The Classic Motorcycle

[DaveM]

The International Classic Motorcycle Show: Top 10 Reasons to Visit

The countdown is nearly over for the super Stafford bike show.

The year’s premier Classic Motorcycle Show is back at the Staffordshire County Showground and will be full of special guests and world firsts! Here are the top 10 reasons to visit…

1. World Exclusive! The Mike Hailwood Exhibit

A world exclusive as the Hailwood family open their personal archive to celebrate Mike ‘the bike’ Hailwood’s life. 40 incredible items from seminal points across Hailwood’s life and career. Let Mike’s son David, take you through some of his dad’s most personal items alongside The Classic Motorcycle Editor, James Robinson on stage across the weekend.

1. Schools in session! It’s the Class of 78!

Who better than to tell you about Mike’s racing life than his closest competitors. Talking about that race in 1978, the comeback of all comebacks, are TT winners, British Champs and even an 8 times world champ! Join Ian Richards, Alex George, Chas Mortimer and the Price of Speed, Phil Read. On stage all weekend, plus Mike’s ‘78 TT Ducati Mechanic, Roy Armstrong.

1. Marvel at the finest examples of private collection motorcycles

Owners spend thousands of painstaking hours ensuring their exhibit is in its best possible condition, ready for display and inspection by the crowds and judges. As would be expected at the April show, there is a focus on British machines and marques such as BSA, Norton, Triumph and Royal Enfield all feature heavily. Alongside the machines on the show’s club stands, the private entries will compete for a host of show awards including the coveted Best in Show.

1. The classic trials demonstration Area

Brought to you by the Old Codgers Trials Club, trials demonstrations will be running across the weekend for all to enjoy. From side car to two wheels, a plethora of bikes will be taken out on the course. Old they are, codgers they may be, but these boys can still ride a bike!

1. Club stands so good you’ll be begging to join

Classic Brit bikes, exotic continentals, rare contraptions… the wonderful and expansive mix of club stands packed into the halls at Staffordshire County Showground has it all. A quick browse of the A-Z list and all the big-hitters are there from the likes of the multi-interest VMCC and VJMC through to the specialist owners’ clubs covering marques such as Francis-Barnett, Sunbeam, Velocette and Norton among others.

1. Under the hammer at the Bonhams auction

Bonhams is a privately owned international auction house. Founded in 1793, it is one of the world’s largest and most renowned auctioneers of fine art and antiques, motor cars and jewellery. The Bonhams Motoring department is the largest auction house to hold auction sales of classic motor cars, motorcycles and related memorabilia. The auctions are held in conjunction with some of the most renowned global motoring events at truly charismatic locations.

1. Feel the ground shake in the GP Paddock

Head out to the Classic Racer GP Paddock where famous race machines of the past are fired up twice each day. Compere Steve Plater and our star guest will be on hand to give their thoughts on proceedings… that’s when they can get a word in edgeways over the deafening roar of some iconic monsters from racing’s glory days. You can almost smell the Castrol R!

1. Autojumble as far as the eye can see!

If you are looking for a great day out filled with motorcycle bargains, The International Classic MotorCycles Show is the place to be! More than 900 traders showcased their wares at last year’s event and this year is set to be even bigger. With a mammoth display of spare parts, tools, books, magazines, signs and even complete machines, you can be certain you’ll find exactly what you were looking for.

1. Whatever your ride we have your read!

Head over to the main stand where you will be greeted with amazing subscription offers only available at the show! From The Classic MotorCycle, Old Bike Mart and everything else in between, there is a title for everyone’s taste from Mortons Media Group, organiser of the show and publisher of a host of motorcycling titles as well as rail, American classic car and lifestyle magazines.

1. Entertainment all weekend long!

From live music, bikes firing up and beer on tap all the way to the Wall of Death, we guarantee a weekend full of entertainment! The all-singing, all-dancing female close harmony trio, The Daisy Belles will be on stage over the weekend recapturing the authentic sounds of The Andrews Sisters and why not head to the fully licensed bar and get yourself a beer… a whisky… or even a Guinness… whatever whets your whistle!

For more information on The International Classic MotorCycle Show and for ticket information please visit www.classicbikeshows.com

 

[DaveM]

Brough Superiors stars of blockbuster Bonhams Spring Stafford motorcycle sale

Bonhams two-day Spring Stafford Sale held over the weekend of the 23-24 April was yet another record event.

L-R 1936 Brough Superior 982cc SS100, sold for £235,750; Ex-Reg Barton, Dick Knight 1929 Brough Superior 996cc SS100 ‘Alpine Grand Sports’ Sprint Special, sold for £253,000.

A brace of exciting Brough-Superior SS100 restoration projects achieved considerably above estimate, each realising more than £200,000 to lead the blockbuster Bonhams Spring Stafford Sale on 23-24 April, which realised in excess of £3 million and a sell-through rate of 95% (99% by value) over the weekend of The International Classic MotorCycle Show at Stafford.

The first, an iconic 1929 996CC SS100 ‘Alpine Grand Sports’ Sprint Special, which had been campaigned by notable Brough-Superior riders Reg Barton and Dick Knight, doubled its pre-sale top estimate of £100,000, finally selling for £253,000, following a spirited battle between determined online and saleroom bidders, earning applause from the packed Bonhams saleroom.

The top lot of the sale had been fitted with an ex-Eric Fernihough Brooklands racing engine and was offered for sympathetic restoration to retain its ‘warhorse’ character.

The second most valuable lot of the day was a 1936 Brough Superior 982CC SS100, one of the earliest Matchless-powered SS100s, which achieved £235,750.

The SS100 had been owned by its vendor for more than 50 years, during which time he achieved 90mph on one occasion at Pendine Sands. Retaining its original frame and engine, the Brough was offered as an exciting restoration project.

1948 Velocette 348cc KTT MkV11 Racing Motorcycle, sold for £57,500.

Other motorcycles with a motorsport pedigree finding new owners at Stafford over the weekend included a 1951 Swiss Grand Prix-winning 1948 Velocette 348cc KTT MkVII Racing Motorcycle.

Ridden to victory by the first 500cc Grand Prix World Champion, Les Graham, the beautiful Velocette sold for £57,500, just pipping the £57,000 achieved by a 1977 MV Agusta 832cc Boxer, originally loaned to World Champion motorcyclist Phil Read.

1977 MV Agusta 832cc Boxer motorcycle, originally loaned to World Champion motorcyclist Phil Read, sold for £57,000.

One of only two Boxers imported into Britain before the model’s name was changed back to ‘Monza’, the ultra-rare machine, was loaned to the seven-time World Motorcycle Grand Prix Champion and former factory rider, when new.

1988 Honda VFR75OR Type RC30, sold for £47,150.

As ever, the Bonhams Spring Stafford Sale offered several high-quality collections of motorcycles and motorcycles spares, led by the Alan Windsor Collection. This selection of British and key Japanese models was built up by the well-known figure of classic motorcycle racing. The highlight of the collection was an incredible one-owner low-mileage 1988 Honda VFR75OR Type RC30, which doubled its pre-sale estimate to make £47,150.

