Innholdsfortegnelse for July 2018 i The Classic MotorCycle

Following on from the above draw results the National Motorcycle Museum is pleased to announce the details of its next raffle. Museum director James Hewing said: “For our summer 2018 raffle the museum’s own restoration team has carried out a complete rebuild on a Royal Enfield Interceptor Series II, which we are offering as an incredible first prize.” The said motorcycle is a 1969 Royal Enfield Interceptor Series II 750cc motorcycle, the popualr four-stroke twin, the subject of a nut and bolt restoration in the museum’s own workshops, with a value of over £12,000. Second prize is a 1948 James ML 125cc motorcycle, a very nice example of this postwar lightweight, while the third prize is a hotel break and dinner for two at the Marco Pierre White Steakhouse in…

The annual Classic Motorcycle Show at Amberley Museum in West Sussex is well-established in the calendar. For anyone with an interest in industrial heritage, old machinery and traditional crafts, Amberley has a lot of it on offer. Add in fine weather in which to admire long lines of old motorcycles and it becomes a perfect day. The museum is spread over a 36-acre site and is approached by some fine riding roads around the local downlands. The oldest bike entered for this year’s show, on May 6, was Richard Morris’s 1915 Sunbeam 3½hp. With a programme listing more than 160 entries it was possible to trace all the major stages of motorcycle evolution through the following 70 years. The show is usually supported by a number of clubs, but there’s…

Several world records were broken, including the 1970 Clymer Münch 1177cc TTS ‘Mammoth’ which sold for a staggering £154,940 and the 1973 MV Agusta 750S four, which realised £96,700, the highest prices ever achieved for these models at auction. The top lot of the sale was the 1931 Brough Superior 981cc SS100, which sold for £264,700, well above its pre-sale estimate of £170,000-£220,000. The machine sold to a bidder in the room after an intense six-way bidding battle. Proceeds of the sale are to benefit three charities; the Search and Rescue Dog Association, the RNLI and the Salvation Army. James Stensel, head of Bonhams Collectors’ Motorcycles UK said: “We are incredibly honoured to have been appointed to sell such a special machine. The result exceeded all expectations and demonstrates the…

“Most things American and all things Harley-Davidson.” These are the succinctly-stated cultural passions of Ray Cooper from Liverpool, and they manifest themselves in various forms, ranging from Hollywood films to Wild West re-enactments and, of course, motorcycles. “My ideal would be a Panhead, if I’m being perfectly honest,” he reflects, “but people who own Panheads want lots of money for them, so a while ago I thought, what can I get that’ll be unusual?” Ray, 62, already owned an Evo-engined 1996 FLH tourer, which he bought in 1998 because his wife thought they should own at least one bike that was reasonably reliable. She had a point – the last time that I rode one of Ray’s motorcycles, during the autumn of 2007, he was running a 1965 XLCH Sportster,…

In the late 1950s Britain had “never had it so good.” To a degree that was true – the scars left by the Second World War were healing; increased production saw export earnings and investment rise, and millions of Britons were now in work and earning more. Our standard of living was on the up and consumerism was starting to take hold – we wanted it, we felt we’d earned it and we could now afford it... Well, some of us could. What Harold Macmillan actually told fellow Conservatives during that 1957 rally speech in Bedford was that “most of our people have never had it so good” and alongside his optimistic economic assessment came a stark warning about inflation and a plea for “...restraint and common sense – restraint…

It’s June 1968 and Simon and Garfunkel’s Mrs Robinson is blasting the airwaves. And amidst the jangly sound of toy boy pop, a young Rosie Arnold takes to the Isle of Man podium after finishing second in the sidecar race. “I couldn’t believe it. I can remember everything from that moment so vividly, even today,” says Rosie. “I was passenger to Roy Hanks’ brother Norman in a BSA 750cc. I went on to marry Roy! But I’d always wanted to do a TT and in my second year I finished on the podium. I was thrilled.” Rosie’s victory was a milestone: no woman had stood on the podium at the TT and very few have done so since. But the 1968 was also one of triumphs, disappointments, rivalry and profound…

