bmct news winter 2011
DESCRIPTION
Christmas editionTRANSCRIPT
Super Rocket, and fellow
member Pete Burrows brought
along his Royal Ruby and a
recently acquired Sparkbrook.
The new logo and corporate
image of the BMCT was well
received, and it was good to
meet so many of our members
and enroll some new ones,
too. If you couldn’t make it, be
sure to come next year.
A record 48,000 classic car
and motorcycle enthusiasts
flocked to Birmingham’s
National Exhibition Centre in
November for the annual
Footman James show. The
halls were re-arranged for this
year with the result that all of
the motorcycle stands were
concentrated in Hall 9,
making it much easier for bike
fans to find what they wanted
to see. The BMCT was
represented as usual, and
featured on our stand were
two bikes from Sammy Miller’s
museum, the 1928 AJS in-line
four cylinder prototype and the
newly restored 1938 Scott
CycAuto. BMCT member John
Walters loaned us his 1960
works experimental BSA A10
Footman James Classic Motorbike Show at the NEC
BMCT News
The British Motorcycle
Charitable Trust
Registered Charity No.
509420
Registered in England
No. 01445196
Registered Office and
Administration:
Holly Cottage
Main Street
Bishampton
Pershore
WR10 2NH
Trustees:
Peter Wellings (Chairman)
Steve Bagley
Paul Barnes
John Handley
Mike Jackson
Nick Jeffery
John Kidson
Ian Walden O.B.E.
Editor:
Andy Bufton
Newsletter of The British Motorcycle Charitable Trust
Winter 2011 Issue 18
Inside this issue:
NEC Photos 2
Ethanol 3
Unlikely Racers 3
Stafford Show 4
Bonhams Stafford 4
Bradbury 5
Museum News 6
New Members 6
Diary Dates 6
G S Thomas 7
BMCT Collection 8
www.bmct.org
More photos from the NEC
Page 2 BMCT News
Clockwise from top left: John Walters’ BSA A10/A7 hybrid: John Lay’s
1923 Coventry Eagle - JAP complete with shiny new spokes: No show
would be complete without a Triton, and this was a beauty:
Thundersprint organiser Frank Melling tries the AJS Four for size: An
extremely rare export-only Norton Manxman: The Scott Cyc-Auto from
the Sammy Miller Museum attracted much attention: Richard Duffin’s
lovely 1931 Sunbeam Model 9.
With the issue of biofuel
additives being a common
topic for discussion amongst
enthusiasts, here’s some
useful information from
Frosts, suppliers of products
for classic vehicle owners and
restorers.
If you use petrol for your family
car, classic car, boat,
motorcycle, quadbike, lawn
mower, strimmer, rotavator,
chainsaw, generator, pump or
any other type of
equipment that has a petrol
engine, you need to know
about ethanol in your fuel.
Ethanol, also called ethyl
alcohol, pure alcohol, grain
alcohol, or drinking alcohol, is
a volatile, flammable,
colourless liquid. Best known
as the type of alcohol found in
alcoholic beverages, it is also
used in thermometers, as a
solvent and as an alcohol fuel.
In common usage, it is often
referred to simply as alcohol or
spirits.
Ethanol is sustainable and
domestically produced from
renewable resources such as
grain and potatoes.
Ethanol is good for our
agricultural economy and
helps us reduce our
dependency on imported
petroleum products. On the
“green” side biofuels are
aimed at improving air
quality and reducing air pollu-
tion from fuel emissions.
Permitted ethanol content in
petrol is 5% which is to rise to
10% in 2013. However we are
led to believe super market
fuels may already have as
much as 10% ethanol
blended in. Apparently a 15%
mix is on its way in the USA.
While this is good for the
domestic farmer and our
environment, ethanol can
cause serious problems to
your engine and fuel system.
Generally vehicles built after
1996 have been designed
with biofuels in mind, but
earlier cars and engines with
carburettors are going to need
help. What types of problems
have been encountered?
1) Water accumulation in the
fuel tank - ethanol absorbs
water from the air. The water
condenses in the fuel tank
and will pull the ethanol out of
suspension with the petrol.
This is bad news because it
strips the octane out of the
petrol, leaving you with a layer
of octane-poor fuel on top and
a water-ethanol layer mixture
on the bottom. If this gets
sucked into the combustion
chamber, you will have poor
starting and very rough
running with potential
engine damage.
2) Deposit is like to build up -
ethanol when mixed with
water readily forms gums in
the fuel system much quicker
than fuel without ethanol.