Another highlight of Sunday’s sale was the auction world record set by a rare 1921 Wooler 348cc Model B, known as the ‘Flying Banana’, which sold for £40,250, also doubling its pre-sale estimate.

1921 Wooler 348cc Model B sold for £40,250.

The first day of the auction offered more than 300 lots of spares and memorabilia, including three considerable collections, and was a white glove sale, with 100% sold. An outstanding result was achieved by a dismantled Vincent project motorcycle, which made £41,880 – four times its pre-sale estimate.

1947 Vincent Series-B Rapide Project, sold for £41,880.

Incredible results live up to International Classic MotorCycle Show’s name​

James Stensel, Head of Bonhams Motorcycles (UK), said: “The Bonhams Stafford Sales continue to set a benchmark, attracting a truly international audience, with bidders from no fewer than 36 countries – living up to The International Classic MotorCycle Show’s name.

“The weekend’s incredible results bring Bonhams UK Motorcycle sales up to more than £43 million since 2016 demonstrating the resilience of the motorcycle market’

“We are pleased to have been entrusted by our clients to offer so many of their prized motorcycles, and the team look forward to returning to Stafford in the Autumn for another exciting auction.”

Ben Walker, Global Head of Bonhams Motorcycles, added: “This bellwether sale demonstrates that the market is strong for collectors’ motorcycles despite the challenging past couple of years.

Having recently signed for a further three years as the exclusive auction partner to The Stafford Classic Motorcycle Shows, we look forward to continuing to achieve these fantastic results at Stafford.”

The Bonhams Motorcycles team will return to Stafford on 15-16 October for their Autumn Stafford Sale, for which consignments are currently being invited, following a visit to Rome for the department’s first sale in Italy – Passione Moto – taking place at the world-renowned Moto de Miti in Civita Castellana, near the Eternal City two weeks earlier (1-2 October).

Meanwhile, the team is currently hosting its first dedicated online auction: the Phil Morris Road Racing Collection of Memorabilia and Motorcycle Spares – one of the world’s largest selections of motorcycle racing memorabilia and motorcycle spares founded by leading figure of the paddock, Phil Morris. The online sale runs until 3 May and can be viewed here: Bonhams : The Phil Morris Road Racing Museum Collection of Memorabilia and Motorcycle Spares.

A selection of lots on offer from the Phil Morris Road Racing Museum.

Visit www.bonhams.com to view the full results.

Contact the Bonhams Motorcycles team at: motorcycles@bonhams.com or visit www.bonhams.com/motorcycles to read the latest news and request a complimentary auction valuation.

 

[DaveM]

Preview: June issue of The Classic MotorCycle

The June edition of The Classic MotorCycle magazine offers a lavishly illustrated celebration of legendary machines, riders and races, and news, reviews and rare period images from the golden age of motorcycling.

Drawing on an archive stretching back to 1903, The Classic MotorCycle magazine provides an unparalleled insight into more than a century of motorcycle design, development, riding, racing and much more.

This month’s issue includes:

Off to Ardingly

Event report from the springtime show.

Like the real thing

Rocket Goldie replica shines in all the right places.

The rise of the alternator

How it came about.

Century on

Reflecting on the 1922 TT races.

And there’s lots more! The only place to find it is in the brand new edition of The Classic Motorcycle, on sale 29th April.

A subscription means you can enjoy all of this, plus plenty of other benefits such as making a major saving on the cover price and FREE postage.

It’s quick and easy to sign up and, whether you do it online or over the phone, our team is ready and waiting to get your new deal under way or extend your current package.

 

[DaveM]

Paul Smart (1943-2021)

After years of racing and riding, on October 27, 2021, Paul Smart was killed, riding his motorcycle, in a road traffic accident, which is the subject of investigation by the police and coroner.

Image from Mortons Archive

Paul will forever be remembered primarily in motorcycling circles for his association with Ducati. In the accompanying picture, he races his (and it was his; Ducati gave it to him) 750cc V-twin at Silverstone in 1972, one of three mainland UK appearances he made that year on the bike, having secured his place in Ducati legend, by winning the Imola 200 earlier that year.

But the ride didn’t come about in a conventional manner. Talking to Classic Racer in 1986, Paul recalled: “In 1972 I was riding Kawasakis in America for Bob Hansen… We had a deal that he’d release me to ride in Europe on non-conflicting dates, which is how I came to be available for the Ducati ride.” You’ll notice he’s wearing his Kawasaki leathers in our picture.

As recounted in the Classic Racer article, Ducati had already been turned down by Jarno Saarinen and Barry Sheene, Paul’s brother-in-law. In fact, it was Maggie, sister of Barry, who accepted the Ducati ride (a week before the race) on husband Paul’s behalf, reasoning it was good money. Paul initially wasn’t exactly thrilled, a feeling which continued when he finally got to Italy and tested the bike: “They felt pretty awful to ride that first time…”

But all fell into place, Paul ‘clicked’ with both the motorcycle and the track, with riding – circuit and motorcycle coming together in a harmonious collaboration. Early in the race, Paul trailed Giacomo Agostini on a special, shaft-drive 750cc MV four, a one off F750 bike, Smart passing the Italian legend after five laps. Despite the best efforts of Ducati team-mate Bruno Spaggiari, Paul Smart ran out the winner. And he was a Ducati legend for ever more. The race has been called the most important victory in the Italian maker’s history. They gave him the bike and never forgot his efforts.

Born on April 23, 1943, Paul Smart bought his first motorcycle when he was 16, a tired 1951 Matchless G3LS, soon replaced by a BSA Shooting Star twin, suitably ‘café racer-ised.’ He decided it was prudent to do his racing on the track, rather than the road, so he bought a 125cc Bultaco which was unsuccessful, then in 1965 a 125cc CR93 Honda in partnership with his pal John Button. The trajectory was now upwards.

Smart also had a brand-new Cotton Starmaker racer. He won the Stars of Tomorrow award and in 1966 raced the CR93 and also a 250cc Greeves Silverstone, sponsored by Charles Mortimer, as Smart was instructing at the Mortimer racing school. The Greeves was prone to sudden and violent seizures.

In 1967, Smart rode a 350cc Yamaha for Joe Francis Motors, partnering Chas (son of Charles) Mortimer. On a Dunstall Dominator, Paul was second in Production 750 TT. Next year, it was Aermacchis for both Syd Lawton and Tom Arter, Curley-Norton, works BSA and Seeley G50, as well as a 350cc Yamaha 350 in Europe. In 1969 he campaigned a Seeley G50, 350cc Yamaha in Europe, and, on a Norton Commando, was second in the Production TT.

By the early 1970s he was riding Bob Hansen’s Kawasakis in the USA and Seeley 500cc, 250 and 350cc Yamahas in Europe, being the first career racer to commute transatlantic.

In 1972, helped by the Imola triumph, he earned more money than any other road racer. He continued racing (often on big two-strokes) through until 1977, latterly riding a TZ750 Yamaha for Mike Hailwood, as well as other machines, including Ducati outings.

