Yay! The mailman brought me a Winter Solstice present. The Velocette Club UK sent a copy of this book to all members: My Velocette Days, by Len Moseley. (membership has its privileges). The book has been out of print for forty years and is now rare, selling for $50-100 on ABE books. This new edition from the VOC also includes an additional series of old photos of the factory. You may recognize some of them that I have previously shared from Dave Masters (formerly Mr. Moseley’s collection).
Mr. Moseley worked at Veloce for 48 years, from 1923 until the end in 1970. He tells his first hand account of Veloce’s story as the bikes were built, tested, sold and raced. He was there as the new OHC bikes were introduced, and became KTT world championship bikes. And when the OHV MSS was developed, which continued into the Venom and Thruxton. Ultimately the factory doors closed and the building came down, but even then Moseley wrote that he expected the owner’s club to thrive for years to come.
Thank you to the VOC for sending this book.
I’m not generally in favor of advertising, so this second consecutive post of bikes for sale may surprise regular readers. But a comment often uttered by people that want to ride early machines is that they don’t know where to find suitable bikes. They often sell via word of mouth, and that means you have to know who to talk to!
As one of my longstanding goals of OcchioLungo is to get more people onto old bikes, I’m glad to post a notice when suitable ones come up for sale. The retail dealers and auction houses already have plenty of opportunities to bend your ear, but this is just an old friend who needs to sell one bike in order to buy something else…
Dirk has had this 1911 Pope for decades. The first pic is him riding the machine in Ireland back in 1991. He rode it up Molls Gap, but the coaster brake was scary on the way down. The bike was found in Argentina in the 1980s when he was a purser, and he carried it home to Germany as crew baggage on a Lufthansa B747!
There is a video here. These early Pope singles are pretty neat, and similar to the Yales and other bikes of that era. Automatic inlet valves and direct drive to the rear wheel keep the number of moving parts to a minimum. He has fitted a lever that can be used to slacken the belt and give the effect of a clutch for low speed starts away from traffic. The bike also comes with an acetylene tank, 1912 license plate and a neat early combination padlock.
You can reach Dirk via email: 49pepper AT gmx.de (replace the AT with an @)
He also has a 1920 Henderson for sale. Purchased 30 years ago in Santa Cruz, he has started to restore it and rebuilt the crank, camshaft, rods, main bearings, etc. There are brand new gears, including reverse, plus new pistons, etc. Ready for reassembly and fettling.
OK, there you go. No auction fees or middlemen, deal directly with the seller and let’s see these bikes on the road in 2015.
Located near Barcelona, the Autodromo de Terramar once held races for cars and motorbikes, before being abandoned to the elements like so many other tracks. There are modern plans to revive the location with penthouse suites, a casino, 5 star hotel, etc. Info at the link above if you are interested. But we’re here to view a little of the history and to see two of the motorbikes.
Manuel Parra sent in these great photos of the track and some of the bikes and cars that raced their during the 1920’s.
At Cometa Restauraciones, Manuel has these two race bikes for sale. A c1916 Indian and Harley, both had been stored in an abandoned warehouse near the track since the 1950s. The racing history of the bikes is not fully known, but Manuel has had them for many years and has finally decided to let them go. Feel free to contact him at the link above to get more details.
Happy Monday. Today’s article has more from the 2014 Pioneer Run:
There were nearly 400 machines on the ride again this year, but with my limited time I snapped pics of the oddballs that attracted my attention. This week’s post includes several three wheelers and some uncommon two wheelers too.
The wicker forecar on this 1903 Humber looks great! And the flags are a nice touch too. The motor, mounted as the frame downtube, has 387cc and makes just enough power to carry the rig on the modest hills of our route from London to Brighton. A friend here in California has a similar model, but with two wheels in the back instead of the front. This pic of his bike shows the motor mounting in more detail:
The other Leon Bollee was shown in the earlier article, but this one in amaranth red looks so good that it is included here.
I didn’t catch the ID for this machine, but it really looks interesting with those plush seats and winged mudguards.
Paul Valkenet brought his 1904 Lurquin & Courdert over from the Netherlands and had a successful ride to Madeira Drive. The lightweight machine has 210cc and direct drive, and more of that neat oxblood/amaranth color, offset by the green tank and belt rim. And the chap looks dapper too!
