Harold Willis
The Velocette Owner’s Club – Scottish Centre
Harold Willis
Velocette Chief Engineer
Harold John Willis was born on the 21st of June 1893, in Mosely, Birmingham, the youngest of four children of Sidney and Eliza Willis. Sidney was a wholesale butcher, whilst Eliza’s family were farmers from Lincolnshire.
Harold followed his brother Justin to St Ninian’s Preparatory School in Moffat (Now Dowding House). He left the school in 1912 to become a Naval Cadet, first at the Royal Naval College, Osborne, then briefly at the Royal Naval College Dartmouth. On passing out from Dartmouth, he joined HMS Hogue on the 1st of August 1914.
In the early hours of the 22nd of September 1914, HMS Houge, along with HMS Aboukit and HMS Cressy, part of the 7th Cruiser Squadron, were sunk by the German submarine U9. Harold was only 15 years old. He was one of the lucky 837 survivors, however 1459 perished in the attack.
Harold then joined the battleship HMS Colossus in October 1914 and served on the ship during the Battle of Jutland in 1916, and remained on it when it retired to Scapa Flow with the rest of the Grand Fleet. Whilst on the Colossus, Harold was assessed by Captain (later Admiral) Pound who remarked, amongst other things, that he was very keen on engineering.
During 1917 Harold suffered from aural suppuration and septic tonsils, possibly as a result of his ordeal after the sinking of the Houge. He continued to suffer from a series of throat problems and as a result he was removed from the Navy list in December 1917 due to ill health.
On leaving the Navy, Harold’s father wanted him to join the family business, however his interest in engineering led to him becoming an apprentice with Bellis and Morcom, a respected manufacturer of marine and other engines, so beginning his career.
Harold had been keen on motorcycle racing in trials and at the famous Brooklands circuit as well as competing in the Isle of Man TT in 1924 and 1925 on Montgomery and Triumph machines.
Harold’s involvement with the Velocette motorcycles came about as a result of the success Alec Bennet had in winning the Isle of Man Junior TT in 1926 on one of their machines. The factory had such a rush of customers for their OHC 350cc motorcycles the resulting expansion led to the company moving to new premises in Hall Green in Birmingham. Velocette needed more money to achieve this so put a large block of shares on the market, a sizable number being bought by Willis senior. This resulted in Harold gaining a seat on the board of the company in 1927.
On taking up the position Harold became Technical Director, looking after the Racing Team and acting as Development Engineer. His development work ensured that Velocette’s competition success continued, and that their road going bikes were second to none. Now racing a Velocette, Harold came 1st in the Hutchinson Hundred at Brooklands in August 1927, as well as claiming the 2nd place in both the 1927 and 1928 Isle of Man Junior TT races.
Willis had a wry humour. He had a string of names for things, such as ‘nail’ for an engine valve, ‘cork’ for piston, ‘knocker’ for cams and ‘the Dog Kennel’ for a cylinder head design. He named a motorcycle that had an early form of rear suspension ‘Spring Heeled Jack’, and a supercharged racer ‘Whiffling Clara’ because of the noise the engine made.
As well as his interest in motorcycles, Harold has a passion for flying and owned a Gypsy Moth aeroplane, which he named ‘Clattering Kate.’ He often went up in the plane to clear his head so he could tackle engineering problems afresh when he touched down.
Two of Harold’s designs have long lasting world impact on motorcycling. The first, patented in 1929, was Positive Stop Foot Change. This did away with hand changes and made gear changes faster as well as safer. Within a few years almost all motorcycle had adopted this practice, and most motorcycles still use this type of change in an updated manner.
The second design came from the fashion of Charlie Dodson, a famous rider, of the time, who sat back on the back mudguard pad when riding to help streamlining. Willis decided that the best way to improve on this was to create a one piece combined saddle and pad, which did away for the need of a separate rear seat. Because of the way it looked, this was christened ‘the Loch Ness Monster’. Willis allowed the Feridax company to manufacture what became the motorcycle dual seat, which, again, continues to be used on motorcycles to this day.
Although successful in clubman’s races on the mainland and in the Manx Grand Prix, victory at the Isle of Man TT had eluded the Velocette factory for some years. Hard work by Willis and his team in the Race Shop meant that in 1938 he was able to deliver the wining machine, ridden by Irish racer, Stanley Woods. This combination won again the next year, but Willis was not there to see it.
During early 1939 Willis was working on a new twin cylinder engine, which he named ‘The Roarer’ because of the noise from its short rearward facing exhaust ports. At this time Harold’s health started to give concern, and when he was admitted to hospital in June it had deteriorated significantly. He died of meningitis on 11th June 1939, just 10 days before his 40th birthday, casting a pall over all in the Velocette camp, and was a great loss to the world of engineering.
Harold did not marry, and was buried in Wales, where his father had settled when he retired.
Harold Willis
Velocette Chief Engineer
Harold John Willis was born on the 21st of June 1893, in Mosely, Birmingham, the youngest of four children of Sidney and Eliza Willis. Sidney was a wholesale butcher, whilst Eliza’s family were farmers from Lincolnshire.
Harold followed his brother Justin to St Ninian’s Preparatory School in Moffat (Now Dowding House). He left the school in 1912 to become a Naval Cadet, first at the Royal Naval College, Osborne, then briefly at the Royal Naval College Dartmouth. On passing out from Dartmouth, he joined HMS Hogue on the 1st of August 1914.
In the early hours of the 22nd of September 1914, HMS Houge, along with HMS Aboukit and HMS Cressy, part of the 7th Cruiser Squadron, were sunk by the German submarine U9. Harold was only 15 years old. He was one of the lucky 837 survivors, however 1459 perished in the attack.
Harold then joined the battleship HMS Colossus in October 1914 and served on the ship during the Battle of Jutland in 1916, and remained on it when it retired to Scapa Flow with the rest of the Grand Fleet. Whilst on the Colossus, Harold was assessed by Captain (later Admiral) Pound who remarked, amongst other things, that he was very keen on engineering.
During 1917 Harold suffered from aural suppuration and septic tonsils, possibly as a result of his ordeal after the sinking of the Houge. He continued to suffer from a series of throat problems and as a result he was removed from the Navy list in December 1917 due to ill health.
On leaving the Navy, Harold’s father wanted him to join the family business, however his interest in engineering led to him becoming an apprentice with Bellis and Morcom, a respected manufacturer of marine and other engines, so beginning his career.
Harold had been keen on motorcycle racing in trials and at the famous Brooklands circuit as well as competing in the Isle of Man TT in 1924 and 1925 on Montgomery and Triumph machines.
Harold’s involvement with the Velocette motorcycles came about as a result of the success Alec Bennet had in winning the Isle of Man Junior TT in 1926 on one of their machines. The factory had such a rush of customers for their OHC 350cc motorcycles the resulting expansion led to the company moving to new premises in Hall Green in Birmingham. Velocette needed more money to achieve this so put a large block of shares on the market, a sizable number being bought by Willis senior. This resulted in Harold gaining a seat on the board of the company in 1927.
On taking up the position Harold became Technical Director, looking after the Racing Team and acting as Development Engineer. His development work ensured that Velocette’s competition success continued, and that their road going bikes were second to none. Now racing a Velocette, Harold came 1st in the Hutchinson Hundred at Brooklands in August 1927, as well as claiming the 2nd place in both the 1927 and 1928 Isle of Man Junior TT races.
Willis had a wry humour. He had a string of names for things, such as ‘nail’ for an engine valve, ‘cork’ for piston, ‘knocker’ for cams and ‘the Dog Kennel’ for a cylinder head design. He named a motorcycle that had an early form of rear suspension ‘Spring Heeled Jack’, and a supercharged racer ‘Whiffling Clara’ because of the noise the engine made.
As well as his interest in motorcycles, Harold has a passion for flying and owned a Gypsy Moth aeroplane, which he named ‘Clattering Kate.’ He often went up in the plane to clear his head so he could tackle engineering problems afresh when he touched down.
Two of Harold’s designs have long lasting world impact on motorcycling. The first, patented in 1929, was Positive Stop Foot Change. This did away with hand changes and made gear changes faster as well as safer. Within a few years almost all motorcycle had adopted this practice, and most motorcycles still use this type of change in an updated manner.
The second design came from the fashion of Charlie Dodson, a famous rider, of the time, who sat back on the back mudguard pad when riding to help streamlining. Willis decided that the best way to improve on this was to create a one piece combined saddle and pad, which did away for the need of a separate rear seat. Because of the way it looked, this was christened ‘the Loch Ness Monster’. Willis allowed the Feridax company to manufacture what became the motorcycle dual seat, which, again, continues to be used on motorcycles to this day.
Although successful in clubman’s races on the mainland and in the Manx Grand Prix, victory at the Isle of Man TT had eluded the Velocette factory for some years. Hard work by Willis and his team in the Race Shop meant that in 1938 he was able to deliver the wining machine, ridden by Irish racer, Stanley Woods. This combination won again the next year, but Willis was not there to see it.
During early 1939 Willis was working on a new twin cylinder engine, which he named ‘The Roarer’ because of the noise from its short rearward facing exhaust ports. At this time Harold’s health started to give concern, and when he was admitted to hospital in June it had deteriorated significantly. He died of meningitis on 11th June 1939, just 10 days before his 40th birthday, casting a pall over all in the Velocette camp, and was a great loss to the world of engineering.
Harold did not marry, and was buried in Wales, where his father had settled when he retired.
Malcolm's Run 2021
Malcolm’s Run 2021
Wednesday 8th September
STRATHMORE &THE ANGUS GLENS.