EDITOR James Robinson Tel 01507 529405 Fax 01507 371066 email jrobinson@mortons.co.uk CONTRIBUTORS IN THIS ISSUE James Adam Bolton, Tim Britton, Rachael Clegg, Jonathan Hill, Mike Lewis, Roy Poynting, Richard Rosenthal, Martin Squires, Jerry Thurston, Alan Turner, Phil Turner, Andy Westlake, Steve Wilson. PRODUCTION EDITOR Sarah Wilkinson SENIOR DESIGNER Kelvin Clements DESIGNERS Michael Baumber, Libby Fincham PICTURE DESK Paul Fincham, Jonathan Schofield PUBLISHER Tim Hartley DIVISIONAL ADVERTISING MANAGER Billy Manning ADVERTISING Sarah Mitchell-Savage Tel 01507 529418 email smitchell-savage@mortons.co.uk SUBSCRIPTION MANAGER Paul Deacon CIRCULATION MANAGER Steve O’Hara MARKETING MANAGER Charlotte Park COMMERCIAL DIRECTOR Nigel Hole PUBLISHING DIRECTOR Dan Savage EDITORIAL ADDRESS PO Box 99, Horncastle, Lincolnshire LN9 6LZ VISIT OUR WEBSITE www.classicmotorcycle.co.uk GENERAL ENQUIRIES & BACK ISSUES Tel 01507 529529, 24-hour answerphone email help@classicmagazines.co.uk www.classicmagazines.co.uk ARCHIVE ENQUIRIES Jane Skayman jskayman@mortons.co.uk Tel 01507…

Norton motorcycle manufacture had started in 1902, in penny numbers, using a single cylinder Clement-Garrard engine in a model named the Energette, and then in 1904 expanded, using engines including Peugeot, Moto Reve and JAP – some of these (the Peugeot and Moto Reve) being the first twin-cylinder models. Norton was establishing a sound reputation, so when the inaugural TT races were scheduled for May 1907, the eponymous firm of James Lansdowne Norton deemed it should be on the start line. There were 25 riders on the day of that first TT, 18 on single cylinder machines, seven on twins, among them Rembrandt H Fowler (a native of Birmingham and well known to Mr Norton) on his 672cc Peugeot V-twin-engined Norton, with Bosch magneto, Brown and Barlow carburettor and belt…

If the Model 7 launched in 1948 was Norton’s first new model for two decades, then the 1957 Jubilee ‘lightweight’ was the next one along – and it was designed by the same man, Bert Hopwood, who had been responsible for the 500cc twin years earlier. Interestingly, by now Gilbert Smith (enforced retirement in 1958) and Joe Craig (who’d retired, then died in a car crash in 1957) were both long gone and Hopwood was back in the Norton fold; indeed, he had Smith’s old job as MD. The new model was launched at the 1958 Earls Court Show and was truly like nothing else Norton had made before – single, twin or otherwise – and the ‘inspiration’ came from Hopwood, with Doug Hele and Bill Pitcher also involved. It…

The 828cc 850 Interstate Commando was launched in March 1973, thus becoming the biggest capacity Norton made to that point. It was simply achieved by increasing the bore by four mm to 77, which allied to the 89mm stroke gave the new capacity. The first model to receive the bigger engine was the Interstate, which made sense, given that it was designed/envisaged as a large capacity mile muncher, with the new engine being talked up and said to provide ‘90mph cruising’ as well as a top speed of 120-plus mph. Performance actually wasn’t that much up on the old 745cc version, but the thinking was the bigger capacity would lead to less stresses. The same month as the 850 Commando was launched, came an announcement that the BSA-Triumph group was…

There’s always a different atmosphere when the sun shines on Stafford – a less frenetic, almost continental feeling spreads over the showground, where everything seems to be less of a rush and people take time to sit outside on the grass and have a rest, rather than charging from stall to stall, searching out this, that or the other. And so it was on the Saturday of the show, with the showground bathed in the sun’s rays, picking up chrome work and shiny paint in the sprawling outdoor autojumble. And even though Mike Davies’ show winning New Imperial was indoors, such was the shine coming from it that perhaps it was picking up some of those sunbeams. The diminutive, racy New Imp has been a show winner before, when it…

Grigg history I much enjoyed reading your article about the Grigg in The Classic MotorCycle of May 2018 as I am the individual who acquired it 13 years ago and restored (or rather created) it. I never did ride it, but I imagine it is a bit of a beast. I was also pleased to see that the two surviving B&H engines have now been reunited, as a previous owner after me had declined to keep them together. I have carried out extensive research over the years into both Grigg and B&H, which I am now in the process of finalising. A copy will go to the VMCC library and Sammy Miller’s museum. Peter Birkett, Nuneaton. Manx speed numbers Although I have not seen the February 2018 issue of TCM,…

What can be sweeter than thrashing what at first glance would seem to be a beautiful Moto Morini 350 Sport around tight and twisty country lanes with style, sound, excitement and enjoyment? Though a 350 Sport is hard to beat for all-round Italian-based satisfaction on two wheels, Julian Radcliffe’s long-term ownership of this Morini seems to have found the answer: more horses and more brakes, because his 507cc Camel-engined Sport is a neat-handling mini rocket, stops on a sixpence and shows that not all Italian Superbikes have to be big bruisers. When Julian Radcliffe bought his Morini 350 Sport as a round-town hack back in 1988 he probably didn’t realise that it would actually become a bike that would say: “I want to go faster. Make me go faster.” So…