These two photos appear to be the same bike, but close study reveals that these two P&M bikes are nearly, but not quite, identical. Lots of chains, including TWO in the primary drive, the final drive chain, one to the footstarter and another to the shifter.
Everybody loves a Rex JAP Vtwin.
Isn’t the 1909 Phanomobile great? Certainly not something that we get to see everyday, and I applaud the owner/driver who brought it out for all to enjoy. The motor is mounted out front, with the weight surely affecting the steering to some extent? I don’t know these very well, but think that they were made in Germany
The first has a later carb, but we can ignore that. The second one has a two speed gear to the right of the motor. The motor on the third machine is moved over to the left and has water cooling to the cylinder head.
ooh! Check out the rear end of this 1914 Edmund! The 2.75 JAP motor, with Senspray carb, etc isn’t that different than other marques, but the leaf springs under the rear carrier are the first indication that the bike is atypical of the more common Class Three 1911-1913 veteran machines on the Pioneer Run. It appears that the leaf springs and also a coil spring under the seat support a subframe of the seat and footboards (via a connection through the seat tube?). The rear wheel isn’t suspended, but almost looks to be. BAT offered a similar layout, seen here. A very close study of the pics also shows two primary chains, likely a two speed à la the P&M.
Dave Masters and I by the green doors of Verrall’s. A great place to buy a veteran or vintage bike! Thanks again Dave for talking me into coming over for the
2013 2014 Pioneer.
We’ll start part 2 with my favorite of the old crocks, Harry Karslake’s famous Dreadnought. The bike is even better known than the man, but that is only due to its longevity compared to his. Mr. Karslake was a representative of an oil company (Wakefield I think) and his nickname was “Oily”. As part of his job duties he rode quite a bit in the pioneering days before WWI, and eventually was employed by George Brough as his right hand man at Brough Superior. The early magazines are filled with his exploits, including competing in a number of events like time trials, reliability trials and efficiency runs where he was often able to get either the fastest time, the most accurate time or the most miles per gallon of fuel. He also wrote a bit and gave lectures to teach riders of the veteran era how to get the most of themselves and their machines. Do a search here for “karslake” to see 34 typical mentions of his name in a 6 month period of 1911 of The Motorcycle magazine. Eventually he was the founder and librarian for the Association of Pioneer Motorcyclists, which you can join if you’ve had a motorcycle license for the past 50 years…
Upon his death, Oily donated the machine to the VMCC, the world’s largest club for old motorcycles. It is ridden most years on the Pioneer Run by the club president, and has been the very first bike to depart every year since the first run in 1930! It is often the first bike to finish too, with enough performance to keep the later machines from ever catching it. Click here to read more about the build of the bike.
An American in England. This 1912 Excelsior single wasn’t quite unique, and was joined by a 1913 twin.
The Wilkinson four. Quite a machine.
This big twin Ariel looked great in green with red and grey. The gearbox was offered in this layout for 1914 only I think, and the later models can be identified by the kicker being on the other side. It is a minor difference, but the Sunbeam club is diligent about keeping track of which bikes are pre1915 and therefore eligible for the Pioneer Run.
The ‘13 Veloce took me all the way to the Brighton beach without any issues. If you get bored and want to read about how it was restored, click on the green link in the previous sentence.
Sunbeams have always been regarded as gentleman’s motorcycles. The very fine black jappaning finish and the enclosed chain drive were two details that added to its reputation. Sunbeams began with chain drive from the start of their production, even while others were still using belt drives. (only one ‘Beam model used belt drive, by requirements of the French army during the Great War). The company is a very old one, with origins in 1790 and they were famous for their black finishing work decades before they began making bicycles and motorbicycles.
This series of photos shows some varieties of the Zenith Gradua. As a mechanical design engineer, I’m always excited by designs like this or the Rudge Multi. Builders and buyers of motorbikes knew that gears were needed from the pioneer days c1903. Some were offered with and without clutches, to echo the features of the autocars of the era. However they weren’t seen as being required 100%, and they only increased the cost of the machine, sometimes more than they increased the value of the machine. So it was some years before they became standard fitment. Even after the proliferation of countershaft gearboxes in the 1914-1915 era, bikes were still offered with primitive clutchless belt drives after WWI, especially on lightweight models and ladies’ models. In between days, bikes had a variation of specifications. The early NSU two-speed gear on the crankshaft was a common fitment, and other proprietary gears and/or clutches were offered by Mabon, etc. But the Zenith design excelled with its complex belt and pulley arrangement. A crank lever worked a linkage that changed the width between the halves of the V belt pulley on the motor. By driving the two halves closer, the belt had to ride up the V to a larger diameter, which made the bike go faster. But that larger front pulley also made the belt tighter on the rear pulley, so something was required. Rudge’s design was to have linkage to change the rear pulley size in conjunction with the front pulley. Zenith went the more complicated way, and moved the rear wheel forwards or backwards to keep the belt tension constant. That is, the wheelbase was altered via that same linkage to the front pulley. This was done by a series of gears which pushed plungers in the frame chainstays, moving the axle. The gear sets were tied together with a chain that ran across the frame, lest the axle get cockeyed.
