The Classic Motorcycle

[DaveM]

TR3OC National Rally Celebrates 50 Years of Triumph Trident T160

Newark Showground 30th & 31st August 2024

The TR3OC, formed in 1979 is dedicated to promoting the use of BSA and Triumph push-rod engined three cylinder motorcycles, the Trident variants (T150, T160, Cardinal, Les Williams specials), BSA Rocket 3 and X-75 Hurricane, and specials based on the triple motor. The Club is administered from the UK and has over 1260 members from around the world. TR3OC welcomes owners of standard and modified triples built using push-rod motors and publishes a bi-monthly magazine, Triple Echo. The club’s website is at www.tr3oc.com. The TR3OC runs local meetings around the UK and across the world, and runs a machine dating service to assist registration applications. The club owns a version of the first prototype triple, the P1, and the last, the T180 900cc triple. The club also commissioned series of 21 short films, “BSA and Triumph Triples: The People, The Bikes, The Racing”, in which the people who designed, built and raced the triples told their stories. This important historic record gives unique insights into the story of the triples by the people who were actually there.

The first triples, the Trident T150T and BSA Rocket 3 were launched in 1969 to great acclaim and formed the basis of racing machines that were highly successful in short-circuit racing, the Isle of Man, and endurance racing. The most famous IoM winner of all time, Slippery Sam, was built by Les Williams around 1 T150 Trident and won the Production race 5 times in succession. Tridents and Rocket 3s were raced in the Anglo-American Transatlantic Match Races in 1971 and 1972 with two teams of risers competing for the trophy. Eminent riders included Gary Nixon, Dave Aldana, Dick Mann, Percy Tait, John Cooper, Phil Read and Tony Jefferies on teams of six riders. To this day triple-engined bikes are successful in racing, and many owners use their roadgoing Tridents, Hurricanes and R3s over big mileages.

1972 Braunston canal marina BSA – Triumph press photo shoot

On 7th December 1974 the first of the iconic Triumph Trident T160s, T160 00257, was built at Small Heath, Birmingham, UK. Significant upgrades to the specification of its predecessor, the T150 Trident, included 3-into-4-into-2 exhaust system, rear disc brake, electric start, a forward-canted cylinder block and uprated emissions controls to satisfy increasingly stringent regulations.

Originally slated to be called the “Thunderbird III” it was ultimately named the “Trident T160” following alleged complaints regarding trade name violations!

LEAD Technologies Inc. V1.01

The TR3OC celebrates this important 50th anniversary, 1974 to 2024, at their annual National Rally at the Newark Showground, Nottinghamshire, UK, NG24 2NY on 30th and 31st August 2024.

The TR3OC has a long tradition of running an annual rally in the UK. Known as Beezumph, the rallies have allowed members and non-members alike to enjoy meeting like-minded triple owners and enthusiasts and to listen to guest speakers who entertain rally-goers with fascinating talks on a variety of topics related to triples. The TR3OC has always welcomed bikes other than triples. Over the years the club has enjoyed vintage bikes as well as classics and modern machines. To name-call but a few: Scotts, Vincents, Velocettes, Nortons, AMC machines, all Japanese marques, Moto Guzzi, Moto Morini and Laverda.

The new-format TR3OC 2024 National Rally at the Newark Showground, Nottinghamshire, UK will feature camping with a limited availability of power hook-ups on the nights of Friday 30th and Saturday 31st August priced at £23.40 for rally ticket holders only. Attractions include a treasure hunt ride-out with prizes, autojumble, bike displays with trophies for category winners, a raffle and band, The Destractors. The club will also be screening the TR3OC’s acclaimed films “BSA and Triumph Triples: The People, The Bikes, The Racing”. There will be catering and bar, and weekend tickets include a meal on Saturday. A rally badge featuring the Trident T160 is available for rally ticket holders. Club merchandise will be available to buy.

The National Rally Guest Speaker​

The guest speaker at the TR3OC National Rally 2024 will be Mick Duckworth. Mick is a noted and well-known independent motorcycle journalist who has been writing about bikes for several decades. He is the author of a number of motorcycle books, including Triumph and BSA Triples and recently Triumph Experimental with Norman Hyde. Mick edited Norman’s recent book Winning Ideas published in October 2023. Among Mick’s other notable books several on the Isle of Man TT and Classic Racing Motorcycles, Triumph Bonneville (with James Mann) and Ace Times covering topics on the famous Ace Cafe in London. Mick is also a prolific author of articles for motorcycle magazines in the UK and USA.

Mick was a central part of filming the Club’s film series BSA and Triumph Triples: The People, The Bikes, The Racers Mick was the interviewer over three days of filming and several conversations on the content of the films. It was notable that Mick knew every one of the BSA and Triumph people interviewed in the films and that played a huge part in settling the interviewees down. Mick also took an interest in the Club’s T180 re-creation project and was the author of the piece published about the road test in Classic Bike magazine in December 2023.

The TR3OC is honoured to welcome Mick as our guest speaker at the National Rally.

Tickets and how to buy them​

Rally tickets are £35 and day tickets without camping, meal or badge are £15. A meal on Saturday night is included in the rally ticket price. Non-vegetarian and vegetarian options will be available. Select your choice when you buy your ticket. Other catering during the rally is provided by the restaurant on-site at the Showground. A variety of food and drink options will be available throughout the rally.

The TR3OC welcomes rally-goers with any make and age of bike at the National Rally.

Tickets for the National Rally are on sale via the dedicated website on www.tr3oc.com. Click the Events tab to find the National Rally page. You can buy your rally tickets there on line, or download a form and post it to TR3OC National Rally, 6 Beechnut Drive, Darby Green, Camberley, Surrey, GU17 0DJ. Tickets can also be bought at events throughout the summer.

The National Rally is organised by the Events Secretary, Joe Perfect (events@tr3oc.cm).

Programme of events​

Friday 30th August

Morning arrival and set up

Afternoon autojumble

Trips to local places of interest

Talk by Mick Duckworth

Saturday 31st August

Treasure hunt

Bike show and awards presentation

Evening meal

Band: The Destractors

Contacting the TR3OC​

The club’s website is at www.tr3oc.com. Membership enquiries should be made through the club website or by email to membership@tr3oc.com.

For more details or to discuss the event please contact Events Secretary Joe Perfect at events@tr3oc.cm or Jerry Hutchinson, Public Relations Officer, at pro@tr3oc.com or

 

[DaveM]

Velocette Venom test ride

This well turned out Velocette Venom was possessed of the lightest clutch imaginable.

Words: JAMES ROBINSON Photographs: GARY CHAPMAN

Of all the motorcycles I’ve ridden, I suspect that Velocettes are potentially the most sampled brand. This has come about because of various factors, starting from parental influence, in that my dad has rarely been without one since he started motorcycling in the late 1950s, through geography and friendship; and having bought my own first Velocette when living in Lincolnshire, I was sort of adopted by several people for whom Velocette was almost a religion, a maker on a higher plain and without equal.

Many of these people were generous enough to let me sample their machines too, so, with regards to Velocette four-stroke singles, I reckon I have ridden pretty much most of them, through MOVs and MACs and Model Ks, Vipers, Venom, Thruxtons, KSS, MSS, KTS and – arguably most memorably – KTTs, pretty sure in every iterations, from Mk.I to VIII, though the nearest I have come to riding a Mk.VII KTT was a replica, but with only 37 built, that’s not too hard to rationalise. Of all of those Velos this one, pictured before you, had the lightest clutch of the lot. It was, quite simply, staggeringly light.

The Velocette clutch – a thing of apparent mystery, much head scratching, frustration, bewilderment and frequent bemusement (though try understanding the clutch(es) on a Vincent twin, it makes the Velocette seem oh-so-simple…), but, when set up and working like this one, my goodness, it really is incredible.

I’d not say that the one here is just the lightest Velo clutch I’ve ever pulled in, but, quite possibly, the lightest motorcycle clutch I’ve ever experienced. It was that remarkable. And this was on a big, hairy 500cc single, the most brutal, back-to-basics motorcycle of them all, if a Velocette can ever be described as brutal and basic. The feeling of this clutch is the absolute opposite of that; one doesn’t need to be He-Man with bulging forearms to operate it; a sickly one-fingered child with the strength of a malnourished kitten wouldn’t have any bother whatsoever. Said typical juvenile’s lack of patience would probably preclude starting it mind, but that’s a different factor, which we’ll address later.

And so back to the clutch. It works thus. While most clutches are operated by a single thrust rod, the Velocette uses a thrust cup carrying a thrust bearing (originally ball bearings in a cage, but now roller version is available) and three thrust pins against the adjustable clutch spring holder. It pivots in a gate-like hinged manner, being actioned by a large thrust pin itself moved by a bell crank within the gearbox shell. As the thrust cup is tilted it puts pressure on the clutch thrust pins which separate the clutch plates. What is unusual is that the thrust cup tilts, rather than being pushed square.

For the clutch to be fully disengaged, the plates have to complete one revolution, after which the self-aligning thrust bearing seating itself in the thrust cup levels the plates and frees them from the friction plates.

The other peculiarity is setting up the clutch, done using a peg which engages with the spring carrier in front of the clutch. Turning the rear wheel affords adjustment; there’s slightly more to it than that, but in essence that is how the clutch is adjusted. Meanwhile, cable adjusters are kept out of the way, so adjustment isn’t done on the cable. Again, the clutch must be set exactly as per the maker’s instruction. Anything else and it won’t work. Simple.

Famous 86x86mm engine and gearbox unit, housed in Velocette’s typically idiosyncratic frame.

Red tank badges for a 500cc version, silver for 350cc.

Valve lifter underneath clutch lever on top. Both integral to Velocette-lore.

Rear suspension was given some adjustment, via a system first trialled by Velocette in the late 1930s.

But why are some of them so light? And they really are – my dad reckons of one he had: “It was so light I’d sometimes worry that the wind would pull the lever in,” and he was only half-joking. The only things we can come up with are the logical explanations, so perhaps a brand-new, well-lubricated cable, lots of brand-new components (dad’s point of reference is his first Venom, bought new by his brother and by dad from him when it was a few months old) all moving free and easy, and lastly the clutch springs. The Velocette clutch as fitted to most of the later singles has 16 springs in it (though the Thruxton has 20 as standard, it’s reckoned they won’t slip with 16 in) and is of seven and nine plates. Reducing the number of springs would lighten it too – there’s certainly no need for as many as with some of the lower powered models. Perhaps different materials, bindings, tensions, all make a difference too, while there are varying length springs as well. All these things will have an impact and the culmination is how the clutch behaves.

