Now my own Blog

 I set this blog up some years ago with the intention that it might attract content from other members of the Wimbledon & District Motorcycle Club. I thought maybe it might function as a sort of club magazine. That did not really work so I am now changing it to my personal motorcycle blog.

I have a small (my wife says big) collection of mainly old British motorcycles. The 1950s is my preferred era. Here is the collection as it stands at the moment.

Sunbeam S8

This is a 1952 model that I have owned for about 4 years. The main enhancement to it is a points assisted wasted spark electronic ignition. Comfortable, smooth, beautiful and leisurely I think describes it.

Matchless G80

This is a recent acquisition. A 1949 model with the rare 'candlestick' suspension. The bike is very original and I am the 3rd owner. Scruffy, dependable and a joy to ride.

AJS Model 20

This one is a bit of a bitsa. It has a 1957 G9 engine in 1956 Model 20  cycle parts. A G9 engine is identical to that fitted to a Model 20 and this one has its original AJS timing cover, so you would never know unless you looked at the engine number stamped on the crankcase. An enjoyable lusty little twin that is very easy to start and a joy to ride. I have geared it up a tad so that it cruises at 70+ without much vibration.

Norton Commando 850 MkIII

My one and only 'big bike'. It has a very effective electric start, otherwise it would not be in my stable. There is no way I could kick over this lump at my age. Good fun on an open road where you can give it its head a bit. It is fitted with a single carburettor which I like. Once the revs reach 3k the isolastics smooth it out nicely and it does not suffer from wearing vibration. In traffic it feels like a big beast in the wrong environment.

Velocette LE MkIII

I bought this about a year ago as a lockdown project. It had not run since the late 1960s and had a seized up clutch. This is it ready for the road after I have resurrected it mechanically and tarted up the paint work. I have a huge admiration for these brilliant little bikes from Velocette. They are lovely to ride, easy to maintain, easy to start and very easy to get on the stand. With a screen fitted there is lots of weather protection and they make a great winter shopper. In most eyes they are downright ugly, which means they can be picked up for less than the price of a much inferior BSA Bantam.

Royal Enfield Himalayan

My only new bike, bought in Spring 2018. A very competent motorcycle. Enjoyable to ride with great handling. The little 400cc single engine pulled me, my wife and all our luggage on a 2000 mile trip in Europe with ease. I mainly use it when my wife is going pillion because she loves it and if I am doing traffic work. It excels in heavy traffic. Manoeuvrable, light controls and a very tight turning circle make it the ideal London steed.

The Blog and the Club

 Just a few words because people tend to stumble upon this Blog from time to time. 

The Club is a very old one, formed we think shortly after the 1st world war.

Between the wars the club was quite big and carried out training in motorcycle riding and management as well as taking part in sporting events. We still have in our possession a relic from those days, which is the 1924 BSA Roundtank pictured above. This bike is and was owned by the club and was used for training. Post war, our collective knowledge does not go back before the 1980s. It would seem a group of young people joined around that time. Many of them are still with us. 

Today the club is more an informal group of friends that like motorcycling. There is no longer a subscription or a committee. None of us live in Wimbledon or district any more. The nearest is Sutton and the furthest Norfolk. Some of us are into old Brit iron, others like bikes that start on the button and don't need tinkering with. Most of us are now over 60 but there is a smattering of younger members so there is some hope for the future. One, perhaps, unusual feature is that we have quite a large female representation for a motorcycle club. Jo is pillion only, Sally rides, Sheryl rides, Liz used to ride but is now pillion only, Ann used to ride, Monique is an occasional pillion, Rosie is I think mainly pillion, Jill is pillion. For our annual Christmas bash (Covid permitting) we can usually muster up about 25 people.

I started this blog some years ago. It was one of those doomed attempts to inject a bit more profile and buzz. It has laid dormant for quite a while until somebody reminded me that it existed. I seem to be the only one that ever writes anything, so what you get I am afraid is my mutterings about my old bikes, in the main. I will sometimes mention people by their forenames only. Some members are internet phobic.

