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 WHAT’S ON 2020 209 MUST-DO CLASSIC EVENTS
APRIL 2020
UK £4.40

11 PAGES
OF FIXES AND
FETTLES

750cc Firebird

A10, Spitfire, Firebird: Riding super-tuned BSA twins

ON SALE MARCH 25 – APRIL 28

RGS-Spec A10 770cc Spitfire

MICK GRANT: REMEMBERING DUCATI 450 R/T

GRASS ROOTS TO GIANCARLO STREET
GREEN MEANIE MORBIDELLI SCRAMBLER
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Using the same sculpted trellis frame as the original bike that
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CLASSIC BIKE IS MADE BY...
Editor Gary Pinchin,
gary.pinchin@bauermedia.co.uk
Art editor Austin Smith,
austin.smith@bauermedia.co.uk
Production editor Mark Holmes,
mark.holmes@bauermedia.co.uk
Technical editor Rick Parkington,
Welcome a p r i l 2 02 0 • i s s u e # 4 8 3

It's all about the

BAUER ARCHIVE
classicbike.workshop@bauermedia.co.uk
Editorial assistant Colleen Moore, colleen.
moore@bauermedia.co.uk, 01733 468099 lifestyle, it always
Head of Publishing Steve Herbert,
steve.herbert@bauermedia.co.uk
has been
ADVERTISING
To sell your bike: email cbreaderads@
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CEO of Bauer Publishing UK Rob Munro-Hall
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Media Lisa Hayden

COMPLAINTS

IT’S LIFE – NOT JUST STYLE!

H Bauer Publishing is a member of the Independent Press
Standards Organisation (www.ipso.co.uk) and endeavours
to respond to and resolve your concerns quickly. Our
Editorial Complaints Policy (including full details of how
to contact us about editorial complaints and IPSO’s contact
details) can be found at www.bauermediacomplaints.
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by the Editorial Complaints Policy is complaints@ A CHAP CONTACTED us to complain after the people we featured owned core British bikes
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Consumer Media Ltd are authorised and regulated by the the ‘Old Bikes, New Faces’ issue, saying Classic (except racer Mark Purslow).
FCA (Ref No. 845898) and (Ref No. 710067) Bike was too ‘lifestyle’ and asked: ‘What are We were just happy to fill an entire issue with
you going to do next, a fashion supplement?’ younger classic bike enthusiasts – covering so
He also had a beef with Rick. Apparently he many different aspects of the scene. But what
BORING BUT IMPORTANT talks too much about vintage bikes in the really surprised us was having way too many
© Bauer 2019 ISSN 0142-8906.
Registered Office: Media House, workshop section. for one issue. I feel a ‘sequel’ coming on...
Lynch Wood, Peterborough, Difficult one, isn’t it? Some people would like As to fashion, why do older people always
PE2 6EA. H Bauer Publishing is a
company registered in England and Wales with the same content, month in, month out, others trot out younger-generation cliches? ‘They wear
company number: LP003328 (England and look for something a bit different. You can’t turn-ups, braces, check shirts and flat caps.’
Wales). Registered Office: Academic House,
24 28 Oval Road, London, NW1 7DT. VAY
please all the people all the time. Most of us wear jeans. I’m old and mine have
number 918 5617 01 However, we are conscious of including ‘core’ turn-ups. I see plenty of old boys in check shirts
No part of the magazine may be reproduced in any form in
whole or in part, without the prior permission of Bauer. All
bikes in each issue – and, as the chap pointed with braces on their trousers (jeans). But not
material published remains the copyright of Bauer and we
reserve the right to copy or edit, any material submitted to
out, owners of British twins circa 1960s-70s everyone wants to ride around in trad biking
the magazine without further consent. The submission of
material (manuscripts or images etc) to Bauer Media whether
make up the bulk of the readership. Thing is, gear. I mean, if you are under 30, why would
unsolicited or requested, is taken as permission to publish
that material in the magazine, on the associated website, any
though, we can’t constantly reinvent the you dress like you dad, even to ride a bike? I
apps or social media pages affiliated to the magazine, and
any editions of the magazine published by our licensees
Bonneville feature or the Commando feature. know I didn’t when I was 18, on my Triumph.
elsewhere in the world. By submitting any material to us you
are confirming that the material is your own original work or
Well we could, but we don’t want to. We know And Rick? There’s no denying he’s a vintage
that you have permission from the copyright owner to use
the material and to and authorise Bauer to use it as described
from the dreaded ‘market research’ that most bike fanatic, but his tips and projects cover all
in this paragraph. You also promise that you have permission
from anyone featured or referred to in the submitted material
CB readers appreciate our broad spectrum of sorts of bikes – and a large percentage of Rick’s
to it being used by Bauer. If Bauer receives a claim from a
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responsible for paying any amounts due to the copyright
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experts like to escape the shed. tubular frame, regardless of ‘vintage’.
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Please note, we accept no responsibility for unsolicited material
As to the chap’s ‘lifestyle’ comment – isn’t As you can see, normal service has resumed
which is lost or damaged in the post and we do not promise
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classic bike ownership a lifestyle? We meet at in this issue, with three tweaked BSA twins.
every reasonable care is taken to ensure accuracy, Bauer is not
responsible for any errors or omissions nor do we accept any
events, in pubs, on the roadside and talk about And no turn-ups in sight.
liability for any loss or damage, howsoever caused, resulting
from the use of the magazine.
bikes – what we’ve done to them, how we fix Enjoy.
US INFO
them, where we go on them, and expressing
• Classic Bike ISSN 0142-890X, UPS 706770 is opinions on bikes in general. I wondered what
published monthly by H Bauer Publishing Ltd.
The US annual subscription price is $91.08. aspect of ‘lifestyle’ irked him when the entire
Airfreight and mailing in the USA by agent
Named WN Shipping USA, 156-15, 146th
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Avenue, 2nd Floor, Jamaica, NY 11434, USA. old bikes? I suspect it was a generation issue.
• Periodicals postage paid at Jamaica NY 11431.
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• Subscription records are maintained at Bauer the current generation of owners are no longer
Gary
Media, Subscriptions, CDS Global, Tower House,
Sovereign Park, Lathkill Street, Market Harborough, around (me included) and there’s a glut of bikes
with no one wanting them. We’ve shown that’s
Pinchin
Leicestershire, LE16 9EF, United Kingdom.
• Air Business Ltd is acting as our mailing agent.
not neccesarily the case – that there is a new
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3
Cont s Your season starts here.
209 cracking classic events
29
Our man Gez samples
to choose from
Turn to page 69
a selection of super-tuned
SRM BSAs in Wales

58

62
The Ducati 450 R/T – inspiration for the firm’s modern-day street scramblers Mick Grant remembers his racing days over a fish finger sandwich

Features
30 BSA A10 48 SRM PRODUCTS 62 AT LUNCH WITH... MICK GRANT
Modified to be fit for the 21st Bits of kit that have been used to Chatting about his grass roots
Century, ridden by our Gez tweak the Beezas on the right racing to his TT/GP heyday

36 BSA SPITFIRE 50 COLLECTOR: MORBIDELLI 69 EVENTS GUIDE

Rejuvenated and returned to the We take a tour of his museum Your riding season starts here – 209
road after throwing a rod before his untimely demise cracking events to choose from

42 BSA FIREBIRD 58 D’ELEGANCE: DUCATI 450 R/T 84 SUBSCRIBE special offer

A US Scrambler model, built up The bike they tagged as ‘a Get your CB for only £3.30 a week
from a bare frame and engine motorcycle to be reckoned with’ – delivered to your door

4
 Issue #483

Triumph T140D takes on Classic World

New Zealand adventure 6 ISLAND CLASSIC
Report from Phillip Island’s
annual festival of classic racing

10 PRAGUE’S HIDDEN GEM

The Czech Republic’s quirky
National Technical Museum

12 YOUR CLASSICS
Riding a T140D the length of
New Zealand – twice

19 THE WAY WE WERE

A purple Triton and some trials
trickery among the memories

23 LETTERS
Tributes to Percy Tait... but not
to the Norton Interpol

12 Classic Workshop
87 RICK’S FIXES
Attempted oil relief, modern

94
Lewis gets his Excelsior pistons and other tip-ology
project saddled up
94 PROJECT EXCELSIOR
Rick and Lewis plough on with
the ongoing rebuild saga

101 OUR CLASSICS

Julie goes (relatively) modern
with her Ducati 900SS
Workshop
Classic Market
121 BUYING AND SELLING
A choice Honda CB750 and
other buying bits and bobs

124 BUYERS’ GUIDE: BMW R90S

The classic Beemer that makes a
great everyday riding machine

128 AUCTIONS
Morbidelli bikes at the spring
Stafford auction and more

Getting up close and

personal with a BMW R90S

A PREMIER
TROPHY HELMET
Turn to page 16

WORTH
£279

124
5
 NEWS
WAY WE WERE
EVENTS
YOUR CLASSICS
APRIL 2020 LETTERS

Metcher and Phillis keep Hayes at

bay in the International Challenge

Where Australia rules

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 , P H I L L I P I S L A N D 2 4 - 2 6 J A N

This annual antipodean event kicked up a gear this year, featuring famous racers battling
each other in international match races and mixing it with club enthusiasts in support races
WORDS: HAMISH COOPER PHOTOGRAPHY: JAMES O’HAGAN

MEET
-THE- Trident engine blow up? Get
WILLIAM SAYER
RIDERS it welded up and keep on
1962 NORTON ATLAS 750,
1972 TRIDENT TRITON 750
racing it, just like William
A vintage racer since the late 1980s, New South
Wales rider Bill Sayer has plenty of war stories. Just
one is how a conrod came out of the front of his
Trident engine at full revs on one of the fastest parts
of Bathurst’s road-based course in the early 1990s.
“I got it welded up and it’s still holding up all these
years later,” he says, pointing to the skilful repair.
To improve handling in the early 2000s, he fitted
the three-cylinder Triumph engine into a ‘slimline’
Norton Featherbed road frame, welding up the rear
subframe for strength. “I only had to notch a lower
frame rail to make the wider engine fit and sit lower
in the chassis,” he says. Front suspension is period
Marzocchi with Konis at the rear.
The Atlas was bought as a basket-case road bike
in the late 1990s. “I built up a 90° crank for it – not for
torque, but to stop the engine vibration destroying
the crankcases,” he explains. Sayer has tried to keep
the bike looking like a true Atlas, not a Manx copy.

6
 12
YOUR CLASSICS
SPECIAL
Triumph T140D in NZ
A
NEW ERA IN the International Challenge
began at this year’s Phillip Island Classic
road racing festival. Packed with talent, a
pumped-up Team USA came within 13
points of beating defending champions
Australia. Adding to the event was the return of a totally
new Team UK. It came with an equally new focus on
bringing back ‘genuine period’ machinery and a mixture
of well-known racers along with club competitors.
America’s Josh Hayes fought race-long battles with
Aussie young guns Alex Phillis and Jed Metcher. Phillis
and Hayes bagged two wins apiece, with Phillis the highest
individual points scorer overall. Team UK also hope their
‘AS WELL AS THE INTERNATIONAL MATCH RACES,
THERE’S A HUGE CROSS-SECTION OF CLASSIC RACING’
Mal’s works VFR engine
barks, but the bike’s
bitten him in the past
MAL CAMPBELL
1983 HONDA VFR ‘860’ SUPERBIKE
The 1983 season was a game-changer for both Honda and its new signing
Mal Campbell. “A liquid-cooled V4 in a class that up to then was all air-
cooled models was something really different,” he says. As he prepared for
a demo lap on the bike that put him firmly on the racing map, both good and
bad memories came flooding back. “I took around five seconds off the class
lap record winning the Superbike sprint at Bathurst in 1993,” he said.
“Another time I was racing it at Winton and sent the thing end-for-end
after someone put the wrong compound rear tyre on it. I was so bashed up,
I had to use a wheelchair to get on the plane back to Tassie. When I got
back home, I realised I hadn’t broken anything and was just badly bruised.”
Although it looks like a standard VFR750, Campbell’s old superbike had
an international endurance-spec 860cc works engine with dry clutch, huge
radiators and special exhausts. Fired up, it sounded nothing like a standard
VFR750, or even the droning exhaust note of its famous successor the
RC30. Special cam timing and big-bore pistons delivered a fat, brutal bark.
16
WIN A PREMIER
TROPHY HELMET
Worth £279
efforts this year, on a variety of machinery dating from
1972, will encourage both Ireland and New Zealand to
return in 2021.
Meanwhile, big plans are afoot in the Team USA
camp. The man behind America’s resurgence at Phillip
Island, Dave Crussell, has started moves to lobby
MotoAmerica to include International Challenge-spec
motorcycles as a support class in their 2021 national
championship.
As well as the international match races, there’s a huge
cross-section of classic racing on the support programme,
so we ventured into the outer reaches of the paddock to
find some interesting and different motorcycles...
Despite a broken
collarbone, Mal’s busy
keeping the family racing
MAL PITMAN 1980-81 YAMAHAS
TZ350/RD250/350LC
He might be long-retired from an extensive racing career, but ex-GP crew
chief Mal Pitman is as busy as ever – helping young relatives to go classic
racing. “This weekend we’ve got my nephews Louis and Andy Pitman here,
and my friend Mark Gray,” he says. “My son-in-law Nathaniel is saving up
to race at Eastern Creek in March, so he isn’t here. I’m building bikes for
Nat’s brother Joel and Dan De Blasio, a cousin’s son.” He has put the most
effort into various RD250 and 350LC racers. A typical Pitman engine is
ported to suit a combination of 28mm carb, modified Suzuki RG250
expansion chambers and Swarbrick silencers. The chassis is gusseted
around the swingarm and the standard 32mm forks binned for shortened
35mm items; fork emulators are used along with a Nitron rear shock. AP
Lockheed front brakes run a 300mm disc. Tingate swan-neck clip-on
handlebars, Pitman’s own laser-cut footrest brackets and a raised TZ250H
seat gives a riding position similar to a modern Yamaha R6. “It’s all about
trying to keep things reliable and user friendly,” says Pitman.
7
 EVENT

PAUL WALSH 1980 EGLI KAWASAKI, 1978 RICKMAN HONDA CR900

If you reckon Paul Walsh is ‘king of the collectors’ by dint of having just these two amazing examples of late-’70s performance bikes, think again.
“I’ve got plenty more projects to go, including a KB1 Kawasaki Bimota and a Kawasaki-powered Moto Martin,” says the enthusiast from Victoria.
Walsh turned a 1978 basket-case with a cracked frame in the beautiful period-correct Rickman Honda you see here. By contrast, the Egli is built
as a competitive racer and runs 17in Suzuki wheels with RG500 replica discs. Walsh built the Kawasaki engine to 1135cc and a reliable 115bhp.

CLODAGH HENNESSY
1990 HONDA CBR250
The 500cc New Era class is bursting with bikes
and riders like Clodagh Hennessy from Ireland.
CBR and VFR Hondas are dirt cheap to buy and
race in Australia. Hennessy has campaigned her
60,000km CBR for the past two years, having
used it as a road bike when she moved to
Melbourne after Ireland’s financial crisis.
“I was looking for something new in my life
and I found it with motorcycling,” she says.
Hennessy was one of nearly 30 riders competing
on 250cc and 400cc versions of these late 1980s
Japanese grey imports. “You don’t need much to
be competitive in this class,” she says. “The
biggest expense is tyres.” An affordable class
like 500cc New Era is underpinning classic,
club and state titles around Australia.
PAUL TAYLOR
1968 TRIUMPH WORKS
DAYTONA REPLICA
The only Triumph in the Post-Classic 500cc
class was a replica of a very rare model. An
unlikely double win at the Daytona 200 launched
a new name for Triumph’s unit-construction 5TA
500cc twin in 1968. The Daytona model
continued until 1973, but very little information
existed on its exact spec. Melbourne-based
Taylor spent nearly a decade recreating the
special modified frame, hand-crafting the petrol
tank and distinctive oil reservoirs, plus building
an honest replica of the highly-tuned original
engine. “Just as I finished it, Italian Claudio
Sintich published his book Road Racing History
of the Triumph 500cc Twin,” he says. “It’s pretty
much a complete blueprint of how to build one
and could have saved me years of work.”
MARTY CRAGGILL
1979 YAMAHA TZ750
Even 10 years after he had retired from a 15-year
career that spanned two Australian Superbike
titles and a decade in the US, Marty Craggill was
still getting offers to race. Eventually it was a
woman who persuaded him to return to the
track. “My girlfriend had never seen me race,”
he says. But why a TZ750? “I went to the
Laverton TT as a kid in 1976, as my uncle Bernie
helped sponsor Kenny Blake [who beat Ago and
his MV on a Suzuki RG500], and fell in love with
how those big two-strokes would wheelie onto
the main straight!”
Wagga-based Phil and Roz Andrea made the
offer that Craggill accepted. It was an all-new
TZ with a Canadian CMR replica frame. A tall
rider for a two-stroke, perfectionist Craggill
remembered the seat-to footpeg/handlebar
measurements and got the riding position
altered to fit. Gary House and Geoff Winzer have
become key technicians in the project. “Riding it
makes me feel young again,” Craggill says.

8
 WEST COAST
CUSTOM STYLE
HOSTED BY MOORE SPEED RACING

8 1 , 7 6  ৰ ৰ  ৰ ৳  & 2 5 7 5 <  & / 2 6 (   % 5 $ 1 . 6 2 0 (  % 8 6 , 1 ( 6 6  & ( 1 7 5 (   3 2 2 / (   % + ৰ ৱ  ৳ % 4   8 .

: : :  0 2 2 5 ( 6 3 ( ( ' 5 $ & , 1 *  & 2  8 .  : : :  - ( 7 6 ) 2 5 ( 9 ( 5  & 2 0
 MUSEUM

RIGHT: This Czech

Republic museum
houses an eclectic
mix of transports
of delight

Technical knockout
Prague’s National Technical Museum hosts a unique and bizarre motorcycle collection
WORDS AND PHOTOGRAPHY JOHN GREEVES

WHILE TOURISTS FLOCK to the grand squares of
Prague, enticed by the elegant landmarks of the city, it’s
worth taking a 20-minute walk to the far side of the
Vltava river to visit The National Technical Museum
(NTM) which boasts a great collection of motorcycles.
The NTM in a typically austere-looking former
Eastern Bloc building, but inside it boasts a stunning
collection of more than 70,000 exhibits, offering an
overview of automobile, bicycle, aviation and shipping
transportation. It also houses one of Europe’s most
unique collections of motorcycles, reflecting how the
country was once a major bike manufacturing nation.
The forerunner of the Czechoslovakian industry was
Laurin & Klement – a car, motorcycle and bicycle
manufacturer founded in 1895. The company was
acquired by Skoda in 1925 and rebranded as Skoda
Auto, focusing on car production, but Laurin &
Klement later became a prominent supporter of the
NTM with Václav Klement establishing the basis of
this collection in 1935.
Klement inspired other manufacturers to follow in his
path. Over the years, some 150 different motorcycle
brands were produced in what was then
Czechoslovakia, the most noteworthy being Jawa and
CZ which were successful in building competition
motorcycles for off-road, speedway and road racing, as
well producing a range of utility motorcycles.
Paradoxically, one of the most productive periods of
motorcycle innovation in the country was undertaken
secretly during the German occupation of
Czechoslovakia. The Germans inadvertently funded
development of future motorcycle prototypes, in the

Praga, which made

the BD 500 (right)
only produced
motorcycles from
1927-35; Jawa 350
(far right) comes
from a Czech
factory with a much
more prolonged
two-wheeled
lineage

10

‘A STUNNING COLLECTION OF MORE THAN 70,000 EXHIBITS’
mistaken belief their money was going to the war effort.
Gifts to this museum also came from manufacturers
such as Josef Walter (Walter type D motor tricycle and
later Walter type B) and Jaroslav Janatka (Itar 750
motorcycle manufactured in the 1920s) and František
Rott (Satan motorcycle). Thanks to other donations, the
motorcycle collection continued to expand. Post-World
War II, six prototype Jawa motorcycles (branded
‘Zbrojovka Ing. F. Janeček’ – the name of the former
arms factory where they were built) were donated by the
manufacturer. František Janeček was the founder of Jawa
Motorcycles and turned the company into a household
name by selling tens of thousand of the company’s
distinctively robust and inexpensive machines.
Two other important manufacturers in the collection
are CZ and the Hendee Manufacturing Company
LEFT: Careful, the
1937 Cechie
Böhmerland 350
Volksmodell can
cause retinal
damage; 1949
CZ 125T features
a much more
typically subdued
colour scheme
which produced the Indian. CZ (Ceská zbrojovka) was LEFT: 1945 Jawa
a major Czech competitor of Jawa’s and was among the 500 DTC is one
world’s most successful makers of competition and representative of
street motorcycles in the 1950s and 1960s. Indian sold the strong Czech
bikes in Czechoslovakia until the early 1930s, when the
speedway heritage
Great Depression meant very few people could afford
bikes like the Indian Four model 402 four-cylinder
machine and sales suffered badly.
Not all motorcycles have found their way to the
museum from former manufacturers. Individuals have
also contributed, probably hoping their prized
possession would live on for ever, like the Slavia CCD,
an early machine built around the 1900s, or a pair of
pace motorcycles probably belonging to an early 20th
century biking enthusiast.
Machines of Czech origin dominate – including
Jelinek, Perun, Walter, Itar, CAS, Satan, Praga and
Böhmerland – but there are representatives from other
countries in the collection of around 160 bikes. In recent
times, a number of competition motorcycles have been
added such as a Jawa 350 Type 673 V4 two-stroke road
racer, a CZ 420 Type 860 V4 four-stroke road racer and
a Jawa 500 Type 891 two-valve, single-cylinder ice racer.
Outstanding exhibits include: the outrageously-hued
1937 Cechie Böhmerland 350 Volksmodell, the Dálník
250 prototype manufactured by Jan Anderie (a two-
wheeled vehicle with a bonnet, which aimed to provide
the comfort of an automobile with the operating costs of
a motorbike). Then there’s the Ing. František Pudil-
designed CZ 350 Type 510 of 1978, the sole survivor of
only two prototypes, plus an array CZs along with an
assortment of Jawa motorcycles dating from the ’30s to
the ’80s, such as the 1939 Jawa 350 dohc and the 1984
Jawa 500 824 ‘Boxer’ twin.
ntm.cz/en
CZ 175 Type 961
from 1958 next to
an ESO MC 500 (far
left); Itar mainly
produced bikes,
like this 1924
model with its
longitudinally
arranged boxer twin
engine, for the
Czech armed forces
11
 YOUR CLASSICS

New zeal for

Martin Teece rediscovered his sense of adventure by riding his 40-year-old, 100,000-miler
Triumph T140D on a 5000-mile journey taking in the length and breadth of New Zealand

12

Classic Bike, Media House, Lynchwood, Peterborough, PE2 6EA
classic.bike@bauermedia.co.uk
Special
THE OLDER WE become, the
more constraints we accept without
question. We are given orders by
older people when we are young,
then become the order-givers to the
young when we are older. But the
orders we follow are sometimes
subliminal, not verbal – they are just
accepted protocol, like forming a
queue. The rebels of the ’50s and
’60s have become the Middle
Englanders of this decade. The rebel
without a cause is now the target of
cynical marketing. We become
enveloped without thinking –
trapped into a rigid framework of
acceptability without questioning the
boundaries of what we do and say.
And yet young people are out
there, crossing the world on Honda
125s and the like. So why not do it
on old classics? Because we all
accept subconsciously that you need
an almost-new bike with the very
ABOVE: Martin at latest maps loaded into your
Bluff, the most cutting-edge satnav system to have
southerly town any chance of getting out of the UK.
in mainland I realised that to carry out a road
New Zealand trip on my bucket list that I really
wanted to do, would involve a sea-
BELOW CENTRE: change in my thinking. It would
Martin’s wife mean stepping out of the comfort
zone of modern motorcycling and
accompanied him
‘I WANTED TO DO on the trip, riding
the ‘suport’ Triumph
into the big, wide world again. I had
become restrained in my thinking,
SOMETHING THAT
happy to see out my biking days in
Tiger 800 the cradle of unchallenged old-age
mediocrity. The museum piece that
PEOPLE THOUGHT BELOW: There was
no shortage of
my old Triumph had become would
have to be a motorcycle again – to
WAS CRAZY’
photo opportunities be resurrected and made capable of
with stunning NZ being left outside at night on its
scenery as a own, travelling in the rain and not
being cleaned and cossetted when it
backdrop
got dirty. After all, I reasoned, if it
breaks it can certainly be fixed –
and if you don’t try you will never
fail... but more importantly, you
will never succeed.
My wake-up call came in 2019,
which coincided with the 40th
anniversary of my owning the same
bike from new – a Triumph
Bonneville T140D. The World
Association Of Triumph Owners’
Clubs’ (WATOC) annual rally was
be held in New Zealand that year –
and I wanted to attend. Not only
that, while I was there I wanted to
ride the length and breadth of the
country on a bike that had covered
nearly 100,000 miles in my 40 years
of ownership, but was about as
SEND YOUR PHOTOS TO
original as Trigger’s broom. To the
casual observer, it probably looks
like it’s just had a few neat
modifications – but in reality there’s
bugger all original except the frame,
wheels and crankcases! That’s
immaterial, though – my dearest
wish was to stand at the extremities
of New Zealand’s north and south
islands, carried there under the
steam of that old bike, and know
that I had thrown away the
constraints that confine us and
done something that people thought
was crazy.
It wasn’t that crazy, though – I
had a back-up plan in the form of
my wife accompanying me on the
trip, riding a modern Triumph Tiger
800. So we’d have transport if the
journey did prove terminal for the
T140D, and a second bike to help
carry all the camping paraphernalia
and modern comforts that people of
our age need on such a trip.
Weeks of what we love to call
‘fettling’ would take place, and
during that time journeys on the
bike undertaken in the rain became
longer and longer in duration as the
realisation dawned that the normal
barriers of conventional thinking
could be challenged.
A trip to the Mosel in Germany,
using motorways as well as
A-roads, was planned in order to
test the reliability of the engine –
plus provide the chance to give the
whole bike a good shakedown and
rectify any issues that arose. It was
undertaken accompanied by
modern bikes and ridden at the
speed limit of the roads we were on.
As it happened, the bike had
problems with a broken header
pipe, and while on the motorway
the engine started to run on one
cylinder when the HT lead decided
that it didn’t like the coil and kept
coming adrift. But it was better to
find that out there and then, rather
than never trying a high-speed run
and having to fix it on the opposite
side of the world.
Those old constraints were now
looking eminently breakable – it
was just other people’s thinking that
was becoming harder to swallow.
One chap even laughed in my face
and said: “Why don’t you hire a
BMW when you get there?” when
I was having the MoT test done
prior to shipping the bike out to
13
 YOUR CLASSICS
TOP: Spirited use of New Zealand. It just made me
the throttle led to a realise how small and narrow his
new clutch at the mind had become with the
halfway stage conditioning of age.
Undeterred, I shipped the bike to
New Zealand – and yes it attended
TOP RIGHT: The rear
the WATOC Rally, yes it broke
subframe snapped down, and yes I fixed it. All in all, it
and had to be covered just under 5000 miles in
repaired – once in less than six weeks. The engine
New Zealand and burnt two litres of oil, along with
again back in the UK two-and-a-half litres of petrol
additives. I stood and looked out at
ABOVE LEFT: State the Pacific meeting the Tasman Sea,
Highway 80, with watched sperm whales dive on their
Mount Cook in way to their hunting grounds
hundreds of feet deep in the ocean,
the background
and stood upon the Southern Alps –
and the feeling of freedom I had as
ABOVE RIGHT: Every a youth returned.
long trip needs an I also snapped the rear subframe
armful of mascots off the bike on the gravel road
called the ‘Forgotten World
14
classic.bike@bauermedia.co.uk
‘THE FEELING OF FREEDOM I HAD
AS A YOUTH RETURNED’
Highway’ – and had it repaired in
four hours the next day before
continuing on with the journey.
Due to my over-enthusiasm with
the throttle, the clutch was replaced
at a service halfway through the
adventure, after covering 2500
miles. The worn-out footpeg
rubbers were also replaced. I carried
on, touching Burt Munro’s
legendary Indian along the way,
before finally parking my bike at
Bluff, the town at the southerly end
of the South Island, for the
inevitable photograph with Mount
Cook in the background. The sense
of achievement was indescribable.
After the bike had returned from
New Zealand and some more work
had been carried out – replacing a
broken headlight and indicators,
rear mudguard, and rear subframe
(broken in a different place) and a
SEND YOUR PHOTOS TO
bloody good service – I continued
to ride the bike for the rest of the
year. This included a 70-mile
anniversary ride and an Iron Butt
SaddleSore ride in October, in
which the aim is to cover 1000
miles in 24 hours – we went to
Scotland and, using a mixture of
motorways and A-roads, completed
the whole thing in 23 hours. Not
bad for an old T140! But it’s no big
deal – you just have to realise that
all things are possible.
So if you own a classic bike, don’t
end up sitting in a nursing home
regretting what could have been –
make a pledge with yourself now to
make the next 12 months the very
best year of riding your bike ever.
Cast aside convention – and when
someone asks if you want to join
them on a classic bike trip, the
answer’s simple: when do we go?
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 A PREMIER
TROPHY HELMET

We’ve got a Premier Trophy

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to give away to one lucky reader.
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of ’70s helmets made famous by
Phil Read MBE. Find out more at WORTH
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How to enter
Simply visit classicbike.co.uk/winpremierhelmet and enter your details
TERMS AND CONDITIONS: The prize draw closes at midnight on June 23, 2020. This competition is open to UK residents aged 16 and over. There is one prize
consisting of a Premier Trophy Helmet BD 8 BM. The winner will have a size from S-XL. The winner will be the first person drawn at random from all valid entries
after the closing date and notified by email within 10 days of the competition closing. The winner has 30 days to respond before an alternative winner is chosen.
This prize may be offered in a limited number of other promotions. No purchase is necessary. To enter for free visit www.classicbike.co.uk/winpremierhelmet
Full terms and conditions can be found at www.bauerlegal.co.uk/competition-terms.html

16
WIN A WORKSHOP

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 THE WAY WE WERE in association with
Riding on the memories of Classic Bike readers
THE
We
Roundabout way to a Triton
An unfortunate incident at a circular road junction led to Malcolm Hutton building this bike
THIS IS ME on my Triton in around 1967. I’d passed
my test about four months after my 16th birthday,
having ridden bikes on private land since I was about 14,
and went straight out and bought a secondhand 650cc
Triumph T110. You could do that in those days! At
some point after that, I managed to ride over a
roundabout (I started wearing glasses after that) and
bent the frame, along with inflicting a few more dents.
The next six months or so were spent in our garden
shed, listening to Radio Luxembourg whilst rebuilding
the bike as a Triton and refurbishing the engine – using
a gas poker to heat the crankcases so I could fit the main
bearings in my mum’s kitchen. The front mudguard, as
well as the mounts for the speedometer/rev counter and
rearsets, were all made by me, cut out of a sheet of
duralumin and polished by hand.
I can’t remember where I bought the Featherbed
WIN
A YEAR’S
MEMBERSHIP
TO THE VMCC
The sender of the
best The Way We
Were story each
month wins a free
membership of the
VMCC for a year
frame from, but it had no number on it, so when I came
to register the bike I had to stamp it ‘msjh251949’ if I
remember correctly – my initials and birthday. As my
brother worked at AMC at the time, I managed to
acquire a Norton Commando rear hub, so I didn’t have
to grind down the Triumph drive chain sprocket.
In the photo it’s looking pretty shiny, so I suspect it
was a Sunday afternoon just before a trip to Johnsons
Café (memorable for its football machines and teaspoon
on a chain) on the A2 near Brands Hatch, which would
have been wall-to-wall bikes at that time. I also went to
the Isle of Man TT races on it two years running, in the
days of Mike Hailwood, Giacomo Agostini, Bill Ivy, etc.
Of course, having sold it long ago for about £110,
I now wish I’d kept it – but I have recently acquired a
1973 Bonneville, which is a pretty good substitute.
Malcolm Hutton
19
 THE WAY WE WERE SEND YOUR PHOTOS TO
classic.bike@bauermedia.co.uk

THE John and his new wife, off

honeymooning on his BSA
We

ANNIVERSARY A7
In 1960 I bought this BSA A7 Shooting
Star, registration number YTC 843 – and
later that year, on July 23, my fiancée
and I were married in Chester. Following
the wedding reception, we set off on our
honeymoon on the Shooting Star. Later
this year, we will be celebrating our
diamond wedding anniversary, having
been married for 60 years. If the bike still
exists, it would be marvellous if we could
make contact with the current owner
and have our photograph taken with the
old bike 60 years after we used it
as honeymoon transport.
John King

