to hope it’ll work. I won’t know for sure until
I get a shoe – and at £55, let’s hope it fits!
I was talking to a friend about this the other day.
The older project bikes we’re trying to put together
now are all the ones that were overlooked as being
Open coil too much effort in the past. It’s very rewarding to
see a hopeless pile of bits reassembled into a working
alternators are
bike again – but it can be really frustrating and
easier to fix – but difficult to achieve.
not professionally
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 Project
Sunbeams
Rick rips into yet
another in his
extensive pile...
Satisfying
smoke signal
When last month’s ‘easy’ Sunbeam turned into a lengthy job,
it didn’t augur well for putting one of the project bikes together.
But one month later, here it is running and filling Rick’s shed
with smoke. The sun always breaks through in the end…
WORDS AND PHOTOGRAPHY: RICK PARKINGTON
his is a 1931 Model 9,
T from the year sober
Sunbeam went bonkers
and chrome-plated their
fuel tanks, restricting the
traditional black and gold to the panels
on sides and top. And it’s just fired up
for the first time in decades.
It’s one of the project bikes I loosely
assembled over Christmas, discovering –
unexpectedly – that the engine had been
rebuilt a long time ago, but apparently
never run. The bike was fairly complete,
but there were some significant
absentees: with no layshaft gears, I
couldn’t do much with the gearbox; no
magneto and an incomplete carb meant
I couldn’t start it (and lack of exhausts
would have been a nuisance if I could); I
had an original rear mudguard, but not
the unique-to-Sunbeam rear stay
assembly; the oil tank needed pipes; the
chainguard didn’t fit properly; plus there
was only one footrest, the brake cable
adjusters were the wrong thread and we
had no handlebar controls.
As it will be some time until the other
bike is back together, we can justify
borrowing some bits to get us round
this. It’s not something I like doing – it’s
dodging rather than solving a problem –
but these are parts we can obtain
(eventually) and besides, they’re already
off the other bike and getting in the way
and can easily be swapped back later.
The important thing when you
borrow stuff is to make careful note of
what you’ve taken – remembering that,
for example, I haven’t just borrowed the
pipes and silencers, but also the brackets
and clamps too that will need ordering.
118
Luckily, ordering a new gear-set for
the other bike has made its still-useable
layshaft available to complete the ’31
gearbox, although I encountered a very
strange problem that reminded me how
difficult it is to find a fault when you are
looking in the wrong place.
Initial trial assembly revealed way too
much end-float on the gearbox
mainshaft. This is very bad news,
leaving the gears only just in engagement
– having the shaft wander is as bad as
waggling the gearlever about as you ride.
Checking the other bike’s dismantled
’box, I realised I was missing a thrust
washer – and luckily found one in the
box of unidentified bits. But after fitting
it, the end-float seemed little better. This
should have told me to look closer at the
washer, but instead I measured up all the
components of the two ’boxes – depth of
the shell, length of the shaft, thickness of
the washer... but everything was the
same, so how could it assemble so
differently? It wasn’t until the following
day that I realised the hole in the thrust
washer had worn neatly away, so it fitted
over – not bearing against – the shaft
splines. What a berk! Silly mistakes like
this waste a lot of time...
I redeemed myself a bit with the rear
mudguard stay; things involving several
bends is tricky to get right if you want it
to be symmetrical, but it came out well
and is a pretty good replica of the
original. There’s still stuff to do; the
bike’s owner Raymond is getting levers
and bits so I can make cables and I’ve
ordered a front mudguard but the difficult
stuff’s done, so I can get on with something
else. I’ll tell you about that next month.
 Workshop

OUTSIDE
‘THE 1931 MODEL 9 HAS ASSISTANCE

JUST FIRED UP FOR THE

There are certain things that are
likely to be a problem on older bikes
and you need to know where to go

FIRST TIME IN DECADES’ to sort them. Things like these...

MAGNETO: A weak magneto will

lead to unreliability and bad hot-
starting, so budget for a specialist
rebuild. Expect to pay £350 plus –
but modern materials mean it’s
unlikely to need doing again. There’s
often a long wait, so send it away as
soon as possible. Luckily I already
had this rebuilt one on the shelf.

EXHAUSTS: We’ll temporarily loan

the exhausts from the 1929 bike.
The Marston Sunbeam club are
looking into getting pipes made.
Alden Exhausts in Lincolnshire
(07595 448713) will make stainless
pipes to pattern or tailor-made.

CARBURETTOR: The Type 29 carb

was missing some parts, which we
ordered from Burlen Fuel Systems.
Martin Bratby (01543 572583) can
bore a worn carb body and fit an
oversize slide. Pre-war brass carbs
This kind of smoking are more hard wearing – as well as
is much healthier than harder to find and more expensive
the ciggie-based kind to buy – than the later zinc alloys.

119
 PROJECT SUNBEAMS Workshop

Here’s why the gearbox layshaft was

1 missing. In among the metallic sludge in

the bottom I found this piece of ball
bearing: something has gone bang in here...

... but apart from a loose kickstart Chris is making new gears for the other

2 guide tube, the shell was good. Chris

Odling makes oversize tubes; a light
ream to true the hole and some Loctite fixed it.
3 bike; three-speed Sunbeam gears meet
tooth-to-tooth and are often worn – but
this layshaft is fine and can go into the rebuild.

Wear like this on the gearbox operating Weld up the hole and re-drill it to the The thrust washer problem: it should

4 lever leads to poor gear selection and

jumping out of mesh – which increases
risk of wear and damage to the gears.
5 correct size to fix it. A cork washer in a
gland nut seals the shaft in the shell
(see Rick’s Fixes for how I made a new washer).
6 rest on the splines (top) not fit over
them. I spent a day of measuring before
I spotted this stupidly obvious problem….

Double-sided gear type pump has a set ... encouraging wet-sumping. A tap on Removing the scratches takes a while;

7 of gears on the outside of the casing,

the other inside behind this brass disc.
Wear on outer plate encourages oil to leak...
8 the tank is one solution, but it’s worth
flatting off the end plates on an oilstone
to remove as much scoring as possible.
9 rotate the plate as you go to keep it
even and get as much of the wear off
as you can – the odd mark isn’t too serious.

120
 Pump reassembled and cover Sunbeam fitted a restrictor tap on To replicate it, I tapped our bike’s

10 fitted. Next job: sort the oil pipes.

I salvaged a set from the bits
supplied, just soldering on new fittings.
11 the oil tank: three settings give
different supply to prevent over or
under oiling. Middle setting is the usual choice.
12 plain tap to take a jet I’d made, the
same size as the usual tap setting.
It can easily be removed if necessary.

Broken clevis end on the gear If you don’t have access to gas I made up the special gear control

13 rod was rusted solid. It’d break if

I forced it. However, I’ve never
known a rusty fastener resist red heat...
14 bottles, it’s worth taking it to a
local garage (along with a few
beers) and getting them to do it.
15 bolts. With older bikes where such
parts are not readily available, a
lathe is invaluable to keep the job going.

The tank’s rusty inside. I tipped in

16 half a gallon of white spirit to

check for leaks – more searching
than water, but less explosive than petrol.

With no detent spring on the To bend the half-inch pipe for the rear

17 gearbox, the gear linkage needs

to be adjusted carefully to index
the gears, but it’s straightforward to do.
18 mudguard stay, just find something the
right diameter and a way to secure the
free end of the tube; again the lathe was ideal.

121
 PROJECT SUNBEAMS Workshop

This Swagelok pipe bender makes a neat job of

19 the smaller radius curves – but you still have to

use it carefully to keep everything symmetrical.