"Gie me ae spark o' Nature's Fire"
Robert Burns
The Scottish Centre Autumn Run started from Forfar, - the County Town of Angus. As usual we used ASDA car park as a jumping off point, as it had all the required services. Being Scotland, all of us were required to travel many miles just to arrive at Forfar, but we were put to shame by Steve Hallam, who had come up all the way from Cambridgeshire to do the run and have a week’s break in the Tayside countryside. Steve is a regular at the Centre’s Border Runs and we look forward to seeing Ann and him again in May.
After our usual natter for an hour or so, we left for Brechin, passing under the busy A92, and turning west. The run continued along lovely straightish country C roads, but just before our turning North, to Glen Clova, local road works ground us to a halt. Raymond’s, bike, decided not to restart, which was lucky for Alf as when he stopped, he discovered that after hitting a pothole, his front forks had bottomed fully down. A swift kick from Bryan brought the forks back to their normal length. Another victim of the poor state of our country roads. While this was going on Raymond was trying to coax some sparks back into his bike. After Malcolm donated a new spark plug, the bike burst into life and then into flames as the cab spat back. Raymond was in two minds about sacrificing his posh gloves to extinguish the flames, but with Bryan's help the fire was put out without further damage. Plan B had to be to tow the bike back, but luckily for Raymond no-one had a rope. Anyway, it completed the run OK.
Now allowed to continue the run through the road works, with a cheery wave from the road contractors, we turned north up to the top of the lovely Glen Clova for our refreshment stop at Glen Clova Hotel. As the hotel was only just out of covid restrictions there was only a limited take-out drinks service. Knowing this beforehand, we all had our own provisions, which we enjoyed sitting on a grassy bank, in the lovely hot sun - not very normal in Scotland.
The return run continued by riding down the other leg of the glen, then west again towards Kirkton of Glenisla area on very quiet C and B roads. After Kirkton we turned south over the Forest of Aylth Hills, by-passing Aylth itself, then onwards on the B954 to Meigle Village. There we joined our first and only A road, the A94, for a fast straight quiet 11 miles back to Forfar and ASDA.
The run consisted of Maurice, Bryan and Tony from Aberdeenshire, the other Maurice, Duncan and Peter from Stirling and Perthshire, Raymond from Edinburgh, Alf and Malcolm from Fife, and of course, Steve from Cambridgeshire. There were nine various Velos and a new BMW. The run was approximately 95 miles, all on very quiet roads and lovely countryside, on the hottest day in Scotland this year. What's not to enjoy?
Malcolm Kervell
Wednesday 8th September
STRATHMORE &THE ANGUS GLENS.
"Gie me ae spark o' Nature's Fire"
Robert Burns
The Scottish Centre Autumn Run started from Forfar, - the County Town of Angus. As usual we used ASDA car park as a jumping off point, as it had all the required services. Being Scotland, all of us were required to travel many miles just to arrive at Forfar, but we were put to shame by Steve Hallam, who had come up all the way from Cambridgeshire to do the run and have a week’s break in the Tayside countryside. Steve is a regular at the Centre’s Border Runs and we look forward to seeing Ann and him again in May.
After our usual natter for an hour or so, we left for Brechin, passing under the busy A92, and turning west. The run continued along lovely straightish country C roads, but just before our turning North, to Glen Clova, local road works ground us to a halt. Raymond’s, bike, decided not to restart, which was lucky for Alf as when he stopped, he discovered that after hitting a pothole, his front forks had bottomed fully down. A swift kick from Bryan brought the forks back to their normal length. Another victim of the poor state of our country roads. While this was going on Raymond was trying to coax some sparks back into his bike. After Malcolm donated a new spark plug, the bike burst into life and then into flames as the cab spat back. Raymond was in two minds about sacrificing his posh gloves to extinguish the flames, but with Bryan's help the fire was put out without further damage. Plan B had to be to tow the bike back, but luckily for Raymond no-one had a rope. Anyway, it completed the run OK.
Now allowed to continue the run through the road works, with a cheery wave from the road contractors, we turned north up to the top of the lovely Glen Clova for our refreshment stop at Glen Clova Hotel. As the hotel was only just out of covid restrictions there was only a limited take-out drinks service. Knowing this beforehand, we all had our own provisions, which we enjoyed sitting on a grassy bank, in the lovely hot sun - not very normal in Scotland.
The return run continued by riding down the other leg of the glen, then west again towards Kirkton of Glenisla area on very quiet C and B roads. After Kirkton we turned south over the Forest of Aylth Hills, by-passing Aylth itself, then onwards on the B954 to Meigle Village. There we joined our first and only A road, the A94, for a fast straight quiet 11 miles back to Forfar and ASDA.
The run consisted of Maurice, Bryan and Tony from Aberdeenshire, the other Maurice, Duncan and Peter from Stirling and Perthshire, Raymond from Edinburgh, Alf and Malcolm from Fife, and of course, Steve from Cambridgeshire. There were nine various Velos and a new BMW. The run was approximately 95 miles, all on very quiet roads and lovely countryside, on the hottest day in Scotland this year. What's not to enjoy?
Malcolm Kervell
Alastair Payton's First Time - Changing the Magneto
Malcolm's Run 2020
ROAD MAP OUT OF LOCKDOWN, AROUND FIFE.
This autumn`s scottish section run ,started from Newburgh`s Gulf Garage on the south side of the tay estuary ( under the latest covid 19 rules ) .We had a good turn out from Aberdeenshire , Central , Edinburgh & locals Fife. Many miles had already been ridden just to arrive at Newburgh, which had all the required facilities.
We started along the south edge of the Tay Estuary to the Tay Road Bridge, then turned inland, using A, B and very minor roads, in the general south easterly direction to Fife Ness, the most easterly point of the Kingdom of Fife.
A new innovation this year, was to have a pit stop, using a large off-road layby, at about 36 miles, for a blether, soft drinks and chocolate biscuits. We continued on to Fife Ness via very open countryside, passing another premier Fife golf course, at Kingsbarns and then on to Fife Ness via a dead end road past an old W.WII airfield, to yet another golf course, at the Ness, at which we even noticed a car park for non-golfers, to keep the peasants happy.
Returning after a short stop to enjoy the views, to Crail and on to Anstruther, for our lunch stop, at the harbour, to partake of fish and chips from the award winning chip shop. We sat outside, in the sun, to eat looking out over the harbour.
The return run, via very rural roads, was to Barrie Brown, Wheel builder, Windygates, also a VOC member (KY8 5RY). He, I think, has rebuilt most of our wheels and done various machining jobs. His details are:- 01333 352102, E Mail [email protected].
We did not all arrive at Barrie`s at the same time, due to various members missing signs, and a long road diversion, some enjoying and extending their knowledge of Fife minor road network. It was not too long, however, before we all gathered to view his workshops, and appreciated his hospitality.
Due to all the various delays en route, it was now nearly 5pm and with some of the members still having many miles to go, we decided to call it a day and departed for our homes.
The only problems of the day, was Rob`s MSS losing primary drive. He was safely trailered home. Also at Anstruther, Maurice Clark lost his Fishtail, due to a broken weld. Luckily it was found by Harry, who was coming behind. It seemed to make no difference to his exhaust noise! Rob phoned me the next day, to say, he found the engine shaft broken off and main spring in three pieces - not good news.
It was a good day out, sunny but very windy, and even the local fifers learnt some new minor roads. Thanks to all who took part - Brian, George, Mauricex2, Rob, Duncan, Nicky, Harry, Raymond and Tony , on a newish BMW, only 6 years old.
Bikes:- An old rigid Ariel, and BMW and 7 Velo`s. We all hope more VOC runs can be arranged, as this was only one to date in 2020.
This autumn`s scottish section run ,started from Newburgh`s Gulf Garage on the south side of the tay estuary ( under the latest covid 19 rules ) .We had a good turn out from Aberdeenshire , Central , Edinburgh & locals Fife. Many miles had already been ridden just to arrive at Newburgh, which had all the required facilities.
We started along the south edge of the Tay Estuary to the Tay Road Bridge, then turned inland, using A, B and very minor roads, in the general south easterly direction to Fife Ness, the most easterly point of the Kingdom of Fife.
A new innovation this year, was to have a pit stop, using a large off-road layby, at about 36 miles, for a blether, soft drinks and chocolate biscuits. We continued on to Fife Ness via very open countryside, passing another premier Fife golf course, at Kingsbarns and then on to Fife Ness via a dead end road past an old W.WII airfield, to yet another golf course, at the Ness, at which we even noticed a car park for non-golfers, to keep the peasants happy.
Returning after a short stop to enjoy the views, to Crail and on to Anstruther, for our lunch stop, at the harbour, to partake of fish and chips from the award winning chip shop. We sat outside, in the sun, to eat looking out over the harbour.
The return run, via very rural roads, was to Barrie Brown, Wheel builder, Windygates, also a VOC member (KY8 5RY). He, I think, has rebuilt most of our wheels and done various machining jobs. His details are:- 01333 352102, E Mail [email protected].
We did not all arrive at Barrie`s at the same time, due to various members missing signs, and a long road diversion, some enjoying and extending their knowledge of Fife minor road network. It was not too long, however, before we all gathered to view his workshops, and appreciated his hospitality.
Due to all the various delays en route, it was now nearly 5pm and with some of the members still having many miles to go, we decided to call it a day and departed for our homes.
