The Classic Motorcycle

Lucky Seven! Barry Sheene's final winning machine at Bonhams Autumn Stafford Sale

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A Manx Norton ridden by motorcycling great Barry Sheene to victory in his last winning race will be one of the stars at Bonhams Autumn Stafford Sale on 15/16 October, featuring alongside a host of trophies won by the late World Champion. The latter are offered direct from the Sheene family.

ex-Barry Sheene 2001 FWD Manx Norton 500cc Racing Motorcycle ‘FW02’, estimate £55,000 –75,000 (photo credit James Mann)[/caption]

The 2001 FWD Manx Norton 500cc Racing Motorcycle ‘FW02’, specially prepared for the two-time World Champion by celebrated engineer Fred Walmsley, took Sheene to first place in the Lennox Cup motorcycle event for the 2002 Goodwood Revival Meeting.

Following his retirement from top-level Motorcycle Grand Prix racing in 1984, Barry Sheene, 500cc World champion of 1976 and 1977, took up historic racing in the late 1990s, competing in Australia and the UK.

Having ridden Fred Walmsley’s modern Manx Norton re-creations since 1999, Sheene had scored two victories on a Walmsley motorcycle in 2002 before receiving his cancer diagnosis in July. He put in a last-minute request for Fred to provide a machine for the Goodwood Revival meeting which necessitated an overnight dash from the Czech Republic for the engineer to prepare a motorcycle in time.

A 2001 machine, used by Isle of Man TT rider John Cronshaw, was fitted with a ‘borrowed’ 90-bore engine, (the Norton’s own unit being deemed unsatisfactory for the Goodwood meeting), which powered Sheene to win the second of the two Lennox Cup races and claiming overall victory for the trophy.

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Following Sheene’s untimely death the following March at the age of 52, the Lennox Cup was later renamed the Barry Sheene Memorial Trophy in his honour.

Meanwhile, FW02 was reunited with its original engine and then used by Cronshaw in the 2002 InCA European Classic Series. The machine was sold by Fred Walmsley in 2003 and run at Le Mans the following year. Its final outing is believed to have been the 2005 Sheene Run charity memorial motorcycling event in Rugby.

The Norton is fitted with its original race fairing, emblazoned with Number 7 (Sheene’s famous race number) and has an estimate of £55,000 – 75,000. The motorcycle will be on display at the Bonhams Goodwood Revival Sale 16/17/18 September in advance of the Stafford auction.

Also featuring at the Bonhams Autumn Stafford Sale, for the very first time, is a selection of trophies won by Barry Sheene at the height of his career, offered direct from his family:

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A selection of Barry Sheene’s trophies and race-worn helmet, offered direct from his family

A 1st place trophy in the 4th International Grand Prix at Pesaro, 17th August 1975. Estimate £400 – 800.

The Automobile-Club L’Ouest Grand Prix de France Moto 1976, 1st place trophy awarded for the 500cc class.
Estimate £600 – 1,000.

The Daily Mirror Winners Trophy for Great Britain vs USA race AGV Nations cup, Donington, 23rd September 1979.
Estimate £400 – 800.

The MotorCycle Star rider trophy awarded to both Barry Sheene and Mike Hailwood. Estimate £500 – 800.

Several Barry Sheene race worn Arai helmets,
including a helmet with blacked out visor and FIM applied sticker inside the helmet, together with a blue Arai helmet bag. Estimate £800 – 1,200.

Bonhams returns for its traditional Autumn Stafford Sale at The Classic Motorcycle Mechanics show on 15 and 16 October. Other highlights include the Forshaw Collection of speedway motorcycles, led by a 1934 Crocker Speedway 500cc OHV, estimate £100,000 – 150,000.

Contact the Bonhams Motorcycles team for further information or to register to bid: ukmotorcycles@bonhams.com – +44 (0) 20 8963 2817 or visit bonhams.com/motorcycles.


Sale: The Autumn Stafford Sale: The Classic Motorcycle Mechanics Show

Location: The Staffordshire County Showground, Stafford

Date: 15-16 October, 2022
 
Beautiful motorcycle!
 
From the archive: Miss Porter and her Sloper

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This intrepid lady rider had visited the site of what was ultimately a flawed attempt at setting a world speed record.

Photographs:

MORTONS ARCHIVE

This rather wonderful photograph appeared in The Motor Cycle of February 25, 1932, with the caption: “There is nothing of the frail lady about Miss Violet Porter of Auckland, New Zealand, who has done over 30,000 miles of lone touring on her BSA since August, 1929. She recently rode 250 miles to see Wizard Smith’s record attempts at 90-mile Beach, and startled the mechanics by appearing shortly after dawn.”

Miss Porter’s motorcycle is a BSA Sloper, though it’s the more unusual side-valve (as opposed to overhead valve) version, available in two sizes, 493cc (the same engine size of the ohv model) and also 556cc, achieved by boring a larger hole in the cylinder barrel and fitting an appropriate piston, 85mm as opposed to 80mm – the (already long) 98mm stroke remained the same.

It’s pretty much impossible to tell which size the one pictured is, though it does look to be a ‘colonial’ model, more generously mudguarded than standard, while there’s an air filter too, unheard of on the home market in those days. The Beezer’s duplex frame has come in handy too, with the splayed front tubes allowing the one this side to have the tent pole lashed to it.

