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Transcript of BMCT News Spring 2012
i n t h i s i s s u e :
B M C T o n F a c e b o o k
T e l f o r d O f f - R o a d & R a c i n g S h o w
B r i s t o l C l a s s i c M o t o r c y c l e S h o w
B o n h a m s S a l e R e p o r t
E t h a n o l i n P e t r o l - P a r t 2
S a v e t h e T r i u m p h B o n n e v i l l e !
M u s e u m N e w s
1 9 2 3 D o u g l a s
BMCT News Spring 2012 Issue 20
N E W S L E T T E R O F T H E B R I T I S H
M O T O R C Y C L E C H A R I T A B L E T R U S T
2 0 1 2 B r i s t o l C l a s s i c M o t o r c y c l e S h o w
P a g e 2 B M C T N e w s
T e l f o r d C l a s s i c O f f - R o a d S h o w
S pring is just around the corner and bike-starved enthusiasts have been flocking to the early season classic and vintage
motorcycle shows. Here‟s a taste of what was to be seen at Telford and Shepton Mallet.
Remember the Triumph Bandit and BSA Fury from 1971, the models
that never made it into production? The stockpile of frames was sold off
and many went on to form the basis of racers like this 928 cc Norton.
The big Norton engine is a tight fit in a frame meant to
house a 350, leaving only 0.10” of adjustment for the belt
primary drive. See how the crankcase projects between
the frame tubes. Engine removal requires the gearbox to
first be stripped „in situ‟.
A replica of the Reynolds framed Manx Norton with which Geoff
Duke won the 1958 Swedish 500cc Grand Prix.
A display of Triumph Trophy models as used by the GB team of
John Giles, Ken Heanes and Roy Peplow in the 1958 ISDT at
Garmisch-Partenkirchen.
Among the gems at Shepton
Mallet we spotted this very rare
3 speed 1914 500cc Ariel (left)
which was restored in 2010
after 50 years off the road and
won the Feridax Concours
Trophy at the 2011 Banbury
Run. On the right is the winner
of Best Pre-War Bike, a
beautifully presented 1938
Triumph Tiger 80, similar to the
one owned by the BMCT. This
example was purchased at this
same show some years ago as
a complete wreck and rebuilt
by the present owner.
Front Cover: BMCT member Peter Towersey sent us this photograph of his father on his c.1929 sidevalve Matchless. Peter doesn‟t
recall too many details about the bike, apart from the fact that it was very reluctant to start, particularly when hot!
O U R N E W B M C T F A C E B O O K P A G E
information, while the Facebook Page
will be an interactive space where you
can make suggestions, comments,
and post your own photos.
One very important thing you can do
for us is to “Like” our page when you
first visit. Feel free to post comments
and photographs as long as they are
relevant, but please, no commercial
adverts. If you‟re a club member or
organizer with an event coming up
that may be of interest to our
members, then please do post infor-
mation. Any feedback about the
page, our website or the general
work of the BMCT is very welcome, so
let us have your thoughts and ideas.
Share photos of your own bikes,
past and present - uploading to
Facebook is dead easy. We‟re looking
forward to seeing your posts in the
very near future at:
http://www.facebook.com/pages/
The-British-Motorcycle-Charitable-
Trust-BMCT
T he old Facebook group pages
are being discontinued in
favour of individua l pages .
Accordingly we have closed the old
group and replaced it with a new
BMCT Facebook Page incorporating
our new logo. All of the latest news
will be posted on this page, together
with photos of the museums and
events we‟ve attended, plus posts
from our affiliated museums and the
general public. Our website will still
be the place to visit for in-depth
P a g e 3 I s s u e 2 0
Bristol “Best in Show” winner John Phizacklea with his 1925
Ner-a-Car (above) while winners of “Best Club Stand” were
the Wells Classic MC (right) with a typical domestic scene!