The only problems of the day, was Rob`s MSS losing primary drive. He was safely trailered home. Also at Anstruther, Maurice Clark lost his Fishtail, due to a broken weld. Luckily it was found by Harry, who was coming behind. It seemed to make no difference to his exhaust noise! Rob phoned me the next day, to say, he found the engine shaft broken off and main spring in three pieces - not good news.
It was a good day out, sunny but very windy, and even the local fifers learnt some new minor roads. Thanks to all who took part - Brian, George, Mauricex2, Rob, Duncan, Nicky, Harry, Raymond and Tony , on a newish BMW, only 6 years old.
Bikes:- An old rigid Ariel, and BMW and 7 Velo`s. We all hope more VOC runs can be arranged, as this was only one to date in 2020.
Desmo Velo. article provided by Dougie Milligan
The Famous Five Make it to Glen Esk
This year's Scottish Autumn Run started at Sainsbury's at Claypotts, Broughty Ferry. What would we do without supermarkets, with fuel and a café to start our run from, around Dundee? Our numbers were down a bi,t due to illness and members returning from the Isle Of Man.
The five riders consisted of Maurice and Tony from deepest Aberdeenshire and Alf, Rob and myself from the Howe of Fife, all on Velos.
The idea was to drive a clockwise loop around Angus, with an added 15 mile run up and down Glen Esk, on a single road, the top of which, was just into the Cairngorm National Park. We used B and C class roads skirting Forfar and Kirrimuir, to arrive at Edzell for our lunch break at the 'Coffee Shop'.
After Lunch, we continued to the long drive up to the top of Glen Esk. A good road, but with continuous bends. We had a short stop at the top end Car Park. The return loop took us, on a not very direct route, on all classes of road, including crossing the busy A94, and grassy lanes, to a coffee shop at Friockham Community Hub. It was nice to see we had stumbled across a family day, with stalls, police and fire service displays and we added a new display of old velos, which created a lot of interest.
The final leg of the run was a direct B class rural road across Angus, back to Sainsbury's. This was a good run, with only one rain shower. The run was about 112 miles in all, with no velo problems.
The five riders consisted of Maurice and Tony from deepest Aberdeenshire and Alf, Rob and myself from the Howe of Fife, all on Velos.
The idea was to drive a clockwise loop around Angus, with an added 15 mile run up and down Glen Esk, on a single road, the top of which, was just into the Cairngorm National Park. We used B and C class roads skirting Forfar and Kirrimuir, to arrive at Edzell for our lunch break at the 'Coffee Shop'.
After Lunch, we continued to the long drive up to the top of Glen Esk. A good road, but with continuous bends. We had a short stop at the top end Car Park. The return loop took us, on a not very direct route, on all classes of road, including crossing the busy A94, and grassy lanes, to a coffee shop at Friockham Community Hub. It was nice to see we had stumbled across a family day, with stalls, police and fire service displays and we added a new display of old velos, which created a lot of interest.
The final leg of the run was a direct B class rural road across Angus, back to Sainsbury's. This was a good run, with only one rain shower. The run was about 112 miles in all, with no velo problems.
Stewart Duff
Stewart Duff a lifelong member of the Velocette Owners club and one time secretary of the Scottish section sadly passed away from cancer on the 28th of August 2019 at the age of 66. He was a talented engineer, mechanic, machinist, motorcyclist, musician, rallist attending many in Scotland, Ireland, Germany, England. A road racing fan going to the Isle of Man and Ireland regularly in the 70’s and 80’s a very popular and a good all round guy. He had achieved many things in his lifetime, had a varied career, Engineer, Postman, Handyman, Gardener, Water Board technician. Originally from Alloa, Clackmannanshire, Scotland, he moved to the Isle of Skye nearly 20 years ago, where he became one of the top ten Bodhran (side drum) players in Scotland and a stalwart of the local music scene, going on to make 2 CD’s of Scottish Folk music, the second coming out only last month. A keen climber and walker having climbed over a 150 Munroes (mountains over 3000 feet) he was a member of the Mountain Bothy Association helping to maintain bothy’s throughout Scotland. He always had a smile, a story to tell, loved to talk, enjoyed and never stopped riding motorcycles for the last 50 years.
On his trusty 1959 Velocette 350 MAC which he owned since 1971, he and his good lady Louise travelled to many far flung destinations, the most notably with another Velo member Colin and Mary Collier they travelled to the Nordcap in the Arctic circle of Norway in 1985 on their Velo’s, he did the Elephant rally in Germany in 1978 in a BSA 650 outfit with Ronnie Hamilton, He prepared a Velocette 350 MAC 1937 model and sponsored Davy Johnston who rode the bike to victory in the 1982 Scottish Vintage championship also coming 3rd in the 500 championship. One of his bikes will be donated to the Grampian Museum in Alford, Aberdeenshire.
He was also a keen long standing member of the VMCC and was keen to get a road rally organised in and around Skye with the club and help establish the new branch in Inverness. His last run on a bike although a short one was on a Brough Superior. His comment after riding it was “I’d much rather have my Velo thank you”! My friendship of 46 years ended when he departed to the great biking Valhalla in the sky to play his Bodhran on his Velocette MAC and do a bit of fishing for evermore.
He with missed and remembered by all his friends, family and wife Louise, our thoughts are with her.e had 40 odd years worth of Fishtail and his wife would like to see them go to a good home. Contact the club.
Davy Johnston
On his trusty 1959 Velocette 350 MAC which he owned since 1971, he and his good lady Louise travelled to many far flung destinations, the most notably with another Velo member Colin and Mary Collier they travelled to the Nordcap in the Arctic circle of Norway in 1985 on their Velo’s, he did the Elephant rally in Germany in 1978 in a BSA 650 outfit with Ronnie Hamilton, He prepared a Velocette 350 MAC 1937 model and sponsored Davy Johnston who rode the bike to victory in the 1982 Scottish Vintage championship also coming 3rd in the 500 championship. One of his bikes will be donated to the Grampian Museum in Alford, Aberdeenshire.
He was also a keen long standing member of the VMCC and was keen to get a road rally organised in and around Skye with the club and help establish the new branch in Inverness. His last run on a bike although a short one was on a Brough Superior. His comment after riding it was “I’d much rather have my Velo thank you”! My friendship of 46 years ended when he departed to the great biking Valhalla in the sky to play his Bodhran on his Velocette MAC and do a bit of fishing for evermore.
He with missed and remembered by all his friends, family and wife Louise, our thoughts are with her.e had 40 odd years worth of Fishtail and his wife would like to see them go to a good home. Contact the club.
Davy Johnston
Malcolm's Run 2nd September 2018 - THE GOOD, THE BAD AND THE UGLY OF FIFE
The Scottish Centre Autumn run started from a new venue, the car park at the south end of the Tay Road Bridge, all the conveniences but no parking charges. Being Scotland all have long journeys just to arrive at the starting point of the run. Tony and Sue, Maurice and Brian from Aberdeenshire, Peter from Perthshire, George from Edinburgh and Rob, Ali and myself from the Kingdom of Fife.
The run started with a run along the south shore of the Tay Estuary to Newburgh, then inland along B and C roads to Auchtermuchty, and yes, this is a proper wee town and the home of Jimmy Shand. We continued east, but, with a diversion onto roads and lanes each side of the M90. I lost count of how many times we crossed it. At Yetts of Muckhart (another well known name!) we turned north to Dunning, over an eight mile stretch of dubious roads. Dunning was again our lunch stop at the Tee Room - a lovely cafe attached to a small golf club. All enjoyed the snacks and meals.
After last year's debacle, with most of the riders heading off on the wrong road, detailed maps of Dunning were given out, this time. At this point, Tony noted fuel leaking from his tank, possibly the curse of the Ethanol. Many said they had problem with Ethanol and had to change their petrol taps. I have had the same myself and had to replace it with new ones purchased from the club. It was decided that Tony and Sue should return to the start by a direct route escorted by Peter Oram. I was later informed that Tony and Sue made it home safely.
The return run was with a run over the hills , on very narrow, twisting roads to Kinross. We now turned back into Fife, but this being the old mining area of Fife, it is not the most attractive. The countryside improved, having passed Glenrothes, with lovely quiet country roads approaching St Andrews, with views over the Tay Estuary and the North Sea. We continued back to the start via Leuchars, passing the ex-R.A.F. station, now an army base, and more narrow lanes to the main road, back to the Tay Bridge via Tayport, alongside the Tay, to complete our run.
The members said they enjoyed the run , but the return leg was a bit long without a stop . This has been noted for next year's run. However there was good weather, company and roads.
The run started with a run along the south shore of the Tay Estuary to Newburgh, then inland along B and C roads to Auchtermuchty, and yes, this is a proper wee town and the home of Jimmy Shand. We continued east, but, with a diversion onto roads and lanes each side of the M90. I lost count of how many times we crossed it. At Yetts of Muckhart (another well known name!) we turned north to Dunning, over an eight mile stretch of dubious roads. Dunning was again our lunch stop at the Tee Room - a lovely cafe attached to a small golf club. All enjoyed the snacks and meals.
After last year's debacle, with most of the riders heading off on the wrong road, detailed maps of Dunning were given out, this time. At this point, Tony noted fuel leaking from his tank, possibly the curse of the Ethanol. Many said they had problem with Ethanol and had to change their petrol taps. I have had the same myself and had to replace it with new ones purchased from the club. It was decided that Tony and Sue should return to the start by a direct route escorted by Peter Oram. I was later informed that Tony and Sue made it home safely.