The use of friction in clutches has always intrigued me. It seems counter intuitive, in so much as they rely upon friction being maintained for drive to be enabled. Surely, intuition would say that the opposite would be better, so that as material wears and friction reduces, there is no let-up in propulsion?

Early motorcycle clutches were reported before 1900 – Felix Millet being one who had identified a need – but Mabon (of North Finchley, London) was probably the first, or at least best known, early advocate. Marketed as a ‘free engine pulley and clutch’ the device was mounted on the end of the crankshaft and was operated by a cable from the handlebar. Introduced in 1906, it was metal-to-metal and was available to be fitted to ‘most standard machines’ and it must have been revolutionary, although perhaps these days we are less understanding of traffic conditions then – while a clutch would have been useful, traffic would have been so much less, and riders wouldn’t have been stopping so much.

By the First World War, gears and clutches were of course commonplace, such was the take up, while other systems (such as Rudge’s Multigear and Zenith’s Gradua, among others) gradually fell from favour, as a uniform idea of clutch and gearbox was adopted. All worked largely on the same principle, albeit with minor tweaks. AJS, for example, relied upon one central spring and just a single plate, which sufficed into the 1920s. Sunbeam decided that ‘clutch stops’ were a necessity, to halt spinning plates, although no one else seemed to.

In the meantime, the Hall Green, Birmingham, manufacturer Veloce was quietly getting on with establishing itself, under the controlling Goodman (formerly Gutgemann) family. The first motorcycle (a direct drive 400cc four-stroke single) had been made in 1905, then a five-year hiatus, before a 276cc four-stroke single, with two-speed gear in unit and driving through separate cone-type clutches. While advanced, it wasn’t a success and so, in 1910, Veloce did what loads of other nascent manufacturers were doing (hello BSA) and had a good look at the Triumph single – and basically copied it, producing the company’s opening 499cc four-stoke single. It was to be the first in an (albeit broken) line that stretched to 1971.

For from the end of the unit single until the mid-1920s launch of the 350cc overhead camshaft Model K, Veloce preoccupied itself with smaller capacity two-strokes, some direct drive, other early examples used a version of the two-speed gear and separate clutches, while a three-speed gearbox came in the early 1920s. The first Model K had the same gearbox and single-plate clutch as the range-leading two-strokes, which relied on a scissor-action quick-thread worm operation for the clutch, but in short order Velocette had adopted its multi-plate (three initially) system with pivoted clutch operation via the gearbox push-rod – and never saw any reason to change it. The same design literally served for evermore.


A friend once said to me: “Why was the Venom the 500cc one, the Viper the 350cc version, when the viper is the snake, the venom what it produces, so surely names should be the other way round?” No idea.

Note the line of the final drive chain – the gearbox sprocket is inside of the clutch and thus primary chain too. Another Velocette quirk.

The other regular Velocette criticism is ‘they’re hard to start.’ That’s not strictly true, as they require a lot less physical effort than many contemporaries, but they are finicky to start, is probably the best way to describe it. A child arguably could start it – but would probably get bored of following the drill, which must be strictly adhered to for a positive outcome. If the starting drill isn’t followed, to the letter, every time, all that happens is… nothing happens, apart from the would-be rider gets increasingly frustrated. But the only thing to do is ‘trust the process’ and follow it. The way the kick-start is means just thrashing at it is not going to get a good result. The process goes thus – with petrol on and carb tickled, pull in valve lifter and give a few swings of the kick-start. Release valve lifter and find compression with the kick-start. Then, allow the kick-start to return back to the top, before pulling in the valve lifter, and pushing the kick-start all the way to the bottom. Release valve lifter and kick, all the way through. The thing is that if it doesn’t go first kick, then the whole sequence must be done again. This becomes increasingly hard as onlookers start to mumble about ‘bloody Velocettes’ and the kicker gets more frantic. Curiously, I have found it is often easier to start someone else’s Velocette, than your own. Reminds me of when we boys, my brother and I, and dad would say of his Venom, jokingly, “When you can start it, you can have it.” My brother, who is given to methodically working things out, realised that it was all to do with technique. He literally now owns that Venom after dad was good to his word.

This Venom featured here dates to 1959 (the peak year for Venom production incidentally, with nearly 1000 produced of the 5721 in total, from late 1955 to 1970) and was sold new by King’s of Oxford, the dealership belonging to Stan Hailwood, father of Mike. It has its original logbook back to day one, while it was also treated to a replacement big end in 2022, plus stacks of other work, with lots of receipts from Velocette specialist Ralph Seymour.

Now, the day I was riding this black beauty (I quite like the unlined tank, I must admit) it was absolutely pinging hot, the worst day on earth, really, for a potentially recalcitrant 500cc single. This one hadn’t been started for a bit, while Peter Rosenthal (who has it for sale, having taken it in for a deal with a Norton twin. Have a look at www.petesbikes.co.uk or 01354 692423) left me to it, so we were going in blind. It also has the standard auto-advance unit – at least with manual advance one can over-advance it and, although one might get a belt back through the kick-start for one’s troubles, at least it proves there’s signs of life. This one, nothing for a few kicks, then it’d burst into life – I think, with reflection, to start with it was simply not getting enough fuel and as the day went on, though every now and then it’d seem to make a refusal… And then strike up.

I’m always minded of a hot summer some years ago, when my cousin Peter and brother Simon were both running Venoms. Every time they stopped, one or other would have a sulk when coming to restart, then normally fire up just as the other died. It became a standing joke.

Once we were up and running, as I say, this one is dominated by its clutch and its utter loveliness, though it was largely matched by the rest of the cycle, though I did feel it was ‘working a bit hard’ almost as it was under-geared, with an indicated 60mph, plus a little bit more, feeling a bit more stressed than I’d expect. Indeed, it reminded me of my brother’s Venom, which has a similar feeling, though the gearing is standard. While I was sure at the time this one (or Simon’s) didn’t have a slipping clutch, was it, perhaps, slipping the tiniest bit, thus accounting for its lightness. I still can’t decide. But most likely, this one felt like that as I’d just hopped off a DBD34, which, despite being a 500cc two-valve overhead valve pushrod single, is about as far removed as it’s possible to be from a Velocette Venom.

A Venom feels light, precise and ‘engineered,’ unlike the perhaps more agricultural contemporary single cylinder products of say BSA, Norton or AJS/Matchless. Or anything really. That’s not necessarily a criticism of the others, just an explanation of how different they feel. A Velo is just a bit more delicate feeling.

There’s a story a Lincolnshire friend would tell about Freddie Frith, 1949 road racing 350cc world champion on a Velocette, when he had his dealership in Grimsby. Supposedly, Frith would size up a potential customer and, often, recommend that ‘sir’s money would be better spent elsewhere’ pointing him towards the local Triumph or BSA dealer, as something in their manner wasn’t going to agree with the peculiarities of the Velocette. For some, they’re a way of life, a deviation from conformity, while for others, they’ll always be a bunch of solutions to problems that didn’t need to exist. But anyone who has ever experienced that clutch in use cannot fail to be impressed and potentially beguiled, idiosyncrasies and all.

Simply put, it’s just a nice, reassuring thing to ride.

 

[DaveM]

July Jumbles with Classic Bike Shows

Looking for something to do in July? We’ve got you covered with the ‘Normous Newark and Kempton Autojumbles! With hundreds of traders joining us across the two events you’re bound to find that missing piece you’ve been looking for!

With ‘Normous Newark taking place on July 7 and Kempton Autojumble gearing up for July 20 you’ve got plenty to choose from!

‘Normous Newark Autojumble and Kempton Autojumble are a great day out for any car or motorcycle enthusiast, it offers a vast array of parts, restoration services and related products for a variety of vehicles along with being able to socialise with like-minded automotive enthusiasts and haggle over spares! You are bound to find that missing piece you’ve been searching for!

Get your tickets online by the Friday before the event to save £1 on your tickets!

For more details and event specifics, visit the show websites below:

www.kemptonautojumble.co.uk

www.newarkautojumble.co.uk

 

[DaveM]

Head to Classic Motorcycle Day at Crich Tramway Village in July

Crich Tramway Village will be celebrating ‘Classic Motorcycle Day’ on Sunday 7th July.

Credit: Doug Leman

Credit: Doug Leman

The event is the museum’s seventh partnership with the Vincent HRD Owners Club and with sponsorship from Derwent Waste Management.

Over 350 classic motorcycles have already been entered, from vintage machines to modern machines of the1990’s, all of which must be over 25yrs old.

Expert judges will award trophies for the best motorcycles and scooters, including Best Original, Best British, Best Japanese, Best Italian, Best International, Best Pre-war motorcycles, and Best Scooter.

The public will get the chance to vote for the winner of the ‘Best in Show’ Trophy and are encouraged to browse the whole display before making their selection.

Vincent HRD Owners Club organiser, Jon Lambley said: “Many of the classic motorcycle owners consider this event to be one of the most important in the year, and we hope that everyone will enjoy this year’s display and vote for their favourite machine.”

Events Manager at Crich Tramway Village, Candi Bell, said: “We are looking forward to welcoming everyone for another great day for browsing the classic collection of motorcycles, taking vintage tram rides and enjoying live music in the afternoon from Midnight Shift.”

For further information visit: Classic Motorcycle Day - Crich Tramway Village

 

[DaveM]

Sunbeam S7D, ‘The Gentleman’s Motorcycle’

Was the Sunbeam S7D just “a nice bit of engine stuck between two ring-doughnuts”? Well, a lot depends on the quality of the doughnuts!

Words: STEVE WILSON Photographs: GARY CHAPMAN

The Sunbeam S7D (for De Luxe) was described and defined as ‘The Gentleman’s Motorcycle’. And this one lived in a context which ticked all the boxes.

In a venerable village at the base of the Downs, at the end of a drive hundreds of yards long, lies a very nice house in several well-tended, tree-fringed acres, surrounded by a multitude of barns and stables. In one of them there is a well-patinated soft-top Morris Minor.

