The Classic Motorcycle

[DaveM]

Top 10 reasons to visit the Classic Motorcycle Mechanics Show sponsored by Carole Nash

Staffordshire County Showground, ST18 0BD

Saturday and Sunday, October 12-13

Get ready for the year’s premier classic motorcycle show at Staffordshire County Showground, featuring special guests, world firsts, and a world-class auction! Here are the top 10 reasons why this must-attend event should be on your calendar:

1. Clash of the Titans: Foggy & Chili Reunited​

The Classic Motorcycle Mechanics Show sponsored by Carole Nash is delighted to welcome legendary racers Carl Fogarty and Frankie Chili as guests of honour. Fogarty, a four-time World Superbike Champion, and Chili, with 17 WSBK wins, faced off in some of the most thrilling battles in racing history. Join us as these titans relive their epic duels and share their extraordinary racing experiences with fans.

2. Bikes Reunited: The Legends Return to Stafford​

Prepare for a Stafford exclusive like no other! After years apart, Frankie and Foggy are reuniting at Stafford, but that’s not all—The Classic Bike Show Team have pulled off the ultimate coup. They’ve tracked down the genuine, iconic Ducatis from the glory days, and this weekend, Frankie and Carl will be reunited with their legendary championship bikes. First, feast your eyes on Frankie’s stunning 2004 Ducati “998.5,” the very bike he rode to unforgettable WSBK victories, including the epic Misano race. Then, behold the real deal: Carl’s 1994 World Championship-winning Ducati 916, the bike that defined an era. Watch in awe as both bikes—and riders—come alive in the GP Paddock on both the Saturday and Sunday. Set your faces to ‘stun,’ bike fans!

3. Thrills and Chills​

Experience non-stop action with the adrenaline-pumping Wall of Death, and the daring Bolddog stunt display team. International riders will be showing off their breathtaking skills, keeping you on the edge of your seat. There will also be live music over the weekend, which visitors can enjoy over lunch or a cuppa – the perfect place to take 5!

4. Bargaining for Your Life: Stafford’s Retailers and Autojumblers!​

Stafford stands as the pinnacle of classic motorcycling events, boasting over 900 on-site traders offering an unparalleled selection of spares, parts, paints, clothing, and much more. Inside and outside the halls, top motorcycle autojumblers gather from across the UK, and these guys have everything! Perfect your negotiating skills and get ready to bargain for your favourite hobby at Stafford.

5. BSH Custom Champs: The Ultimate Battle of Creativity​

The BSH Custom Championship finale is back! The custom motorcycle world’s most prestigious competition returns to Stafford, where creativity meets craftsmanship. Where thousands of participants have once again vied for the top spot in the five legendary categories—Best Chopper, Best Custom, Best Engineering, Best Paint, and Best New Skool—expect nothing less than the best. The stakes are high as the champs return to Stafford’s Classic Motorcycle Mechanics Show sponsored by Carole Nash.

6. Battle Royale at Bonhams: Brough Superiors Take Centre Stage​

Witness a fierce showdown at Bonhams’ spring Stafford sale as Brough Superiors lead the charge. With many bikes already consigned – keep your eyes peeled for what’s on offer this year!

7. Smokers Corner: Two-Stroke Showdown​

Classic Bike Shows’ Tom Ashmore spotlights four standout bikes vying for Best in Show. First is Paul Williams’ 1985 Yamaha RD500LC, a street-legal marvel inspired by King Kenny Roberts’ Grand Prix success, complete with a unique reed valve system and Mikuni carburettors. Next, Karl Dunn’s 1986 Honda NS400R in Rothmans Racing colours channels ‘Fast’ Freddie Spencer’s glory, boasting a powerful V3 engine and race-inspired design.

8. The Retro Hall: A Blast from the Past​

Step into The Retro Hall and relive the golden age of motorcycles. This hall is rammed to the rafters with meticulously restored classics from the ’70s, ’80s, and ’90s and features iconic models like Honda CBs and Kawasaki Zs. Marvel at the Suzuki RG400 and the lightning-fast Kawasaki KR-1S. The Retro Hall is more than a display—it’s a celebration of the machines that defined an era and continue to inspire.

9. Relive the Roar of Yesteryear​

Immerse yourself in the Grand Prix Paddock, where classic racing bikes roar back to life. Get up close with legendary machines and experience the sights and sounds of the glory days of racing.

10. Join the UK’s Best Motorcycle Clubs​

Explore the hundreds of club stands, with everything from classic Brit bikes to rare European models. Whether you’re a member of the VMCC, VJMC, or a specific marque’s club, you’ll find your tribe here.

To get your tickets, head to www.classicbikeshows.com. Getting your tickets online entitles you to a £4 discount and to gain early entry to the show ahead of the standard ticket buyers. That’s only £16 for an entire day packed full of bikes, special guests Carl Fogarty and Frankie Chili, live firing up, live stunt displays, thousands of bikes and the best quality trade from around the country all in one place. PLUS FREE PARKING!

 

[DaveM]

Warco hold an Open Showroom Week at their new location in Passfield, Hampshire

Warco are delighted to be holding an Open Showroom Week with generous in-person-only deals. However, for those not able to attend, Warco are offering a generous 20% of Accessories during the same period. To get the exclusive 20% off code delivered to your inbox on Monday morning, sign-up FREE to their VIP Club.

 

[DaveM]

Smokers Corner

Classic Bikes Shows Tom Ashmore picks out just four bikes vying to be the Best in Show (or any prize they can get their hands on!).

When King Kenny Roberts ruled the Grand Prix World in the 500cc class, Yamaha had the wisdom and fortitude to make a road going version of their race bikes and perhaps, just maybe, race fans would like to buy one! Cue stage right and the Yamaha RD500LC hit the streets in 1984. This particular ‘85 example of the RD (Race Developed) 500cc LC (Liquid Cooled) machine, features a reed valve system, different to the YZR500 which used rotary induction. The RD lower cylinders are fed through crankcase mounted reeds; the upper pair use cylinder barrel mounted reeds. The four Mikuni carburettors are side mounted in pairs and feed each cylinder through 90 degree intake manifold. Paul Williams is the custodian of this already, award-winning machine within the LC club check it out in the main hall on the private entries display.

The King of the strokers, the 1985 Yamaha RD500LC

Whoever said smoking isn’t cool can’t have seen Karl Dunn’s beautiful 1986 Honda NS400R. This rare, 3-cylinder stroker, in nothing but the best colour scheme ever, Rothmans Racing, is simply sublime. Now whilst Yamaha were bringing the RD500LC to market after Kenny Roberts’ success on track, a young racer by the name ‘Fast’ Freddie Spencer was taking the world by storm and, the Grand Prix crown from King Kenny.

Honda had a similar idea to Yamaha and bought the racebike to the road. The engine was a 387cc liquid-cooled two-stroke V3 which produced 72 hp (54 kW) at 9,500 RPM. It featured triple flat-slide carburettors, and was coupled to a 6-speed transmission with a wet clutch. The innovative TRAC (“Torque Reactive Anti-dive Control”) anti-dive front fork and a Pro-Link rear swingarm were combined with a box-section alloy frame and three disc brakes with dual-piston calipers. The result was a road-going replica racer was basically, a street-legal copy of the NS500 V-3 on which Spencer had become the youngest ever world champion, at 21 years old.

Rothmans Royality, the Honda NS400R

Another smoker… no, not Tony Scragg, it’s his 1975 Suzuki B120P. This commuter hack that many people remember owning ‘back in the day’ brings back fond memories for not just Tony, but for many of us of a certain age! This lovely, lightly restored example has only 3 owners from new with the first being a vicar! It is still used regularly in conjunction with a motorhome and is really, very practical for local sightseeing and shopping. This bike has been shown in the past both with the Suzuki Owners Club and as a private entry before and was Highly Recommended is class but, could this be, Tony’s, or more importantly, the little Suzuki B120P’s year? Maybe, just maybe…

The ’75 Suzuki B120P was, a commuters delight

Last but not least, and the only non-smoker in the gang is Martin Pickstone all-original, 2 owner from new, 1982 Honda XL250R. Introduced by Honda in 1972 and manufactured through the 1980’s, this dual sport bike set the precedent for the modern enduro wave. In 1982, the engine had the balancing shaft gear driven rather than chain driven making the engine quieter and a six-speed gearbox was introduced as well as an automatic cam chain tensioner. Also in 1982, Honda reverted to the 21-inch front wheel and introduced the rear single shock suspension, known as the Pro-Link, and a 12-volt electrical system. Just about everyone who’s been around bikes in the 70’s and 80’s will have a story about the XL. Fun, capable, useable and now a classic, these bikes are rare in this condition but still affordable. Can Martin’s XL steal the show and be the first ‘off-roader’ to lift the title of best in show?