The return run was with a run over the hills , on very narrow, twisting roads to Kinross. We now turned back into Fife, but this being the old mining area of Fife, it is not the most attractive. The countryside improved, having passed Glenrothes, with lovely quiet country roads approaching St Andrews, with views over the Tay Estuary and the North Sea. We continued back to the start via Leuchars, passing the ex-R.A.F. station, now an army base, and more narrow lanes to the main road, back to the Tay Bridge via Tayport, alongside the Tay, to complete our run.
The members said they enjoyed the run , but the return leg was a bit long without a stop . This has been noted for next year's run. However there was good weather, company and roads.
The Grant Brothers from the Rogart Heritage Society
The Grant Brothers - The Prime Movers Behind Rogart's White Heather Trials
Whilst there were a number of local club members that assisted in the running of the trial, the prime movers of the Sutherland & District MotorClub, White Heather Trial were undoubtedly the Grant brothers, John and Bill. John was the older and Bill the younger, twin sons of Ian Grant and Jessie Magarry, born on 4th July 1928 at Dalmore, Rogart.
The family home called 'Rowallan' was built in 1889. Ian Grant moved along the road to the Bungalow when he married Jessie as his father was still Rowallan. They were only out of Rowallan for a year or two, but it was never bought. This is where the Grants ran their grocery business for many years.
They lived in Rogart all their days, the only exception being the time they spent in the Middle East during a stint in the obligatory National Service.
John and Bill left Rogart to train at Catterick Garrison in North Yorkshire, serving as motorcycle dispatch riders as part of the Royal Signals, until
1949. They then returned home to help their parents run the family business.
Daughter of John Grant, Mairi, former SSDT Secretary told Trials Guru: "They generally took their bikes down to the SSDT at Fort William. They would head down the main road to Beauly, then cut over the top to Drumnadrochit before heading on down to Fort William, a delightful run even today".
The Grants had a preference for Velocette road motorcycles, which led to them to convince the marque owners club to hold their national rally at Rogart, run in the August.
John Grant passed away in 1998 aged 70 and ten years later, brother Bill aged 80 years in December 2008.
Our thanks go to John Moffat, Trials Guru, who has written this amazing illustrated story and for all the people who have generously given photographs.
Whilst there were a number of local club members that assisted in the running of the trial, the prime movers of the Sutherland & District MotorClub, White Heather Trial were undoubtedly the Grant brothers, John and Bill. John was the older and Bill the younger, twin sons of Ian Grant and Jessie Magarry, born on 4th July 1928 at Dalmore, Rogart.
The family home called 'Rowallan' was built in 1889. Ian Grant moved along the road to the Bungalow when he married Jessie as his father was still Rowallan. They were only out of Rowallan for a year or two, but it was never bought. This is where the Grants ran their grocery business for many years.
They lived in Rogart all their days, the only exception being the time they spent in the Middle East during a stint in the obligatory National Service.
John and Bill left Rogart to train at Catterick Garrison in North Yorkshire, serving as motorcycle dispatch riders as part of the Royal Signals, until
1949. They then returned home to help their parents run the family business.
Daughter of John Grant, Mairi, former SSDT Secretary told Trials Guru: "They generally took their bikes down to the SSDT at Fort William. They would head down the main road to Beauly, then cut over the top to Drumnadrochit before heading on down to Fort William, a delightful run even today".
The Grants had a preference for Velocette road motorcycles, which led to them to convince the marque owners club to hold their national rally at Rogart, run in the August.
John Grant passed away in 1998 aged 70 and ten years later, brother Bill aged 80 years in December 2008.
Our thanks go to John Moffat, Trials Guru, who has written this amazing illustrated story and for all the people who have generously given photographs.
Gennel Run 2017
Well, the weather report was correct, rain at 9 am then wet most of the day. Given all of that 4 Venoms, 2 Vipers, 1 MSS, 1 Thruxton a single ridged MAC and a modern Triumph headed off into Lower Deeside after the riders had been fuelled with bacon rolls and a warm drink. The route followed the river Dee west wards, zig zagging across the bridges before heading northwards up towards Towie at the Dinnet Bridge. The detailed instructions for the day included “right turn at Neluton, bath tub in grass”. How no one got lost just goes to prove how adept the riders have become at navigating through the Scottish highlands. The lunch stop was the Maggarthaugh Hotel, Muir of Fowlis where twelve sodden riders lay riding gear over every spare chair before sitting down at the “Long Table”. Everyone chatted and ate well, not wanting to venture out until the weather cleared which it did. Once refuelled we kitted up and after a short photo shoot the art of starting a cold wet velocette was demonstrated by one of the groups members....(you know who you are Peter Oram.....buy the way did you sell that bike?). The weather improved a little during the afternoon as we rode back via The Queens view, along the Dee valley from Dinnet, then after nearly twenty miles on the same road crossing at The Fall’s of Feugh then through the woods back to The Gennel. The lounge carpet was rolled back as steaming wet riders sat and chatted whilst partaking of afternoon tea. It might have been an bit of a wet muddy day riding on loose grave at times but the banter was all about the fun had on route, the views and how well the bike’s had performed. Thanks to you all for joining in and see you all again on the first Sunday of October 2018.
Malcolm's Run 2017
THE BEST LAID SCHEMES OF MICE AND MEN GANG AFT A-GLEY
This Autumn’s Scottish section run, starting point was again at Tesco’s at Riverside Drive, Dundee, next to the Tay. The run attracted members from far and wide; four from Aberdeenshire, Maurice, Tony and Sue, Brian, Graham and Mike, most of whom had driven 70 to 80 miles just to get to Dundee; two from Edinburgh, George and Raymond, our hard working secretary; Peter from deepest Perthshire; and the remaining three from Fife, Rob, Alf and myself, all on Velo’s. The idea was to drive in a large counter-clockwise loop around the River Tay.
We started with a short run along the north shore of the Tay before heading north, crossing the hills above the Carse of Gowrie, then dropping down into Strathmore, near Coupar Angus, Crossing the Rivers Isla and Tay, near the famous great Beech Hedge at Meikleor on the A93 Braemar Road. The run continued along B and C roads. At Bankfoot we turned west into open country to Little Glenshee, where after a very tight hair-pin bend and a ford, we stopped for a rest and photoshoot. More quiet roads followed including crossing the busy A9, very carefully, to our lunch stop at the local golf club at Dunning, called The Tee Room.
Our arrival was delayed by Alf’s venom carb flooding, which led to him returning home after lunch.
After lunches or snacks, enjoyed by all, the members set off for the return run, BUT, that’s when the problems started. The first sign post was pointing in the wrong direction. Only two returned to the planned route, with the others now scattered over various roads to the east. Being tail-end Charlie, I missed all of this. It was like a shepherd loosing his flock. Peter and Brian continued along the planned route, followed by me. Peter peeled off to return home to Muthill, as planned. It transpired that Rob had gathered the remaining flock of four and given them a shorter, but interesting route back to a planned tea and cake at his home, in Glenduckie, south of the Tay, in North-east Fife. Another pair found their own way to Rob’s house. It is amazing what an offer of tea and cake can do!
Brian and I continued on the planned route to Rob’s House, which consisted of the south of Loch Leven, Lomond Hills and over the Ochil Hills,then down a very steep road into Newburgh, from where we also continued to Rob’s House, very pleased to see the rest of the lost flock parked outside. After refreshments we all went out to see Rob and Laura’s herd of alpacas, over the garden fence, and they appeared to enjoy our visit also. The now safely gathered flock departed to their homes. Many thanks to Laura and Rob and the alpacas. A great day out, good company, roads and weather. Just one point, at times, perhaps, we should all have sat-navs and read maps to keep us all on the planned route. But, that’s the fun of VOC runs. Things never go to plan.
This Autumn’s Scottish section run, starting point was again at Tesco’s at Riverside Drive, Dundee, next to the Tay. The run attracted members from far and wide; four from Aberdeenshire, Maurice, Tony and Sue, Brian, Graham and Mike, most of whom had driven 70 to 80 miles just to get to Dundee; two from Edinburgh, George and Raymond, our hard working secretary; Peter from deepest Perthshire; and the remaining three from Fife, Rob, Alf and myself, all on Velo’s. The idea was to drive in a large counter-clockwise loop around the River Tay.
We started with a short run along the north shore of the Tay before heading north, crossing the hills above the Carse of Gowrie, then dropping down into Strathmore, near Coupar Angus, Crossing the Rivers Isla and Tay, near the famous great Beech Hedge at Meikleor on the A93 Braemar Road. The run continued along B and C roads. At Bankfoot we turned west into open country to Little Glenshee, where after a very tight hair-pin bend and a ford, we stopped for a rest and photoshoot. More quiet roads followed including crossing the busy A9, very carefully, to our lunch stop at the local golf club at Dunning, called The Tee Room.
Our arrival was delayed by Alf’s venom carb flooding, which led to him returning home after lunch.
After lunches or snacks, enjoyed by all, the members set off for the return run, BUT, that’s when the problems started. The first sign post was pointing in the wrong direction. Only two returned to the planned route, with the others now scattered over various roads to the east. Being tail-end Charlie, I missed all of this. It was like a shepherd loosing his flock. Peter and Brian continued along the planned route, followed by me. Peter peeled off to return home to Muthill, as planned. It transpired that Rob had gathered the remaining flock of four and given them a shorter, but interesting route back to a planned tea and cake at his home, in Glenduckie, south of the Tay, in North-east Fife. Another pair found their own way to Rob’s house. It is amazing what an offer of tea and cake can do!