Geoff

At last a run out

 

Having emerged from another lockdown, we felt we could venture out for a run. Of course no one really understands the rules but we are all in Tier 2 and it did not seem to be pushing the envelope too much to go out on a bit of a run. The plan was to meet at Rykas at Box Hill last weekend and then go for a bit of run round the Surrey villages and terminate at the Tea Hut on Epsom Downs.

I decided to give the Inter a bit of an outing. Probably the best bit of the run was the early morning run to Rykas. The roads were near empty and not too nadgery. It was possible now and then to let the beast thunder on a bit. Arriving at Box Hill we met up with Rob on his Norton Dominator 88, Phillip on his Sunbeam S8, Niall and Liz on their Harley, Richard on his BMW boxer trailie, Sally I think was on a Hinckley Bonnie, Pete on his CCM, a friend of Rob's whose name escapes me on a 125 Honda, also someone was on Moto Guzzi V50, can't remember who.

Off we all set for a fairly slow run round Shere and other Surrey villages. The lanes were full of cyclists and big lumbering 4 x 4s so a lot of time was spent in 2nd or 3rd gear. Reaching the Tea Hut on the Downs, the queue was very long for tea or coffee and the Council in its wisdom had closed the loos so we did not hang about long.

The run back home was fun. I was able blow the cobwebs out of the Inter on the M25 and the roads back home were quite free of traffic.

And now for something completely different

This is a 1954 Sunbeam S8. A good friend of mine had one of these many years ago. At the time I felt a little bit dismissive of it. It was not that fast, the rear drive had a reputation for being weak and it had plunger suspension. The only part of that that is really true is that it has plunger suspension.

Having spent a lifetime enjoying old bikes, this one is a revelation. No messy chains needing constant adjustment and lubrication, no leaky primary chain case and a bike with an exposed engine that is easy to clean. Having read extensively about the bike I am satisfied that the rear drive is in fact very reliable providing the recommended oil is used. The bike is not a sports bike but has decent performance for an early 1950s 500. With an 85mph top speed and a free revving over square OHC engine, the bike can cruise at 60 to 70 without feeling it is shaking itself to bits.

Picking the bike up from Cosmo Motorcycles in St. Leonards-on-sea I had a 30 mile trip home to Tunbridge Wells. First impressions are that the bike is really easy to start with a kickstart that requires very little effort. The seating position is one of the best I have ever experienced. One is gently tilted forward with weight evenly distributed between seat, feet and hands. For once my legs are in the right place and not positioned too far forward. 

At tick over there is a slight amount of vibration. As the motorcycle gets underway and the revs pick up the engine becomes very smooth indeed all through the rev range with little or no vibration being felt by the rider. The smoothness is there because the engine is rubber mounted. The clutch is on the heavy side (this has subsequently been addressed by a modification from Stewart Engineering which delivers a very light clutch). There is a great feeling of solidity about the bike. The handling on good roads is excellent. On poor roads the plunger suspension at the back does struggle to cope. The gear change is a bit on the clunky side, a bit like a BMW's. The main weakness is the braking. The rear brake is OK but the 7in stopper on the front is weak. I am used to 1950s brakes but these are below par. 

This bike is an older restoration that has not really been used for many years. Inevitably a few issues have surfaced. A new condenser was needed to fix hot starting difficulties. The oil pressure switch displayed a tendency to come adrift and it had to be loctited in. The bike is fitted with a concentric carburettor, it works well except that it is difficult to get a really good tick over. For some reason adjusting the pilot jet seems to do very little. 

It is very quickly becoming my mount of choice. Very easy starting, comfortable smooth riding and enough performance and handling to have fun with.