Hard copy adverts are often artistic, imaginatively designed and creatively written. In the case of motorcycling, the words ‘winner’ or ‘victor’ may mean exactly that but, equally, you may need a copy of the event’s results sheet to understand precisely what the winner or victor achieved. It’s often stated automotive sport improves the breed and while our daily hack may be far removed from a GP winner, development is often sporting led. Equally, automotive sport can be said to improve advertising, or, if you’d rather, ‘promotional copy.’ And regardless of whether the advert is based on outright victory or a class award, if it has caught your eye, even if then you shake your head in disbelief, it’s a case of job done for the advertiser, and the product, if…

Previous features on this rebuild have highlighted the interesting condition of the internal oilways of the Triumph unit 350cc engine. Though I was never going to run the poor thing without a rebuild, I did pump oil through the crankshaft just to see if it would pass the vital lube – it did, and the mystery which surfaced later was ‘how?’ Just to clarify things a little, this engine is the type which uses a plain bush as the timing side main bearing. Oil is pumped from the tank through the case casting and on to the bush which has drillings through it to marry up to drillings in the crankshaft. It’s then forced through the centre of the crank and distributed to the big ends through two more drillings…

01 Engine The basic principles for the engine had been established by Turner’s experiments while still at Ariel. Imaginative use of the latest materials and processes helped keep down production costs. The built up crankshaft with its central flywheel (polished for the Tiger 100) was supported on a timing side roller bearing and a drive side ball bearing. Alloy con rods minimised reciprocating weight and these pivoted on white-metal bearings, for an 80mm stroke. Inside the timing chest, gears drove separate inlet and exhaust camshafts and the Magdyno. The oil pump was twin plunger type. The two bores in the cylinder block were 63mm, same as the Tiger 70. First engines had six barrel securing studs, with the advent of the T100, both engines had an eight-stud arrangement. The standard…

Wipac magnetos, launched circa 1947, differed from many rival products as their stator plate was mounted in a suspended position with its ignition points and cam outboard of the rotor, while the generator coils were mounted under the stator plate and therefore within the seemingly back to front rotor. When searching for Wipac flywheel magnetos for single cylinder engines, check direction of rotation, as they were offered in clockwise and counter clockwise options, in most cases identified by their ‘IG’ prefixed serial number. Unfortunately, this system is flawed as components with the serial number IG 1252 were available in either direction and one device was prefixed I. For some firms Wipac cast the customer’s brand into the cover, e.g. BSA or Excelsior. Geni-Mag Introduced in 1947, in 6V and 12V,…

Triumph had of course set the precedent and the template was established as to what the new ‘must have’ in motorcycling was – a parallel twin. Norton was not the first out of the blocks, by any means, but was in no mood to be left behind and so in November 1948 the Bert Hopwood penned Model 7 was announced to the press. It was to be a machine which actually had a legacy also as long and enduring as the model which had inspired it (Turner’s Speed Twin) and in fact the Norton design could claim to be the longer running affair, as it never made the switch to unit construction as the Triumph machine did. The final 828cc Commando was undoubtedly still from the same line as that…

Some riders had found the Norton Featherbed frame rather wide across the top rails, though it doesn’t seem it was for this reason that it was re-styled in 1960, more it was to do with the now Bert Hopwood-led company’s desire to introduce the ‘fashionable’ semi-enclosures of the rear wheel, as seen on Triumphs, Ariels and Norton’s own new Jubilee. Whether it was actually what potential customers and enthusiast wanted seems to be a moot point, and with the benefit of hindsight it is easy to identify it as a failing, but at the time it seemed like the coming trend and Norton didn’t want to miss out. And so the Featherbed frame, this race-bred, world championship-winning chassis, was modified to allow its adornment with ‘drapes’ semi covering the rear…

Sensation of the 2009 motorcycle show at the NEC, Birmingham was, no doubt about it, the appearance of a new range of Norton Commandos. Though a new product, there was a direct link with the old Norton twin, explained thus… In the late 1990s American Kenny Dreer’s company Vintage Rebuilds built a number of Norton VR880s, an 872cc ‘ultimate Commando’ constructed using a mixture of old Norton parts and newly manufactured components. By the early years of the 21st century, Dreer’s attention had turned to trying to build an all-new Commando. Vintage Rebuilds commissioned a Californian design company to create a new Commando and what emerged was a stunning looking parallel twin, which despite still boasting overhead valve operation, the makers were confidently claiming 80bhp for. By July 2004 prototypes…