The BSA Sloper was one of those iconic models, a machine which changed motorcycling and although it was launched in August 1926, it could be argued it was the first 1930s motorcycle – its styling certainly set the new trend, while features like a fully circulating oil system became the standard to which others were expected to conform as well.

There was also car-practice involved in its design, with, for example, wide tappet feet which ran on wide, gently profiled cams, helping the engine remain quiet. There was also an oil sump cast into the crankcase. That these motorcar-esq features were present should be of no real surprise, as designer was Harold Briggs, who’d moved over from Daimler. He and engineer Freddie Hulse were responsible for the striking newcomer.

The other feature which found favour with many, and which perhaps influenced Miss Porter’s choice, was that, at just 25 inches, the Sloper was possessed of a remarkably low seat height, though the saddle could be raised for those longer of leg. Miss Porter’s choice of the side-valve model would’ve seemed to be justified too, given the mileages she’d covered. Her machine would carry a H designation, followed by the year then either 8 or 10 if it was of 556cc, or an S with either a 7 or 9 if of 493cc.

What and who, though, had provoked her to ride the 250 miles? Wizard Smith was Norman Leslie Smith, Australia’s then foremost racing driver and, in the early part of 1932, embarked on what was a fascinating, albeit fairly ruinous, attempt to challenge for the Land Speed Record (LSR).

Born in Sydney in 1890, after serving in the First World War as a driver, he embarked on a racing career and soon dominated the Australian racing scene, his prowess leading to his nickname. He also established various Australian distance records before, in 1928, deciding on building a car to attempt the LSR. The world record then stood at 207.552mph and, not wanting to get ahead of himself, Wizard decided to first attempt Australian records, with a first car, before building another to ultimately tackle the outright best.

The first car – built in league with several cohorts, chief among them Don Harkness, a fellow racer – featured a V12 Rolls-Royce aero engine, bought from the Australian air force, in a modified Cadillac chassis. Named Anzac, a tribute to the Australian and New Zealand Army Corps, the car established a new Australian record at 128.571mph in 1929, before taking it to New Zealand and heading to 90-mile beach, actually 55 miles long and at the north end of New Zealand, near Kaitaia. Here, the car achieved a 10-mile world speed record of 148.637mph, though it wasn’t officially recognised, it was later revealed. But Smith and Harkness had another goal in mind anyway – the ultimate land speed record, which was by being fiercely competed for by the likes of Malcolm Campbell, Henry Seagrave and ex-motorcycle racer and future Ambassador manufacturer Kaye Don.

The attempt Miss Porter had gone to see was with the bizarrely named Fred H Stewart Enterprise, named after its benefactor, a businessman and politician. Powered by a Napier Lion engine (apparently loaned by the British Air Ministry, with a deposit of £5000) it resembled Seagrave’s Golden Arrow, then the LSR holder, at 231.362mph. It was hoped to add 50mph to that speed, though in the meantime Campbell upped the speed to 245mph too.

But the project was floundering – Smith and Harkness fell out, and by the time of the early 1932 LSR attempt, the wheels had really started to come off. The best Smith could manage was around 35mph shy of Campbell’s record. But Miss Porter and her trusty BSA would’ve been there to see what must’ve been some spectacle.
 
Passengers face three more days of train disruption due to damaged wires

Rail disruption due to damaged overhead wires will continue until the end of Saturday.

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iStock

Work to fix the wires at Stevenage, Hertfordshire, will take place on Saturday night, National Rail Enquiries said.

Great Northern and Thameslink services will continue to be cancelled and delayed until that happens as some lines remain closed, limiting the number of trains that can run through Stevenage station.

This is affecting services on several routes, including those connecting London King’s Cross with Brighton, Cambridge and Peterborough.

The severe damage to wires in Stevenage happened on Tuesday afternoon when a person dangled an object onto them from a bridge, the PA news agency understands.

In addition to disrupting Great Northern and Thameslink services, the incident initially also affected long-distance LNER trains serving locations on the East Coast Main Line.

Services at London Paddington station returned to normal on Wednesday afternoon after three days of delays and cancellations caused by damage to overhead wires in the area around Hayes & Harlington station.

The wires were damaged on Monday morning, ruining the journeys of thousands of mourners travelling to the capital for the Queen’s funeral.

The cause of the damage is being investigated.

Several trains became entangled in the wires.

Network Rail said on Wednesday morning that a “separate issue” meant one of the four lines serving Paddington was closed, causing more delays to Elizabeth line, Great Western Railway and Heathrow Express services. The problem was later rectified.
 
Tribute Twin

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Ariel enthusiast Dave Owen owns one of a small run of alloy-engined KHA twins built to celebrate the marque’s fine achievements in the ISDT.

Words: STEVE WILSON Photographs: GARY CHAPMAN

Dave Owen’s Ariels have featured in TCM already. His VB 600 SV single was tested in March 2019, and on a Dutch Ariel rally, his VH ohv 500cc Red Hunter single, exceptionally well-kitted, helped out my ailing NH 350cc with infusions of oil from its neatly-mounted spare container, with a matching bottle of emergency petrol.

A stalwart of the Ariel Owners’ Club, Dave’s definitely the right man to own this special-built version of Selly Oak’s 500cc twin, featuring an all-alloy KHA engine, only produced for the 1953 model year.