Like the house, the Minor belongs to the Sunbeam owner’s partner, Tina, a game girl who when we first met at our local show, had just carried two folding chairs for several miles while riding on the S7’s pillion pad. The owner, David Tilton and his late wife had both grown up in Leicester and later they returned there. But after his wife had sadly passed away some years ago, David finally had moved south to be with Tina. “I’m not complaining,” he said, gesturing around.


Massive 16in tyres originally had to be made specially for the S7 by Dunlop. But today’s Cruiser-oriented Avons hold the road much better.

Original blue badges were replaced by yellow from 1951. They better suited the Mist Green (originally dubbed ‘Margreen’) finish.

Electrics box, with ammeter unreadable from the saddle, and switch for Sunbeam’s coil ignition and lights. Also inside, holders for spare bulbs.

Gearbox was in unit and in-line with the engine. Note flexible exhaust section to cope with rubber-mounted engine.

To the Manor Born​

The Mist Green S7D with its elegantly curvaceous lines looked right at home on the gravel drive. David had bought it five years ago. It was a somewhat unusual choice, given his former profession; he had been a fighter pilot in the RAF, on the Tornado GR1, the ground attack version. So, an officer and a gentleman.

A previous British bike had been a 1960s BSA A65 Thunderbolt. “I like the Sunbeam’s quirkiness,” said David. “I’ve also got a Cyclemaster,” the 1950’s 30cc clip-on two-stroke. “A friend took me down to Pendine Sands when they were racing them! With the S7, I’ve probably only ever seen 50mph. I ride it into the market town now and then, to get the Sunday papers. Or up onto the Berkshire Downs with Tina, we take a drink, park up and watch the sunset…”

If that all sounds a bit sedate for a former skydiver, it should be said that David had just returned from the MC Piston rally in Spain on his other bike, a Suzuki GT750. I know the Picos de Europa mountains are lovely, but they can be a bit challenging after a long day’s ride; David witnessed one bike crash resulting in broken bones, and sadly, heard about another that had involved a fatality. This puts his local ‘potter-bus’ mode on the S7D into perspective – horses for courses.

We walked round the Sunbeam, David pointing out a charging point fitted to keep the battery topped up. The coil electrics are now 12-volt, as the S7D had been fitted with a replacement for its original front-mounted six-volt Lucas pancake dynamo, a 12-volt Lucas alternator. This had come from the post-Second World War Sunbeam spares suppliers, manufacturers and gurus, Stewart Engineering (Tel: 01202 768220) down in Poole, Dorset. They had also provided the aftermarket deeper sump pan fitted for the S7D’s car-type wet-sump lubrication system, which not only carries more than the standard four pints of oil, but also an additional full flow paper oil filter.

Checking the reconditioned speedometer, David mentioned that he thought that the S7D had been, and maybe still was, on sidecar gearing. Fetching a screwdriver, he removed the inspection cover on the shaft drive’s rear hub worm-gear housing, as from 1950 the serial numbers for either set of solo or sidecar worm and wheel drive had been stamped on the worm-wheel edge.

We failed to locate it, but that gave me an excuse to contact Andy Chapman at Foxwood Motorcycles R & R (Tel: 07855 948123) in Farnham, Hants. An Ariel singles and S7/S8 specialist, Andy had undertaken major work on David’s bike. It was Andy’s personal S8 we’d tested in TCM December 2019, and I had been impressed by the ex-aeronautical engineer’s steadiness and depth of knowledge. He did not disappoint now, providing several insights into the S7D’s nature.

Nearside of S7D reveals swelling lines of its bodywork. England’s first cruiser?

The Specialist​

David had turned over the Sunbeam, which had been smoking badly, to Andy, for what turned out to be major work on the engine. It needed reboring for what Andy reckoned was the third time, to +0.030 (+0.040 is these Sunbeams’ limit), with new pistons fitted. The crank was reground, probably for the second time. New big end shells were fitted.

David brought the bike back to Foxwood in September 2021 as it was still smoking, oil consumption had been high, and the speedo was malfunctioning. While Andy works, he provides the customer with a typed-up, day-by-day log of what he is doing, and why. In this case, there was no smoke from the exhaust after a high-revving run, but there was unburnt oil in the exhaust and tailpipe.

With the head removed, the cylinders had been perfect, and there was no sign of oil rising up past the pistons; but there was a significant quantity of oil lying in the cylinders. There was no indication that it was being drawn in through the valve guides (rare, on these Sunbeams). But the copper head gasket showed some staining of its top surface, indicating oil/gas leakage, possibly because the head had been skimmed previously.

Andy dismantled the head, removing the camshaft. He found some damage to the roof of the front combustion chamber. He repaired a damaged thread on the right-hand front head stud; he pointed out that with the all-alloy engine/gearbox, threads are easily stripped, which tends to happen when home mechanics try to stop oil leaks by over-tightening. The standard engine breather in the oil pump housing was supplemented by another at the front of the cam-box, containing three small spring-loaded disc breathers. These are no more than adequate, if they are kept clean; but with Sunbeams running hot, crankcase pressure and subsequent oil leaks can be a problem.

After forcing solvent through the head’s feed passage, Andy skimmed the head joints’ surfaces, then rebuilt the head. He annealed and fitted a new, thicker, 1.6mm copper head gasket, to compensate for the skimming. But he warned of the possibility that, though the damage to the head could have been through corrosion, alternatively it might have been from a hairline crack or a porous head, both very hard to detect. Restoration work is full of these uncertainties, and a good engineer has to at least recognise the possibilities.

Eight-inch headlamp, 5x16in tyres – S7D didn’t do things by halves.

Reassembling, he noted that in the horizontally-mounted distributor to the rear of the cylinders, the distributor arm had been colliding with the condenser and had almost chewed through the condenser wire. He knew the cause was that condenser replacements by then had been larger than the originals. Andy had reshaped the rotor arm with linisher and file to eliminate the friction. But today the indispensable Stewart Engineering have had a fresh batch of condensers made up, to the original size.

Fuel had been leaking from the tank’s cap and causing paint damage; a new cap was fitted. Neither warning light was working; both bulb holders were incorrect, and the dynamo charge light was wrong now that the 12-volt alternator had been fitted, while the non-original oil pressure light holder had one terminal broken off. That was fixed, though a correct new green warning light bulb cost £43!

Next the rear end had to be completely dismantled, including the Lay-rub coupling for the shaft drive to the gearbox. This was so that the new parts ordered for the speedo drive could be fitted – Andy believed the ones in place had been for solo not sidecar gearing. After confirming that the rear worm and wheel set were for sidecar use, he fitted a new sidecar ratio drive worm for the speedo onto the rear of the gearbox layshaft. (The low-powered, relatively high-revving Sunbeam engine may not have seemed an ideal sidecar tug, but in the 1950s one in every three large capacity British motorcycles pulled a chair (as had the BMW R75), and the S7’s frame had been equipped to take one on either the left or the right side.)

Finally, Andy dismantled and adjusted the eight-inch rear brake’s shafts and springs which had been assembled in the wrong order, and put the cross-shaft components back as they should have been. A last test ride showed that the smoking had been cured, but that despite having lowered the needle one position, the mixture was a little weak, and hot-starting not perfect.

Andy thought the problem was probably that the 15/16th inch Amal 276 remote-float carb, a prewar design employed for the whole S7/S8 production run, was past its best. Stewarts can provide Concentric replacements – but Andy added that you had to be particularly careful not to overtighten them…

Steve Wilson, right, gets the owner’s side from David Tilton.

Owner David Tilton enjoys the Sunbeam’s ‘quirkiness’.

“An engine strangely sandwiched between two earth-mover wheels”, was how marque historian Bob Cordon-Champput it.

The S7 De Luxe Story​

The BSA Group had bought the prestigious Sunbeam name off AMC in 1943, mainly for use on the Group’s bicycles, but also to distinguish a flagship luxury model for the postwar market.

The history of the early S7s, produced from mid-1947 to mid-1949, fruit of the car and motorcycle designer Erling Poppe, had been troubled. The S7 had been based loosely on examples of the BMW R75 captured in wartime, with the same brakes, tyres and big (initially interchangeable) wheels, front-mounted pancake dynamo, and shaft drive.

For the engine, since a flat-twin was deemed too discernibly German-originated for the Allied market postwar, Poppe, who had long aimed at designing a luxury motorcycle, may have looked sideways at the distinguished French Dresch in-line twin of the early 1930s. Poppe’s 487cc, all-alloy engine, oversquare at 70×63.5mm, with the gearbox bolted up in unit behind the cylinders, sensationally featured a chain-driven overhead camshaft.

However, requiring a ‘conventional’ kick-start on the right contributed to the abandoning of BMW’s proven crown wheel and bevel shaft drive system. The other factor in this had been the design requirement to fit the luxury of (plunger) rear suspension, rather than the R75’s rigid rear end. On Poppe’s engine, with the line on which the drive shaft had emerged, this had meant that on full upward suspension travel, the BMW drive could be damaged. So he had adopted an unsuitable bronze wheel and steel worm drive, possibly derived from BSA’s Lanchester car subsidiary’s steering worm drive.

The result, especially on Poppe’s original cross-flow, hemi-head, 90mph engine, was disastrous. The worm-drive’s oil turned gold as the bronze wheel wore away to unserviceability after just 5000 miles. In addition, severe shaft-drive torque combined with a poorly designed front fork to give bad handling; and vibration from the short stroke engine was so bad that a prototype batch of S7s, sent in December 1946 to escort the high-profile Royal tour of South Africa, were sent back as unrideable.

Rubber-mounting the engine front and rear, with snubbers against side movement, plus an extra frame tube across the front, were only partially effective. The engine had to be detuned, now with a smaller carburettor, plus a squish-type cylinder head and valve angles reduced from 45 to 22.5 degrees. Output was claimed to be an unsensational 25bhp@5800rpm (the actual figure was 23.5bhp), and top speed on test 75mph.

By mid-1947 when the S7 finally got into production, Poppe had been fired. But a reputation for poor reliability and overheating, a substantial weight at 435lb dry (Triumph’s 500cc Speed Twin was 70lb lighter), a high purchase price, and with petrol rationed, unimpressive consumption figures at around 50mpg (Triumph’s sporting T100 returned 70mpg overall, and the cooking 5T much more), combined to mean that from then until the S7D and S8 launch in mid-1949, only 2014 S7s had sold.