Brian and I continued on the planned route to Rob’s House, which consisted of the south of Loch Leven, Lomond Hills and over the Ochil Hills,then down a very steep road into Newburgh, from where we also continued to Rob’s House, very pleased to see the rest of the lost flock parked outside. After refreshments we all went out to see Rob and Laura’s herd of alpacas, over the garden fence, and they appeared to enjoy our visit also. The now safely gathered flock departed to their homes. Many thanks to Laura and Rob and the alpacas. A great day out, good company, roads and weather. Just one point, at times, perhaps, we should all have sat-navs and read maps to keep us all on the planned route. But, that’s the fun of VOC runs. Things never go to plan.
Knitted Jumper
The Gennel Run October 2016
“On any Sunday” you would expect to see velo’s out and being ridden in the fine weather and The Gennel Run on 2nd October starting in south Deeside was no exception. Seven velo’s comprising of 2 ridged MAC’s, one ridged KTS one Viper two Venom’s and a Thruxton would take their riders on a route that would weave its way along the quiet Kincardineshire byways. After a bacon roll and cuppa the riders headed off individually through the rolling countryside towards Stonehaven then onto Auchenblae, crossing the A90 then to the lunch time stop at the “Anchor” in Johnshaven. After a fine lunch and a few quay side photo’s the riders headed off at two minute intervals....well most did towards Montrose for fuel then back across the A90 up to Fettercairn, then via the Clattering Brig, Drumtochty Glen, Glenbervie back over to south Deeside for afternoon tea at The Gennel. Thanks to Mic and Lynn, Malcolm, Alan, Graham, Tim, Peter and to Bryan that joined Sue and I to make it a fine day out. See you all again next year.
Tony Mortishire
Postscript . . .
It has long been suspected by scholars of the Roman occupation of Britannia, that General Agricola used a small number of Velocettes to reconnoitre the eastern seaboard of Caledonia on his way to the battle of Mons Graupius (A.D. 83) near Bennachie. Indeed some historians believe that the “MAC” variant was developed specially for this campaign, for obvious reasons. It is noted that the name “Velocette” is a close derivative of the Latin “velocitas” (speed), and of course Agricola’s advance parties had to be quick in such a remote outlying region. Reliability was also paramount, as the nearest service facility was at Coccium (now Wigan) far to the south of Hadrian’s Wall.
Living proof of these historical suppositions has recently emerged with the appearance of a phalanx of ancient Velocettes concentrated at a strategic location on the route of Agricola’s march from Stonehaven, between the great encampments at Raemoir and Drumoak. In more or less pristine condition, all seven were observed at several points in Kincardineshire at various times on Sunday October 2, nearly 2000 years since their first appearance in these parts, piloted for the most part by centurions with many years of service in the mounted detachment. Lightly armed with tyre levers and a short bar of quarter-inch bright steel, the Velocette riders were prepared for almost any adverse circumstances.
In keeping with the methods of the wider Roman army, the Velocette detachment had its own leader, its own alimentation arrangements, and sophisticated means of navigation and recovery. A select band of women, closely involved in all operations, fulfilled many of the functions essential to the success of the campaign, and among other things they are believed to be responsible for the pictorial records which provide such a rich tapestry of these extraordinary veterans.
Tim Millar
Tony Mortishire
Postscript . . .
It has long been suspected by scholars of the Roman occupation of Britannia, that General Agricola used a small number of Velocettes to reconnoitre the eastern seaboard of Caledonia on his way to the battle of Mons Graupius (A.D. 83) near Bennachie. Indeed some historians believe that the “MAC” variant was developed specially for this campaign, for obvious reasons. It is noted that the name “Velocette” is a close derivative of the Latin “velocitas” (speed), and of course Agricola’s advance parties had to be quick in such a remote outlying region. Reliability was also paramount, as the nearest service facility was at Coccium (now Wigan) far to the south of Hadrian’s Wall.
Living proof of these historical suppositions has recently emerged with the appearance of a phalanx of ancient Velocettes concentrated at a strategic location on the route of Agricola’s march from Stonehaven, between the great encampments at Raemoir and Drumoak. In more or less pristine condition, all seven were observed at several points in Kincardineshire at various times on Sunday October 2, nearly 2000 years since their first appearance in these parts, piloted for the most part by centurions with many years of service in the mounted detachment. Lightly armed with tyre levers and a short bar of quarter-inch bright steel, the Velocette riders were prepared for almost any adverse circumstances.
In keeping with the methods of the wider Roman army, the Velocette detachment had its own leader, its own alimentation arrangements, and sophisticated means of navigation and recovery. A select band of women, closely involved in all operations, fulfilled many of the functions essential to the success of the campaign, and among other things they are believed to be responsible for the pictorial records which provide such a rich tapestry of these extraordinary veterans.
Tim Millar
Malcolm's Angus Run 2016
PRIMING THE OIL-FEED PIPE by Tim Miller
What it “says on the tin” (Fig. Oil_Level_Transfer.jpg) is that the feed-pipe must be filled during re-assembly to prime the pump. But it says nothing about the cavity in the lower part of the non-return valve body. This represents quite a large air-bubble. In thinking about this while fitting a new non-return valve, I could see it was pointless to turn the bike upside down, since it would drain the oil in the waiting-to-be-connected feed-pipe. So before fitting the non-return valve body to the tank, I filled the lower cavity with oil and stopped the lower end of it with a small rubber bung (NR_Valve_LGD.jpg). After screwing the valve back into the tank, the bung can be pulled out immediately before refitting the feed-pipe union, with very little loss of oil, leaving only the smallest possible air-bubble inside the valve. A suitable rubber bung is one of the end-stops on the mudguard stays of older bicycles (new parts are still available).
Jim Plant on the Moffat Rally 2016
SCOTTISH TWO DAY RALLY - 10 & 11 MAY 2016
This was the fourth two day event organised by the Scottish Centre and we returned to Moffat where it all began three years ago. A little further north than the last two rallies but in the centre of some excellent motorcycling country. The town seems to acknowledge this and ‘bikers’ (not a term I particularly like) are made very welcome. After leaving my wife and her sister in a sunny but very chilly north east England I headed west along the A69 into Scotland hoping that it would stay dry at least. After a brief stop at Hexham (still cold) I was surprised to find Moffat basking in the low 70s when I arrived there. Sheltered from that bitter wind, that’s how it stayed for the next three days. Perfect motorcycling weather.
Our friends in Scotland are not alone in organising good days riding which are open to all VOC Members. There is no better way to explore new parts of the country than to take part in these events. I would go so far as to say that this is the only way if you are not familiar with the area. The routes are planned by people who know the best roads and where to break the riding at attractive and interesting lunch and coffee stops. I won’t go into the routes in detail. If you ask Raymond Albeson I’m sure he’ll send you his itinerary. Instead here’s Raymond’s introduction on the route sheets:
‘For our fourth annual two day event, the Scottish Centre returns to Dumfries and Galloway 50 miles south from Edinburgh and Glasgow, and just 3 minutes from the A74(M). This makes the perfect base for the two runs around the hills and valleys of Dumfries and Galloway on Tuesday and Wednesday including runs to the Samye Ling Buddhist Centre, Wanlockhead Mining Museum and Dumfries and Galloway Aviation Museum.’
On Tuesday we headed east to Saint Mary’s Loch and an early coffee stop a mere 15 miles. Frankly, we were a bit late getting away because of the photo call outside HQ and everyone’s desire to spend time having a good blather. Parts of the route were familiar from previous years and lunch was at the Lochcarron Visitor Centre in Selkirk. All very conventional, but our next port of call the Samye Ling Buddhist Centre was definitely a bit ‘different’. I’d be surprised if a Club run has visited a Buddhist Temple before but I can vouch that the cup and tea and piece of cake I had there were very good and the people serving in the cafe were quite normal and pleased to see us.
On Tuesday we visited the Lead Mining museum and I was struck by the similarity between this landscape and that of the North Pennines which also has a history of lead mining. As we approached Dumfries Brian Coldicott suffered a rear wheel puncture of his Venom on an awkward section of a busy main road. We were rescued by a young chap with a van who was heading our way. Within minutes Brian’s bike was on the rear lift and safely strapped in place inside the van. The Good Samaritan knew exactly where we were headed so we all followed him to the Aviation Museum where Brian’s bike was unloaded.
Ron Sabey
At the AGM our President Ivan Rhodes had given a special award to Ron Sabey who has been very ill lately. Ron is much better now but has had to give up his post of PRO. I offered to deliver the award and was privileged to be asked to present this to Ron who came to the museum. I think it fair to say that the Museum is just getting off the ground (sorry) but the fine weather meant we could gather round outside after lunch for Ron’s presentation. A local press photographer was there too.
The citation in the AGM minutes alongside Ivan’s award of the President’s Cup (VMCC Cadwell Tankard) to Ron reads
“In recognition of enthusiastic effort as PRO”.
*This is shorthand for the energy and diligence he brought to the post. Ron vigorously promoted the disciplined use of the Club Events Diary, persuading some previously reluctant Centres to use it and urging all Centres to submit their contributions properly and in a timely manner.
He introduced the idea of the Club’s website showing a whole year’s activities as an encouragement to prospective new members.
Ron also developed a set of “Guidelines for Centre Secretaries” which he distributed to all Centre Secretaries and subsequently to those newly elected, which explains the relationships between the Centre Secretaries and the other Club officers and what is expected of them.
Finally, Ron took control of the Club’s stock of show stand equipment, introducing a system whereby the Centres’ needs for the loan of the equipment could be met and the location of the equipment was known at all times. Beforehand, equipment often went missing because nobody could remember who had ‘borrowed’ it last. I think I’m right when I say we now have a proper register where equipment is booked in and out.