Spot the trickster: Bob English (left) or Gord Lowe (right)
GUILTY AS TRIALLED
Modern trials riders perform some
mind-blowing manoeuvres, but I
wonder if they could match this one
performed in the mid-’70s by yours truly
on a Yamaha TY250 (far left). Riding up
and down the partially-fallen tree
wasn’t too hard, but the flick-turn
required at the top was a bit tricky.
Actually the whole thing was a bit
‘tricky’, and obviously staged by my
trials-riding buddy Gord Lowe and I – a
branch under the left foot-peg kept the
bike precariously perched! Gord and I
were both Bultaco owners at the time,
later switching to Sammy Miller-framed
Honda TL 125s, which better suited our
lack of skill level – but as an auto journo
who also wrote a bit about bikes, I’d
borrowed the then-new TY250 for a
test. The other photo shows Gord
fording a shallow section of river and
making it look quite difficult. Gord is
gone now, but the great memories of
our years of competing together haven’t.
Bob English

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20
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 YOUR LETTERS
Memories of Percy Tait
Two CB readers pay their respects to a racing legend who remained one of the lads
FOLLOWING YOUR OBITUARY of the late
#1 Percy Tait in the January issue, I enclose some
photos of Percy that your readers may not have
seen. Above left is a photograph taken at the
International 500-mile race at Castle Combe circuit on
July 24, 1965 – I believe that Thruxton, which was the
usual venue for the race, was being resurfaced at the
time. The photo shows Percy refuelling the Triumph,
with second rider Chris Conn on the bike, which was
entered by Lawton and Wilson. Percy and Chris
retired with a broken primary chain after
covering 226 laps. The photo above on the
right was taken at the race meeting that, in his
Editor’s ‘Welcome’ to the January issue, Gary
said he attended – the National ACU
Championship race at Castle Combe on
September 4, 1971. It shows Percy chatting to
Bob Heath, next to Bob’s BSA Rocket 3. In
between the two photos, the cover of the
programme for the Castle Combe National
Motorcycle Race of July 14, 1956 shows Percy Tait
(30, Norton 500), Roy Ingram (21, Norton 500), AW
Kimber (23, Rudge 500) and Geoff Tanner (6, Norton
500), taken at the meeting the year before on July 9,
1955. I spent many years in the ’60s with Roy Ingram in
the Isle of Man and on the Continental Circus.
Mike Newbury, Chippenham
‘I WILL ALWAYS REMEMBER
HOW HUMBLE HE WAS’
S E N D YO U R L E T T E R S T O : C L A S S I C . B I K E @ B AU E R M E D I A . C O . U K
VERY SORRY TO read in CB that we lost
#2 Percy Tait in 2019. Many years ago (maybe
1980 or ’81), myself and my brother were
returning home on a Sunday morning after attending a
motorcycle rally in the Midlands. My brother was
having problems with his 1949 Norton Model 7 500cc
Dominator – his timing side was leaking badly and he
needed some gasket compound to fix it. So we stopped
off at a petrol station to see if they sold it;
the woman serving said they didn’t sell
it, but added that the boss would be in
soon and he might be able to help.
While we waited, we noticed that
there were big pictures of
motorcycle racers and winner’s
laurel reefs hung on the walls of
the workshop – and that it was a
Suzuki car/jeep dealership with the
manager’s name being none other
than Percy Tait!
“Morning lads, what can I do for you?”
he asked when he arrived. He ended up
breaking into a locked toolbox to get us some Hermetite
– then he scrabbled round on his knees with my brother,
helping him remove the timing-side cover with no regard
for his clothes getting soiled and his hands covered in
oil. When the job was finished, he was all over my bike –
a 1966 Triumph T100SS unit construction 500cc, and
had a sit on it. When I said: “We’d get home quicker on
your Trident, Percy,” he smiled as he realised we knew
who he was. I will always remember how humble he was
– a true motorcycle racing legend and one of the lads.
Bernie Eagleton, Walton-le-Dale, Lancashire
23
 YOUR LETTERS SEND YOUR LETTERS TO
classic.bike@bauermedia.co.uk

WELCOME TO THE YOUTH CLUB

I just received the March issue of CB – and what a breath
of fresh air it is. I’m relatively new to the world of classic
machines, but even at the ripe old age of nearly 60 I think
that I’ve done enough hours and miles doing auto jumbles
to count myself as an enthusiast .
Recently it has occurred to me that while its an absolute
delight to see the older machines being ridden and
maintained by a raft of very knowledgeable owners,
almost without exception the owners always appear to be
my age or older. I honestly thought the future of the classic
motorcycle was going to be limited to non-running dusty
slots in museums, especially when the numbers of todays
slightly older owner/riders naturally start to diminish.
How fantastic it is to see that the next generation of
classic machine fans are in fact out there, and what’s
more, are putting great bikes back on the road. I
particularly love the article called A Classical Education.
How cool that young people are being introduce to
practical engineering where there will be a working usable Godfrey Benson (centre) chats to Prince Philip at the 1969 500 Production TT CHAS MORTIMER ARCHIVE
machine at the end. Who knows, it might even encourage
some students to go out and train for a licence.
Stuart Davies BASKET OF MEMORIES
I was shopping with the wife in Tesco when I spotted the Rob North racers on the front
of the February issue of Classic Bike, so I quickly slipped it in with the groceries without
the wife seeing it. When I got home I found, as a bonus, the interview with Chas
Mortimer – a highly talented and likeable rider. After reading it and the mention of the
’69 TT, I looked more closely at the photo you printed of the Duke of Edinburgh talking to
riders at the start. To my surprise, I was in the photo – I was the rider in the middle, who
the Duke was talking to! In the 250 Production TT I got a silver replica for sixth place
and Chas was third. In the Lightweight I came 21st with a bronze replica.
Godfrey Benson

A FAST 250 AND A QUICK TRIP TO THE SHOP

I greatly enjoyed the CB250K buyer’s guide in the March issue – not least because I have
one, a 1969 ‘KO’ with a genuine 9500 miles on the clock. I also owned one in 1972 as an
18-year-old. The CB250 was a popular purchase in Worcester, the home of John Skellern
Motorcycles, which achieved great success in the Production class at the TT, with top
riders including Tommy Robb, Jim Curry, Bill Smith and the late John Williams (second in
1970, first and third in 1971, and first in 1972). Visiting the shop, you would often see a row
of race-prepared CB250s leaning against the wall, along with a CB450 which came first
in the 500 Production TT in 1971, ridden by John Williams. When the G5 was introduced,
John Skellern (a lovely guy who I was later to work for) stated: “The only way of making
that gutless thing quicker is to tighten a Jubilee Clip around the rider’s balls!”.
Terry Owens, Worcester
John Williams riding a John
Skellern Honda 250 round
Ballacraine on the way to
winning the 1972
Production TT
BAUER ARCHIVE
INTERPLOD ON PATROL
Reading the letter in the March issue from Mark Brett
about the Norton Interpol reminded my of my previous life
as a motorcycle cop – and I, too, had the unfortunate
disadvantage of having to ride an Interplod for work. I
remember the stainless steel front disc that didn’t work in
the wet, and the flashing single YELLOW headlight – there
were no blue lights! The two-tone horns frequently
vibrated off, so on the way to a job it was not ‘nee-nah’ but
‘nee… nee… nee’! You had to ride with a pocketful of
spark plugs because, when doing an escort job for a slow-
moving load, they would oil up, and the exhausts and
carburettors had a tendency to work loose and detach
themselves due to the vibration, which also caused the
glassfibre Craven equipment to ‘star up’. The seat was
very hard and the bike had brake and clutch levers that
would have given Charles Atlas a workout. The electric
start didn’t come close – if it failed on the first attempt, it
gave up the ghost. Our maintenance schedule included
one full day a week, spent tightening up nuts and bolts,
paraffin-washing the chain then boiling it in Linklyfe, and
usually a trip to wireless workshops to sort out more
vibration-induced radio faults. Is it any wonder that when
the R80 BMWs came on the scene there were officers
taking the keys home so that no one could borrow ‘their’
BMW? The Interpols were outdated and unreliable,
although they handled better than the BMW – but not by
much. And you didn’t go home covered in oil when you

rode the BMW.

Andy Cooper

24
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CABINETS
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quality with lockable front
GREAT LOOKING, 2 £
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£
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MOVEMENT*
*Was £359.98 inc.VAT 526INC.VAT
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EXTRA LARGE
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#Was £478.80 inc.VAT
* Except on CBB231B & CBB230B ^ Was £562.80 inc.VAT †Was £502.80 inc.VAT
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289EXC.VAT *Was £419.98 inc.VAT
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£
CBB315* 36"
CBB228B# 41"
5 Dr Cabinet
8 Dr cabinet
927x416x985
1126x468x1000
£289.98 £347.98
£379.98 £455.98
£ .98
347INC.VAT MODEL DESCRIPTION
DIMS
LxWxH (mm)
EXC.
VAT
INC.
VAT
4 339EXC.VAT
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£
1 CBB224B 41"
2 CBB226B^ 41"
14 Dr chest
16 Dr cabinet
1045x415x486
1126x468x1000
£269.98 £323.98
£439.00 £526.80
1
2
CBB209DF
CBB211DF
9 Dr chest 710x370x420
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£144.99
£289.98
£173.99
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407INC.VAT
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CBB231B† 56" 9 Dr chest 1460x615x490 £399.98 £479.98 3 CBB309DF 9 Dr chest 975x370x420 £169.98 £203.98 LARGE 37" CABINET
CBB230B¥ 56" 13 Dr cabinet 1503x622x1011 £619.00 £742.80 1.5M TALL 4 CBB311DF* 11 Dr Cabinet 1045x490x1075 £339.98 £407.98

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£
£
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29EX.VAT WxDxH(mm) EXC.VATINC.VAT
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1999.00
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FOR CUSTOM BUILD

29767
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£
2398INC.VAT wooden worktops
.80
S X AG O O
- NO ST NEW

AP ON
L!
EN HA E
OP RT OR
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RI
IN T
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S MP OTORCYCLE
T £399EXC.VAT
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£
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84.99EXC.VAT 14C/18C 1.4mm, 1.8mm 8/550 2HP 7.5 50ltr £119.98 £143.98
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69EXC.VAT
.98
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83INC.VAT
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AP15 HVLP, 2.2mm £29.98 £35.98 16/550* NEW 3HP 14.5 50ltr £199.98 £239.98 IDEAL FOR
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FROM ONLY B = Bench CDP152B over a long 49EX.VAT
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69EXC.VAT
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CB09-12 period
£
59INC.VAT
.98
STOCK ONLY
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.39

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.99
CBB150 150 £64.99 £77.99 RATCHETS, SPANNERS
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.99
CBB200 200 £79.98 £95.98 AND SOCKET SETS

CDP202B 450 / 16 £189.00 £226.80 12V lead acid & calcium 1/2" TORQUE
NO GAS/GAS
CDP10B 370 / 12 £199.98 £239.98
MIG WELDERS WRENCH - CHT141
CDP352F 550 / 16 £229.00 £274.80 5" Extension
CDP452B 550 / 16 £239.00 £286.80
Professional type torch with MIG bar 1/2" -
CDP502F 1100 / 12 £569.00 £682.80 PARTS on/off control Thermal overload WELDERS 3/8"
protection Turbo fan cooled adaptor
WASHERS Quality machines 28-210 Nm
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PARTS WASHER FLUID FROM ONLY
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FROM ONLY MIG102NG leading supplier
See online
26EX.VAT
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MECHANICS £
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BEST *no for included
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32INC.VAT
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£
149INC.VAT SELLER
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gas only accessories
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Strong steel
frame 4 rubber
51INC.VAT
.59
MODEL MIN/ AX AMPS EXC.VAT INC.VAT FROM ONLY GAS, TIPS,
£ SEE FULL
wheeled castors MODEL TANK CAP. TYPE EXC.VAT INC.VAT MIG 102NG* 35/90 £124.99 £149.99 194EX.VAT .99 SHROUDS
& WIRE IN RANGE
CW2D 10Ltrs Bench £42.99 £51.59 MIG 106 40/100 £159.00 £190.80 £
Comfortable
padded seat CW1D 45Ltrs Floor £99.98 £119.98 MIG 145 35/135 £179.98 £215.98 233 .99
INC.VAT STOCK IN-STORE/
ONLINE ARC
Integral £
18EX.VAT
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22INC.VAT
.79 PRO90
110E
24-90
30-100
£194.99 £233.99
£229.98 £275.98 Activates
TAP & DIE SETS £ 135TE Turbo 30-130 £249.98 £299.98 GWH4 instantly when Arc
METAL LATHE High quality tungsten steel
Supplied in metal
59EXC.VAT
.98
151TE Turbo 30-150 £289.00 £346.80 £
ONLY is struck Protects
300mm between centres LH/RH thread storage case (except ARC
£
71INC.VAT 175TECM Turbo 30-170 £449.00 £538.80
.98
37EX.VAT
.99 to EN379 Suitable
for arc, MIG, TIG &
£
screw cutting • Electronic variable speed • Gear 16pce) WELDER 205TE Turbo 30-185 £489.00 £586.80 45INC.VAT
.59
gas welding
change set • Self centering 3 jaw chuck & guard FROM ONLY
£ For home use
• Power feed 16EX.VAT
.99
automotive
PAY Monthly
£
20INC.VAT
.39
and MICRO
£
TYPE EXC.VAT INC.VAT industrial JUMP 49EXC.VAT
.98

CHT203 16pce Metric £16.99 £20.39 applications. MODEL AMPS EXC.VAT INC.VAT STARTS £
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59INC.VAT
.98

CHT303 28pce Metric £26.99 £32.39 FULL 115N 30-110 £71.99 £86.39 12V JUMP START JSM200
CHT304 33pce Metric/UNF/BSP £32.99 £39.59 RANGE EA165 65-160 £72.99 £87.59 START PEAK EXC. INC.
CHT774 37pce Metric £39.98 £47.98 ONLINE & 160N 40-150 £79.98 £95.98 MODEL BOOST BOOST VAT VAT Over 18, 24 or 36 months
£ IN-STORE EA200
579.00
EXC.VAT
CL300M
CHT527 32pce Metric £48.99
CHT775 52pce Metric/UNF/BSP £56.99
£58.79
£68.39 #Turbo fan 190N
60-200 £99.98
50-185 £104.99
£119.98
£125.99
JSM200 200A
JSM300 300A
400A £49.98 £59.98
500A £64.99 £77.99 From only £300
£
694.80
INC.VAT CHT776 76pce Metric £66.99 £80.39 cooled 235TEN# 40-210 £159.98 £191.98 JSM350 350A 500A £84.99 £101.99 minimum spend* 5 MIN
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 VMCC FESTIVAL OF
TM

1000 BIKES 2020

Friday 12th, Saturday 13th
& Sunday 14th July - Mallory Park

YOU AND YOUR ROAD OR

RACE MACHINE ON TRACK

• Live Music and Beer Tent on Friday and Saturday

• Trial on Saturday & Sunday

• Auto Jumble

• Club Stands

• Paddock Displays

• Star Rider Chat Night

• Free Parking

• Camping

Entry Forms Available Now.

Contact VMCC HQ or see
the dedicated event website
www.festivalof1000bikes.co.uk

T H E V I N TA G E M O T O R C Y C L E C L U B
Allen House, Wetmore Road, Burton upon Trent, Staffordshire DE14 1TR

Tel: 01283 540 557 Fax: 01283 510 547

visit us online: www.vmcc.net or e-mail us: events@vmcc.net
 SRM’S SUPER-TUNED BEEZAS
770cc Spitfire
Building
uilding
How could we resist an invitation to Aberystwyth to ride a
BSA A10, Spitfire and Firebird, all tweaked by local firm SRM?
WORDS: GEZ KANE PHOTOGRAPHY: SIMON LEE
F
or nearly 40 years, SRM have been dedicated
to preserving, improving and refining BSA
and Triumph twins. And they’ve constantly
expanded the range of services they can offer
classic bike owners to include full
restorations, engine rebuilds and bespoke
engineering solutions during that time. Now,
the Aberystwyth-based firm really are a
one-stop shop for just about anything
you might need for your BSA or Triumph
twin. They manufacture or stock a huge
range of parts and upgrades for
performance, reliability – or both. And
they’ve become a valued and trusted
part of the classic scene.
But it’s with BSAs that they first made
their name – and products for the Armoury
Road twins still make up a huge part of their
RGS-Spec A10
PAGE
30
PAGE
42
750cc Firebird
PAGE
36
business. From the innovative and well-known needle roller
main bearing conversion for A10s to the latest in electronic
ignitions, if you’ve hit a problem with your BSA twin, SRM
can help you sort it out.
So, what does the man with all this at his fingertips
ride? BSA twins, naturally. Jon Jolley (left) may
have other bikes in his collection, but BSA
twins remain very close to his heart. From
the A10 he’s owned for 40 years to his
gorgeous A65 Firebird, Jon’s BSAs all
benefit from his years of experience –
and the contents of the SRM catalogue.
To prove the worth of both, Jon’s
invited us to sample three very different
bikes from his garage. None of them are
garage queens – they’re all ridden regularly.
And that’s a good job – it looked a little
damp out there for our test rides...
29
SRM’S SUPER-TUNED BEEZAS

Looks like an A10, sounds

like an A10, but this old
Beeza’s full of new tricks

30
 and the
A R T OF MO T ORCYCLE

Jon Jolley has created a BSA A10 fit

for the 21st century from the bike he’s
owned for 40 years. We look at what
went into it and take it out for a ride
WORDS: GEZ KANE PHOTOGRAPHY: SIMON LEE

31
SRM’S SUPER-TUNED BEEZAS
J
on Jolley wasn’t looking for a BSA A10 when
he passed his bike test back in 1980. “I was
after something like a Honda CB400F or
maybe a Suzuki GT500,” he smiles. “I’d
already passed my car test, but I fancied a
bike. But I saw this advertised in the local paper and thought
it might be worth a look – even though it was old. When
I went to see it, it was in pretty good shape, really. I was
20 at the time. It had twin Gold Star silencers on it, and
when the owner blasted it down the road to show me how
well it went, I couldn’t believe how good it sounded. That
sound sold it to me, and I paid £350 for it.”
Owning that A10 opened Jon’s eyes to a new world. “I
rode it round for a few years with no problems,” he recalls.
“I joined the BSA Owners Club branch in Cardiff, where
I then lived. It was really active back then. And then Steve
McFarland started SRM in the city, so if I did have any
little niggles with the bike I’d take it there and Steve could
always sort them out. He developed a big bush conversion
for the main bearing – a forerunner of the SRM needle-
roller conversion – to cure the premature wear issue that
affected some A10s. It involved pressing a hardened steel
collar onto the end of the crank and machining a larger
diameter bush, pressed into the crankcase, to accept it.
I had the conversion done on my bike and, when I stripped
the engine some 20,000 miles later, the bush conversion
was still fine. Steve knew his stuff.”
By then, Jon was totally hooked
on classics – and BSA twins in
particular. He café-racered his A10
and rode in that guise for a few
‘MOST OF THE SRM
years, bought one of the (then new)
Mistral Engineering electronic PARTS I’VE FITTED ARE
magneto conversions through Steve
– for whom he was working by then
– before taking the faithful old BSA
PROTOTYPES FOR OUR
off the road in the early 1990s and
stripping it down. But, by then, Jon’s PRODUCTION ITEMS’
life had taken something of a turn.
“I’d been working for Steve alongside Gary Hearl [now
another of SRM’s directors],” Jon explains. “Steve’s original
SRM workshop was compulsorily purchased as part of
the redevelopment of Cardiff Docks, and Steve opted to
go back to being a one-man band, so Gary and I decided
to take the plunge and bought SRM from him in 1992.
That’s when we moved up to Aberystwyth. While we were
building up the business, the old A10 stayed in bits – but
by 2000, I thought it was time to get it sorted out.”
Since buying the bike back in 1980, Jon’s knowledge of
A10s had come on in leaps and bounds. When he bought
it, Jon’s bike had an iron-head Golden Flash engine, but
in the meantime he’d bought a Super Rocket engine from
the States and decided to upgrade – as well as rebuild – his
first big bike using the best combination of parts he could
find. That included the Super Rocket engine and, naturally,
a lot of components from the company he co-owns with
Gary Hearl and Geoff Dewhurst.
“Basically, I’ve built the engine to Rocket Gold Star
specification,” Jon reveals. “Most of the SRM parts I’ve
fitted are the prototypes for our production items. The old
A10 has certainly served us well as a test-bed for new
products over the years. Although I didn’t realise it at the
time, when I bought the bike back in 1980 it had parts
from just about every year of A10 production. It had a
circa 1955 frame and rear subframe, fuel and oil tanks and
32
a toolbox from around 1959-60 and a 1956-57 Ariel front
hub. It’s definitely far from an original bike.”
It might not be original, but there can’t be many better-
sorted A10s anywhere. The engine has been completely
rebuilt – and by someone who knows BSA twins better
than most. It has the SRM needle-roller main bearing
conversion, CNC-machined billet conrods, a Spitfire 357
cam, an SRM high-delivery oil pump, and a Rocket Gold
Star head with bigger valves and lead-free compatible seats.
“I’ve gone with 8.5:1 pistons, though,” says Jon. “If you
go any higher, you get problems with pinking and have to
retard the ignition so much it’s not worth it. As it is, I’ve
had the bike on our dyno and it makes 42bhp.
“I still have the Minstrel Engineering magneto conversion,
but the bike has one of our SRM mag conversions on it
now. I’ve converted the electrics to 12-volt and fitted a
modern electronic regulator, as well as one of our belt-drive
kits for the dynamo. I’ve stuck with an original six-volt
dynamo – it’s the regulator that controls the voltage anyway.
The six-volt unit doesn’t start to charge until the engine is
turning over at around 1500rpm – a 12-volt dynamo will
charge from about 1000rpm – but that isn’t a problem in
use. The dynamo is rated at 60W, though, so I am limited
on total power consumption. I use a 35/35W halogen
headlight bulb, and using an LED rear light is a good idea.”
Like the engine itself, the primary drive and gearbox
have been uprated, too. “Years ago, NEB designed an alloy
clutch and belt primary drive for
racing Gold Stars,” John explains.
“We adapted one to fit an A10 and
it worked pretty well. It was a bit
jerky, because it had no cush-drive
on the front pulley, so we modified
a stock A10 cush-drive to fit inside
the NEB front pulley. We produced
a batch of new hex-nuts to attach
the front pulley to the end of the
crank, so you can torque up the nut
to the correct 65lb ft. You can’t really
do that using a C-spanner on the standard nut.”
When he rebuilt the bike in 2000, Jon fitted an RRT2
gearbox, but admits it wasn’t the best idea. “I put up with
it for about a year,” he smiles. “It wasn’t ideal for the Welsh
mountains. There’s a really steep stretch of road out towards
Tregaron called the Devil’s Staircase. It’s not just steep, it
has really tight bends, too. I ran out of steam in first gear
on the A10 going up there one time and almost fell off
trying to turn the bike round to roll it back down the hill.
When Nova Racing Transmissions brought out their five-
speed gearbox for the A10, I bought one of those and fitted
it. It’s transformed the bike. It somehow feels more lively.”
Jon’s also ditched the standard Amal carburettors in
favour of a pair of 30mm Mikunis. “I fitted them to try
them out,” he says. “We worked with Allens Performance
[the UK Mikuni distributor] to develop kits for A65s,
Triumph T140s and T120s, as well as the A10. Mikunis
work so well, but you do need to get them set up just right
– we used our rolling road and four-gas analyser to do it.”
It’s not just the engine and transmission that have been
upgraded – the rolling chassis isn’t pure A10, either. “The
forks are from a 1966 A65,” Jon reveals. “They’re the
double-damped type, much better than the originals. I’ve
got Ikon shocks fitted, but I’ve had some custom dual-rate
springs made to fit inside the covers, which we fabricated
in-house. The covers wouldn’t fit over the Ikon springs.
 Above & below
Gez feels the benefit of this A10’s modernised technology, including the rebuilt and modded Super Rocket engine and the Nova five-speed gearbox.
Standard Amals were junked in favour of 30mm Mikunis, and Jon ended up with a Grimeca twin tls front brake after going through two other different brake set-ups

33
SRM’S SUPER-TUNED BEEZAS

I think the improved suspension transforms the bike.
“The front brake is the third one I’ve had on the bike.
The first was a seven-inch Ariel unit that was frightening.
Then I tried a half-width eight-inch sls BSA brake. That
was a bit better. But we’d fitted a Grimeca twin tls brake
to a customer’s café racer build and that really impressed
me, so I sourced one for my A10. It’s a brilliant brake.”
There’s a lot of engineering in Jon’s A10, and certainly
seems to offer the best of the old with the convenience of
the new when it comes to starting it up. There’s a cable-
operated, handlebar-mounted choke
struggling to compensate for a gaping hole between ratios.
Accelerating hard on the flat, it’s easy to feel the improvement
over the standard four ratios, too. Snick up into the next
gear and the engine is still pulling in the fat of the power.
In this instance, it’s definitely a case of ‘the more the merrier’
when it comes to gear ratios.
In top gear, the A10 doesn’t even raise a sweat at the
legal limit. There’s plenty of power to cope with the short,
sharp ramps of the Welsh back roads – and the longer
uphill slogs of the A44 as it heads out of Aberystwyth
towards Langurig. And, while a

and, with a dependable spark and
electronic ignition advance/retard
from the SRM unit fitted into the
old Lucas magneto body, it’s easy
to fire it up, set the choke lever to
‘THERE’S PLENTY OF
damp and greasy road surface
prevents me from exploring the BSA’s
handling fully, the later forks and
POWER TO COPE WITH customised shocks provide a
wonderfully plush – yet never

SHORT, SHARP RAMPS

provide a suitable tickover and let
the engine get up to temperature
while I pull on helmet and gloves.
It still looks and sounds like an
A10 – but on the move, the bike
offers the same dual personality.
ON WELSH BACK ROADS’
The engine feels remarkably smooth and refined for a
60-year-old British twin. The clutch pull is acceptably light
and its action is smooth and progressive, while the gearbox
is a delight. Nova ’boxes have enjoyed a great reputation
for years and the five-speeder in Jon’s bike shows why, with
its crisp, positive action and great choice of ratios.
The engine might ‘only’ make 42bhp, but the gearbox
allows me to make best use of every single one of them.
Knock it down out of top to maintain momentum on an
uphill bend and there’s no lurch-and-rev of an engine
wallowy – ride over the worst the
minor roads can throw at them.
But if it’s power I’m looking for,
I need look no further than the
230mm Grimeca front brake. In
this weather, it is a little grabby – just
what I don’t want on wet Tarmac. But I’d imagine once it
gets a bit of warmth into it, it’d be a godsend in an emergency.
As I return to the SRM workshop, I’m sold on their
creative upgrades for a well-loved classic. I’m a fan of the
A10 – it’s one of the underrated gems of the Brit twin genre
– but I have to admit, the SRM modifications make it an
even more appealing prospect for the rider. And, apart
from the Mikunis, none of them are immediately apparent
from the outside. Jon’s bike is still very much an A10 – but
better. Maybe you can have the best of both worlds.

Jon's A10 Modifications

1 Shocks 2 Cam 3 Carburettors 4 Head & valves 5 Pistons 6 Forks 7 Lights
Ikon shocks with BSA Spitfire 357 A pair of 30mm BSA Rocket Gold 8.5:1 compression 1966 A65 double- 35/35W halogen
custom dual-rate cam Mikunis Star head with ratio pistons damped forks headlight bulb,
springs bigger valves LED rear light
and lead-free
compatible seats 7

6
4

1 3

11
14

8 Oil pump 9 Bearings 10 Magneto 11 Gearbox 12 Engine 13 Conrods 14 Front Brakes

SRM high-delivery SRM needle-roller SRM magneto Nova Racing BSA Super Rocket CNC-machined Grimeca twin tls
oil pump main bearing conversion Transmissions five- engine built to billet conrods brake
conversion speed gearbox Rocket Gold Star
specification

34
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SRM’S SUPER-TUNED BEEZAS

A standard Spitfire is a rare

enough sight, but this one’s
an exceptional fly-past

36
After suffering heavy damage in
action, this example of BSA’s
ultimate sports twin has enjoyed
some serious rejuvenation
WORDS: GEZ KANE PHOTOGRAPHY: SIMON LEE

W
hen Jon Jolley’s uncle, Bob Price, bought a
BSA A65 Spitfire brand new back in the late
’60s, the bike made a big impression on the
young Jon. “Uncle Bob used to take me out
on the back,” he explains. “When I first got
into bikes, A10s were my thing, but my uncle was always
trying to get me to buy an A65. I had such happy memories
of his Spitfire that, when the chance to buy one came up,
I bought it; it’s now in the little showroom at the front of
SRM’s industrial unit. When I got offered this one in 2003,
I bought it, too. I knew it needed a bit of work, though.”
‘A bit of work’ is something of an understatement.
A rod had snapped during a high-speed motorway run and
the remnants were fired through the front of the crankcases.
“Mercifully, the previous owner – who was riding it with
his wife on the pillion – was able to coast in to the hard
shoulder without incident or injury,” says Jon. “Apparently,
his wife – an experienced lady when it came to British
classics – just looked down at it and said: ‘I don’t suppose
you’ll be getting this going again at the side of the road’.
If he’d managed to do that, he could have had my job.”
After deciding against a costly engine rebuild, the owner
offered the bike to Jon as a project – and he eagerly took
it on. “I had a few ideas I wanted to try out on it,” he
explains. “Because the original engine was basically scrap,
I didn’t feel any guilt about modifying what is quite a rare
bike. So I found some replacement crankcases from a later
1969-70 A65 – the benefit of using later cases is that they
have larger in barrel studs [the earlier barrel studs are
in] – and they’re machined to accept an oil pressure
switch, which I could use as a take-off for a pressure gauge
to check the oiling once the engine was rebuilt.”
Not surprisingly, the original crank was scrap, too.
“I wanted to build a bored and stroked engine,” says Jon.
“We already produced a big-bore conversion for the A65,
based on the old Devimead big-bore kit, so going bigger
on the bore size was no problem. But it would be very
difficult to stroke an A65 crank. The answer is to modify
an A10 crank – which has a longer stroke than the A65
crank anyway – to suit the A65 crankcases. We’ve done

37
SRM’S SUPER-TUNED BEEZAS

a fair few now. I knew a lot of sidecar racers used A10

cranks in A65 engines, so it was just a question of working
out how best to engineer the conversion. In the end, we
used our ball-and-needle-roller main bearing conversion
– which locates the crankshaft positively in the cases, 1 Clocks 2 Heads 3 Oil Pump 4 Conrods
eliminating end float – and machined off some of the splines Smiths electronic Gas-flowed with SRM high-delivery CNC-machined
on the A10 crank end to accept the A65 alternator, which pattern instruments bigger valves fitted, oil pump billet conrods
while the inlet ports
requires a parallel shaft. The end result gives about 770cc.”
are machined
The rest of the engine build again made use of SRM’s
BSA parts inventory. “I’ve used our billet conrods, says 1
Jon. “And the head had been

‘THE ENGINE WAS SCRAP,

modified a little. It’s gas-flowed and
I’ve fitted bigger valves, while the
inlet ports are machined to accept
32mm Mikuni carburettors. There’s
a Spitfire cam, an SRM high-delivery SO I DIDN’T FEEL GUILTY
ABOUT MODIFYING
oil pump and, while the gearbox
remains standard, it’s got an early
Haywood belt primary drive kit.”
The rest of the bike is largely
standard MkIV Spitfire – though
the swingarm is a later 1969-70 A65
QUITE A RARE BIKE’
item. “The earlier type of swingarm has Silentbloc bushes,”
Jon says. “The later ones have phosphor-bronze bushes
with hardened steel inners. They cope better with the extra
torque of the bored and stroked engine.”
The rest of the bike is pretty much stock Spitfire, apart
from the clocks, which are Smiths electronic instruments.
“We approached Smiths to make a batch of A65 pattern
clocks and these are the prototypes,” says Jon. “The original
magnetic clocks are notoriously unreliable. These have
been on the bike since 2009 and work really well. They’re
available direct from Smiths (smiths-instruments.co.uk).”
The result of Jon’s labours is a bike that – aside from
the Japanese carbs – looks just like a MkIV Spitfire ought
to, but should go even better than the original. And that
sounds like the recipe for a pretty good bike to me. BSA
brought the Spitfire to market in 1966 and it lasted just
three years in the catalogue before making way for the
new Rocket 3 Triple in 1968. But, for those three years,
the Spitfire was the fastest BSA you could buy. Capable of
a genuine 120mph on a good day, the Spitfire is, arguably,
the ultimate BSA twin.
The first Spitfire (strangely dubbed the MkII; there is no
MkI) set the tone for BSA’s top-of-the-range sporting twin.
Based on the Lightning, the Spitfire went a step further in
terms of performance thanks to high-compression 10.5:1
pistons, a pair of open 1 in Amal GP carburettors with
a central, remote float bowl, and a ‘Spitfire’ grind cam. A
190mm front brake in a full-width hub, BSA’s new twin
downtube frame and forks featuring both rebound and
compression damping (a first for BSA) completed the spec.
By the time the Spitfire reached its MkIII form, for 1967,
the all-or-nothing GP carbs had been replaced by a pair
of Concentrics with clamp-on filters. The easier starting
from hot and better low-speed response from the Concentrics
were probably a more than acceptable trade-off for most
riders – and many owners of MkII machines had already
swapped carbs at their own expense anyway. The final
MkIV version of the Spitfire – like Jon’s – is arguably the
best of the bunch, with an eight-inch twin-leading-shoe
front brake adding a bit of extra stopping power.
Back in the day, though, any version of the Spitfire was
pushing the reliability envelope of the A65’s timing-side
main bearing bush, which meant engine blow-ups like the
one suffered by the previous owner of Jon’s bike were far
from unheard of. Today, with the SRM ball-and-roller
conversion, end-feed crank modification and high-delivery
oil pump, his bike should provide all the performance the
Spitfire could offer – plus a little extra thanks to the big-
bore kit and A10 crank – without compromising reliability.
It’s what the Spitfire should have been.