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Bob Ray in action on his works, alloy-engined twin, in the 1953 ISDT.

With flying colours​


With 1953 also being the coronation year, Ariel had celebrated with the distinctive white-lined Wedgwood Blue as the standard finish for the alloy-engined 500cc twins and the new 4G Mk.II Square 4, though Dave confirms that the colour did remain an option on both models for the following four years. “You see a lot of different variants of the colour,” he observed ruefully.

In this case, the pale-ish blue colour undoubtedly lightens the appearance of what is already a machine lightened in reality. The alloy engine shed some 15lb compared with the standard all-iron one (the KHA was catalogued at 370lb dry v the KH’s 384lb), and this special is much lighter still.

The 1953 KHA featured as standard the Anstey-link rear suspension chassis, but this special has a lighter, previous rigid frame; plus a single silencer on its (probably custom-made) exhaust system; and alloy wheel rims, shod with modern German Heidenau enduro-type tyres with motocross inner tubes, for its 3.50 x 19 rear and 3.0 x 21 inch front covers (the original front wheel had been 20 inch, for which Dave says tyres, previously a problem, are now available from Avon). The result is a dry weight which Dave puts around the 330lb mark. With the optional 7.5:1 pistons giving up to 28bhp@6200rpm, that’s a pretty good power-to-weight ratio for an early 1950s-based machine.

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White-lined Wedgwood Blue finish, standard colour
for new 1953 KHA and 4G Mk II Square Four, celebrated
the Queen’s coronation year.

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Designer Val Page’s 500cc twin, with ISDT-developed alloy
head and barrel, in production for 1953 only.

Dave gave me the origin story. “The bike was built in the mid-1990s, one of three put together by long-term club enthusiast, the late Bruce Sims. It went to an owner in Nottinghamshire who rarely used it, over the years putting on just 4000 miles. A friend acquired it and rode it more, and I asked him for first refusal. I got it in March 2021, and in the intervening year I’ve covered around 2000 trouble-free and enjoyable miles. The oil pressure is good, and an anti-wet sump valve has been fitted. I’ve never had it apart, just changed the front brake cable.

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Alloy rim for 21in front wheel (20in had been standard),
heat-dissipating black paint for seven-inch front brake, and
polished alloy guard.
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Burman gearbox on this tribute bitsa was a GB34
version from 1955.

“It’s a bitsa – the frame is from 1949, the alloy barrel 1953, while the crankcases and head are from 1956. The gearbox is from 1955, a Burman GB34; internally, it had featured trials ratios giving very low gearing from first to third, so I changed the clutch sprocket from 44T to 40T, for a more relaxed ride on the road.”

And the object of Bruce Sims’ original exercise? To build, not replicas of, but tributes to, Ariel’s 1952-53 KHA ISDT machines.

A new twin​


Designer Val Page had actually had a 500cc twin in preparation for Ariel in 1939. War then stopped play, but his KH Red Hunter and its KG De Luxe (but actually cooking) stablemate, were offered for 1948, a full year ahead of their AMC and Royal Enfield 500cc twin equivalents. Only Turner’s great original Speed Twin/T100, and BSA’s 1947 response, the Herbert Perkins’ A7, had preceded it. Page’s twin used many of the cycle parts from the existing singles. One exception was the front frame, which was built further forward at its lower end to clear the twins’ front-mounted dynamo, with duplex tubes under the engine to give a full cradle.

Page’s 500 did resemble Turner’s Triumph twins, with its twin cam layout and 499cc (63x80mm) capacity. But in several significant areas, Page had improved upon the original. The camshafts ran the full width of the engine, and were less prone to wear than the Triumph’s. A gear oil pump was selected rather than the Triumph (and the Ariel singles’) plunger pump, a weak point on the Meriden offering.

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Siamesed, high-level exhaust system, impressively loud, also
saved weight – one less silencer.
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KHA’s keeper Dave Owen, Ariel enthusiast, good clubman and keen rider.

The Ariel’s crankshaft, unlike Triumph’s built-up item, was a one-piece forging, originally in steel. The camshafts were chain-driven, unlike the rattling, whirring gear drive on the Triumph. Handling was good, aided by a low centre of gravity, both on the standard rigid and optional Anstey-link versions. Although the latter, undamped, bounced about on bumpy bends, its plunger system’s unique design feature, which kept the rear chain in constant tension, according to one owner, really worked, delivering rear chain life of 25,000 miles, some three times the norm. The well-finished twins, like all four-stroke Ariels, provided a very comfortable ride.

Billed as ‘Son of the Gent’ (i.e. of the exclusive Square Four) the KH was reassuringly expensive (£235 against the T100’s £223). Unfortunately, this didn’t help sales, which remained moderate. Neither did Ariel’s rather staid image by then, nor Selly Oak’s antiquated premises, where post-Second World War annual production rarely exceeded 10,000. But though other 500s – and soon the new 650s – sold better, I have never met or read about a KH owner who wasn’t happy with his Ariel twin.

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Tester Steve Wilson enjoyed the lightened Ariel twin’s acceleration.

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Lanes and trails are this Ariel’s meat.

Going for gold​


But one way that Ariel, along with other companies, chose to promote sales of their twins at home and abroad, was by selecting them as mounts for the prestigious International Six Day Trial – despite the fact that as off-road photographer, writer and authority Don Morley observed, riding twins competitively in the dirt was a skill given to few.