After swaging the ends flat and

20 bolting to the frame, I clipped the

two hoops to the mudguard and
welded it together – I’m well pleased with it.

Last job was to adjust the angle of

21 the rear chainguard brackets.

Sunbeams were hand-assembled
and bits often need a bit of a tweak to fit.

Burlen supplied the carburettor ... like the bottom nut. I carefully Tip from reader Malcolm Ross:

22 bits. This is a Type 29 and like

the later 89 and 289 uses several
similar (but different) parts to the smaller carbs...
23 machined the chewed hexagon
before realising it was the wrong
one and should be the extended type (left).
24 new needles have two grooves;
top one is for original copper
floats, lower groove for the new plastic type.

LIVING WITH A SUNBEAM

Sunbeam had a reputation for high quality
engineering and they are soundly designed,
NEXT MONTH
Surprise, surprise,
easy to work on and generally pretty reliable
once sorted. As with most pre-war Rick won’t be focusing
machines, parts are scarce but this is on another Sunbeam
mitigated by a well organised owners club next month. He’ll be
and spares scheme. The Marston Sunbeam
Club and Register has a selection of second-
covering the machining
hand parts and also organises the of the replacement
re-manufacture of particularly sought after crankcases for his
components. The Club also offers technical Martinsyde...
advice, events and an entertaining quarterly
magazine to keep members up to date.

122
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 SORT YOUR WIRING Workshop

This is how good looms

are devised. Telly off.
Cup of tea. Slice of
cake. And concentrate...

Build your own loom Part 1

Is your bike’s wiring so old it’s stopped working? Or bodged beyond repair? If
so, you need someone to provide you with a new one... or make your own
WORDS & PHOTOGRAPHY: RUPERT PAUL

ld wiring and reliable motorbikes rarely But there’s another reason to revamp an old bike’s

O go together for long. The main reason is

corrosion: damp storage or winter use
allows the weather to get at the exposed
connectors and cable strands. Once that
happens, it’s only a matter of time before resistance to
flow builds up, and eventually things stop working.
And that’s before you factor in the effect of past
bodges/repairs, often done in the dark, with Sellotape.
The correct time to consider a new loom is when you
get that sinking suspicion that the whole shaky edifice is
close to collapse. If you’re stranded at the side of the
road, replace that sinking feeling with utter despair.
electrics: fitting new components. Electronic ignitions
offer easy starting and idling. New alternators and
regulator/rectifiers promise reliable charging. Indicators
make more and more sense on today’s clogged roads.
And electronic instruments hold out the tempting
proposition of accurate speed and rpm indication. Not
to mention warning lights you can actually see.
If you want some of that, it needs plumbing in, and
I’m going to tell you how. This month covers the
planning stage; next month it’s building and testing.
Is it difficult? Yes. But if you can build an engine, you
can certainly build a loom.

124
 WHAT YOU WILL NEED WIRING SUPPLIERS
QKojaycat
TOOLS QCrimp tool for the connectors you’re using QSide cutters QCable strippers QGas lighter QAuto Electric Supplies
Q40w soldering iron and sponge QThree hand tool (to hold splices during soldering) QSmall files (to dress QVehicle Wiring Products
soldered splices) QBrass brush (to clean off corrosion) QFine Staedler pen (for labelling) QScalpel QPole Volt
QTweezers QNail scissors QTerminal extractor tool QMulti meter QPower probe (optional but brill)
UPGRADE PARTS SUPPLIERS
CONSUMABLES QCable (16 Amp and maybe 25 Amp for charging/main fuse feed) QPVC sleeve (4.5mm, QGoffy Electrical
6mm) QHeat shrink (3.2mm, 4.8mm) QInline fuse or fuse box with fuses QConnectors: blocks, bullets, flag QDigital Speedos
terminals, female blades, ring terminals, headlight plug QSilicone grease (to lube connectors and insulators) QVehicle Wiring Products
QSolder QCloth tape QLoom tape QPVC tape QCable ties QBattery terminal insulators QRex’s Speedshop

Step 1 Fit all the major components at the start

If your bike is standard, you can skip this bit. But if you’re adding
upgrades (regulator/rectifier, coils, clocks, fuse box, battery, ignition)
you need to mount them securely and neatly. Weld, fabricate, rubber
mount, make spacers... whatever it takes, do it all now.

My mate Scott made this box to go in front of Regulator rectifiers don’t like heat. This
Looks simple, took forever. This Z1000 fuse box sits on an elevated ally plate. the swingarm pivot on a Featherbed frame. one’s inside a gearbox mounting plate

125
 SORT YOUR WIRING Workshop

Step 2 Draw a wiring diagram you can understand

Black and white diagrams are hard to read Switch on
under battle conditions. So it really helps DIAGRAM 2
to draw a colour one. If you’re building a How this idea is used to make a loom:
custom loom, you’ve no choice. As long as 1 A generator tops up the battery as needed
you know the basic principles of a circuit 2 You can have another circuit (or circuits)
(see diagrams 1 and 2), this is not as downstream of the main switch. Extra spurs run
- +
terrifying as it sounds. ignition, brake light, etc. All old looms work on this
Use pencil and paper at first. Turn the
principle, sometimes with a fuse to protect each
telly off and take time to understand how
your standard loom works. Draw each
major circuit.
Battery Bulb
circuit (lights, indicators, horn, etc) until lights up

you get it. Remember wiring diagrams are

like books – you only read one sentence Main
switch Brake
(or circuit) at a time. on switch Brake
on light
Eventually you’ll realise that you’re O O

ready to draw your diagram. Copy the bits O

of your standard loom you want to keep. - +

Follow the instructions supplied with any Headlight
Battery
new item you want to add in. DIAGRAM 1 switch on

Draw on a computer if you can (diagram The basic idea for a circuit: When the switch is on,
3). Most have a graphics package tucked the battery pumps current from positive to negative,
Headlight
away somewhere, such as Windows lighting the bulb. When it’s off, flow stops and the O
Paint. It’s easier to rub out than coloured bulb goes out. Generator
pencils on graph paper, but that’s fine too.

DIAGRAM 3
A colour wiring diagram: Take as long as you need to
be 100% sure yours is correct. On this one, for a Motobi
200, the components are in roughly the right place and
cable colours are mostly dictated by those of the
aftermarket ignition/charging system. The grey
rectangles show connector blocks or bullets.
After the main fuse and switch, the orange feed
supplies the brake light, horn, ‘power on’ light and light
switch. The lights themselves only work when the light
switch is turned on. After that, a second switch (the
dipswitch) toggles between high and low beam. The
ignition is CDI, so doesn’t need battery power.
There are more diagrams on my website rupesrewires.
com which might save you doing your own.