Diminutive in stature, the Honda XL250R was XL in just about everything else, including fun!

 

[DaveM]

Your 2025 Stratford Autojumble Dates Are Here!

Get ready for another year of Stratford Autojumble—we’ve got the official dates for 2025!

May 11 & September 07, 2025​

Join us in May & September at Stratford! You’ll find hundreds of traders selling parts, classic memorabilia, plus much, much more! Stratford Autojumble is the perfect place for all automotive enthusiasts to come together, swap stories with fellow punters, and find those missing parts in a bustling environment!

Find out more.

 

[DaveM]

Is the 500cc Triumph the most important British motorcycle ever made?

There’s something about 500cc Triumphs which brings a smile to the face, exampled perfectly by this willing, beautifully presented version.

Words: James Robinson Photographs: Gary Chapman​

The 500cc Triumph is the most important motorcycle the British motorcycle industry collectively made. Now, that’s some statement but bear with me…

You’ll notice I’ve kept some ambivalence to the declaration, in that it doesn’t say: ‘The Triumph 500cc twin is the most important motorcycle ever made.’ Which is because, although arguably that machine has a strong case, by saying ‘500cc Triumph’ in the original comment, it also opens it up to the early, pre-First World War models, which more than one motorcycle historian has pointed to being the machine which meant the motorcycle industry survived.

Perhaps that sounds over the top, hyperbolic even, but the fact was, Pioneer-era motorcycles were beset by reliability problems, which led to a public distrust of them. After all, anything that had pedals surely wasn’t a signifier of great confidence by its makers. Although the Triumph did possess pedals, it did also have a reliability that others could only aspire too. And a bevy of men – headed by Albert Catt and Ivan Hart-Davies, but supported by plenty of others – proved that a Triumph, and by association ‘motorcycles’ in general, where capable of great feats of endurance, taking them way beyond the realms of that achievable with the pedal cycle, and thus proving the worth of the ‘motor’ cycle.

So sound was the Triumph design, others (BSA and Veloce come to mind immediately) took a good, hard look at it before producing its own machine, bearing a remarkable similarity to the product made in Priory Street, Coventry.

Direct descendants of those early Triumphs were to further enhance the image of capability and endurance with service during the First World War, admittedly headed by the 550cc (rather than 500cc) Model H, but that was clearly derived from the earlier, half-litre engine. And there were plenty of other noteworthy and important 500cc Triumphs too – what about the technologically advanced (engine wise) four-valve Ricardo for example, or the Model P, most noteworthy for its remarkable cheapness – in 1924, it cost £42-17s-6d while, to put it into context, a 350cc sidevalve AJS Model B was £62, a Norton Model 18, £89. Triumph duly sold 20,000 Model Ps in fairly short order.

There were a few other 500cc Triumphs of note, including the Victor Horsman-developed, two-valve ‘TT model,’ rugged sidevalves and stylish slopers, plus the sparkling 500cc 1936 Tiger 90, but the Big One was, of course, the 1937 Speed Twin, Edward Turner’s genius made into metal, the motorcycle being the very embodiment of its creator; everything about it bore the mark of ‘ET’ from its innovative modern lines, its skilfully (and bravely) chosen colour, its light weight, its sprightly performance. It was flash, brazen, modern, confident, maybe almost a bit too big for its boots and perhaps not quite as good as it thought it was… Just like the persona of Mr Edward Turner. A creation carries the mark of its creator.

That Speed Twin was only added to, with the next year launch of the Tiger 100, another example of real flamboyance (does anything say ‘1930s’ more than ‘cocktail shaker silencers’ – insomuch as the Tiger 100 had detachable baffles that came out in the manner of unscrewing the top of a cocktail shaker, thus resulting in the nickname) and demonstrating a reading and understanding of the desires of its potential audience. The first time I rode a pre-Second World War Tiger 100, I can distinctly remember thinking, ‘this was the first modern motorcycle.’ Of course, the Speed Twin felt much the same so should take that award, but that the the Speed Twin was on sale 10 years after my 1927 Longstroke Sunbeam (sidevalve, flat tank, hand gearchange, auxiliary oil pump and total loss oiling, lever throttle, no speedo nor lights, the list goes on) is, quite frankly, flabbergasting. So much progress, in so short a time.


Single carburettor where twin Concentrics might once have been…

The twin-leading shoe front brake came for the twin-carb Tiger 100 variants in 1968.

Twin clocks. Yes please. Rev counter needle likes to whirr round.

The gear indicator. On top of the gearbox. Not that handy from the saddle.

Though the fact is, that from 1937-39, progress started to stagnate. Engine-wise, the prewar Tiger 100 feels pretty much the same as a 1940s, 1950s or 1960s one – like the one we have here, in fact. There’s that same frisky willingness so beloved of Triumph owners, a real feeling of lightness and being nimble. Though the last of the pre-unit 500cc models did get heavy, they were still lighter than other offerings, while the model as featured here, when compared to a contemporary BSA A50, for example, is like chalk and cheese. That’s not to say one is better than the other (having chalk to put in a sandwich is no use, while a lump of cheese is no good for writing on a blackboard) but they are different things, suited for different applications.

What’s the application for the unit 500cc Triumph twin then? Well, it’s, to me, the motorcycle personification (motorcycleification?) of ‘fun.’ To start with, it feels tiny, and that always helps, as it underlines that feeling of nimbleness. As soon as I get on one, I just feel like I’m going to have a good time, there’s almost a trailbike feel to the whole thing, owing to the overall size. Perhaps it just gives me subconscious flashbacks to my 1973 Suzuki TS125, my first motorcycle on the road, which basically equated to fun. Despite not really having anything in common whatsoever with each other, there’s something about the small size and nimbleness which stirs something in me. I immediately feel right at home.

Starting such a Triumph always seems easy too – there’s none of the ‘big single’ rigmarole either, just turn on the petrol and key and kick it, basically. It’s also a different type of kick, more a jab than the long, follow through on a one lunger, though, again, is that just my subconscious at work? Because the Triumph looks and feels small, it gets treated like that. But it also means it feels friendly and unthreatening, an eager to please motorcycle, the feeling of which is exacerbated when a blip of the throttle is rewarded with a willing rise in revs – even the exhaust note sounds eager.

That Triumph exhaust note reminds me of the aforementioned cocktail shaker silencers on the prewar Tiger 100 – and a ride after removing them from one. This basically created a pair of open megaphones, as were often fitted to the post-Second World Grand Prix, developed from the Tiger 100… ‘Loud’ is perhaps an understatement, while the noise emanating from our test subject was a much more friendly (or public friendly) cacophony; there’s a bit of bite there, but not the ‘rip your leg off’ suggestion, of a pair of open meggas. A blip of the throttle brings a fast-rising, pleasing increase in sound, an encouragement, or impatience, to get going. It will sit and happily idle, but it’d prefer to be under a bit of load.

The original Tiger 100 came out in 1939, a natural progression from the 250cc Tiger 70, 350cc Tiger 80 and 500cc Tiger 90 singles, all of which were launched in 1936 and all of which shared the same finish – including the silver mudguards, silver and chrome petrol tanks and blue lining. They did look ‘special’ in an era when colour was becoming in vogue, and though by the time the Tiger 100 came on the scene the political atmosphere was darkening horribly, the 1930s had, thus far, been the most colourful decade motorcycling had seen. It was to be the 1960s, really, before such brightness, in terms of finish, returned across the board, after the sombre nature of the 1940s and much of the 1950s was reflected in a return by the British industry to swathes of black-finished motorcycles.