After retiring, Paul put his energies into his business, eventually having three separate shops. Always a keen rider, he never lost his love of motorcycling and he was also a keen sailor.

Ducati acknowledged his contribution to the company once more, launching the Paul Smart 1000 LE in 2006.

Paul Smart had married Maggie Sheene in 1971; they had two children, Scott and Paula. Our deepest condolences are expressed to Paul’s family and many friends.

 

[DaveM]

Paul Smart (1943-2021)

After years of racing and riding, on October 27, 2021, Paul Smart was killed, riding his motorcycle, in a road traffic accident, which is the subject of investigation by the police and coroner.

Image from Mortons Archive

Paul will forever be remembered primarily in motorcycling circles for his association with Ducati. In the accompanying picture, he races his (and it was his; Ducati gave it to him) 750cc V-twin at Silverstone in 1972, one of three mainland UK appearances he made that year on the bike, having secured his place in Ducati legend, by winning the Imola 200 earlier that year.

But the ride didn’t come about in a conventional manner. Talking to Classic Racer in 1986, Paul recalled: “In 1972 I was riding Kawasakis in America for Bob Hansen… We had a deal that he’d release me to ride in Europe on non-conflicting dates, which is how I came to be available for the Ducati ride.” You’ll notice he’s wearing his Kawasaki leathers in our picture.

As recounted in the Classic Racer article, Ducati had already been turned down by Jarno Saarinen and Barry Sheene, Paul’s brother-in-law. In fact, it was Maggie, sister of Barry, who accepted the Ducati ride (a week before the race) on husband Paul’s behalf, reasoning it was good money. Paul initially wasn’t exactly thrilled, a feeling which continued when he finally got to Italy and tested the bike: “They felt pretty awful to ride that first time…”

But all fell into place, Paul ‘clicked’ with both the motorcycle and the track, with riding – circuit and motorcycle coming together in a harmonious collaboration. Early in the race, Paul trailed Giacomo Agostini on a special, shaft-drive 750cc MV four, a one off F750 bike, Smart passing the Italian legend after five laps. Despite the best efforts of Ducati team-mate Bruno Spaggiari, Paul Smart ran out the winner. And he was a Ducati legend for ever more. The race has been called the most important victory in the Italian maker’s history. They gave him the bike and never forgot his efforts.

Born on April 23, 1943, Paul Smart bought his first motorcycle when he was 16, a tired 1951 Matchless G3LS, soon replaced by a BSA Shooting Star twin, suitably ‘café racer-ised.’ He decided it was prudent to do his racing on the track, rather than the road, so he bought a 125cc Bultaco which was unsuccessful, then in 1965 a 125cc CR93 Honda in partnership with his pal John Button. The trajectory was now upwards.

Smart also had a brand-new Cotton Starmaker racer. He won the Stars of Tomorrow award and in 1966 raced the CR93 and also a 250cc Greeves Silverstone, sponsored by Charles Mortimer, as Smart was instructing at the Mortimer racing school. The Greeves was prone to sudden and violent seizures.

In 1967, Smart rode a 350cc Yamaha for Joe Francis Motors, partnering Chas (son of Charles) Mortimer. On a Dunstall Dominator, Paul was second in Production 750 TT. Next year, it was Aermacchis for both Syd Lawton and Tom Arter, Curley-Norton, works BSA and Seeley G50, as well as a 350cc Yamaha 350 in Europe. In 1969 he campaigned a Seeley G50, 350cc Yamaha in Europe, and, on a Norton Commando, was second in the Production TT.

By the early 1970s he was riding Bob Hansen’s Kawasakis in the USA and Seeley 500cc, 250 and 350cc Yamahas in Europe, being the first career racer to commute transatlantic.

In 1972, helped by the Imola triumph, he earned more money than any other road racer. He continued racing (often on big two-strokes) through until 1977, latterly riding a TZ750 Yamaha for Mike Hailwood, as well as other machines, including Ducati outings.

After retiring, Paul put his energies into his business, eventually having three separate shops. Always a keen rider, he never lost his love of motorcycling and he was also a keen sailor.

Ducati acknowledged his contribution to the company once more, launching the Paul Smart 1000 LE in 2006.

Paul Smart had married Maggie Sheene in 1971; they had two children, Scott and Paula. Our deepest condolences are expressed to Paul’s family and many friends.

 

[grandpaul]

Double post?

 

[DaveM]

Our Best Picks: Vintage and Classic Motorcycle Diary of 1000 Rides

An absolute must-have for motorbike enthusiasts is the VMCC’s new book: Vintage and Classic Motorcycle Diary of 1000 Rides!

Bustling with over 1000 rides and biking events you can do in 2022 are listed in this brand new book from the VMCC – the Vintage Motorcycle Club, which welcomes all bikes over 25 years old.

Britain’s biggest club for old bikes, the VMCC has over 13,500 members. Over 80 local sections organise runs, ride-ins, pub meets and more – there’s bound to be one near you. Not only that, but the Diary of 1000 Rides is packed with advice on buying your first classic bike – the joys and pitfalls, where to buy spares and how much to spend.

As a bonus, there are other features from Vintage & Classic Motorcycle, the VMCC’s monthly magazine – from crossing South America by Norton to restoring a Kawasaki Z1000.

Diary of 1000 Rides is your gateway into the world of the VMCC – they love old bikes!

Vintage and Classic Motorcycle Diary of 1000 Rides by Peter Henshaw retails at £9.99 and is available to order from www.mortonsbooks.co.uk

 

[Bloodknot]

In the first photo of Wal Handley, what is the intended purpose of the straps around the chest and shoulders?

I think you will find that they are for the completion numbers across their backs.

 

[Bloodknot]

Mortons Archive: Military motorcycles in World War II

Also used in great numbers by the despatch riders of the Royal Corps of Signals was the single cylinder 500cc BSA M20. Here is my father on his.

He landed in France at Arrowmanches on D Day +6 and the following is an excerpt from some of his notes that we found.

“I entered Victoria Street from the Westminster end (London area run) just as a bomb blew the front out of the building on the right. I was covered in glass and other muck but managed to stay upright so got back home OK.”

 

[DaveM]

Welsh Classic Motorcycle Festival to host 'non-stop track action'

If you are looking for a perfect excuse for jumping on the bike and heading out to the coast for a bag of chips, burger or ice cream, May 28/29 will see Classic Bike Trackdays take to the tarmac at the Anglesey Circuit for a weekend of classic non-stop track action at the Welsh Classic Motorcycle Festival.

The WCMF will also host to the Vintage Japanese Motorcycle Club and their National Welsh Classic show celebrating their 40th Anniversary with a wall-to-wall display of fantastic machines from their many members and private entries – you can bet it will be something quite exceptional!

With two days of continuous track action you will be in for a treat as hundreds of classic machines including rare and exotic race bikes are put through their paces in the habitat they belong; out on the tarmac.

The fun continues into Saturday night and there is a treat in store for all racing fans with our three star guests.