INTERNAL vs EXTERNAL SPLICES External splices

Horn button
Old Brit and Italian bikes often make all their cable connections
externally, avoiding the need to splice cables together, speeding up
assembly. The downside is vulnerability to corrosion, plus visual mess. Brake light
More modern looms put the splices inside the loom. They also have Horn
earth returns through cables rather than through the chassis, to avoid
Rear brake
problems when the bike gets old and the mudguard bolts no longer switch To more
conduct electricity. You can, of course, use either system in your loom. +12V live feeds

Internal splices
Horn button

Brake light
Horn
External Rear brake
switch
connections +12V
To more
live feeds
promote corrosion O O
O
Earth

126
Step 3 Order the bits
Use the diagram to estimate what, and how
much, you might need. Err on the generous
side. For example, it’s wise to leave 12in extra
each end when you lay a cable out on a bike.
The Motobi 200 diagram (diagram 3) uses nine
colours and needed 64ft of cable. The total
parts bill, including terminals, sleeving,
connector blocks, and the rest, was about £70.
For an old bike with ignition, horn and lights,
16 amp cable is fine. With newer, bigger
generators it’s wise to use 25 amp for charging
cables and the main fuse box supply.
If you’re not sure, amps = watts divided by
volts. So a 60 watt headlight at 12 volts uses 5
amps of current. Remember the supply cable
will also feed anything else downstream, for
example the 5W tail and pilot lights (another
1A), the 21W brake light (2A), and maybe two
21W indicators (also 2A, so 10A in all).
WHICH CONNECTORS?
OE-type open
connector blocks:
cheap but
effective
Step 4 Renovate the bits that are staying
Before you embark on the loom itself, check
over the old bits it’s going to join up. Typically,
this is your tail light, the alternator stator or
reg/rec and, most of all, the switchgear. A loom
is only as good as its weakest connection, so it
is vital that these items work as new.
For an alternator stator, cut off the old
connectors, strip back the insulation and
inspect the copper strands closely. If you see
anything greenish or black, chop a few inches
off and try again. Still corroded? Sling it and get
a new one. If the wires are OK, extend them if
needed (see below) and fit a new PVC sleeve.
Reg/rec cables are usually too short to
shorten. Instead, winkle the connector blades
out of the block with a terminal extractor tool
(having noted which holes the different cables
go in) and take a view. For modest corrosion,
clean with a wire brush, paint with silicone
grease and refit the spades in the block.
Terminal blocks clean up nicely in a £10
ultrasonic cleaner with hot water and A power-up probe
washing-up liquid. lets you check
If you see a problem, you’ll need to solder in things actually
a new cable or cables. Getting the right angle work after you’ve
and a clean join is quite tricky. If at all possible, repaired them
practice on a similar old switch cluster first.

HOW TO EXTEND CABLES

Strip 4mm Held Remove Stagger

1 from each end

to be joined,
tease the strands
2 squarely in a
‘third hand’
tool, squeeze the
3 all sharp
edges with
a tiny file, then
4 multiple joins
to avoid
creating a bulge
apart slightly, and strands tight and insulate with that’s too fat for a
Sealed blocks: interlock them fully. solder the join. heat shrink. tight PVC sleeve. .
weatherproof but
expensive
Third hand tool
holds them, for
soldering

Intermesh the
copper strands
of each cable

HOW TO RENOVATE SWITCHGEAR

Essentially you have two choices: open and
sealed. Open blocks (eg Miniblock, Mate ’n’ Dismantle Take pics at Tin (ie pre-solder) both the contact
Lock, Molex), are the OE 1970s and ’80s
Japanese bike types. They’re cheap, easy to
assemble and if you paint the blades and
1 switches in a
plastic bag.
That way the tiny
2 every stage
so you can
see how everything
3 and the cable strands. Join them
quickly, to avoid heat soak. Use a
solder sucker to remove old solder first.
crimps with silicone grease they are pretty springs and screws goes back together Continuity-test your efforts with a multi
weatherproof. And the crimp tool will only set won’t shoot across (lubed with silicone meter once the whole thing has had time to
you back a tenner. the floor. grease of course). cool down.
Sealed connector blocks (eg MT, Delphi,
Sumitomo, Deutsch) are much higher quality,
because they use rubber grommets and seals
to produce a near waterproof result. They cost
a lot more too, and need their own crimp tools.
Kojaycat have a superb range.
NEXT MONTH
Rupert continues to enlighten us as he puts all
You may be tempted by the relatively cheap
Superseal connectors, as used on ’90s Ducatis, this theory into practice and builds a loom
but I’ve had problems with them. Best avoided.

127
 Workshop

OUR CLASSICS

The right
tube line
Rupert pushes on with his rush-hour
schedule for the Enfield by getting it
framed and fuelled up to his satisfaction

RUPERT PAUL
Six years into its resto and with a rebuilt
motor and new front end, it’s time for frame
mods and carb updates for the 1960 Royal
Enfield Meteor Minor

his time last month I’d left the bike at

T ETTO Motorcycles in Nottinghamshire

for a new rear frame. The original – too
low, too heavy – was obstructing my
desire for a clean-looking, agile,
comfortable British motorbike.
Well, it’s still there. ETTO boss Ian quickly modified
the tank to fit the Yamaha fuel tap, and sent me tube-
bend options for the frame mods I’d requested. Alas, the
smooth curve I’d drawn him was out of reach: Ian’s
equipment doesn’t work with the Enfield’s 11/8in tube.
“I’d gladly buy another set of mandrels,” he said. “But it
would add another £500 to your invoice.”
His solution is actually better than my idea because it
creates a natural home for a side panel, which completes
the bike’s looks and gives me somewhere to hide the
battery, reg/rec and flasher unit. But he still wanted me
to come up and check my options before surgery began.
Seeing the bike in the flesh convinced me that Ian’s
solution was right. There was one last catch: he wanted
the shocks and seat before starting. Cue a frenzy of
internet searching. To get the light, frisky feel I’m
hoping for (and make room for a rack) I want a short
seat, like on a ’70s Bultaco enduro. The nearest I could
find under £300 was a DT175MX, but it still wasn’t
ABOVE Angles of perfect. So I drew my idea and sent it to Ian. Could he
approach; make a suitable base? “Yes,” was the answer.
The shocks were easier. There are plenty of Chinese
experimental ones for under £100, but I want good comfort and
bends from roadholding. They also need to be 330mm eye-to-eye to
ETTO’s pipe bender suit the higher frame. Hagon 2810 adjustable damping
shocks come in 10mm increments. Made at their factory
in Ilford, spring rate and damping can be tailored to
your needs. For £199.50 they sound much better value
than something boshed out with a one-size-fits-all
spring and damping rate.
While I was up at ETTO I nipped six miles to
Bingham, home of carb experts Allen’s Performance. I’d
cleaned the original Amal 376 carb back in 2011, and
fitted a rebuild kit, but since then I’ve learned a lot more
about British bikes, and I now think old Amals (and
new ones, come to think of it) are endless trouble. Could
I fit a Mikuni instead?
Allen’s boss Steve Panter had the parts on the shelf.
The original carb is a 11/16in, which is 27mm. The
Mikuni options are 26 or 28mm. If in doubt, go smaller,
so I now own a VM26 carb, plus a rubber manifold
adaptor, two screws, an aluminium filter adaptor and a
pancake filter and clip. Steve needed some time to
calculate the jetting, so I’ll pick it up next time. The
whole kit was £230.10.
LEFT: A new Mikuni Bearing in mind that the Enfield is a 1960s
carb (bottom) motorbike, the fact that you can get tailored shocks and
will replace the a carb for it in a day or two is amazing. Is there
tired Amal anywhere better than England to restore an old Brit?