Albeit, when the Tiger 100 returned to Triumph’s post Second World range, it was still in the same finish as prewar, though there were now telescopic forks up front. Interestingly, there was slated to be a ‘Tiger 85’ too, a hot version of the 3T, the new 350cc model, which was an altogether smaller motorcycle than the 500 version; there’s something interesting in this, as, later Tiger 100s like the one we’re riding here, came from the 350cc 3TA. What if the Tiger 85 had proved a real success and then Triumph’s early 1950s 500s had grown from the acorn, as the 500cc version became the 650cc models? That, though, didn’t happen, so while the Tiger 100 was the undoubted range topper for a few seasons, it was thoroughly overshadowed once the 650cc Thunderbird arrived on the scene for 1949, and when the Tiger 110 made its bow, the Tiger was pushed further down the pecking order, though it still had its advocates, of course. Other models were spawned from the Tiger 100 too; most notably, the Grand Prix as mentioned, which was basically a development of the alloy-barrelled Tiger 100 used by Ernie Lyons to win the 1946 Manx GP. It was introduced for public sale in 1948 where it continued until the 1950 season, albeit without any real top-level racing successes, though Don Crossley repeated Lyons’ MGP success in 1948 and notably Dave Whitworth enjoyed success on the continent on his GP, and the Trophy TR5 – its engine was also based upon the Speed Twin/Tiger 100, though initially using the same square alloy barrel, famously from a Second World War generator set, that was specified on the Grand Prix.

When the Clubman TT was introduced for 1947, it was no surprise that the Tiger 100 proved a popular mount for the Senior race, though best finisher was Eric Cheney (the man later famous for his frame building) in ninth. In the 250cc class, incidentally, Bill McVeigh won on his pre-Second World War Tiger 70, before he returned to come fourth – behind two 1000cc Vincents and a cammy Norton – in the 1948 Senior edition.

Stylish, small, fun and flighty – what’s not to love?

In the 1949 races, with the 1000cc machines in their own class (see page 72 of this issue for more on that) three of the top five were Tiger 100s, with Allan Jefferies the best in second, the same position Tiger 100s finished the next two years too, before finally a Tiger 100 enjoyed TT glory when Bernard Hargreaves raced his model to success in 1952. Though Derek Powell brought his T100 home fourth the next year, a position repeated by TA Owens in 1954 (a race in which Triumph employee Percy Tait was sixth… On a BSA Gold Star being barred from riding a Triumph in this amateur event) and Ian Atkinson was second in 1955 – the year journalist John Griffith wrote an account of his ride on a Tiger 100, to 13th place – in 1956, of the top 18, only John Hurlstone’s seventh-placed Triumph (a 1954 Tiger 100) was swimming in a sea of Gold Stars. The Clubman’s race was disbanded after that, though the Tiger 100 did have its single race win to underline its sporting credentials.

Meanwhile, the production Tiger 100 had the famous nacelle from 1949, while the sprung hub was offered too, then in 1950 the four-bar tank badge led to the end of the silver-and-chrome petrol tank, continued over from before the Second World War. The Tiger 100 also gained an alloy barrel. After the GP was discontinued, a race kit was offered for the T100 which offered twin carbs, high compression pistons, different cams and a bigger oil tank, ostensibly bringing the model up to GP specification. The model was listed in 1953 as the T100C, a proper sporting machine, while it was dropped by the time the Tiger 100 adopted the swinging arm frame, in 1955. By the end of the 1950s, the 650cc models were the ‘glamour’ offerings, especially once the Bonneville came in 1959, which was the last year of the Tiger which could trace its origins back to 1939.

For in 1960, the Tiger 100 became the Tiger 100A, the direct forerunner to our featured machine, albeit on launch it had bathtub rear enclosure and a two-tone black-and-cream finish, while it was developed from the 350cc Twenty-One. Soon, though, a naked (more ‘semi-naked’) Tiger 100 was back, which felt more in the spirit of its predecessors. Called the Tiger 100SS, it was to run through until 1965.

Plush, two-tone ‘Quiltop Dual’ seat is nice and comfy.

This is what makes it a unit engine, in that the four-speed gearbox and engine are housed in the same casting.

Triumph introduced its ‘eyebrow’ badges in 1966, replacing the ‘mouth organ’ which had served since 1957.

Parcel grid marks this out as a T100T – the other twin carb in the 500cc range, the T100R, didn’t have one.

Dealer Andy Tiernan (www.andybuysbikes.com) had a late one advertised, alongside our featured machine, both having come from the same owner – however, I was too slow off the mark and the SS had already been sold and delivered by the time I asked for a go. Our subject machine also had a new owner, though he graciously allowed us to photograph and ride his machine.

Registered new in Lancashire on May 8, 1968, the engine number stamping beginning of ‘T100T’ shows that it would have originally worn twin carburettors and borne the name Daytona, in recognition of the Tiger 100 triumphs at 1966 and 1967’s Daytona 200 (which actually repeated a Tiger 100 win in 1962 when Don Burnett beat Dick Mann’s Matchless G50), while T100S continued with the single carb, as featured here. For 1968, the twin-carb 500s also had the twin-leading shoe front brake, as worn by the motorcycle featured. There were four versions of the Tiger 100 in 1968 – the T100T and US-market T100R with twin carbs, then the single carb T100S and US-only T100C, a single carb competition variant.

The story of the 1966 and 1967 Tiger 100 Daytona successes was one of clever development and planning, bringing to the line a machine which was conceived by Triumph top brass wholly to counteract the important development in that Honda was to bring a CB450 out – which Triumph needed to react to. By this time, Edward Turner (who saw no gain in racing) has been ousted from his almost dictatorial control and it was Doug Hele who oversaw, in just nine months, the development of what was a winning machine. Buddy Elmore took the 1966 success, but was beaten into second place the next year by like-mounted Gary Nixon. Though 1968 saw a host of annoying misfire failures, lessons learned this year, and the other years, as well as the works 500cc racer which spectacularly finished second at the 500cc Belgian GP, at Spa, Percy Tait up, in 1969, saw direct improvements made to the road going 500cc twin.

In a happy place; the nimbleness of the Triumph marks it out as fun machine.

Elsewhere in racing, a Tiger 100 Triumph was third (David Nixon) in the newly-introduced 1967 Production TT, before Ray Knight won the 1968 class, and was runner-up the next year, a position Alan Rogers occupied on his T100 in the last, 1974, 500cc Production TT. While our 1968 feature machine is a fine one, supposedly the pinnacle of the 500cc Triumph was yet to come, with the later year machines (production ended in 1974) reckoned by some to be the best 500cc Triumph ever made.

And that brings us neatly back to where we started, in that, in all of its achievements and incarnations, overall, the 500cc Triumph is perhaps the top of pile. Whether that’s true or not, will be debated, but what can’t be denied is that an example like this one provides a cracking ride and lots of fun.

It’s the small size which is most endearing, feeling like a toy, while there’s also a puppyish eagerness to basically play. Turning, feet up, in the road, or riding up and down kerbs, all seems like a fun game, encouraged by the little Triumph’s friendly, joyful character. The twin leading show front brake worked great too, no surprise as it was also used to haul up the 650cc versions admirably, while the gearbox clicked into ratios (one down, three up) with a willingness that further underlined its capabilities.

Interestingly, Andy Tiernan told me that after he’d agreed to sell this machine (it was on offer at £5350, the same price as the earlier T100SS – both went, literally, in days) he was contacted and offered more than the asking price, in an attempt to gazump the new owner. It seems the Tiger 100 remains the sought-after motorcycle it has always been. And it’s no wonder why.

This 1968 example comes from near the peak of 500cc Triumph production.

 

[DaveM]

November 2024

The November 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:

Still sensational​

BSA’s Rocket Gold Star remains a joy to ride, as this glistening example of the 650cc twin proves. Plus, we sample a brand-new single-cylinder Gold Star 650 too.

So good they banned it​

This Vincent racer came to Goodwood in 2014 and cleaned up. Its Aussie creators were hoping to come back in 2024, but were denied an entry… as it’s too fast…

Grass track in the golden era​

The halcyon days of the sport were arguably the late 1960s and into the 70s; this is an evocative first-hand account by a former TCM editor as sidecar passenger and solo racer.