38
 Jon's Spitfire Modifications
5 Carburettors 6 Crank 7 Crankcases 8 Gearbox 9 Bearings 10 Swingarm 11 Shocks
A pair of 30mm Modified A10 Replacement Haywood belt SRM needle-roller From a later Ikon shocks with
Mikunis crank – which has a crankcases are primary-drive kit main bearing 1969-70 A65 model custom dual-rate
longer stroke than from a later 1969-70 conversion springs
the A65’s A65 which have which locates the
larger 3 / 8in barrel crankshaft
studs. The cases positively in
were machined to the cases
accept an oil
pressure switch

11
5
1

1 8 10

39
Despite the There’s certainly nothing subtle about a BSA Spitfire.
conditions, Gez That huge blood-red tank just demands to be noticed and
enjoyed the ride. somehow makes the bike as a whole lot more imposing
That says a lot than the basic A65 on which it’s based. And that means
about the bike I’m getting a lot of admiring looks as I thread my way
through the busy streets of half-term Aberystwyth as I
head for the wide, open spaces of mid-Wales to really get
a feel for the big BSA. Well, the bike is anyway – I’m not
sure the slightly damp individual hunched behind the
handlebars is turning many heads, but the boom of the
big-bore Spitfire certainly is.
A standard Spitfire is more than worthy of note – relatively
few of the sporting variant of BSA’s unit-construction
Lightning twin were built between 1966 and 1968. Jon
Jolley’s MkIV model is even more deserving of a second
look, though. It’s a 1968 MkIV for
a start – and under 1300 genuine
MkIV Spitfires were built that year.
While it may not have its original
‘THE ENGINE PULLS
engine, what it does have is an
injection of SRM ingenuity hiding FROM NOTHING BUT IS
behind the familiar unit-
construction BSA outer engine cases.
As I know, there’s more to this bike
EAGER TO REV, TOO – A
than meets the eye.
Jon’s already explained just how WINNING COMBINATION’
much more – but how much
difference will the SRM mods make out on the road?
What’s immediately noticeable is just how flexible the
engine is. It pulls from nothing, making light work of the
ups and downs of just about any road heading inland from
SRM’s workshop. But the Spitfire is eager to rev, too – it’s
a winning combination. And, although I’m not revving
the engine to anything like its limit, I can’t discern any
extra parallel-twin vibes from the big-bore lump, either.
The 32mm Mikunis fuel perfectly and the bike rips up to
70mph with plenty more to come and feels like it would
happily maintain that rate all day – and more. I certainly
don’t feel the need for any more than the four ratios supplied
by the standard BSA gearbox.
40
The engine is simply a lovely unit. The added grunt from
the extra 120cc capacity makes it an easy bike to maintain
a decently fast pace on. I’m following Jon on his tuned
A10, who’s riding at a decidedly brisk pace despite the less
than perfect conditions – and whatever I lose on entering
bends a little more cautiously than him, I can easily make
up by rolling open the throttle that bit earlier as the bends
unfold. If you’re thinking of rebuilding your A65 engine,
Jon’s modifications have got to be worth considering.
The handling of the late-type BSA frame combines with
that impressive engine to make riding the Spitfire a real
pleasure – whatever the weather. The double-damped forks
ride over the ripples and cracks of the A44 in impressive
fashion, while the modified Ikon shocks at the rear do the
same. The frame and suspension work in unfussy harmony
to provide a ride that’s unremarkable
for all the right reasons.
Jon reckons the eight-inch tls
front brake is possibly the best
stopper BSA ever made, and I’m
not going to argue with his wealth
of experience. Certainly it’s very
good, combining sufficient feel to
make today’s damp conditions as
unthreatening as possible with
enough power to get the front end
digging in predictably on the steep,
twisty downhill sections of road running down the side of
the Rheidol Valley from Devil’s Bridge back to the A44. The
seven-inch sls rear stopper is just the job for filtering through
the traffic in Aberystwyth and for steadying the ship while
making hand signals with my right hand. So I have no
complaints with the braking system.
Overall, the Spitfire is one very impressive machine. Even
without the A10 crank and big-bore barrels, a well-sorted
Spitfire (with the SRM crank and main bearing mods)
would be a great bike for anyone who likes a British twin.
With them, it’s an exceptional bike. Fast, reliable, easy
to ride, with bags of character – and a real looker, too.
You can’t ask for much more.
Take a turn
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SRM’S SUPER-TUNED BEEZAS

42
 This BSA Firebird Scrambler was raised
from the dead, but now it’s good enough to
spark a burning desire in any Brit bike fan
– and it’s big fun to ride, too
WORDS: GEZ KANE PHOTOGRAPHY: SIMON LEE

W
hether you regard BSA’s Firebird Scrambler
as a thing of beauty, or is it just another road
bike dressed up as a desert racer, there’s no
doubt in my mind – Jon Jolley’s 1968 A65FS
is a stunning looking motorcycle. But when
the Firebird was launched, not many folk shared this
opinion strongly enough to put their hands in their pockets
and buy one. Maybe some weren’t convinced that a 400lb,
650cc twin made the ideal recreational off-roader.
In fairness, though, the reasons behind a lack of
sales success for the Firebird Scrambler were certainly
not all to do with style – or performance in the dirt.
Maybe the real stumbling block was the price –
well in excess of what the Japanese manufacturers
were asking for their the new wave of middleweight
street scramblers. The Firebird struggled to fly
out of BSA showrooms as the young riders
targeted by BSA’s advertising campaign for the
bike opted to save some of their cash for all
that other stuff young men craved in 1968.
Over the next few years, development of the
Firebird Scrambler was swift... but also brief.
For 1969, the Firebird got a high-level siamesed
exhaust system with a wire ‘barbecue grill’ heat
shield on the left-hand side and a new steel fuel
tank (the 1968 tank is glassfibre). Late the
following year, the new oil-bearing frame was
adopted, as were new forks, and new conical hub
brakes appeared along with carbs down from
32mm to 30mm. Another big advertising campaign
pushed the largely unchanged Firebird Scrambler for
1971, but that proved to be the final year of production
for the street scrambler version of the A65. And by 1973
the factory’s production lines had fallen silent for the last
time. It was the end for the Firebird – and for BSA.
I’m not sure if any of that makes a jot of difference to
the average classic bike fan these days, though. We like
what we like – and, while that’s usually something we

43
SRM’S SUPER-TUNED BEEZAS

lusted after back in the day, it isn’t always for sound and
logical reasons. It certainly seems that BSA’s big street
scramblers are more popular today than they ever were in
1968. Jon thinks so, too. “A lot of people seem to love the
street scrambler look – and I think the Firebird is right up
there with the best,” he says. “This bike came as part of a
container load of spares and bikes we imported from
America in 1997. We bought the job lot, because there
were a lot of A65 engines in with it. They were what we
really wanted. To fill the container, we packed a few
incomplete bikes into it – and this Firebird Scrambler was
one of them. It was really just a frame and engine – it sat
in a container behind our unit for years. When I finished
building my Spitfire, I thought I might fancy taking on the
Firebird and I started on the restoration in 2004.”
Jon has rebuilt the engine, but he managed to resist the
temptation to go over the top with tuning. “I wanted to
keep it nice and responsive in the bottom and midrange,”
he says. “I’ve used a crank from a 1971/72 engine, which
has a lighter flywheel. That helps give it a lovely revvy feel.
Naturally, I’ve fitted the SRM

‘IT WAS JUST A FRAME ball/roller main bearing

conversion and new billet rods,

AND ENGINE – IT SAT IN

and an SRM 750cc big-bore
kit boosts torque. For the same
reason, I haven’t gas flowed

A CONTAINER BEHIND the head and, though I’ve

replaced the stock Amal

OUR UNIT FOR YEARS’

carburettors with Mikunis,
I’ve kept to the 30mm choke
size to maintain the bottom-
end urge. I’ve fitted an SRM
high-delivery oil pump to improve lubrication, though – and
an SRM sump plate with a drain bolt.”
With the bike being in an incomplete state when he
started the project, some of the hardest parts to source
proved to be some of the cycle parts – and a handful of
components unique to the Firebird Scrambler. “The most
difficult thing to track down was the black main/dip push
button in the headlamp shell,” Jon reveals. “I think it’s
only used on the Firebird and maybe the 1967/8 B44. I
found one in America in the end, but I had to pay £50 for
it. Still, it was in its original box. The headlamp mounting
‘ears’ are another rare part. They’re curved inwards to
meet the small headlight used on the Firebird. And the
correct forks were hard to find, too. They’re unique to the
1968 A65 range and I had to collect all the parts to build
a set up – it took a fair bit of time and effort to get it all
together. They have quite a complicated damper rod
arrangement.”
In contrast, some of the other missing parts were
surprisingly easy to locate, including the pattern seat which
was used across other A65 models – and although the twin
high-level exhaust with its solid, oval heat shields was only
used on the handful of 1968 Firebird models manufactured,
Burton Bike bits came up with a replica system off the
shelf. The clocks are Smiths electronic and the tyres are
Avon Distanzias – adventure bike-type tyres that are no
longer in production, so Jon reckons he might struggle to
find a suitable replacement for the 19in front.
“The tank is an alloy replica fabricated just up the road
by TAB II Classics,” adds Jon. “I have got the glassfibre
original, but I daren’t use it because of the ethanol in
modern fuel. I also have the original sump guard, but
I need to modify to fit with the SRM sump plate – it fouls
the drain bolt at the moment.”
Jon’s Firebird is undeniably a handsome machine, with
its two-tone red and white paintwork, acres of polished
alloy engine cases and that gleaming, chrome high-level
exhaust. But, like all Jon’s bikes, it gets used. And today

44
 Riding the Firebird made the corners
of Gez’s mouth twitch skywards –
even on a damp day in Wales

In detail
As this Firebird
was imported from
the States as an
incomplete bike,
most of the cycle
parts had to be
sourced. Clocks are
standard Smiths
electronic. Mikuni
carbs replaced
original Amals

45
SRM’S SUPER-TUNED BEEZAS
is going to be my turn to get it dirty.
I’ve been admiring the Firebird since we arrived at SRM’s
workshop. While I’m not sure I’d like to tackle any serious
off-roading on the big BSA, its looks alone are enough to
sell it to me. And, swinging a leg over the broad, deeply
padded seat, the riding position feels as comfortable as a
favourite armchair. The handlebars may have been styled
to catch the eye of the American buyer – and fuel dreams
of cow trailing or desert-bashing in the wide open spaces
– but they combine with the stock footrests to provide a
near-perfect riding position for the
narrow, twisty lanes that criss-cross
SRM’s back yard. Despite the rain-slick ‘THE FIREBIRD RIPS
UP TO 70MPH IN
road surface, the Firebird has that
confidence-inspiring balance and poise
that makes the conditions irrelevant.
This is a bike I know I’m going to enjoy.
And so it proves. The engine – or A SURPRISINGLY
SHARP FASHION’
rather the exhaust note – brings out the
kid in me. Zipping along tight, twisty
back lanes gives me all the excuse I need
to blip the throttle as I change down
before opening up again to revel in the delicious rasp from
the twin pipes. Childish? Maybe. Fun? Definitely.
The big-bore engine isn’t just about sound, though. The
way it delivers its 50-plus bhp brings a smile to my face,
too. In deference to the Firebird’s quasi-off-road persona,
its overall gearing is lower than a street A65’s. Period road
tests reckoned top speed to be around 105mph, but that’s
an almost meaningless statistic on a bike like this. This
isn’t the sort of machine for a ton-plus blast – there are
plenty of better bikes for that. The Firebird rips up to
70mph in a surprisingly sharp fashion – and does it
magnificently. The engine is incredibly responsive from
Jon's Firebird Modifications
1 Exhaust 2 Carburettors 3 Bearings 4 Engine
A Burton Bike Mikuni carbs with SRM ball/roller SRM 750cc
Bits replica system original 30mm main bearing big-bore kit
off the shelf choke size to conversion
maintain bottom-
end urge
1
4
9
8 Crank
The crank is from
a 1971/72 engine,
which has a lighter
flywheel
46
right off the bottom. It’s the perfect tool to fling round a
tight bend and squirt out with the throttle pinned, before
hitting the brakes, banging it down a cog and diving into
the next corner. Throttle... change... brake... change...
repeat. And, if you tire of that, short-shift and let the extra
torque of the 750cc big-bore kit do the work of maintaining
momentum. The choice is yours.
The rest of the bike is exactly what you’d expect from a
well-sorted A65 (I certainly expected it, because all Jon’s
bikes are well-sorted, by the way). The twin-leading-shoe
front brake is the excellent eight-inch
BSA unit, while the rear stopper proves
quietly competent and the precise
handling of the twin downtube, full-
cradle frame is the perfect foil for that
wonderful engine. For a bike ostensibly
designed back in the late ’60s for the
fire roads and cow trails of the American
wilderness, the Firebird does an excellent
job of ironing out the twists and turns
of rural Wales more than 50 years later.
If all this sounds like the Firebird is
the consummate motorcycle, it isn’t. What bike really is?
It would almost certainly be a finger-numbing nightmare
on a long motorway run. It can’t muster the sort of out-
and-out speed to help it keep up with its Spitfire stablemate
on fast, sweeping roads. And it really wouldn’t be much
fun on anything but the gentlest of off-road conditions.
But what it does do, is put the pure fun back into motorcycling.
It’s the sort of bike you just want to jump on and ride – just
for the smile it brings to your face. Pick the right roads and
I defy anyone not to come back from a ride on a Firebird
as nice as Jon’s with their love of bikes refreshed. And it
just looks so cool, too. I’ll settle for that.
5 Tank 6 Oil 7 Clocks
TAB II Classics alloy SRM high-delivery Smiths electronic
replica tank oil pump clocks
7
9 Sump
SRM sump plate
with a drain bolt
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SRM’S SUPER-TUNED BEEZAS
Taper-roller head races
Easy to fit and much less hassle
than the original cup-and-
cone head bearings.
£43.70

Sump filter kit

Includes a removable drain plug to
facilitate draining oil from the sump. The
plug also has a magnet at its tip to catch
any stray particles of ferrous metal and
possibly give you invaluable advance
warning of potential problems. Comes
with filter screen, gasket and fasteners.
£52.02

Electronic magneto conversion

S
All the benefits of modern electronic ignition for your A10.
The SRM ignition fits inside the body of the magneto (this
one is fitted to a Lucas K2FC magneto body) and the kits
come complete with switch, coil, CDI box and all leads

FOR
and cables. SRM recommend using one of their timing
kits and using a strobe light to get ignition timing spot-
on. Some A10s have a fixed timing gear, while others
have an auto advance unit. If your bike has an auto
advance, it’s best to change it to a fixed gear, as the

BEEZAS
electronic conversion features electronic advance.
Magneto conversion: £436.97
Timing kit: £30
Fixed timing gear £66.17

Mikuni carburettor kits Rebuilding or

Improves throttle response and
available for both A10 and A65 (as
improving, unit
well as Triumph twins, if you’re that
way inclined). Kits include carb(s)
or pre-unit,
pre-jetted to suit your model,
filters and throttle cable.
SRM can help
Single carb kit: £259.69
Twin carb kit: £489.52
sort out your
BSA twin

Oil pressure relief valve

Does what it says on the tin. In stainless
steel, and pressure tested to ensure
correct oil pressure blow-off. Fits all
models of A7, A10, A50 and A65.
£53.56

Push rods
Stronger than the originals
and available for suit both
A10 and A65 models.
From £57.64 per pair.

48
 WORDS: GEZ KANE PHOTOGRAPHY: SIMON LEE

High-delivery oil pump

Supplies more lubricant from lower in the rev
range than the original BSA pumps. Precision
engineered and complete with crankshaft
worm-drive gear, mounting bolts and gasket.
£304.99

Dynamo belt drive kit

Quieter operation and geared up
slightly to spin the dynamo faster
at lower engine revs for better
charging. Versions to suit A7 and A10.
£96.90

Conrods
Stronger than stock rods. Machined from billet
Based in and slightly heavier than the originals, so
Aberystwyth, SRM SRM would recommend rebalancing the
crank to suit. All rods have a serial number
have been improving the engraved across the split big-end after
sizing and checking, which ensures
lot of BSA twin owners you’ll fit the caps the right way round.
since 1992. In addition to Available for A65 and A10.
£206.56 per pair.
an ever-growing range of
parts and specialist services,
SRM offer a comprehensive
range of workshop services
including full and part
restorations, engine
Big-bore kit
Takes your A65 out to 750cc. Available with
rebuilds and one-off 8.75:1 or 10:1 compression ratios and
includes solid copper head gasket, barrels,
machining work. Here’s rings, pistons, pushrods and head bolts.
a selection of what they Crankcase mouths require machining out
to accept the larger-diameter-bore spigots
offer for BSA’s popular and to clear the cam follower guide spigots.
£1156.68
A10 and A65 twins. Machining (to bare crankcases): £52.56

Spitfire tank
Produced in collaboration with TAB II Classics,
this new addition to the SRM range features an
ethanol-proof alloy inner tank with a glassfibre
outer bonded onto it. Uses original taps and cap
and even has the correct indent in the side of
the tank to accept original pattern BSA badges.
Save your original glassfibre tank for best.
£930

Clutch pressure plate

Available for the four-spring A10 clutch and
A65. Machined from alloy to resist flex and
release evenly with needle-roller lift mechanism.
Lighter pull and easier neutral selection.
£67.96 ALL PRICES INCLUDE VAT

49
 From back to front:
1950 Benelli 250 GP Mono ex-Dario
Ambrosini, 1956 Linto 75 Bialbero, 1942
Benelli 250 GP supercharged, 1964 Benelli
250cc GP ex-Provini, 1964 Ducati 125cc GP,
1976 Morbidelli 250 GP ex-Agostini,
1973 Morbidelli 125 ex-Angel Nieto

giancarlo
morbidelli
What more fitting way to pay tribute to the recently departed
engineering legend than a visit to the museum that the Renaissance
man of Italian motorcycling created with his personal passion?
WORDS: ALAN CATHCART PHOTOGRAPHY: ALAN CATHCART ARCHIVES, BONHAMS AND MARCO DEK
e were privileged to be shown around
W Giancarlo Morbidelli’s museum before he
sadly passed away on February 10, aged 86,
after a long illness. The legendary builder of
title-winning Grand Prix road racers bearing
his name, Giancarlo created the museum personally, and
was responsible for its existence almost single-handedly.
The sheer scale of the museum, which housed what was
believed to be the largest private collection of motorcycles
in Italy, reflects the level of success and financial rewards
that Morbidelli had achieved later in his lifetime – but his
beginnings were much more humble. He was born in 1934
into a poor family living off the soil in the Marche region
of Italy, and began work at the age of 16 as an apprentice
fitter in a factory repairing woodworking machinery, in
what became his home town of Pesaro, on Italy’s Adriatic
Coast. The other particular engineering speciality of the
Giancarlo with
Pierpaolo Bianchi’s
1977 125 GP world title-
winning Morbidelli
place was motorcycles – it’s the home town of Benelli.
During his lifetime, as his rags-to-riches saga unfolded,
he created a succession of world title-winning motorcycles
and innovative road bikes, along the way helping to power
Italy’s post-World War II resurgence from derelict battleground
to thriving economy in the 1960s to ’70s. The Museo
Morbidelli ended up housing many of the machines he
created, along with examples of exceptional motorcycles
built by other manufacturers.
Giancarlo pursued his passion for motorcycle sport from
a very young age, even after starting his own machine tool
company in the late ’50s. Using his technical skills, after
hours, to tune Benelli and MotoBi bikes to a succession of
race victories came as a relief from the punishing days spent
building Morbidelli Woodworking Machines into the
global industry leader it had become by the 1980s.
His firm eventually employed over 300 people and
51
COLLECTOR | Giancarlo Morbidelli
ABOVE: The eventually manufactured increasingly high-tech CNC
museum’s machine tools for worldwide export to over 60 countries.
restoration In 1997, Morbidelli sold the company, leaving him with
the previous inner-city factory site, which he then converted
workshop was
into a motorcycle museum that opened to the public in
housed in the old 1999. It displayed over 350 bikes dating from 1904, including
Morbidelli race a complete array of Morbidelli GP racers.
department HQ Giancarlo’s ambition was always to go racing with a
bike bearing his own name – and the results when he did
so were spectacular. He constructed his first two-stroke
race bike in 1967 – using the crankcase and gearbox of a
50cc Benelli, but with his own cylinder. That led to his
designing and constructing the first complete Morbidelli
50cc GP racer in 1969. This, and all the other sky-blue-
and-white rotary-valve racers carrying the Morbidelli name,
were entirely constructed in a corner of their creator’s
Pesaro woodworking machinery factory, even down to the
wooden patterns used to make the engine castings.
As an accomplished self-taught engineer, Giancarlo did
much of the design work himself when time permitted,
while hiring freelance designers such as Franco Ringhini,
then Jörg Müller to take overall charge of the projects. The
relatively modest nature of his homespun team was revealed
52
when the boss of Kawasaki’s race team visited the Morbidelli
pit to congratulate him, after Mario Lega had defeated the
Green Meanies to win the 1977 World 250GP title on the
Pesaro-built bike. “And how many engineering staff do
you have in your race department, Mr Morbidelli?” asked
the Japanese executive politely. “Well, normally there’s
three of us – unless I’m there, when it’s four,” he replied.
At various times between 1969 and 1982, the rotary-
valve Morbidelli two-strokes contested every single GP
class from 50cc to 500cc, and Giancarlo’s bikes went on
to win six rider’s world titles under the Morbidelli or MBA
(Morbidelli Benelli Armi) banners. Morbidelli works riders
were almost all local recruits, including Graziano Rossi
– a long-haired, exuberant Pesaro primary school teacher
‘GIANCARLO’S AMBITION WAS
ALWAYS TO GO RACING ITH
A BIKE BEARING HIS NAME’
ABOVE: The Museo Morbidelli was reputed to hold the
largest private collection of motorcycles in Italy,
with 350 bikes in 3000 square metres
LEFT: Some of the pre-war collection, which require
a special licence to be exported from Italy
BOTTOM LEFT: 1969 Morbidelli 50cc team, with
Eugenio Lazzarini (right) and Franco Ringhini (centre)

who won three GPs for Morbidelli to finish third in the

1979 250cc World Championship – although, of course,
nowadays he’s better known as Valentino’s dad!
A brave attempt to challenge the Japanese in the 500GP
class saw the 1979 debut in Rossi’s hands of the rotary-
valve square-four Morbidelli, but it suffered many mechanical
breakdowns. This was replaced for 1981 by one of the
most sophisticated GP racers yet built, with a cast aluminium
monocoque chassis and a revised narrow-angle (15°) V4
engine, which was more powerful but equally unreliable.
Designed and built in-house at Pesaro, its best result came
in its final race at the Imola round of the 1982 Italian 500cc
Championship, when Giovanni Pelletier finished ninth
against an array of Japanese production racers.
At the end of ’82, Morbidelli quit GPs – not because he’d
fallen out of love with motorcycles, but because his son
Gianni, born in 1968, had begun to carve out a race career
for himself on four wheels, not two. Typically, his dad
threw all his efforts into helping him reach the top, including
building a Morbidelli 125cc single-cylinder reed-valve
engine which took Gianni to the 1986 Italian national kart
title, as well as the world runner-up slot in the Caesars
Palace car park in Las Vegas.
As Gianni’s racing career developed, he was loaned to
Ferrari’s Formula One team to replace the recently-fired
Alain Prost. This wasn’t the first time a Ferrari-Morbidelli
connection had been established – it had also happened
two decades earlier. When I asked why Morbidelli engine
crankcases all featured a Cavallino Rampante Prancing
Horse emblem cast into them, Giancarlo told me: “Enzo
Ferrari and I had become friends. He was very passionate
about bike racing, because in the early 1930s Scuderia
Ferrari competed with British-made Rudge machines in
motorcycle as well as car races.
“Enzo believed motorcycle racing was an excellent training
ground – three of his Scuderia’s most successful drivers –
Tazio Nuvolari, Achille Varzi and Piero Taruffi – raced

53
 COLLECTOR | Giancarlo Morbidelli

‘FERRARI OFFERED TO CAST

MORBIDELLI CRANKCASES IN
HIS FOUNDRY AT MARANELLO’
bikes before turning to cars. He offered to cast our crankcases
in his foundry at Maranello, where they used only the latest
production methods and the best materials. It was an
honour for me, as well as a pleasure for him, that we were
so successful with engines he had a hand in creating, which
naturally carried Il Cavallino on them!”
With son Gianni’s racing career launched, Papa Morbidelli
returned to putting into metal the multitude of ideas bristling
with original thought for two wheels and four flowing
from his fertile mind. Like the 22cc reed-valve two-stroke
clip-on engine Giancarlo built to power the pushbike he
used to zip around his Pesaro factory. Thousands were
later built in India under the Mosquito label, after he sold
the design to a firm there.
Then there was the 30cc rotary-valve four-stroke motor ABOVE: Graziano
with Cross-type valve gear, which Giancarlo created for Rossi on a
use in an ultra-economical moped. Other innovations Morbidelli in the
included the paddle-shift gearbox he designed in 1991 for 250 GP at the 1979
the Minardi F1 team while son Gianni was racing for them. Dutch TT, Assen
He also had a large hand in helping British enthusiast
George Beale construct replica four-cylinder Benelli
350/500cc GP racers – on the basis that faithful external
copies should be built and raced so that modern audiences
could experience the thrill of seeing and hearing such bikes
in action, thereby allowing the worn-out originals to be
retired to museum display. In collaboration with Beale, he LEFT: Rossi also
also developed ultra-short-stroke Matchless G50 engines
raced this 1981
for use in classic racing.
Morbidelli also spent his time tracking down an endless monocoque-framed
succession of historic motorcycles for his museum, often Morbidelli 500 GP
restoring them personally with the help of the two engineers bike, albeit
who had previously constructed his title-winning GP racers suffering several
and whom he continued to employ. And then (just because mechanical DNFs

Morbidellis competed in every

Grand Prix class from 50cc to 500cc.
Lined up here is a selection of them
ABOVE: Morbidelli’s private workshop also housed
his own reference library and race memorabilia
LEFT: His desire to push engineering boundaries led
to this 850cc V8 motorcycle, which unfortunately
enjoyed only a brief career as a production machine

he got bored on holiday, you understand) in 1994 Morbidelli

designed an 850cc V8 motorcycle and put it into production
– the machine bore the emblem of a leaping jaguar, such
was Giancarlo’s passion for the British car marque!
The liquid-cooled, four-cam, 32-valve, 847cc Morbidelli
V8 was intended to be the ultimate sports touring bike,
but suffered a false start due to car designer Pininfarina’s
controversial prototype styling. When the project was given
to nearby Bimota, they delivered a refined, classy-looking
motorcycle with handling to match its engine design. Sadly,
only a prototype and three production bikes were ever
built before the project came to a halt in 1998, after Morbidelli
sold his machine tool business – which included the rights
to the Morbidelli V8 engine, and all its tooling. I personally
was permitted to ride the 850 V8 – and can attest to what
a missed opportunity that was. His passion for extreme
engineering undeterred, Morbidelli had even started building
the makings of a 750cc V12 two-wheeler before he was so
sadly stricken down by illness, with the project still incomplete.
With no company to worry about, Giancarlo’s continuing
passion for motorcycles led him to open the Museo Morbidelli
in his former factory in Via Fermo, Pesaro, adapting the
old buildings to house his continually growing collection
of historic motorcycles, with the old Reparto Corse race
HQ becoming a restoration workshop. In 1999 he opened
the doors to the public, with the 350-strong collection
being displayed in an area of 3000 square metres and
representing bikes from all over the world, including several
prototypes and other one-off creations.
It is poignant, then, that such an effervescent, creative

55
COLLECTOR | Giancarlo Morbidelli

and modest person should have been struck down by

Alzheimer’s in the sunset of a productive life, necessitating
the closure of the Museo Morbidelli and the liquidation
of the collection. Financial considerations led to the facility
being closed to the public over a year ago, with the Morbidelli
family – especially son Gianni and daughter Letizia – feeling
they had no option but to dispose of the contents.
They selected UK-based Bonhams to conduct the sale,
which will take place over two separate dates. That’s
because export licences are required for the 70-plus pre-
1945 motorcycles in the collection, whereas this is not the
case with post-war machinery. Anything made over 75
years ago must have an export licence to be moved outside
the country, even to another EU nation.
The furore which greeted the news of their departure
from Italy has raged more or less unchecked ever since.
Gianni, in particular, has suffered untold criticism verging
on paranoia, with some self-appointed guardians of Italy’s
cultural heritage expressing their displeasure at such a large
collection of motorcycles being exported abroad – even
though he has been scrupulous in following every legal
requirement in consigning the Museo Morbidelli bikes to
the auction house for sale in the UK.
In July last year, the post-war motorcycles were delivered
to Bonhams’ top-secret warehouse somewhere in the UK.
They’ve been kept there ever since, in air-conditioned
security alongside Old Master paintings and expensive
antique furniture and jewellery, while awaiting their sale
at the Stafford Classic Bike Show (see below). Morbidelli in 2015 with the prototype V12 engine with which he planned to power a motorcycle

Fine art for sale

1 On April 25-26 at the Stafford Classic
Bike Show, 313 bikes from the Museo
Morbidelli will go under the hammer.
They range from immaculate
restorations to incomplete prototypes
and unrestored barn finds, which
Giancarlo Morbidelli collected over a
40-year period.
The family is retaining the majority of
2 the Morbidelli racers, but has released
two for the sale: the 1974 Morbidelli
125GP racer (estimate: £80,000-120,000)
ridden by the late, great Angel Nieto to
second place in that year’s Spanish and
German GPs (1). The second (2) is the
first Morbidelli 250GP machine on which
Giacomo Agostini had a one-off ride in
August 1976 at Misano, finishing second
(estimate: £60,000-100,000).
3 The many historic Benellis are headed
by the 250cc dohc single (3) which Dario
Ambrosini rode to the 1950 World
Championship (estimate: £120,000-
180,000) and the 1964 Benelli 250cc four
(4), ridden and autographed by the late
two-time world champion Tarquinio
Provini (estimate £80,000-120,000).
4 Arguably the greatest jewel in the
collection is the prototype 1964 Ducati
125cc four-cylinder GP racer (5)
(estimate £400,000-600,000, but many
expect it to be the first million-dollar
motorcycle to be sold at auction, despite
never having raced). Created by Ducati’s
chief engineer Ing. Fabio Taglioni, it was
sidelined following initial tests and
disappeared for several decades, before
its engine (which had been on display in
a technical museum in what was then
Leningrad) appeared, post-Glasnost, in
Latvia. Having acquired it and brought it
back to Italy in 1989, Giancarlo Morbidelli
was later able to reunite it with the
original chassis, which had reappeared
in the former Yugoslavia, in what is now
Croatia! Giancarlo completed rebuilding
the legendary Ducati 125 four in 2000.
The collection of Museo Morbidelli
artefacts also comprises a huge array of BELOW: Prototype
motorcycling memorabilia including
Ducati four-cylinder
Giancarlo’s own reference library,
trophies, signs and other such items. 125cc GP racer
The majority of the collection will be could be the first
offered at no reserve. bike to fetch $1
bonhams.com/auctions/26111/ million at auction
5

56
 since 1986

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1950’s - 1990’s.