Britain previously had dominated this annual competition, usually held in September, by 1950 having won the top Trophy award in 16 out of the previous 27 events. Other awards went to three-man Silver Vase A or B teams, and to successful Manufacturers’ Teams.

Individuals in all teams, and club or solo private entries, who lost no points at time checks over the six days and 1200-plus miles, were awarded a Gold Medal – and the medals were of real, solid gold in the immediate postwar period. On a mixture of tarmac and off-road, the national Trophy teams had to compete on machines made in their own country, in at least two different engine sizes.

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The 1952 ISDT, Ray on his way to winning Gold on the KHA. His Ariel teammates, Holmes and Parsons, did likewise.

The first postwar ISDT was in Czechoslovakia in 1947, with Britain not officially entering due to short notice on the regulations. Already the lighter, nimbler smaller capacity two-strokes, like the winning Czech team on Jawas, and the Austrian Puch 125s, were rising to threaten British supremacy. A final speed test on the sixth day, postwar run on closed tarmac roads, should have favoured the larger capacity Brits, but the advantage was progressively handicapped out; by 1953 the British Trophy team had to average 62mph lapping a three-mile circuit, while for the Czech 250s it was 44.7mph. There were two ways to redress the balance: making the big four-strokes lighter; and outriding the opposition.

Ariel’s top rider was the likeable CM ‘Bob’ Ray. He had started early, rounding up cattle on the family farm in Devon aboard an Ariel field bike. In the Second World War, his skill led to selection as an Army DR instructor in Kendal, and successes in Service competitions saw him signed up with Ariel postwar as a works rider in trials, scrambles and the ISDT. He survived the extremely hairy 1948 event in San Remo, Italy, where on a donkey track he’d had to throw his Ariel down in the dust to prevent going over the unprotected edge of a cliff. He was part of the winning British Vase A team, with Britain also taking the Trophy; Triumph, part of that team, from then on dubbed their dual-purpose twins ‘Trophy’.

In the 1949 event in Wales, Bob Ray was now part of the British Trophy team, which included AJS’s Hugh Viney and Triumph’s Jim Alves. The team comprised, thanks to the British selectors, one machine from each of the major manufacturers – sporting, but not the most practical arrangement re preparation, spares etc. At one point Ray lost his way, and hurrying to make up time, with only one (fading) brake operational, hit a car, dropped his record card, and returning to retrieve it, was late clocking in and lost one (potentially vital) mark. But the Brits took the Trophy, with the Czechs winning the Vase.

Last ditch effort​


As Walker and Carrick put it in their excellent book on the ISDT, the event had been “essentially a reliability trial for production motorcycles in everyday use.” Emphasising this, a night run was introduced for 1950’s event, again in Wales, to ensure functional lighting systems – with Italian electrics reportedly not showing well! But by the mid-1950s some of the Middle European team entries were far from standard, or available for purchase.

Meanwhile however, the Brits did what they could, in the light of experience fitting extras like air bottles, nail-catchers, qd fitments etc. But more particularly they lightened their roadsters. Ariel works twins for that year had alloy petrol tanks and wheel hubs, Burman gearbox shells cast in Elektron, and siamesed exhaust systems. They also attempted to counter the undamped Anstey-links’ pitching on bumpy bends, by a concealed hydraulic system which allowed the use of softer springs; but this was unsuccessful due to an inadequate fluid reservoir. However, despite appalling weather conditions, with competitors reduced from an initial 213 to an eventual 83, Britain won the Trophy and the Vase, convincingly. Ariel, as well as AJS and Triumph, took Manufacturer’s Awards.

The Italians hosted the 1951 event in Varese and the hot and dusty hills behind it. The Brits knew this would be a fast one and opted for all twins, 500 and 650s, despite more severe handicapping. Organisation was sometimes chaotic, and schedules dictated that some mountain tracks had to be covered at speeds verging on insane. This was for real: of three BSA works riders, the first was badly concussed on the night run, the second thrown over the bars and down a cliff, and the third suffered a fractured jaw, teeth knocked out, and a spinal injury. Despite all, the Brits, with Ray on the team, narrowly won the Trophy, with the Dutch collecting the Vase – on Czech-built Jawas.

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Alloy, alloy!​


Ariel had again won a Manufacturer’s Award, but it was clear that more lightness must be added to keep the KH twins competitive. Thus Val Page designed a well-finned Lo-Ex silicon alloy cylinder block, with pressed-in iron liners retained by top flanges. As on the iron engines, pushrod tunnels were cast integrally with the block.

A deeply-finned Y-alloy cylinder head was also fitted. This was retained by one central stud (located inaccessibly, and needing a thin Meccano-type spanner to work on); plus eight right-through bolts, which screwed into bronze inserts in the head, and rotated in steel thimbles in the crankcase, to hold down the head and block. On each bolt, two out-of-step hexagons allowed 12 spanner holds per revolution, which aided tightening down.

The alloy head and its mostly elegant fixing method would be retained for the 1954-57 KH. In addition, the KHA, now known confusingly as the Huntmaster, the name of Ariel’s coming 650, uniquely (and perhaps after a look at BSA’s twins), had its rocker boxes angled so that the pushrods could be fed in from the top during assembly.