Big Montgomery single​

In the Pioneer days, Montgomery originally made sidecars, which they continued into the 1920s, when they introduced motorcycles too. This 1924 JAP-powered 600 is one of them.

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]

From the archive: The travelling motorcycle repair shop

Mobile service in the southwest of the UK, offered by Plymouth company Chapman’s, is put to work righting a rear tyre ‘issue.’

Photograph: Mortons Archive

This lovely picture doesn’t appear with much of a story to it, simply captioned: “A travelling workshop catering for motorcyclists in the Plymouth district. These motor vans have been in service for the aid of the car owner for quite a long time, but up to the present, very few garage owners have been sufficiently enterprising to cater specially for stranded motorcyclists.”

Looking closely at the picture – published May 15, 1919 – reveals that it probably isn’t posed, as it seems that there’s an inner tube rather tightly wound around the motorcycle’s rear wheel, which also does the job of hiding its rear hub, although it does still look of big enough dimension to be either a hub gear or clutch, perhaps.

But clues to the motorcycle’s identity are hard to discern; it’s clearly a V-twin, while the fuel tank is a light colour, with darker panels, a thinner line around the whole thing and a centrally mounted petrol tank logo. Initial thought is perhaps a Premier, but on reflection, maybe Rex?

View of the rear exhaust downpipe would have been helpful – as the Rex featured a distinctively angled pipe – as would the silencer but, unfortunately, both are obscured by the man (boy?) attending to the tangled tube. He’s being watched by the chap in uniform, perhaps the senior of the two Chapman’s employees – after all, he has a natty outfit – while what one assumes to be the rider looks rather unconcerned by it all, sitting cross-legged and having a read of the paper, while the drama – well, the tube anyway – unfolds…

The angle of the petrol tank looks rather Rex-esque too, it either being a late pre-First World War model, or an early postwar effort. In fact, the metal toolbox to the rear of the motorcycle’s carrier, all but confirms its Rex identity. Rex was one of the better-known older marques, its first model appearing at the November 1900 show, made in Birmingham, though the firm had relocated to Coventry by 1902. A series of record-breaking runs, including successful ‘end to end’ (Land’s End to John O’Groats) attempts and success in trials, with lady rider Muriel Hind and her famous ‘Blue Devil’ to the fore, meant that the company’s name was a well known one.

Towards the end of 1905, a V-twin engine had been introduced, which featured in the Hind machine. At the other end of the spectrum, Rex was selling his 3½hp single cheaper than most others could manage, while it started – or was at least an early adopter – a trend with a dropped top tube frame, allowing a lower seat height.

By the time our subject picture was taken, Rex was pretty much on its uppers, and, indeed hadn’t actually made any motorcycles since 1916, when the factory was given over to munitions manufacture, though for 1920 motorcycles officiallycame back, with a big 8hp V-twin at the top of the tree. Engine capacities seem to haveeither been 896cc or a bigger version, of 940cc.

In late 1921, Rex amalgamated with Acme, forming Rex-Acme, a company which was to go on to enjoy a good 1920s, winning three TTs, courtesy of star rider, designer and director Wal Handley. After Handley left, circa 1928, the company went into decline and although it struggled on into the 1930s, being bought by sidecar maker Mills-Fulford in 1932, by 1933, the unequal struggle was given up and the company ceased to exist.

What else can we deduce from our picture? Well, the open back doors of the truck mean we’re denied knowing the address – there doesn’t seem to be a ‘Temple Street’ in Plymouth – note how the lowest line of the address ends ‘…PLE STREET’ so we’ll rely on someone with local knowledge to perhaps fill in the gaps.

Badly damaged by bombing during the Second World War, the streets patrolled by Mr Chapman’s van would’ve been rather different to today, owing to significant remodelling necessitated by making good the bomb damage. Plymouth is in Devon, 193 miles south west of London, and a place best known for its maritime history, including being the place where, in 1620, the Pilgrim Fathers, aboard the Mayflower, set sail for the new world, where they established the Plymouth Colony in Massachusetts.

Mr Chapman’s truck would have made the journey from America the other way, being as it’s a Model T Ford. In fact, it would have only been the plans and drawings which had done that journey, as, from 1911, the Model T had been made in Trafford Park, Manchester, which is still a fair way from Plymouth, but nearer than America!

 

[DaveM]

New bookazine celebrates the history of Triumph Motorcycles

Order the new bookazine celebrating the history of Triumph motorcycles by the editor of The Classic MotorCycle!

Triumph is truly one of the most enduringly popular names in motorcycling. The word itself literally means to win and Triumph the motorcycle maker has, for the most part of its 120-plus years, been a world-class winner.

Author James Robinson, editor of The Classic MotorCycle magazine, delves into the recesses of the Mortons photographic archive to find rare images of beautiful Triumph machines from every era of the company’s history – from the early days in the late Victorian age to the Great War, the Vintage period (1918-1930), the 30s, the Second World War, the 1950s boom years, the cool 60s, the difficult 70s, the death and rebirth of Triumph in the 80s and beyond – right up to the present day.

Order the new bookazine now for just £9.99, with FREE UK delivery!

 

[DaveM]

Who are The Classic Competition Company and what is this all about?

The Classic Competition Company was born from a passion to provide our customers with the opportunity to win their dream classic vehicle.

How do I enter a competition?

You can enter a competition by clicking “Enter Now”. Answer the question and select the number of entries you want. Only correct answers will be entered into the draw.

You can find all your entries in your Basket. Click “proceed to checkout” to process the order. Existing customers will be asked to log into their account. If you’re a new customer, you will need to enter your details. Tick the box which says you accept our Terms and Conditions.

After completing your purchase, you will be sent an email confirming your order details and ticket number(s).

If you haven’t received an email from us confirming your entry please email us at hello@theclassiccompetitioncompany.com

We also offer a free postal entry route. To enter for free, send your name, address, telephone number, email address and answer to the competition question to us to this address:

Unit 3, The Bramery, Alstone Lane, Cheltenham GL51 8HE

All postal entries must be sent by first class post. Bulk postal entries are not accepted / will be counted as a single entry. You can enter as many times as the competition’s maximum amount of entries. Each free entry must be sent separately.

How long is the competition open for?

The competition’s closing date and Live Draw times can be found on our website. Don’t forget to tune into our Live Draws over on our Facebook to find out if you’ve won!

Who can enter competitons?

You must be 18 years or older to enter, as well as a resident of the UK or Northern Ireland.

We can’t accept entries from outside these areas, as other countries’ laws for running competitions vary, and ours have been organised to comply with national laws.

What are the prizes?

At The Classic Competition Company we have a real passion for classic vehicles. So our prizes include some of the rarest most sought after motorcycles and classic vehicles on the planet.

You can browse our current competitions here, and each competition has a full description and pictures.

How do I know your company is real?

We work within a heavily regulated industry and we take our business very seriously. Your trust is very important to us!

We regularly update our social media with our winners’ stories. We also have a Winners page where you can see all our past winners and the amazing prizes they have won.

Please only buy tickets through our website www.theclassiccompetitioncompany.com, and follow our official social media accounts. You can find us on Facebook.

How is the winner decided?

The winner will then be chosen at random from all the correct entries during a live draw using a random number generator.

If you’ve won, please make sure that you have given us the correct information to get in touch with you or another winner will be chosen!

We’d also love to share your exciting win on our website and social media pages.

Competitions – The Classic Competition Company

Winners – The Classic Competition Company

Draw Results – The Classic Competition Company

 

[DaveM]

From the archive: the forgotten Coventry Victor

Both Coventry Victor, the motorcycle depicted, and Pa Cowley, the pictured rider, seem to have been well known in their day, but now, information is scant.

Photography: MORTONS ARCHIVE

This picture first appeared in the May 24, 1923, edition of The Motor Cycle, with the caption: “Pa Cowley (Coventry Victor) at the Woodhead Hill Climb. He is 58 years old.” The image was used again, in Motor Cycle, November 11, 1977, by Bob Currie, and with a little detail added: “Pa Cowley and his daughter Dot were well known competitors in northern events in the early 1920s and here we see him at the start of a timed hill climb at Heyden Bridge, Holme Moss, where the BBC television mast now stands. The Manchester registration suggests the bike is Pa’s own, rather than a ‘works’ machine.”