Meanwhile one of Small Heath’s top engineers, David Munro, prominent in the development of the Gold Star, had been on the case. He was assisted by R Harrison, the chief engineer at BSA’s Redditch factory where the Sunbeams were made, along with Bantam engines (though tensions between there and Small Heath later did for Harrison’s prototype 600cc Sunbeam version, as well as a four-cylinder one).

The S7 De Luxe’s oil sump had been increased to four pints. The crack-prone cylinder liners became a loose fit. A second scraper ring went on the alloy pistons, to counter oil collecting on the (non-detachable) cylinders’ walls. The rubber mountings were revised, the existing ones greatly enlarged and a friction damper-type head-steady added behind the cylinders.

One of several thoughtful rider-friendly touches, the built-in holder for the tax disc.

Harley-style, a metal cover conceals and protects the single Amal 276 remote float-chamber carb. Cover seems to have been over-tightened.

Overhead cam, all-alloy, in-line unit twin. BSA in 1943 had bought the Sunbeam name for their attempt at a postwar flagship model.

The torque reaction problem had already been effectively tackled by tilting the engine three degrees backwards in the Reynolds 531 duplex cradle frame. Now the handling was transformed by ditching Poppe’s fork and adopting a suitably shrouded version of Val Page’s telescopic design for BSA. The front tyre had also already been changed from the original block pattern to a 4.50×16 ribbed one.

These changes were necessarily incremental rather than fundamental, as so much had already been spent on the tooling for the original, completely unique machine. The result, though, was a real increase in reliability. With its one-piece Mehanite iron crankshaft, the alloy con rods and big end bearing shells, and that superior chrome-molybdenum frame, the S7D was now a respectable-handling machine which, if looked after properly, could and did see 100,000-plus mileages without major attention or a rebore.

With a couple of provisos: the correct oil (currently Morris AG140) had to be used in the worm-drive housing, and changed every 1000 miles; if this was done, despite the worm-drive’s continuing poor reputation, it was actually the Lay-rub joint which would let go, if worn examples were thrashed. For that was the second condition: this motorcycle had to be driven appropriately i.e. sedately, accepting moderate acceleration, and limiting regular top speed to around 60mph – disappointing for an ohc 500. This performance limitation was why, unlike Ariel’s 1000cc Square Four, the S7D never became the hoped-for flagship, for though the Squariel was also heavy and expensive, it accelerated like a good ’un, with a top speed of over 100mph.

The S7D’s fortunes were not helped by the nearly simultaneous release of the S8 variant. With the same engine but a conventional front end, saddle, brakes, wheels and tyres, it was a claimed 35lb lighter and 10mph faster – and at £246, £35 cheaper than the S7D (though a 1952 BSA A7 500cc twin was still £24 less than an S8). In consequence, S8s outsold S7Ds roughly three to two, with 8550 produced, against 5554 S7Ds. But neither were impressive figures by BSA standards, and production quietly ceased at the end of 1955; though examples of new S7Ds could still be found on sale in showrooms as late as 1958 – yesterday’s gentlemen.

Epiphany​

I was not expecting much from my S7 De Luxe ride. In the early 1980s, I had tested one belonging to a skilled motorbike mechanic friend, so well fettled, completely original and with just 16,000 miles on the clock. But the originality had extended to the 25-year-old Dunlop tyres (in those pre-Cruiser days, no replacements had been readily available). The handling from the hardened rubber had been off-puttingly memorable, and the performance underwhelming.

David had had some trouble earlier kick-starting the engine again after he’d warmed it up. But by the time I tried it was cooler, and with the standard 6.5:1 compression, originally dictated by the low octane Pool fuel of the 1940s and 1950s, it only took a few prods; lucky, as booting it over-harshly, Andy Chapman would tell me later, can eventually shear the teeth off the bronze kick-start quadrant. A gentle prod or three should do the trick.

From the start, the engine spat intermittently with a slight misfire, nothing chronic but enough to make me keep the revs up for fear of stalling. The car-type single plate clutch was smooth and the gearchange from the bolted-on box, something Poppe had got right, was clean.

Almost immediately, pleasant surprises commenced. The engine felt taut without being tight, and pulled away cleanly and smoothly. The eight-inch brakes, with the front one the stronger, proved to work excellently, at low and medium speeds anyway; this contributed to confidence. On the move, there was no sense of the bike’s weight. Comfort, from the generous pan saddle, unique to the S7D with its sprung wishbone mounting, was good on the sometimes potholed backroads; though since it was adjustable for a rider’s weight, and I tipped the scales at just a bit more than lean David, perhaps it could have been even better. The compensation was the rubber-mounted engine’s smoothness.

But as we hit the road, threading through the village, along a straight, and then another convoluted village, the big revelation was the handling and roadholding through the twists and turns. The modern compound 5.00x16in Avon SM Mk.II tyres, aimed at the likes of Harleys, stuck like glue, and the Sunbeam could be tilted into any bend, however tight, with complete confidence. Incidentally, Andy would tell me later that the Avons need to be kept up to pressure to deliver as they did.

As we left the second village and accelerated away, I could barely believe that this ‘Beam was on sidecar gearing; though as Andy would point out, as such it would pull better at lower speeds, though probably revving higher. But as I realised how well the S7D handled, how effective the brakes were, how willing the engine, how clean the transmission and how smooth the ride, a big grin began to spread. Yes, the Sunbeam was a ‘mouth-expander’, in a good way! I could remember very few test bikes – a particular AJS 500cc twin, world traveller Jackie Furneaux’s 500cc Bullet – which I had enjoyed riding so much.

Steve Wilson trying to remember that just a gentlemanly prod is the right way to fire up this 6.5:1 compression engine.

The performance question remained, what VMCC founder Titch Allen had harshly dismissed on his own example as “no guts.” As we burst out onto the straight road running along the base of the Downs, I eased the throttle on, the speed rising from 50 to 55; but mechanical sympathy (yes, I do have some) prevented pushing on to the 60mph of which the S7D on solo gearing would have been well capable. In the rural B-road context, these speeds were fine, and I was having too good a time to crave more. If your hooligan element outweighs the gentlemanly, this is not the bike for you.

At the bottom of the hill, I swung through a 90 degree left-hander, up a sharply steepening road towards the top of the Downs, and the S7D romped up it in top, in another demonstration that soft doesn’t mean incapable. Andy’s first engine rebuild had really delivered. On the down-slope, the brakes proved themselves again.

After a few more miles, however, the spitting misfire was getting no better. It was almost certainly due to the worn original carburettor; there was also a slight momentary impediment in the throttle cable, perhaps due to the float sticking. Later we found some drops of oil leaking from the front dynamo cover, probably due to my keeping the revs up while wheeling about for the camera, since David found it didn’t recur the following day. So it was time to turn for home. But the grin remained pasted in place.

Conclusion​

The S7 De Luxe is not for the speed merchant, the ham-fisted or the tight-fisted. It is a British Cruiser and looks the part, with its balloon tyres, shielded carburettor, curvaceous three-gallon tank and generous ‘fenders’ with bobbed rear lip, fairly wide bars, and slash-cut silencer tailpipe. But with a sympathetic keeper in tune with its strengths and weaknesses, it could be a delightful way to get over the ground, with bike and rider looking, and feeling, gentlemanly.

 

[DaveM]

Bonhams unveils a captivating lineup of holy grail motorcycles rapidly rolling in to their highly anticipated Autumn Stafford Sale

THE AUTUMN STAFFORD SALE AT THE CLASSIC MOTORCYCLE MECHANICS SHOW,
12-13 OCTOBER 2024​

View Lot Preview

Above: 1928 Brough Superior 1,134cc SS100 Alpine Grand Sport (£140,000 – 180,000)

Every enthusiast and collector dreams of unearthing a hidden gem in a barn or garage, and Bonhams recent discovery is among the most thrilling: a 1928 Brough Superior SS100 Alpine Grand Sport (estimate £140,000-180,000). Bonhams has long been renowned for its sale of significant Brough Superior motorcycles, having achieved over £12 million in sales of this exclusive marque in the UK alone, including the legendary Broughs of Bodmin Moor which captivated the motorcycling world in 2016. This latest find, hidden away by its secretive owner, has remained untouched for decades until recently being brought to light. Once air was pumped into its tires, it effortlessly rolled out of its garage, and now awaits a new owner to cherish, enjoy and ride it as its maker intended. What sets this particular example apart is its status as a matching-numbers model of one of the most coveted motorcycles in existence, complemented by a rich and varied history.

George Brough supplied the machine to Shell Mex Ltd, the registered keeper being one Malcolm Vincent Amble, Chief Motor Engineer at Shell Marketing Ltd., likely using it as a company vehicle or for promotional purposes. In 1931, it was sold to P Platts in Manchester, possibly Percy Platt of Oldham. Notably, Clem Beckett, an Oldham-based speedway rider, trade unionist, and Communist Party member, also owned this machine (registration YV 5550). Beckett, a wall of death rider and renowned speedway champion, founded the Dirt Track Riders’ Association and later fought in the Spanish Civil War for the International Brigade, where he died giving covering fire for his comrades during the Battle of Jarama in 1937.
Another notable owner (referenced in a 1955 Motor Cycle article) was Harold L Biggs, the noted pre-war mechanic who worked on, amongst other vehicles, Sir Henry Segrave’s supercharged 2-litre Sunbeam. During Harry Muckalt’s ownership in the 1950s, he rebuilt and modified the engine, fitting KTOR cylinders and enhancing its capacity to 1,134cc. Subsequently, the motorcycle passed to BS Club members John Lemon and Peter Robinson before the late owner acquired it in 1982 for £2,400, keeping it mostly hidden until it was exhumed from its resting place earlier this year.

Now offered fresh to the market, this enigmatic Brough Superior SS100 presents a unique opportunity for discerning enthusiasts and collectors to acquire perhaps the ultimate Vintage collector’s motorcycle.