The new engine’s standard Lo-Ex pistons still gave compression of 6.8:1 for use with the 72 octane petrol then available in the UK, but with optional similar 7.5:1 pistons for 80 octane fuel. Thus equipped, and with 1952’s polished ports and combustion chambers, the KHA delivered between 26 and 28bhp, and a top speed of 93mph.

These engines went into Ariel’s twins for the 1952 ISDT at Bad Ausee in Austria, another tough one. Bob Ray was that year’s Trophy team Captain, but sadly there was to be no fairy tale result. At 5500ft above sea level, with wet, cold weather, a night run over a mountain pass with four miles of hairpins and three inches of slushy snow, was typical of conditions. For the Brits, morning starting difficulties, with thick oil turning to treacle, leaking petrol tanks etc contributed to defeat by the Czechs, back again after a couple of year’s absence due to the upheavals following the imposition of a 1948-on Soviet-backed dictatorship.

One redeeming feature of the event had been BSA’s truly impressive Maudes Trophy-winning effort on a trio of A7 Stars, with Gold Medals all round; though as Birmingham MCC entrants, the trio had not been subject to the more severe schedules for the top teams. Another was that neither Bob Ray nor his KHA-mounted companions Stan Holmes and W S G Parsons had lost any marks, and so took Gold Medals, and a Manufacturer’s Team Prize.

The 1953 ISDT, in Gotwaldov, Czechoslovakia, was to be the last ever where Britain’s team won the Trophy; though only just, thanks to the Czech Trophy team experiencing unexplained ignition problems. Both British teams were again twin mounted, with the exception of David Tye’s 350cc Gold Star. Bob Ray on a KHA had stepped down to head a Vase team with Ted Usher’s Matchless and Don Evans’ Royal Enfield, but fierce handicapping plus an initially wet track meant that in the Speed Trial, they came second to the Czechs. But, again, Ray was awarded a Gold Medal, and Ariel a Manufacturer’s Team Prize.

The following year in Wales, Ariel, along with BSA and others, reverted to singles. But the Czechs, with professional, co-ordinated training and preparation, won both Trophy and Vase. Ray rode one further ISDT making eight in total, before retiring in 1958 to run a chain of motorcycle shops. But the 1950 to 1953 ISDT twin era, to which his stylish riding had contributed so much, had been a truly heroic endeavour.

Meanwhile Ariel’s director Ted Crabtree had died tragically in a March 1953 car accident. The men with whom BSA, Ariel’s parent company since 1944, had replaced him, Bert Perrigo for a while and Ken Whistance as MD, scrapped the 500 twin’s expensive alloy barrels; with just 450 KHAs produced, out of a final total of 13,700 Ariel 500cc twins. For 1954 they introduced the badly-needed Huntmaster 650 (the KH became the Fieldmaster) – even if its engine was a restyled, lightly modified A10, in an equally timely new swinging-arm chassis. Sales soared and the Page 500, now yesterday’s man despite its virtues, was discontinued after 1957.

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Note period-type oil pressure gauge in the
four-gallon tank, plus Ariel’s patented screw-down
petrol cap.
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Original Lucas regulator has been retained. Dave has fitted an
electronic one, but not yet needed to connect it.
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KHA featured Ariel’s characteristic chromed circular cover for access to
its dry clutch. Note also fixed bare-metal footrest.

Tribute​


Ariel’s ISDT twins had featured the Anstey-link frame, as did the 1953 KHA roadster for its one year of production. At least one of the other alloy-engined bikes built up by Bruce Sims is Anstey-link framed. And there are no external trappings like number boards or air bottles (another club member is rebuilding one of the actual ISDT machines, fully equipped). But Dave’s rigid bike is certainly true to the ISDT spirit, where lightness, reliability, plus a responsive engine with a fair turn of speed were the vital features.

Starting the special proved to be a knack. I also experienced some difficulty getting into first due to the footrest, a fixed cross-hatched bare metal bar, being mounted close to the gearchange pedal. After that, the Burman box, never Ariel’s finest feature, did produce some unwanted neutrals. But once underway, the overwhelming impressions were, firstly, the rigid Ariel’s excellent handling and roadholding, with surprisingly little discomfort penalty for the lack of rear springing on Oxfordshire’s lumpy roads; and predominantly, the free-revving nature of the 498cc engine. The only downside was its alloy-amplified clattering, soon drowned by the throaty roar from the single short silencer.

The engine, as Dave had advised me, certainly liked to be revved, and I was happy to continuously oblige, partly because I didn’t yet trust the tickover. The seven-inch front brake, despite its black paint job, performed poorly, but the rear anchor was good and together they worked effectively. The ride was characteristically comfortable thanks to Ariels’ well-developed ergonomics, and the competition-bred turning circle in the lanes was truly impressively tight. On the open road the noticeably light plot felt increasingly happy, accelerating joyously in third and top in a positively zippy fashion, with 60 coming up smartly.

I was reminded of another 500cc twin produced for one year only and involved with the ISDT, Triumph’s 1973 TR5T Trophy/Adventurer. It was 10lb lighter and with a few more horsepower than this Ariel – but the KHA special was as exhilarating to ride on road as a well-sorted oil-in-frame Triumph Trophy (see TCM, January 2022) from 20 years later.

For both, the defining combination was the lightness and the free-revving power. No wonder Dave puts the miles in on this one.
 
