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: info@bmct.org

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:

Published by Matchless Management Services, Holly Cottage, Main Street, Bishampton, Pershore, Worcestershire WR10 2NH