For some reason these bikes are still relatively cheap. I paid just under £4k for this bike. Almost any other 1950s 500 in similar condition will fetch more than this.  A Velocette Venom will cost you about £9k and a Triumph Speed Twin about £7k, its sportier brother a Tiger 100 is likely to be north of £10k. The Speed Twin will be slower, handle less well and vibrate more. A Tiger 100 will be faster but otherwise like a Speed Twin.The Venom will be faster but will not offer such a pleasant everyday riding experience. Up for sale in Cosmo Motorcycles was a BSA M20 for just over £6k!  OK it was a nice unmolested example but what awful sluggish old nails these were! Such is the classic bike market.

A new addition to the stable

Having had an unexpected Ebay success in selling my old damaged Landie I had some free funds to put in the bank of old motorcycles. Getting older I am discovering the joys of smaller lighter machines. This little beastie caught my eye on Ebay. I auction sniped it at £1500 and got it for £1295.

It is a 1969 American spec BSA B25 Starfire. It has a hot high compression 250cc engine. Apart from the split fork gaiters (he supplied some new ones) and a non-functioning stop light everything seemed to work fine. The cosmetics are a bit tired.

When I picked the bike up the guy selling it very obligingly started it for me (I was later to learn why). Riding it home it took a bit of getting used to the down for down and up for up gear change. I quickly realised the little machine was enormous fun. The engine pulled like stink and would rev up to about 8k. The front twin leading shoe brake (as fitted to Bonnevilles of the era) was a real stopper. The gearing is pretty low so really a machine for lanes, B roads and byways. Perfect for where I live. It would be good in the city too. Suspension is very good and handling on the knobbly tyres was surprisingly good. Oh and a lovely rorty noise from that high level exhaust.

Having ridden it home the next day was fettling time. I put the new fork gaiters on and polished it up a bit. I then thought I would start it and tune the tickover. Trying to kick it over I had to battle with a slightly slipping clutch, a wobbly kickstart and a fearsome ankle breaking kick back. After quite a few wary nervous lunges I was overcome with exhaustion and had to go and have a lie down, thinking 'Oh dear, big mistake, I am too old for this'. After an hour thinking about the problem I thought easy thing to fix is the wobbly kick start. Off to the bike shop in Tunbridge Wells on the friendly non leg breaking James to buy a new cotter pin. With a nice firm kick start I tried a new technique. Get astride the machine, flood carb, close air lever, left foot on left footrest  and give kick start a firm jab with ball of right foot toes instead of using my instep. The slippy clutch was still a bit of a problem but after about the 3rd kick it sprung into life. I shall order some new plates and springs, hopefully that will cure the clutch slip. It doesn't seem to slip in riding only when trying to kick it over that fearsome compression. It really needs a decompressor. At least I am now able to start it without breaking a leg or dying of exhaustion and it now ticks over nicely.

Might try and do a bit of green lane riding on it. Whilst not being a competitive off roader it should be quite good for fun off road riding. Maybe there is a local club.

WDMCC Summer Jolly 2015

Well on the hottest day of the year we all managed to get out on our motorcycles for a visit to the Historic Dockyard at Chatham. Writing from memory, Niall & Liz were on their nearly new Ducati Multistrada, Paul on his big BMW RT tourer, Sheryl on her Honda NC, Chris on his new lightweight Yamaha street bike, Neil on his Triton (travelled the furthest from Witney), Sally on her Hinckley Triumph Bonneville, Richard (taking the photo) on his new Triumph Tiger 1050, Mike on his Honda Deauville and Jo and I on our Triumph Tiger 800.

The dockyard is a great place to visit. We took in a 1950's sub, HMS Ocelot, a wartime destroyer HMS Cavalier, a relic of Victorian gunboat diplomacy HMS Gannet and the Ropery. The Ropery against expectations was very interesting. The lady guide made the visit very memorable with her 1850's ropemaker persona that she adopted. James asking on the submarine "I wonder what they did for entertainment'" drew many laughs and lewd remarks!

After the visit we rode back to Blackham for a garden supper. It was a lovely warm evening and tucking into Jo's excellent food and sinking a polypin of Larkin's excellent ale kept us convivial and merry until at least midnight.