The handsome Coventry Victor was a fascinating machine, one which is largely forgotten today, with few survivors – there’s only three listed in the VMCC’s Register of Machines, though there are surely more survivors than that, or are there? Trawling through various sources doesn’t bring many (any) examples to light, though Bonhams did sell a Regent, which was basically the machine which became the first Coventry Victor – though we’ll come to that in a bit.

Some background first. The story seems to begin in 1904, when Thomas Morton and William Arthur Weaver founded a proprietary engine manufacturer (Morton and Weaver) in Hillfields, Coventry, initially involved in the aircraft industry, owing mainly to that being Wever’s primary interest – his ‘Weaver Ornithoplane No 1’ was built and flew, briefly, in 1905. A basic monoplane it lacked power and was replaced by ‘No 2’, built from its predecessor. In 1910, this one flew for a quarter of a mile, becoming the first British example of its breed to achieve the feat. Though it did it with an engine not made by Morton and Weaver’s company.

In 1911 the ‘Coventry Victor Motor Company Limited’ was founded, with Morton and Weaver continuing as tool makers, with the new concern to do as its name promised – that was, to become involved in the motor industry. But nothing much seems to have been produced, or at least been reported on, before post-First World War, a 688cc side-valve fore-and-aft flat-twin engine, designed by Weaver, was being supplied to other makers, including McKennzie (which installed it in a spring frame) and London-based Regent. The latter seems to have then become the Coventry Regent, then the Coventry Victor, from 1921. According to a caption to a picture in the January 1984 edition of The Classic MotorCycle, featuring a 1921 example (registration number HP 2860; it’s still on the DVLA database but comes back as ‘not registered for road use’) an elderly signwriter would come in and add the name to the finished petrol tanks. From that, one can assume it wasn’t volume production!

The more sporting Coventry Victor Super Six was added in 1923 – and that’s the model in our picture. The Sturmey-Archer gearbox was under the rear cylinder while it also featured a plated, saddle tank and had twin carburettors. An overhead valve version duly appeared (in 1925) then there was even a speedway version, later still, while Coventry Victor branched into cars, in three-wheeled form, still using the flat-twin engine format.

The most surprising thing about the firm is its longevity – Coventry Victor was still listing a motorcycle range until 1935, though it basically looked the same as the machine in our picture – so very old fashioned by then. While the speedway model was ditched in 1933, the actual flat-twin speedway era had long-passed by then. The three wheelers were made until 1938. After, Coventry Victor continued, making all sorts of proprietary engines, often for marine and industrial applications. There still seems to be a company of that name in business.

So while Coventry Victor is a bit of an enigma, so too is the man in our picture, Pa Cowley. He’s one of those characters whose name appears frequently in 1920s books and magazines, often in Sunbeam contexts, but it’s also often accompanied by a comment such as ‘well known’… But no further details! We do know his real first name was George and that he took part in several TT races, while his son, George Junior, raced in the Isle of Man too.

Pa appeared in the 1922 Senior (19th, Sunbeam) and 1924 Junior (12th, Sunbeam) then retired in both the 1923 and 1925 sidecar races, also on Sunbeams. Judging by the caption accompanying our illustration, he’d have been in his 60th year in the latter. George Junior never recorded a finish in the Island, while daughter Dot, according to some sources, was the reason that fellow Mancunian Harry Reed gave his motorcycles that same name, although that has also been debunked, saying that the motorcycle maker Dot was thus called before Dot Cowley was born.

So, there we have it, a mysterious machine and family too – but, still, what a splendid picture.

 

[DaveM]

Graham Noyce to headline Telford Classic Dirt Bike Show

Next year’s Classic Dirt Bike Show sponsored by Hagon is set to welcome a legendary figure in motocross history. British motocross icon Graham Noyce has been confirmed as the star guest at the off-road event at Telford International Centre over the weekend of February 8-9, 2025.

As the first Honda 500cc world motocross champion and a pivotal figure in the sport during the late 70s and early 80s, Noyce has etched his name in the MX history books. His fierce rivalries and unforgettable races have inspired a generation of motocross enthusiasts, with Noyce being the first in a long line of world championship title winners for Honda.

Visitors will have the chance to hear first-hand accounts of Noyce’s thrilling career as he takes to the stage with off-road icon John McCrink. John will be delving into the highs and lows of the star’s dedication to motocross, which promises to be a captivating insight into his unique story.

For more information about the Classic Dirt Bike Show sponsored by Hagon, and to save 20% on advance tickets, visit www.classicbikeshows.com

 

[DaveM]

December 2024

The December 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:

Stunning Scrambler​

Rare Velocette off-roader ridden.

Miniature marvel​

Unusual 83cc MV Agusta single.

Anyone for cricket?​

The Walter Moore CS1 Norton.

George Barber interview​

Rare access to the man behind the museum.

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 50 years with a 1970 Triumph Tiger T100S

Bill Turner has owned his T100SS from eight months shy of new. That’s more than half of his lifetime – and its condition does him credit.

Words: Steve Wilson Photographs: Gary Chapman​

At first sight, it is very hard to believe that this very smart 500cc 1970 T100SS Tiger is over 50 years old – and that it has spent all but the first eight months of its road life with the same keeper, Bill Turner (no relation to Triumph twin designer Edward Turner).

Bill is a much less abrasive character than his namesake, and with characteristic modesty, attributes much of what turned out to be an excellent choice of a ‘keeper’ motorcycle, to his late wife Christina.

“Chris was very taken with the Jacaranda finish,” said Bill. In the 1969/70 era of ‘Purple Haze’, the attractive shade was bang up to date, without being as garish as the BSA Group’s subsequent ‘Hi-Violet’ or ‘Plum Crazy’ paintwork. The colour was derived, incidentally, from jacaranda mimosifolia, a flowering tree native to South America, due to its spectacular violet-coloured blooms, widely planted elsewhere, from Bhutan to Australia; where in Queensland, it’s known to students as ‘Purple Panic’ since it flowers during the stressful pre-exam period. So now you know.

“The T100 had been first registered at the end of October 1970,” said Bill, “and I got it in June 1971.” The matching engine/frame numbers indicate it had been built in September 1969, the month Triumph’s new model year commenced. It was a Home and General Export model, and in Britain, 500cc twins had no longer been popular; hence perhaps the gap between production and registration. As we shall see, it had been a different story in the USA, which by then was taking over 80% of Meriden’s output.

For T100SS Tiger, single Amal 626 Concentric and pancake air cleaner. Note new-for-1970 engine breather, from crankcase via primary chaincase.

Triumph’s ‘outside spring’ front forks, with shuttle-valve damping since 1968, another race-bred design from experimental chief Doug Hele

A winding road​

Bill lives in an Oxfordshire village, and had bought the Triumph in the city from Bill Faulkner’s in Walton Street. It was not his first two-wheeler. “I started at 17,” he laughed, “and I’ll soon have been riding for 70 years. I began with cyclemotors, including a Power Pak. Then I had a 197cc Excelsior – it was so small I was almost sitting on the tank! For National Service in the RAF I had a 350cc Douglas Mark IV. Next came a 1949 Royal Enfield 350cc Bullet, which was absolutely crap – Christina refused to go to dances on it, the battery used to spray acid on her legs.

“So I got a BSA 650 A10 – that’s the one I wish I’d kept.” (Amen to that.) “But then we had our first child, so with no more Chris on the pillion for the moment, I got a C95 Honda – you’ve got to hand it to the Japanese, I rode it to work for five years with absolutely no problems. But for something bigger, I then went for a 250cc Triumph Trophy, basically a rebadged BSA Starfire. That lasted about a year…we were riding home from a Swindon Town football match, with Chris back on the pillion, when I saw a Lambretta chasing up behind, so I throttled on, and the engine blew up…” Well, they were known for their grenade-like qualities. “Then I got the T100.”