Above: 1936 Olympia Motorcycle Show, Factory display machine, 1936 Vincent-HRD 998cc Rapide Series-A (£240,000 – 280,000)

Another stellar entry for the auction is the 1936 Olympia Motorcycle Show factory display machine, 1936 Vincent-HRD 998cc Rapide Series-A (estimate £240,000 – 280,000). Whilst 100s of Brough Superior SS100s were built, a mere 78 Series-A Rapides were built before war broke out, making this an ultra-rare motorcycle. But not only is this one of the most collectable motorcycles extant, it is also the second example built and the oldest surviving complete example too. Exhibited on Stand 64, the machine caused a sensation – and was actually sold on the stand at Olympia, by Philip Vincent to its first owner, Pat Goffey, with the proviso that it first had to go to Kings of Oxford, to whom it was promised for promotional purposes. Following the Show, the bike was registered by Vincent on the 10th December 1936, before being sent to Kings in January 1937, going to Pat Goffey a short time later. The bike featured in a number of publicity photos during the period before World War II.

Copyright: Mortons Archive

Following the war the Vincent passed through series of owners, all carefully recorded, before being purchased by the current owner in 1999. He undertook a painstakingly accurate restoration over an 18 year period. The task was finally completed in 2017 and that same year it was awarded ‘Best Machine of Technical Interest’ at the International Classic MotorCycle Show, Stafford, in April 2017. The machine has been kept in pride of place in the owner’s living room ever since. Seldom does the possibility arise of obtaining a Series-A Rapide. Even rarer still, is the opportunity to purchase one with such historical significance, having been the flagship machine for the company which produced arguably the most significant V-twins of the Twentieth Century. An oft-photographed publicity vehicle for one of the most iconic British motorcycle marques, its very existence interwoven with the fabric of the company, signalling the beginning of the Vincent mythology which still continues today. There can be few Vincent-HRDs which create so much excitement and interest among the true cognoscenti.

Above: 1913 Wilkinson TMC 830cc (£80,000 – 100,000)

Yet another stand-out machine already confirmed for Bonhams Autumn Stafford Sale is the 1913 Wilkinson 830cc TMC Four (estimate £80,000 – 100,000). Wilkinson, renowned for its razor blades, also produced one of the world’s finest motorcycles. The ‘Touring Auto Cycle’ (TAC), launched in 1909, featured a 679cc inline four-cylinder engine, shaft drive, and leaf-sprung suspension. By 1912, it was succeeded by the ‘Touring Motor Cycle’ (TMC), boasting an 830cc water-cooled engine and bevel gear drive. Only 125-150 Wilkinsons were made in total before production ceased in 1914. This particular TMC, registered in 1914, has a rich history, including ownership by the Great War dispatch rider Roland Beckett and a meticulous restoration by Richard Mummery in the 1980s. Over the last 40 years it has participated in numerous historic motorcycle events, including the Pioneer and Banbury Runs in the UK and the Oude Klepper Glorie in Belgium. It remains in excellent condition and is accompanied by extensive and fascinating historical documentation, charting it’s ownership over the last 111 years. With so few made and only a tiny handful surviving, this magnificent Wilkinson Four represents what is almost certainly a once-in-a-lifetime opportunity for collectors.

Copyright: Mortons Archive

ENTRIES INVITED – CONSIGN TODAY
The Autumn Stafford Sale
The Classic Motorcycle Mechanics Show, UK
12 – 13 October 2024

Bonhams Motorcycles achieved a market-leading 95% sales rate and over £3 Million in Sales at their last auction, with bidders from across the globe! With exceptional highlights rolling in, contact a specialist today to discuss inclusion of your prized motorcycle(s) in one of Bonhams’ industry leading Stafford auctions.

BRING YOUR MOTORCYCLE TO BONHAMS, WE’LL SELL IT TO THE WORLD.

Visit bonhams.com/motorcycles to:

• REQUEST A COMPLIMENTARY AUCTION VALUATION
• FOR DETAILS OF YOUR NEAREST SPECIALIST
• TO DISCUSS SELLING AND BUYING AT AUCTION
• TO DISCUSS YOUR PROBATE VALUATION REQUIREMENTS

Motorcycle Enquiries
motorcycles@bonhams.com
+44 (0) 20 8963 2817

 

[DaveM]

August 2024

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.

This month:

Building better motorcycles​

Taking a look at motorcycle design and manufacturing.

Basking in the Sun-beam.​

The glory that is a flat-tank Model 9 from Marston.

Agent orange​

The fast, breathtaking, and brazen Laverda 750SFC.

London calling​

Greeves two-stroke which patrolled the capital.

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.

 

[DaveM]

1924 Warwick Sports

This rare machine examples a popular early 1920s trend when a collection of proprietary components were brought together to provide basic, reliable transport.

Words: JAMES ROBINSON Photographs: GARY CHAPMAN

In the early 1920s, it seemed there was a motorcycle maker for every letter of the alphabet – in fact, many more than one for the vast majority. Nor was it just every letter of the alphabet, pretty much every city and many larger towns had its very own constructor, too. Take this subject Warwick, a machine about which very little is known but, owing to its name, we can assume where it was built, or at least assembled – but we’ll come to that later.

When our own Richard Rosenthal compiled his Buyer’s Guide – which was later brought together to form a comprehensive reference book, published in 2012 – in the section he mentioned Warwick (number 109, Warwick-WFM), over three pages there was also mentioned ‘Watney,’ ‘Waverley;, Weaver’ and ‘Wee McGregor’ all of which were small manufacturers who operated in the 1921-25 period. And that was just the start of the Ws.

These makers all largely did the same thing, insomuch as they assembled components. Speaking of Waverley, Richard writes: “One of literally hundreds of makers and assemblers that tried to make a fortune as motorcycle manufacturers, using bought-in components including frame kits, fuel tanks and wheels.” Of Warwick he says: “Small volume maker that used proprietary parts, including 247cc Villiers Mk.VI or VII engines, Burman gearboxes and Druid front forks. Most were belt drivers and a single sports model was made with dropped handlebars, which survives today.” And, 15 years later, survive it still does, as that single sports model is the one featured here, which is now in the ownership of Richard’s son, Peter.

Now, regular readers and indeed autojumble-goers will know Peter’s name and face, and while he’s often kind enough to put his ‘stock’ motorcycles at our disposal, this one is, however, very much not for sale.

Looking at the Warwick, it bears more than a passing resemblance to a contemporary Sun – which is no surprise as, more than likely, that’s where the main frame components will have come from. Whether it would have been supplied as whole frame or as lugs and tubes to be brazed together is open to conjecture, but it is fairly safe to assume The Sun Cycle and Fittings Company, of Aston Brook Street, Birmingham, is from whence they originated. Founded by James Parkes in Victorian times, the Sun name was first used in 1885 and by the early 1900s, the firm was a well-established bicycle manufacturer of complete cycles and components, branching off into motorcycle making in 1911. A ‘small maker’ would bring together all of the parts and then put their own name on the petrol tank and, voila, they were a motorcycle manufacturer.

For a small lightweight, a lighting set from Lucas is quite the luxury.

Villiers was the most popular engine of choice regarding two-strokes.

Two-speed gearbox came from Burman. There’s no linkages for the change, just a straightforward lever.

Often, these would-be motorcycle manufacturers were bicycle manufacturers – and it has been suggested that was what Warwick were. But research has led to finding no mention of a Warwick bicycle – but there was a ‘John Warrick Cycles,’ founded by a gunsmith in Reading. Though it clearly says ‘Warwick’ in the script on the petrol tank and in the paperwork, it wouldn’t be the first time that a name has been changed over the passage of time. That the motorcycle bears its original ‘NK’ registration number perhaps adds a little weight to this theory, being as NK is a Luton/Hertfordshire number, which is a lot closer to Reading then Warwick.

John Warrick used both the Warrick and Monarch brands for his bicycles, while Monarch was a name also applied to motorcycles too, twice in fact, once in 1912 and then again after the First World War, reputedly second time around as a ‘budget’ version of the Excelsior, made by the same Walker family that took over Bayliss, Thomas and Co, makers of Excelsior. This Monarch – made around 1919 to 1921 – would have been a similar machine to the one featured here, which all adds to the layers of confusion in trying to establish exactly who did what and when.

An offering from the days when motorcycles were were becoming practical, popular transport.

This is no mention of John Warrick making motorcycles under his own name, though the firm did apparently make tricycles and later motorised versions of the same, from its factory in Caversham Road, Reading. The army cycle corps and department stores were also supplied, which the firm kept going into the 1970s, having been taken over by John’s son, William. In the early 1920s, John Warrick certainly was involved in motorcycles, as a 1923 brochure for the Burney (the motorcycles made by Cecil and Alec Burney, originally involved with Blackburne) attests: “Manufactured in the works of Messrs John Warrick and Co Ltd, Reading, under the personal supervision of the designer.” It has been suggested that 50 Burneys were built during 1923/24, with their own/Warrick built engines, but there are no known survivors; indeed, the only Burney believed extant is the 680cc V-twin that was made circa 1927 and was the personal machine of Cecil for many years, including when he was involved in the formation of the Vintage Motor Cycle Club. Meanwhile, in Ken Hallworth and Roy Bacon’s excellent British Motorcycle Directory, it states: “Burney motorcycles were initially built in the John Warwick works in Reading, Berkshire.” Note the spelling. It’s easily done.

Now, this is all largely conjecture and proves nothing at all, just a series of coincidences, so let’s get back to what we do know, or have been told. Peter Rosenthal has no real history with the machine, other than what its previous owner Colin (we’ve chosen to not use his surname) had told him. Warwick made 12 ‘normal’ motorcycles and one ‘Sports’ model, the one featured here, which was distinguished as being ‘sporty’ by its down-turned handlebars. It came to Colin 59 years ago, in 1965, as a kit of parts, bought locally and subsequently put together to join several other restorations its owner was involved in at the time; a two-stroke ladies’ model Royal Enfield, a side-valve AJS and a veteran Triumph among them. Later, Colin was to acquire a V-twin Vindec Special, which featured in this magazine some 35 years ago.

In the saddle, becoming the latest afforded a chance to ride the Warwick.

The 1924 Warwick Sports boasts a Villiers Mk.VII two-stroke engine, its 67x70mm bore x stroke given a capacity of 247cc. Carburettor is a Birmingham-made Brown and Barlow. The power drives – via a chain primary drive – through a two-speed, hand-change Burman gearbox, with clutch. Final drive is by belt, while there’s a rear brake which operates on the belt rim too. Up front, there’s a stirrup, bicycle type brake, with Druid side-spring forks.