In principal it is fairly straightforward, but there are some complications. The first is that the brake needs to move with the rear wheel, but the brake pedal does not! A compensating linkage accounts for that, while the brake shoe is mounted to the moving portion of the left chainstay.
The other complication is the sheer number of moving parts required. Three gear sets, two sprockets and a chain, plus the linkages and associated bearings, not to mention the cam and bearing hardware in the motor pulley itself, all added to the cost. And as the exposed components wear, the modern rider must replace or repair items to minimize the slop in the system and keep it moving smoothly.
Like the Rudge Multi layout, the Zenith Gradua was eventually done in by its limited variation in gearing. They simply couldn’t be driven to a very low gear and also to a very high gear in the way that a three speed countershaft gearbox could. But for a few years they were the best thing that a rider could imagine, and many races were won by Zenith Graduas against single speed bikes or bikes with fragile gearboxes. Zenith was famously barred from competing in some events as they had an unfair advantage. Zenith jumped on this and added the word “BARRED” to all their advertisements.
Three or four Zenith Graduas were on the 2013 Pioneer Run. A nice assortment of single and twins in different colors and some with left hand or right hand control levers are shown in the photos above.
This neat Bradbury has the above-mentioned NSU two speed on the motor crankshaft. The lever above the fuel tank can be spun around to choose high or low gear, or a neutral can be found in the middle if the rider is careful. The drive is taken up by a series of metal discs which make a particular squeal when the hand crank is spun.
And just to be different, here is a 1909 shaft drive FN.
The Pioneer Run is the largest event in the world for pre-1915 motorcycles, with almost 400 machines taking part each year. Except last year, when the event was cancelled due to snow and ice on the road! This year all the participants were eager to ride from London to Brighton on a warm sunny day.
Organized by the Sunbeam Motorcycle Club Ltd (the club is open to all makes of pre WWII machines, not just Sunbeams!), this event was called the 75th +1 as last year was to have been the 75th event. We met at the Epsom Downs racetrack, and were waved off by the Mayor of Epsom and Ewell, at a rate of about 3-4 machines per minute. The oldest and typically slowest machines leave first, barring the #1 Dreadnought of 1904 which is faster than many of the later bikes! George Brough rode the bike in the first Pioneer Run of 1930 with number 1, and the starters number was given to the bike again this year, even though there were several machines from 1896-1903 that were older. In fact there were six machines that participated in the inaugural 1930 event and again this year, and each bike wore its starter number from 1930.
After jiggling the various carburetor and spark control levers and dodging the traffic we finished the route in Brighton, being welcomed by the Mayor along the glorious Madeira Drive. The lineup of bikes along the seafront was impressive, with the waves and the Pier in the background. Personally, I was ready to do it all over again the next day, but will have to wait until next time.
Dave Masters and I just before the start. It was his invitation that brought me and my 1913 Veloce over to ride the Pioneer this year. He had the bright idea last year that we should pair my Velo and his 1913 Veloce for their 100th birthdays. The snow and ice delayed the party, but we were able to ride the bike together along the route this year. His bike, M5054 is the only complete example of Veloce’s bike that had their IOE motor type, complete with a two speed gearbox. Mine is the more conventional sidevalve layout. It was a lot of fun to have two of the three remaining pre1914 Velos on the road together.
This Rex was one of my favorite machines!
Ken Lee rode this 1904 James H. Smith, the only example extant.
A few American machines were on the run this year, including this fine Excelsior twin.
An AJS twin and Triumph single wait for the start.
The 770cc Vtwin motor in the 1914 Sparkbrook had plenty of power for the low hills that we encountered. And belt slip was not a problem with the large front pulley on the chain-cum-belt drive.