Had Ron kept his health, he would no doubt have gone on to do even more for the Club.
*This summary of Ron’s contribution to the Club was written for the AGM presentation by Bill Greenwood, who is our Honorary Secretary.
What else happened? Two of us won large tins of ‘Moffat Toffee’ for riding rigid bikes. Great news for the dental profession. Nearly thirty Velos turned out plus a few other makes. The evening meal at the Buccleuch Arms was the same high standard as three years before. New faces included Mark Newsome and Bill Dickinson from Cumbria. John and Maggie Duguid from the Northumbrian Centre made the trip over from chilly north east England. The involuntary stops were highly amusing and will probably be mentioned elsewhere with suitable snapshots. ‘Don’t drop the jet Jim so we can see if it is blocked’. ‘Oh bugger! Did anybody see where the jet went? The cause of the Brian’s all day puncture was a new Screwfix drill. Nobody had a 19 inch tube with them. Next year? I’d go south east on day one and encourage a meeting with one or more of the English Centres; but I spent a lot of my youth hacking around the Borders on my Velo so I’m biased. Whatever happens I’ll go back for more.
Jim Plant
Alcester
This was the fourth two day event organised by the Scottish Centre and we returned to Moffat where it all began three years ago. A little further north than the last two rallies but in the centre of some excellent motorcycling country. The town seems to acknowledge this and ‘bikers’ (not a term I particularly like) are made very welcome. After leaving my wife and her sister in a sunny but very chilly north east England I headed west along the A69 into Scotland hoping that it would stay dry at least. After a brief stop at Hexham (still cold) I was surprised to find Moffat basking in the low 70s when I arrived there. Sheltered from that bitter wind, that’s how it stayed for the next three days. Perfect motorcycling weather.
Our friends in Scotland are not alone in organising good days riding which are open to all VOC Members. There is no better way to explore new parts of the country than to take part in these events. I would go so far as to say that this is the only way if you are not familiar with the area. The routes are planned by people who know the best roads and where to break the riding at attractive and interesting lunch and coffee stops. I won’t go into the routes in detail. If you ask Raymond Albeson I’m sure he’ll send you his itinerary. Instead here’s Raymond’s introduction on the route sheets:
‘For our fourth annual two day event, the Scottish Centre returns to Dumfries and Galloway 50 miles south from Edinburgh and Glasgow, and just 3 minutes from the A74(M). This makes the perfect base for the two runs around the hills and valleys of Dumfries and Galloway on Tuesday and Wednesday including runs to the Samye Ling Buddhist Centre, Wanlockhead Mining Museum and Dumfries and Galloway Aviation Museum.’
On Tuesday we headed east to Saint Mary’s Loch and an early coffee stop a mere 15 miles. Frankly, we were a bit late getting away because of the photo call outside HQ and everyone’s desire to spend time having a good blather. Parts of the route were familiar from previous years and lunch was at the Lochcarron Visitor Centre in Selkirk. All very conventional, but our next port of call the Samye Ling Buddhist Centre was definitely a bit ‘different’. I’d be surprised if a Club run has visited a Buddhist Temple before but I can vouch that the cup and tea and piece of cake I had there were very good and the people serving in the cafe were quite normal and pleased to see us.
On Tuesday we visited the Lead Mining museum and I was struck by the similarity between this landscape and that of the North Pennines which also has a history of lead mining. As we approached Dumfries Brian Coldicott suffered a rear wheel puncture of his Venom on an awkward section of a busy main road. We were rescued by a young chap with a van who was heading our way. Within minutes Brian’s bike was on the rear lift and safely strapped in place inside the van. The Good Samaritan knew exactly where we were headed so we all followed him to the Aviation Museum where Brian’s bike was unloaded.
Ron Sabey
At the AGM our President Ivan Rhodes had given a special award to Ron Sabey who has been very ill lately. Ron is much better now but has had to give up his post of PRO. I offered to deliver the award and was privileged to be asked to present this to Ron who came to the museum. I think it fair to say that the Museum is just getting off the ground (sorry) but the fine weather meant we could gather round outside after lunch for Ron’s presentation. A local press photographer was there too.
The citation in the AGM minutes alongside Ivan’s award of the President’s Cup (VMCC Cadwell Tankard) to Ron reads
“In recognition of enthusiastic effort as PRO”.
*This is shorthand for the energy and diligence he brought to the post. Ron vigorously promoted the disciplined use of the Club Events Diary, persuading some previously reluctant Centres to use it and urging all Centres to submit their contributions properly and in a timely manner.
He introduced the idea of the Club’s website showing a whole year’s activities as an encouragement to prospective new members.
Ron also developed a set of “Guidelines for Centre Secretaries” which he distributed to all Centre Secretaries and subsequently to those newly elected, which explains the relationships between the Centre Secretaries and the other Club officers and what is expected of them.
Finally, Ron took control of the Club’s stock of show stand equipment, introducing a system whereby the Centres’ needs for the loan of the equipment could be met and the location of the equipment was known at all times. Beforehand, equipment often went missing because nobody could remember who had ‘borrowed’ it last. I think I’m right when I say we now have a proper register where equipment is booked in and out.
Had Ron kept his health, he would no doubt have gone on to do even more for the Club.
*This summary of Ron’s contribution to the Club was written for the AGM presentation by Bill Greenwood, who is our Honorary Secretary.
What else happened? Two of us won large tins of ‘Moffat Toffee’ for riding rigid bikes. Great news for the dental profession. Nearly thirty Velos turned out plus a few other makes. The evening meal at the Buccleuch Arms was the same high standard as three years before. New faces included Mark Newsome and Bill Dickinson from Cumbria. John and Maggie Duguid from the Northumbrian Centre made the trip over from chilly north east England. The involuntary stops were highly amusing and will probably be mentioned elsewhere with suitable snapshots. ‘Don’t drop the jet Jim so we can see if it is blocked’. ‘Oh bugger! Did anybody see where the jet went? The cause of the Brian’s all day puncture was a new Screwfix drill. Nobody had a 19 inch tube with them. Next year? I’d go south east on day one and encourage a meeting with one or more of the English Centres; but I spent a lot of my youth hacking around the Borders on my Velo so I’m biased. Whatever happens I’ll go back for more.
Jim Plant
Alcester
Nancy Sandars Obituary. WW2 Dispatch Rider on a Velocette. Submitted by Tim Miller.
Veloce Rallye Saint Leonard-des-Bois September 11-13 2015
The Rallye was the first such event to be held by the Velocette Club de France.The Rallye was the first such event to be held by the Velocette Club de
France, and was being held to celebrate the 30th anniversary of its
founding, with all members of the Velocette Owners Club invited to take
part. Mike Williams, Devon and Cornwall
section, undertook to publicise the event in the UK, and to liaise with the
organisers where necessary. Can I start
on a personal note by thanking Mike for his hard work and also for putting me
in touch with Mike Coxon; and Mike C. for making space in his van. Without
their help it would have been a very long ride, and Eileen would have had to
stay behind! As it was, I had a short
(just 170 miles!) ride down to Morpeth on the Monday beforehand to deliver
315KPD to Mike C. for transport to France.
Eileen and I set off on the Wednesday from Dundee and made our leisurely way south, boarding the ferry from Poole early on Friday morning, and meeting up with Mike W. whilst on board. Mike was cooling down after dealing with a recalcitrant Venom at the bottom of the boarding ramp. He got his own back when our MINI needed a push at disembarking, he who shall be nameless having left the lights on!
We arrived at Saint Leonard, a pretty little village set in a heavily wooded valley in southern Normandy, at around 5 in the afternoon and eventually located the rallye venue, the Gite de Vandoevre. Here we were welcomed by the French organiser, Richard Leguillon, and his wife Nicole, together with Patrick Valchera, the club president. Mike C. and his wife Sylvia (and my Venom!) were already there, together with most of the group, both French and English. The Gite was large enough to accommodate almost everyone in a simple dormitory style, although several of the couples, including ourselves, had opted for basic hotel accomodation in the Hotel du Bon Laboureur across the street. We spent the evening getting our first dose of traditional French hospitality, good food and quantities of social lubrication making sure the evening passed in a pleasant haze of relaxed bonhomie.
The next morning, we enjoyed petit dejeuner at the Gite, and the rest of the group rolled in, making a total of around 45, including wives and partners. I didn't count but there must have been at least 30 Velos, with a smattering of 'other makes'. (Photos 1 & 2). The UK contingent included the Club chairman, Roger Franklin and his wife Jane from Newport, Fishtail Editor Peter Turnill from Eastleigh, Mike Williams from Exeter, Mike and Sylvia Coxon from Northumberland and a large group from Dorking. Among a roughly equal number of French participants were Richard and Patrick and their respective wives Nicole and Isabelle, and the club chairman Jacques Parmentier. Kind of half way were Philippe and Collette Lelievre fron Guernsey. The Club had arranged for the use of a disused garage as an HQ building and secure storage, and Mike C. and I soon had the Venoms unloaded and checked over. Almost a matched pair! (see photos 3 & 4). What really surprised me, considering the maturity of most of the riders from both the UK and France (some even older than yours truly!) was the number of Venoms in full clubman's trim, plus several Thruxtons. (see photo 5) Perhaps knees last longer the further south you go!