In another extract from his excellent
book „Save the Triumph Bonneville‟,
BMCT member John Rosamond
describes Meriden‟s battle with an old
Triumph bugbear in the last days of the
Co-op:
A t the heart of the five-year
corporate plan being drawn up to
secure financial restructuring was the
vital, totally new Diana engine design
project. One of the previous biggest
criticisms levelled at the Co-op and
Triumph was that its motorcycles were
based on engine designs going back to
Edward Turner‟s 1937 Speed Twin, and
as such they failed to meet the needs
and aspirations of present day motor
cycle buyers or imminent tighter noise
and emission legislation. It was with this
stinging criticism in mind that Brian
Jones (Triumph‟s Chief Engineer) had
drawn up the design specification for
the ultimate Triumph parallel twin.
In the years since the Meriden
Co-operative came into being in 1975,
the Beneficiary owners had on several
occasions been extremely indebted to
the support of very special friends. One
such special friend was Paul Morton,
seconded by GEC in 1977 to try and
come up with a quick solution for the
Triumph engine‟s vibration problems,
which were deterring UK Police forces
from buying British. Paul Morton was
GEC‟s highly respected vibration expert,
and he and his team quickly got to grips
with this and other engineering
problems that the Co-op was experienc-
ing at the time. Unfortunately the
vibration solution, although totally
effective, involved the production of
many extra parts and new tooling, the
costs of which were beyond the Co-op‟s
resources.
An alternative simpler link balancer
design was later proved „in principle‟ in
an experimental Bonneville engine.
However, as with the previous contra
rotating balancer shafts, a major engine
redesign and retooling investment to
accommodate it was required. Once
again this prevented this solution going
ahead.
Years had passed since GEC withdrew
after its brief but satisfactory
involvement with Triumph. Out of the
blue John Rosamond received a phone
call from Paul Morton just at the time
Brian Jones was starting with a clean
sheet of paper to draw up the detailed
specification of the next generation
parallel twin engine, codenamed
Diana. Paul recalled in the telephone
conversation how inspirational he and
his colleagues had found their involve-
ment with the Co-op, particularly the
membership‟s total commitment to do
whatever it took to keep Triumph in
business. Accordingly, in his own time,
he had continued to think about the
Triumph twin‟s vibration problem. As a
result of these deliberations he had
come up with a simple, unique
balancer design that solved the
parallel twin‟s vibration. In recognition
of the Triumph membership‟s
dedication, he intended to give the
balancer design to the Co-op.
Paul Morton‟s device was indeed a
simple solution to the age-old vibration
problem inherent in all parallel twin
cylinder engines. When now specified
at the heart of the new Diana Triumph
engine, it would balance out all
primary and most secondary vibration,
making the new Triumph twin
smoother than a four. Whilst John
Rosamond advised Paul Morton that
he appreciated his extremely generous
offer, it would have been wrong not to
point out to our very good friend the
precarious financial position Triumph
was in, a position that could at any
moment result in the Co-op slipping
into receivership or liquidation. In view
of this the Chairman suggested that a
simple legal agreement be drawn up
to enable Paul Morton to secure the
return of his balancer design in the
event the Co-op went into receivership
or liquidation. The deal was done. The
membership would enjoy the right to
use Paul‟s gift whilst the Co-op
remained in business.
The Diana project was later renamed
„Phoenix‟ and a wood and clay model
revealed at the NEC Motorcycle Show
where Triumph unveiled its range for
1983. The Phoenix‟s engine was
removed from the factory‟s
dynamometer to be exhibited at the
show. John Rosamond describes the
reaction:
Triumph‟s 1983 7-model range in the
various new colour options could not
have been displayed better. With
factory help the specialist motorcycle
press had been building the general
public‟s and motorcycle trade‟s
expectations regarding Triumph‟s
1983 model range. What the press,
trade and general public did not
expect and would catch them
completely by surprise was the first
appearance of Triumph‟s Super Sports
900cc Phoenix.