Hosted by the ever popular and incredibly successful racer Steve Parrish, Alex George (3 times TT winner and the man who beat Hailwood at the 1979 TT, and Honda France Bol d’Or 24 Hr team rider) and Mike “Spike” Edwards (seven times class champion, road racer, five times podium world endurance rider, ACU coach and direct access instructor) take to the stage to kick the evening off with stories of derring do from their very successful racing careers.

What better way to cap the evening off than with a great classic rock band and The Second Sons are just that. Finishing off Saturday’s entertainment the band will be keeping the atmosphere going for the crowd with a few sets taking us all into the small hours.

Visitors’ tickets will be available on the gate;

• Saturday / Weekend tickets just £20.00 includes all entertainment and camping
• Sunday Only £10.00
• Under 16s have free entry

For more info head over to the website: www.classicbiketrackdays.com/wcmf

 

[DaveM]

Preview: July edition of The Classic Motorcycle magazine

The July edition of The Classic MotorCycle magazine offers a lavishly illustrated celebration of legendary machines, riders and races, and news, reviews and rare period images from the golden age of motorcycling.

Drawing on an archive stretching back to 1903, The Classic MotorCycle magazine provides an unparalleled insight into more than a century of motorcycle design, development, riding, racing and much more.

This month’s issue includes:

Archive Photograph two and three​

Noise testing in 1952 and rare early photograph of a young Barry Sheene.

Restoration guide ​

MZ’s rugged ES125/150 two-strokes.

Unit twin rebuild ​

Brief overview of what’s happened with the Triumph so far.

Sketchbook Travels ​

Four pages from the Stafford show.

And there’s lots more! The only place to find it is in the brand new edition of The Classic Motorcycle, on sale 1st June.

A subscription means you can enjoy all of this, plus plenty of other benefits such as making a major saving on the cover price and FREE postage.

It’s quick and easy to sign up and, whether you do it online or over the phone, our team is ready and waiting to get your new deal under way or extend your current package.

 

[DaveM]

Stock Tiger test

In the early part of 1937, ‘a demonstration of the high speed reliability of Triumph Tigers’ was undertaken.

Our rather remarkable picture was one of a series used to illustrate an article covering a strenuous, ACU-observed trial, undertaken with three Triumph Tiger single cylinder models – a 250cc Tiger 70, 350cc Tiger 80 and 500cc Tiger 90.

Image: Mortons Archive

Previewing the attempt, The Motor Cycle began by explaining “Since there is not to be a stock-machine TT…” which highlights that there was obviously some clamour for such an event to take place – of course, the idea was to be revisited, but it was 10 years after our image, so 1947, that a Clubman TT was instigated. But we digress.

With no Stock/Clubman TT to happen, so Triumph decided to set about a headline-grabbing stunt to underline the excellence of its over-the-counter products. To that end, three brand-new machines were chosen which had already been sent to dealers – the Tiger 70 came from W Brandish and Sons, Coventry; the 80 from Glanfield Lawrence, London and the 90 the Colmore Depot, Birmingham. Officials of the ACU did the choosing and the trio were transported, by lorry, to Donington Park, under the supervision of EB Ware, of the ACU.

Here, on a freezing cold March Tuesday, in terrible conditions (the track being in a ‘treacherous state’ owing to large patches of ice) the machines were readied, which basically amounted to checking everything was tight and all the tanks were full, as well as fitting Moseley Float-on-Air cushions to the rear mudguards. Then the three riders – FE Thacker on the 250cc Tiger 70, Allan Jefferies on the 350cc Tiger 80 and Freddie Clarke on the 500cc Tiger 90 – took to the track, to run the machines in, initially at 20mph, then 40mph.

The ice thawed and turned into a steady downpour. The 250cc rear tyre went flat and a new wheel was fitted, while the 500 developed an oil pump fault which necessitated a strip and clean; no new parts were required. Until lunch a gentle pace was maintained, then, after, ‘the riders gave the machines their heads a little’ and thus concluded the afternoon, still in heavy rain. The machines were then wiped down and locked away.

Next morning, 9.30am, it was the start of the high-speed test. No early trouble was encountered, then the Tiger 90 oil pump started acting up again, necessitating another strip and a touch of fettling, before, after eight minutes, Clarke was back on his way. After an hour, the 250cc model had covered 27 laps, Jefferies on the 350 30, the 500 26. Half-an-hour on, the totals were 29, 44 and 41, the Tiger 90 going well, but then heavy rain came again, while the HT lead of the Tiger 90 then came adrift at the magneto end. It cost another eight minutes. After two hours, it went Thacker/Tiger 70 (who took a load speed tumble) 53 laps, Jefferies/Tiger 80 59, Clarke/Tiger 90 53.

The rain stopped and the sun shone brightly for the final of the allotted three hours – minor problems included Jefferies’ rear numberplate falling off – and the motorcycles were reported as finishing ‘beautifully clean, the two smaller ones not showing a trace of oil leakage and the big one just a drip from the rocker box’ while: “The 500 Tiger showed a slight blueing of the exhaust pipe, but the other two models were not discoloured in the slightest.”

Final figures were that Thacker on the 250cc model had covered 79 laps in2h 57m 56s, at an average speed of 50.72mph. Jefferies made 89 laps, over 2h 58m 16s, average speed 57.4mph and Clarke 84 laps in 2h 58m 29s, 54.4mph, the stops being included in his times.

The trio of Tigers were then transported to Brooklands, where it would appear our picture was taken. Furthest from the camera is Thacker on the 250cc Tiger 70, obscured is Jefferies on the 350cc Tiger 80, blurred is Clarke on the 500cc Tiger 90. The recorded flying lap for each was 66.39mph for the littlest, 74.68mph for the medium, 82.31mph for the biggest.

 

[DaveM]

The pastime and industry in France

From 1912, a report on motorcycling over the Channel, featured in The Motor Cycle.

Correspondent Dagobert (presumedly taken from the Frankish king, who lived c603-639) reported on motorcycling in France, highlighting the many differences that exist ‘in the pastime and the industry’ between the country and Britain.

Mortons Archive

“It is at first sight surprising to find such wide differences in the development of the motorcycle in the two countries” our writer notes, before going on “…the Frenchman does not display anything like the same amount of enthusiasm for motorcycling as is shown by his neighbour across the Channel.”

By 1912, France had something like 37,000 motorcyclists, an accurately recorded figure, owing to the manner in which machines were registered and taxed; shortly after January 1, annually, each motorcyclist had to purchase a small plate ‘at one of the tax gatherers’ offices, or at one of the more important Government tobacco shops’ and then attach it to his or her machine. It was clipped, rather than secured in a more permanent manner, meaning that it was quite apparent if the machine was untaxed, by an absence of the plate. It was noted, though, that the same rider could use the same plate on two (or, one assumes, more) machines.

As well as annual tax, the French rider was ‘obliged to pass an examination and take out a driving licence similar to that issued to car drivers’ and then pay for said licence – a fee of 20 Francs (equivalent 16 shillings) was considered excessive as ‘…although the licence never requires renewing, it is hardly equitable that the driver of a 2hp lightweight should have to pay as much as a man in 60hp car.’