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 1971 DUCATI 450 R
The progenitor of the Italian firm’s scrambler species was
a bike they tagged a ‘motorcycle to be reckoned with’
WORDS AND PHOTOGRAPHY BY PHIL AYNSLEY

58
 The 450 R/T has exerted a huge
influence on Ducati’s current range
of retro scramblers, and looks as
cool today as it did in the ’70s

59
 ABOVE: The 450
desmodromic engine is the
same as that used in the 450
Desmo road bike, with the
addition of a decompressor

RIGHT: Bright yellow tank and

Marzocchi twinshocks are
a classic combination

60
 d’ELEGANCE
M
odern motorcyclists have embraced a
whole new world of ‘street scrambler’
motorcycles in recent years – and Ducati
have been at the forefront of this style,
since launching their 800cc Scrambler
at Intermot in the autumn of 2014.
The Scrambler concept was a revival of a range
Ducati had launched in 1962 and was in production
until 1974. The factory had been involved in off-road
competition from the 1950s, with a range of single-
cylinder bikes including an International Six Days Trial
medal-winning overhead-valve 65cc, through other
capacities from 125cc, 200cc, 250cc and 350cc to 450cc,
primarily for the home and US markets.
The 450 R/T, which featured a brand new engine
design, was introduced as a more serious off-road bike
than the previous Scrambler models – as requested by
Ducati’s US importer Berliner. Ducati had employed
1966 Italian scrambles champion Walter Reggioli to
assist with the development of the bike and production
commenced at the end of 1970.
The engine’s capacity was actually 425.5cc, with a
bore of 85mm and a 75mm stroke. It had a compression
ratio of 9.3:1 and was fed by a VHB 29mm AD
carburettor. The engine produced 27bhp at 6500rpm.
The frame was braced with gusseting along the top
tube under the fuel tank. There was also a range of
‘1966 ItalIan scrambles
champIon Walter reggIolI
Was employed to assIst
WIth Its development’
different sprockets available for the bike, to give final
drive ratio options for its intended use in competition.
Berliner marketed the stock 1970 Scrambler in the
States as the ‘Jupiter’ for just one year, during which it
was available in vibrant yellow livery only.
For 1971, though – again at the request of Berliner –
the Scrambler came with a 450 desmodromic engine
that was the same as that used in the stock 450 Desmo
road bike (435.6cc, with a bore and stroke of 86 x
75mm and rev limit of 8500rpm, with an added
decompressor fitted behind the bevel shaft) and a
Dell’Orto 29mm VHB carburettor, with owners
supplied with three optional main jets.
This was Ducati’s most serious off-roader. The frame
was completely different to any other Ducati single,
with a three-tube backbone and taper roller bearing
steering head. The forks were 35mm Marzocchi
motocross items with seven inches of travel, while the
twin shocks were 320mm Marzocchis. The swingarm
came with snail-cam rear wheel adjusters and a chain
guide. Alloy rims were by Borrani with Pirelli Cross
tyres (3.00 x 21in front, 4.00 x 18in rear). Brakes were a
158mm diameter, single-leading shoe, front drum and
160mm rear drum. The mudguards were glassfibre and
the machine had an overall weight of 124kg.
The bike was marketed as a 450R/S in Italy, but was
known as the R/T in the States, where Berliner’s
advertising slogan was: ‘The motorcycle to be reckoned
with’. As originally supplied to the US, the bike had no
road-going equipment, a short high-level exhaust pipe
(though later models came with a low-level pipe) and
used magneto ignition. Versions for other markets had a
battery, lights, instruments, a different air cleaner
arrangement and a low-level silencer.
A handful of 350cc non-desmo versions were also
built in 1974 for the domestic market. Pictured is a 1971
US model R/T, restored to near-original spec.
Photographed in Pueblo, Colorado in August 2010.
Although it looked great, the
bike’s relatively heavy weight
and vague handling won it few
dirt-riding fans in the States
61
MICK GRANT | Interview

Granty on a high at Ballaugh Bridge on the

Kawasaki KR750 in the 1975 TT. It was possibly
Mick’s most famous year on the roads, as he beat
the TT lap record and won the Senior – his first GP win
 W : JO H N W E S T L A K E
INTERVIE

AT L UNCH
WITH

IVE
PHO

CH
TO

AR
GR
HY AU

ER
AP
: JO
HN E &B
WE
STL RC HIV
AKE
(POR ERE TT A
T R A I T S ),
F O TT OF I N D E R S , N I GEL EV

MICK
GRANT
The straight-talking Yorkshireman has
won GPs and TTs, but there’s one title
he missed and it still rankles...

M
any great racers have a pivotal point in their career
when everything changes, a moment when they
instinctively know they’re going places. Mick
Grant is no different, but his occurred earlier than
most – at art college in the early 1960s. “I was
only there because my parents wanted me to go, and it was the
loneliest place in the world. There was no light at the end of the
tunnel. Then I did a couple of hillclimbs on my old Velocette
500 that I used to commute on, and suddenly I had a direction.
I didn’t think I could win races, but I knew I wanted to do more.
From that point, my life changed completely.”
With a clear target, Mick radically altered his life to achieve
it. “I needed money to race, so I dropped out of college and
took some labouring jobs,” he says as we wait for our lunch at
a pub down the road from his home in Lincolnshire. “I spent
two years at Woodhead-Munroe making springs – 12 hours a
day next to a furnace with a white-hot bar coming at me. One
week was days, the next was nights. It was tough, but the money
let me do what I wanted to do. On Friday nights I’d go to work,
finish at six in the morning and trailer the bike to Cadwell to
do a club meeting.”
He rented a little house as a workshop and applied the same
single-minded drive. “The first thing I did was remove the
staircase. The neighbours weren’t best pleased about the noise,
but I needed the wood to build the workshop. Also, the house
was very small and the stairs just got in the way.” He used a
pulley system to get to the first floor.
With the tiresome stairs gone, Mick set about furnishing

63
 ABOVE: Mick (23) his race HQ with tools. The trouble was, he didn’t have
hustles his Jim Lee much cash. “I was spending all my money on entry fees
TZ350 round so I had to make my own lathe from a washing machine
Steve Machin at motor and bits of an old woodworking lathe. I was making
Croft in 1971 contact breakers and even disc brakes – I had no idea what
I was doing, but I desperately wanted to go quicker. On
reflection, it was mad.”
RIGHT: Out of Well, it was only mad because Mick was nowhere near
Slippery Sam’s as good at spannering as he was at riding. Despite fitting
saddle in 1974. an oversized high-compression piston, Hillman Imp brake
Mick won the parts, plus his home-made contact breakers and disc, the
Production 750 TT Velocette was still a slug. “Eventually I decided to take all
on the Triumph the bits off and went to a race at Croft. People were asking
me what I’d done to the Velo, because it was so fast. They
Below: Mick with wouldn’t believe I’d put it back to standard. I’d spent two
Jim Lee in 1974 years detuning it. If any Classic Bike readers want some
help making their bike go slower, just give me a call.”

‘I SPENT ALL MY MONEY ON

With the millstone of DIY work removed, Mick’s potential
became clearer. Jim Lee, founder of Jim Lee Racing
Components, approached him with an offer. “He asked

ENTRY FEES, SO I HAD TO me to work for him and said he’d build me some bikes to
ride.” It was the break Mick needed, and he wore the letters

MAKE MY OWN LATHE USING

‘JL’ on his lid for the whole of his career in recognition of
Jim’s faith. “The first bike we made was in 1971, around
a Gold Star engine that Jim had in his workshop. The first

A WASHING MACHINE MOTOR’
time out at a National; I finished fourth against some proper
racers – Peter Williams, for one. The bike was gorgeous to
ride. Then we made a 350 Yamaha and had a lot of success.”
Despite the increasing number of race wins, Mick didn’t
actually believe he was very good, exhibiting a down-to-
earth modesty that was later to be thrown into stark
contrast by the overt confidence of Barry Sheene. “At that
stage I just thought I was being very lucky,” says Mick.
But what about when he won the next time? “I thought
I got lucky again.”
Though later Mick was forced to accept that, as a GP
winner, he had riding talent, his genuine modesty never
left him. It’s a trait that makes him great company, because
he comes across as an affable motorcycle enthusiast rather
than racing royalty. And even now, he’s happy to accept
that several riders were better than him – not a common
trait among factory stars of any era.
“I’ve never been a natural rider,” he says, between
mouthfuls of fish finger sandwich. “I’ve got a theory that
if you’ve got 100% natural ability and 100% want, you
could be a multiple world champion. I had 100% want
and 85% ability. So what I achieved was about par for the
course. Champions like Rossi, Agostini, Roberts, Read...
they had 100% of each.”

64

It’s hard to comprehend that someone like Mick only
had 85% ability. He has, after all, won three GPs, seven
TTs and multiple British Championships. But he’s adamant.
“When I went to a new circuit, I’d go a few days early
and do my homework learning the track. People like Greg
Hansford (10-time GP winner and Mick’s factory Kawasaki
team-mate) would get out of the caravan on Thursday
morning and say: ‘Mick, which way does it go?’, and within
three laps he’d be on the lap record. It’s so annoying. But
I had desire. If you’d said to me: ‘If you cut your granny’s
throat you’ll win’, she’d have been dead.”
True to form, Mick is somewhat underselling
his skills here. In his first GP – at Hockenheim
in 1972 – he finished 10th, a deeply
impressive result for a rookie. But not
for Mick. “I was so embarrassed that
I didn’t pick up my winnings,” he says.
“When the guys I was racing against
had come to Mallory Park, I rode rings
round them and I’d gone to Hockenheim
expecting to do the same.
“What I hadn’t taken into consideration
was that GP tracks then were so different
to English ones. Ours were stop/start, GPs
were fast and flowing. The only one like that we
had was Silverstone. And the bikes were different.
I could run a standard Yamaha at Mallory Park and beat
Walter Villa and John Dodds because power didn’t matter
– you were only doing 120mph down the straights. At
Hockenheim you were doing 160mph. It was a shock.”
By 1974 the manufacturers could see Mick’s potential
and in 1975 he signed a four-year deal with Kawasaki.
“That was a good time – the money was good. There was
a time in ’77 and ’78 when I could have bought a nice
house every three meetings. But money’s not everything.
You’ve signed a contract and lost your freedom.
“I actually enjoyed my racing more when I was riding
my own private Yamahas in ’73 and ’74. There was no
bullshit or politics. If you wanted to go and race at the GP
at Assen, you just went and did it. And at that time the
MICK GRANT | Interview
fastest 40 were on the grid – if you won that, you were the
fastest man in the world. That meant a lot.”
Mick’s relationship with Kawasaki had numerous
highpoints (we’ll get to the TT in a bit), but his best years
in Grand Prix are tinged with regret. Though he did well,
he believes he could have done better. “I first rode the 250
Kawasaki at the end of the season in 1975 and finished
third behind Duhamel and Kenny Roberts. I said to the
Japanese: ‘We can win a world championship with this’,
but they were busy with lots of other things.
“That bike didn’t get revised until 1977 and
by then I’d done a lot of GPs. The team manager
Stan Shenton said my team-mate Barry
Ditchburn could do the first half of the
season and I could do the second. I thought
that was crackers, because if the bike
was good enough we could win a world
championship.
“I never had a problem with Barry, BOTTOM LEFT:
we got on fine. But in his half of the Mick and Kawasaki
season he got two third-place finishes, GP team-mate
while I won at Assen and Sweden, finished Barry Ditchburn at
second in Finland to Walter Villa who was
definitely on a 350, my brakes failed at Czecho
Silverstone in 1975.
and I fell off at Silverstone. That year I could have Mick is sitting on
won the championship – it felt easy winning races. But his 250 GP bike
I wasn’t allowed to.”
Mick’s 74 now; 1977 is almost half a century ago, but BELOW: Mick at the
talking about missing that world championship makes Dutch TT in 1977. He
him wince like someone’s standing on his toe – the wry won the 250 race,
smile that accompanies most of his tales vanishes and his and also won in
whole body tenses. “I still feel bitter about that situation Sweden that year
and never got to the bottom of why Stan had it in for me.
I wasn’t always good enough to be a world champion, but
BOTTOM: Mick’s
in 1977 I definitely was. I was 32, at the top of my form,
and it was a good bike. On reflection, when he said I could battles with Barry
only do half the season, I should have made more of a Sheene were deadly
scene about it. But we all make mistakes...” serious on track.
Although Mick’s career is inextricably linked to the TT, Off track, not
we’ve nearly finished our main course and the subject so much...
65
still hasn’t come up. He first competed at the TT in 1970, RIGHT: Mick holds a
failing to finish in the Senior on his Velocette, but coming Honda NR500 GP
18th on a Jim Lee Yamaha in the Junior. So was he instantly engine outside his
smitten with the place? “No. The TT was exciting and workshop in 1979.
frightening, and that makes you want more of it and some
people do love it. I remember Ago passing me in a practice
He and mechanic
session going up Creg Willey’s Hill and he was on the back Nigel Everett
wheel all the way. There was a guy enjoying himself.” brought the engine
Possibly Mick’s most famous year on the roads was over for Ron
1975, when he won a double at the North West, then beat Williams to Build
the TT lap record that Mike Hailwood had held for eight a frame around it
years and won the Senior – his first GP win.
“Yes, I enjoyed the Kawasakis in 1975,” he says, recalling
the wild KR two-stroke triples. “I remember in 1975 at
the TT Steve Parrish asked me what the line was down the
Sulby Straight – I said down the middle, because that’s the
furthest from the edges. If you could get the bike to go BELOW: With the
down Sulby without having to back off, the handling was NR500 at the British
good enough – you’d just make do round the rest of it.”
GP in 1979. The race
Mick also has mixed feelings about the other bike he’s
famous for winning a TT on – Slippery Sam. ÒAt the time didn’t go to plan –
it was the biggest cheat bike I’d ever ridden, but they all the NR dropped oil
were then – none of the production bikes were legal. It had on the rear tyre and
a Formula 750 engine in it and every practice it broke down. Mick crashed out
But come the race, it ran perfectly and it was lovely – the
best you could get back then. It was a mass start and my
competition was Peter Williams on the Norton. I knew if I
could get to Ramsey before him, the Triumph’s extra power
would let me pull away up the hill and that’s what happened.”
By 1978, Mick’s relationship with Kawasaki was on the
rocks due to more disagreements with team manager Stan
Shenton, so when Honda came knocking he didn’t have
to think too long. “Gerald Davison [Honda UK boss] came
to me at Brands Hatch after I’d won four races and said:
‘We’re developing a new four-stroke GP 500, how are you
fixed?’. I thought that being Honda, it would be amazing.
I thought I could still become a world champion. Ha!”
So when did Mick realise that the oval-pistoned NR500
was going to be mission impossible? “The first time I rode
it! It just wasn’t fast enough. The way the Japanese factories
work is that if you’re a good engineer, you go up the pecking
order – and the guys at the top at Honda back then were
the guys who’d built Hailwood’s six, and they really didn’t
know what was happening with the two-stroke world.
They didn’t know how good two-strokes were.
“They told the poor guys on the shop floor: ‘You’ve got
three years to build a four-stroke world championship
winner’, and instead of the shop floor guys saying: ‘Don’t
be an idiot, that’s impossible’, they had a go at it. But it
was never going to happen. Never.”

MICK
GRANT
A life at 100%

A M A N F OR T HE IoM HONING HIS S K IL L S T HE K AWA S A K I Y E A R S

Mick’s Mountain course debut was
at the Manx GP in 1969 on his
Velocette 500 (he has one in his
shed now, for summer jaunts). This
shot is from the 1971 Junior TT, with
Mick riding a Jim Lee Yamaha. He
showed promise, coming seventh.
This is Mick on his Jim Lee TZ250 at
Cadwell Park in 1972. Mick has fond
memories of the days before he got
factory rides – with no corporate
duties, he was free to enter races
wherever he wanted, heading off to
Assen for a GP when he fancied.
Mick won plenty in his years with
Kawasaki – including three 250 GPs
– but the period is tinged with
regret, because he and the bike
were both good enough to win a
world championship, but team
politics got in the way.

66
 MICK GRANT | Interview

The reasons for Honda’s ignominious failure were only

too clear to Mick at the time, but the project’s momentum
couldn’t be stopped by one of its riders asking difficult
questions. “It was almost as if they were conducting an
experiment to see what happens when you send a group of
young, inexperienced engineers racing. I remember going
into the R&D workshop in Tokyo one day and there’s a
new guy looking after Katayama’s bike; I asked what his
previous job was and he said he’d spent the last two years
working on the Honda Accord front bumper. And he was
now in charge of the Nissin brakes!” These later failed.
“They had some unbelievable ideas that were never going
to work – the monocoque chassis, for example... and in
the initial stages it wasn’t going to be water-cooled, they
were going to use liquid nitrogen gas.”
Riding the NR was, as the lowly results suggested,
difficult. “It was horrible. Because there was no flywheel,
when you shut the throttle the rear wheel was chattering
all over the place – even in fifth gear. In the first year, the
tickover was 7000rpm.” And it was slow. “At Silverstone
in 1979, in an open practice, I was behind Charlie Williams
on a 250 Yamaha – he was pulling away from me in a

‘I MADE A GOOD LIVING DOING BRITISH

straight line and in the corners. I hadn’t a cat in hell’s
chance. The most my NR ever made was 104bhp.”
At the end of 1980 he got another call from Honda boss

SUPERBIKES AND OCCASIONAL GPS’ Gerald Davison. “He said: ‘I’m organising your retirement
party’. I didn’t get what he meant – but it was his way of
telling me he was ending my contract. That inspired me
for the next five years – my motivation was to beat Hondas.”
ABOVE: Mick on the Which he did. Starting as a Suzuki privateer in 1981,
Heron Suzuki in the he won the Senior TT. Then, after becoming a Suzuki
1982 Formula 1 TT factory rider, he took the MCN Superstock championship
and 1985 Production TT. But by then he’d had enough.
“I was lying third in the Senior and went arse over tit at
Black Dub – there was some mechanical issue – and I was
sitting at the side of the road with a broken thumb. It was
a fifth-gear crash, so I was lucky, and I thought: ‘Maybe
someone’s trying to tell me something here’. And that was
the beginning of the end.” After racing at Macau, he retired.
We’ve finished our coffees and, as we get up to leave,
Mick is ruminating about his career. “At the end of the
day, I thought I had more in me than came out. I was making
a good living doing British Superbikes and occasional GPs,
LEFT: By 1985 he and maybe I should have been a bit more adventurous. I’ve
was on a GSX-R, always been brought up with the motto ‘if you can’t afford
here leading at it, don’t do it’ and I couldn’t afford to do a full season of
GPs. The ones I did in Sweden, Finland and Germany, I
Thruxton in the loved, and I could afford to do them because my British
MCN Superstock racing was paying for it. I just thought I was incredibly
Championship lucky to race motorbikes and get paid to do it…”

M ORE T H A N T HE NR5 00 S T IL L AT T HE T OP IN T O M A N A GE ME N T S T IL L RIDING

Mick had two contracts with
Honda – one to ride the NR500 GP
bike, while the other one was
with Honda Britain. Here he’s on
his way to second place in the
1980 Classic TT. The winner?
Joey Dunlop, obviously.
Rob McElnea, Mick and Joey
Dunlop stand atop the
Formula 1 podium at the 1983 TT
(Joey won, Mick was second). By
then Mick was riding for Suzuki,
relishing beating Hondas after the
company had let him go in 1980.
After retiring in 1985, Mick took two
years away from the sport, then
moved into management, becoming
boss of the Suzuki GB race team.
While there, he recruited and
brought on a promising local rider –
James Whitham (with Mick, above).
Mick has always ridden trials, and
would have used his Velocette as a
lad, but it was cheaper to go road
racing on it. He now competes in
classic trials – above he’s doing a
section of the Pre-65 Scottish
two-day at Fort William.

67
 DAY
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 must-do
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ALL THE DATES AND ESSENTIAL INFORM ATION

FOR THIS YE AR’ S B ES T E VENT S

DUNLOP TYRES
69
 THE SOUTH OF ENGLAND CLASSIC MOTORCYCLE SHOW AND BIKEJUMBLE, ARDINGLEY

Traditional treats
JULIE DIPLOCK and the rest of the crew at Elk Promotions put autojumbler there are indoor stalls available at Ardingly and
on some of the best traditional shows and jumbles on the Ashford and a large marquee at Hamstreet.
calendar. The March show at Ardingly is typical of what to elk-promotions.co.uk
expect, with club displays, a concours competition for private
entries, five indoor halls and a large indoor/outdoor autojumble
area with a dedicated area for bikes for sale.
Elk run seven events in the south east throughout the year at OTHER 2020 ELK PROMOTIONS SHOWS INCLUDE
three venues – The South of England Showground at Ardingly,
West Sussex, and Hamstreet and Ashford Livestock Market which April 13 Ashford Classic Motorcycle Show and Bike Jumble
are both in Kent. Many of the events feature special guests, May 17 Romney Marsh Classic Motorcycle Bikejumble, Kent
attractions and themes, too, so make sure you keep an eye on the June 21 Romney Marsh Classic Motorcycle Show and Bikejumble
Elk website for regular updates. And if you enter your classic in
the concours in advance (cut-off dates apply), you can get free July 12 Summer Classic Bike Show and Bikejumble
admission to the event. How’s that for a cheap day out? September 13 Romney Marsh Classic Motorcycle Bikejumble
For private sellers, there are cheap ‘garage clear out’ pitches October 25 The South of England Classic Bike Show and Bikejumble
available at all events for just £10, while for the more committed

MAR
29

[STOP PRESS]
WESLAKE
THEME FOR
ASHFORD SHOW
Locally based at Rye Harbour until their demise,

APR 13
Weslake were renowned for competition engines. The
Ashford show will reunite some of the former Weslake
employees with the engines they designed and built. EASTER
Featured bikes include: John Newson’s Norlake café MONDAY
racer; and Jeremy Doncaster’s 1982 European
ELK PROMOTIONS

Grasstrack Championship winner and BVR five-

valve Weslake-based single. Plus: Rare
Weslake factory blueprints and
photos will be on display in the
Amos Hall.
70
 APRIL 10-11 APRIL 12-13 APRIL 19
MARCH NSA Sprint, Festival of Power, Red Marley Pre-65 Trial (12th) The Portcullis Club, Kenley
Santa Pod & Hillclimb (13th), Walsgrove Airfield, Caterham
MARCH 28-29 nationalsprintassociation.org Farm, Great Witley, Worcs kenleyautojumble.co.uk
Goodwood 78th Members redmarleyhillclimb.com
Meeting APRIL 10-12 APRIL 25
goodwood.com IHRO road races, Croix en APRIL 12-13 Prescott Hill Climb,
Ternois, Belgium Easter Motor Show, near Cheltenham, Glos
MARCH 29 ihro.nu Weston Park, near Telford, Salop nhca.co.uk
South of England Classic Show weston-park.com
& jumble, Ardingly, West Sussex APRIL 11 APRIL 25-26
elkpromotions.co.uk South Midlands Autojumble, APRIL 13 The 40th International Classic
Ross on Wye Livestock Centre Ashford Classic Motorcycle Motorcycle Show, Staffordshire
APRIL classiccarevents.uk Show & jumble,
Ashford Market, Kent
County Showground,
classicbikeshows.com
APRIL 3-5 APRIL 11-12 elkpromotions.co.uk
Veterama, Hockenheim, Germany British Historic Racing, APRIL 26
veterama.de Mallory Park APRIL 18-19 Vintage & Classic Japanese
britishhistoricracing.co.uk Lansdowne Classic Series, bike day, Ace Cafe, London
APRIL 4 Silverstone london.acecafe.com
Kempton Jumble, Kempton APRIL 11-12 lansdowneclassic.co.uk
Park, Middlesex Classic road races Darley Moor APRIL 26
kemptonautojumble.co.uk crmc.co.uk APRIL 18-19 Royal Enfield Ride In, Sammy
Iron Motors, Circuit Carole, Miller Museum, New Milton,
APRIL 4 APRIL 12 France Hants
VMCC Training Day, Curborough Loton Park Hill Climb, ironmotors.fr sammymiller.co.uk
Sprint Course, Staffordshire near Shrewsbury
vmcc.net nhca.co.uk APRIL 19
British & Classic Bike Day, Ace
MAY
APRIL 5 APRIL 12 Cafe, London MAY 1-2
Newark Autojumble, Newark Rocket III Owners Club, london.acecafe.com Pre-65 Scottish Two-day Trial,
Showground, Notts Ace Cafe, London Edinburgh & District MC
newarkautojumble.co.uk london.acecafe.com APRIL 19 pre65scottish.com
Gurston Down Hill Climb,
APRIL 5 APRIL 12 near Salisbury, Wilts MAY 1-4
Malvern Festival of Transport Pre-65 motocross, Maylandsea nhca.co.uk Trifest, St Audries Bay, Somerset
classicshows.org Pre-65.co.uk tomcc.org

THE INTERNATIONAL CLASSIC MOTORCYCLE SHOW, STAFFORD COUNTY SHOWGROUND

Celebration on a grand scale

THIS IS THE big one. Seriously big. And this April, the
Stafford show guest of honour Stafford show celebrates its 40th birthday, so it should be an

APR Stuart Graham on the Honda six at

the TT in 1966 – he finished second
even more special weekend. And, as this year is also the 75th
anniversary of VE Day, the organisers are planning some

25-26 to team-mate Mike Hailwood special displays and features celebrating that – including the
Historic Aero Engines Group running their restored Rolls-
Royce Merlin engine in the specially enlarged fire-up
paddock. It may not be a bike, but it should make a
wonderful noise.
Guest of honour this spring is former Honda works rider
Stuart Graham. Stuart was Mike Hailwood’s team-mate at
Honda, riding the legendary 250cc six, but he switched to
four wheels in 1973, contesting the British Touring Car
Championship and winning races in his first season. He’ll be
on hand throughout the weekend, making a number of live
appearances on stage with compere Steve Plater and
reacquainting himself with a few classic-era race bikes out in
the Grand Prix paddock.
STUART GRAHAM ARCHIVE & BAUER ARCHIVE

But for most people, it’s the sheer scale of the Stafford show
that draws them back time after time. Acres of autojumble,
scores of trade stands and countless immaculate restorations.
Throw in the classic trails demonstrations, the Fox family’s
incredible wall of death and the delights of the Bonhams
auction and you’ve got the recipe for a great classic weekend.
staffordclassicbikeshows.com

71
MAY 2 MAY 10 MAY 17 MAY 22-24
Shelsley Walsh Hill Climb, Bowood Classic Car and Two-Stoke ‘Blue Haze’, Ace Bike Shed Show, Tobacco Dock,
near Worcester Motorcycle Show, Bowood Café, London London
nhca.co.uk House, Wilts london.acecafe.com thebikeshed.cc
classicshows.org
MAY 2-3 MAY 17 MAY 22-24 (TBC)
NSA Sprint, STP Springspeed MAY 15-17 Romney Marsh Jumble, Club Triton 25th Anniversary
Nationals, Santa Pod XT 12th Meeting, Hay on Wye, Hamstreet, Kent Rally, Mont Dore, France
nationalsprintassociation.org Powys elkpromotions.co.uk triton-france.org
xt-500.co.uk
MAY 3 MAY 17-23 MAY 24
Spring Autojumble, Sammy MAY 16 Moto Giro d’Italia Triumph Meet, Sammy Miller
Miller Museum, Hants Southern Classic Motorcycle motogiroitalia.it Museum, New Milton, Hants
sammymiller.co.uk Show & Jumble, Kempton Park sammymiller.co.uk
kemptonautojumble.co.uk MAY 22-23
MAY 3 International Meet, MAY 24
Classicwise Collection Notts MAY 16-17 Raalte, Netherlands Pre-65 motocross, Marks Tey
Classic Car and Motorcycle Devitt MCN Festival of amca-europe.eu Pre-65.co.uk
Show, Thoresby Park, Notts Motorcycling, East of England
classicshows.org Arena, Peterborough MAY 22-24 MAY 24-25
mcnfestival.com Ducati Club Race, Cheshire Classic Car and
MAY 3 IHRO road races, Motorcycle Show, Capesthorne
Pre-65 motocross, Maylandsea MAY 16-17 Assen, Netherlands Hall, Siddington, Cheshire
Pre-65.co.uk British Historic Racing Darley Moor ihro.nu classicshows.org
britishhistoricracing.co.uk
MAY 8-9 MAY 25
Lansdowne Classic Series, 35th Yorkshire Classic Vehicle
Oulton Park Show, Ripley Castle
lansdowneclassic.co.uk DEVITT MCN FESTIVAL, markwoodwardclassicevents.com
EAST OF ENGLAND ARENA
MAY 8-10 MAY 25

Get into the

Smokin’ The Beacons Welsh Margate Meltdown Run,
Rally Ace Cafe, London
lcclub.co.uk london.acecafe.com

MAY 8-10
Despatch Rally, Dorset
despatchrally.co.uk
festival spirit MAY 29-JUNE 1
Mottorrad-Veteranen-Rallye,
Ibbenbürener, Germany
ONE OF the fastest growing events on the calendar and a veteranenrallye.de
MAY 8-10 great way to kick off the riding season. Although it’s not
NSRA Nostalgia Drag Races, strictly a classic event, there’s always plenty of classic iron on MAY 30-31
Santa Pod, Bedfordshire show in the ever-expanding club zone – regulars include the Coupes Moto Légende, Circuit
santapod.co.uk Air-cooled RD Club, Kettle Club and the VJMC. Dijon Prenois, France
But the weekend is more than just a show – it’s a two-day coupes-moto-legende.fr
MAY 9 (and night) celebration of motorcycling. There’s live flat-
Wiscombe Park Hill Climb, track racing on the adjacent speedway track, with a round MAY 30-JUNE 12
near Honiton, Devon of the Dirt Track Riders Association Championship and a Isle of Man TT
nhca.co.uk Dirtquake Showdown pre-event special to give you a taste of iomtt.com
what’s to come at the Dirtquake event later in the year.
MAY 9-10 There’ll also be road tests available on many of the latest MAY 31
Classic road races Mallory Park 2020 models (bring your lid and licence), bargains galore in VMCC Banbury Run
crmc.co.uk the retail zone and live music at night. You can camp, too, if vmcc.net
you want to make a proper weekend of it.
MAY 9-10
IHRO road races, Hengelo,
mcnfestival.com JUNE
Netherlands Enjoy a bit of Dirtquake and ogle some JUNE 6
classics at this fast-growing fest
ihro.nu
MAY Curborough Twisty Sprint, Staffs
nhca.co.uk
MAY 9-10
Classic MX European
Championship, Reading
16-17 JUNE 4-7
Vuelta de Cantabria
mortimerclassicmcc.com mcpiston.com

MAY 9-10 JUNE 7

Crank Buster, Eindhoven, Vintage Japanese Day, Sammy
Netherlands Miller Museum, Hants
klokgebouw.nl sammymiller.co.uk

MAY 10 JUNE 7
Stratford Autojumble, Stratford- Newark Autojumble, Newark
Upon-Avon Racecourse, Warks Showground, Notts
stratfordautojumble.co.uk newarkautojumble.co.uk
BAUER ARCHIVE

