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: info@bmct.org

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