The NEC Press day impact was exactly
as intended, guaranteeing mass
media coverage of Triumph‟s
showcase presentation. There was no
doubt that journalists were very
positive regarding the 1983 model
range, the intended financial
reconstruction and the „futuristic‟
900cc Phoenix about which there was
the expected clamour for technical
details. We knew the NEC Press Day
would provide the necessary
international coverage to establish if
there were any further private sector
financial investors interested.
Sadly the 1983 NEC Motorcycle Show
was to be a last hurrah for the Co-op.
The proposed financial restructuring
and move back to Coventry foundered,
within months the receivers were in,
and
S a v e t h e T r i u m p h B o n n e v i l l e !
P a g e 4 B M C T N e w s
Senior Draughtsman Doug Mogano with the
Phoenix after the 1983 NEC Show
The Phoenix engine, a dohc 8v water-
cooled twin, featured four exhaust ports
„Save the Triumph Bonneville!‟ by John Rosamond is published by and available from Veloce Publishing - www.veloce.co.uk
M E M B E R S ’ P A G E
P a g e 5 I s s u e 2 0
NEW MEMBERS
We welcome the following members
and supporters of our cause:
Michael Thompson, Poole
Kenneth Malson, Poole
Alex Smith, Peterborough
K Waldron, Bognor Regis
Stephen Clark, Southampton
Richard Johnston, Christchurch
Roger Cox, Halesworth
Steve Morgan, Uxbridge
Elaine Meech, Southampton
Maurice Gout, Spalding
Geoffrey Frost, Christchurch
Chris Kingshott, Southampton
Michael Thackery, Walton-on-Thames
David Taylor, Bracknell
Nick Vella, London
Scott Rich, Romsey
Greg Warren, Farnborough
Paul Harvey, New Milton
Ian Turnbull, Fordingbridge
Don Cooper, Lymington
John Garlick, Slough
Richard King, Southampton
Ruth Roman, Lyndhurst
Raymond Bailey, Daventry
Malcolm Bailey, Newport Pagnell
Alan Berryman, East Grinstead
Philip Stock, Egham
C Godwin, Lymington
Laurie Smith, Rugby
Paul Morris, Hook
P J Lyons, Basingstoke
M Mills, Hassocks
Catherine Blachford, New Milton
Marc Rand, New Milton
Graham Foulger, Sandiacre
Gerry Tilney, Sidcup
Trevor Elliott, Guildford
David Wiffen, Farnborough
Aaron Lawford, New Milton
Mark Postles, Theale
Gary Driver, Wickford
John Gott, Doncaster
Robert Greenacre, Coulsdon
M ember Richard Maby sent in this nicely produced
poster for an interesting event near his home in
Dorset . Gillingham In Gear takes place in the town centre,
and allows classic and vintage enthusiasts the chance to
show off their motorcycles,
cars, commercial vehicles and
even steam engines. The
organiser is Ron May, and he
can be contacted on 01747
823747. Proceeds from the
event go to the local Air
Ambulance fund.
Richard‟s 1971 Norton
Commando S took the
Peoples Choice award at the
recent Br is to l C lass ic
Motorcycle Show at Shepton
Mallet. Here‟s Richard (below)
with his bike, looking some-
what underwhelmed at the
acclaim!
O n a recent visit to the Sammy Miller
Museum, BMCT member Richard Johnson
found two well known personalities also paying a
call on Sam. Don and Derek Rickman were both
highly successful international moto-cross riders
who were in business in nearby New Milton for
many years making their Metisse
frame kits for off and on-road bikes
like the Triumph Metisse café racer
(above), like to the one Sammy has
just restored. As well as their motor-
cycles and accessories the brothers
were also known for their RWD Ford
Escort based Rickman Ranger self-
build utility vehicles, and the
stunning Sierra based Metisse
Sports Coupe. A new book about the
Rickmans has recently been
published, and we hope to have a
copy to review for a future issue of
BMCT News.
T he Black Country Living Museum
have revamped the interior of the
Bradburn & Wedge building which was
funded by a grant from the BMCT. The
new format allows much improved
access to their wide range of motor
cycle exhibits whilst making the interior
of the hall lighter and more pleasant
the first Saturday of every month
between February and December you
can see and hear historic vehicles from
the Marston collection being taken for a
spin around the museum‟s circuit.