72
 THE BANBURY RUN, THE BRITISH MOTOR MUSEUM, WARWICKSHIRE
An unparalleled vintage spectacle
MAY
31
BAUER ARCHIVE
JUNE 7
The Portcullis Club, Kenley
Airfield, Caterham
kenleyautojumble.co.uk
JUNE 7
Northants V-twin Custom Day,
A5 Jacks Hill Café, Watling St,
Towcester
facebook.com/jackshillcafe
JUNE 12-14
IHRO road races, Most,
Czech Republic
ihro.nu
JUNE 13-14
Classic road races, Pembrey
crmc.co.uk
JUNE 14
Lansdowne Classic Series,
Mallory Park
lansdowneclassic.co.uk
JUNE 14
Stratford Autojumble, Stratford-
Upon-Avon Racecourse, Warks
stratfordautojumble.co.uk
JUNE 14
Ripon classic car & bike show,
Ripon Racecourse, N Yorks
markwoodwardclassicevents.com
JUNE 14
Triumph Bike Day, Ace Cafe,
London
london.acecafe.com
JUNE 14
Norton, Natter & Nosh,
Sammy Miller Museum,
New Milton, Hants
sammymiller.co.uk
THE WORLD’S premier event for vintage (pre-1931) bikes,
the Banbury Run is a glorious celebration of early motorcycle
engineering – and the people who keep that engineering
heritage alive. Around 500 vintage machines set off from the
British Motor Museum to tackle a lap of 40, 60 or 70 miles
(depending on the age of the machine) through the
Warwickshire and Oxfordshire countryside. Riders can opt for
a timed run, in which they have to maintain a pre-ordained
average speed to win an award, or elect for an untimed run and
just enjoy the ride. It’s as simple as that.
It’s also a fabulous spectacle. Where else could you see 500
90-year-old (at least) bikes being used as their makers intended?
There’s also a first-rate autojumble with over 100 pitches, free
entry to the museum for riders and spectators and discounts on
advance booking for spectator admission.
banbury-run.co.uk
JUNE 14
CAFÉ RACER
Dave Bickers, East Anglia Grand
National Pre-65 motocross, CAFÉ RACER FESTIVAL
Marks Tey CIRCUIT LINAS MONTLHERY, FRANCE
Pre-65.co.uk
JUNE 19-26
JUNE
VMCC Scarborough week
vmcc.net
20-21
JUNE 20
NSA Sprint, Perranporth Airfield,
Cornwall
nationalsprintassociation.org
JUNE 20
14th Annual Vollgas-
Rennspass boardtrack races
and vintage parade, Darmstadt,
Germany
vollgas-rennspass.de
JUNE 20-21
8th Café Racer Festival,
L’autodrome de Linas-Montlhéry,
Bank on having
France
caferacer-festival.fr a great time
JUNE 20-21 IF YOU’VE never been to Montlhéry, you owe it to yourself
Bantam National Rally, Kelsall to make the trip. And what better excuse than the only
Steam & Vintage Rally, nr Chester 100% bike event to be held at the legendary banked
bsabantamclub.com autodrome? The Café Racer Festival organisers describe the
weekend as a celebration of speed, custom culture and
JUNE 20-21 rock ’n’ roll – and that’s not a bad mix. Throw in the chance
British Historic Racing Anglesey to hammer your own machine round the historic circuit –
britishhistoricracing.co.uk the organisers are aiming for a total of 1200 bikes on track
over the two days – and you’ve got an event that makes it
JUNE 21-28 well worth the run to just south of Paris.
The Great Malle Rally The festival atmosphere continues with the off-track
mallelondon.com activities, too. In the Café Racer village, there’ll be tests,
demonstrations and over 150 exhibitors as well as live
JUNE 21 music, bikes... and more bikes. If you’re even remotely
Romney Marsh Show & interested in the classic and retro custom scene, you really
Jumble, Hamstreet, Kent need to get yourself down there.
elkpromotions.co.uk caferacer-festival.fr
73
JUNE 21
Rickman Enthusiasts Day,
Sammy Miller Museum, New
Milton, Hants
sammymiller.co.uk
JUNE 21
Hot Rod (and Bobber) Drive-in
Day, Beaulieu, New Forest, Hants
beaulieu.co.uk
JUNE 27-28
Ton-Up Day (party 27th, event
28th), A5 Jacks Hill Café,
Watling St, Towcester
facebook.com/jackshillcafe
JUNE 28
Classic cars & country market,
Hoghton Tower, Preston
markwoodwardclassicevents.com
JUNE 28
North East Classic Car and
Motorcycle Show, Hardwick Hall
Hotel, Sedgefield TS21 2EH
classicshows.org
JUNE 28
Triton & Cafe Racer Day,
Ace Cafe, London
london.acecafe.com
JUNE 28
Honda Owners Club Annual
Meet, Sammy Miller Museum,
New Milton, Hants
sammymiller.co.uk
JULY
JULY 3-5
Bikers Classic (incl IHRO races),
Spa-Francorchamps, Belgium
bikersclassics.be
JULY 4
International Classic
Motocross, Teutshenthal
classicmxteutschenthal.de
JULY 4
NCC Diamond Day,
Ace Café, London
london.acecafe.com
JULY 4
Shelsley Walsh Hill Climb,
near Worcester
nhca.co.uk
JULY 5
21st Leighton Hall classic car &
bike show, Carnforth, Lancs
markwoodwardclassicevents.com
JULY 5
4th Annual Classic Motorcycle
Day, Crich Tramway Village,
Derbyshire
tramway.co.uk
74
JULY 17-19
Mr Indian of Holland Super Rally
TON UP DAY, JACK’S HILL CAFÉ, tonyleenes.nl
TOWCESTER, NORTHAMPTONSHIRE
Rock by the ton
JULY 18
Kempton Jumble,
Kempton Park, Middlesex
kemptonautojumble.co.uk
OVER THE last 13 years, the Ton-Up Day at the iconic JULY 18-19
transport café on the A5, just outside Towcester, has grown Lansdowne Classic Series,
from a haphazard meet for old rockers into a seriously Cadwell Park
popular event. It hasn’t lost its soul, though, and Ton-Up lansdowneclassic.co.uk
Day remains a great weekend (the pre-event party, with a
rock ’n’ roll disco, starts at 7pm on Saturday 27) for JULY 18-19
hardcore rockers old and new. Chateau Impney Hill Climb,
Sunday is the main event and there’s a concours – with near Droitwich, Worcs
classes for best British, best café racer, best classic, best ‘oily nhca.co.uk
rag’ and the coveted best in show. Veteran rock ’n’ rollers
the Fantoms perform two sets live and there are autojumble JULY 18-19
and trade stands to browse in between getting a full English NSA Sprint, STP Summer
down your neck, taking in one of the café racer movies Nationals, Santa Pod
that’ll be showing and admiring the hundreds of classic nationalsprintassociation.org
bikes that turn up. It’s 1962 all over again.
facebook.com/jackshillcafe JULY 19
JUNE Prescott Bike Festival
27-28
prescottbikefestival.co.uk
JULY 19
Cheshire Classic Car and
Motorcycle Show, Capesthorne
Hall, Siddington, Cheshire
classicshows.org
JULY 19
’70s Bike Day, Ace Cafe, London
london.acecafe.com
JULY 19
JULY 5 JULY 12
VMCC Taverners Founders
Day, Stanford Hall, Lutterworth
Brooklands Motorcycle Show Newark Autojumble, Newark vmcc.net
brooklandsmuseum.com Showground, Notts
newarkautojumble.co.uk JULY 24-26
JULY 9-12 Malle Mile,
Goodwood Festival of Speed JULY 12 Kevington Hall, London
goodwood.com British and Club mallelondon.com
Championship,
JULY 10-12 Bennett’s Hill, Reading JULY 24-26
10th Anniversary Dragstalgia, mortimerclassicmcc.com International Indian Rally,
Santa Pod NIjverdal, Netherlands
santapod.co.uk JULY 12 indian.nl
Indian & Victory Bike Day,
JULY 11 Ace Cafe, London JULY 25-26
South Midlands Autojumble, london.acecafe.com British Historic Racing, Pembrey
Ross on Wye Livestock Centre britishhistoricracing.co.uk
classiccarevents.uk JULY 12
South of England Summer JULY 26
JULY 11 Classic Show & jumble, North Wales Classic Car and
100 Mile team Race, Ardingly, West Sussex Motorcycle Show,
Bennett’s Hill, Reading elkpromotions.co.uk Bodrhyddan Hall, Clwyd
mortimerclassicmcc.com classicshows.org
JULY 10-12
JULY 11-12 AMA Vintage Motorcycles JULY 26
VMCC Festival of 1000 Bikes, Days, Mid Ohio Sports Car Pre-65 motocross, Gosfield
Mallory Park Course, Lexington, Ohio Pre-65.co.uk
vmcc.net amavintagemotorcycledays.com
JULY 31-AUGUST 2
JULY 11-12 JULY 17-19 Glos Vintage & Country
Classic road races Cadwell Park IHRO road races, Chimay, Extravaganza, South Cerney
crmc.co.uk Belgium Airfield, Cirencester
ihro.nu glosvintageextravaganza.co.uk
 BROOKLANDS MOTORCYCLE SHOW, BROOKLANDS, WEYBRIDGE, SURREY

Running up that hill

BROOKLANDS MUSEUM and motorcycles go together like fish
and chips. The famous banked circuit is part of motorcycling’s
history in the UK and the famous Test Hill and part of the old
banking form part of the Brooklands Museum. It’s an ideal venue
for a bike event, which is why the museum’s annual motorcycle
show is becoming increasingly popular.
Bikes from the museum collection will be on display – alongside
plenty of modern machinery – and many of the bikes will tackle
the Test Hill in a series of demonstration rides. See how the pre-
war racers from the collection fare against the modern machines.
You might just be surprised.
There’ll be club and trade displays and, of course, the museum
will be open, too.
brooklandsmuseum.com

‘MANY OF THE BIKES WILL TACKLE JULY

05
BROOKLANDS’ FAMOUS TEST HILL’
The word ‘iconic’ is over-
used, but it’s perfectly
apposite for Brooklands
 FESTIVAL OF 1000 BIKES, MALLORY PARK CIRCUIT, LEICESTERSHIRE

Be one of the 1000

RIGHT, LISTEN UP. The closing date for entries to the riding

PETE WILEMAN PHOTOGRAPHY

sessions is May, so don’t hang about if you want to be part of the
on-track action at what the organising VMCC describe as: ‘The
ultimate classic track weekend’. And they might just be right, too.
With road bikes taking to the track on Saturday and racers on
Sunday – and sessions split into groups of machines with
comparable performance – it’s a great opportunity to enjoy riding
your classic at speed on a race circuit. Choose two or three

JULY
sessions per day and get out there and enjoy it. But be quick. Track
sessions always sell out early.

11-12
Even if you’re not riding though, there’s still plenty to see and do
as a spectator. Mallory Park is very spectator-friendly – you can
see just about all the circuit from many vantage points and the
past masters parades on Sunday and the sprint demonstration on
Saturday lunchtime are always entertaining. There’s no restriction
on paddock access either, so you can get up close to all the exotic
metal on show.
Club and trade stands add to the atmosphere away from the
track, there are excellent catering facilities live music and bar in
the evening and camping is available if you feel like immersing
yourself in the festival vibe for the whole weekend.
festivalof1000bikes.co.uk Enjoy a bit of boot-scraping fun like our man Rick Parkington on his Sunbeam Model 9

‘A GREAT OPPORTUNITY TO RIDE YOUR

CLASSIC AT SPEED ON TRACK. BUT BE QUICK.
TRACKSESSIONS ALWAYS SELL OUT EARLY’
POWER PIX PHOTOGRAPHY
 BAUER ARCHIVE
CLASSIC TT, ISLE OF MAN

Book your summer holiday here

THE CLASSIC TT continues to go from strength to
strength with an ever-growing roster of star riders and

AUG
more interest than ever before in the four race classes.
It’s become one of the most hotly contested and eagerly

22-31
awaited classic racing events on the international
calendar and the lap times the quicker riders are posting
are sometimes not that far off the times in the TT itself.
That and the perennial challenge of the world-famous
Mountain Course make the Classic TT a must-see.
The four classes can be slightly confusing to first-
timers at the event. The Lightweight race is for 250cc
twins (1973-2004), up to 750cc four-stroke twins, up to
600cc four-stroke fours (1973-86) and 126-350cc two-
strokes (1968-93). The Junior class takes in 175-350cc
machines and the Senior is for 351-500cc bikes (four-
strokes 1945-72 and two-strokes 1945-57 – with a few
named exceptions). Finally, the Superbike race caters for
up to 1300cc four-strokes (1973-86), 700-750cc four-
stroke fours (1987-82), up to 1000cc four-stroke twins
and triples – plus Norton rotaries (1987-92) and 351-
750cc two-strokes (1968-92). Got all that?
Between the racing, there’s more than enough
happening on the Island to keep visitors occupied. Every
pub and café on the Island becomes a mini bike show
and there’s a special celebration to mark the 60th
anniversary of John Surtees’ final win at the TT. Watch
out for his Vincent Grey Flash racer, his 1960 world
championship-winning 500cc MV Agusta and other
bikes from the Surtees family collection take on the Celebrate the 60th anniversary of
parade lap on August 29. John Surtees’ final win at the TT
iomttraces.com

AUGUST
AUGUST 1-2
Llan Bike Fest,
Royal International Pavilion,
Llangollen
llanbikefest.co.uk
AUGUST 1-2
Castle Hill Climb,
near Lostwithiel, Cornwall
nhca.co.uk
AUGUST 2
13th Lytham Hall classic car
and motorcycle show,
Lytham St Annes, Lancs
markwoodwardclassicevents.com
AUGUST 8-9
Classic road races &
Lansdowne Classic Series,
Donington Park
crmc.co.uk and
lansdowneclassic.co.uk
AUGUST 9
Brooklands Relived
brooklandsmuseum.com
AUGUST 9
Stonyhurst Classic Car and
Motorcycle Show,
Stonyhurst College,
Clitheroe, Lancs
classicshows.org
AUGUST 9
Vintage & Classic & Speedway
Bike Day,
Ace Cafe, London
london.acecafe.com
AUGUST 15
The Heritage Sprint,
Betteshanger Park,
Deal, Kent
facebook.com/events/
betteshanger-park
AUGUST 16
Graham Walker Run,
Beaulieu, New Forest, Hants
beaulieu.co.uk
AUGUST 16
Smokin’ to Sammy’s – Two-
Stroke Meet, Sammy Miller
Museum, New Milton, Hants
sammymiller.co.uk
AUGUST 16
Northumberland Classic
Vehicle Gathering, Corbridge
markwoodwardclassicevents.com
AUGUST 16
Newark Autojumble,
Newark Showground, Notts
newarkautojumble.co.uk
AUGUST 16
Brackley Festival of
Motorcycling,
Brackley, Northants
brackleyfestivalofmotorcycling.
co.uk
AUGUST 21-23
IHRO road races,
Gedinne, Belgium
ihro.nu
AUGUST 22-31
Classic TT, Isle of Man
iomttraces.com
AUGUST 22-23
NSA Sprint, STP Greenlight
Nationals, Santa Pod
nationalsprintassociation.org
AUGUST 29
NSA Sprint,
Perranporth Airfield, Cornwall
nationalsprintassociation.org
AUGUST 29-SEPTEMBER 3
Bonneville Motorcycle Speed
Trials/AMA Land Speed Grand
Championship,
Wendover, Utah, USA
bonnevillespeedtrials.com
AUGUST 30
22nd Ripon classic car & bike
show & jumble,
Ripon Racecourse, North Yorks
markwoodwardclassicevents.com
AUGUST 30
Cheshire Classic Car and
Motorcycle Show, Capesthorne
Hall, Siddington, Cheshire
classicshows.org
AUGUST 30-31
Classicwise Collection Notts
Classic Car and Motorcycle
Show,
Thoresby Park, Ollerton, Notts
classicshows.org

77
 Meet nine-time TT winner
Charlie Williams
at Llan Bike Fest 2020

THE LLANGOLLEN MOTORCYCLE FESTIVAL, ROYAL INTERNATIONAL PAVILION, LLANGOLLEN, DENBIGHSHIRE

Llan Bike Fest

NOW IN ITS sixth year, the Llan Bike Fest just gets bigger and
better. This year, popular TV star and classic bike nut Henry Cole
is the guest of honour and will be around all weekend. See him on
stage with Steve Plater or just catch him for a natter around the
festival site – he’s always up for it. AUG
Joining Henry and Steve for the onstage interviews is inveterate
specials builder Allen Millyard. Allen’s creations are well known
and range from his incredibly neat, lightweight SS180 V-twin
01-02
Honda – a fusion of two C90 engines in an SS50 rolling chassis –
to his awesome, ‘Flying Millyard’ V-twin. The big beast’s five-litre
power plant is based on two cylinders taken from a 1930s Pratt &
Whitney radial nine-cylinder aero engine. And you’ll be able to
check out a selection of his amazing creations at the festival.
But there’s much more to the event than the stars on the stage.
Some of the real stars of the event are the hundreds of bikes –
from customs, through classics to historic race machines. And,
helping Steve Plater with his popular commentary on the historic
bikes paraded in the arena will be TT legend Charlie Williams.
LLANBIKEFEST & BAUER ARCHIVE

Tons of traders and importers will be showing off their latest

wares, there’ll be a host of club displays and the unique
LlanBikeFest party feel to the event, with live music, excellent
catering and stunt shows keeping the atmosphere lively all
weekend. Book tickets in advance at the website below.
llanbikefest.co.uk

78
AUGUST 30
Harewood Hill Climb,
near Leeds, Yorks
nhca.co.uk
AUGUST 30
Pre-65 motocross, Maylandsea
Pre-65.co.uk
SEPTEMBER
SEPTEMBER 3-6
Salon Privé, Blenheim Palace,
Oxfordshire
salonpriveconcours.com
SEPTEMBER 4
Netley Marsh Eurojumble,
near Totton, Hants
classicbikeshows.com
SEPTEMBER 4-6
Glemseck 101,
Leonberg, Germany
glemseck101.de
SEPTEMBER 4-6
Ace Cafe Reunion Weekend
(September 4: Continental Run
Ride-In and Party;
September 5: Ace Cafe Reunion
Party and London Ride-Out,
September 6: Brighton Burn Up!)
Ace Café, London
london.acecafe.com
SEPTEMBER 4-6
Smokin’ The Stones Southern
Rally, Golden Swann,
Pewsey, Wilts
lcclub.co.uk
SEPTEMBER 5
VMCC Training Day,
Curborough Sprint Course,
Staffordshire
vmcc.net
SEPTEMBER5-6
International Autojumble,
Beaulieu, New Forest, Hants
beaulieu.co.uk
SEPTEMBER 5-6
British Historic Racing
Mallory Park
britishhistoricracing.co.uk
SEPTEMBER 5-6
Fourth Annual Wasp
Celebration Trophy,
Bennett’s Hill, Reading
mortimerclassicmcc.com
SEPTEMBER 5-6
Classic road races, Anglesey
crmc.co.uk
SEPTEMBER 6
Stratford Autojumble, Stratford-
Upon-Avon Racecourse, Warks
stratfordautojumble.co.uk
BAUER ARCHIVE
BOL D’OR, CIRCUIT PAUL RICARD, LE CASTELLET, FRANCE
The allure of endurance
THE WORLD’S best known 24-hour teams can be relied upon to turn out some
motorcycle race probably needs no seriously competitive machines. In the
introduction, but it’s the Bol d’Or Classic
that will be of most interest to CB readers.
Classic class especially, you’ll also see some
novel engineering helping to transform road
The two-part classic race takes place on the bikes into track-ready tools.
same circuit as the modern Bol, on the The entire weekend becomes one huge
Friday evening and Saturday morning of party, as 65,000 spectators converge on the
race weekend, and includes classes for circuit to have a good time and (maybe)
Classic (1960-83) machines and Post-Classic watch some endurance racing. It does get a
(1984-81) machines. bit rowdy, but it’s great fun.
Classic endurance racing has become a Why not join them?
huge hit on mainland Europe and the top Boldorclassic.com
SEPT
18-20
Relive the days when cigarette
advertising was socially acceptable
SEPTEMBER 6 SEPTEMBER 13 SEPTEMBER 19-20
Classic cars & country market Romney Marsh Jumble, Kop Hill Climb,
(and bikes), Hoghton Tower, Hamstreet, Kent Princes Risborough,
Preston elkpromotions.co.uk Buckinghamshire
markwoodwardclassicevents.com kophillclimb.org.uk
SEPTEMBER 13
SEPTEMBER 6 Wiscombe Park Hill Climb, SEPTEMBER 19-20
Festival of 1000 Classic Cars near Honiton, Devon Pendine Sands Records,
and NW Classic Motorcycle nhca.co.uk Carmarthen
Show, Cholmondeley Castle, straightliners.events
Malpas, Cheshire SEPTEMBER 18-20
classicshows.org NSRA Hot Rod Drags, SEPTEMBER 19-20
Santa Pod, Bedford Pistons & Props,
SEPTEMBER 11-13 santapod.co.uk Sywell Classic, Sywell Aerodrome,
Goodwood Revival Northants
goodwood.com SEPTEMBER 18-20 sywellclassic.co.uk
Honda Owners Club National
SEPTEMBER 12 Rally, John Fowler Holiday Parks, SEPTEMBER 20
Kempton Jumble, Widemouth Bay Caravan Park, Newark Autojumble, Newark
Kempton Park, Middlesex Bude, Cornwall Showground, Notts
kemptonautojumble.co.uk hoc.org.uk newarkautojumble.co.uk
SEPTEMBER 12-13 SEPTEMBER 18-20 SEPTEMBER 20
IHRO road races, Bol d’Or Grand Festival Moto Café Racer Rendezvous ,
Hockenheim, Germany (incl 18th Bol d’Or Classic), Sammy Miller Museum,
ihro.nu Circuit Paul Ricard, France New Milton, Hants
boldor.com sammymiller.co.uk
79
 KOP HILL CLIMB
KOP HILL CLIMB, PRINCES RISBOROUGH, BUCKINGHAMSHIRE

Ideal place for

a sociable climb
HEAD FOR THE beautiful Chiltern Hills for a weekend of
classic and vintage bike (and car) action as the Kop Hill Climb
swings into life. If you want to ride the hill, you’ll need a road-
registered bike manufactured between 1900-1980 – and there
are separate classes for pre- and post-war machines. Around
200 bikes will be able to tackle the hill, with priority given to
pre-war machines. Entries for pre-war bikes opens on April 1
(yes, really), with post-war entries opened soon after that.
If you just want to go along and have a look, you’ll have a
great weekend, too. There’s a laid-back atmosphere, plenty to
see and tons of superb machinery in the paddock as well as on SEPT
19-20
the hill itself. Helping to celebrate the 110th birthday of the
event, trials legend Sammy Miller returns to tackle Kop Hill
after making his debut last year. Naturally, he’ll be bringing a
couple of special machines from his museum, too. Sounds good.
kophillclimb.org.uk

SEPTEMBER 20 OCTOBER 3-4

North Wales Classic Car and Lansdowne Classic Series, Croft
RACE DAY AT SHUTTLEWORTH MUSEUM, Motorcycle Show, lansdowneclassic.co.uk
OLD WARDEN AERODROME, BEDFORDSHIRE Bodrhyddan Hall, Clwyd
classicshows.org OCTOBER 4

Enjoy a sprint SEPTEMBER 20

The Portcullis Club,
Kenley Airfield, Caterham
Race Day,
Shuttleworth Collection,
Old Warden, Bedfordshire
shuttleworth.org

back in time kenleyautojumble.co.uk

SEPTEMBER 26-27
A DAY OUT with a difference awaits. Race day combines British Historic Racing
all the elements of the renowned Shuttleworth Collection – Cadwell Park
vintage aircraft, bikes and cars. Highlight of the day for britishhistoricracing.co.uk
bike fans is the non-competitive grass sprint (held on the
runway) for pre-1939 cars and bikes. If you fancy a ride, SEPTEMBER 26-27
contact Natalie for an entry form (events@shuttleworth. Manor Farm Hill Climb,
org) – you don’t need a racing licence. But anyone with an Charmouth, Dorset
ounce of appreciation for all forms of vintage engineering nhca.co.uk
will find this a great event – and a real step back in time.
There’s a mock air race, vintage bus rides, flying displays, SEPTEMBER 26-27
club stands (bikes and cars) and live music. Check out the NSA Sprint, STP Springspeed
Shuttleworth Collection in the museum while you’re there, Nationals, Santa Pod
too. Chill out and let the party atmosphere wash over you. nationalsprintassociation.org
shuttleworth.org
SEPTEMBER 27
59 Club Day & BSA Bantam
Meet, Ace Cafe, London
london.acecafe.com
OCTOBER 4
Hartland Quay Hill Climb,
near Bideford, North Devon
nhca.co.uk
OCTOBER 9-11
Barber Vintage Festival,
Birmingham, Alabama, USA
barbermuseum.org
OCTOBER 9-11
Veterama, Manheim, Germany
veterama.de
OCTOBER 10-11
The 27th Carole Nash Classic
Motorcycle Mechanics Show,
Staffordshire County
Show Ground
classicbikeshows.com

SEPTEMBER 27 OCTOBER 11
Pre-65 motocross, Brit V’s (Vincent & Velocette) &
Maylandsea Classic Bike Day, Ace Cafe,
Pre-65.co.uk London
london.acecafe.com
OCTOBER OCTOBER 11
OCTOBER 3-4
OCT
Malvern Festival of Transport,
SHUTTLEWORTH

Classic road races, Three Counties Showground,

04
Croft Malvern
crmc.co.uk classicshows.org

80
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 THE CLASSIC MECHANICS SHOW, STAFFORD COUNTY SHOWGROUND, STAFFORDSHIRE

Your second call for Stafford

LIKE ITS SISTER show in April, the Classic Mechanics Show
is a huge event. Once again, the Stafford County
Showground will be bursting at the seams with gleaming
OCT concours restorations, extravagantly-constructed club

10-11
displays and more traders and autojumblers than you can
shake a conrod at. The autumn show aims to celebrate
machines from the ’70s and ’80s – so whether you’re into
screaming strokers or classic muscle bikes, this is the show
for you. Modern retros are welcome, too, but there’s still plenty
of bikes and kit to satisfy the most hardcore fan of earlier tackle.
As at the spring show, the GP paddock and dirt bike
experience features will tempt you out of the warmth of the
five indoor halls; the wall of death and Bonhams’ autumn
auction are back at Stafford, too. And a revamped competition
bike hall (next to the GP paddock) will be displaying machines
from all sporting disciplines – GP, grass track, you name it –
alongside the trials and motocross tackle, and the popular
trials demonstrations will be staged just outside. At the time of
writing, the guest of honour had still to be confirmed but, rest
assured, it’ll be someone with some fascinating tales to tell.
staffordclassicbikeshows.com

OCTOBER 11
Pre-65 motocross, Marks Tey
Pre-65.co.uk
OCTOBER 18
NSA Sprint, Straightliners/
Sprintstalgia, Santa Pod
nationalsprintassociation.org
OCTOBER 24
VMCC Jumble, Bath & West
Showground, Somerset
vmccsomerset.co.uk
OCTOBER 25
Newark Autojumble,
Newark Showground, Notts
OCTOBER 31
7th annual National Motorcycle
Museum Live, Coventry Road,
Solihull, West Midlands
nationalmotorcyclemuseum.co.uk
NOVEMBER
DECEMBER
DECEMBER 5
Southern Classic Off Road &
Racing Show & Jumble,
Kempton Park, Middlesex
kemptonautojumble.co.uk

newarkautojumble.co.uk NOVEMBER 1 DECEMBER 6

OCTOBER 24 Ton Up Day – England Expects, Newark Autojumble,
Kempton Jumble, OCTOBER 25 Ace Cafe, London Newark Showground, Notts
Kempton Park, Middlesex South of England Classic Show london.acecafe.com newarkautojumble.co.uk
kemptonautojumble.co.uk & jumble, Ardingly, W Sussex
elkpromotions.co.uk NOVEMBER 1
Pre-65 motocross, Marks Tey
Pre-65.co.uk DUNLOP TYRES

VMCC AUTOJUMBLE, NOVEMBER 7

ROYAL BATH AND WEST SHOWGROUND NSA Sprint,
Perranporth Airfield, Cornwall
nationalsprintassociation.org

Ready to jumble? NOVEMBER 15

Ariel OC Founders Day &
THIS IS THE second of the VMCC Somerset Section’s two Classic Bike Day,
annual jumbles in Shepton Mallet – and it’s usually a belter. Ace Café, London
Three halls and plenty of outside space make it the london.acecafe.com
ideal venue to get rid of some of that ‘might come
NOVEMBER 22

OCT
in handy’ stuff that’s been getting in the way of
cracking on with your winter project. There’s Malvern Drive-in Classic Car
usually around 500 stalls at the event, so if you and Motorcycle Jumble, Three
24 want to take one up, it’s essential to book in
advance. But, despite the numbers, the club seem
Counties Showground
Malvern,Worcestershire
to have the happy knack of attracting stall holders classicshows.org ▲ Thank you to Dunlop for
with bona fide motorcycle-related jumble rather than allowing us to use (and slightly
the sort of car boot sale tat you’ll have seen at some events. NOVEMBER 29 modify) the advertising image
Whether you’re buying or selling (or even a bit of both), Mud Pluggers Day, Ace Cafe, above, which we got from
the VMCC’s last jumble of the season is a winner. London the 1960 European 250cc
vmccsomerset.co.uk london.acecafe.com Motocross Championship
programme.

82 * All dates correct at the time of going to press. Check websites for details
 MUSEUM LIVE, THE NATIONAL MOTORCYCLE MUSEUM, BIRMINGHAM

Enjoy a free day out

PAY A TENNER to park your car (bikes can park free) and that’s
it for the day. Admission to the museum and other attractions is
free. You can’t say fairer than that. It’s no wonder the NMM’s
annual ‘Museum Live’ day has turned into such a popular event.
The museum, with its 1000-strong collection of the best of
British motorcycle engineering on display is more than worth a
visit on its own. But throw in the other special attractions that
make up Museum Live and you really can’t afford to miss it.
There’s an indoor autojumble and trade area, the start-up feature
organised by the Brackley Festival of Motorcycling in the central
courtyard, ‘meet the experts’ sessions with the museum’s
restoration teams and other specialists, and the ever-popular ‘stars
on stage’ chat shows (star line-up yet to be announced). Race ace
Steve Plater will once again be compering the sessions in the
elegant Britannia Suite. There’s also a car park concours for bikes
ridden to the event, so there’s even more reason to ride your classic
to the museum, rather than take the car. Even the catering is a cut

OCT
above the average. A free day out? What’s not to like?
thenmm.co.uk

31
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 Worksh Spannering supremo
Rick Parkington welcomes you
to our Classic Workshop

88 RICK’S FIXES A rod for Rick’s own back 94 PROJECT EXCELSIOR Guarded progress 101 OUR CLASSICS Ducati 900SS belted
classicbike.workshop@bauermedia.co.uk
87
Rick’s
FixesSolving the problems
One of the many surprising
uses for heat shrink, but
is it a permanent fix?

of the classic world

RICK’S PATCH

An uneasy sense of relief

Rick’s refusing to shrink from his ongoing quest to seal his Triumph oil pressure relief valve...

IN THE FEBRUARY FIXES, I wrote about leak, so I read on, hoping to find
sealing Triumph oil pressure relief valves, having something more suitable (better
found a source of thin-wall silicone rubber to would do). Rowland directed me
replace the original (split and perished) internal to a website: customadvanced.com/
tubing. After all, silicone gasket is both oil and chemical-resistance-chart. Type
heat resistant – just what you need in a valve in a chemical – ‘lubricating oils
working with engine-temperature lubricant. (petroleum)’ – and the material –
Or is it? Rowland Kanner emailed me from the ‘rubber’ – and a suitability list appears.
States to say: ‘Rick, being employed in the In this particular instance, silicone came out as
medical device industry, where proper material ‘not recommended’, with the suggested options
choices are critical, your recommendation to (predictably) being Viton and Nitrile rubber. I
use a common silicone elastomer for a seal had looked for these originally, but couldn’t find
against hot motor oil hit me wrong’. anything in the crucial 4mm bore/6mm OD size;
Admittedly, the valve I’d refurbished still seems to so back to square one.
WHO IS RICK? Looking at my leaky valve, the tube was tight in the

‘IN THIS PARTICULAR

Rick Parkington body but not on the spring retaining ‘nut’; it needed a
has been riding tiny pipe clip, but even then you couldn’t fit it because
and fixing classic the spring’s in the way.

INSTANCE, SILICONE CAME bikes for decades.

He lives and
The best I could come up with was a band of
heatshrink – heating it through the spring made it

OUT AS ‘NOT RECOMMENDED’’

fettles in a fully shrink to grip the pipe. It seems to be working so far,
tooled up shed in although I’m sure Raymond is right – only time will tell
his back garden. if I get away with it or not...
ILLUSTRATION: IAIN@1000WORDS.FI

88
 SEND YOUR PROBLEMS TO
Workshop classicbike.workshop@bauermedia.co.uk

Repair a damaged
crankshaft
Woodruff key slot STEP
1
If the alternator rotor nut is allowed to run
Thanks to my mate Britsteel Pete in Dover for this
interesting solution to a common Triumph problem. -BY- slack, the heavy rotor chatters and can
wreck the keyway in the crankshaft.
STEP

2 3 4
It is possible to weld it, although Pete ... pressed it into the keyway and held it Removing the lining left a surprisingly
didn’t want to fill up the key slot, so he with a clip. He was then able to weld up perfect keyway. All he had to do then
soaked a bit of brake lining in water and to the lining material, building back up was to file down the weld to make the
cut off a dummy key... the damaged area. shaft round again. Nice one, Pete!

Clutching at straws
Oliver Tabram is having a bit of a nightmare with his
1972 Triumph Daytona. He’s replaced the entire clutch,
the pushrod and the lift mechanism – but whenever he
pulls in the lever, the clutch is stuck. If he frees it on the
kickstart before starting, when he puts the bike in gear
it’s stuck again and grinds. He says: ‘The engine
breathes into the clutch housing , so the handbook says
you should use engine oil in there. I’ve tried 20W/50 and
10W/30, but the problem only goes if I run the clutch Old clutch shock-
dry. That’s no good, so what do I do next?’ absorber rubbers can
What indeed... I’ve known this happen when the make a clutch stick,
clutch shock-absorber rubbers degrade, forming sticky
black gum on the plates, but Oliver’s are new. Since the
but these are new
problem doesn’t occur without oil, presumably either drag badly if they are not oiled upon fitting – it’s not
the oil is causing the problem or it’s turning some quite the same problem, but what if they’re soaking up
already existing issue into a problem. the oil, creating a sort of vacuum bond with the steel
The oils Oliver’s using sound harmless enough, plate? Sounds a bit improbable, though. Also, Oliver
although I think Triumph recommended automatic should check that the clutch is lifting squarely.
transmission fluid (ATF) for the later 750s using this It’s always possible that this problem will go away
breather system. As it’s much thinner than engine oil, with time. I’d say try ATF in the primary and get some
it might be worth trying. miles on the bike. To avoid crunching into gear, try
The problem is so unusual that I wonder about the pulling the lever and snapping the throttle open a few
plates themselves – are there some dodgy ones around times – the jolt will hopefully separate the plates. I hope
that react badly to oil? I have also known clutch plates Oliver will let us know what he discovers...