As you can see, the single carb 500cc Triumph is in remarkable condition, not restored, just very well preserved. “For years I rode it daily to my work at the Clarendon physics labs in Oxford and back. On return at night during the winter, I religiously rinsed it off. I love riding it, I found the beauty of its handling is that the weight is so low down. And the seven-inch tls front brake is so good you have to be a bit careful with it.”

One of the few apparently non-original features on this 1970 Tiger are the megaphone silencers, as found on the 1971 to 1973 650s. Bill said that they were replacements, as the baffles on the originals had let go after 10 years. Bill had fabricated the steel hangers for the new pair, the original hangers having been pressed steel. But he also confirmed that the pair the bike had come with had been the megaphone type too.

Like new – 1970 490cc Triumph T100SS, after 53 years and over 50,000 miles with the same, careful owner.

Genuine 50,265 miles covered – and Bill had crossed the 50,000 barrier in his 50th year of ownership.

Engine breather pipe carried oil mist clear of the machine. Open-sided tail-lamp, a Triumph sporty touch from way back.

Megaphone silencers were replacements – but owner says originals on his T100SS had been similar, not the stock ‘bottle’-type with tailpipe.

A bit of research confirmed that midway through the 1971 model year, the home market 500 twins had adopted the extended cone silencers, reportedly for their relative quietness, in the face of tightening European noise legislation, in contrast with the straight-through ‘bottle’ silencers retained for the US. (The 1971 500 twins had been renamed that year as the tuned, twin-carb T100R Daytona with a claimed extra 3bhp, and the T100C Trophy 500, the latter for the UK in either twin- or single-carb form.)

Presumably the dealer had retro-fitted the new silencers to the 500 languishing in his showroom as the 1971 model year commenced; perhaps at the factory’s behest. Some feel that the heavier conical jobs flatten the T100’s mid-range, but I did not find that to be so.

Other work, apart from conscientious maintenance, has been minimal. “Two years ago,” said Bill, “the paint on the mudguards had begun to fade, so I had them repainted, but the original tank paint was okay.” Remarkable. At around the same time, Bill had fitted a final drive sprocket with one extra tooth. “It makes for smoother cruising,” he said, “the engine ‘races’ less and it’s an easier ride.

“I’m an active member of the British Riders Oxford Motorcycle Club, who meet at the Red Lion pub in Cassington. A few years back the top of the engine had begun to leak, so Bob Hunter, who’s the club’s administrator, kindly did a top end rebuild for me.” Both before and after some enthusiastic road-testing, the 1970 Triumph proved oil-tight now.

The T100SS’ 50,265 mileage averages out at around 1000 miles a year. As Bill, a calm, likeable individual explained, to give something back to our pastime: “I joined the RAC Training scheme as an instructor for young riders, and the T100 didn’t like being behind 50cc mopeds! So for four years, I got an MZ 250, and the Triumph was laid up for a bit.” It was back on the road when the 50,000 miles was clocked up, “in the Tiger’s 50th year,” Bill confirmed, “on a run to the Gloucester – Warrington railway near Cheltenham.

Bill Turner, justifiably proud owner of this T100SS for 52 years.

The T100SS story​

The roadster Triumph unit 500 twins hit peak form from 1969 on, as a result of race developments successfully undertaken by Doug Hele and the experimental team at Meriden. (For an account of the 1966 and 1967 victories at Daytona, see the 1972 T100R test in TCM, October 2019.)

The principal benefits had arrived for the 1969 roadsters. The main engine improvements had included nitride camshafts, which successfully overcame the longstanding problem of their rapid wear. The timing side main’s former plain bush was replaced by a ball journal bearing. This fed oil, now no longer pre-heated, to the big ends, via a redesigned timing cover, whose bumps fore and aft were the outward sign of the strengthened engine. This arrangement eliminated the danger at high speeds of the bush turning and cutting off the oil supply to the big ends. The new bearing also positively located the end float of the crank.

A new cylinder barrel featured increased wall thickness, and its wider joint faces helped combat Triumph’s much-derided oil leaks. Late in the 1968 model year the con rods had also been strengthened, and the pushrod tubes changed (again). For 1969, the single carb SS had adopted the T100T’s valve spring cups. And the 12-volt electrics had benefited hugely from the new Lucas RM21 alternator with its fully encapsulated stator windings, immune to the primary chaincase’s oil, and more resistant to vibration. Always a durable engine, the unit 500 could now be thrashed with confidence.

The major innovation for 1970 was the revised engine breathing system, in line with the 650s, with holes drilled in the crankcase drive side outer letting pressurised oil mist into the primary chaincase. From there, via a breather adaptor and a long tube, it was led away to discharge beyond the rear wheel; another contribution to late Triumphs’ oil tightness.

For the cycle in 1970, the front forks’ width increased to take wider tyres, and they were fitted with clipless gaiters. Between them sat the excellent twin leading shoe brake, seven-inch for the T100SS and eight-inch for the T100T Daytona. The rear units’ springs were exposed and chromed, less practical, but the look most young riders wanted.

The frame had already been very effectively strengthened for 1967, with its front section from then on featuring a fully triangulated head lug with an integrated top rail and bracing tank rail, a steering head angle revised down to 62 degrees, and a stronger, thicker front downtube, with the whole providing a lower centre of gravity. At the rear, a strengthened swinging-arm was now firmly supported by brackets to the frame. These Triumphs now handled.

A stunningly good-looking model that single-handedly kept the half-litre twin popular in UK and US.

But with Meriden’s 650 twins now in their glory years, how to account for the 500’s continuing popularity in the 1960s? The answer was two-fold: competition and sports success, in the era when AMA rules limited ohv contestants to 500cc until 1968; and particularly in America, fashion, with endorsement by some pretty cool celebrities.

In off-road T100C form, the model won the US National Enduro Championship seven times; the TR6 650, around 40lb heavier than a 1970 Trophy 500 at 337lb dry, had become too big a bike for most enduros in the East, where Triumph sales in 1967 were nearly double those in the West. In flat track, (US) TT, and road-racing, 500 Triumphs had ruled.

And taking the lead from the great James Dean’s pre-unit 1955 500cc Trophy, 1960s’ stars favoured the smaller capacity Triumph twin; the low weight made it accessible to all. Skinny Bob Dylan rode a 1964 T100 S/R (Sports/Road) 500, endorsed the marque by wearing a Triumph T-shirt on the cover of his seminal ‘Highway 61 Revisited’ album, until 1966 when he suffered a life-changing crash on the bike.

Steve McQueen’s first Triumph was an early 1960s TR5 dirt bike. Some of the young crew of pop artist Andy Warhol’s Factory were filmed blasting around Manhattan on T100s. In San Francisco, the singer Janis Joplin, as she found fame, bought a T100; actress Ann Margaret also favoured the 500. And the Boss himself, Bruce Springsteen, in 1969 ran a 500cc Trophy as his first motorcycle. With friends like that, the light, stylish, quick-steering, powerful 500cc twin more than held its own until 1973. (And that’s not even mentioning Ted Simon’s round-the-world adventure on a T100P.)

Period rear numberplate allowed for suffix letters introduced from 1963.

Bill Turner and his (Edward Turner) Triumph – quite a tale to tell, which he recounts to Steve Wilson.

On the road​

Starting the 9.0:1 c.r. 500 proved easy enough, as Triumph twins usually are. The clutch and slightly notchy gearchange were both good, and after some shameful over-revving to keep it going along Bill’s long uphill deep gravel drive, we emerged to trickle through the newly 20mph village. In 1970, the T100s’ steering damper was deleted and at rest the front end had felt a bit floppy, but the bike’s low speed steering proved unaffected. Oxfordshire’s famously poor road surfaces, in combination with the sporting 500’s relatively stiff suspension, necessary for reliable high-speed handling, made for a rather harsh ride.

Once free of the village the T100SS’ gearing, despite Bill having raised it a bit, still felt ‘peaky’, and with quite a gap between third and fourth. But once we were bend-swinging, the willing engine’s power and the supple handling put that out of your mind. The front brake needed real caution and a light touch if it was not to grab, with the rear a good ‘easer’ at lower speeds.

Late T100s had excellent road manners, and those silencers provided a fine but not offensive soundtrack.