B rooklands Museum are suffering at
the hands of the noise police at the
moment but are still managing to put on
some exciting events at the historic
venue. On Sunday May 20th they are
having a Rudge and New Imperial Day
with action on the Test Hill, and on
Saturday June 30th the museum hosts
Gold Star Day. This celebrates the 75th
anniversary of Wal Handley‟s epic
achievement in lapping Brooklands on
his BSA at over 100mph to earn the
coveted Gold Star, and with it a new
model name for the BSA company.
S ammy Miller is still as busy as
ever restoring bikes for
customers and his ever-expanding
museum collection. Latest addi-
t ions inc lude the recent ly
completed Norton CS1 we featured
in the last issue, and a very tasty
Triumph Metisse Café Racer.
T he London Motorcyc le
Museum are extending their
opening hours this summer to take
advantage of the increased number
of visitors to the Capital for the
Olympics and Paralympics. From 27
July to 10 September the museum
will be open Friday to Monday.
STROUD CLASSIC SHOW
The organisers of the Stroud
Classic Car Show are inviting
owners of classic and
v i n t a g e c a r s a n d
bikes to exhibit their
vehicles at this year‟s event
at Bisley Road, Stroud on
Sunday 3rd June 2012.
Entry is free, and trophies
will be awarded. For further
details contact Mick Jones
on 01453 75399 or 07428
807420.
MARCH
18 Sunbeam MCC Pioneer Run, Tattenham Corner, Epsom Downs
25 Shropshire Classic & Vintage Motorcycle Show, Wistanstow , Craven Arms
31 Heritage Transport Show, Kent Showground, Detling
APRIL
9 Red Marley Hill Climb, Great Witley, Worcester
28-29 International Classic MotorCycle Show, Stafford Showground
28 Bonhams Auction of Collectors Motorcycles, Stafford
MAY
6 Bike Jumble at Sammy Miller Museum
JUNE
16 Bonhams Auction of Collectors Motorcycles, Kidlington
16 Gillingham in Gear (see page 5 for details)
17 VMCC Banbury Run, Heritage Motor Centre, Gaydon
17 “110 Years of Triumph” Day at London Motorcycle Museum
M u s e u m N e w s
F o r t h c o m i n g E v e n t s
P a g e 6
B o n h a m s B r i s t o l A u c t i o n
B M C T N e w s
B onhams auction of Vintage and Classic
Motorcycles at The Bristol Classic Motor
cycle Show on 18th February was an
outstanding success selling 96% by lot and
94% by value. The sale total was £316,231 –
double the low estimate of £158,750. The top-
selling lot of the day was a 1932 Brough
Superior Black Alpine 680 (below), which
smashed its estimate of £28,000-35,000 to
sell for £64,220. One of the highlights of
the day was the Chichester Collection of
over 50 'barn find' and low mileage
machines, which attracted many bidders.
All the collection sold with many motorcy-
cles selling for two, three or four times
their pre-sale estimate. The percentage of
lots sold in excess of their pre-sale
estimate was one of the highest ever
seen in a Bonhams auction. Other high-
lights of the sale included a 1955 Vincent
998cc Series-D Rapide (£27,600), a
1938 Ariel 995cc Model 4G 'Square Four'
& Sidecar (£12,075) and a 1947 Velo-
cette 349cc KSS MkII (above right)
(£9,775). A 1929 BSA 174cc Model A29
(right), described as “the Bantam of its
day” fetched an astonishing £3,795,
more than twelve times the low estimate!
unwanted viscous or gelatinous
deposits in carburettors for example.
Unfortunately the only real solution
to the problem of incompatibility of
elastomers, plastics and rubbers with
petrol containing ethanol is to
replace the offending items with
compatible materials. A list of these
has already been published by the
Federation, but in summary, use of
Neoprene and Buna-N for hoses and
gaskets, and Viton for seals should
produce a satisfactory result. A key
message is to ensure that
compatible replacement items are
bought, by asking about this aspect
before purchase. Tank sealant
materials compatible with petrol
containing ethanol are available, and
it would be a wise precaution to use
this type of product when treating a
petrol tank.