89
 RICK’S FIXES
RICK ANSWERS YOUR QUERIES
False teeth
Unable to obtain a new rear
sprocket for his 1928 AJS K8,
John Scott had it re-toothed by a
local engineer – but he now finds
that the sprocket is slightly
eccentric, leading to chain tension
problems. ‘Do you know of a
company with the experience to
do this properly?’ he asks.
‘JOHN’S SPROCKET
IS PART OF THE
BRAKE DRUM’
This is very difficult. It’s tricky
(but not too difficult) to turn
down a plain sprocket and bore
out a new one to weld to the
original mounting centre – but
John’s sprocket is part of the
brake drum. This means that a
toothed ring has to be fitted onto
the brake drum; being little more
than a hoop, it has little structural
integrity and the heat from
welding it in place is likely to
distort both it and possibly even
the brake drum itself. That being
so, it would be much better to
bolt on the new sprocket.
Machining back half the
thickness of both old and new
sprockets will create a flange
where they can be joined,
preserving the chain line... in
SKINS TO
SAVE YOUR
OWN SKIN
I rarely use gloves –
it’s all landfill – but
they are worthwhile
for handling waste
oil, etc. I was sent
these Grippaz
‘Skins’ to try, and
admit I’m impressed
how well they’ve
lasted in my parts
washer. Months
later I’m only on the
second pair...
90
Workshop
theory. Trouble is, usually the
sprocket is not much larger in
diameter than the outside of the
brake drum, so the bolts wouldn’t
clear the chain. One solution is to
secure the ring with grub
screws. Remove the old
teeth and bore the new
sprocket to a press fit, SEND YOUR
then drill and tap PROBLEMS TO
several holes around the
join, and screw in high-
tensile grub screws. These
will prevent the sprocket
rotating or shifting out of line.
You could also increase the size
of the sprocket, creating more
space, and maintain the gear ratio
with a larger gearbox sprocket.
Who would I ask to do it? Not
sure about that, but find an
engineer experienced in old bikes
because not everyone understands
the complexities of an apparently
straightforward job like this.
SEND YOUR PROBLEMS TO
classicbike.workshop@bauermedia.co.uk
RIGHT: What do
tattoos, doorbells
and horns have
in common?
HORN MAGNET
Steven Lawrence is using a Fixes ‘how
to’ from March 2019 to help him fix his
BSA A65 horn. He asks: ‘Where is the
magnet that makes the horn operate?’
It’s not a conventional magnet, it’s an
electromagnet, so it takes the form of a
coil of wire contained in the boss on the
LEFT: Grub screws or
rivets may be better
back of the horn. Application of the
horn button earths current passed
through this coil from the wiring loom,
than welding to energising the coil and creating the
re-tooth a combined magnetic field. This shifts a piston that
sprocket/drum strikes a blade, opening a set of contacts
that break the current. This cuts the
magnet, so the piston (attached to a
springy diaphragm) returns to its
original position, allowing the points to
close again and repeat the process in a
‘self-interrupting circuit’. The buzz
created is amplified by the cymbal-like
diaphragm, creating the horn’s note.
The coil is rarely damaged – and if it is,
may not be easy to repair. I found it
impossible to wind a new coil on a
1930s horn tightly enough by hand.
This magnetic buzzer technology was
commonly seen in early electric
doorbells and my tattoo artist mate Will
tells me many early electric tattoo guns
used adapted doorbell internals to
operate the needle!
TIMING GENTLEMAN PLEASE...
On the subject of worn Triumph timing gears, I’d never seen this
before. Vincents used oversize crank pinions to set up the timing
gear, but this is a Triumph one. Anyone know the story of that?
 Digital Ignition Systems | Alternator Regulators
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 RICK’S FIXES Workshop

RICK ANSWERS YOUR QUERIES

Making parts for vintage bikes is satisfying but it ain’t quick

RICK’S FINAL WORD

Honda piston (right) needed old-
school clearance in Rick’s Sunbeam
All in good time...
I spent the other day making a brake rod. No
ordinary brake rod – it was one of the final missing
pieces for Perry Barwick’s 1925 BSA project. We are
finally near the end of the rebuild; Perry has been very

PISTON BLOKE
Richard Wyatt has come back to
ask about pistons for the late ’20s
Blackburne engine he’s building out in
the States. A Ford Escort piston looks
suitable, although shorter on the
skirt. He asks if it will do the job.
There are issues with using
modern pistons, especially from
water-cooled engines, in
vintage air-cooled motors.
The design and material
of a piston designed for a SEND YOUR
modern engine running
with perfect fuelling at a PROBLEMS TO
relatively consistent
temperature is unlikely to
be ideal for a nearly
100-year-old air cooled side-
valve. But you could also argue that
a lot has been learned about making
pistons over time, and the original
probably wasn’t great either.
Commissioning a bespoke piston
from a modern manufacturer is the
ideal, but otherwise probably the
answer is to allow a generous bore
clearance. Like two-strokes, side-
valve cylinders tend to change shape
with heat, and running Ford Escort
clearance would be asking for
trouble. I modified a Honda FT500
piston to fit my Sunbeam 9A, and
the reborer worked to Honda
clearance, reasoning that it matched
the expansion rate of the piston
material, but the Sunbeam ran
hotter than a Honda and
partial seizures demanded
extra honing to increase
the clearance.
A short skirt may
encourage noise from
‘piston slap’ but I can’t
see it causing any other
problems at the sort of revs
the Blackburne delivers.
One thing, though – being a
total-loss oiling system, you need to
leave off the oil control ring. These
engines need to burn and leak some
of their oil to leave room for the
drip-feed supply.
patient over the years, but this brake rod seemed to me
to sum up the reason it has taken so long. Brake rods
on post-war bikes are usually just a piece of steel rod
threaded for about three inches at one end and at the
other, bent at a right angle and drilled for a split pin.
On the BSA, there is a clevis threaded onto either
end. You can’t buy these; I had to machine them from
square bar. In the middle there is a threaded adjuster,
a ‘turnbuckle’; one end is a right-hand thread, the
other a left, so turning it one way shortens the rod,
turning it the other lengthens it, obviously I had to
make that and then the two brake rods. Finally there
are locknuts, one being left-hand thread; I had to
make them too – that’s seven scratch-made items.
One reason I love 1920s bikes is that they were
made on manual machines, so if you have access to
machine tools you can play at being BSA and make
your own parts. It’s fun, but time-consuming. With
a vintage bike, the odds are that any parts missing
will have to be made. As a youngster, I used to envy
the older guys who nonchalantly knocked out parts
from well-equipped garden workshops. I’d think:
‘If only I had their knowledge and equipment...’
Well, the years have been kind and I now have some
of that knowledge and a fair bit of equipment – but
what I didn’t notice slipping away was the time...

Moving the kickstart spring round a spline increases tension
KICKSTART COMEBACK
David Catlin has almost finished his
Triumph TR6R Rickman Metisse, but
is troubled by the kickstarter. Pushed
down to the bottom, it returns fine –
but turned only halfway, it sticks.
Although loosening the cover screws a
quarter turn sees it pop up, inserting
an extra gasket doesn’t help.
Well, obviously at the bottom of its
travel the kickstart spring is under
greater tension, making it more
energetic than when it’s only halfway
down. The fact that it returns properly
from the bottom suggests there’s
nothing seriously wrong, so maybe the
spring just needs winding a bit tighter.
I spoke last month about the inner coil
hooking onto a spline on the shaft; as
David is using a reproduction spring, it
may be a slightly different weight to an
original and need to go one spline or
so further round.
If slackening the casing screws cures
it but adding a gasket doesn’t, that
rules out lack of end-float, indicating
some minute misalignment in the
starter shaft bushes – especially likely if
one or both are new. Probably this
would wear in fairly quickly in service,
so I suggested tightening the spring and
seeing how it goes. Dave replied to say
he’d tried it and it worked fine, saying:
‘After all that the answer was staring
me in the face, thanks very much!’

92
 TRIPLES WORKSHOP
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7HPU[^VYR[VJVYYLJ[VYPNPUHSÄUPZO
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17,18,19
July

www.circuit.be
 Project
Excelsior
Universal
Progress on Young Lewis’
bike continues...

94
 Workshop
Getting down to
the nitty gritty
There usually comes a time in any restoration when the loose ends start
to wear you down. This month Rick decided to take them in hand...
WORDS & PHOTOGRAPHY: RICK PARKINGTON
Y
ou can summarise a ‘restoration’ as
a collection of problems to be solved,
with just how resolvable they are
depending upon your resources and
the level of project you choose.
My first restoration, a BSA B40WD, was easy.
Although it seemed like an old bike, it was only
nine years old and roadworthy, only really needing
paint, wiring, new rims and an exhaust.
Forty years on, Lewis’ Excelsior is very different;
nearly 70 years old, it has suffered by being left
outdoors for years. I recognised it as an achievable
project, but it threw Lewis in at the deep end
and although I wanted him to undertake as much
of the work as possible himself, it occurs to me
that maybe I’m trying to teach him too much
for a first job. He’s put in a lot of effort for little
reward so far, because bringing a bike back from
the dead doesn’t really make sense until the end.
So this month I decided to look at some of the
jobs we’ve been avoiding and, if necessary, take
over and sort them myself. Thing is, there’s so
much to do in a restoration that there’s no shame
in setting aside anything you’re not sure how to
approach and doing something else. But these
problems can steadily accumulate until they cast
a shadow over the whole job...
For example, drilling the new mudguards is
not difficult, but it takes patience and time if
you want a decent fit. I prefer to drill the holes
one at a time, fitting the ’guard in between to
check and mark the next hole. So after deciding
together on the position and length of the rear
mudguard and its numberplate, Lewis went
Now he can sit on it, Lewis feels
like his rookie restoration’s
really getting somewhere
home, leaving me to do the tedious bit.
After that, it was ‘faffy’ things like drilling
the hardened speedo drive spindle to secure its
gear. Fortunately, a kiss from a grinding disc
broke through the surface enough to drill – but
I had to grind the exit side, too.
I also managed to strip and repair the seized
original Villiers light switch, and grinding the
heads off the seized taillight screws safely freed
the lens. But I sensed I was avoiding something...
The broken seal holder on the forks annoyed me
– it’s not that important, just a dust seal, but it
looked awful with its rubber ring burst from a
broken lip. The fork is Excelsior’s own and there
are no spares. So the best thing was to stop dithering
and try making one – and it came out OK.
The new saddle was another problem. It didn’t
fit, but there wasn’t much left of the original and
even the new springs were not compatible. Still,
we worked on it together for three hours and
modified parts from the new one to reuse the
original. “Simply fit the new saddle!” I grinned
at Lewis, but it was satisfying to get it right.
And that’s the point – when you tackle these
headaches it builds you up to get on with the
next thing. Once they are sorted, everything
seems to flow better – and as he sat on his saddle
Lewis said he could feel we’re really getting
somewhere now.
That’s good, because the British Two Stroke
Club has not only given Lewis a year’s free
membership, they have also offered him £100
towards the project, so he’ll need to start going
on BTSC runs before too long...
A lathe for Lewis
Lewis is keen to have a lathe of his own – and I
have managed to find him this old timer. After he
had cleared the swarf and given it a good clean-up
and oil, we discovered it to be Model B Drummond
dating from 1919 and in remarkably good health. It’s
fairly basic, but is a solid little machine with screw-
cutting capability and I think it makes a really good
machine for him to learn on. I identified and dated it
using the excellent lathes.co.uk website which is a
great resource for machine tools... er, assuming
you are interested in such things!
95
 PROJECT EXCELSIOR
STEP
-BY-
STEP
Mudguard and
more

1 2 3
Mudguards supplied by Renovation Spares Having cut the mudguard to the correct That enabled us to position the
are usefully long for cutting down to size. length, the next step was to fit all the mudguard on the brackets and line it up
Often, narrow width universal blades are brackets salvaged from the original straight with the frame and wheel; first
intended for front fitting and too short. guard to the frame. hole is the bottom frame attachment.

4 5 6
Then onto the bridge at the saddle Factory press-tools made the original ... then hammer the area below flat –
mounting. That will support the guard chain-clearance indents; in my especially the rolled edge-bead to give
sufficiently so that we can fit the wheel workshop I keep it neat by making an tyre clearance. Finally I weld in a
and check mudguard to chain clearance. angled cut where I want the indent to end... triangular piece of steel to fill the gap.

8
Original chainguard had rotted where it
contacted a long-decayed toolbox.
Welding a patch behind and bodyfiller
is the simplest solution.

7
After that it was a matter of marking,
checking, double checking and

9
drilling the rest of the holes before Final job here was to drill the holes for
the mudguard was finally fitted up. the rear numberplate. I gave Lewis a bit
of wood to go underneath, saving any
risk of drilling into the tyre.

96

10
Odds are against finding a
replacement for the broken fork
seal holder so I decided to try to
make one from aluminium round bar.
13
The hexagon is milled using an
indexing head; 60 turns of a handle
rotates the chuck once; ten times
for each machining operation gives a hexagon.
16
Burring off the heads of the seized
‘Roadmaster’ tail lens screws got
the lamp apart safely – but there’s
not much of the lamp base left inside!
18
I freed off the headlight switch and
supplied a knob, then bent a spring
into a new hairpin and turned a
brass pivot to get the switch rockers working.
Workshop
11
After turning the outside diameters
and drilling out a bore, I used a
knurling tool to imprint the outside
to match the original.
14
Back to the lathe to machine the
thread in the other end. Four-jaw
chuck lets you centralise the work
with already machined end; tape protects finish.
17
Worn pivots and shaft made the
centre stand wobbly, but I was
able to drill and ream out to the
next size and fit a larger diameter spindle.
PROJECT
U1 UNIVER
SAL
12
Next job was to bore the internal
groove that holds the rubber seal.
I allowed a bit of extra material
around the area where it broke before.
15
That’ll do. I love being able to
overcome a lack of spares by
making my own replacements.
Wish I could make myself a new knee...
97
 PROJECT EXCELSIOR Workshop
PROJECT

U1 UNIVER
SAL

19
Thanks to Venhill for supplying a kit
for making Lewis’ control cables –
although the Excelsior’s original
levers use an unusual nipple size...
20
... but luckily I had a couple. There
was a similarly unusual cable
stop missing from the clutch lever
but Lewis turned up a replacement on my lathe.
21
Lewis was well impressed with
Venhill’s ‘bird-caging’ tool that
forms the inner cable into a wire
ball. Once soldered it makes the nipple secure.

22
If you use gas to solder nipples,
keep the wire clear of the flame –
it can weaken it. A pencil torch
flame can be accurately directed at the nipple.
23
Annoying! Lewis’ new ‘pattern’
throttle wouldn’t accept Venhill’s
correctly-sized nipple; we had to
ream the hole with a ¼in cutter.
24
With the forks finally sorted and
the light switch fixed, it was now
possible to fit the headlight
brackets and headlamp shell.

25
New aftermarket saddle didn’t fit,
but all we had of the original was
the bare frame. The new springs
were too long and had the wrong ends...

NEXT MONTH
Two big spectres
remain on the
horizon: we’ll have
to make the missing
footrest and sooner
or later I need to
sort the holes in the

26
fuel tank. Next ... but between us we reshaped the springs to
month? We’ll see... fit and cannibalised the cover and mattress
springs from the repro so it all worked out!

98
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Julie’s happy on her
disinter red dodgy-k nee-
friendly Ducati 900SS

1 2 3 4
Cambelt change... 1: Remove belt 2: Definitely time for a new one 3: Clean up belt tensioner 4: No Ducati service tool? You can tension the new belt to 10lb using a spring balance

Suitably braced and belted

What do you do when you can’t kickstart a classic? Crack out the ’90s Ducati...

Roll on a few years, and I upgraded to a 1991 900SS,

JULIE DIPLOCK
More used to riding vintage motorcycles such
as her 1914 Triumph Model C, Julie has shifted to
a more modern mode of two-wheeled transport,
as she explains below...
I’VE BEEN NURSING a dicky right knee after a minor
op, and have been advised to lay off high-impact exercise
for a bit, which definitely excludes kickstarting old
clunkers. Time to get my Ducati back on the road...
It’s rather a departure from my normal mode of
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I found it a comfortable, reliable machine, and despite
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stood for two years, and it’s not a difficult job.
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my British bikes! The original Ducati oil filter appeared
correctly seated, but following advice I bought an
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and solved the problem.
The bike is now back on the road – and I found an
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out the cobwebs on this sports bike.

101
Ca f e R ac e rs Tr a c k e r s Scramblers Bobbers

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We also manufacture a range of spares Tel: 01924 470807 (24-hour). Fax: 01924 470764
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Tel: 01189 731631 • Email: metaltel@yahoo.co.uk www.stainlessmiddleton.co.uk
Metal magic, Busta Farm, Brickhouse Hill, Eversley, Hants, RG27 0PY
www.wdmotorcyclespares.co.uk
STICKERS/TRANSFERS
SPARES -
• West Mercia Radiators are proud to be one of the UK’s fastest growing experts in the
BRITISH
repair and re-coreing of practically all and any type of motorbike radiators
• We can have it fixed and back to you as good as new within 7-10 days BSA A10 B31 and Goldstar
• Our prices are shockingly competitive, and are far cheaper than buying a new one Stainless Parts
from a dealer, or even second hand
West Mercia Radiators 83 Holyhead Road, Wednesbury, West Midlands WS10 7PA
www.westmerciaradiators.co.uk

SPARES - BRITISH Also Range of Parts for Cafe Racers www.atik-graphics.com

Alloy Rearsets, Stainless Clip-ons
Tel 01379 586728
www.barleycorn.co.uk THREAD REPAIR SPECIALIST

PUT TOO MUCH PRESSURE ON THAT OLD BOLT? SNAPPED? STRIPPED THE THREADS?
DON’T WORRY THAT’S WHERE WE ARE SPECIALISTS!
Triumph Unit
Twins Specialist
UNI-THREAD
SUPPLIES QUALITY HELICOIL KITS, INSERTS AND INSERT TAPS IN BSC, BSW, BA, UNF,
UNC & METRIC. BY SPEEDY MAIL ORDER SERVICE.
Repairs and Spares WE ALSO STOCK QUALITY TAPS, DIES, REAMERS, DRILLS, ETC.

126 St Mary’s Road, WWW.UNI-THREAD.COM

CALL 01803 867832 Or fax 01803 867982
Faversham, Kent, ME13 8EE for your free catalogue
Mob: 07710 262882 CARBON STEEL TAPS & DIES NOW AVAILABLE
kent.daytonas@btinternet.com 20% OFF ALL CARBON TAPS • 30% OFF ALL CARBON DIES

TRANSPORTATION
BY APPOINTMENT
ONLY
ALIEN MOTORCYCLES LTD
Classic motorcycle collection
and delivery service
Monty’s Classic Motorcycles Ltd
Quality Spares for Triumph Meriden Twins Contact Jason 07813 029875
NEXT DAY UK MAIL ORDER SERVICE AND FAST
OVERSEAS SHIPPING
Speedfreak0900@yahoo.co.uk
Tel: 01227 262799
We have a vast amount of spares in stock www.alienmotorcycles.co.uk
Genuine Triumph twin spares 1950-1983
www.montysclassicmotorcyclesshop.co.uk
Tel: 01822 617010 sPEEDOMETERs S ECU R EB I K E MOV E R
NEW ADDRESS - The Cross House, School Road, Metherell, Cornwall PL17 8FB Securebikemover is run by a Classicbikeowner
for Classic bike lovers.
SPEEDO REPAIRS
BSA & TRIUMPH SPARES 93% of our CHRONOMETRIC & BRITISH
A fully equipped new LWB high top Ford
Transit van is used to transport your
PETER HAMMOND MOTORCYCLE INSTRUMENT
bike only, we do not multi load.
MOTORCYCLES LTD audience agree that SPECIALIST
❊ 1st Class Workmanship ❊ Fully insured up to £25,000 per bike
Specialising in BSA & Triumph
Spares, 1958 onwards.
Classic Bike ❊ Competitive Prices ❊ • Customer satisfaction is our aim.
❊ 12 months guarantee ❊ Contact Geoff on 07961 061519
Mail order also available. Magazine Tel/Fax: (01252) 329826 or email geoff@securebikemover.co.uk
44 Watermoor Road,
Cirencester, Glos GL7 1LD. helps them to find Mobile: 07824 884434
http://www.speedorepairs.co.uk

reputable retailers WHEELS

parts@hammondmotorcycles.co.uk Email: a.pople@yahoo.com
Tel: 01285 652467 Speedo Repairs
9 Laurel Close, Farnborough, Hampshire, GU14 0PT

WHEELHOUSE
www.hammondmotorcycles.co.uk *Bauer Research Bauer Power 2016

SPARES - JAPANESE TRANSPORTATION

MOTORCYCLE COLLECTION

TYRES
japanese quality
& DELIVERY SERVICE
• Nationwide and fully insured
• 20 years experience, competitive rates
• Secure storage available
• Satellite navigation systems fitting thus
P
info@wheelhousetyres.co.uk
ensuring a speedy delivery any time
• Vans are fully equipped to hold securely
Also for Scooters – Quads – Pushbikes – ATVʼs
Sidecars – Mobility Scooters, etc. Call for details

www.wemoto.com 01273 597072

Call ACCELERATION
07774 964386 or 01244 532443
www.accelerationcads.co.uk
www.wheelhousetyres.co.uk
 READER ADS

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BIKE FOR FREE
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To be the first to see the classified adverts, make sure you take out a subscription to Classic Bike.

Adverts for privately-owned bikes registered before 1986 are free (for bikes registered after 1985 they cost £20; super double-column adverts cost £30)

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the advert Single column picture ads for privately-owned Ads for spares and Ads for motorcycles Need something to finish
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PLUS
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2
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details... 50 words of text and submit separately. PLEASE USE CLEAR BLOCK CAPITALS
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3 Name ....................................................................................................................... Checklist:

Address................................................................................................................
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1. Please use block capitals and start your advert with the make and model.
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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
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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
NCM
North NEW CAFE
Cornwall NOW OPEN
ALL WEEK
Motorcycles Great food, fantastic
prices. All clubs welcome.
01288 355162 • www.ncmc.co.uk • info@ncmc.co.uk Discount for Ride Outs,
please call.
BRAND
NEW
2020

2002 BMW R1150. Fantastic condition, great 2014 JAWA 350. Absolutely stunning condition, 2020 ROYAL ENFIELD STEALTH LIMITED 1999 TRIUMPH DAYTONA 955I. Near new BMW R1100 S SPORT 1085cc stunning Boxer
value for money. Full BMW Luggage.......£2,599 as new, great fun...................................£3,495 EDITION. last of the classic era ...............£4,799 condition, all lovely as standard .............£2,799 Cup........................................................£4,950

ROYAL ENFIELD BULLET 350 DELUXE 250cc 2000 YAMAHA R1 1000. Absolutely as new, only 2011 ROYAL ENFIELD ELECTRA. All Chrome 1964 ROYAL ENFIELD BULLET. Stunning bolt YAMAHA FJ1200 1188cc First Generation FJ
Crusader FULL RESTORATION .........................£3,899 11,000 miles and 11 stamps in book ..............£4,750 including tank. Over £1,000 spent..........£3,299 restoration.....................................................£3,899 Just great ..............................................£2,200

1999 YAMAHA R1. Stunning condition all 1980 HONDA CB650. Great original condition, HARLEY-DAVIDSON DYNA 1584 fxdc super 1996 YAMAH YXF600R. Completely standard, com- 1991 HONDA C90. 100% reliable, lovely condition,
completely original ................................£2,950 very rare 1980.......................................£3,550 glide 1584cc perfect as new condition!..£8,450 fortable riding position, only 7,000 miles......£2,899 rare colour.................................................. £2,250

BRAND BRAND
NEW NEW
2020 2020

2020 ROYAL ENFIELD CONTINENTAL GT 650. 2020 ROYAL ENFIELD TRIALS. Fantastic brand 1998 SUZUKI GSX750. Fantastic original condition, 1988 KAWASAKI GPX. Just stunning, new 1998 DUCATI ST2 950. Very low miles, lots of history
Brand new chrome interceptor ................... £6,195 new bike................................................£4,495 very low mileage, only 2 owners................. £1,950 paint, great panel fit...............................£2,599 .......................................................................£2,995

1976 YAMAHA FS1. JUST STUNNING. 1987 SUZUKI DR125. Just fantastic 1967 ROYAL ENFIELD 500. Diesel, Stunning
Full nut and bolt restoration. All correct restored bike. Full nut and bolt restoration. and restored as new. Very rare, large tank
matching numbers. Original owners hand very rare now. And collectable. Rides and 130 mpg. Just fill up once a year!! Lots
book two original keys. With only three perfect. We have the V55c and all moted of history matching numbers all correct.
owners from 1976. A UK bike. Must be seen ....................................................... £3,250 PX welcome, finance available. Delivery
in our show room............................. £5,995 anywhere in the UK. ....................... £4,950

2007 MV AGUSTA F4. 1000cc Just 2000 MV AGUSTA F4 750. Very collectable 1962 BSA A7. Original reg. All matching numbers.
stunning this bike ticks all the boxes! Only bike. Low miles. Just had full service. Underwent extensive restoration in 2015 including
one former keeper, FSH. All books and keys, History and spare key. No marks or damage. powder coated frame, etc and engine rebuild.
all standard as it came from the factory. See more photos on website, looks like its Recently had complete re-wire/new loom, dynamo
Only 2700 miles Perfect condition see more doing 100mph standing still! All standard service and 12 conversion. Very nice condition
photos on website.......................... £11,500 bar the blue flame exhaust .............. £9,650 throughout, runs and drives superb.............. £5,950
 AUDLEY END Cosmo Classic
CLASSICS Motorcycles Ltd
Sales, Restoration, Servicing, MOT BSA B40 WD, green, ride or restore, good condition, 1967 ...................................... £2995
BSA A10 GOLDEN FLASH PLUNGER, gold, good condition, 1953 ........................ £4500
BSA M20 WD, genuine WD, green, superb, 1944 ..................................................... £6995
WE CAN DO IT ALL! BSA A65 THUNDERBOLT, black/chrome, UK spec, VGC, 1969 .............................. £3995
COVENTRY EAGLE FLYING 8 E130, unrestored and lovely, 1929 ........................ £99995
DUCATI 250 MK3 DESMO REPLICA, yellow, restored, superb, 1974...................... £7995
DUCATI PAUL SMART 1000 LE, silver, low miles, superb, 2005 ........................... £17500
DUCATI 750 SPORT ROUNDCASE, yellow, restored, superb, 1974...................... £39995
HARLEY DAVIDSON FAT BOY GREY GHOST, grey, superb, 1990....................... £14995
HARLEY DAVIDSON XLCR 1000, factory cafe racer, black, superb, 1977 ............ £14995
INDIAN SCOUT 741B BOBBER, blue/white, restored, superb, 1941 ..................... £14995
KAWASAKI KLR 250 ENDURO, white, UK bike, VGC, 1987 ................................... £1995
LAMBRETTA SX150 INNOCENTI, grey, extremely original, 1968 ............................ £5995
LAMBRETTA SX150 INNOCENTI, apple green, fully restored, superb, 1968 .......... £7995
SUZUKI GT750 GILERA 124 5/V LAMBRETTA GP150 INNOCENTI, white/blue, restored, superb, 1971 .................... £7995
LAVERDA JOTA 180 SERIES 2, orange/silver, restored, superb, 1981.................. £17500
MATCHLESS G3LS AFS, green, very original, good condition, 1955 ....................... £3500
NORTON COMMANDO 850 MK2A JPN, factory cafe racer, 1975 ......................... £12500
SHELL GAS/FUEL PUMP, UHG\HOORZUHVWRUHGVXSHUEFLUFD·V ....................... £3995
TRIUMPH DAYTONA T100R, blue/white, unrestored, VGC, 1976 ............................ £6995
TRIUMPH TROPHY T100C, US import, green, low miles, superb, 1971 .................. £7995
TRIUMPH BONNEVILLE T120, US spec, red/silver, restored, superb, 1970............ £9995
TRIUMPH TROPHY TR6SR, US spec, gold/silver, restored, superb, 1965............. £12500
TRIUMPH BONNEVILLE T140ES EXECUTIVE, red, superb, 1980 ......................... £7995
TRIUMPH BONNEVILLE TSX, US spec, black, superb, 1983 .................................. £8995
TRIUMPH BONNEVILLE TSS, UK spec, black, superb, 1983 .................................. £8995
VINCENT RAPIDE 1000cc, black, all matching, older restoration, 1953................. £49995
VINCENT RAPIDE 1000cc, all matching, restored, superb, 1950 ........................... £54995
MOTO GUZZI V7 GT YAMAHA TX500 VINCENT BLACK SHADOW, 1000cc, all matching, restored, superb, 1954 .......... £94995
Closed Saturday during Winter months YAMAHA XT500, VLOYHUEODFN8.ELNHPDWFKLQJ1R·VVFUXII\ ....................... £3500
Mon – Fri 9am to 5pm | – Appointments available by request – YAMAHA XT500, ZKLWHUHGPDWFKLQJ1R·VXQUHVWRUHG VXSHUE................... £6995
YAMAHA FS1E DX, \HOORZ8.ELNHPDWFKLQJ1R·VUHVWRUHGVXSHUE ........... £4995

CALL US NOW 01799 542323 YAMAHA FS1E SS 50, JROG8.ELNHPDWFKLQJ1R·VVXSHUE ........................ £6500
YAMAHA RD350 LC MK1 WULF, blue/white, German import, vgc, 1980 ................. £7500

www.audleyendclassics.co.uk Tel: 01424 437719 HASTINGS, E. Sussex

Email: audleyendclassics@gmail.com
www.cosmoclassic.co.uk

Mereworth, Kent 01622 814140 Viewing by appointment

1939 Brough Superior 1932 Brough Superior 2018 Brough SS100 1939 AJS Model A2 1951 Vincent Black 1949 Vincent Rapide 1951 Vincent Rapide
SS80 £67,495 5-15 £49,995 ex Demo £49,995 £35,995 Shadow £74,995 £64,995 £59,995

1982 Ducati 900SS 1998 Ducati 916 SPS 1956 BSA RGS Replica 1955 BSA RGS Replica 1948 BSA B32 Comp. 1971 BSA Thunderbolt 1972 Triumph T100R
£27,995 £14,995 £9,995 £11,495 Trials £7,995 £6,495 £5,995

1967 Triumph T120R 1973 Triumph T150V 1974 Norton Commando 1972 Norton Commando 1970 Norton Commando 1929 Norton Model 18 1954 Norton Dominator
Bonneville £11,495 Trident £8,495 850 Inter £8,995 750 Inter £8,495 750S £8,495 £27,995 Model 7 £6,749

We urgently
need your
1971 BMW R60/5 1948 Harley WL 1961 Harley FL bike! 2003 Harley-Davidson
£5,495 £15,495 DuoGlide £16,995 XL1200S £9,995 New Brough Superior’s available from Stock !