128
GARY PINCHIN
1957 Matchless G3L
1976 Triumph TR7-RV
1979 Yamaha XS650
1991 Harley Sportster
Rupert’s original
idea for the rear
frame tube bend...
... and ETTO’s
version (which has
This is the plan, which
dif fer en t to standar d (se is quite
e bo ttom)
MARK HOLMES
1975 Moto Guzzi T3
Trials bike subject to appeal
GEZ KANE
After rather too many years in its
component parts, Gez’s TY175 starts
to look like a bike again...
Maybe it’s cheating. However,
the overriding desire to own a
bike that actually runs – you
know, one that I can ride – has
seen me twist the arm of my
mate Keith Alderman at
Motolink Yamaha (01526
344443) to inject a bit of
impetus into my moribund
TY175 project. Over the last
couple of years it’s slowly
dawned on me that I just don’t
have time to get the TY back in
action. Oh, I don’t mean I have
less shed time than you do –
more that the pace of my
rebuild means that, by the
time it’s rideable, I’ll probably
be too old to ride in a trial.
Keith has carefully removed
the superfluous mounting tag
on the rear of the tank and
carefully straightened the
bent mudguard mount on the
rear subframe. He’s also
reassembled the forks with
their newly plated stanchions
after popping the sliders in his
Gez thinks ithe TY
is looking great;
we think so too!
MIKE ARMITAGE
1973 Honda C50
1973 Mobylette V50
1990 Yamaha TDR250
big lathe and polishing
them with Scotchbrite.
It gives a nice, original
finish without looking
over-restored.
The exhaust and
brake plates got a once
over with satin black
paint and he’s
Helecoiled a stripped
exhaust stud thread.
Sorting the swingarm and
stand was the last major job.
The hole in the sidestand
bracket had worn oval, making sight. The bike’s back on its
the stand floppy, so that’s
been welded up ready to
re-drill in the right place. But,
to work out where that is, the
swingarm needs to be fitted,
so Keith turned up some
dummy bushes to save
destroying the genuine ones
by fitting and removing them
again for powder coating.
The stand also needs
extending to suit the over-
stock 360mm shocks that
RICK PARKINGTON
1928 Sunbeam
1936 Rudge Ulster
1968 Triumph TR6
Lots of other junk
Longer shocks
should sharpen
the steering
I’m using to steepen the
Yamaha’s steering angle.
Suddenly, the end seems in
freshly rebuilt wheels, the
new seat and plastics are on
and it’s looking great (I think).
There’s just the control levers,
a lick of paint on the exhaust
heat shield and sourcing the
special rubber-insulated
silencer bracket – surprise,
surprise, the original had been
replaced with an industrial
thickness, solid plate.
That first ride is getting
ever closer and I can’t wait...
129
 THE CLASSIC BIKE
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 TRANSPORTATION TRANSPORTATION TYRES

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Peterborough, Cambs, PE2 6EA attachment, named accordingly, preferably as
Photographs (we regret that we cannot return these) a jpeg. If a payment is required we will call you
should be of a good quality, with your name and to take your card details.
address on the back.

Your advertisement will automatically be placed in the next two available issues of Classic Bike – please state if only one issue is required.
Due to high demand, we can only accept a maximum of 3 adverts per customer per issue. You may photocopy the coupon below if necessary

1
Please tick
FREE
CLASSIC AUTOJUMBLE BIKES WANTED PARTS WANTED
FREE FREE FREE FREE
the advert Single column picture ads for privately-owned Ads for spares and Ads for motorcycles Need something to finish
classic bikes registered before 1986 miscellaneous items you’re looking to buy your rebuild? Ask here
you want...

PLUS
MODERN TRADE SUPER
£20 £20 £30
Single column picture ads for privately-owned Single column picture ads Double-column, high-impact picture ads, including make, model,
classic bikes registered in or after 1986 for trade sales year, price, phone number and area, also up to 200 characters

2
Bike Please include make, model, year, price, phone number and area, also up to 25 words of text. For Super ads please supply up to
details... 50 words of text and submit separately. PLEASE USE CLEAR BLOCK CAPITALS
Make Model Year Price

3 Name ....................................................................................................................... Checklist:

Address................................................................................................................
.............................................................................................................................
.............................................................................................................................
Postcode .............................................................................................................
Daytime tel no .....................................................................................................
1. Please use block capitals and start your advert with the make and model.
2. Specify the type of advert.
3. Don’t forget your phone number. Advertisements submitted by email must contain a name,
daytime phone number and full postal address.
4. Have you included a cheque made payable to Bauer Automotive? Alternatively we will call
you for your card details. You must include your phone number.
5. You may photocopy this form if you have more than one bike to sell.
6. Due to demand, we can accept a maximum of three adverts per customer per issue.
7. We do not accept trade adverts without prior agreement. All trade advertisements
should have (T) at the end of the advert copy.

Conditions of Acceptance: For private advertisers only and for trade by prior agreement. No correspondence can be entered into. Unfortunately we cannot guarantee that your advertisement will appear in a particular issue. Bauer Media
does not accept any errors or mistakes in adverts. All advertisements are subject to approval of the publisher, who reserves the right to amend, refuse, withdraw or otherwise deal with copy submitted and/who will have no obligation to
provide you with any reason for so doing. Bauer Publishing reserves the right to publish your advert in our other magazines that we deem relevant. If you do not wish to appear in our other titles please make us aware.

Your advert will appear in the next available issues.

BUYING OR SELLING A MODERN BIKE?

You can advertise a bike in Motor Cycle News, in print and online from just £13.99
www.mcnbikesforsale.com
 CLASSIC MOTORCYCLES LTD
Invest In Recession Proof Classic Motorcycles
WANTED CLASSIC MOTORCYCLES - BRITISH & JAPANESE UP TO 1980 - COLLECTION FROM ANYWHERE
ITALIAN CLASSICS

SOLD
GILERA ARCORE 150cc 1973 &74 Choice of 2
MV AGUSTA 125 SPORT 1976 ........................ £8,999 DUCATI 250 ROAD 1974 ................................. £7,250 DUCATI SL48 1966.......................................... £3,750 ........................................................................ £1,999 LAVERDA JOTA 1000 180 MkII 1980 Stunning Paintwork

MOTO GUZZI 250 AIRONE 1949 outside flywheel MOTO GUZZI CARDELLINO 65cc 1955 Matching Nos MV AGUSTA 150 RAPIDO SPORT 1962
original ........................................................... £5,999 MOTO MORINI 250 V TWIN mint .................... £3,999 ..................................................... £4,500 Choice of 3 MV AGUSTA 125 TRE 1965.......... £3,750 Choice of 3 ..................................................... £4,999 Choice of 2

CLASSIC VELOCETTE CLASSIC BRITISH

ARIEL HUNTMASTER 650cc 1956 & WATSONIAN

INDIAN VELO 500cc 1970 Very Rare.......... £22,500 VELOCETTE THRUXTON Choice of 3............... £POA ARIEL ARROW 250cc 1961............................. £2,495 PALMA SIDECAR.........................................£7,495 BSA B44 VICTOR 1967 441cc.................... £4,999

VELOCETTE VENOM 500cc 1959 Original Reg VELOCETTE VENOM CLUBMAN 499cc 1968
...................................................£9,999 Choice of 2 .................................................£14,999 Choice of 2 BSA BANTAM D1 125 cc choice of 3 BSA SUPER ROCKET 1961 650cc Original,
............................................from £2,450 to £3,250 BSA ROCKET 3 1969 750cc......................£14,999 Transferrable Reg .......................................£7,999

BSA GOLDSTAR

FRANCIS BARNETT CRUISER 84 249cc 1959 NEW IMPERIAL 76DL 1937 Original Registration NORTON COMMANDO 750 Roadster 1970
BSA GOLD STAR DBD34 CLUBMANS 500cc 1961 BSA ROCKET GOLD STAR 650cc 1962 ....................................................................£3,499 ...................................................................£10,750 Matching Nos ........................................... £10,999
Factory Pairing...................... £18,999 Choice of 2 ............................................... £23,500 Choice of 2

BSA GOLD STAR DBD34 1959 New Pearson NORTON DOMINATOR 88 1959 500CC MATCHING
BSA A10 RGS Replica 1962 650cc..............£9,999 Engine & Electric Start ............................£22,999 NUMBERS ....................................................... £6,999 NORTON FLAT TANKER 1924 490cc ............ £18,999 ROYAL ENFIELD INTERCEPTOR Mark I 750cc 1965 .. £8,999