Combustion
A number of concerns have been
raised about potential combustion
problems in using petrol containing
ethanol. In fact ethanol is potentially
a good fuel for use in spark-ignition
engines, with a flame speed slightly
greater than that of most hydrocar-
bons used in petrol. Ethanol was
widely used in racing in the inter-war
years, for example at Brooklands
Track. However, ethanol does have
effects which should be recognised;
addition of ethanol increases the
vapour pressure and volatility of
petrol, which may exacerbate hot fuel
handling issues (sometimes called
„vapour-lock‟ problems), for example.
Ethanol has a high latent heat which
cools the air-fuel mixture in the inlet
manifold, and while this improves
charge density and can increase
power output in a fully warm engine,
the same property can degrade cold
weather driveability (i.e. cold start
and warm-up characteristics).
Ethanol also contains oxygen and will
make the air-fuel ratio leaner. This
last aspect has been assessed and
linked with increased exhaust valve
temperatures, although the effect is
fairly modest, typically in the region
of 20ºC. However, the combined
effects of some mixture leaning,
coupled with increased vapour pres-
sure and fuel volatility could produce
noticeably unsatisfactory operation,
with more „vapour lock‟ incidents for
example, in warmer weather. As a
result, petrol containing ethanol may
have received a worse reputation
than is perhaps deserved in respect
of combustion. A number of relatively
simple measures can be put in place
to assist satisfactory operation with
petrol containing ethanol in historic
vehicles.
Compensation for leaner air-fuel ratio
can be achieved with most
carburettors by enrichment. Where
hot fuel handling issues, also called
„vapour lock‟ incidents, are
experienced, it is a wise precaution
to take steps to keep fuel cool. Fuel
feed lines should be routed away
from heat sources, electric pumps
should be kept as cool as possible,
and mechanical pumps should be
mounted on a thermal break where
possible. It may be necessary to
mount carburettors on a thermal
break as well. Where the inlet and
exhaust manifolds are on the same
side of the engine, heat shields for
carburettors can be very effective at
overcoming hot fuel handling issues,
and need not be intrusive. For so-
called „cross-flow‟ engines where the
inlet and exhaust are on opposite
sides of the combustion chamber,
vapour lock incidents are much less
common, but cold weather effects
may be more of a problem with petrol
containing ethanol. It may in fact be
necessary to take steps to get more
heat into the inlet manifold to
overcome cold operation symptoms.
Overall however, it is felt that the
challenges of operating with petrol
containing ethanol are not insur-
mountable, and with some sensible
precautions, together with a number
of material changes and some
practical heat management under
the bonnet, owners of historic vehi-
cles can continue to use and enjoy
their vehicles for many years to
come.
T h e E t h a n o l D e b a t e - P a r t I I
P a g e 7 I s s u e 2 0
A s we expected our article on
ethanol in petrol has sparked
some reaction. Here are the views of
the Federation of British Historic
Vehicle Clubs on the issue:
Corrosion
Ethanol in petrol can degrade in
storage if not adequately treated with
a suitable corrosion inhibitor. If this
should happen, stored fuel becomes
acidic, and can attack materials such
as zinc and zinc-based materials,
brass, copper, and lead and tin-
coated steel. Traditional materials
used in the fuel systems of historic
vehicles are thus at risk of
degradation if no action is taken. An
effect ive corros ion inhib i tor
specifically formulated to overcome
the tendency towards acidity in
storage is very effective at protecting
fuel system materials. These
products are known in the fuel
additives industry, and a selection is
now subject to a test programme
which should ultimately allow the
Federation to issue endorsements
for products providing a proven level
of protection. Use of a suitable
protective additive product at the
time of refuelling will thus provide a
low cost and effective solution to the
problem of potential corrosion of
historic vehicle fuel systems.