This Triumph has an oddball gearchange, with a pulley mounted just above the motor mainshaft. The owner has restored it to work very well, but has never been able to find out who built it initially.
Veteran (pre 1915) Sunbeams can be spotted by the large disc in the timing cover. For 1915 and later bikes, the gear and cover were sized much less dramatically.
The guys from Veteran and Vintage were there too, with a few choice bikes for sale. If I recall correctly, this is a Zedel motor with gear driven primary drive.
A few photos of the Alldays Matchless for you to study. The leather holster on the seat tube contains a starting handle which engages the right end of the rear axle to spin the wheel, and thus the motor, to life. Rudge’s own Senspray carb, Bosch magneto and sprung footboards are in front of that interesting rear end.
The Slinger is one of a kind. Some would say that is a good thing! But I love it with its bogie front end. It spit out some coolant during the run, but still finished under its own power. Note that the dent in the top of the coolant tank was already there 40-50 years ago when the other photo was taken.
I’ll finish part 1 with these photos of a 1896 Leon Bollee. What a marvelous contraption! The driver sits to the rear, passenger in the front. A steering wheel is operated by the driver’s right hand, while his/her left controls the drive. See if you can spot the long lever along the left side of the machine. Moving it front to rear moves the rear wheel to tighten or loosen the drive belt. The adjustable wheelbase isn’t the problem though. The issue comes in that when brakes are needed, the rider moves the wheel forward to rub against a brake shoe that is stationary on the frame. Which works as well as expected for a vehicle of this weight. However, if the machine stops on a slight uphill incline, the wheel must be moved rearward to tighten the belt and engage the drive. If the hill is too steep though, the whole bus starts rolling back and the driver hopes for a quick, clean engagement between the belt and the rear wheel to stop moving back and starting moving forward!
The large single cylinder is mounted on the left side of the rear wheel, with the fuel tank on the right side.
Neat steering linkage. Rack and Pinion steering predates modern sports cars!
Updated 9/29/14: Several items are still missing:
PLEASE SHARE!! On the night of 23 September, 2014, thieves made off with a truck, trailer, motorcycles, parts, riding gear, tools, and luggage from the Hotel Murano in Tacoma, Washington. This rig and these motorcycles had just completed the 4,000 mile Motorcycle Cannonball Endurance Run from Florida to Washington as a part of the Carson Classic Motors Vintage Racing Team. Within two days and the help of concerned citizens worldwide, the truck, trailer, and four motorcycles were recovered. There are still tens of thousands of dollars in missing tools, spare parts, luggage, gear, and equipment. Any individuals with leads on the location of this property are urged to contact Buck Carson at 936-239-6615, or email to email@example.com. Team CCM is offering a $5,000 reward for the safe return of all spare parts, tools, luggage, riding gear, and related equipment from the recovered trailer. Complete listings of missing items can be found at www.stolencannonballbikes.com, andwww.aimag.com and will be updated as items are discovered or added to the list.
Update 9/24/14: The bikes, trailer and truck have now been found!
ALL FOUR MOTORCYCLES RECOVERED. Spare parts are gone, spare engines gone, and some small things stripped off. THANK YOU to all for helping spread the word
PLEASE HELP! Read, share, spread the word.
Last night, four Motorcycle Cannonball bikes and their support truck and trailer were stolen from the Hotel Murano in Tacoma, Washington. The bikes were as follows (Number 54) 1919 Harley Davidson J, (Number 73) 1926 Harley Davidson JD, (Number 76) 1931 Harley Davidson VL, (Number 99) 1928 Harley Davidson JD. The truck is a dark grey 2001 Ford F250 with Motorcycle Cannonball logos on the front doors, and the trailer is a 16 foot enclosed grey trailer with 4 windows and a large Motorcycle Cannonball logo on the rear door.
License Plate numbers are as follows:
1919 Harley Davidson J (Mississippi Antique Plate): 9620
1926 Harley Davidson JD (Texas Antique Plate) BDKX4
1928 Harley Davidson JD (Texas Antique Plate) BFGV2
1931 Harley Davidson VL (Texas Antique Plate) BFGR3
2001 Ford F250 (Texas Plate) 89LBC7
2007 Doolittle Trailer (Texas Plate) 41968
If you see the bikes, truck or trailer call your local police by dialing 911, then follow up with the bike owners listed below.
Jon Neuman is the truck owner.
Phone number 214-850-6910