Bond bike raises £138k for a Shropshire hospice

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The motorbike ridden by Daniel Craig in the latest James Bond film has been auctioned for £138,600 in support of Severn Hospice

The Triumph Scrambler 1200 XE which appeared in the latest James Bond film, No Time to Die, was sold at auction on Wednesday.

The stunt bike appeared in a pre-credit chase scene through the streets of Matera in Italy and was modified to handle action sequences such as being ridden down a flight of stairs.

At £138,600 the bike went for more than four times its guide price.

James Bond star Daniel Craig chose Severn Hospice as the full beneficiary. The hospice has sites in Telford and Shrewsbury where they give care to people in the local community living with incurable illnesses.

The sale of the bike was part of a wider series of auctions, which were celebrating 60 years of Bond and raised over £6.1 million for charities.
 
Lucky Seven! Barry Sheene's final winning machine at Bonhams Autumn Stafford Sale

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A Manx Norton ridden by motorcycling great Barry Sheene to victory in his last winning race will be one of the stars at Bonhams Autumn Stafford Sale on 15/16 October, featuring alongside a host of trophies won by the late World Champion. The latter are offered direct from the Sheene family.

ex-Barry Sheene 2001 FWD Manx Norton 500cc Racing Motorcycle ‘FW02’, estimate £55,000 –75,000 (photo credit James Mann)[/caption]

The 2001 FWD Manx Norton 500cc Racing Motorcycle ‘FW02’, specially prepared for the two-time World Champion by celebrated engineer Fred Walmsley, took Sheene to first place in the Lennox Cup motorcycle event for the 2002 Goodwood Revival Meeting.

Following his retirement from top-level Motorcycle Grand Prix racing in 1984, Barry Sheene, 500cc World champion of 1976 and 1977, took up historic racing in the late 1990s, competing in Australia and the UK.

Having ridden Fred Walmsley’s modern Manx Norton re-creations since 1999, Sheene had scored two victories on a Walmsley motorcycle in 2002 before receiving his cancer diagnosis in July. He put in a last-minute request for Fred to provide a machine for the Goodwood Revival meeting which necessitated an overnight dash from the Czech Republic for the engineer to prepare a motorcycle in time.

A 2001 machine, used by Isle of Man TT rider John Cronshaw, was fitted with a ‘borrowed’ 90-bore engine, (the Norton’s own unit being deemed unsatisfactory for the Goodwood meeting), which powered Sheene to win the second of the two Lennox Cup races and claiming overall victory for the trophy.

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Following Sheene’s untimely death the following March at the age of 52, the Lennox Cup was later renamed the Barry Sheene Memorial Trophy in his honour.

Meanwhile, FW02 was reunited with its original engine and then used by Cronshaw in the 2002 InCA European Classic Series. The machine was sold by Fred Walmsley in 2003 and run at Le Mans the following year. Its final outing is believed to have been the 2005 Sheene Run charity memorial motorcycling event in Rugby.

The Norton is fitted with its original race fairing, emblazoned with Number 7 (Sheene’s famous race number) and has an estimate of £55,000 – 75,000. The motorcycle will be on display at the Bonhams Goodwood Revival Sale 16/17/18 September in advance of the Stafford auction.

Also featuring at the Bonhams Autumn Stafford Sale, for the very first time, is a selection of trophies won by Barry Sheene at the height of his career, offered direct from his family:

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A selection of Barry Sheene’s trophies and race-worn helmet, offered direct from his family

A 1st place trophy in the 4th International Grand Prix at Pesaro, 17th August 1975. Estimate £400 – 800.

The Automobile-Club L’Ouest Grand Prix de France Moto 1976, 1st place trophy awarded for the 500cc class.
Estimate £600 – 1,000.

The Daily Mirror Winners Trophy for Great Britain vs USA race AGV Nations cup, Donington, 23rd September 1979.
Estimate £400 – 800.

The MotorCycle Star rider trophy awarded to both Barry Sheene and Mike Hailwood. Estimate £500 – 800.

Several Barry Sheene race worn Arai helmets,
including a helmet with blacked out visor and FIM applied sticker inside the helmet, together with a blue Arai helmet bag. Estimate £800 – 1,200.

Bonhams returns for its traditional Autumn Stafford Sale at The Classic Motorcycle Mechanics show on 15 and 16 October. Other highlights include the Forshaw Collection of speedway motorcycles, led by a 1934 Crocker Speedway 500cc OHV, estimate £100,000 – 150,000.

Contact the Bonhams Motorcycles team for further information or to register to bid: ukmotorcycles@bonhams.com – +44 (0) 20 8963 2817 or visit bonhams.com/motorcycles.


Sale: The Autumn Stafford Sale: The Classic Motorcycle Mechanics Show

Location: The Staffordshire County Showground, Stafford

Date: 15-16 October, 2022
 
Preview: November Issue of The Classic MotorCycle

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.

The November issue includes:

Just like Ago’s​


Fully faired MV four on the road. All right, it’s a 750 and, yes, it’s from the 1970s, but it’s red and silver, has a full fairing, four pipes and looks magnificent.

X-ceptional enterprise​


The American Excelsior concern – incidentally, with no ties to the UK maker of the same name – is all but forgotten now, which is a shame, as this 1920s V-twin examples.