Peter has long lusted after it. “Colin lent it to me for the Banbury Run, the first time in 2004, then again in 2008. I always said I’d like to buy it, then he decided to sell it to me in the summer of 2023.

“It hadn’t been used for a while – though I think Colin took it to a rally in Belgium in about 2011 – but I had it up and running with no problem at all. Despite its [small] size, it doesn’t struggle for power at all. It’s really nice to ride and I want to do a few more outings on it this year.

“I like the condition of it. I literally just put a pair of tyres on it, a new primary chain and a new belt, then cleaned out the carburettor on it and away it went.” The tyres are Dunlop beaded edge, while the belt is a Brammer.

I asked Peter how the rides on it had come about. “I got to know Colin through the Anglian section of the VMCC and we became friends. I new he’d lent the Warwick to people before, so I asked if I could borrow it for Banbury. He just said: ‘Do what you like!’

“I really like it because it’s different – you’ll not run into another one!

“I’d always said to Colin if he wanted to sell it, I’d have it, and eventually he decided I could! I’m looking forward to using it, while a friend, who has also known Colin for years, has asked if he can borrow it too, which I’ll of course let him do. Dad [Richard] remembers it being lent to people as far back as the late 1970s, about the time I was born, so it has a long history of being lent out and of being ridden by different people.”

Restored, and all back together. Tank finish was an altogether darker hue.

Trophy winner in its early days. It hasn’t been restored since.

As it came to its previous owner, with plenty to do.

Now, I was to become the latest to have a turn in the sprung saddle of the neat little machine. First thing one notices is that, yes, it is little, though the seat is set quite high and I didn’t feel in any way cramped. It fires up readily, if a bit smokily, to start with, while Peter reckons it runs best with the air lever wide open – in fact, there’s a rubber band in place to hold it thus. With the air lever out of the way, there’s just the throttle lever and front brake for the right hand to contend with. There’s decompressor and clutch on the other side. The bars are slightly down-turned but in no way extreme, while the footboards mean one is able to find the best and most comfortable place to put one’s feet, rather than being dictated to by footpegs.

Setting off in first and it’s soon a change through to second, as gearing is pretty low. Once into top, the engine settles down and we’re happily buzzing up and down the road. Granted, it’s not fast and as with most motorcycles of this era, it feels much like an overgrown pushbike, but it’s a lovely little thing and I hope it gives Peter many happy miles and memories.

Peter’s wife Rowena has her lovely 350cc side-valve AJS (see our July 2023 issue) to put some miles on this year too, so the Warwick will have some company when it’s out and about, one suspects. Whoever made it, and wherever, it’s great that in its 100th year, it is still going strong.

One of a plethora of makers engaged in such enterprise.

Peter Rosenthal with the machine which he first rode in the 2004 Banbury. Two decades later, he now owns it.

 

[DaveM]

From the archive: When AJS tried to beat the motorcycle speed world record

Though reportedly it ‘handled like a camel’ and other such unflattering sobriquets, this AJS V-twin would’ve ruled the motorcycle world if it had been down to just good looks.

Photograph: MORTONS ARCHIVE

This fascinating machine, which now resides in the National Motorcycle Museum in Birmingham, is possessed of what is, perhaps, the most visually beautiful – or, if not beautiful, dramatic perhaps – engine of any motorcycle ever made.

It’s pictured here in probably 1936, with Charles Mortimer in the saddle, who had bought it from the Colliers, then owners of AJS. The story of the machine begins in 1929 when AJS – still in the ownership and control of the Stevens family at that point – decided to build a machine to have a crack at the motorcycle speed world record, which was, at that time, in the possession of Germany, owing to BMW rider Ernst Henne’s 134.67mph, recorded on September 19, 1929.

There was stiff competition for the honours, with Henne battling various British riders (Claude Temple, Bert Le Vack, Joe Wright, Oliver Baldwin) using various, generally JAP-powered machines. AJS decided to enter the fray.

The project was headed up by Jack Stevens, with the original idea coming from entrant and sponsor Nigel Spring, who had been recruited by AJS to run its race team with a ‘very handsome offer’ in the winter of 1926/27. Indeed, so good was the deal, that when Spring told Norton’s Dennis Mansell – as Spring had previously been in a relationship with Norton – it was Mansell who told him to take the offer, as it was too good to turn down! Spring was keen on record breaking, with the ‘big one’ the ultimate goal.

To that end, the machine was drawn up, effectively two of the ‘top halves’ from a chain-driven overhead camshaft 495cc single, mounted on a common crankcase, with a third chain driving the front mounted magneto. A purpose-built frame was constructed, with a Sturmey Archer gearbox, special Amal carbs and a 23-inch front tyre being used. Spring’s regular rider Bert Denley was unable to ride it owing to a conflicting oil contract, so Baldwin – who had held the record in 1928 – was engaged for the tilt in August 1930. Alas, 132mph was the best it could record, so it was taken home and mothballed.

The AJS concern was duly sold to Matchless, with the big twin moving in the deal from Wolverhampton to Plumstead, where it was given a new lease of life. Meanwhile, the world record had now gone north of 150mph and to have a chance against the supercharged BMW, the AJS would require forced induction too, so redesign was instigated and preparations made. These included testing at Brooklands, which confirmed the machine was a ‘pig’ to ride (indeed, it ‘went over the top’ breaking rider Reg Barber’s leg at one point) while two more attempts – one in front of a 20,000 crowd at Southport, the second in Hungary – recorded 136mph and 145mph respectively. But that was that.

Enter Charles Mortimer, Brooklands habitue and, later, chronicler of the famous circuit with his various books, including Brooklands and Beyond, Brooklands: Behind the Scenes and With Hindsight, the latter published in 1991, the earlier two 1980 and 1974. Born in 1913, in a house 100 yards from Brooklands’ Byfleet banking, to a wealthy family, Mortimer’s parents were early motorists while his grandfather was a director of the Great Western Railway. Charles bought his first motorcycle in 1927, when he was at Radley College, before starting racing at Brooklands, where he also had a shed at Brooklands and was trading in cars. He won his Brooklands gold star – for lapping at over 100mph – on a Brough Superior, and persuaded the Collier brothers to sell him the AJS for just £85.

It’s worth including this paragraph from Mortimer’s book, With Hindsight, regarding the AJS: “In the words of the song sung by Bernard Cribbins: ‘It did no good, never thought it would.’ It remained the same terrifying monster it always had been. I tried it first, then Jock [Forbes], then Noel [Pope] and we were all agreed. We spent a month experimenting with it, noticing at the same time Eric’s [Fernihough] increasing interest and always maintaining, when he was around, how much improved it was until, one day, to our amazement, he expressed interest in buying it. And buy it he did and at really quite a stiff price. Manna from Heaven, literally.”

It was rumoured Fernihough, George Brough and JAP split the purchase price between them to take the AJS out of the running for the land speed record, which Fernihough did clinch in 1937 on a Brough-Superior at 169.72mph, before being killed in a 1938 attempt to reclaim it. The AJS ended up in Tasmania where it set a national speed record, eventually coming home in 1981, resurrected by enthusiast Geoff St John. It is now on display in the NMM.

 

[Vector]

The old stuff is so much much more artistically designed. Not so much today.

 

[DaveM]

September 2024

The September 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:

My Moto and me​

Long-term owned, loved and used Guzzi S3.

Perfectly plain​

The understated, yet still lovely AJS 16MS.

The start of it all​

BMW’s R11, a machine which made the company.

Vintage experience​

Fun and games at the VMCC’s Banbury Run.

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.

 

[DaveM]

Over a century of motorcycle design to be featured at Bonhams’ Autumn Stafford Sale

ENTRIES INVITED – CONSIGN TODAY

Bonhams is celebrated for its auctions of historically significant motorcycles, and their ‘Holy Grail’ collection boasts some truly remarkable gems. Among these is a 1913 Flying Merkel, owned by notable collector and display pilot Vic Norman, who acquired it directly from the legendary Bud Ekins—famed for executing the iconic motorcycle jump as Steve McQueen’s stunt double in The Great Escape. This groundbreaking American machine is accompanied by a 1913 Wilkinson 830cc TMC Four, one of just a handful still in existence; The 1936 Olympia Show Model Vincent HRD 998cc Series-A Rapide, the earliest complete example of its kind; and a 1928 Brough Superior 1,134cc SS100 Alpine Grand Sport, a matching-numbers model of one of the most coveted motorcycles ever produced.

Holy Grail Motorcycles roll into the Autumn Stafford Sale

With motorcycles estimates ranging between £600 and £240,000 the sale features something for everyone, with many lots offered Without Reserve. Renowned for auctioning significant one-owner collections, additional highlights of the sale include:

Part of The David Collier Collection of Significant Italian Road and Racing Motorcycles

Part of The Robin Spring Collection

Part of The Andy Chapman Collection.

Got a bike to sell or want to have a look at the early entries for the Autumn Stafford Sale? Give the Bonhams team a call today! October 12-13, Stafford County Show ground at The Classic Motorcycle Mechanics Show.

Visit www.bonhams.com/29728 for more information

 

[DaveM]

Sell your bike at the Netley Marsh Eurojumble – September 13-14!

Netley Marsh Eurojumble is now offering you a great new opportunity for ‘Selling your bike’, on the Saturday of the event!

For as little as £13 you can gain entrance to the show as well as a plot to sell your machine.

The Netley Marsh Eurojumble is more than your typical autojumble! It is a treasure trove of biking goodies you may not find on the high street, or often in the UK, so it is the prime opportunity to pick up those missing pieces!

Whether you’ve got a finished restoration project that you want to find the perfect home for, or you’re looking for your dream motorcycle, Netley Marsh is the place to go!

Get your tickets here & SAVE! Eurojumble

 

[DaveM]

From the archive: Taking the reins

This impressive device was something of a star on the Moto Guzzi scene in late 1940s/early 1950s Italy.

Photo: Mortons Archive

The caption on the reverse of this photograph reads: “The Roman Trica [sic]… Mechanised version…National meeting of motorcyclists in Lecco, 15-6-49.

“History brought up to date as seen in this picture taken during the national meeting of motor cyclists in Lecco, North Italy. This motorcyclist won first prize with his mechanised Roman Triga powered by three motorcycles driven from the Triga.”