There was a tension to the ride, though, and only partially because this was such a cherished machine. Both the engine and the clutch proved tireless while performing for the camera, and on a nearby straight, hanging on in third before changing up and giving it a big handful, I saw close to 80mph with more in hand before poor surface stopped play. Top speed for the single carb 500s had been around 100mph when they were new.

But I didn’t have quite enough faith to really put it into corners (my bad), until the final pass for the camera through a long, fast S-bend. The run in was slightly downhill and with the engine properly warmed up I found I was approaching way faster than I’d realised. I knew I mustn’t back off, and was asking the Triumph a question where the answer wasn’t a certainty. But giving it the extra body lean, the T100 responded faultlessly and we rocketed though the swervery, highly exhilarated. Just as well!

My final thought was that despite its virtues, the T100SS would not have been an ideal commuter, with the fussy gearing, and having to keep it on the boil. But Bill Turner, no doubt riding sympathetically, had managed it for years. These later single carb 500s, I concluded, had been great all-rounders, and with 38bhp@7000rpm, no slouches. And this one, with its conscientious keeper, had stood the test of time very well indeed.

Purple patch. This 500cc Triumph Tiger 100’s handling and roadholding could not be faulted.

 

[sikatri]

Awesome old Triumph!

 

[DaveM]

From Down Under to Up North: Wayne Gardner’s ‘Homecoming’ to Newark’s Winter Classic!

Motorcycle enthusiasts hold on to your seats… World 500CC Champion, the one and only, Wayne Gardner is set to take centre stage at the Classic Bike Guide Winter Classic show, taking place at Newark Showground on January 11-12, 2025.

Wayne – otherwise known as the ‘Wollongong Whizzkid’ – went from a fresh-faced boy riding around his hometown on a five-dollar dirt bike to becoming the 1987 World Motorcycle Grand Prix Champion, and a national icon. Join us and hear all his amazing career highlights as he joins Steve Plater on stage and at the fantastic fire up area where you can hear legendary bikes roar to life.

Classic Bike Shows Exhibitions manager Nick Mowbray said: “We are excited to announce Wayne Gardner as our star guest for the show in January. Having a legend like Wayne is a fantastic way to kick off the new year, and we know our visitors will be blown away by this iconic rider.”

It’s a weekend not to be missed, with the chance to join Wayne and Steve, These two local champions as they discuss all things bikes and celebrate the golden era of motorcycling at this must-attend show!

Grab your tickets now at classicbikeshow.com and save £3 when you book in advance – that’s just £13! Plus, there’s free parking, and kids under 16 go free when accompanied by an adult. Don’t miss out!

 

[DaveM]

Classic motorcycles and the modern shock dyno: Bridging old and new

When it comes to classic motorcycles, enthusiasts cherish the nostalgic blend of simplicity and craftsmanship.

However, one area where modern technology is making its presence felt is in suspension tuning. Enter the shock dyno – a device that has revolutionised the way we tune and understand motorcycle suspension.

The heritage of classic motorcycles​

Classic bikes embody the spirit of adventure and freedom. Iconic brands such as Triumph, Harley-Davidson and Norton produced bikes that remain timeless. What draws people to these machines is their simplicity – mechanical beauty, where the rider feels fully connected to the road. However, these bikes also come with unique challenges in handling, performance, and comfort.

One of the critical components that directly impacts the ride quality is the suspension system, especially the shock absorbers. Whether you’re restoring a vintage café racer or maintaining your daily classic ride, ensuring that the suspension performs optimally is key. But how do you bridge that gap between vintage design and modern performance?

Introducing the modern shock dyno: A game-changer​

A shock dyno is a precision tool that helps assess and tune a motorcycle’s suspension by analysing the performance of shock absorbers.

With the LABA7 shock dyno, modern mechanics can take the guesswork out of suspension tuning and replace it with hard data, ensuring both performance and safety.

The LABA7 shock dyno is known for being user-friendly while providing pinpoint accuracy. It offers a range of models, from the Featherlight for lightweight use to the Heavy Shock Dyno designed for more demanding jobs. Regardless of whether you’re working with vintage motorcycles or modern superbikes, LABA7 offers tailored solutions.

Why the shock dyno is a must-have tool​

1. Accurate diagnosis
   Shock dynos allow mechanics to diagnose suspension problems with high precision. A simple test can reveal issues such as blocked oil passages, broken shims or cavitation. In the world of classics, where parts are often old or worn, having this information can be critical.
2. Comparison feature
   One of the standout features of the LABA7 shock dyno is the ability to compare different shocks or tuning settings. This is invaluable when restoring older bikes, as it allows you to compare performance before and after restoration, ensuring you have the most responsive suspension setup possible.
3. Tuning and adjustment
   Fine-tuning classic motorcycle suspensions is an art form, but it’s also one that can now be grounded in science. The dyno provides data in easy-to-read graphs that show exactly how adjustments impact suspension performance. By combining rider feedback with this data, you can craft the perfect suspension setup for any classic motorcycle.
4. Quality Control
   For professional workshops working on high-end or vintage motorcycles, quality control is paramount. The LABA7 shock dyno allows you to test your work before sending a bike back to its owner, ensuring the shocks meet performance standards. It also provides documented proof in the case of warranty disputes.

The LABA7 shock dyno range: Tailored solutions for every need​

The LABA7 offers four shock dynos to meet a range of needs, from light duty tasks to heavy performance tuning. Each model is built for ease of use and provides precise data, making it ideal for both amateurs and professionals.

1. Featherlight shock dyno

This entry level dyno is perfect for lighter vehicles and suspensions. Despite its size, it packs a punch with speeds up to 1900 mm/s and a load capacity of 10,000 N. It’s ideal for tuning vintage motorcycle shocks that need a delicate touch.

• Dyno speed: Up to 1900 mm/s
• Maximum force: 10,000 N load cell
• Motor: 3 HP-220V electric motor
• Price: 7950 euros (circa £6650)

2. Light shock dyno

A step up from the Featherlight, the Light shock dyno offers more flexibility for handling mid-range suspensions. Whether you’re tuning a vintage race bike or a classic roadster, this model ensures precision.

3. Mid shock dyno

For professionals or workshops dealing with a mix of vintage motorcycles and modern bikes, this is a versatile option. Its adjustable stroke and wide range of speeds allow for customised testing scenarios.

4. Heavy shock dyno

Built for heavy-duty tasks, this model is designed for larger motorcycles, trucks, or racing suspensions. If you specialise in classic motorcycle restorations, the Heavy Shock Dyno ensures that even the most robust suspensions are thoroughly tested.

Expanding your capabilities with LABA7 adapters​

One of the major advantages of the LABA7 shock dyno is its adaptability. With specialised adapters for MTB, moto and automobile dampers, you can expand the dyno’s capabilities to work on different types of suspensions, including vintage motorcycle forks and dampers.

• Adapters for MTB dampers
• Adapters for MOTO dampers
• Adapters for AUTO dampers

This versatility is a game-changer for workshops handling a variety of vehicles, especially those focused on both classic and modern bikes.

The science behind the shock dyno​

At its core, a shock dyno replicates the forces and speeds your motorcycle’s suspension undergoes on the road or track. It analyses the behaviour of shock absorbers and forks, allowing for fine-tuned adjustments based on real-world data.

The LABA7 dyno offers live graphs of force versus velocity and force versus displacement, two critical factors in understanding how a shock absorber behaves during compression and rebound. This level of detail helps mechanics and tuners diagnose problems and make data-driven adjustments.

Understanding force versus velocity and force versus displacement graphs​

• Force versus velocity: This graph shows how the force changes with the velocity of the damper movement. It’s particularly useful for identifying problems like cavitation or a lack of gas pressure.
• Force versus displacement: This graph measures the force required to move the damper through its travel, giving insight into issues such as oil blockages or broken shims.

Bridging the gap between old and new​

For classic motorcycle enthusiasts and restorers, the LABA7 shock dyno represents the perfect blend of modern technology and vintage machinery. By bringing precise suspension tuning into the mix, this tool enhances the performance and safety of bikes from yesteryear while maintaining their authentic feel.