TRIUMPH SECTION JAPANESE CLASSICS

TRIUMPH BONNEVILLE T120 1960 650cc TRIUMPH SPEED TWIN 5TA 1960 500cc Matching
Matching Nos. ........................... £13,500 Choice of 3 Nos .............................................. £4,999 Choice of 2 HONDA CD200 Benly .......from £1,999 Choice of 3 HONDA CT90 1970 89cc .......... £2,395 Choice of 4 KAWASAKI BUSHMAN 1970 90cc ..............£2,500

TRIUMPH T100C 490CC 1969 MATCHING NUMBERS HONDA CB500 Four 1972 choice of colours.. £5,999 YAMAHA RD350 1974..................................... £5,999 YAMAHA YDS3 249cc 1966 Matching Nos ....£7,500
........................................................................ £8,999 TRIUMPH TRIDENT T150 1972 740cc ............ £7,995
WANTED HONDA’S PRE 1980 - ANYTHING CONSIDERED

Tel: 01928 788500 MOB: 07979 852000 ASK FOR LAWRENCE

DOOR TO DOOR PO BOX 1, NORTHWICH, CHESHIRE CW8 2RD PLEASE SEE
DELIVERY AVAILABLE Email: classicbikes1@yahoo.co.uk EBAY SELLER ID
THROUGHOUT UK & ‘CLASSIC-
EUROPE.
VISITORS WELCOME WEEKDAYS 9am – 5.30pm AND SATURDAY MORNINGS BY APPOINTMENT ONLY. MOTORCYCLES-LTD’
WORLDWIDE SHIPPING PLEASE RING FIRST FOR DIRECTIONS FOR MORE DETAILED
CAN BE ARRANGED FINANCE AVAILABLE - SUBJECT TO STATUS PHOTOS AND VIDEOS
NCM
North New Workshop.
Cornwall All your Classic Bike needs
Motorcycle catered for from restoration
to basic services.
01288 355162  
  
 


2018 ROYAL ENFIELD METEOR. Brand new, ABS ..... £11,000 2018 MASH MOTORCYCLES TRACKSTAR. Looks like a Norton, ABS, 140 kilos, very light ...£4,699 2018 MASH MOTORCYCLES DIRTSTAR. Brand New, very light, 140 kilos, retro bike . £3,595 1997 AFRICA TWIN. One owner bike from from new, with luggage, just stunning..£4,550 2018 ROYAL ENFIELD HIMALYAN. Brand New .......... £3,995

1983 YAMAHA RD350. Perfect, as new condition ...... £7,950 1948 SCOTT FLYING SQUIRREL. Full restoration, perfect...£9,950 2001 ROYAL ENFIELD BULLET. Stunning, as new....... £3,950 1991 HONDA GOLDWING 1500. Stunning. 20th Anniversary 1500..£3,950 1999 DUCATI ST2. One owner bike ...................................£3,299

1964 PANTHER 65. MODEL 35. Nice and tidy ............. £3,350 1978 BMW R00/7 RESTORED. Luggage included....... £4,695 2016 ROYAL ENFIELD BULLET. As new condition ....... £3,699 1979 TRIUMPH TIGER. 100% restored, perfect condition ..£9,500 1975 HONDA CL. Perfect condition............................. £4,950

2014 ROYAL ENFIELD TRIALS RARE BIKE. Lots of extras ...£3,299 1990 KAWASAKI ZEPHYR 550. Rare and Desirable.... £3,195 1963 NORTON COMMANDO. All correct numbers, restored ... £12,950 2018 BRAND NEW ROYAL ENFIELD GT. Should be £5,399 now .. £4,750 2018 BRAND NEW MASH ROADSTER. XBR Motor, twin exhaust, 140 kgs ...WAS £4,200 NOW £3,750

Unit 8c, Stowmarket Business Park,

Ernest Nunn Road,
Stowmarket, Suffolk IP14 2ED

Tel: 01449 612900

Please call first if travelling any distance.

American Eagle 750 Bimota DB5, Ducati 900GTS, the best Moto Guzzi V7 sport, Benelli 750 Sei 1975, Ducati 900SS 1975,
lovely low miles fantastic you’ll find, fully restored Very nice lovely V good history.
£9,500 £11,950 £19,000 £15,950 £12,950 £38,000.

Moto Guzzi 160 Stornello, Laverda Formula 500, great
restored fabulous history and road registered
£3,950 £19,950
Aprilia 6.5 Starck, low miles V good .....................................................£4,500
Bianchi MT/61 1961, 330CC................................................................£3,750
Bimota DB6 Delirio carbon, stunning ................................................£11,950
Bimota DB4, low miles V good..............................................................£7,500
Bimota SB4, Excellent.........................................................................£12,000
Bimota KB1, Excellent.........................................................................£18,000
Bimota YB10, new ..............................................................................£11,000
Cagiva 650 Alazzurra GT V good .........................................................£4,950
Ducati 900SS 1979, original, lovely .....................................................£27,000
Ducati 900 Monster, really lovely...........................................................£3,950
Ducati MHR 900 1982, lovely .............................................................£14,950
Bimota SB8R, Moto Guzzi
new just reduced to Café racer
£12,950 £5,950
Ducati 350 Sebring, Restored excellent................................................£5,500
Ducati 350 Sebring, restored, excellent................................................£5,500
Ducati 750GT 1974, excellent.............................................................£22,950
Ducati Elite easy project........................................................................£5,950
Ducati 24 Horas, lovely .........................................................................£7,950
Ducati 900 NCR replica, V good ........................................................£15,000
Ducati 748R, low miles excellent ...........................................................£9,000
Ducati 350 Street scrambler, restored excellent ..................................£8,500
Ducati 851 WSBK, Davide Tardozzi’s factory bike ..............................£59,000
Laverda Jota 1981 ................................................................................£9,950
Laverda Jota 120, lovely .....................................................................£11,950
Ducati 900SS 1982 Ducati TT1, stunning
Excellent £19,950
£23,000
Mondial Piega, New............................................................................£18,000
Moto Guzzi Daytona, V good...............................................................£8,500
Moto Guzzi NF 500 Electric start ..........................................................£5,500
Moto Guzzi T3 California, excellent .....................................................£7,500
Moto Guzzi Centauro, miles from new! ...............................................£7,950
Moto Guzzi NF 500, Very good.............................................................£5,500
Moto Guzzi V7 sport 1972, unrestored in great condition ..................£15,950
Moto Guzzi V7 California .....................................................................£9,500
Moto Morini 350 Strada 1973, lovely ...................................................£5,950
Moto Morini 350 K2, Very good............................................................£3,950

Tuesday – Saturday 8:30am to 5:30pm. Italian Bikes always wanted any condition. Try Us.