These gums coat fuel system
components including filters,
carburettors, injectors, throttle
plates and will then form
varnish and carbon deposits in
the intake, on valves, and in
the combustion chamber.
3) Lower fuel mileage,
decreased performance and
poorer acceleration. Ethanol
contains less chemical
energy than petrol does, and
this means less mileage for
the driver. 3-5% drops in
mileage are expected.
4) Corrosion of internal
engine components - water
contamination may cause fuel
system corrosion and severe
deterioration.
5) Contaminants in fuel
system – water, degraded
rubber, plastic, fibreglass and
rust may get drawn in.
6) It could encourage
Ethanol in Fuel
Unlikely Racers Part 3 - Royal Enfield Bullet
For several years, Flitwick motorcycle dealer and Isle
of Man regular Steve Linsdell has been striving to
achieve the first 100 mph lap of the the Mountain
Circuit by a British pushrod single - and this year he
finally managed it with this 500cc Seeley-Royal
Enfield (left). On his way to 4th place in this year’s
Classic Manx Grand Prix Steve averaged 102 mph with
a fastest lap along the way of 102.5 mph. Now that’s
consistency ! Steve first took an Enfield to the Island
in 1981, finishing second in the Newcomers’ race with
a fastest lap of 95.67 mph. The current bike was built
in 2009 using a 1959 Bullet engine as a base, fitted
into a Mark 3 Titchmarsh Seeley chassis, and the
heady 50 bhp output is transmitted through a belt
primary drive to a PGT five speed gearbox. Maximum
speed recorded on the Sulby Straight this year was
129 mph, although Steve has been timed at 133 mph
when the bike was wearing a lower screen. We salute
Steve’s achievement and wonder how he’ll follow it...
Issue 18 Page 3
microbial growth in fuel. Ethanol
being organic and hygroscopic
may allow the growth of fungus.
7) Short “shelf life” for fuel - as
little as 90 days.
8) Corrodes plastic and rubber -
ethanol is a strong, aggressive
solvent and will cause problems
with rubber hoses, o-rings, seals,
and gaskets. These problems
are worse during extended
storage when significant
deterioration could take place.
Hoses may delaminate, o-rings
soften and break down, and fuel
system components made from
certain types of plastics could
either soften or become hard and
brittle, eventually failing. Fuel
system components made from
brass, copper, and aluminium may
oxidize. The dissolved plastics
and resins now in the fuel could
end up in blocked fuel filters or
gummy deposits.
9) Melts Fibreglass - bikes and
boats with fibreglass fuel tanks
can have structural failure as the
Ethanol will break down and pick-
up some of the materials the
tanks are made from. Again this
material, dissolved from the tank,
can be carried through the fuel
system and can cause damage
to carburettors, fuel injectors and
can actually get into the
combustion chambers.
The 2011 Carole Nash Classic
Motorcycle Mechanics Show
at Stafford Showground was
once again blessed with
decent autumn weather,
encouraging large numbers of
enthusiasts to turn out for this
event which is slanted at fans
of more modern classics than
the April event. Summing up
the spirit of the show for us
was this intriguing combina-
tion (right) which featured a
modified 1955 BSA B31
frame into which the intrepid
builder has slotted a new-old-
stock dohc Honda 750
engine. Forks are short
Norton Roadholders and
stopping is taken care of by a
Suzuki front brake coupled
with a Triumph rear. The chair
is a 1965 Watsonian Mark I,
and the entire build took only
18 months to complete. Peter
Andrews deservedly took the
prize for Machine of Most
Technical Interest for the bike.
Best pre-1960s bike was John
Guy’s 1926 James 500cc
Sports Twin (left) while the
overall Best in Show award
went to Charlie Owens with his
1975 Kawasaki H2C. The
1966 BSA GP Victor of Andy
Watkins was voted Best
Competition Machine.
achieved a top speed of
106mph, a staggering
achievement at a time when
very few road vehicles of any
sort were capable of reaching
three-figure speeds. Further
tuning of the modified
1,142cc v-twin engine later
raised that figure to 115mph
in top (third) gear, with
109mph achievable in
second. Sold but later
repurchased by the vendor's
family, Moby Dick was re-
stored in 1998 and since then
has continued to delight and
Bonhams' sale on Sunday, 16th
October 2011 at the Classic
Motorcycle Mechanics Show at
Stafford was a resounding
success with a sale total of
£1.7million and 84% sold by
value. The top lot of the day was
the 1929 Brough Superior
SS100 known as 'Moby Dick'.