Flexible friend​


The Matchless G3 – the ultimate do anything motorcycle? Well, this 1930s version delivers in terms of performance, looks, dependability and all-round good manners.

Irish A50​


John B Nicholls, who lives on the Emerald Isle, is something of a character, as reflected by his 500cc unit Beesa, which, among other things, delivered PPE during lockdown.

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

It’s quick and easy to sign up and, whether you do it online or over the phone, our team is ready and waiting to get your new deal under way or extend your current package.
 
Phil Read MBE 1939-2022

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Phil Read MBE, ‘The Prince of Speed’, died on Thursday morning.

The Read family released a statement on Thursday to report that he had died peacefully in his sleep on the morning of October 6th. He was 83.

Phil is best known for winning Yamaha’s first world championship title in 1964 with four more Yamaha-mounted titles including one fought as a privateer, plus two premier class 500cc world championships in 1973 and 1974 for the Italian MV Agusta marque.

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Born in Luton in 1939, Phil began his racing career in 1961, when he raced in the 350cc class at Isle of Man TT. This would be the first of 8 Isle of Man TT Race wins, which earned him the nickname ‘Prince of Speed.’

His prolific racing career also included 52 FIM Grand Prix wins. In 2002 he was granted the status of “MotoGP Legend” by Dorna.

Phil is survived by his sons Michael, Graham, Phil Jr, Roki and daughter Esme’. Further details on any public celebrations of life will be shared.

James Robinson pays tribute to Phil Read in a new book from Mortons Books, Phil Read 1939 – 2022.

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Holy Cow! I got older just by reading these articles and I'm a really old dude. (77) My uncles rode back when HD were priced about $3 for a good used bike. His best story was of hill climbs organized by the local HD dealer (Kenosha WI , circa 1939) where the course ended at the top of a hill at which a rather large rock was found that often damaged the lower case of the entrant. Of course the Harley dealer had a truck positioned to retrieve the bike and take it to the shop for repairs. In the winter the same dealer sold side cars to the guys and in spring bought them back for 1/2 price. When I was about 18 I asked Uncle Fritz if he'd like to try out my Honda 305 Scrambler while we were up in the Northern Woods at his cabin. "No Big Shot, (my nick name) the last time I drove a bike I lost my big toe doing a hill climb...." Favorite uncle of all time.
 
Mike Hailwood's Grand Prix crash x-ray is up for auction

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A genuine x-ray from Mike Hailwood’s Grand Prix crash, alongside a copy of the new book Mike Hailwood in 100 Objects, is currently accepting bids on eBay.

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This is a rare opportunity to own a truly unique piece of motorcycle racing memorabilia.

The x-ray is Mike Hailwood’s original 1975 check-up x-ray from Rosebank Clinic, Johannesburg (06/05/75) of his injured foot from 1974 German Grand Prix crash.

The winner of the auction will also receive a hardback copy of James Robinson’s book Mike Hailwood in 100 Objects.

The auction will be live for a week and end on the morning of 26 October 2022. If you’d like to cast your bid, you can take a look at the listing here.
 
Win a pair of tickets to Motorcycle Live

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We’ve been given five pairs of tickets for Motorcycle Live to give away in our simple to enter competition.

All you need to do is fill in the form below and input the answer to the following question:

In what year did John Bloor acquire the Triumph name?

  • A: 1963
  • B: 1973
  • C: 1983
 
2,000 bikes to appear at Vegas Motorcycle Auction 2023

The 32nd annual vintage and antique motorcycle auction will return to Las Vegas from January 24th to 28th.

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Mecum Auctions, the world’s largest seller of antique motorcycles, have increased the number of bikes set to be auctioned from 1,750 to 2,000.

The auction will take place at the South Point Hotel & Casino in Las Vegas.

Consign or register to bid now.
 
Top 10 Triumphs

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In the December 2022 edition of The Classic MotorCycle, we’ve a feature on 10 notable Triumphs from the National Motorcycle Museum, the story produced in collaboration with Motorcycle Live!, the annual NEC, Birmingham, show, this year held over November 19-27.

Our feature details 10 models from Triumph’s 120 year history, ranging from Pioneer days in Coventry, through the Meriden era to the later, Hinckley-built models, after the name was resurrected following its purchase in 1983 by housebuilder John Bloor.

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For a chance to win tickets, please see our competition here.
 
Adding colour

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Thanks to a software programme update, we are now able to colourise pictures, pretty much with the click of a button. The results are, we think, rather extraordinary.

Bringing to mind Peter Jackson’s 2018 They Shall Not Grow Old, when First World War footage was colourised, the added colour brings a different element to the pictures. Whether it’s right or wrong, the enhancement or bastardisation of history, can all be discussed – but what can’t be denied is it’s rather fascinating.

These two images are from the December 2022 issue of The Classic MotorCycle; the full story behind each picture (which are reproduced in black and white in the magazine) can be found by purchasing a copy. We’ll be exploring and exploiting the technology further in the future.

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2,000 bikes to appear at Vegas Motorcycle Auction 2023

The 32nd annual vintage and antique motorcycle auction will return to Las Vegas from January 24th to 28th.
I live 80 miles north of Vegas, hate going there but for this I will..
 
December Issue

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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.

The December issue includes:

Everlasting love​


Britain’s best-ever single, the immortal BSA Gold Star, here in its ultimate, DBD34 form – so good it meant the Clubman TT was abandoned, as nothing else could keep up.