Email: john@madeinitalymotorcycles.com www.madeinitalymotorcycles.com

BIKES FOR SALE
 www.trojancars.co.uk
02392 617444 or 07860844409
Trojan Cars, 245-247 Francis Avenue, Southsea, Hants. PO4 0AL

NEW RESTORATION BLOG WWW.TROJANCARSRESTORATIONS.COM

Will & Tom’s family business specialising
in Classic 70’s Super Bikes,
especially Z1 900 Kawasaki’s.
BUYING or SELLING see our website
www.classicbikes.co.uk
or give us a call.
Around 50 bikes in stock. SIMILAR BIKES WANTED!
KAWASAKI YAMAHA
1959 Norton Dominator 99, lovely! £7,995 1978 Honda 400/4. Restored mint! £4,995 Z1-Z900 SPECIALISTS for 30+years. 76 XS500 black, restored £5995
Stock is constantly changing with usually 5 to 10 ;6PDURRQ 
bikes available between £6000 and £16000+; BMW
=FDQG\RUDQJH SULFHWREHFRQÀUPHG 5UHGODVWRZQHU\HDUV 
75 Z1B 900, candy blue, excellent £15995 SOLD NORTON
69 650 Mercury Silver £7995
=%FDQG\EOXHYRULJLQD SULFHWREHFRQÀUPHG
JAGUARs & Other Classic Cars in stock include;
=8.ELNHGLDPRQGJUHHQ .62/' ;. (7\SH%HQWOH\$OYLVHWFVHH
=GLDPRQGJUHHQ  our website.
=GLDPRQGEURZQ SULFHWREHFRQÀUPHG
76 Z900 being fully restored £ POA SIMILAR BIKES & CARS WANTED!
=%YHU\RULJLQDO .$SSUR[
=&65EODFNORZPLOHV SULFHWREHFRQÀUPHG
6UHGYHU\JRRG SULFHWREHFRQÀUPHG
1970 Norton Commando, 750S, beautiful! £8,995 1984 Kawasaki 1300, 6-cylinder. £8,995 76 KH500 UK bike for restoration £1795 SOLD
1975 Suzuki RE5, Black Beauty! lovely........£7,995  *DUHOOL 5/ UHVWRUHG 7LJHU FRORXUV..£4,295 86 GPZ750R red/blk, UK bike, superb
1970 Triumph Daytona, 1970, rare!..............£7,995  )DQWLF &DEDOOHUR ,WDOLD UHJLVWHUHG.......£3,295  SULFHWREHFRQÀUPHG
 6X]XNL *7 ÀQLVKLQJ VRRQ ............£14,995 9HVSD·V FKRLFH RI  IURP .............................£2,195 HONDA
1998 +RQGD )LUHEODGH 8UEDQ 7LJHU .............£4,995 /DPEUHWWD·V &KRLFH RI WHQ )URP MXVW...........£3,995 73 CB500 K1 blue, for restoration £1795 ono
 %6$ /LJKWQLQJ UHG UHFKURPHG QLFH...£5,995  6X]XNL ,QYDGHU UHVWRUHG......................£4,295 75 CB750K5, black, very good £8K approx
 %HQHOOL    F\OLQGHU RULJLQDO..£3,995 1954 BSA, C4, 250.......................................£3,695 75 CB750K5, red, superb £9995
 6X]XNL *7 IXOO\ UHVWRUHG 8. ELNH QLFH .£5,995 1966 BSA Bantam, 175cc.............................£1,495 &;&EOXHVXSHUE SULFHWREHFRQÀUPHG
 6X]XNL  ¶5HEHO· UHFHQW UHYDPS /RYHO\  &DVDO FF  PLOHV ....................£1,995 &%;UHGSUL]HZLQQLQJH[DPSOH 
bike! ..............................................................£4,395  )UDQFLV %DUQHWW  FKRLFH  IURP.....£2,395 83 GL1100, Gold Wing Interstate, black
 6X]XNL  *65 QHRQV ....................£3,695  +DUOH\ 6SULQJHU  PLQW UDUH.......£14,995  SULFHWREHFRQÀUPHG
2006 Suzuki GT250, choice of two...............£3,995 1975 Suzuki 500T, blue ................................£4,995
DELIVERY SERVICE AVAILABLE GLOBALLY. - BUYING or SELLING? Our website is updated
OVER 70 CLASSIC BIKES IN STOCK daily with photos and details of all our stock, “machine of the Month”, Links and Information.
P/X POSSIBLE - WE BUY YOUR BIKE! FINANCE AVAILABLE We are only “a click” away! Visit us and ... See all our bikes at: www.classicbikes.co.uk

www.trojancars.co.uk Classic Bikes Ltd

Nr. Market Drayton
7URMDQ &DUV VSHFLDOLVHV LQ VDOHV DQG UHVWRUDWLRQ RI FODVVLF FDUV YLQWDJH STAFFORDSHIRE
Find us on
VFRRWHUV DQG FODVVLF %ULWLVK DQG -DSDQHVH PRWRUF\FOHV :H DUH EDVHG LQ (20 minutes M6 J14 & J15)
3RUWVPRXWK DQG EX\ DQG VHOO DQ\WKLQJ LQWHUHVWLQJ SDUWLFXODUO\ %ULWLVK DQG TM

Open: 10am to 5pm

$PHULFDQ FDUV IURP WKH ·V DQG ·V 6WRFN LV FRQVWDQWO\ FKDQJLQJ \RX WEDNESDAY to FRIDAY &
FDQ NHHS XS WR GDWH RQ RXU ZHEVLWH DQG )DFHERRN SDJH www.youtube.com/ Tel: +44 (0)1630 657156 10am to 1pm SATURDAY
:HDUHRSHQGD\VDZHHNWRYLHZVFRRWHUVDQGELNHV trojanclassiccars
PHONE or email for DIRECTIONS
9LHZLQJRIFODVVLFELNHVLVVWULFWO\E\DSSRLQWPHQWRQO\VRSOHDVHULQJÀUVWWRDYRLGGLVDSSRLQWPHQW www.classicbikes.co.uk & APPOINTMENT PLEASE. Tel. +44 (01630) 657156

Vintage & Veteran Cosmo Classic

The Friendly Motorcycle People
Motorcycles Ltd

Indian & Bradbury $(50$&&+,$/$'·252250cc, red, restored, superb, 1961.................................... £9995

$-602'(/&65blue/chrome , restored, superb condition,1962.......................... £9995
1925 New Imperial JAP..............................£6995 $5,(/9+5('+817(5 red/black, older restoration, superb, 1959.................... £5995
%6$$),5('%,5'6&5$0%/(5bronze/white, restored, superb 1972 ................ £7995
1938 Sunbeam Model 8...............................£9500 %6$$52&.(7 blue/chrome, ride or restore, vgc, 1964 ......................................... £4500
%6$$67$5blue, project, mostly there, 1962 ......................................................... 
1922 Sunbeam 3.1/2HP.............................£14500 %6$&$7$/,1$6&5$0%/(5'%'07<*2/'67$5restored, superb, 1959 .. 
%6$$63,7),5(0.UHG$PDO*3·VUHVWRUHGVXSHUE................................ £9995
1929 Douglas 600cc E29..............................£9995 '8&$7,0.'(6025(3/,&$ yellow, restored, superb, 1974.......................... £7995
'8&$7,660+5early UK bike, restored, superb, 1980..................................... 
1925 Triumph P & Sidecar .......................£12500 '8&$7,632575281'&$6(yellow, resstored, superb, 1974 ....................... 
'8&$7,3$8/60$57/(silver, low miles, superb, 2005 ............................... 
1920 Norton Model 9 ................................£16750 '28*/$6'5$*21)/<black/silver, older restoration, 1956 ..................................... £4995
+$5/(<'$9,'621)$7%2<*5(<*+267grey, superb, 1990.......................... 
1929 Triumph CTT 500 ohv .....................£14000 +$5/(<'$9,'621:/'55(3/,&$ex Fred Warr, superb, 1942 ................... 
Vintage/veteran sidecar chassis .................£2500 ,1',$16&287%Indain red, restored, superb, circa 1942 ................................ 
.$:$6$.,=$US import, green, restored, superb, 1976 ............................... 
George Formby’s Rainbow TT .................Offers /$0%5(77$*3,112&(17,ochre, restored, superb, 1969 ............................... £9995
0272*8==,/(0$160.&;red, very rare, vgc, 1979 .................................. £6995
1929 Velocette KN .....................................£15499 125721&200$1'20.$,17(567$7(black, 1974, VGC .......................... £7995
125721&200$1'2,17(567$7(black, restored, superb, 1972 .................. £9995
1914 Bradbury V-Twin .............................£35000 125721&200$1'20.$52$'67(5restored, superb, 1974................. 
125721&200$1'20.,17(567$7(silver, new old stock, 1975 .................. 
1916 Indian Powerplus .............................£35000 6+(//*$6)8(/3803UHG\HOORZUHVWRUHGVXSHUEFLUFD·V .......................... 
68=8.,*6US import, red, wire wheels, low miles, superb, 1978 .......................£TBA
1936 Sunbeam Model 8..........................Arriving 75,803+75,'(177952%1257+CRMC registered, superb ...................... 
75,803+7523+<7566US spec, white/blue,restored, superb, 1966..................... £9995
Please see our website for more photos and more bikes 75,803+7523+<7& green, US import, low miles, superb, 1971 ...................... £7995
75,803++855,&$1(;orange, US import,restored,superb, 1972 ................... 
We also supply ball and roller bearings for 9,1&(175$3,'(6(5,(6&black, restored, superb, 1953 ........................... 
older vehicles and classic oil & lubricants Tel: 01424 437719 HASTINGS, E. Sussex
www vinandvet com 01283 509562 www.cosmoclassic.co.uk
BIKES FOR SALE