I got Neil to kick over my AJS. I have always thought it heavy to kick over and this might be the reason for what I think is a lack of power. He thought the engine spun easily and the compression is good. He thought it might be the pattern silencer.

Much to Jo's disgust I got my usual longing for a smoke after I have had a lot to drink. I fished the old pipe out and filled it with some rather dry but fragrant baccy. In the morning I knocked up a fry up and the weather was still good and we had breakfast in the garden.

James Cadet review

Not having enough to do in the winter one tends to gravitate towards internet surfing. On impulse I purchased the James from a little motorcycle shop in Croyden. The guy delivered it for me.

I had some fairly fond memories of owning a Francis-Barnett in my early impoverished twenties. I thought the little James would be an interesting and different addition to the stable.

There were some fairly minor issues to sort before it could go for its MoT. The centre stand was fractured and broken. After several attempts with my arc welder I think I have put enough new metal on it for it to work without breaking again. I have also ordered a push bike prop stand to fit on it because the centre stand is a bit of heave, even though it is a light bike. The lights also needed a bit of work. I have fixed them up so that I can use a 6v battery wired in with a rectifier if I want or just run it with direct lights as intended. The alternator is not quite strong enough to charge the battery when the lights are on, so after time the battery will discharge. Having the switchable battery option makes the bike more MoT friendly. New chains and rear sprocket and that was about it.

So what is it? A 1965 James Cadet 150cc 2-stroke. It is fitted with an AMC engine. Chain primary drive, 3 speed gearbox, direct lights (they work when the engine is running). Quite decent finish but the wheels are painted silver rather than chromed and the exhaust system is getting a bit tired.

Starting. Normally very easy. Tickle the carb if cold and usually first or second kick fires it up. It is very easy and light to kick over.

Riding. The riding position is standard 'tourer Brit'. A nice low seat height lets me plant my 29" inside leg legs firmly on the ground. The handlebars are quite narrow. The clutch is a tad heavy for such a small machine but not unpleasantly so. On the move the gears engage well, occasionally a false neutral can be found between 2nd and 3rd. The drum brakes are quite effective and can bring the bike sharply to a halt if both are used. The centre stand does ground sometimes when cornering enthusiastically, this might become a bit of problem 2 up with the suspension compressed more. The handling is pretty good and one feels one can chuck the little bike around with confidence. The suspension is a bit rudimentary but generally copes pretty well. Over 45mph some vibration can be felt through the handlebars. The bike cruises easily between 45 and 50mph with about 60mph being its top speed. On hills I would wish for a 4 speed gearbox. The gap between 2nd and 3rd is a bit too big and 1st is a little too high for the power available.

Pros. The bike is very light and easy to ride. Easy starting make it a delight to use for local trips to the shops etc. Excellent economy. I haven't measured it but I must be getting at least 80mpg.

Cons. The bike would benefit from a 4 speed box. The lights and horn are all a bit weedy especially for unlit country roads. There is no toolbox. With a 2 stroke you need to carry some oil to mix with the petrol, a basic tool kit including a plug spanner and a spare plug. A whiskered plug can leave you stranded if you can't remove it. I have bought a small topbox to carry these items in as well as shopping. There is no reserve tap so you need to keep an eye on the petrol in the tank. The bike does need a prop stand because the centre stand is heavy to get the bike on and off. There is no obvious place to fit a propstand on the near side. I am hoping that a bicycle propstand clipped to the off side passenger footrest tube will do the job.

Spares: Consumables are fairly easy to source. I think spares for the AMC engine might be tricky but I haven't tried yet. These little bikes are not as well catered for as the bigger 4 stroke British bikes.

In conclusion a very user friendly little bike that is great for short journeys. Most of the shortcomings (except the 3 speed box) can be addressed with a few owner modifications. Particularly good for the older motorcyclist who does not want to be heaving too much heavy metal around any more.