Whether you’re a home mechanic restoring a 1960s Triumph or a professional tuner optimising suspension for a vintage race bike, the LABA7 shock dyno ensures that you can bridge the gap between classic engineering and modern performance.

Whether you’re working on a classic or a contemporary model, investing in a shock dyno is one way to ensure that your ride is as smooth and safe as possible.

 

[DaveM]

Bikes, banter, and big names: Alex George and Chas Mortimer star at the Bristol Classic Bike Show!

Get ready for a celebration of classic motorcycling at The Bristol Classic MotorCycle Show. Taking place on February 22–23, 2025 at the Bath & West Showground, this year’s show is set to be a true tribute to motorcycling heritage, showcasing hundreds of beautiful machines, special guests, club stands, and stalls featuring everything from memorabilia to rare bike parts.

This year, Classic Bike Shows are thrilled to announce special guests Alex George and Chas Mortimer, two icons of the racing world. Alex George, celebrated for his awe-inspiring performances on the Isle of Man TT circuit, will be joining the lineup to share stories from his racing years, where he etched his name into motorcycle racing history. Chas Mortimer, the only rider to have achieved Grand Prix victories in 125cc, 250cc, 350cc, and 500cc classes, will also be there to meet fans and relive the thrilling moments of his multi-class achievements.

Alex George 001

NNC 19 01 12B 031 – Chas Mortimer – 699cc Danfay Yamaha

The Bristol Classic MotorCycle Show isn’t just about the bikes – it’s an event the whole family can enjoy. With incredible club displays, a wide range of trade stands, and an autojumble that promises fantastic finds for collectors and restorers alike, there’s something for every enthusiast. So, come along and explore an array of classics and take part in a weekend of motoring nostalgia and excitement!

Tickets are available now by going to www.classicbikeshows.com.

Online tickets: £16, on-the-door tickets: £20, under 16s go free with an accompanying adult. Secure your spot at one of the UK’s favourite classic motorcycling events by visiting classicbikeshows.com. We can’t wait to welcome you for an unforgettable weekend at The Bristol Classic MotorCycle Show!

 

[DaveM]

Discovering vintage motorcycles: A guide for enthusiasts

The allure of vintage motorcycles captivates enthusiasts worldwide, drawing them into a realm where history and engineering intertwine.

Here we delve into the essentials every aspiring aficionado should know, from understanding these machines to participating in community events.

Vintage machines hold a special place in the hearts of many, offering not only a ride but a journey through history. They are more than just modes of transportation; they are pieces of art that tell stories of bygone eras. Whether you’re an experienced rider or just starting out, there’s always something new to learn and appreciate.

Getting started​

Embarking on your journey into vintage motorcycles begins with thorough research and planning. It’s crucial to select a model that aligns with your interests and mechanical skills. For beginners, starting with a well-documented model that has readily available parts can ease the process. Restoration can be both an educational and fulfilling endeavour; however, it requires patience and dedication.

Maintenance plays a pivotal role in preserving the functionality and aesthetics of vintage machines. Regular servicing is necessary to keep these classic bikes running smoothly and safely. It’s also wise to connect with other enthusiasts who can offer guidance on specific issues or share valuable resources.

One way to do so could be by joining the online sports betting community related to motorcycle sports. This may capture your interest as it is an engaging way to complement your passion for motorcycles by exploring another form of entertainment which can be shared with the motorcycle community.

Key aspects of vintage bikes​

At its core, a vintage motorcycle is typically defined by its age and unique design characteristics.

These bikes embody technological advancements and stylistic trends from different eras. Owning a vintage motorcycle is akin to holding a piece of history; each model reflects the innovations and cultural influences of its time. The historical significance of these bikes extends beyond mere nostalgia, as they offer insights into the evolution of engineering and design.

For many enthusiasts, the charm of vintage motorcycles lies in their craftsmanship and aesthetic appeal.

Unlike modern motorcycles that may prioritise speed and efficiency, classic bikes often boast intricate designs and robust materials. This attention to detail can make riding them a uniquely rewarding experience. However, it’s essential to understand what makes these machines tick, as each model presents its own set of challenges and delights.

Participating in vintage events​

Attending vintage motorcycle events can greatly enhance your appreciation and understanding of these machines.

Such gatherings provide opportunities to meet like-minded people who share your enthusiasm for classic bikes. Events such as rallies, exhibitions and hill climbs allow you to witness first-hand the beauty and performance of various models in action.

The benefits of participating in such events extend beyond mere observation; they offer networking opportunities where you can exchange tips and insights with fellow enthusiasts. Additionally, many events feature workshops or seminars that can deepen your knowledge on specific aspects of restoration or maintenance. Engaging in this community helps foster a sense of camaraderie while broadening your understanding of the vintage motorcycle realm.

The role of online communities​

In today’s digital age, online communities have become invaluable resources for vintage motorcycle enthusiasts. Forums and social media groups offer platforms for sharing information, advice, and experiences related to classic bikes. These virtual spaces connect you with hobbyists from around the world, providing diverse perspectives on various models and restoration techniques.

The significance of online communities cannot be overstated; they are hubs for collaboration where you can find rare parts or discover local events you might not have heard about otherwise. Engaging with these platforms allows you to tap into collective knowledge that can aid in solving technical problems or uncovering hidden gems in the vintage motorcycle market.

Preserving the legacy​

The preservation of vintage motorcycles ensures that future generations can continue to enjoy these mechanical marvels.

Proper care involves regular maintenance checks, protective storage solutions and sometimes even climate-controlled environments to prevent deterioration. Understanding how to maintain your bike’s originality without compromising its functionality is key to sustaining its historical value.

Caring for a vintage motorcycle goes beyond mechanical upkeep; it’s about maintaining its narrative integrity as well. Documenting restoration processes or any modifications made can contribute to its provenance. By preserving these aspects, you help retain the bike’s story for others to appreciate long after you’ve finished riding it.

Being part of the vintage motorcycle community offers unmatched joy and fulfilment as you immerse yourself in this timeless hobby.

Whether you’re restoring an antique model or simply attending events, there’s always something new to explore. Engage with fellow enthusiasts, learn from shared experiences, and cherish every ride on these remarkable machines that continue to captivate hearts worldwide.

 

[DaveM]

Speed Triple owners invited to celebrate 30 years

Triumph Motorcycles is celebrating the 30th anniversary of the Speed Triple with an all-day event on Saturday 30 November 2024 at the Triumph Factory Visitor Experience in Hinckley.

Fans of the iconic Speed Triple will celebrate the 30 year anniversary at the Triumph Factory Visitor Experience later this month.

Owners of Speed Triples have been invited to display their motorcycle as part of the exhibition and receive an exclusive 30th Anniversary Gift Pack.

Known as the Original Hooligan, the Speed Triple launched in 1994, creating a new motorcycle category and setting the benchmark for factory streetfighters. Aggressive and purposeful, the original Triumph Speed Triple was designed from the ground up for the road, as a naked performance street bike.

The 2005 Speed Triple 1050 then reset the benchmark all over again in a competitive class of track-oriented sports bikes.

In 2021, the Speed Triple 1200 RS returned to its roots as a road-focused naked performance street bike, reborn as the most agile, most powerful and fastest accelerating Speed Triple ever.

Owners can register their interest in exhibiting here.

 

[DaveM]

Normous Newark Autojumble rescheduled

The popular Normous Newark autojumble, originally scheduled to be held at Newark Showground on November 24, 2024, has had to be rescheduled to the following Sunday on December 1, 2024.

The decision was made by the organisers, Mortons Media Group Ltd., due to the current weather forecast and the anticipated impact of Storm Bert. Ensuring the safety of attendees, exhibitors, and staff remains the top priority.

Tickets: All tickets will be moved on to the rearranged date. Should you require any assistance please contact our Customer Services team on 01507 529529 or email customerservices@mortons.co.uk

Lines are open Monday-Friday, 8.30am-5pm.

Trade Bookings: Your current trade booking funds for the show will be put on to your account. Should you prefer a refund please get in touch with the Shows Team on 01507 529430 or email exhibitions@mortons.co.uk

For details on all of Mortons Media Group’s upcoming events visit mortonsevents.co.uk