The man at the controls is Rino Berton, a Moto Guzzi agent and former racer. The chariot is being drawn by three 65cc Moto Guzzi Motoleggeras, the two-stroke model launched onto the transport-craving Italian market in 1946. Something of a departure for Moto Guzzi, both in terms of its small capacity and two-stroke engine, it was, however, a huge success, no doubt helped by the fine name and reputation Moto Guzzi had, meaning that the machine appealed to motorcyclists, as well as the masses.

By the time of our 1949 picture, 50,000 of the small, sturdy machines, nicknamed the ‘Guzzino’, had already been made and it had established a cult following, so much so that in that year Moto Guzzi organised an international rally – probably the one where Berton is demonstrating his machine in our picture, in fact – which brought over 12,500 of the machines together, setting a record for a one-model rally which apparently still stands. The event brought Lecce to a standstill.

Berton had decided to make something special for the celebration and his ‘chariot’ made its bow. It was based on the idea of a Roman Triga, a three-horse chariot which was apparently used more for ceremonial duties than racing. The Triga was driven by a tragarius, the role here taken by Berton. In Roman times, two and four horse carriages (Biga and Quadriga respectively) were more common, but for whatever reason the Guzzi version was powered by a trio of machines. Quite how Berton controlled it is unclear, though the fact his right hand/arm is hidden (and is in other pictures of the contraption too) might provide something of a clue.

The fact the device was probably Moto Guzzi sanctioned and assisted, too, would appear to be the case, if nothing else owing to the two outriders, who look both to be on most-likely Airones and both seem to be wearing official-looking Moto Guzzi overalls. Who knows whether it has survived, but one likes to hope so.

Starting in 1943, Moto Guzzi had been thinking of post-Second World War transport issues. Moto Guzzi chiefs Carlo Guzzi and Enrico Parodi (Enrico was the brother of founder Giorgio Parodi, with Carlo Guzzi, and it was Enrico who was day-to-day manager after his brother’s retirement) ultimately tasked engineer Antonio Micucci with the project, outlining that the prospective new machine should be over 50cc and have large wheels.

The finished motorcycle was presented in spring 1946. Weighing just 45kg, with 26in wheels, it had suspension front and rear and featured a relatively advanced, 64cc two-stroke engine with rotary valve induction. The engine was cast entirely in aluminium, cutting edge for the period, with the cylinder positioned at 30 degrees from horizontal, which gave it a visual link to Moto Guzzi’s famous, bigger capacity flat singles. The bore and stroke were 42x46mm, with a total power of 2bhp at 5000rpm, driving through a three-speed gearbox. So, with his trio of Guzzinos, Signore Berton actually has the equivalent of a Seiuga, or six-horse chariot.

The original Motoleggera 65/Guzzino proved such a hit, it was largely unchanged for its first few seasons, gaining in 1949 (by which time 50,000 had been sold) improved/reinforced suspension front and rear plus a cast-iron cylinder.

As well as commuting duties, Guzzinos were used in competition too, as well as setting various world records. The original model was replaced in 1954 by the Cardellino, which looked more like a motorcycle and was gradually further updated, enlarged in capacity first to 75cc and then 85cc, becoming more ‘motorcycle like’ until its eventual discontinuation in 1965.

Sadly, the fate of the original baby Guzzi sort of mirrored Moto Guzzi itself – by the mid-1960s, the halcyon days of the late 1940s and 1950s seemed a long time ago and although Guzzi did have a future, it wasn’t with lightweight machines anymore, or not long-term anyway, despite the efforts of the Dingo and various moped derivatives that were to come.

 

[DaveM]

Daniel Craig’s Bond Triumph motorcycles to be auctioned in support of the RNLI

Actor Daniel Craig has donated his personal 007 edition Triumph motorcycles to raise funds for the Royal National Lifeboat Institution (RNLI).

Bonhams|Cars Motorcycles

Inspired by the Triumph Scrambler 1200 and Tiger 900 featured in No Time To Die, these editions, which sold out on day of launch, will be offered at auction with Bonhams|Cars Motorcycles at the Autumn Stafford Sale during the Classic Motorcycle Mechanics Show in October.

The #003/250 Scrambler 1200 Bond Edition, and the #001/250 Tiger 900 Bond Edition will also be hand signed by Daniel Craig on each side.

They will be sold with the original V5C documents bearing Daniel Craig’s name, as well as a certificate of authenticity signed by both Daniel Craig and Triumph Motorcycles’ CEO, Nick Bloor.

Offered at an estimate of £10,000-20,000 each, both lots will also include a riding experience at the Triumph Adventure Experience in Wales with Bond stunt co-ordinator Lee Morrison and stunt double Paul Edmondson.

The auction will support RNLI, which runs a 24/7 lifeboat service around the UK and Ireland and seasonal lifeguard patrols on beaches to rescue those in trouble at sea, alongside sharing vital water safety messages to prevent incidents from happening.

Bonhams|Cars Motorcycles

Bonhams|Cars Motorcycles

Daniel Craig said: “The RNLI has been close to my heart all my life since growing up near the RNLI station at Hoylake. I have incredible memories of going afloat with the RNLI crew at Ramsgate to experience firsthand what it’s like to be part of the organisation that has saved over 146,000 lives since starting up over 200 years ago. I am honoured and immensely proud to support the RNLI and hope the auction of Triumph’s Limited Edition Bond motorcycles proves popular. The riding experience with Lee Morrison and Paul Edmondson adds another unique and exciting dynamic to the lots. I worked with Lee on Casino Royale, all the way through to No Time To Die; the opportunity is not to be missed and will help raise funds for the truly lifesaving cause that is the RNLI.”

Triumph’s CEO Nick Bloor added: “Triumph is delighted to support the 200th anniversary of the RNLI with this auction of two unique Bond motorcycles spearheaded by Daniel Craig. We wish all bidders the very best of luck with the auction of Daniel Craig’s Scrambler 1200 and Tiger 900 Bond Limited Editions, which are both unique motorcycles in Triumph’s history, and I hope that the winners enjoy the unique experience of riding with the incredible stunt riders Lee Morrison and Paul Edmondson. This really is a once in a lifetime opportunity!”

James Stensel, Head of Bonhams|Cars Motorcycles department in the UK, said: “We are honoured to be the auction house of choice, collaborating with three exceptional British institutions; The RNLI, Triumph Motorcycles, and Daniel Craig on this exciting and important project, especially on the RNLI’s 200th anniversary. Triumph and Daniel Craig’s donation of two such evocative and thrilling motorcycles for this worthy cause is truly inspiring.”

The auction will be held by Bonhams|Cars Motorcycles at the Autumn Stafford Sale during the Classic Motorcycle Mechanics Show on 12th and 13th October 2024.

Bonhams|Cars Motorcycles

 

[DaveM]

The Classic Motorcycle Mechanics Show sponsored by Carole Nash returns with epic battle of legends

Get ready for a showdown at Stafford County Showground as racing titans Carl Fogarty and Frankie Chili reunite to relive their legendary battles, victories, and fierce rivalry at The Classic Motorcycle Mechanics Show sponsored by Carole Nash. This year’s event promises an explosive day out for the whole family, featuring an impressive lineup of special guests, bikes, trade and live entertainment.

Carl Fogarty, a four-time World Superbike Champion, and Frankie Chili, with 17 World Superbike wins, bring unparalleled racing pedigree to this year’s event. Fogarty, known as the ‘King of the Jungle,’ dominated the 1990s with fearless riding. Chili’s flamboyant style and tenacity earned him multiple podium finishes, making him a fan favourite. Don’t miss this rare opportunity to celebrate the careers of these motorcycle racing legends at Staffordshire’s premier classic motorcycling showcase.

With over 1,000 bikes on display, vibrant club stands, and the best in trade and autojumble offerings, the show offers something for every motorcycle aficionado. Live music and thrilling stunt displays by the Bolddog stunt team add to the excitement, making it a must-attend event.

Tickets for the Classic Motorcycle Mechanics Show are priced at £16 online and £20 on the gate, available for purchase at www.classicbikeshows.com.

 

[DaveM]

October 2024

The October 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:

The last and best?​

Final incarnation of BSA’s Rocket 3.

Pedigree performer​

Fast and beautiful race-bred HRD.

First of the line​

The oldest surviving Ariel ‘motor bicycle.’

Italian classic​

The cheerful and charismatic Moto Morini 3½.

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.

 

[DaveM]

Celebrate 40 Years of Normous Newark Autojumble!

Join us at the Newark Showground on September 15, 2024, as we celebrate 40 years of Normous jumbling! The Normous Newark Autojumble has been a hub for car & motorcycle enthusiasts since its inception, offering a treasure trove of car and motorcycle parts, vintage tools, and unique memorabilia.

To mark this special occasion, we’re giving away 1,000 goodie bags worth £20 each to the first 1,000 early bird advance ticket buyers. Inside each bag, you’ll find the latest copies of Old Bike Mart, MoreBikes, and Classic Car Buyer. Not only that but you will get your hands on our limited-edition jumble dates magnet, sticker, and a bottle opener from our friends at Tengs Tools UK.

Whether you’re a seasoned pro or a first-time visitor, the 40th-anniversary event promises to be unforgettable. Can’t make it? Don’t worry, there are plenty more jumbles lined up! Check out our remaining 2024 and upcoming 2025 dates below:

• October 20, 2024
• November 24, 2024
• January 26, 2025
• February 16, 2025
• March 30, 2025
• May 4, 2025
• June 8, 2025
• August 10, 2025
• September 14, 2025
• October 19, 2025
• November 16, 2025

Get your tickets now at www.classicbikeshows.com and be part of the celebration!

 

[DaveM]

Your favourite classic bike shows are now in you pocket!






Classic Bike Shows, the organisers of the UK’s most-loved biking events, are excited to announce the launch of their brand-new app. The app allows enthusiasts to stay up to date with all the latest happenings in the classic bike scene.

The app offers a comprehensive guide to upcoming events, including detailed schedules, venue maps, and exhibitor information. Attendees can easily access event details and tailor their show experience with features such as real-time updates.

“We’re thrilled to introduce this app as a valuable tool for our community,” said Charlotte Park, Marketing Manager at Classic Bike Shows. “Our aim is to enhance the overall experience for our attendees, making it easier for them to engage with all the fantastic elements of our shows. Whether you’re a long-time enthusiast or a first-time visitor, this app will help you maximise your time at our events.”