Published in The Motor Cycle for August 17, 1961, Australian couple Paul and Eileen Dann documented their 16,000 mile epic journey which took them overland from India to England and back to Colombo, Sri Lanka, two up on their trusty 1957 Model 18 AJS. The married couple (Paul aged 28 and Eileen, 23) travelled through India, Pakistan, Afghanistan, Iran, Turkey, Greece, Yugoslavia, Austria, Russia and England. Of course, there were ups and downs on the journey, including dropping the AJS in Afghanistan. The battered motorcycle was loaded onto a lorry, bound for Kabul. But quickly it became apparent the lorry driver had ‘anger issues’ with a penchant for attacking his co-driver and passengers with the nearest blunt instrument to hand… Another time, Eileen was forced to mount the pillion at…

This year sees the long-awaited re-launch of the VMCC’s Festival of 1000 Bikes at Mallory Park on July 7/8 and although 75% of available entries have already sold, there is still time to be part of the action. As in past festival years the event gives enthusiasts the opportunity to ride their own machines in multiple track sessions over the weekend. Catering for all classes of machines from the earliest veterans through to the machines of the superbike era, this is a truly inclusive event that reflects the wide range of interests within the VMCC. With lesser noise restrictions on Sunday the festival will again allow riders to display their racing machinery in special track sessions running throughout the day. It was generally recognised that the VMCC Festival event had…

This is one of the most difficult tests I have ever had to produce – because I could find so very little wrong with the motorcycle! Okay, the brakes could have been bigger – but they worked perfectly well. And there were the standard limitations of a 500cc twin compared to a 650cc version: less power if you’re regularly carrying a passenger or a full load of camping gear, and less speed at the top end. Well, I know I’m getting old, but I wouldn’t change this little gem for any of AMC’s ton-plus 650s. And in the case of the AJS/Matchless half-litre twins, these objections can be countered with their potential extreme durability, lack of vibration and just excellent road manners. Particularly on this example. Alps and ’airpins The…

While I do have a more standard sub frame than this narrowed one, I’m going for the slimline look popularised by desert racers in the USA. This frame was altered in the 1980s when I had half an idea to build a pre-65 trials bike from the pile of bits. This was pre-BSA B40 for me and as I was still riding modern trials at that time, it was a slow burn project. Still, the frame is there, it’s been cut and welded (not by me) and an inspection of it suggests there’s a bit more welding to do, namely on the suspension mounting plates. In order to slide the top of whatever dampers you care to use into position there has to be some clearance for them to fit…

It was for the 1968 model year that Norton launched its Commando, a ‘stop-gap’ measure that went on to become the most popular and enduring model in the Norton range, with a total of 50,000 built, the final batch of 30 coming in 1978. It was also a Norton twin which helped lodge the Norton name in public consciousness when in the inaugural TT races, Rem Fowler raced to victory in the twin cylinder class with his Peugeot-powered racer. And now it’s a Norton twin which is once again available, meaning that for over 110 years there has been a twin cylinder Norton available to motorcyclists, albeit with a few breaks here and there. So we decided to put together this supplement to celebrate the model which in glamour terms…

Probably the worst kept secret in motorcycling was that, sooner or later, Norton would announce a version of its twin cylinder engine housed in the factory’s already-famed Featherbed frame – the superb handling of which had given the single cylinder Manx racers a much needed competitive boost; in fact, it had extended the aging single cylinder racers’ career by many years. After various prototypes had been spotted at home and abroad, and used in the 1951 International Six days Trial in Italy, the new model was displayed at Earls Court in November 1951 and was one of the stars of the show. It was tagged the Dominator De Luxe and was a study in modernity – finished in a slate-grey colour all over, alleviated by chrome plate, with its lines…

The first competition twin-cylinder Norton has been covered elsewhere – here we’ll look at the later examples, based around the roadsters. Of course, the Manx Norton was an established, proven race winner, popular with riders around the world and, frankly, the best option for any rider who wasn’t able to secure a works ride. And despite the efforts of Triumph (with its Grand Prix) and Matchless (G45) pushrod parallel twins didn’t ever, really, do that well. But Norton did have a couple of good goes. Attempt number one was the 500cc Domiracer, a project overseen by Doug Hele, springing from 500cc Dominator success at the 1960 Thruxton 500. A special engine (short con-rods, thicker crankpins, race cams and hollow pushrods were among the modifications) was mounted in a new ‘low…

By the mid-to-late 1960s, there was nothing more to say about Norton than that the firm was in the doldrums. The maker had left its Birmingham home, Manx Nortons were no longer being built, the range was outdated and any new models just seemed to be the product of a rake through the AMC parts bins, and there was almost a case to be made for a mercy killing... to let the famous name die with some dignity left. Ownership changes, mergers, debts, power struggles – it was all in there too. And so out of this unlikely, unholy mess, it’s somewhat remarkable that the firm was able to come up with what is its most successful model of all time. If anyone had been asked what was the main…