Hailed in its day as 'the fastest
privately owned machine in the
world suitable for road use', this
magnificent motorcycle
attracted multiple bidders.
Tested by Motor Cycling maga-
zine in 1931, 'Moby Dick'
amaze enthusiasts wherever it
appears. Three other Brough
Superiors made it into the top
ten. The 1924 980cc SS80
represented a rare opportunity
to purchase one of the earliest
surviving and most original
examples of the model, and
after spirited bidding realised
£100,500 (estimate £75,000-
95,000).The 1930 Black
Alpine 680 restoration project
sold for £40,550 (estimate of
£25,000-35,000), and the
1933 '11-50' that took the
'best original in show' award at
the BSOC Rally in 2004
fetched £34,500 (estimate
£32,000-38,000). Other
significant results include a
1906 Minerva 4½hp V-Twin
(£26,450), a 1911 Douglas
2¾hp Model D (£18,400),
1953 Matchless 498cc G45
(£36,700), 1955 BSA 500cc
Gold Star 'barn find'
restoration project (£8,280), a
1972 Triumph X75 Hurricane
(£24,150), and a 1979 Ducati
864cc Mike Hailwood Replica
(£12,075). Any machine with
good history and a high level of
originality (regardless of condi-
tion) was keenly contested by
discerning collectors and
enthusiasts.
2011 Stafford Classic Motorcycle Mechanics Show
Bonhams Stafford Auction
Page 4 BMCT News
“Any machine
with good
history and a
high level of
originality
(regardless of
condition) was
keenly
contested by
discerning
collectors and
enthusiasts”
Malcolm Shaw of Oldham has
sent us some interesting
correspondence that took
place in the nineteen fifties
between his father, who
worked at the Bradbury
factory in Oldham, and
Richard Dent who was himself
restoring a 1910 Bradbury. As
part of the research into his
bike, Mr Dent compiled a brief
history of the Bradbury make,
some of which is reproduced
here. The photo above shows
Richard Dent with his newly
restored machine in 1957.
Bradbury were founded in
Oldham in 1852 as manufac-
turers of high grade lathes,
punching and stamping
mach ines and sew ing
machines. The directors of the
company were mainly cotton
men who were not well known
in engineering circles. The
factory was well equipped with
plant and equipment which
included a foundry with heavy
duty power hammer, extensive
machine and assembly shops
as well as plating and enamel-
ing facilities.
Bicycle manufacture started
around 1890, and in 1901 it
was decided to introduce
motor bicycles into the product
range. Initially “clip -on”
engines from the likes of
Minerva, Zedel and Kelecom
were used in the “Peerless”
motor bicycle and the finished
machines were reported as
being of the highest quality
and specification.
In 1902 Bradbury began to
use their own 2.5 and 3hp
engines mounted immediately
in front of the conventional
pedal cycle bottom bracket
which still carried the pedaling
gear. With the exception of
certain parts that were of a
specialised nature, all cycle
and engine parts were made
in the works in Wallington
Street, including frames,
engine components and
crankcase assemblies.
In 1904 a 4hp watercooled
three-wheeled forecar was
introduced and won a Gold
Medal in the MCC 100 mile
passenger trial of that year. By
1909 the tricycle had been
dropped, and a new engine
was exhibited at the Stanley
Show in London with a stated
87x87mm bore and stroke.
This unit was used with much
success in hill climbs and
reliability trials of the day
before it was discovered that
the dimensions were in fact
89x89mm, giving Bradbury an
advantage over their smaller-
capacity rivals. The deception
was uncovered at the 1911
Spion Kop Hill Climb and led to
suspension by the ACU. It is
reported that instead of this
having an adverse effect on
sales, demand grew stronger
when details of the more
powerful engine came to light,
and Bradbury were inundated
by requests to bore out to
89mm cylinders which already
had that dimension!
In 1911 the manufacturing
rights for the NSU two speed
pulley were obtained, and
many of these were made
through the years until 1920,
when chain finally ousted belt
for final drive in the Bradbury
range.
Another brush with the ACU
led to more sanctions when
unauthorised repairs were
made to a machine taking
part in a Six Day Trial. The
outcome was the non-
appearance of Bradbury at
trials where the War Office
were seeking to select
machines for use by the
Armed Forces. The loss of this
business was a significant
blow and in 1923 Bradbury
went into receivership.