Consignment Sales Undertaken

Anthony Godin
Tel. 01622 814140 / 07769 970559 www.anthonygodin.co.uk
 BIKES FOR SALE
AJS 31 650CC 1960 Bike in good
condition, owned by me for 19
years £4300 TEL: 07808 83931
NORTHAMPTONSHIRE

ARIEL SQUARE FOUR 1954

MK2, completely rebuilt to mint
condition with recommended
owners club upgrades, too much
to list £12000 TEL: 01873 811670
WALES

BSA B31 350CC 1956 Bike has

been laid up for over a year, will
require recommisioned, V5 in my
name £3200 TEL: 07917 021713
EDINBURGH

BSA BANTAM MAJOR 1955

150cc, grey and cream plunger
model, old buff log book, V5C, on
SORN, in running order,
everything works as it should,
could deliver at cost £2250 TEL:
01268 735135 ESSEX

FRANCIS BARNET CRUISER 80

1960 Green/white wheels just
respoked stainless spokes, new
tyres and tubes just restored nice
genuine bike £1650 TEL: 07902
419183 CAMBS

HONDA CB250 1970 Model K1

red/white tank, engine ok, has
stood in dry garage for 12
months, so may need carb clean,
new tyres £3500 OVNO TEL:
01702 294289 SOUTHEND ON
SEA

HONDA DREAM 50CC Rare

limited edition collectors item,
1997 but brand new,
unregistered part of a private
collection, this fabulous machine
mimics the 1962 works, OHC
racers £6300 ONO TEL: 01522
703687 LINCOLN

HONDA HORNET 900 2003

FAIRING Please call £25 TEL:
07543 990532 MID GLAMORGAN

HONDA SS50 1969 Great

condition, runs very well, lots of
money spent, great little clasic
bike £2995 TEL: 07909 953124
BERKS

HONDA VF750F 1984 Painted

frame, new tyres, excellent
bodywork, tank etc, 1 owner
from new, 15000 miles, v5
present, all there £595 ONO TEL:
01513 428838 WIRRAL

HONDA VT500E 1985 Two

bikes, both C reg, new oil and
filters, very underrated shaft
drive, no garage so needs
finishing off for MoT £1000 TEL:
07845 241548 EAST SUSSEX

JAMES CADET 1957 Restoration

project, dissasembled, frame
repaired, but no time to finish, all
major parts there, engine turns
on the kick starter, gears engage,
V5 present £799 ONO TEL: 01206
210654/07483 264655 ESSEX

KAWASAKI Z900 A4 Fantastic

bike in very nice condition, Must
be seen, manufactured in 1976,
more details and photos at
www.barnfieldsclassics.co.uk
£9,989 TEL: 07970 007775 ESSEX
(T)
MATCHLESS G3LS 1957 Very
nice condition, matching engine
frame gearbox, numbers
certificate of authenticity from
owners club, many new parts
£3600 TEL: 07738 265351 GLOS
 




Jacksons of Knebworth
Sales, Service & Repairs of all

 
classic, vintage & veteran motorcycles



AJS 650 MODEL 31 1959 superb......... £6995 ROYAL ENFIELD 350 DELUXE 1999 many
ARIEL ARROW Choice of two from ....... £3495 upgrades Excellent condition ................ £2750
BSA BANTAM B175 Nice condition 1970 ROYAL ENFIELD 500 TRIALS 2001 Nice

   ............................................................. £2595 condition 21” front wheel...................... £2995
%#
1
*73+














-21'000 
7501
*71+







-12'750 ROYAL ENFIELD 500 ELECTRA X 2006 2000
CYCLEMASTER WHEEL 32cc restored in a miles only, E/Start, 5-speed R/H gear change
%#
1
*72+














-20'000 
500
 $"
*75+



-10'500 period Elswick gent bicycle ................... £1295 ............................................................. £2750

1000
*80+





-13'500 %#
&6503
*79+ -7'350 FRANCIS BARNETT FALCON 70 197cc £2495 ROYAL ENFIELD MODEL G 1947 Part restored

"

*92+
-8'500 %#
&6501
*77+





-6'500 HONDA C50L 1983 Rare fully automatic project .................................................. £2750
900
!
*80+ -8'500 %#
&6502
*78+





-6'250 model only 350 miles from new good original SCOTT FLYING SQUIRREL 1957 BIRMINGHAM
$&$
1000
*80+








-7'800 
550
*80+












-6'800 condition............................................... £1595 MODEL, Excellent condition .................. £8995
$&$
1000
*78+(











-7'800 $&$
750*78+
-6'500 HUMBER LADIES BICYCLE 1928 ........... £295 SUNBEAM S8 1949 original reg/matching no’s
............................................................ £6250
%#
1100


*81+(




-7'000 
550
*77+












-5'850 MOTOBECANE X1 50CC 1974 rare & unusual
folding moped........................................ SOLD TRIUMPH 3TA 1966 Immaculate (not bathtub)
 900 *81+( -6'500 
350
*73+ -5'000 ............................................................ £5250

2505
*74+










-3'950 RALEIGH LADIES BICYCLE 1935 ........... £450 TRIUMPH TIGER CUB 1964 Very nice condition

 ROYAL ENFIELD XR500 CAFERACER 2006

500
*85+(




-18'950 $&$
750
*84+








-3'250 ............................................................. £3895
very rare, one of only two in black ........ £3750 TROJAN MINIMOTOR on Gents Raleigh bicycle
$&$
750

*72+











-13'000  
ROYAL ENFIELD XS500 ELECTRA 2007 E/ ............................................................. £1295
$&$
750
*74+









-11'000 %# 750 $" *85+ -14'500 Start, 5-Speed, Rare model .................. £3795 VESPA 125 1962 Restored ................... £3995
%#
 500
1
*74+



-9'250 $&$ 85 *83+

-9'900 All classic bikes wanted
$&$
50
)
50
*76+ -4'500  
650 $" *83+


-5'000 good/bad or ugly!
Restored or original,
  
  
   

incomplete/unfinished
projects, what have you?


     

UK Collection & Delivery
service available
  
 




 
Find us on Facebook - Jacksons classic bikes
124 London Road, Knebworth, Herts SG3 6EY
01438 812928 harvey-jackson@btconnect.com

WE SELL CLASSIC BIKES

Call 07932 577377 • www.wesellclassicbikes.co.uk

1966 Velocette Thruxton Fully Restored . . .£25950 1938 Rudge Rapide 250 Restored . . . . . . . . . £7950 1955 Ariel Cyclone 650cc Restored . . . . . . . .£5950 1969 Triumph Bonneville Matching . . . . . . . . £7350 1965 Triumphs Mountain Cub Rare! . . . . . . . . £4950

1961 Triumph Bonneville Rep Restored . . . . .£9950 1956 Ariel Huntmaster 650cc Restored . . . . .£5500 1977 Triumph T140 Bonneville 750cc. . . . . . .£5950 1958 Velocette Venom Thruxton Rep . . . . . . £10950 1962 Royal Enfield Meteor 750cc . . . . . . . . . . £4950

1956 Triumph T110 650cc Matching. . . . . . . . £7950 1973 Triumph TR6R 650cc Matching . . . . . . .£4450 1961 Panther M120 650cc Very Original . . . .£6600 1972 Norton Commando 750 Electric Start . .£8950 1956 BSA Rocket Gold Star Replica 650cc . . £10950

1999 Ducati 996 Excellent Original Example .£6950 1955 BSA DBD34 Gold Star Replica . . . . . . . £12950 1961 BSA DBD34 Gold Star Original . . . . . .£22950 1960 BSA Super Rocket Excellent ! . . . . . . . . .£8450 1975 Norton Commando Cafe Racer. . . . . . . .£8450

1938 Pre War Triumph Speedtwin 500cc . . .£26950 1939 Pre War Triumph T100 500cc . . . . . . .£26950 1971 BSA A65 Lightning 650cc. . . . . . . . . . . .£5950 1974 Norton Commando 850cc Matching. . . .£8650 1977 Honda CB400 Four . . . . . . . . . . . . . . . .£4450

Go To Our Site For More Classic Motorcycles For Sale

Payment By Bitcoin Accepted. Part Exchange your WATCH, SHOTGUN, GOLD OR JEWELLERY ???
World Wide Shipping Easily Organised! Email Us With Your Address For A Quote. info@wesellclassicbikes.co.uk
 BIKES FOR SALE
MATCHLESS G9 1959 Total
rebuild from ground up engine
and frame matching only dry
miles black and chrome, club
verified £4000 ONO TEL: 01376
321217 ESSEX

MORINI 350 SPORT The icon,

utterly immaculate, everything
restored/renewed/rewired,
seamed Lafranconis, new avon
RoadRiders, Lucas Rita, pristine
crowd stopper, needs nothing
£7000 TEL: 07788 442155 BATH

MOTO MORINI STRADA 1983

Bike is in lovely condition, runs
really well, no faults, electric start
£3800 TEL: 01427 788167 LINCS

ROYAL ENFIELD 350 Model G, 1

owner, buff log books and
history £2850 TEL: 07932 647250
ESSEX

ROYAL ENFIELD BULLET 350CC

1954 Redditch built maroon
paintwork, period alloy rims,
excellent chrome twin, front
brake previous long term
ownership, original restoration,
green logbook and V5C ready to
ride £3500 TEL: 01723 372219
SCARBOROUGH

ROYAL ENFIELD
CONSTELLATION 1961
Unrestored, good clean example,
lots of work done, phone for
details £5750 ONO TEL: 07954
715620 ESSEX

ROYAL ENFIELD CRUSADER

1963 Consider part exchange for
any Triumph twin, basket case
cash either way £3000 ONO TEL:
01789 266671 COVENTRY

TRIUMPH 3TA 1962 Clean

original bike, all matching
numbers, original logbook and
V5, great runner, new pipes and
silencers £3450 TEL: 07932
094979

TRIUMPH 65 THUNDERBIRD
1955 Polymatic blue, matching
numbers, 12 volts, unleaded,
head restored to showroom
condition, not been ridden since
restoration in 2019 £10495 TEL:
01424 272283 SUSSEX

TRIUMPH BONNEVILLE T120

1970 Matching numbers, new
TT100 tyres, MoT run very good
original bike £11499 TEL: 07833
392297 NOTTINGHAM

TRIUMPH T10C 1963 Please call

£1000 TEL: 01933 355796

TRIUMPH T110 1961 Original, v

good cond, kingfisher blue/silver
bathtub model, lovely ex
showbike £10750 TEL: 07932
647250

YAMAHA FJ1200 1991 BRAKE

CALLIPERS Please call £50 TEL:
07543 990532 MID GLAMORGAN

YAMAHA RD400C FROM 1976

New paint to petrol tank and side
covers. This bike starts and runs
great project. More details and
photos at
www.barnfieldsclassics.co.uk
£3,950 TEL: 07970 007775 ESSEX
(T)

YAMAHA TX 250 1977 Twin

shock engine rebuild, electronic
ignition, new shocks, rechromed
forks, silencer, footrest, levers,
cables, lighting kit, registered,
ready for trials trail £1995 TEL:
01283 509381 STAFFORDSHIRE
 An y Est. 1972 Tier nan
1937 AJS 2A 990cc V-twin long term ownership both books......... £28,000
1953 AMBASSADOR EMBASSY 197cc lovely low mileage .............£3,500
1961 ARIEL LEADER 250cc presentable ........................................£2,650
1954/1955 ARIEL NH 350cc choice of 3 ....................£3,250/£5,500
1958 ARIEL VH 500cc late model.................................................£5,350
1952 BOWN Auto Roadster 98cc made in Tonypandy ...................£3,000
1953 BOWN Standard 98cc rare Welsh leightweight ....................£4,000
1954 BOWN TT 122cc Andy's favourite.............................HELD £5,000
1918 BOWN 343cc rare one.........................................................£7,50
1965 BSA Bantam D7 175cc, tidy lightweight ...............................£1,750
1936 BSA B2 250cc OHV lovely prewar model .............................£6,000
1954 BSA C10L 250cc pretty machine .........................................£3,250
1947 BSA C10 250cc early postwar model ..................................£3,650
1947/58 BSA B31 350cc choice of 2 .........................£4,150/£3,750
1951 MATCHLESS G9 500cc Clubman twin gleaming....................£5,750
1958 MOTO GUZZI Falcone 500cc, stunning in red ..REDUCED £10,500
1956/57 NEW HUDSON 98cc autocyce, choice of 3 ...................£1,000
1946/51 NIMBUS C 750cc choice of 2 .................................... £10,000
1955/61 NORTON ES2 500cc choice of 2 .................£6,650/£6,750
1955 PANTHER 100 600cc sought after telerigid ...........................£9,250
1954 PANTHER 100 600cc telerigid bike shop's hack ....................£6,850
1959 PANTHER 120 650cc nice big pussy....................................£7,000
1957 RATIER L7/8 750cc boxer ex French police...........................£7,000 Will & Tom’s family business specialising
1940 ROYAL ENFIELD K 1140cc one of the last made ................. £27,500 in Classic 70’s Super Bikes, especially
1938 RUDGE RAPID 250cc smart full history .................................£8,750
1950 SCOTT SQUIRREL 596cc last of the Yorkshire Scotts ...............£8,000
Z1 900 Kawasakis. Established 1983.
1965 SCOTT 596cc nice Birmingham model ................................£8,650 BUYING or SELLING see our website
1955 TRIUMPH TERRIER 150cc lovely oily rag ...............................£3,650

www.classicbikes.co.uk
1928 BSA S28 500cc fine vintage ...............................................£9,850
1932 BSA W6 500cc smart local machine ....................................£8,000 1956/59/60 TRIUMPH TIGER CUB 200cc choice of 3 £4,350/£4,000/£3,000
1944 BSA WM20 500cc old war horse!.......................................£7,500 1939 TRIUMPH T80 350cc sporty bike .........................................£7,750
1948 BSA A7 500cc early long stroke ..........................................£6,500 1948 TRIUMPH 3T 350cc early model ........................ REDUCED£5,850 or give us a call.
1937 BSA G14 V-twin 1000cc tidy and presentable .................... £18,750 1964 TRIUMPH 3TA 350cc charming middleweight ........................£4,000
1920 FAVOR 250cc unusual flat tanker ........................................£3,250 1928 TRIUMPH N 500cc sound flat tanker ....................................£8,150 Around 50 bikes in stock. SIMILAR BIKES WANTED!
1937 FEDERATION 250cc nice JAP engine ...................................£5,150 1954 TRIUMPH T100 500cc matching numbers .............................£8,250
1929 TRIUMPH NSD 550cc beautiful bike.....................................£7,650
KAWASAKI 67 CL77, silver £5995
1937 FRANCIS BARNETT 250cc cruiser smart twin .......................£4,750
1962 FRANCIS BARNETT 89 250cc twin smart cruiser ...................£3,850 1977 TRIUMPH T160 750cc nice electric start machine ..................£9,500 Z1-Z900 SPECIALISTS for 35+years. 75 CB750K2, red, restored, superb £13995
1929 GRIFFON G505S 350cc interesting vintage OHV .................£6,850 1966/67 VELOCETTE LE 200cc choice of 2 .................£2,000/£2,250 Stock is constantly changing with usually 5 to 10 75 CB750K5, red £8995 SOLD
1957 MATCHLESS G80S 500cc smart riders bike ..........................£4,500 1947 VELOCETTE MAC 350cc older restoration ............................£5,650 bikes available between £6000 and £17000+ 80 CX500, blue £1795
See website for current list. Email: andybuysbikes@hotmail.com and fully rebuilt to order. YAMAHA
www.andybuysbikes.com GOOD PRICES PAID 72 Z1 900, candy brown/orange £POA 77 TY250 white, none runner £995 SOLD
Old Railway Station, Station Road, Framlingham, Woodbridge, Suffolk IP13 9EE. 73 Z1A 900, candy brown/orange £18995 77 XS500 black, restored £4995
TEL: (01728) 724321. MOB: 07802 896114 73 Z1A 900, being fully rebuilt
75 Z1B 900, candy blue
£POA
£13995
99 R1 1000 blue superb £6995
SUZUKI
75 Z1B 900, candy blue £16995 81 GS750L red £2995
76 Z900 diamond green £6995 SOLD

ITALIAN MOTORCYCLE SPECIALIST

75 Z900 diamond green £17995 JAGUARs & Other Classic Cars in stock include;
75 Z1000A1 Sky blue £11995 XK120 140 & 150, E Type, XJR, Healey 3000,
78 Z1000 Ltd Green £3995 Volvo 121 see our website or phone..
77 Z650B2 red £5995 SIMILAR BIKES & CARS WANTED!
78 Z650B3 green £5995 DELIVERY SERVICE AVAILABLE GLOBALLY

BIKE Ducati
79 Z650F1 blue
75 H2C750, purple
76 KH400A4, purple
£5995
£15995
£5995 SOLD
OF THE 900ss, 82 KH250B4, lime green £5995
1980 83 Z1000R white, UK bike
84 GPZ1100 A2 silver
£8995
£3995
MONTH 03 W650 green, superb £4595
HONDA
65 CB77, black £5995 SOLD
BUYING or SELLING? Our website is updated daily with photos and details of all our stock,
“Machine of the Month”, Links and Information. We are only “a click” away!”
Visit us and See all our bikes at: www.classicbikes.co.uk
Laverda 750SF, 1972 Aermacchi 250, 1961 Gilera Saturno 500, 1954
Moto Guzzi Airone Sport, 1956 Ducati Sport 1000S, 2007 Laverda Jota, 1977
Classic Bikes Ltd
Moto Guzzi 500 GTS, 1937 Ducati MHR, 1983 Nr. Market Drayton
MV Agusta 350GT, 1979 Ducati 500 Pantah, 1980 Ducati 860 GTS, 1976 STAFFORDSHIRE
(20 minutes M6 J14 & J15)
MV Agusta 350B, 1974 Ghezzi-Brian SuperTwin, 2002 More Stock Online... OPEN BY APPOINTMENT ONLY PLEASE:

The Garage, West Chiltington, West Sussex RH20 2QR Tel: +44 (0)1630 657156 10am to 5pm WEDNESDAY to FRIDAY
& 10am to 1pm SATURDAY

01798 813260 www.dimarino.co.uk www.classicbikes.co.uk PHONE or email for DIRECTIONS & APPOINTMENT
PLEASE. Tel. +44 (01630) 657156

Unit 8c, Stowmarket Business Park,

Ernest Nunn Road,
Stowmarket, Suffolk IP14 2ED

Tel: 01449 612900

Please call first if travelling any distance.

Ducati Desmosedici RR, MV Agusta Magni 862 MV Agusta 500/4 Replica, Ducati GP03 Ducati 750GT 1975, Ducati 900SS 1980,
One owner UK bike beautiful amazing Ex Troy Bayliss fully restored by us V nice
£57,995 £78,995 £179,995 POA £36,000 £25,000

Bimota SB2, restored and Laverda SFC replica, triple Ducati 750 sport 1974, Moto Guzzi V7 sport, Ducati 750 Ducati 750SS Replica,
stunning discs, long tank, excellent V good restored and absolutely Fully restored by us complete new build by us
£37,950 £13,950 £35,950 lovely £14,950 £54,950 £45,000
Aprilia 6.5 Starck, low miles V good ...........£4,500 Ducati MHR 900 1982, lovely....................£14,950 Moto Guzzi 500GTS, stunning..................£15,900
Aprilia 6.5 Starck, orange and lovely ..........£3,950 HRD Vincent Rapide 1948, V good ..........£49,000 Moto Guzzi Centauro, 640 miles from new
Bimota DB4, low miles V good .................... £7,500 Magni MV Agusta 861, stunning............. £110,000 ...................................................................... £7,950
Bimota YB10, new..................................... £11,000 Mondial Piega, New ..................................£18,000 Moto Morini 350 K2, Very good..................£3,450
BMW R80GS 1997, Good........................... £8,500 MV 750 America ....................................... £65,000
Moto Guzzi Le Mans 1, V good ................£13,950
Ducati 900SS 1975, excellent. ................. £38,950
Moto Guzzi 750S, restored beautiful and V rare MV 750 F4 2001, low miles original and stunning
Ducati 900SS 1981, wire wheels, lovely ....£19,950 ....................................................................£15,950 ......................................................................£9,950

Open: 8.30am-5pm Wednesday-Saturday. Italian Bikes always wanted any condition. Try Us.

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

AUTOJUMBLE
BMW R SERIES LEG SHIELDS
1970S Very rare attatch to
frame, white, good condition, not
seen any like these advertised,
plus postage £195 TEL: 07814
866098 CORNWALL

BMW R SERIES LEG SHIELDS

1970S Very rare, attatch to
frame, white, good condition, not
seen any like these advertised,
plus postage at cost £195 TEL:
07814 866098 CORNWALL

BMW R1150 GS 2002 Non

runner, 151, 600 miles, one
owner, full history, 2017 spares/
repair £500 TEL: 02380 841371
SOUTHAMPTON

CLOTHING Helmet Medium,

jacket medium, trousers 32",
boots 7, gloves medium, £100
TEL: 07949 642830 CREWE

MOTORCYCLE CLOTHING
Helmet m £20, jacket m £45,
trousers 32 £15, gloves m £10,
£80 for all TEL: 07949 642830

MOTORCYCLE SPORT
MAGAZINES Every issue from
Nov 1980 to Oct 2015, 3-5 years
of motorcycling history, £50
buyer collects TEL: 01494
715162 BUCKS

REGISTRATION NUMBER V46

JDL On retention £750 TEL:
01983 821000 ISLE OF WIGHT

TRIUMPH BONNEVILLE
INJECTORS Good condition,
2003, posted £60 TEL: 01964
624639
 WANTED
CLASSIC JAPANESE
WEBUYALL
MOTORCYCLES
Collection arranged
BIKES.24/7
Please call Stuart on
07775 678975 (Whatsapp)
Cash on collection possible
Email: stuartringer@gmail.com

TONY HAYWARD
NEW SPARES FOR TRIUMPH TWIN AND TRIPLES TOP PRICES
FREE PICK UP
AND PERFORMANCE PARTS:
PRICES FOR PRIMARY BELT KITS START
AT £205+VAT = £240
Tony Hayward, 0207 1751414
28 Kelsterton Road, (Dept C.B.), Call free on Mobile - Landline
Connah’s Quay,
Deeside, Clwyd, 0800 8321515
Nr Chester CH5 4 BJ.
Tel/Fax: 01244 830776 webuyallbikes@mail.com

BMW R90S 1976 .......................£8,950 ,

01252 625444
Ducati MHR900 1980 ........... £17,950 Triumph TRW 500 1964 ..........£6,950

BMW R69S 1962 .................... £17,950 Triumph Tiger 100 1948 ....... £12,750 Triumph Tiger 650 1969 ..........£8,750 Honda CB77 1966 ....................£5,950

ClassicSuperBikes
 AUTOJUMBLE

TRIUMPH TIGER CUB 1961

Distributor type 90% complete
no documents, ideal project,
bargain £495 ONVO TEL: 07944
235929 PETERBOROUGH

VARIOUS Triumph speed twin

5T oil tank, rigid model stamped
1946, new old stock its superb,
£450 wanted pie crust T100 front
hub wheel for rigid 1954-6 TEL:
07396 27035 BRIGHTON

VARIOUS Four Y amal mk2

concrete quickly detatchable float
chamber kits, part number,
2622/195, new unopened
wrappers, £60 ono TEL: 01225
832895 BATH

VARIOUS Triumph T120 TR6

1960/61, Duplex 19" front wheel
NOS dunlop alloy rim & tyre
£595, Duplex 19" front wheel
NOS dunlop alloy rim and tyre
£695 TEL: 01355 222344
SCOTLAND

VARIOUS Ladies leather/suede

jacket, small v good cond £25,
USAF cammo jackets, slacks,
shirts, badges etc swap for d
lewis zipper gloves motorway
boots s10, jackets lighning and
belstaf trailmaster s38-40 TEL:
01277 200530 ESSEX

VARIOUS Vincent & MV, race &

classic books, mags, MPH's,
badges, club articles, tests etc,
dvd's, race videos, 750s mini
champ, sell/swap for anything
lambo, car mags TEL: 01277
200530 ESSEX

VARIOUS Rev counter timing

cover E1467 £285, Pair duplex
fork yokes H1283 - H1287 £260,
Chronometric speedo SE5301/19
and rev counter £395 TEL:
01355 222344 SCOTLAND

YAMAHA FJ1200 1991

DOWNPIPES Please call £30 TEL:
07543 990532 MID GLAMORGAN

BIKES WANTED
ANY CLASSIC MOTORCYCLE In
any condition from a basket case
to one in nice condition, cash
waiting TEL: 07811 189755
TAMWORTH

ANY CLASSIC MOTORCYCLE

WANTED By keen mature buyer,
top price paid, anything, wrecks
to mint bikes TEL: 01513 742466
HALSALL

ANY MAKE OR SIZE CLASSIC

MOTORYCYCLE In any condition
from a basket case to one in nice
condition, cash waiting TEL:
07811 189755 STAFFORDSHIRE
 SELL YOUR MOTORCYCLE AT THE
CLASSIC TT AUCTION

BSA Gold Star Suzuki Harris Barton

Auctioneers & Valuers

To enter a vintage, classic or race motorcycle contact Matthew Whitney at our salerooms
01935 812277 or email bikes@charterhouse-auction.com

Chaterhouse Auctioneers, The Long Street Salerooms, Sherborne, Dorset DT9 3BS
01933 812277 www.classictt-auction.com

Auctioneers & Valuers

1 of 2 MV Agusta Americaís Indian Scout Hill Climb

Classic & Vintage Motorbike Auction Wednesday 6th May
at The Haynes International Motor Museum BA22 7LH
Further Entries Now Being Accepted
Contact Matthew Whitney (Head of Department) 01935 812277, George Beale 07808 159149,
Phil Morris 07802 655165 & Tony East (Isle of Man) 07624 474074
The Long Street Salerooms Sherborne DT9 3BS ï 01935 812277 ï www.charterhouse-auction.com
 BIKES WANTED BIKES WANTED
ARIEL BSA OR SIMILAR For
restoration project, anything
considered in any condition
single or big twim, older the
better TEL: 07956 296418
DERBYSHIRE

BRITISH BIKE RESOTRATION

PROJECT WANTED Anything
considered, any size or condition,
more of a tinkerer than a rider
now, so open to offers, pay
accordingly, will travel TEL:
07538 696167 LEICESTER

BSA A10/SUPER ROCKET Mint

or part restored, can collect, pay
cash, does not need V5 but must
give receipt TEL: 01613 686958
CHESHIRE

BSA BANTAM WANTED FOR

RESTORATION PROJECT Any
model considered, in any
condition, any spares welcome,
will travel to collect, wil consider
other make lightweight bike/
moped TEL: 07538 696157
LEICESTER

BSA PROJECT BIKE Open to

offers, any model in any
condition, basket case ok TEL:
07932 948153 NOTTINGHAM
BSA/SIMILAR A classic
motorcycle wanted by keen
mature buyer, good price paid
TEL: 01704 331519 LANCASHIRE
CCM WANTED Any age or
condition, parts also considered
TEL: 01529 413579 SLEAFORD
HONDA CB250 K4 Looking for
my old Honda CB250 K4 Reg NBA
493m, I bought new in 1973, do
you own it or know who does
TEL: 07905 866972 MANCHESTER
HONDA CB250M Does anyone
have NBA 493M a maroon Honda
that I bought new in 1973 TEL:
07905 866973 MANCHESTER
HONDA CB450 68-76 Must
have twin leading shoe front
brake TEL: 01935 840818
SOMERSET
HONDA TWIN OR SINGLE
WANTED Runner or restoration
project, any model, 50cc to
500cc from 1960s to 1980s, may
consider other makes will travel,
your price paid TEL: 07538
696167
TRIUMPH TIGER 900 Wanted
for project not worried about
body but wheels, frame and
motor must be good TEL: 07850
831078 HAMPSHIRE
PARTS WANTED
BROCHURES AND SALES
CATALOGUES WANTED For pre-
war motorcycles, Norton,
Triumph, BSA Indian, Harley,
Vincent, Velocetti and other
makes TEL: 01457 872788
DELPH
CLASSIC BIKE PARTS FOR
HARLEY DAVIDSON WD45
WLC WHY, selling Levis brown
leather flying jacket 1970's can
swap TEL: 07863 262603
LONDON
GREEVES TOP TOKE WITH
EXPANDERS For front forks TEL:
01723 863845 NORTH
YORKSHIRE
KAWASAKI ZZR1200 2004
Workshop manual needed,
condition unimportant as long as
complete TEL: 01893 526372
WILTSHIRE

HONDA TWIN/SINGLE WANTED

Runner or restoration project,
PARTS FOR PANTHER MODEL
10 1956 Most needed are front
forks but other parts considered
86% said
any model 50cc to 500cc from
1960s to 1980s, may consider
other makes, will travel, your
TEL: 07767 331809 ABERDEEN

PARTS WANTED FOR MOTO

magazines
price paid TEL: 07538 696167
LEICESTER GUZZI V50 Or complete bike for
restoration TEL: 07552 541258 were
influential
MOPED FROM 1970S Or earlier HERTS
in any condition, British,
Japanese, Italian, French, older ROYAL ENFIELD ENSIAN 51-55
the better, will travel TEL: 07496 AMAL CARBURETTOR AA 223
946326 LEICESTER Please call TEL: 01702 876137
ESSEX
when
MOTORCYCLES WANTED All 2
stroke motorcycles wanted from
1970 to 1999. Any condition
TRIUMPH T595 1998 REAR
SEAT COWL Also rear hugger for
deciding
from spares to fully restored.
More dteails and photos at
www.barnfieldsclassics.co.uk
my T595 TEL: 07850 896280
CLEVELAND what
TEL: 07970 007775 ESSEX (T)

SIDE CAR Any make or style

WANTED motorcycle
considered TEL: 07956 296418
DERBYSHIRE
ANY MAKE OR SIZE CLASSIC
MOTORCYCLE WANTED In any
condition from a basket case to
equipment
SIDE CAR Any make or style
considered TEL: 07956 296418
DERBYSHIRE
one in nice condition, cash
waiting TEL: 07811 189755
STAFFORDSHIRE
to choose
 8QLW$1RUWKÁHHW,QGXVWULDO(VWDWH
Clarke’s Classics
BRITISH & AMERICAN BIKES ALWAYS WANTED

/RZHU5RDG1RUWKÁHHW.HQW'$ 61
&DOO 3KLO QRZ  
(YHQLQJV  
(PDLOLQIR#FODUNHFODVVLFVFRXN

Triumph Trophy Trail ................................. £7500 Velocette Venom....................................... £8500 Triumph Trident T150 restored ............... £11000 T120 1969 .............................................. £10500

BSA A65 ................................................... £5500
BSA A65 1972 ................................................ £4750 Triumph TR6C 1971 Restored ....................... £7750
BSA Rocket Goldie Replica ............................ £9000 Triumph T120 US Spec, 1966 Restored....... £10500
James Captain 1956....................................... £1400 Triumph T120 US Spec, 1967 Restored....... £10500
Matchless G9 1955......................................... £5750 Triumph T120 US Spec, 1968 Restored....... £10500
Norton Commando Fastback 1971 Restored £11000 Triumph T120 US Spec, 1970 Restored....... £10500
Triumph TR6 1967 Restored ........................ £10500 Triumph T120V, 1972 Restored...................... £7750
3OHDVH YLVLW ZZZFODUNHVFODVVLFVFRXN
BRITISH & AMERICAN BIKES ALWAYS WANTED - BRITISH BIKES CAN BE FOUND TO MATCH YOUR REQUIREMENTS - SHIPPING AT COST
Classic Motorcycles; Norton, Triumph, BSA, Harley Davidson and many more. British and American Bikes are our Speciality T120 1972 restored .................................. £7800

Classic Coatings Ltd MOTOR-CYCLE SEAT

“the perfect finish” RENOVATING SERVICE
• Powder Coating Suppliers of new seats for most
• Motorcycle & Automotive
• Diamond cutting British classic bikes
• Alloy Wheel
Refurbishment & Repair
• Vapour & Bead Blasting
Loose covers & foams supplied.
• Tyre Fitting Please phone for details and price list

www.classic-coatings.co.uk R. K. LEIGHTON
Unit 2, Partridge Court, Price Street, Birmingham B4 6JZ. Tel: 0121 359 0514.
Lincolnshire 01476 576087 Email: info@rk-leighton.co.uk www.rk-leighton.co.uk

LEDBURY 01531 631122 www.hjpugh.com

HAZLE MEADOWS AUCTION CENTRE

LEDBURY, HR8 2LP
VINTAGE, CLASSIC & MODERN MOTORCYCLES, MOTORCYCLE PROJECTS
BRITISH SPARES, LITERATURE AND COLLECTABLES
ALSO TO INCLUDE several private collections of motorcycles and spares

$8&7,216$785'$<WK0D\/LYHDQGRQOLQH²DP
9LHZLQJ)ULGD\WK0D\SP
Transport and storage arranged
Accepting entries now. Call us on 01531 631122 www.hjpugh.com
1(: )UHH &DWDORJXH VXEVFULSWLRQ DQG HPDLO VDOH QRWLÀFDWLRQ VHUYLFH
ZZZKMSXJKFRP,I\RXKDYHDVLQJOHLWHPRUZKROHFROOHFWLRQWRVHOOSOHDVHFRQWDFWXV
216,7(35(6$/($'9,&($9$,/$%/(6,1*/(,7(06$1':+2/(&2//(&7,21681'(57$.(1
$//(148,5(675($7(',1&21),'(1&(ZZZKMSXJKFRP
South of England Classic Show & ‘Jumble
10amClassic
Ashford SundMotorcycle
ay 29 MShow
arc&h
10am Easter Monday 6th A
With Dave Degens of Dresda Triton : The Triton Years Made in England • Custom Built Shocks
Five IndoorAtHalls of All-Motorcycle
Ashford Show
Market, Orbita Park, & Bikejumble
Ashfo d, Kent, TN2
South Romney Marsh Bikejumble:
of England Showground, 10am RH17
Ardingly, W Sussex, Sunday
6TL

Ashford
Romney Classic
Marsh Show Show 10am
& Bikejumble: Sunday 28th June
& Bikejumble
at Hamstreet, Near Ashford, Kent, TN26 2H

10am Easter Monday 13 April

Celebrating Weslake! At Ashford Market, Orbital Park, Ashford, Kent TN24 0HB
Romney Marsh Classic Bikejumble:
10am Sunday 17 May with Ride-In Show
Romney Marsh Classic Show & Bikejumble
10am Sunday 21 June www.hagon-shocks.co.uk
At Hamstreet, Near Ashford, Kent, TN26 2JD 020 8502 6222
South of England
Summer Classic Show
AJS & Matchless Owners Club
Get Booked In
Now! Visit
12 July
The Yamaha RD: LC @ 40!
Unit 3, Robinson Way, Kettering,
Northants NN16 8PT
Telephone 01536 511532
www..ellk--pro
omottions.co.uk
k At The South of England Showground
© ELK Promotions 2020 Ardingly, West Sussex RH17 6TL

RomneyMarshClassic Bikejumble with Ride-In Show MONTHLY MAGAZINE

10am Sunday 13 September TECHNICAL HELPLINE
At Hamstreet, Near Ashford, Kent, TN26 2JD PARTS SERVICE
South of England Classic Show & Bikejumble DVLA APPROVED DATING
CLUB FORUM
10am Sunday 25 October RALLIES AND RUNS
Celebrating The Golden Flash : 70 Years of the BSA A10. MEMBERS DISCOUNT SCHEME
Ardingly, West Sussex, RH17 6TL
ELK Promotions, PO Box 85, New Romney, KENT TN28 9BE

01797 344277 www.elk-promotions.co.uk www.jampot.com

A WORLDWIDE VISIT YOUR

REPUTATION FOR DEALER OR
THE QUIETEST, MOST SIMPLY
COMFORTABLE AND RING US
WELL MADE OPEN
FACE MOTORCYCLE
HELMETS AVAILABLE...