The Classic Bike Shows app is now available for download. For more information and to get the app, visit www.classicbikeshows.com/app or download the app by scanning the QR code.

 

[DaveM]

Bat-Martinsyde V-twin: rare survivor of collaboration between two high-end motorcycle makers

This machine, possibly a unique survivor, was the result of a joining by two now largely-forgotten, high-end motorcycle makers.

Words: James Robinson Photographs: Gary Chapman

Bat and Martinsyde. Discuss. Now, for many of us, that might be about as far as the conversation would go, such is the manner in which these two, once well known names have fallen from even classic motorcyclists’ consciousness.

Those whose particular penchant is the early vintage or veteran era will be at least familiar with both makers, but, really, experts on either are few and far between. So a motorcycle which combines a major bit from one (namely the engine) and another main component from the other (the chassis) will, for the vast majority, ask more questions, than provide answers. But we’ll come to that.


Three-speed gearbox is a Sturmey-Archer item.

Notice the magneto chain cover’s winged M logo, which betrays the motor’s origins.

Brake it says. And it’s what it does. The only good thing one can probably say about the rear drum, is that it’s slightly bigger than that at the front…

How to lubricate the fork spindles. Neat.

All about Bat Motor Manufacturing Co.​

Firstly, some background. Bat (which should be correctly written thus, not with capitals á la BSA, AJS etc) is the older of the two concerns – and it was that firm which was to acquire the other, leading to the machine here. Bat made its first motorcycle somewhere around 1901, seemingly named after an abbreviated version of the name of its founder, Samuel Batson, rather than the bewinged, flying mammals, or the slogans later adopted (‘Best After Test’ for example).

A keen cyclist, Batson (nicknamed ‘Bat’?) became interested in motorcycles around the turn of the century, alighting upon a number of ideas he thought would improve the nascent breed. He built a machine so equipped to demonstrate the soundness of his ideas but, alas, no manufacturer was interested in the licensing of the patents he had acquired and was demonstrating. Samuel duly decided in that case, he’d build his own, at his premises in Penge, South East London.

His early efforts – named ‘Bat’ – were sturdy, hefty machines, which soon earned them a good reputation for being able to stand the pounding meted out by the roads of the day. Engine was generally a French-made four-stroke single from De Dion or MMC (Motor Manufacturing Company), which was simply a De Dion built under licence in Britain. Interestingly, in those days when ‘LPA’ (Light Pedal Assistance) was an accepted part of ‘motor’ cycling, the Bat dispensed with all pedalling gear, thereby demonstrating its makers were confident it could climb all hills.

Soon after the Bat was put on sale, those makers changed – Batson sold out his interest in his fledgling company in 1904 to Theo Tessier, who, along with his brother Sid, were leading exponents of the new and increasingly popular sport of motorcycle racing, particularly on the cycle tracks of Canning Town, Camden and Crystal Palace. Interestingly, early Bat riders included the Chase brothers, Arthur and Fred, the latter on a works machine as early as 1902.

While the Chases went on to make their own motorcycles, the Chase Brothers Motorcycle, it was Theo Tessier who assumed control of Bat. Sid Batson turned to a totally different career, producing office furniture, a venture at which he apparently enjoyed success. The Tessiers, meanwhile, were committed to keeping Bat’s name to the fore in racing circles, viz the company entered the first isle of Man TT races – including a machine for ‘gaffer’ Theo Tessier in the twin-cylinder class – and though they found no immediate success, things were better in 1908 when Harry Bashall (a man whose name is to appear more, further on and in relation to the pictured motorcycle) came second in the ‘multi’s’ (as opposed to single cylinder) class.

Thereafter, Bats were TT regulars up until the First World War, though success proved elusive – J Munro took a seventh in 1909, Harry Bashall the same in 1911’s Senior event, while it was Sid Tessier who recorded Bat’s last TT finish, 11th in 1913’s Senior race. Incidentally, Bat rider Harold Bowen recorded the fastest race lap in 1910 (at 53.15mph) and it was largely his speed which made organisers think that machines were too fast for the old Clypse Course, with the Mountain Course introduced for 1911.

Note the angle of the frame tube below the saddle, which is very ‘Bat.’

In the period leading up to the First World War, Bat revised the looks of its models, ‘borrowing’ the cylindrical fuel tanks as used by Matchless and NUT, while adopting an all-over paint scheme, the chosen hue named ‘French Grey.’

Bats were aimed largely at the sporting, image-conscious rider, or the family man – there wasn’t anything ‘small’ in the range, it was all about speed and style, or practical, large-capacity functionality, for the family man who required a large sidecar.

The First World War brought production to a halt, as Bat’s factory was turned over to munitions work. Then the firm returned to display a range at 1919’s motorcycle show – but that range looked the same (although there was now use of a few more proprietary items, like Brampton fork and Sturmey-Archer gearbox) as what had been offered before. And what had looked stylish, now looked a bit dated and rather old hat. There were two V-twins and a 2¾hp (350cc) side-valve single cylinder offered – the latter being depicted on the well known 1923-issued Lambert Cigarette cards set. “The Bat can always be recognised by its French Grey finish and cylindrical petrol tank,” is noted on the reverse of the card. In the same set of cards is a Martinsyde sidecar outfit, a machine which also featured a cylindrical petrol tank.

Period pictures of Bat-Martinsydes are few and far between – this is a rarity, of a model with sidecar attached.

All about Martinsyde​

Martinsyde as a motorcycle manufacturer was founded in 1919. The company had originally been started in 1908 as Martin and Handasyde, a collaboration taking its name from founders Helmuth Paul Martin and George Harris Handasyde. Based in Woking, Surrey, but with sheds at Brooklands airfield, the duo built their first monoplane shortly after the company was founded and made a succession of aircraft, the Scout 1 biplane(with Gnome et Rhone engine) of 1914 being their early prominent success, which established them. By 1915, the company, now named ‘Martinsyde’, was the third biggest aircraft maker in Britain. Models included biplanes the Elephant, a long-range bomber with Beardmore engine, and the Buzzard, a George Handasyde-designed single-seater, Hispano-Suiza powered fighter, later adapted to a twin-seater.

However, after the end of the First World war, Martinsyde, like so many other companies deployed in war work, especially to do with aviation (see Sopwith’s venture making ABCs, for example) found itself under-employed. Though still engaged in making some aircraft for civilian purpose, it was nothing like the volume previously required, so the search for a new venture was on. And, like Sopwith, it was on motorcycles which they alighted and, in another parallel with the Sopwith, decided to go with an already-designed/established motorcycle business, than strike out entirely on their own.

Martinsyde chose to go with a design by Howard Newman, a member of the family involved with the Ivy marque, based in Birmingham, Ivy’s primary proprietor being Howard’s brother, Sidney. A rider of some repute, Howard (H C) Newman had finished third in the 1913 Junior TT, on one of his family firm’s models, powered by a Precision engine, though hadn’t returned to racing in the Isle of Man post-First World War. The engine for which Martinsyde acquired the rights, apparently for £6000, was a 678cc 50-degree V-twin, of an unusual exhaust-over-inlet design. This was coupled to a three-speed AJS gearbox (also built under licence – cost £1000) and the complete machine, in a chassis which included Brampton Biflex forks, was originally marketed as the Martinsyde-Newman, though after Newman left the business with his year as a consultant over, it simply became a ‘Martinsyde.’

The Bat-Martinsyde presents a handsome spectacle.

Knowing that something was needed to bring the new model to the public’s attention, Martinsyde embarked on a sporting programme, around reliability trials and such, rather than outright speed events, which demonstrates the kind of market to which the company was attempting to appeal. Much of the development and riding work was carried out by the Bashall brothers, Harry (him again) and LT, plus Harry Bowen – presumably the same man who’d also raced the BAT in 1910. So links between Bat and Martinsyde were already apparent. The 678cc V-twin model continued, joined by a 500cc version in 1920, but the company was already in difficulties, though in 1922 came Martinsyde’s most famous model – the 738cc, Harry Bowen-developed Quick Six. There was a late 350cc single too, but, with a devastating fire not helping proceedings, towards the end of 1923, the business failed. Bat stepped in and bought the business and all its assets, which included a host of parts, it would seem.

Bat and Martinsyde were two famous old names, both now largely forgotten.

Oil pumping is a manual affair, with hand plunger and sight glass.

This looks a fun place to be.

Exposed primary drive and clutch.

Fancy manifold for the single carburettor.

Single stem handlebars are very ‘bicycle.’

A collaborative effort: the Bat-Martinsyde​

All of which brings up the machine before us, the Bat-Martinsyde. Resplendent in an all-over off-white finish, it certainly looks the part, with its handlebars rakishly angled and spartan specification. It also looks older than its 1924 date, to my eye anyway, while its light weight makes it seem more veteran than vintage too. But that would probably figure, as both Bat (whose glory days were pre-First World War) and Martinsyde (whose best years were behind it too) would most likely have been making something rather antiquated.

For sale at dealer Andy Tiernan’s, the Bat-Martinsyde is being sold on behalf of its owner because as he (the owner) says: “I’m cutting back on a few bikes,” though saying that, he still has ‘over 20,’ albeit down from the top side of 30. Among these are another Martinsyde, which he is keeping, as well as ‘a few old Triumphs’ and numerous other machines too, including a NUT V-twin, a ABC Skootamoto, veteran Rex-JAPs, and an unusual Anglian, made in the Suffolk town of Beccles, near where the owner of this machine lives. The owner also self-deprecatingly reckons: “I’m getting old and I’ve only got little short legs,” which means he’s taken to riding his recently-acquired Honda 400/4 (“I don’t know why I do it, but I can’t stop myself!” he reckoned of this last purchase, which followed hot on the heels of the Skootamoto…) as well as ‘mucking about’ with cyclecars, like GNs and Frazer-Nashes, plus veteran Renault cars, as well as Pioneer-era trikes.

So far as is known, the Bat-Martinsyde came from Germany, where it was found and restored, and is the only survivor. Andy Tiernan is dealing with the sale – see or call 01728 724321.

This article originally appeared in the June 2024 issue of The Classic Motorcycle. If you enjoyed reading it and would like to see more, why not order a copy, or better yet, subscribe?