Dagobert then goes on to detail how interest in motorcycling had started to increase again, from a low in 1906, the French having been at the forefront in the early years. Of late, though, numbers had started to rise again, it being observed; “It is rather interesting to note that it [motorcycling] flourishes in the hilly district of France rather than on the plains.”

The article goes on to highlight the ‘unsuitability’ of Paris for motorcycling, while, “In comparing the number of motorcyclists in France and England, it must be borne in mind that the Frenchman does not have the same amount of leisure as the Englishman. To the average man the Saturday afternoon holiday is an unknown institution, and even the annual holidays are of a shorter duration than at home.”

The article goes on to detail club activity, overseen by the Automobile of France(‘…[which] appears to have too much contempt for the humble two-wheeler to pay it any attention whatsoever) while going on to explain how: “In the heyday of its prosperity, the motorcycle in France was an instrument of sport, and as such it became more powerful, more noisy, and more dangerous, until at last it was abandoned altogether.”

Now, though, there were green shoots of recovery, as French manufacturers started to make their motorcycles with up-to-date features like clutch and variable gear, as exampled by the Clement V-twin, so equipped. Other popular makers listed were Motosacoche, Magnat-Debon, Moto-Reve, FN and Alcyon, though – and despite stringent customs tariffs – ‘at least two English firms have secured a good position on the French market.’

The accompanying picture is simply titled ‘Start of a long distance town to town race in France’ with nothing more offered. What we can make out is that the two on the left are both single-cylinder machines, with third and fifth from left Motosacoche V-twins, or at least the engines are. Fourth from left – another seemingly side-valve single – has unusual forks, as does the machine sixth along. But, despite the charming nature of the picture, it’s difficult to deduce too much more.

 

[DaveM]

MV Agusto up for auction, in aid of Ukraine charity

Special Giacomo Agostini limited-edition MV Agusta offered at Festival of Speed sale.

A brand-new MV Agusta motorcycle, the very first of the limited-edition series created as a tribute to 15-times World Champion Giacomo Agostini, will be auctioned in Bonhams Goodwood Festival of Speed Sale on Friday, June 24, with all proceeds raised being donated to the UNICEF Ukraine emergency fund.

Giacomo Agostini with the MV Agusta 798cc Superveloce Ago Limited Edition

This special lot will also include the MV Agusta Experience consisting of a visit to Bergamo for a dinner with Ago, a tour of his private museum and a photo shoot with the Grand Prix legend. The estimate of this superb one-off package is £70,000 – 100,000, with No Reserve.

The 2022 MV Agusta 798cc Superveloce Ago Limited Edition, motorcycle is an ultra-exclusive version of the hand-built retro sportsbike honouring the racing successes of ‘Ago’. It is Number 1 in the series of 311 motorcycles, a total reflecting the number of races won by the Italian over his 17-year racing career.

The first 15 motorcycles in the series are dedicated to each of his 15 World Moto GP titles – a record that still stands in the sport – with this motorcycle representing his first win in 1966. Each of the 15 bears an exclusive carbon-fibre plate on its fuel tank commemorating the relevant trophy and year that it was won by Ago as well as the champion’s signature.

Giacomo Agostini’s first World Grand Prix win is marked by a carbon-fibre plate on the Number 1 Superveloce Ago’s fuel tank

The Superveloce Ago lives up to its name, delivering a top speed of 149 mph (240 kmh) and 0-60 mph acceleration in just three seconds, produced from its 800cc three-cylinder engine, aided by its electronically assisted transmission allowing for lightning-fast and precise gear shifts. The power is matched by a top-rated Öhlins suspension and tempered by an electronics suite including traction control, wheelie control and launch control.

The racing-inspired machine also features carbon fibre bodywork, from its mudguards to the side fairings, and its livery echoes that of Ago’s own racing colours. The refined grey contrasts with the ‘Ago fire red’ and ‘Ago yellow’, with, of course, the coveted number 1 emblazoned on the fairing. The higher windscreen gives the motorcycle a distinctive appearance, resembling the MV Agusta three-cylinder racing bikes ridden by Agostini.

Its appearance is further enhanced by the addition of the MV Superveloce Ago racing kit, which includes an Arrow triple exhaust system, which boosts the power by 151bhp, plus an Engine Control Unit with dedicated engine mapping for maximum performance. An exclusive bike cover and a certificate of authenticity complete this charity lot.

2022 MV Agusta 798cc Superveloce Ago Limited Edition, estimate £70,000 – 100,000 No Reserve

Tim Schofield, Head of Department, Bonhams Motor Cars UK, said: “We are delighted to honour one of the legends of motorsport, by offering this exclusive piece of motorcycling art, while helping to raise funds for a most worthy cause.

“This is a fantastic opportunity for any motorcycle collector to bid for and potentially to own the Ago motorcycle, following in the tyre tracks of the great Giacomo Agostini and to meet the champion racer himself.”

Timur Sardarov, CEO, MV Agusta Motor S.p.A., commented: “We are delighted to partner with Bonhams, one of the world’s most prominent and respected auctioneers, in offering some concrete help for this charitable cause. Our Superveloce Ago, a true piece of motorcycle art, could not be in better hands, and we are confident it will go to a passionate collector and true motorcycle enthusiast.”

The MV Agusta will go under the hammer on Friday, June 24 at a live sale in the Bonhams saleroom at Goodwood House.

The Goodwood Festival of Speed Sale will also be available on the Bonhams App, which provides registered bidders the opportunity to bid in real time online via Bonhams.com while watching the auctioneer and videos of cars on offer. Absentee and telephone bids are also encouraged.

The motorcycle can be viewed, along with all lots, on Thursday, June 23, 10.00 to 17.30 and on Friday, sale day from 09.00. The online catalogue listing can be found here.

For further details and to register contact: ukcars@bonhams.com.

 

[DaveM]

PREVIEW: August issue of The Classic MotorCycle

The August edition of The Classic MotorCycle magazine offers a lavishly illustrated celebration of legendary machines, riders and races, and news, reviews and rare period images from the golden age of motorcycling.

Drawing on an archive stretching back to 1903, The Classic MotorCycle magazine provides an unparalleled insight into more than a century of motorcycle design, development, riding, racing and much more.

The August issue includes:

​

Rickman Metisse CR​

Though they came from an off-road background, the Rickman brothers’ café racers were things of beauty too, as exampled by this immaculate, Triumph-engined example.

Powerplus with patina​

Authentic and unrestored Indian big twin, which came to its current owner after a chance conversation, owing to his wearing an Indian motorcycles T-shirt to the shops.

Charge of the light brigade​

As big, heavy four-strokes gave way to smaller capacity, often two-stroke machines, BSA responded with its 250cc C15T – just it wasn’t actually a featherweight itself.

Well-travelled Enfield Bullet​

Bought new in 2000 by its lady owner, this big single has crossed countries and continents, racking up thousands of miles, before settling, with its same owner, in Bristol.

A subscription to The Classic MotorCycle magazine means you can enjoy all of this, plus plenty of other benefits such as making a major saving on the cover price and FREE postage.