AUTOJUMBLE
 



Jacksons of Knebworth
Sales, Service & Repairs of all
  

 classic, vintage & veteran motorcycles
&
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BSA A7 500 SHOOTING STAR, 1956 ROYAL ENFIELD ELECTRA 350, 2004 single/
Restored..............................................£5995 pillion seats, 5-speed...........................£1995
BSA A65 THUNDERBOLT, 1971. ARRIVING SOON ROYAL ENFIELD ELECTRA X 500, Immaculate
BSA A65, 1965 Restored.....................SOLD electric start, R/Hand 5-speed...............SOLD
 2--

52 #
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BSA BANTAM B175 1971 Very nice, ready to
  .--- 45 #

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50
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GILERA 124CC OHV, 1969 Nice Restoration
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/35*:62 ......................................................... £3995 SCOTT 600 1956 PROJECT . CALL FOR DETAILS
 
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HONDA CL450 1970 Very rare & very nice Raleigh bicycle.....................................£1495
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KAWASAKI W650, 2001, 5960 miles...£4850
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MOBYLETTE 50CC 1972 .......................£895
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or veteran
" $! $!!# # #+
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motorcycle
&&&,!""", 124 London Road, Knebworth, Herts SG3 6EY
01438 812928 harvey-jackson@btconnect.com

WEBUYALL ITALIAN MOTORCYCLE SPECIALIST

BIKES.24/7 BIKE Moto
Guzzi V7
OF THE Sport,
MONTH 1972

TOP PRICES FREE PICK UP Laverda RGS1000, 1983

Moto Guzzi Sport 15 Combo, 1931
Laverda Jota, 1983
Ducati 250 Desmo, 1974
Ghezzi-Brian 1100 SuperTwin, 2004
MV Agusta 125 GTL, 1971
0207 1751414
Call free on Mobile - Landline
Moto Guzzi 1000 Furia-Style, 1993
Moto Guzzi 500 GTV, 1947
Ducati 900 S2, 1982
Ducati 160 Monza, 1971
MV Agusta 350 Sport, 1973
Moto Morini 350 Kanguro, 1983
Moto Guzzi Cali Stone, 2001 Ducati 350 Desmo, 1979 More Stock Online...
0800 8321515 The Garage, West Chiltington, West Sussex RH20 2QR
w e b u y a l l b i k e s @m a i l . c o m 01798 813260 www.dimarino.co.uk

PHOTOS AND REPORTS CLASSIC BIKES ALWAYS

AVAILABLE, DELIVERY AT COST www.PembrokeshireClassics.com WANTED, CASH PAID
Call ANTHONY
07866 637792
ALISTAIR
07794 100386
or 01834 860505
Viewing by Appointment

55 James K7 Captain, runs well 73 Triumph T100R Daytona,
......................................... £1,895 superb.............................. £6,995
54 BSA D1 Bantam 125, runs well.... .................. £1,895
27 BSA B27 DeLuxe 250, rides like a 500!...........£4,995
53 BSA B31 plunger, nice usable bike..... ............£3,495
71 Bultaco 250 Pursang, ready to race...... ..........£2,495
77 Bultaco Frontera 370, v original....... ...............£1,995
»Z-S\)YV^U*V[[VU*VIYHHILHZ[ .......£2,895
*AUPJL\ZHISLSPNO[^LPNO[ ..................£995
+V\NSHZ4ROVULZ[IPRL ..............£3,750
shireC
www. Pembroke
47 Excelsior Autobyk project...................................£750
54 Greeves 197 in trials trim, rare........ ................£2,895
66 Greeves Anglian 250, v tasty............ ...............£2,995
/VUKH* LUPJLJVTT\[LY..................£1,195
67 Honda Black Bomber, fabulous.......................£6,995
72 Kawasaki S2A 350 triple, awesome bike ........£6,750
2H^HZHRP.7AUPJL\ZHISL[^PU ............£1,250
3H]LYKH:-*Z\WLYI.............................£14,995
lassics.com 61 Panther 75 350, very original 76 R/E 350 Bullet, fully
......................................... £4,250 restored.. ........................ .£2,650
4H[JOSLZZ. *S\ITHU\ZHISL[^PU...............£4,595 ;YP\TWO;=,_LJ\[P]LHSSVYPNPUHS............£5,995
68 Norton Atlas 750, powerful twin. .....................£7,500 ;YP\TWO;(Y\UZ^LSS .......................£3,495
59 Norton Dominator 88SS, beautiful ..................£5,950
64 NSU Quickly, restored... ................................... ..£tba 52 Trojan Mini Motor, runs well................................£995
61 R/E Super Meteor, superb..... ..........................£5,995 @HTHOH9+<:ZWLJZ\WLYI ..............£5,500
07 R/E Electra X 500, good commuter..... ............£2,395
7YL@HTHOH4?Z\WLYI ........................£2,795
84 Suzuki GSX400, smart twin............. ................£1,495
;YP\TWO;(:WLLK;^PUTH[JOPUN ..............£4,595 @HTHOH@.YPKLYLZ[VYL ........................ .£tba
;YP\TWO;9PUJHML[YPT .................£6,995 @HTHOH;;V^UTH[LTV[»K .......................£595