There was a short run out planned for the morning to visit the nearby village of St Ceneri le Gerei, renowned as one of the most picturesque in the whole of France. However, the weather had taken a distinctly threatening turn, with the mist descending on the hills surrounding St Leonard. Nevertheless, persuaded by he who shall not be named that it would soon clear, I set off at the rear of the group dressed for dry weather, as did Mike C. We were soon regretting our foolhardiness, and by the time we arrived in St Ceneri it was coming down like stair rods, and the hill into the village was a torrent. Dismounting, we dived into the nearest bar to escape the deluge, to find three others from our group also taking shelter. After a couple of rounds of coffee the owner brought out the Calvados, and a pleasant hour was spent drying out, after which it was time to return to St Leonard (in much gentler rain!) for lunch, again taken at the Gite.
By the time lunch was over the sun had come out and the roads had dried. In the afternoon we enjoyed a much longer run to visit the attractive medieval town of Fresnay-sur-Sarthe. Mike W. briefed the UK group authoritively, explaining the familiar (to me, anyway!) 'drop-off' system, with himself acting as back marker. Seemingly, no-one had explained to the French guys how it worked, and when we set off (at the back again), I found myself last but one in a group of four, led by Jacques Parmentier aboard his Guzzi V twin and including Mike C and myself with Mike W bringing up the rear. We made our leisurely way over peaceful back roads through la Belle France. Beautiful vistas opened up at every turn, and we passed through an endless succession of quiet little picturesque villages to further gladden the eye, seeing no sign of anyone else on a Velo until we reached Fresnay. Here we caught up with the main group parked up outside the castle ruins in the centre of town. We explored the town, including the beautiful castle gardens, set among the ruins, and admired the view from the battlements over the river Sarthe. (see photos 6 & 7). Cafes and bars were once again visited, and an hour or so passed pleasurably until it was time to return to base. Since all of us were now dressed for wet weather, the sun continued to shine!
Returning to the garage, a photo opportunity was arranged before the bikes were tucked up for the night (see photos 8 & 9). Soon after this, we were treated to the strange sight of several guys apparently beating a formal hedge with various garden tools. Apparently one of the French guys had put his jacket on top of it at some stage, and afterwards couldn't find his car keys, which were in a pocket. Despite enthusiastically thrashing the hedge to death for several minutes, the lost keys failed to materialise. Reportedly the owner's wife was not best pleased at being asked to drive from somewhere in the vicinity of Paris with the spare set!
The formal proceedings, such as they were, were enacted that evening before dinner. After aperitifs served in the Gite courtyard, speeches of appreciation were deliverered to an enthusiastic audience. (see photo 10) Richard and Mike W., each rose magnificently to the challenge of speaking in the other's language, and Jaques Parmentier also delivered his speech in fluent English. After an exchange of momentos by the principal players, we went in to dinner. (see photos 11,12 13 and 14).
Another excellent meal was served in a happy atmosphere, with l'entente cordial and a spirit of joie de vivre well to the fore. Once inhibitions had been lowered by liberal quanties of red wine, Dave Gladwell, one of the more senior of the Dorking group, got out his harmonica, and the rafters were soon being lifted by spirited renditions of 'La Marseilleise' and 'Land of Hope and Glory'. (see photos 15 and 16). Celebrations continued well into the the night, the party finally breaking up around midnight.
Next morning, the weather had unfortunately closed in again, and the planned run was abandoned in favour of an early departure, most of the UK contingent having ferry crossings booked later in the day. Eileen and I were staying in France to visit family, and were able to stay on to wish everyone safe journey. (see photos 17,18, and 19)
Despite the weather, it was a great experience. Merci beaucoup a Richard, Patrick, Nicole and everyone in France for staging a memorable event and to Mike Williams once again for his initiative in organising the UK end, his enthusiastic encouragement and for keeping us all informed on progress throughout.
I think I can safely say that everyone from the UK had a great time, with the possible exception of Brian Ling, who I understand had some kind of coming together soon after leaving St. Leonard on the Sunday, resulting in a cracked toe and bruising, and some damage to the MSS. Richard and Nicole provided aftercare and both Brian and bike are now back in the UK, and I believe Brian is recovering well. I can't speak for the Velo!
Perhaps a return match in the UK might be in order? Let's do it soon! A bientot!
Eileen and I set off on the Wednesday from Dundee and made our leisurely way south, boarding the ferry from Poole early on Friday morning, and meeting up with Mike W. whilst on board. Mike was cooling down after dealing with a recalcitrant Venom at the bottom of the boarding ramp. He got his own back when our MINI needed a push at disembarking, he who shall be nameless having left the lights on!
We arrived at Saint Leonard, a pretty little village set in a heavily wooded valley in southern Normandy, at around 5 in the afternoon and eventually located the rallye venue, the Gite de Vandoevre. Here we were welcomed by the French organiser, Richard Leguillon, and his wife Nicole, together with Patrick Valchera, the club president. Mike C. and his wife Sylvia (and my Venom!) were already there, together with most of the group, both French and English. The Gite was large enough to accommodate almost everyone in a simple dormitory style, although several of the couples, including ourselves, had opted for basic hotel accomodation in the Hotel du Bon Laboureur across the street. We spent the evening getting our first dose of traditional French hospitality, good food and quantities of social lubrication making sure the evening passed in a pleasant haze of relaxed bonhomie.
The next morning, we enjoyed petit dejeuner at the Gite, and the rest of the group rolled in, making a total of around 45, including wives and partners. I didn't count but there must have been at least 30 Velos, with a smattering of 'other makes'. (Photos 1 & 2). The UK contingent included the Club chairman, Roger Franklin and his wife Jane from Newport, Fishtail Editor Peter Turnill from Eastleigh, Mike Williams from Exeter, Mike and Sylvia Coxon from Northumberland and a large group from Dorking. Among a roughly equal number of French participants were Richard and Patrick and their respective wives Nicole and Isabelle, and the club chairman Jacques Parmentier. Kind of half way were Philippe and Collette Lelievre fron Guernsey. The Club had arranged for the use of a disused garage as an HQ building and secure storage, and Mike C. and I soon had the Venoms unloaded and checked over. Almost a matched pair! (see photos 3 & 4). What really surprised me, considering the maturity of most of the riders from both the UK and France (some even older than yours truly!) was the number of Venoms in full clubman's trim, plus several Thruxtons. (see photo 5) Perhaps knees last longer the further south you go!
There was a short run out planned for the morning to visit the nearby village of St Ceneri le Gerei, renowned as one of the most picturesque in the whole of France. However, the weather had taken a distinctly threatening turn, with the mist descending on the hills surrounding St Leonard. Nevertheless, persuaded by he who shall not be named that it would soon clear, I set off at the rear of the group dressed for dry weather, as did Mike C. We were soon regretting our foolhardiness, and by the time we arrived in St Ceneri it was coming down like stair rods, and the hill into the village was a torrent. Dismounting, we dived into the nearest bar to escape the deluge, to find three others from our group also taking shelter. After a couple of rounds of coffee the owner brought out the Calvados, and a pleasant hour was spent drying out, after which it was time to return to St Leonard (in much gentler rain!) for lunch, again taken at the Gite.
By the time lunch was over the sun had come out and the roads had dried. In the afternoon we enjoyed a much longer run to visit the attractive medieval town of Fresnay-sur-Sarthe. Mike W. briefed the UK group authoritively, explaining the familiar (to me, anyway!) 'drop-off' system, with himself acting as back marker. Seemingly, no-one had explained to the French guys how it worked, and when we set off (at the back again), I found myself last but one in a group of four, led by Jacques Parmentier aboard his Guzzi V twin and including Mike C and myself with Mike W bringing up the rear. We made our leisurely way over peaceful back roads through la Belle France. Beautiful vistas opened up at every turn, and we passed through an endless succession of quiet little picturesque villages to further gladden the eye, seeing no sign of anyone else on a Velo until we reached Fresnay. Here we caught up with the main group parked up outside the castle ruins in the centre of town. We explored the town, including the beautiful castle gardens, set among the ruins, and admired the view from the battlements over the river Sarthe. (see photos 6 & 7). Cafes and bars were once again visited, and an hour or so passed pleasurably until it was time to return to base. Since all of us were now dressed for wet weather, the sun continued to shine!
Returning to the garage, a photo opportunity was arranged before the bikes were tucked up for the night (see photos 8 & 9). Soon after this, we were treated to the strange sight of several guys apparently beating a formal hedge with various garden tools. Apparently one of the French guys had put his jacket on top of it at some stage, and afterwards couldn't find his car keys, which were in a pocket. Despite enthusiastically thrashing the hedge to death for several minutes, the lost keys failed to materialise. Reportedly the owner's wife was not best pleased at being asked to drive from somewhere in the vicinity of Paris with the spare set!
The formal proceedings, such as they were, were enacted that evening before dinner. After aperitifs served in the Gite courtyard, speeches of appreciation were deliverered to an enthusiastic audience. (see photo 10) Richard and Mike W., each rose magnificently to the challenge of speaking in the other's language, and Jaques Parmentier also delivered his speech in fluent English. After an exchange of momentos by the principal players, we went in to dinner. (see photos 11,12 13 and 14).
Another excellent meal was served in a happy atmosphere, with l'entente cordial and a spirit of joie de vivre well to the fore. Once inhibitions had been lowered by liberal quanties of red wine, Dave Gladwell, one of the more senior of the Dorking group, got out his harmonica, and the rafters were soon being lifted by spirited renditions of 'La Marseilleise' and 'Land of Hope and Glory'. (see photos 15 and 16). Celebrations continued well into the the night, the party finally breaking up around midnight.