The Bradbury
Issue 18
“Bradbury
were
inundated by
requests to
bore out to
89mm
cylinders
which already
had that
dimension!”
Page 5
Correspondence from Mr Dent dated December 1958
Richard Dent with his Bradbury on the front cover of the VMCC
Journal, January 1958
2012
January 7-8 Classic Bike Guide Winter Classic, Newark Showground
February 18-19 Bristol Classic Motorcycle Show, Shepton Mallet
April 28-29 International Classic MotorCycle Show, Stafford
May 12-13 Great Scottish Bike Show, Lanark
June 17 VMCC Banbury Run, Gaydon
July 6-7-8 VMCC Festival of 1,000 Bikes, Mallory Park
September 7-8 Eurojumble, Netley Marsh
October 20-21 Classic Motorcycle Mechanics Show, Stafford
Museum News
Dates for your Diary
Page 6 BMCT News
New Members Welcome to the following new supporters of our cause:
Christopher Griggs, Colchester
Martin Hargreaves, Cleethorpes
Andrew Savage, Maidstone
Jennie Hall, Southampton
Lynette Hall, Southampton
Barbara Chapman, Southampton
Leonard Meads, Dorking
Robert Anthony, Farnham
Paul Martin, Bournemouth
Daniel martin, Bournemouth
Emma Cumberbatch, Ashford
Tim Jefferies, Christchurch
Gordon Barton, Southam
Tony Monk, Christchurch
Ronald Scrase, Lewes
Adrian Barker, Lymington
Hugh Wareing, St Helens
Roger Deane, Southampton
M W Morris, Banbury
Richard Hall, Rugeley
Robert Thomas, Bewdley
Melvyn Larner, Hook
Roger Barnes, Bilston
S H Lee, Thatcham
Jim Crow, Lymington
When we last popped our heads round the door of the workshop at the Sammy Miller Museum, Sammy and Bob were hard at
work on their latest restoration, a 1929 Norton CS1 which enjoyed a long and successful career racing on the Irish road circuits.
The revamp of the interior of the National Motor Museum at Beaulieu has greatly enhanced the accessibility of the motorcycle
collection. A new bridge from the main entrance leads across to a new mezzanine level from which a short flight of steps leads up
to the motorcycle gallery. A lift is provided for wheelchair users.
Member number A647 Robert Thomas visited
the BMCT stand at the recent NEC Classic
Motorbike Show with some interesting material
concerning his grandfather, Mr G S Thomas of
Kidderminster. The main photo above shows Mr
Thomas with a motorcycle fitted with a single
cylinder engine of his own manufacture and
clearly bearing a Kidderminster registration
number. Robert also has some old drawings,
wooden patterns and office stationery, together
with a v-twin engine and a gearbox with the
Members who are paid up for 2012
will find their free BMCT badge
enclosed with this newsletter. Others
will be sent as renewals are received.
G S Thomas of Kidderminster
NEW! BMCT Members’ Badge
Issue 18 Page 7
Thomas name cast into them. None of the refer-
ence books we have consulted have any record
of a motorcycle manufacturer named Thomas
from Kidderminster, so it may be that they
made engines and gearboxes for other
motorcycle manufacturers. Or it could be that
these were just one-offs. Either way Robert
would like to find out more, and would
eventually like to recreate a Thomas engined
motorcycle like the one in the photo, using the
parts he has as a starting point.
If you have
any info on
the Thomas,
Robert can
be
contacted
via the
editor
1914 they produced this model, with a Villiers
engine of 269cc, and after the war they
returned to JAP power with singles and V-
twins until 1922 when they reverted to bicycle
manufacturing.
This Villiers engined example was supplied
new to a firm of auctioneers in West Wales
Coventry Challenge motorcycles were
constructed from 1903 by a cycle
manufacturer who fitted various engines
into his heavy duty bicycle frames and
completed them with bought in parts,
including engines from Minerva and
Fafnir, and later JAP and Precision. In
and used by them until replaced with a car
in 1923. The machine was left in storage
until 1997, when it was restored by Roy
Poynting of Salisbury. The BMCT acquired
the bike in 2008 and it is now on long
term loan to the Coventry Transport
Museum.
Phone: 01386 462524
Mobile: 07754 880116
E-mail: [email protected]
Preserving the past...for
the future
The 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 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.
The BMCT Collection - 1914 Coventry Challenge
We’re on the web -
www.bmct.org
About the British Motorcycle Charitable Trust...
Contact us:
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