It’s quick and easy to sign up and, whether you do it online or over the phone, our team is ready and waiting to get your new deal under way or extend your current package.

 

[DaveM]

The Distinguished Gentleman’s Ride

We all like an excuse to dress up occasionally, especially for a good cause

Words and photos by Matt

The Distinguished Gentleman’s ride was an idea thought up in Australia back in 2012 for riders of classic-style bikes to dress up once a year in their best attire, go for a ride, and raise money for men’s health charities such as prostate cancer and suicide prevention. In those 10 years, the idea has spread around the world to 115 countries, hosting multiple rides on the same day each year with more than 50,000 riders. And to date, around £30 million pounds has been raised – a remarkable achievement.

To support such a worthy cause, we all donned our best rags and rode down to join in with the Bury St Edmunds-based ride in Suffolk, organised by an old boss of mine, Bernard Adams, along with many others, including local motorcycle dealer Krazy Horse providing a back-up van for any breakdowns!

The machines were varied, from a huge number of modern Hinkley Triumphs, many sporting their personal modifications, through to a Honda C90 Cub and even a flat tank Raleigh. The ride itself took in parts of pretty Suffolk, then headed into the town in beautiful, hot, sunny weather.

With so many bikes, the ride is more a procession, but waving to hundreds of smiling onlookers along the road makes you feel, for one day a year, that being on a motorcycle is seen as a positive to others. And most importantly, it’s for a very good cause. If you haven’t taken part, look out for next year’s rides at gentlemansride.com

 

[DaveM]

Frank Westworth looks back at his favourite bikes: Triumph TR5T Trophy Trail

Continuing with his hybrid theme, Frank Westworth, the founder of Classic Bike Guide, looks at the one that got away – Triumph’s TR5T

Words by Frank with photos from Mortons Archive

Back in those apparently glorious youthful days when we were all masters or mistresses of the universe, also impossibly vigorous, good-looking and quite possibly kind to animals, there was a great two-wheeled obsession with building specials. I even tried this myself, and several of my more spannery buddies built a few that were almost acceptable riding machines. Unlike my own attempts. About which I will never darken your lightness, because some things are simply too awful to see the light of day.

In case you’d either forgotten 1960s specials – or are in the happy position of being far too young to have experienced them – I will offer a few general thoughts. These are personal, based entirely on the genuine life experiences (or whatever we’re supposed to call them) of someone who passed his bike test in 1970, aged either 16 or 17, whichever was legal at the time.

Although the classic myth has it that specials were built to combine the very best bits from all manner of machinery in order to excel at competition, grim reality in my part of rural Somerset was that specials were built to combine mysterious confections of bits from crashed bikes (the source of engines) or blown-up bikes (the source of frames and such like). Sad, as we say, but true.

And there were some very special specials. Few of your actual Tritons thereabouts (apart from one built by a pal who stuck a postwar 6T engine into a plunger Norton bicycle, causing adolescent terror among all who rode it), although there were a lot of TriBSA machines. Triumph twin engines dropped into bicycles typically liberated from pedestrian BSA singles were both cheap to build, occasionally okay to ride, and robust. The latter is important when dealing with teenage tearaways, apparently.

Joshing aside, the combination of Triumph twin engine and BSA single frame was a recipe that produced more decent machines than disasters. Triumph’s engines were always easy to tune (and cheap, because café crash-jobs usually retained their E3134 cams, rusty decibel silencers and twin-carb heads on the short journey from accident to breakers). That, and BSA’s excellent duplex cradle could be easily and cheaply transformed from fat, lumbering plodder, complete with fully enclosed chainguards, voluminous very heavy mudguards, and oddly ugly headlamp nacelles into a rasping Rocket replica by the addition of alloy guards, a bare chain and a set of John Tickle brackets to clamp the rusty headlamp to the newly naked rusty fork stanchions. This is technical stuff indeed and rarely reported in these rose-tinted days.

These machines were horrible. But they were also fun. Cheap, loud, and sometimes fast fun. They still turn up occasionally at autojumbles, too, almost always mis-described in the most gloriously optimistic manner. If in doubt, remember this: there were no factory TriBSAs!

Except…

Except for one. And that’s my Unexpected Dream Machine for this issue. Another of the very best, most entertaining and memorable motorcycles from a half-century of riding them. And, of course, in the great tradition of these things, I’ve never managed to own one myself. Why not? Wait to the end of the tale and I’ll tell you.

It’s 1971 (well, of course it isn’t; I’m just doing a bit of creative writing – just pretend, okay?). BSA has just unleashed the latest interpretation of its glorious C15 model. The unit 250 single on which many riders – including me – passed their tests, now miraculously transformed from a clattery, strangely wheezy, gentle, soberly-styled machine suitable for learners and all-weather commuters alike into a prone-to-explode sporting beast – able to take on the best that new boys on new Hondas could throw at them.

Pause…

I’m sorry. I got carried away. That was the B25 Starfire, a café-styled 250 terror tearaway machine that went bump – and indeed bang – in the night. Or when thrashed. Or simply when it felt like it. The bright new dawn of the 1971 selling season saw BSA’s popular quarter-litre sports bike transformed into a stylish street scrambler, complete with an entirely new bicycle based around the company’s scrambles world champ-winning race kit from the late 1960s. There was a grey frame! There were forks without gaiters! Headlamps hanging from bits of bent wire! And there was no oil tank, BSA having reinvented the oil-bearing main frame. I’m unsure who did it first, but Matchless came close to launching an oily-frame in 1961 or so (‘Pluto’ – another memorable ride if there ever was) and folk reinvented it ever since. It’s quite sensible – until you come to restore one, of course.

I can hear your eyes rolling. A 250 scrambler? What could be exciting about that? Ask any red-blooded learner of the time. And in any case, BSA would also sell you a grown-up version, one of the ultimate big boys’ toys: the hairy-chested and certainly fire-breathing B50; the last of the brutalist big bangers from Brum. They’re pretty amazing too, come to think of it.

The only actual advantage the 250 had over its bigger banger brother – apart from its price – was that it was startable by the weedy. By those who did not rival Popeye in the spinach-consumption stakes or who had failed to complete the Charles Atlas Dynamic Tension routine. It’s a 250, and although its compression was a decently rousing 10:1, the only concern a decently fit person was likely to face was the tendency for the clutch to slip when kicking it over, causing anatomically sensitive items to make sudden and unexpected contact with the fuel tank. But you get used to that. After a while.

The B25 (in both T and SS forms) was quick, too, and riders claimed miraculous levels of performance. Do not believe them, gentle reader, for they speak with forked tongue. It is a bold rider indeed who would attempt to cruise one of these at much more than 60mph. Although the engine develops its alleged 22½ bhp at 8250rpm, anyone who’s even heard of the concept of mechanical sympathy would ease off long before that. What the bike needed was a bigger engine – and not the 500 single, either.