60 80, 90, 92, 93v3 94

www.davida-helmets.com
tel 00 44 151 647 2419
Birkenhead, England

THE ONLY MOTORCYCLE HELMET MANUFACTURER IN ENGLAND


Edited by Gez Kane
Interest in the CB750
is accelerating fast
Four for the people
Honda’s seminal superbike might be just the thing to put a spring in your step this month
S
ince the Honda CB750
turned 50 last year,
there’s been an explosion
of interest in what many
feel to be the first true superbike for
the masses. Prices of the coveted,
early ‘sandcast’ models have soared
recently, with a pre-production
example selling for a staggering
£161,000 at an H&H auction in
March 2018. Production sandcasts
regularly change hands for
anywhere between £25,000 and
£35,000 – and the demand from
serious collectors remains high.
But if you want a CB750 to
actually ride, you might be better
off looking for one of the first die-
cast models – the CB750K0. The
crankcases are stronger and some
of the little foibles – yes, even
Honda aren’t immune to them – of
the sandcasts had been addressed
by the time the die-cast K0 hit the
showrooms in 1970.
The CB750 was a huge step
forward for motorcycling in 1969 –
and the four-cylinder engine set a
AUCTIONS
BUYING
SELLING
ANALYSIS
1970 HONDA
CB750 K0
£19,989
new benchmark for performance
and reliability. Horizontally-split
crankcases, a forged, five (plain)
bearing crank, chain drive to an
overhead camshaft, a five-speed
gearbox and a top speed over
120mph set the bar high for the
competition. So too, did the disc
brake, effective electric starter and
indicators, while the four exhaust
pipes and silences let the world
know the CB750 was a four.
The bike was a hit from the off
and development was limited to
121
 BUYING & SELLING

fairly minor upgrades throughout LEFT: This bike has

the production life of the K-series been treated to a
models. The 1975 F1, with its restoration which
four-into-one exhaust and total
was completed in
restyle, was the first major
change, while the 1977 F2 got a December 2019
very welcome second disc at the
front and slightly hotter cam to
restore some of the performance
that had leeched out of the K-series
bikes over the years due to noise
and emission regulations.
But it’s the early K models that
are most desirable – so if you can’t
quite stretch to a sandcast, an early
K0 with die-cast cases might be the
answer. And K0s don’t get much
better than this superb, totally
restored 1970 bike being offered for

‘THE CB750
WAS A HUGE
STEP FORWARD’
a quirky £19,989 by west London
classic specialists, Motorcycles
Unlimited. Everything about the LEFT: Yamiya
bike is top drawer. Genuine Honda reproduction seat
parts have been used wherever was a £600 touch
possible, the exhaust is a quality
Japanese-made replica system,
while the seat is a £600 Yamiya
reproduction. No expense has been
spared and you can see most of the
specification on the Motorcycles
Unlimited website.
Not the cheapest, maybe. But
certainly this looks like one of the FAR LEFT: It’s
best early die-cast K0 models period-correct,
currently on the market. right down to the
• motorcyclesunlimited.co.uk front brake pads

In the market for a CB750?

The range isn’t just all about the sandcast and K0 models. Perhaps one of these would suit you better

1977 Honda CB750F2
£5995
The final incarnation of the sohc
Honda CB – and the fastest. Low
mileage and in excellent (and
largely original) condition.
idealmotorcycles.co.uk
1969 Honda CB750 sandcast
£25,000
If you must have the original, this
superb sandcast model is
unrestored and was last used
on the road in 1984.
classicbikeimports.co.uk
1981 Honda CB750 Phil
Read Replica
£14,995
Produced to celebrate Read’s
1977 F1 TT win for Honda. One of
around 200 ‘genuine replicas’.
idealmotorcycles.co.uk
1977 Honda CB750A
£6999
This automatic model is a US
import in amazing, original
condition. Can’t be bothered to
change gear? This one’s for you.
motorbikes4all.com

122

RARITY
1975 TRIUMPH
X75 HURRICANE
Triumph’s inspired cruiser
has to be the best factory
custom ever produced
FOR SALE
£23,995
BSA/Triumph certainly got it right
when they commissioned Craig
Vetter to undertake a cosmetic
makeover of the Rocket 3/Trident
platform in 1972. Intended
primarily for the US market, the
result was a mobile work of art.
Vetter’s inspired use of what
looks like one-piece fibreglass
bodywork (although it actually
comprises of two pieces) concealing
a steel fuel tank was complemented
by extended forks and a gorgeous
stack of three silencers on the off-
side of the bike. The orange and
yellow paint scheme is a
masterpiece, too.
Produced for just two years (1972
and 1973) before the ever-tightening
US emission legislation killed it off,
the X75 – which is essentially a
Rocket 3 with Triumph decals stuck
on it – is one of the rarest and most
sought-after variants of the BSA/
Triumph triple. A total of less than
1200 were manufactured, of which
under 40 were actually sold on the
UK market.
This lovely example is an
American import that has
subsequently been registered in the
UK. The bike comes with its
original US sales invoice from
Muscle Shoals (home of the famous
Fame and Muscle Shoals Sound
Studios) in Alabama. How cool is
that? In superb condition, it’s
currently being offered for sale by
Pembrokeshire Classics with a price
tag of £23,995.
• pembrokeshireclassics.com
DEALER
EXPERT
CHRIS BUNCE
Classic Super bikes
‘Before becoming one myself,
I was wary of dealers’
I
’ve bought and sold things all reputation is hard to build, but easily lost.
my life and it doesn’t get any Reputable dealers will use their experience
easier. When I was a kid it, was to buy the best bikes and avoid the problem
motorcycles for fun. Then I machines, paying a little more if necessary
worked selling motorcycle clothing and to avoid the time and expense of fixing
accessories. And, for the last 14 years it’s those problems later. Some dealers will buy
been motorcycles again; seriously this time low and sell high, without putting any effort
although I don’t feel the pressure of most into evaluating the quality of the machine or
professional sales jobs. I like to take the taking responsibility for fixing problems.
view that classic motorcycles find their The difference between these two
new homes with very little input from me. approaches is important and can only be
Some of the lessons learned buying and truly learned by experience, which is why
selling over so many years might be worth good dealers enjoy repeat business from
sharing with those readers who might be regular customers. Regular customers
wary of dealers, although the internet has offer good bikes, honestly described at fair
turned most of us into dealers now. Before prices; appreciating that it works both ways.
becoming one myself, I was wary of Over time, the quality of a dealer’s stock
dealers. Why would I buy a bike from reflects this. It shocked me to learn in the
someone who had bought it cheap and start-up phase of Classic Super Bikes that
added a profit at my expense? I was never dealers are considered by others as ‘fair
afraid of buying privately and I took the odd game’ to pass on sub-standard part-exes.
bad buys on the chin. I learnt to be Some offers to buy from me were actually
resourceful – and I soon got to know people no more than an attempt to unload the
who could fix things better than me. worst of part-exchange machines to a keen
What I now know is that dealers can add and unsuspecting dealer.
genuine value, take a reasonable profit and There’s always something new to learn...
provide a service which satisfies even the Classic Super Bikes is highly respected in
most sceptical of customers. Dealers have the classic bike trade. Owner Chris Bunce
to work hard at it, though – trust is is a passionate, lifelong motorcyclist.
everything, as in most relationships. A good classicsuperbikes.co.uk
ADDED VALUE GEMS FROM CL ASSIC SUPER BIKES’ STOCK
1964 Triumph T120C 1976 BMW R90S 1974 Honda CB750K5
£14,950 £8950 £9750
This belonged to one of our Imported by us, serviced by Sold and bought back by us.
workshop customers – so us and sold to a regular We know the original owner,
when he offered it to us, customer, who told me how restorer and current owner.
I knew it was good. lovely it is to ride. Impeccable credentials.
123
 BUYING GUIDE
B
Style and substance make the R90S BMW’s
undisputed champion boxer
WORDS: GEZ KANE PHOTOGRAPHY: BAUER ARCHIVE
T
ake one look at a BMW
R90S and tell me it isn’t
the best-looking BMW
ever built. I can’t hear
anyone. And that’s because either
the Smoke Black and Silver or
Daytona Orange and Silver versions
still look fabulous today, 47 years
on from when they first stunned the
BMW faithful back in late 1973.
The Hans Muth-designed R90S
was the first BMW to really cash in
on the sporting success of the
marque and did much to refresh
BMW’s worthy but slightly staid
image. Today, they’re the most
sought-after of all post-war air-
cooled BMW twins.
The heritage of the R90S is the
1970-73 /5 series, and the /6 models
lean heavily on the design of their
immediate predecessor. The /5
series revived the flagging
commercial fortunes of BMW’s
motorcycle division and, while they
may not have been one of the most
flamboyant examples of motorcycle
design, they established a fine
reputation for engineering
excellence and build quality that
would lay the foundations for
BMW’s subsequent success. And it
was the production racing 750/5s of
Helmut Dähne and Otto Butenuth
This BM will carry you for big
miles in comfort – and the
handling will keep a smile
on your face along the way
REALITY CHECK
As with all desirable classics, you’ll want
to make sure the bike you’re looking at
is the real deal. Check engine and frame
numbers (R90S engine numbers start
with 407,408 or 409, and frame numbers
with 495, 498 or 499, depending on year)
and ensure the main components – like
the 38mm Dell’Orto carbs and handlebar
fairing conform to R90S specifications.
Be aware that twin discs were an
(expensive) option on the R90/6.
that almost certainly opened the It’s a bit harder to check for the
door for the development of the correct 9.5:1 pistons, admittedly.
R90S, which many regard as
BMW’s first superbike.
BMW’s established reputation for
high-mileage reliability carried over
into the sporting S variant of the /6
range. Unless maintenance has been
scrimped on, mechanical failings
are pretty much limited to the
occasional failure of the gear
selector spring (one of the few real
design shortcomings of the /6 series
design), some valve seat recession
and the potential for valves to break
at high mileages.
There’s not much you can do
about the selector spring – and it’s
an engine and gearbox out job to fit
a new one. Some break, some don’t,
but always check the gearbox for a
positive change before you buy.
Valves should be changed at 60,000
miles or less and, if it’s difficult to
set the valve clearances, valve seat
recession may well be to blame.
A top-end rebuild including new
valve seats would sort it out for
another 60,000 miles. The bottom
end of the engine is legendary for its
durability, though, and mileages
knocking on 200,000 are not
unheard of for /6 series twins.
Otherwise, the R90S is a great
ENGINE rider’s bike and remarkably
A light rattle practical as a daily rider, too. The
from the tappets brakes were top class in 1974 – and
shouldn’t put they’re still perfectly adequate
you off. If today. Likewise the handling and
an engine is electrics. The original coil ignition
unusually quiet works well enough, but electronic
at the top end, ignition conversions are readily
it could point available and cross off another job
to valve seat at service time. The finish is a cut
recession. That above just about all of the bike’s
can be sorted – contemporaries, though. The
but at a price. beautiful graduated paint was hand-
applied at the factory – so if you
need a respray, finding a painter
capable of matching it might take a
little research... and cash.
The R90S was widely praised by
 PAINTWORK
Check the condition of the paintwork
carefully. A respray to as good a
standard as the factory paint won’t be
cheap. The ‘black’ colour on the Smoke
Black and Silver bikes is actually a very
dark green, by the way – and can be
difficult to replicate accurately.
‘IT’S REMARKABLY
PRACTICAL AS A
DAILY RIDER’
the press at its launch – both for its
outright performance and all-round
ability. ‘Possibly the best production
motorcycle in the world,’ was LJK
Setright’s opinion in Bike magazine,
while his colleague Bill Haylock
wrote: ‘BMW’s flagship, the R90S,
may not be the ultimate, but it’s
probably the nearest anyone’s got to
it yet.’ Even the R90S’s £1799 price
GEARBOX
The gearbox selector spring can
break, leaving the engine stuck in gear.
It takes a gearbox strip to replace
it, too. Check the gearbox changes
properly before parting with any cash.
You’ll have to learn to live with the
trademark clunky gear change.
tag – which was three times the
price of a new Bonneville – didn’t
dampen his praise for the flat-twin.
‘No matter if you have to beg,
borrow, rob, or put yourself in hock
to get the loot, it’s worth it,’ he
continued. Praise indeed.
With a 124mph top speed, the
BMW might have given away a
couple of miles per hour to
Kawasaki’s Z1, but in the real
world of winding roads with
indifferent surfaces and weather
conditions, the R90S could more
than hold its own. But it was the
ability of the bike to cover huge
distances effortlessly, comfortably
and reliably that were most
TIMELINE
1973: The R90S is released in
October alongside the new /6
range. It sports twin disc front
brakes and a five-speed gearbox
as well as that stunning paint job.
1974: First year of production
for the R90S. The 898cc engine
produces 67bhp – seven more
than the R90/6 thanks to bigger
carbs and increased compression.
1975: Daytona Orange paint
scheme offered alongside drilled
discs, revised fork damping
and a new front main bearing.
New switchgear and uprated
starter motor. Late in the year,
redesigned gearbox shift forks
are fitted.
1976: Reinforced crankcases,
new cylinder heads and
camshaft diameter increased
from 12mm to 20mm. Deeper
sump pan fitted (though oil
capacity remains the same).
Uprated brake calipers and
master cylinder, strengthened
swingarm and revised forks. It’s
the last year of the R90S and the
rest of the /6 series models.
SPECIFICATION
19 74 B M W R 9 0 S
Engine Air-cooled, ohv flat twin
Bore x stroke 90 x 70.6mm
Capacity: 898cc
Compression 9.5:1
PRICES Claimed power 67bhp at 7000rpm
Carburettors 2 x 38mm Dell’Orto
MINT Gearbox Five speed
£10,000-12,000 Ignition Coil
GOOD Brakes Front: 2 x 260mm discs,
£7000-8000 Rear: 200mm sls drum
PROJECT Tyres 3.25 x 19in front,
£3000-5000 4.00 x 18in rear.
(though you’re Weight 205kg (452lb)
unlikely to find one)
 BUYING GUIDE
impressive. And the R90S is one of
perhaps a handful of classic bikes
that can still deliver that. If that
sounds like your sort of machine,
it might just be exactly the bike
you’re looking for.
THE RIDE
Riding a BMW is a different
experience to piloting most classics,
but it’s one that can be a real
pleasure, too. There are few better
classics to cover some serious
distance on than a big BMW flat
twin – and the R90S is the coolest
of the lot. The riding position is
superb, vibration from the engine is
minimal at normal road speeds and
the seat is a broad and comfortable.
The controls are light and, aside
from a slight lack of feel from the
cable link from the front brake lever
to the master cylinder, they
function as well (or better) than on
most classics. There’s no doubting
that the R90S has been designed
and built as a real rider’s bike.
Probably the first thing you’ll
notice, if you’ve just stepped off a
chain-driven bike, is the torque
reaction that rocks the bike from
side to side when you open the
throttle. It’s not alarming – but it
does feel slightly alien at first. But
it’s something BMW (and Moto
Guzzi owners) learn to accept. The
other obvious quirk is the
gearchange. Even diehard BMW
fans have to admit the BMW
gearbox is not the slickest in town.
That’s a consequence of the car-
type, engine-speed clutch – and it’s
126
something else BMW flat-twin
owners just have to learn to get
used to. The trade off, though, is a
light action and long life – a good
job, as replacing the clutch means
dropping the gearbox out.
If all this sounds slightly negative,
it really isn’t meant that way. The
good points of the R90S easily
outweigh its idiosyncrasies. Take
your time with gearchanges and
you’ll be fine. Once you’re in top
gear and rolling on a fast A-road,
the torquey engine means you can
SERVICING
Change oil and filter every 5000
miles and use a genuine BMW filter.
Grease the splines on the bevel box
drive regularly, too.
RESOURCES
BMW Riders Club
Lively owners club with excellent
hire scheme for specialist
BMW service tools.
Bmwridersclub.com
Overland and Classic
Motorcycles
Engineering services, engine
rebuilds, repairs and more for
airhead BMWs. Based near
Melton Mowbray, Leicestershire.
FRONT BRAKE 07786 340692.
Twin discs are
standard and Motobins
are drilled from Independent parts and
1975-on. The accessory suppliers.
front master Motobins.co.uk
cylinder is
located under James Sherlock
the fuel tank Independent parts supplier,
and operated by plus repairs and servicing for
a cable from the all 1969-on BMWs.
handlebar lever, James-sherlock.co.uk
which gives a
slightly wooden Motor Works
feel. You can Independent parts supplier for
retro-fit a 1981- BMW, including the R90S. New
on Brembo and used parts available.
master cylinder Motorworks.co.uk
on the ’bars to
improve things,
though at the ride the S on the throttle and enjoy
expense of the fine-handling chassis to the full.
originality – not A top speed of 124mph for a mid-
always a good ’70s pushrod twin isn’t to be
idea on a fast- sneered at. But its ability to maintain
appreciating improbably fast average speeds up
classic. hill and down dale that remains so
impressive, even after 46 years.
Riding the R90S invites you to
make comparisons. Is it the fastest
bike of its era? Not quite,
Kawasaki’s Z900 edges it out. Is it
the best handling? Maybe the
Ducati 900SS shades it. Has it got
the best brakes? Close, but perhaps
the Ducati has it. But a ride on the
R90S invites other comparisons,
too. It’s more than the sum of its
parts, which means the R90S is a
sublime classic all-rounder. If it
were a gymnast, it might not win
any of the individual gold medals,
but it would probably take the
overall title. That takes some doing.
And even when your ride finally
comes to an end, the R90S
continues to perform, attracting
attention for its classic good looks
and fabulous colour scheme. It
never hurts to look good – and the
R90S is, without doubt, the coolest
of all BMW boxers – especially in
Daytona Orange. And cool never
goes out of fashion.
 WI
WIN
A YAMAHA TÉNÉRÉ & EXPERIENCE
Yamaha Ténéré 700 with
explorer pack
Yamaha Adventure
jacket and trousers
E X P E R I E N C E

Worth over £11,000

PLUS
a money can’t
buy 1-2-1
training at the To enter visit
Ténéré motorcyclenews.com/
Experience winatenere
and enter your details
Terms and conditions: The prize draw closes at midnight May 31, 2020. This prize draw is open to UK residents aged 19 and over and holding the appropriate motorcycle
license. There is one prize which consists of one new Yamaha Ténéré 700 motorcycle including delivery to the Yamaha UK mainland or Nl dealer closest to the winners home
address, pre-delivery inspection, first registration fee, 12 months of UK vehicle tax. Insurance is not included and registration is subject to winner providing insurance. The
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www.bauerlegal.co.uk/competition-terms.html
 AUCTIONS
1964 Ducati 125cc four-cylinder Grand Prix
racer will be the star of the show
B O N H A M S S P R I N G
Beautiful curations
Morbidelli museum pieces star in the biggest Stafford sale ever
T
here’s a decidedly Italian flavour
to the Bonhams sale at the
Stafford County Showground
on April 25/26. A world-class
selection of 200 post-war road and racing
motorcycles from the Morbidelli
Motorcycle Museum in Pesaro, Italy will
be the centrepiece of the sale – and it’s the
most significant private collection of
motorcycles to be offered by the auction
house to date. This is the first tranche of
machines to be released from the
collection of 350-plus machines –
and topping the bill is an TURN TO
extraordinary Ducati. PAGE 50 FOR
Viewed strictly in terms of
results, Ducati’s amazing 1965 O U R M O R B I D E L L I Giancarlo’s
four-cylinder 125cc GP racer COLLECTOR
was too little too late. Ducati
had withdrawn from GP racing F E AT U R E
in 1959 due to financial
uncertainties. But they’d witnessed the
impact of Japanese multis in the 125 class
and, with Fabio Taglioni on their payroll,
made the decision to develop a four-
cylinder 125.
By the time it was finally finished in
1965, though, Honda had been running
125 fours for two years and the goal posts
had moved. Nonetheless, the racer was
128
EST I M AT E
£400,000-
£600,000
S TA F F O R D P R E V I E W
Ducati’s first four and their first machine to
employ four valves per cylinder. It was
successfully tested and displayed at
motorcycle shows, but never raced and
disappeared from the racing scene.
Decades later, Giancarlo Morbidelli
reunited the frame and engine, which had
become geographically separated and
restored the bike (see page 50 for the full
story). Since the restoration was completed,
the bike has been run – and it’s to be
hoped it will do so again at a classic
track event before too long. It’s
estimated to sell for £400,000-
600,000.
As Gianni Morbidelli,
son and a former
Formula One motor racing
driver himself, said of his
father: “He was a genius with
bikes. He did everything by
himself, working in a very small room.”
In addition, on the Morbidelli ‘grid’ at
Stafford will be a strong showing of Benelli
motorcycles which were a great passion of
Giancarlo, who hailed from Pesaro, where
the historic brand was founded.
The Morbidelli family will retain
ownership of the majority of the
Morbidelli Grand Prix motorcycles,
Other Morbidelli offerings
1959 Mondial Paton 250 Gran Premio £30k-40k
1954 Mondial 175 Bialbero GP £8k-12k
1959 Benelli 250 Bialbero GP Mono £60k-100k
A P R 2 5 - 2 6
including the world championship-winning
‘giant killer’ 125cc and 250cc examples,
raced respectively by Paoli Pileri, Pierpaolo
Bianchi and Lego Mario, which managed
to see off strong competition from
international corporations.
The Morbidelli collection isn’t the only
Italian takeaway in town at the Stafford
sale. For the well-heeled road rider wanting
to celebrate MV Agusta’s 75th anniversary
this year, there’s a two-owner, 1974 750S,
fitted with a later, twin-disc front end (all
original parts are included in the sale) and
fairing with an estimate of £60k-70k.
And, if you care not a jot for Italian
classics, there’s still plenty of good reasons
to raid that ISA and head for Stafford.
Honda’s RC30 remains a modern classic on
the up – and a superb 1988 example will be
going under the hammer at Stafford.
Originally supplied to Spain (though to UK
spec) but subsequently registered in the UK
in 2004, its condition suggests the indicated
50,887 miles on the odometer may be
genuine. Complete with original tool kit,
handbook and paddock stand, £28,000-
34,000 is what the estimate reckons it will
take for the unmistakable flat drone of a
Honda V4 to accompany you on your
favourite Sunday ride...
 H & H S A L E
P R E V I E W
EST IM AT E A P R 7
£20,000-
£30,000
BAT 1910 500cc, estimate: £20,000-30,000
BATs to Bonnies
Over a century of motorcycling
is represented at H&H’s sale
A brace of rare, veteran BATs is just one
of the highlights of H&H’s spring sale at
the National Motorcycle Museum on
April 7. The bikes are two of what’s
thought to be only 33 surviving
examples of the total production of the
manufacturer, based in Penge, south-
east London, which ran from 1902-25.
BAT machines were at the cutting edge
of motorcycling technology in their day
– the firm was one of the early pioneers
of full suspension systems and were
among the first to offer a practical
clutch mechanism on their machines.
The first of the two BATs on offer is a
1910 500cc model, bought by the
previous, deceased owner in 1955. He
rebuilt the JAP-engined bike and rode it
in several events – including the Pioneer
Run – during the ’60s, before undertaking
an extensive restoration of the machine
and subsequently storing it in his house.
It’s estimated at £20,000-30,000.
The second BAT is a 1912 425cc TT
Model with a JAP V-twin engine.
Restored to a good standard in 2012,
its estimate is £16,000-22,000.
The sale isn’t all about veteran and
vintage machines, though. There’s also a
superbly restored, very early Triumph
T120 Bonneville ‘Tangerine Dream’ – a
matching numbers bike with UK V5C and
a dating letter confirming its build in
December 1958. It’s estimated at
£18,000-22,000.
And there are plenty more modern
classics. A NOS Triumph T160 Trident,
recently offered as a prize in the
National Motorcycle Museum’s raffle,
is estimated to make £8k-10k, while a
very nicely restored Honda CB500 K2
offers a change from the popular 750
models with an estimate of £4k-6k.
With 120 bikes consigned as we went to
press – and doubtless more to come –
this is shaping up to be another
impressive sale from H&H.
AUCTION
EXPERT
ANDY SPICER
S p i c e r s Au c t i o n e e r s a n d Va lu e r s
‘I see a growing demand
for unrestored bikes’
B
y the time you read this, the
dust will have settled on our
first classic bike sale of the year
on March 14. Another auction
season is underway and, while it’s
impossible to predict the future, I’ve been
thinking about what the coming year will
bring for the classic bike auction market.
The market for pre-war bikes – veteran
and vintage – seems to be holding pretty
steady and I foresee that continuing
throughout this year. There seems to be a
hard core of people who are into these
bikes and their number seems to be fairly
constant. As older riders drop out of the
bike market, I’ve seen a number of
50-something-year-old collectors coming
in, adding older machines to their stables.
And I definitely see a growing demand for
unrestored bikes – though there are fewer
and fewer of them. Originality is king in this
sector but, overall, I see prices for pre-war
bikes roughly tracking inflation.
The post-war, 1950-1970 bikes seem to
be the toughest market sector at the
moment. A lot of owners of traditional,
big British classics are getting older and
maybe struggling to enjoy riding their bikes
as much as they did. A lot are coming to the
market at the moment – though lightweight
A U C T I O N D AT E S
APRIL North Yorkshire.
7 H&H Auctions sale at The mathewsons.co.uk
National Motorcycle Museum,
Birmingham. MAY
handh.co.uk 21 Brightwells sale at Easters
Court, Leominster, Herefordshire.
18 Cheffins sale at Sutton, Ely, brightwells.com
Cambridgeshire.
cheffins.co.uk 21 Mathewsons sale at Roxby
Garage, Thornton-le-Dale,
25: Mathewsons sale at Roxby North Yorkshire
Garage, Thornton-le-Dale, Mathewsons.co.uk
British bikes are enjoying a resurgence.
A good Tiger Cub will make £5000, for
example. But we sold a 1960 Clubman
Goldie in March last year for £27,000. In
October, a very similar, 1959 example, went
for £17,000. This year, sellers will have to be
realistic with their pricing in this sector.
Where I can see prices continuing to rise
is in the 1970-’90s era. The right bikes – like
Yamaha RD500LCs, Honda RC30s and even
Yamaha FS1-Es – are still on the up. We’ve
got a low-mileage RD500 in our March sale
which I expect to make £17,000; 18 months
ago, we sold the same bike for £14,500.
The market for post-1990 machines is
developing, too. First-model Honda
Fireblades and early Hinckley Triumphs are
becoming genuine modern classics. I
wonder how new Nortons will fare over the
next few years, too...
As an auctioneer, I’m going to have to
keep my finger on the pulse of the classic
world this year. I’ll be watching what other
auctioneers are doing closely, keeping my
eye on the ball to stay ahead of the trends.
The future will be intriguing whatever...
Andy is the Director, Valuer and Auctioneer
at Spicers Auctioneers
spicersauctioneers.com
JUNE
6 Richard Edmonds Auctions
sale at Allington, near
Chippenham, Wiltshire
Richardedmondsauctions.com
6 Mathewsons sale at Roxby
Garage, Thornton-le-Dale,
North Yorkshire
Mathewsons.co.uk
129
 AUCTIONS
Lovely unrestored 1966 Norton Dominator
650SS exceeded its estimate easily
R I C H A R D E D M O N D S R E V I E W F E B
Great Britons
Brit pack leads the way at Richard Edmonds.
Right: 1961 BSA Traditional British classics fared best at
DBD34 Gold Star Richard Edmonds Auctions’ first
was in good order motorcycle sale of 2020 at their
but required Allington sale room. And they don’t
come more traditional than this 1961
recommissioning
BSA DBD34 Gold Star. Part of a large
private collection for many years, the
Goldie was restored several years ago
CHEFFINS PREVIEW APR 18
The rough or the smooth
Oily rag or fully restored? The choice
will be yours at Cheffins’ April sale...
Cheffins’ next vintage sale on April 18 already looks like a good
one for classic bike fans. Among the early consignments are a
characterful BSA A10, a restored Velocette Venom and a
quirky Sunbeam S8. The BSA is a real oily rag example. The
1961 Golden Flash is perfect for a ‘Rick Parkington’-style
recommissioning and features a sidestand adapted from an
NHS walking stick, hand-painted red colour scheme and baling
twine holding the centrestand up. A ride or restore, matching
numbers conundrum with an estimate of £3000-3500.
Conversely, the 1960 Venom is an earlier restoration in
excellent overall condition. Stripped and rebuilt around 10
years ago, it had new valves, Thruxton cam and clutch, the
crank was re-balanced and the wheels rebuilt. It’s estimated
at £6800-7500. Or chill out on a 1957 Sunbeam S8 – a real
gentleman’s cruiser. Only briefly ridden by the vendor, it will
require recommissioning and its estimate is £4500-5500.
130
SOLD FOR
£6000
and hasn’t been used recently. Offered
requiring recommissioning, but in good
all-round order, it made £10,000 against
its pre-sale estimate of £13,000-15,000,
perhaps indicating a slight softening of
prices in general.
That said, a very tidy 1966 Norton
Dominator 650SS exceeded its £4000-
5000 estimate easily, with bidding
racing up to £6000. In lovely,
unrestored condition, this looked a fine
example of the biggest Featherbed-
framed Norton twin.
SOLD FOR
£10,000
1 5
LEFT: 1961 BSA B R I G H T W E L L S P R E V I E W M AY 2 1
Mud and guts
Golden Flash is an
honest ride-or-
restore bike
Factory trials irons from the golden age
to go under the hammer at Brightwells’
next Leominster sale
Three 1950s Ariel trials machines are sure to pique interest
EST I M AT E
among the off-road fraternity when they go under the hammer
£3000- at Brightwells’ Leominster classic sale on May 21. The bikes,
£3500 all owned by a local collector, are a trio of HT models. There’s
a 1951 500cc works machine that was ridden successfully by
Don Evans before he departed Ariel for Royal Enfield. George
Buck then rode the bike – with a sidecar – in the Austrian ISDT,
winning a Gold Medal. Restored in 2012, the bike (back in solo
trim) is estimated at £8000-10,000.
The other two bikes are a rare, 1955 rigid-framed 500 – thought
to be one of just 18 rigids built, and a 1956 350cc works HT3
ridden by Don Evans and both David and Ron Langston, and a
sister bike to Sammy Miller’s GOV 132. The rigid has an estimate
of £7000-8000 and the HT3’s estimate is £10,000-12,000.
ESTI MATE
£8000-
£10,000
RIGHT: 1956 Ariel
350cc HT3 is
the sister bike to
Miller’s GOV 132
 CLASSIC CAR, MOTORCYCLE
& AUTOMOBILIA AUCTION
$W6OHGPHUH+RXVH'ULI¿HOGYO25 3XG
2020 DATES: 4TH JULY, 7TH NOVEMBER
SOLD IN 2019

1912 Rover 3.5 hp 1988 Honda VFR750R RC30 1960 BSA Gold Star DBD34
£18,060 £21,850 £27,600

1927 Sunbeam Model 9 1982 Yamaha RD350 LC 1959 Norton International project
£19,550 £8,050 £14,375

1937 AJS Model 37/2 1963 CZ100 1959 Lambretta LI150, sidecar
£28,750 £10,350 £5,750
All prices include 15% BP inc VAT

T. 01377 593593 E. andy@spicersauctioneers.com Follow us on Facebook

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