Harley’s forgotten twin​


All Harley twins are V-twins, right? Well, no actually, there were flat-twins too, this fore-and-aft effort being the first of them.

Electric dreams​


Britain’s first electric-start equipped motorcycle, the Ambassador Electra 75 tipped Norton’s more famous effort to the title.

Fun, fun, fun​


Take 60 sub-175cc classic motorcycles, send them to the south west of England, provide a 500-mile route and, well, it’s a sure-fire recipe for a good three days.

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.
 
SURVEY: Win a pair of Held gloves worth £190

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The Classic MotorCycle needs your help – and you could win a pair of Held’s award-winning gloves!

We want to learn more about motorcycle enthusiasts so we can ensure our products are as relevant to your needs as they can be. We’ve created a survey to help us do exactly that.

By way of thanks for completing the survey all respondents will be entered into a FREE PRIZE DRAW to be in with a chance of winning a pair of Gore-Tex ‘Twin II’ dual-chamber 4-season motorcycle gloves.

Win one of three pairs of Held’s award-winning Gore-Tex ‘Twin II’ dual-chamber 4-season motorcycle gloves. The dual-chamber means that effectively these are two gloves, in one!

One chamber offers you perfect grip with X-tra Grip, whilst the other chamber is the ‘warmth’ compartment with Primaloft insulation.

Whatever the weather these waterproof, breathable and windproof Gore-Tex motorcycle gloves from Held will keep your hands at the optimum temperature. A fantastic prize – these gloves have an RRP of around £190.

It will only take you a few minutes to complete and we really appreciate your help. Thank you in anticipation of your assistance!

Here’s the link: app.surveymethods.com/EndUser.aspx?EACEA2BDE9ACBABDED
 
All our gifts wrapped up in 2022 Christmas catalogue

Christmas is just around the corner and we’ve lined up a huge range of special gifts for your loved ones (or yourself)… including a selection of subscriptions, books, show tickets and merchandise.

With 20% off books, 10% off show tickets and up to 48% off subscriptions, there’s something for everyone! From motorcycles to railways, and gardening to modelling – we’ve got something for all your loved ones, meaning you can tick loads off your Christmas list without even leaving the house.
 
Classic Bike Hub Christmas Gift Guide 2022!

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Christmas is just around the corner, meaning that it’s time to start present hunting yet again. Fortunately, we’ve made your life that bit simpler with our exclusive Christmas Gift Guide! Check out some of these fantastic picks for the classic bike fan in your life…

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Motorcycle Bottle Opener​


If you’re looking for a fun, unique gift for the classic motorbike lover in your life, how about one of these novelty motorcycle bottle openers? Coming in a retro-style gift box and made from a vintage-looking zinc-alloy, these bottle openers are not only useful, they also look great!

Price: £10.99

Buy Now
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Oxford Heavy Duty Bike Chain Lock​


Give the gift of peace of mind with an Oxford chain lock. This heavy duty lock is light enough to be easily carried around, but still sturdy enough to deter would-be thieves. With a tough double locking padlock, three keys and a key replacement service included, this lock has everything you need to keep that bike secure this Christmas and beyond.
Price: £29.94

Buy Now
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A subscription to one of our bike titles


From Classic Bike Guide to Classic Dirt Bike to RealClassic Magazine, we have a whole host of great titles celebrating all things classic bikes. A subscription to one of our titles is the gift that keeps on giving month after month.

And this Christmas we have a special offer, with a 6 month subscription to many of our titles just £20.

Buy Now

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Muc-Off Ultimate Cleaning Kit​


This 10-piece motorcycle cleaning kit from Muc-Off contains everything needed to keep their motorcycle looking it’s best, including biodegradable bike cleaner, split second detailer wax, and all the brushes they’ll need to get a perfect clean from top to bottom.
Price: £34.99

Buy Now
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Oxford Spartan Long Motorcycle Jacket​


This smart, understated jacket offers everything they’ll need for a safe, dry ride, whatever the weather. Waterproof, with fixed thermal liner, printed reflective details and elbow and shoulder protectors included. Plus, choose from two colours: black or black and fluorescent yellow.
Price: £99.99

Buy Now
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Motorcycle Traveller by Peter Starr​


Award-winning filmmaker, author, and AMA Hall of Famer Peter Starr’s brilliant new coffee table book and DVD. Twelve countries in six years provide the backdrop for Starr’s motorcycling adventures, created as part of his cancer recovery program.
Price: £45.00 (Save 20% with code XMAS22)

Buy Now

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Mortons Archive posters​


Treat them to a piece of history with one of our posters, showcasing iconic art and photography from the Mortons Archive. The poster will be packaged flat in a hard-backed envelope to ensure it makes it to you looking its best!
Price: £9.99

Buy Now
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Castrol Classic Enameled Tin Mug​


A great gift for any classic bike enthusiast, this mug features the iconic period Castrol logo on a classic tin style mug and an enamel coating in Castrol classic green. Pop the kettle on…

Price: £5.45

Buy Now
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Check the Mortons Gift Guide for more​


If you still haven’t found the perfect gift, check out this guide from our publisher, Mortons Media Group. With merch, show tickets and reduced subscriptions, there’s something for everyone!

Buy Now
 
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