So there we were, 1972 I think, sipping a refreshing libation or two at the Full Moon on Taunton High Street when Jim rolled up, grinning like the fool he was not, aboard a neat and shiny BSA 250 – except that even teenage tearaways can tell the difference between a wheezing 250 single and the cheery clatter of a Triumph twin. We knew he’d had A Project, but he’d kept quiet about it. And of course he’d bought a nearly-new grenaded B25SS somehow (some questions should never be asked) and had slotted the engine from an (inevitably) front end shunted Triumph 5TA. It seemed obvious to us all, even at the time, that this was an intelligent thing to do.

As you know, 1971-on BSA and Triumph twins shared pretty much all parts apart from the engines. It must surely have seemed sensible to anyone with a spare brain cell or two that rather than pretend that Triumph had a noble heritage of big banger singles, slotting a smaller Triumph twin into the oily-frame bicycle its existing T25 shared with BSA’s B25 would be a great way to go.

But no. Instead, while the British bike world collapsed around it, Triumph offered its loyal riders the TR5MX Avenger, notable only for the improbably occasional starting it shared with the BSA B50 (which it actually was) and an utterly unlikely exhaust arrangement. Why do this when there was a perfectly sound 500 twin engine laying around, which was faster, could be started by mere humans, and was very popular – particularly in the USA?

Nothing in life is simple, and we all learned a little later that Triumph had in fact performed exactly that – but only for the US market. Remember that current communications in those days were restricted to a pair of weekly newspapers that rammed their pages with sport, and a handful of monthlies that depended on Japanese and European advertisers for their revenues. Imagine, life with no internet…

But this is it: my bike choice for this issue, unlikely as it may seem. I loved the looks of the oily-frame singles (sad maybe, but true anyway) and loved even more the ungainly looks of the TR5T Adventurer (or Trophy Trail, depending on some mysterious system of nomenclature which I’ve never understood). But my unbiased and entirely sensible view was unusual.

One of the best Triumph’s ever offered – in my view – is the Tiger 100C, and with its twinned high-level exhausts, chunky wheels and excellent twin-leading shoe-stopper, it has long been a favourite. So much so that I ran one for several years and it was hard to fault it – apart from the need for a fifth gear in the box to make life on dual carriageways less stressful.

Of course, the TR5T doesn’t compete in any meaningful practical sense with its discontinued predecessor, except that every time I’ve ridden one I have vowed to buy it at once. It’s hard to explain this, mainly because I don’t entirely understand it myself. But there it is; if we all wanted the same things, life would be truly dull.

Triumph had, of course, built its 500 into a 250 frame machine properly. Although the engine was basically the same as the old T100C, its valve timing was softer and the overall gearing was wildly different – riding the two machines one after the other reveals immediately how different they are. They were aimed at the same market, which makes this a little mysterious from 2022, but in 1973 that market was shifting rapidly, propelled down the primrose path of progress by the great Japanese invasion. And the TR5T reflects this.

The engine is as lively as 500 Triumphs almost always are. It sounds like it should, and indeed it goes exactly as it should, with that design’s appetite and enthusiasm for revs. It is as well developed as you might expect for a design dating from the late 1950s, and although it rattles in the great ohv Triumph tradition, it’s willing, punchy and even oil-tight. No, really. All that’s actually missing from the power package is a fifth gear. The engine would certainly pull it, and every single time I’ve ridden a stock example I’ve instantly reached the same conclusion: it demands another gear and a front brake up to the engine’s performance and the bike’s mass. The latter is easily fixed – the former, less so.

The handling is simply excellent, as you would expect from what is a light and stiff frame. If anything, with the 21-inch front wheel, the steering is almost too quick, twitching like a trail bike. Great in traffic. Except for the front brake – the back stopper is fine. The front, a decently weedy six-inch single-leading shoe device, is intended for the dirt, plainly. It does work, and is less variable in effectiveness than the bigger 2ls conical anchor which will slot straight in, but you’d not want to do a crash stop with it.

But, somehow, the strange styling, with the engine sitting high up so that the tubby twin crankcases can fit into a frame intended for a slim single; the totally bonkers exhaust that flies in the face of the entire notion that off-road bikes should keep their silencers well out of the way of water and rocks; the frankly bizarre gearing… somehow these combine to produce a completely entertaining ride. Every time I’m offered one I fall in lurve again, just like that. And I remind myself that the only reason I’ve never owned one is that they’re simply too expensive, although that may change, as things do. Because as I slowly reduce The Shed’s assortment of overpriced and overweight motorcycles, I may suddenly take the plunge – a mere half-century after the bike came out. No need to hurry…

 

[DaveM]

Moveo and shaker

Preparing for the 1910 TT, fascinating pioneer motorcyclist Bert Houlding, with his JAP-powered racer.



On the reverse of this photograph, there’s some brief notes, added at different times, as evidenced by the varying writing implements used and the handwriting styles. The first, beautiful flowing writing, in pencil, describes; “JAP Loxham machine, rider Herbert Houlding, photo by J H Jamison, Preston” while various other styles of writing have added more, including – in Biro – when and where it was published (The Motor Cycle, May 26, 1910) and “1910 Moveo-JAP, with shaft-driven Bosch magneto, makers: Loxham Garages, Preston.”

If anyone has seen a copy of enthusiast Paul Ingham’s book ‘Bert Houlding: TT Pioneer’ then they will be familiar with Houlding’s story, though not the picture, as it doesn’t appear in there. Paul still has some copies of his 2012 published work available, to which the following information is indebted; to buy a copy email Paul at paulingham06@btinternet.com

The subtitle to Paul’s book is ‘Motorcycle manufacturer: made in Preston’ (from where Paul also hails) and that’s exactly what Bert Houlding was to become, most notably with the Matador and Toreador concerns – but the Moveo was his first attempt.

Born in Preston in 1888, by his early teens he was already employed in the motor trade – and already motorcycling. He was employed for a time as a chauffeur and also by Loxham’s Garages and, after a trip to the inaugural TT in 1907, he persuaded his bosses to allow him to build three motorcycles for a ‘crack’ at the TT. These were the Moveo (Latin for ‘I move’) as pictured.

There is an account, recorded by Bert, of his preparations: “Three bikes were built for the 1910 races. These comprised two 85x85mm side-valve JAP engine models, and one V-twin with a 76×73¼mm JAP which was really the then popular side-valve engine with the stroke cut down.

“Building these machines single-handed, in a shop where motorcycles were of a very secondary importance, gave me a full-time job. There were several innovations including bevel driven magneto with micrometer timing adjustments, unit construction, i.e. the power unit complete could be removed in a very short time. However, the rest of the specification was not as alluring, as it comprised a fairly high frame and long wheelbase, rigid forks, very small section tyres, and a saddle similar in every respect to the push bike type.”

How the Moveo crew did in the race, and even who rode, is largely impossible to discern – Motor Cycling lists Houlding as on number 42 which is the V-twin Moveo, while The Motor Cycle’s finishing order/list of retirements has the number 42 as J H R Laxham (which should surely be Loxham) but perhaps Houlding swapped bikes late on and took over the V-twin, as the one in our picture (with the number plate visible) is elsewhere pictured with the number 41 plate attached, and 41 doesn’t appear in the list of starters published in Motor Cycling.