Compatibility
Ethanol in combination with petrol
can attack a range of traditionally
used non-metallic materials. Various
types of rubber used for fuel pipes,
seals and gaskets may prove to be
incompatible with petrol containing
ethanol, leading to leakage
problems. The same is true for many
resins used in fibre-glass fuel tanks
on motor cycles and in some tank
sealant materials. Fibreglass tanks
are very vulnerable to damage if the
medium holding the fibres in place,
the resin, is attacked. Also, there
have been cases of consequential
damage resulting from the dissolving
of tank sealant materials which are
incompatible with ethanol, allowing
Footnote: The FBHVC‟s fuel stability additive test programme has
been designed to show that additives provide a high level of
protection against potential corrosion of fuel systems, including
tanks, pipework and fuel metering equipment on historic vehicles
using petrol containing ethanol. The test method employs an
accelerated aging process which simulates 12 months‟ storage of a
petrol-ethanol mix, coupled with an industry-recognised corrosion
testing method, carried out every two weeks to assess the effects of
possible degradation of ethanol in storage. The combined test, carried
out by an independent and well established testing agency, assesses
levels of protection provided by proprietary fuel additives for use with
petrol containing ethanol. The current status is that additive testing
continues, and results will be announced as soon as they are known,
which will now be during the early part of 2012.
The start of the fifties saw the MK5 variant
with the Competition and Plus series
models. The final model, the Dragonfly,
(right) still a horizontally opposed twin, was
announced in 1954. Motorcycle production
at Douglas finally ended in 1957, although
assembly of Vespa scooters at the factory
continued until 1960.
T he Douglas Engineering Company was
formed in Kingswood, Bristol by
brothers William and Edward in 1882 at
first as a blacksmiths shop, but soon
expanding to become an ironfounders.
After the turn of the century and the advent
of the motor vehicle they soon became
involved in the development of engines.
The Douglas motorcycle began in 1905 as
a prototype engine by Joseph Barter which
by 1907 had evolved to become the Fairy
Motorcycle. This was followed by a long line
of horizontally opposed twin cylinder
machines of 2¾ hp right through to the
late twenties. 1914 saw production in large
quantities for the war effort and also the
start of the 3½ hp models followed closely
by the 4 hp machines. During the twenties
many others followed such as the 350cc
EW, 500cc and 600cc models and
speedway machines. In the thirties a wide
range of models were produced including
the S6/T6, Endeavour (the first transverse
twin) and finally the pre-war Aero models.
After the Second World War during which
Douglas manufactured the horizontally
opposed stationary engine, they restarted
motorcycle production with the 350cc MK I,
this being followed by the MK 3 and MK 4
models both with sports variants.
Registered Charity No. 509420
Company registered in England No. 01445196
Registerered Office:
Holly Cottage
Main Street
Bishampton
Pershore
United Kingdom
Phone: 01386 462524
Mobile: 07754 880116
E-mail: [email protected]
T he Trust was originally formed to
facilitate the building of the National
Motorcycle Museum at Bickenhill, near
Solihull in the West Midlands, but since
1995 the BMCT has been an entirely
separate organisation, a grant - making
Charity dedicated to the promotion of
British motorcycle engineering heritage
through a network of affiliated transport
museums throughout the country.
Membership is open to all, and allows free
entry to all the museums in the scheme.
Our funding comes from membership
fees, bequests, donations and income
from investments.
T H E B R I T I S H
M O T O R C Y C L E
C H A R I T A B L E T R U S T
T h e B M C T C o l l e c t i o n - 1 9 2 3 D o u g l a s 2 ¾ h p
Preserving the past...for the future
WE’RE ON THE WEB! WWW.BMCT.ORG
Trustees: P J Wellings (Chairman), S Bagley, T P V Barnes, J F R Handley, M Jackson, J N Jeffery, J Kidson, I N Walden OBE
BMCT News is edited and published quarterly by Andy Bufton at Matchless Management Services, Holly Cottage, Bishampton, Pershore WR10 2NH