Lots more bikes in stock! Visit www.pembrokeshireclassics.com for more bikes to ride or restore
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 WANTED! WANTED!
VINTAGE & CLASSIC MOTORCYCLES
BOUGHT & SOLD!
MACHINES / COLLECTIONS WANTED
ANY YEAR - ANY CONDITION - FROM BASKET CASES TO CONCOURS!
WILL COLLECT! OUTRIGHT CASH PAYMENT!
CONTACT: RICHARD GAUNT
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TEL 01283 536379 / 07889 292536 | email: richard@drclassic.co.uk
A n d y Est. 1972 T i e r nan
1929 AJS BIG PORT 350cc late saddle tank .................................£9,000
1955 AJS 16MS 350cc presentable .............................................£3,250
1957 ARIEL COLT 200cc beautiful two-tone green ..........................£4,000
1960 ARIEL LEADER 250cc outstanding...................... REDUCED £4,850
1956 ARIEL NH 350cc lovely mellow bike .....................................£4,650
1931 ARIEL SLOPER 500cc 4-valve very desirable! ...................... £16,000
1950 ARIEL VB 600cc handsome in black ....................................£6,500
1951 BMW R51 490cc nicely presented.......................................£9,250
1937 BROUGH SUPERIOR SS80 1000cc beautiful ...................... £82,500
1965 BSA Bantam D7 175cc lots of recent work ............................£1,500
1931 BSA B31-2 250cc handsome refurbished lightweight..............£6,650
1932 BSA Blue Star Junior 250cc recently refurbished ....................£7,650
1952 BSA C11 250cc lovely lightweight .......................................£3,250
1969 BSA B25 250cc unmolested runs well...................................£3,250
1956/58 BSA B31 350cc choice of 2 .........................£3,200/£4,250
1927 BSA L 350cc OHV ultimate sporty flat tanker ...................... £12,000
1948 BSA A7 500cc interesting telerigid ......................................£5,000
1914 BSA K 500cc Pioneer 3 speed chain/belt .......................... £18,500
1959 BSA M21 500cc paintwork could be improved .....................£3,500
1934 BSA G34-14 1000cc attractive V-twin ............................... £17,500
1929 COVENTRY EAGLE 122cc shed stored .................................£3,250
1951 DOUGLAS MK5 350cc gleaming in blue ............ REDUCED £5,500
1947 EXCELSIOR 122cc early postwar .........................................£2,250
1954 EXCELSIOR TALISMAN 250cc handsome twin .... REDUCED £4,650
1939 EXCELSOR MANXMAN 350cc home to roost after 11 years £17,500
c1940 GNOME & RHONE 745cc French military run for restoration ...£9,500
See website for current list. Email: andybuysbikes@hotmail.com
www.andybuysbikes.com GOOD PRICES PAID
Old Railway Station, Station Road, Framlingham, Woodbridge, Suffolk IP13 9EE.
TEL: (01728) 724321. MOB: 07802 896114
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WANTED
ALL MOTORCYCLES
WHOLE COLLECTIONS
1965 HEINKEL TOURIST 175cc German scooter ............................£5,000
1966 JAMES CADET 150cc smart lightweight ................................£2,000
1933 JAMES E16 150cc pretty needs minor finishing .....................£3,250
1954 MATCHLESS TRI-LESS chopper 500cc super charged ............... £5,500
1955 MOTO RUMI 125cc little ant! ..............................................£6,500
1939 NIMBUS C 750cc 4-cylinder ...........................REDUCED £10,000
1939 NORTON ES2 500cc prewar plunger. ........................................ ASK
1958 NORTON International 30 500cc gorgeous....................... £27,500
1955 PANTHER 65 250cc tidy bike ..............................................£3,750
1954 PANTHER 75 350cc handles well ........................................£4,500
1961 PANTHER 120 650cc big pussy, clean machine .. REDUCED£5,500
1949 RELIANT REGENT 3-wheeler van ideal for advertising ...........£5,850
1963 ROYAL ENFIELD Clipper 250cc tidy bike ..............................£2,500
1949 ROYAL ENFIELD G 350cc nicely presented .......... REDUCED£4,450
1930 SCOTT SUPER SQUIRREL 600cc 2 speed biscuit barrel........ £11,500
1930 SUNBEAM 350cc SV wonderful patina ................................£6,500
1966 TRIUMPH T20 French army cub 200cc choice of 3 ................£5,000
1958 TRIUMPH Works Replica trials cub 200cc beautiful! ...............£4,650
1943 TRIUMPH 3HW 350cc smart civilian trim ..............................£5,850
1962 TRIUMPH 5TA 500cc matching numbers full documents ..........£3,000
1954 TRIUMPH 6T 650cc smart late sprung hub ......................... £11,250
1961 TRIUMPH T110 650cc same family ownership for 16 years ....£8,350
1922 VELOCETTE Ladies Model 220cc SV rare project ...................£7,000
1959 VELOCETTE KSS Special 350cc Suffolk bike....................... £12,500
1956 VELOCETTE VENOM 500cc extensive work done .. REDUCED £9,850
0797 0007775
john@barnfieldsclassics.co.uk
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RETAIL BARGAINS
CLASSIC AND CUSTOMS
GREAT ROAD & RACE BIKES
 Nice bit of skijöring
using spiked tyres as
children play trackside
in the background...

144
 TH E

We

OUR REGULAR
MONTHLY RAID ON
YOUR PHOTOGRAPHIC
ALBUMS

WHY ISN’T THIS IN

THE WINTER OLYMPICS?
Greetings from Austria! These pictures of my friends
Max Linhuber and Wolfgang Moosleitner were taken
in the late ’60s or early ’70s – we can’t remember
exactly! The location was near Salzburg – skijöring is
a winter sport in which a skier is pulled along by a
horse, dogs or a motor vehicle. Max is the man riding
the Honda 450, pulling Wolfgang on his Atomic skis.
Both of them were competitors in local races in
Austria and Germany – on ice as well as on asphalt –
the pair of them also went on to be test riders for
KTM. Max started ice racing in 1965 on an old Horex
400 which he tuned to give a top speed of 100mph,
using spiked tyres for ice racing. He bought this
Honda CB450 later, and his friend Wolfgang was an
excellent skier, so it was a very good combination. In
the picture below, it looks as if they’re about to have a
crash – but they didn’t!
Fritz Hagleitner, Hallein, Austria

Looks like it’s going to

end in icy tears... but
amazingly it didn’t, thanks
to plenty of opposite
lock and inside edge

145
 TH E

We
VELOCETTE ON THE
ROAD TO ROMANCE
This is a picture of my wife Katy’s mother Mavis
and father Bob, setting off on a ride out – possibly
their first date – on a Velocette in about 1951-52, in
the Lake District in the old county of Westmorland.
Can you identify the year and model of the bike –
we have been told it’s a 500cc MAC, is this
correct? The registration number is AFN 989; if
anybody knows any of the history of this bike, we
would like to hear of it – is it still about?
Mungo Boucher, near Skegness,
Lincolnshire

Hi Mungo, the bike is a Velocette, as you say, and

could be either a 350cc (which is the MAC) or if
it’s a 500, it’s an MSS. The 350s of all makes
usually greatly outsold the 500s, so odds are it’s a
MAC – but it’s difficult to tell with people sitting
on it! The registration is a Canterbury series from
1938. All the best, Rick Parkington

A FINE FIGURE OF A MAN (AND BIKE)

This is my late father on his motorcycle – can you
shed any light on what it is? He died when I was
only three, so I’ve no idea, but it must be early
’40s. He must be where I got my love for bikes
from. My first motorcycle was a side-valve BSA
250, and at 73 years young I still ride.
Dick Hull, Spain
Hi Dick, your dad was a fine figure of a bloke –
not the kind that got sand kicked in his face I’m
guessing! The bike is a Norton Model 18 with a
Cambridgeshire registration number series
dating from 1928 to 1934. Referring to the
excellent vintagenorton.com website I’d say it’s
a 1931 model – the giveaway is the left-hand
exhaust and the right-hand front brake plate.
The red herring is that originally it would have
been hand change, but – typical of the times – it
has been converted to a foot change. Great
picture, thanks for sending it! Rick P

ABOVE: Bob and Mavis heading for happiness

COMET WITHOUT AN
ASTRONOMIC COST
This is my uncle Graham sitting astride my
dad’s Vincent Comet, around 1955-ish.
Unfortunately, he can’t remember the
registration number. Sadly, dad is no longer
with us, but he did tell me he sold the
Vincent for £25. I wish they were that price
now – I’d have one for every day of the
week. Dad got interested in bikes at an
early age and had lots of them, then I came
along and they had to go – but his interest
rubbed off on me and I now own a BSA
A65/B33 and a Norton Commando 850.
The Way We Were is the first page I turn
to as soon as the magazine comes through
the post – I love looking at all the old photos
as they tell a story. Keep the photos
coming, folks.
Warren Long, Rotherham

RIGHT: Warren’s uncle on the

Vincent Comet sold for £25

146
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