There is mention made of Houlding starting and The Motor Cycle has Laxham (sic) stopping at Ballacraine, which is where Houlding says, in his own account, he crashed. It’s all a bit of a mystery, further deepened by the starting list in which Storey appears as the man on the 3½hp Moveo number 53, but The Motor Cycle’s post-race detail has number 53 Moveo as D B Rea, who retired on the first lap with a broken pulley. Whatever, it’s fair to say the Moveos didn’t trouble the leaders, in a race won by Charlie Collier from his brother Harry, both on their own-made 5hp (660cc) Matchless V-twins, with a pair of Triumph 3½hp singles third and fourth; one of the peculiarities of the time was that multi cylinder machines enjoyed a capacity advantage.

Moveo listed a five model range for 1911, though whether any were actually built is open to conjecture. Bert Houlding was to go to many more adventures, with all manner of designs and collaborations, his most noteworthy probably being with Granville Bradshaw. Not only did Bradshaw supply Houlding engines for the Matador and Toreador (formed by Houlding with Chris Shorrocks, later of supercharger fame, after Houlding left Matador, a company he’d founded) but Houlding, Bradshaw and G H Jones (later designer of the ‘Lighthouse’ OK supreme) collaborated on an ohc oil-cooled engine in 1926. We – and Paul Ingham in particular, on the email given – would love to know if the engine still exists; it was reckoned to have been raced on the sand, at Southport, by Norman Houlding, Bert’s brother.

 

[DaveM]

Noisy Neighbours

Members of The Motor Cycle’s editorial team take to the residential streets, for a noise testing experiment.

Image: Mortons Archive

The sound made by motorcycles has long been a source of consternation and debate, one which still rages today, but which, in 1952, The Motor Cycle chose to investigate, using a modern, newly available piece of equipment – the noise meter.

The devise used was made by Dawe Instruments Limited, founded 1945. The firm later changed its name to Lucas (yep, the self-same Joseph Lucas company) Dawe Ultrasonics, then formed an alliance with American company Branson, with the British arm later making products under licence.

At the time of The Motor Cycle’s test, though, the noise meter was being made in Hanwell, Ealing, west London, while The Motor Cycle ‘research team’ first took the meter out in Oxford Street, to record some general noises.

After an explanation about how and what noise testing was, and how it was monitored, The Motor Cycle crew set about recording some background comparisons, so that readers would be able to put into some kind of perspective what they were reading, in an article which was published in December 1952; so 70 years ago this year, and slap bang in the middle of the period between when the current Queen had ascended the throne (February 1952) and her coronation (June 1953), the time when Britain was coming out of its post-Second World War greyness and into a bright, brave new era, encapsulated by the incoming 25-year-old monarch. And by technology like the noise meter.

In Oxford Street, some recordings were made – ‘general noise level, no traffic close’ was 64 decibels (or db), then a bus ticking over 72db, taxi at 30-35mph, sports car at 40-45mph 88db, accelerating bus 94db. A small note was added underneath: “For comparison it is interesting to note that a typewriter placed on a wooden desk gave a reading of 67 to 68 decibels at about 4ft range. The general noise in the office when the typewriter was not in use was 42 decibels.”

Then it was out with the motorcycles, four of which are shown above, these being (from nearest, to furthest) Matchless G9 Super Clubman, Ariel Square Four, then 197cc James and Norman two-strokes, which would both be powered by the same Villiers engines. The riders are, again nearest to furthest, editor Harry Louis, assistant editor George Wilson, ex-racer and road tester Vic Willoughby, then ‘J H Everest, sound meter operator’.

Other machines brought along on the day were a 45cc VelocSolex autocycle and a Ford Anglia car.

At ideal speeds the Ariel and the Velosolex (64db) were quietest, though the car bettered them at 57. Loudest motorcycle was the Norman, at 73. Things of course changed at different speeds, the only (almost) constant being that the car was quietest, the only time it being bettered was by the autocycle under ‘normal’ acceleration – though the VeloSolex didn’t take part in the harsh acceleration, cruising at 30mph, overrun at 30mph and accelerating uphill tests, for obvious reasons!

Of the four motorcycles, consistently the Square Four was quietest, though it was no match for the car, explained The Motor Cycle: “The Ford Anglia is a sedate family saloon with appropriately sedate performance. Yet if the Ariel Square Four is compared with the Ford – and the Ariel has a remarkably high performance – the excess noise over that of the car is only 2db on normal getaway and 4db when cruising.”

Loudest of the motorcycles was, probably unsurprisingly, the Matchless, which recorded 101db, the highest number of the day, in the ‘accelerating uphill’ test – though still somewhat shy of 105db, which is the usual static track noise limit in the UK, though it can differ from circuit to circuit. So no open meggas allowed!

Though the Matchless does look like it has open megaphones fitted, it was just a styling exercise, peculiar to just the Matchless twin range – its sister AJS Model 20 had conventional tubular silencers. The Matchless in our picture was described as a ‘G9 Super Clubman,’ but no further detail was given in the article, though more research and investigation revealed its usage in an article in February where it was described thus: “A two-year-old staff Matchless Twin with over 17,000 miles to its credit.” This time, it was used to tests different fuels and compression ratios, recording a best speed of 84.04mph. One reckons that at that speed, the noise would have rather been bellowing out.

 

[DaveM]

Rocket Ron

It’s refreshing to have a colour photo from the archive for once and Ron Haslam’s smile sums up the love so many have of racing. The scene appears to show a typical club racing scene, with friends helping out. There may be no factory overalls or promo ladies but the Mal Carter Pharaoh team van makes up for that, with ‘Ron Haslam Superstar’ on it!

Ron to me personifies the near-addiction levels that racing gets for some. This photo was taken in 1979, just as Ron was breaking through. He was still racing with Carter, the ex-racer and businessman who first supported him with the Yamahas you can see, but he was also in contract with Honda Britain, winning several titles and the Formula One TT race in 1981 (and 1980 but politics got in the way), and campaigned numerous other championships, including Grand Prix, for over the next three decades. He also spent time at Cagiva, Suzuki and Norton, and many will remember Ron on the Elf Honda, with its radical front end. He made a strong name as a rider who could transfer information to the team – an ideal development rider.

Ron has done it all, but there is one constant. Looking through the archive, I even found some photos from the Honda protest at the TT, when the bikes were painted black and the riders wore black leathers (long story). Ron was still smiling. From a boy who began racing on his brother’s Seeley-framed Norton Commando at Cadwell Park to racing for the Honda Grand Prix team and some of the most innovative bikes of the time, he’s done it all. And Ron and his son, Leon share the unique experience of being the only father and son racing at the same Grand Prix – at Le Mans in 2000, Ron raced in the 500cc class, while Leon was racing in the 125s. Ron still helps with Leon, himself a British champion, to this day.

Until this terrible pandemic, Ron educated and entertained while running the family racing school at Donington Park with his wife, Ann. Still backed by Honda, still fast, still smiling. Now he is still to be found in the garage on raceday, helping Leon. Racing may be addictive, but if it makes you smile…