Next morning, the weather had unfortunately closed in again, and the planned run was abandoned in favour of an early departure, most of the UK contingent having ferry crossings booked later in the day. Eileen and I were staying in France to visit family, and were able to stay on to wish everyone safe journey. (see photos 17,18, and 19)
Despite the weather, it was a great experience. Merci beaucoup a Richard, Patrick, Nicole and everyone in France for staging a memorable event and to Mike Williams once again for his initiative in organising the UK end, his enthusiastic encouragement and for keeping us all informed on progress throughout.
I think I can safely say that everyone from the UK had a great time, with the possible exception of Brian Ling, who I understand had some kind of coming together soon after leaving St. Leonard on the Sunday, resulting in a cracked toe and bruising, and some damage to the MSS. Richard and Nicole provided aftercare and both Brian and bike are now back in the UK, and I believe Brian is recovering well. I can't speak for the Velo!
Perhaps a return match in the UK might be in order? Let's do it soon! A bientot!
Malcolm's Angus Run 2015
Glasgow Herald Article. After the Borders Run. David Rankin's trip home recorded by journalist.
ETHANOL IN PETROL
Whilst attending the Velocette Border Run a few weeks back, the subject of ethanol in petrol, and the effect on our old machines came up once again. Whilst not suggesting any expertise in this matter, I have made a study of the available information, and have decided upon an ethanol control regime, at least for my Velocettes and my classic Jaguar.
First, why all the bother about ethanol, and why do they put it in petrol anyway?
First and foremost, it is part of the UK Government’s attempts to be green. Ethanol is a renewable, a biofuel, which is fermented from many sources of starch, such as wheat, corn, barley, even potatoes. It has been added to petrol at a rate of 5% up to now, called E5, (normal undiluted petrol is E0). However, since March 2013, legislation allows 10% ethanol (E10). The British Standard for this is EN228.
The good news for us is that so far, I don’t think any petrol company has marketed any E10. If/when they do, the pump will have to carry a warning:-
“Unleaded Petrol 95 E10 - Not suitable for all vehicles BSEN228”
Tesco’s Fuel Director recently stated that “ultimately, E10 will be the standard regular unleaded petrol grade”, so it is coming. That said, there is no Government pressure to mandate the 10% level, it is up to the suppliers for the moment at least.
Why should we be concerned about this?
Ethanol is hygroscopic, (attracts water) and encourages corrosion. It also acts as a solvent. It can be damaging to the fuel system components on older vehicles. The list includes, copper, brass, ferrous metals, zinc, aluminium, cork, rubber, plastic (hoses) and also epoxy resins and fibre-glass tanks. In addition, there is a higher risk of galvanic corrosion as petrol is a poor conductor of electricity but ethanol is a good conductor, (about the same as water). Even worse, ethanol makes petrol decay faster, as a result of the extra oxygen, and it can cause sludge and varnish on the carb components if left untreated for the winter.
Even at the 5% level, ethanol will alter the fuel/air ratio and can lead to unadjusted engines running weak. Additionally, the US experience of E10 ethanol in petrol is that it reduces the miles per gallon by about 5%.
I should point out that it is generally considered that vehicles constructed after 2002, should be resistant to ethanol in fuel.
There is still some good news for our “oldies” though!
I have an ethanol testing kit, ( E-Test Kit ) bought for £19.90 from Frosts.*
(part no. is Z600 if you are interested).
I have tested a number of different brands, and generally, 95 rated fuels are all 5% ethanol. However, all the Super fuels I have tested, are free of ethanol, (for the moment). A short term solution therefore is to buy only the top grade, where it is available.
Given that it often is not available locally, then action needs to be taken to mitigate the negative effects of E5.
I use a Frost product called Ethomix. I’m sure there are other products that do the job, but this one comes recommended by FBHVC. It’s added to the tank at the rate of 1 ml per litre, ( the bottle is good for 250 litres). It says that it prevents corrosion in the fuel system and internal engine components. It protects against gum and resin build up, and carbon deposits. It prevents clogged carburettors, injectors, filters and fuel lines. It works for 2 and 4 stroke engines, and stabilises ethanol-blended fuels.
I use two other products to manage ethanol and the fact that my bikes and classic car sometimes sit for weeks without running, and certainly sit throughout the winter in a nice, warm garage.
One I have used for years. It’s a Briggs & Stratton product called Fuel Fit. I only use this when I lay a vehicle up for a long time like the winter, and it has always worked well for me, with no varnish or other gunk in the carbs when I come to start up in the Spring. It is supposed to stabilise petrol for up to three years, and provides an internal coating to protect engine parts. That said, it does not profess to be an anti ethanol product.It’s available from Garden Centres, and Garden Power tool engineers, anyone who sells lawnmowers will probably stock it. It is used at the rate of 100ml to 10 litres of fuel, and is quite inexpensive.
Lastly, I use another product for my Classic Jaguar. This is because it was designed to run on 4 star leaded fuel, (100 octane), and that just is not available at the pump any longer. This product is MILLERS OILS VSP Power Plus. I don’t use it in my Velo’s, as they were converted to run on unleaded petrol years ago. Millers claim that it prevents ethanol corrosion and valve seat recession, and added to unleaded petrol, becomes a replacement for 4 star leaded.
It also enjoys a recommendation from FBHVC, as providing protection against corrosion in metals. However, I use it in my classic car, because it also adds about 3 ron to the 97 ron Super petrol you can buy at the pumps. This is used at the rate of a 250 ml bottle for every 40 litres of Super, so it is not cheap. If you think you need a 4star equivalent in your bike, then this is the product to use.
Just to be clear, I use Ethomix in my Velo’s every time I refuel.
I use the Millers VSP Power Plus in my Classic car, every time I refuel.
I use the Fuel Fit product in both the Velo’s and the Car, when they are laid up for any extended period of time, and certainly throughout the winter months.
I hope you find this helpful and informative. There are those who will tell you that all this is unnecessary, but I work from the premise that I am not going to take any chances with my classic machines!
It would be interesting to hear what regimes other Velo-Fellows are following!
Rob Falconer
Scottish Centre
PLEASE NOTE THAT THE CLUB DOES NOT ENDORSE ANY OF THE PRODUCTS MENTIONED IN THE ARTICLE, AND THESE ARE SIMPLY ROB'S PERSONAL EXPERIENCES. MEMBERS WHO USE THE PRODUCTS DO SO AT THEIR OWN RISK AND THE CLUB CANNOT BE HELD RESPONSIBLE FOR THEIR PERFORMANCE.YOU ARE ADVISED TO DO YOUR OWN RESEARCH BEFORE USING ANY FUEL ADDITIVES IN YOUR BIKE.
*Rob has let us know that the ethanol testing kit referred to in the article has now been discontinued by the manufacturer.
First, why all the bother about ethanol, and why do they put it in petrol anyway?
First and foremost, it is part of the UK Government’s attempts to be green. Ethanol is a renewable, a biofuel, which is fermented from many sources of starch, such as wheat, corn, barley, even potatoes. It has been added to petrol at a rate of 5% up to now, called E5, (normal undiluted petrol is E0). However, since March 2013, legislation allows 10% ethanol (E10). The British Standard for this is EN228.
The good news for us is that so far, I don’t think any petrol company has marketed any E10. If/when they do, the pump will have to carry a warning:-
“Unleaded Petrol 95 E10 - Not suitable for all vehicles BSEN228”
Tesco’s Fuel Director recently stated that “ultimately, E10 will be the standard regular unleaded petrol grade”, so it is coming. That said, there is no Government pressure to mandate the 10% level, it is up to the suppliers for the moment at least.
Why should we be concerned about this?
Ethanol is hygroscopic, (attracts water) and encourages corrosion. It also acts as a solvent. It can be damaging to the fuel system components on older vehicles. The list includes, copper, brass, ferrous metals, zinc, aluminium, cork, rubber, plastic (hoses) and also epoxy resins and fibre-glass tanks. In addition, there is a higher risk of galvanic corrosion as petrol is a poor conductor of electricity but ethanol is a good conductor, (about the same as water). Even worse, ethanol makes petrol decay faster, as a result of the extra oxygen, and it can cause sludge and varnish on the carb components if left untreated for the winter.
Even at the 5% level, ethanol will alter the fuel/air ratio and can lead to unadjusted engines running weak. Additionally, the US experience of E10 ethanol in petrol is that it reduces the miles per gallon by about 5%.
I should point out that it is generally considered that vehicles constructed after 2002, should be resistant to ethanol in fuel.
There is still some good news for our “oldies” though!
I have an ethanol testing kit, ( E-Test Kit ) bought for £19.90 from Frosts.*
(part no. is Z600 if you are interested).
I have tested a number of different brands, and generally, 95 rated fuels are all 5% ethanol. However, all the Super fuels I have tested, are free of ethanol, (for the moment). A short term solution therefore is to buy only the top grade, where it is available.
Given that it often is not available locally, then action needs to be taken to mitigate the negative effects of E5.
I use a Frost product called Ethomix. I’m sure there are other products that do the job, but this one comes recommended by FBHVC. It’s added to the tank at the rate of 1 ml per litre, ( the bottle is good for 250 litres). It says that it prevents corrosion in the fuel system and internal engine components. It protects against gum and resin build up, and carbon deposits. It prevents clogged carburettors, injectors, filters and fuel lines. It works for 2 and 4 stroke engines, and stabilises ethanol-blended fuels.
I use two other products to manage ethanol and the fact that my bikes and classic car sometimes sit for weeks without running, and certainly sit throughout the winter in a nice, warm garage.
One I have used for years. It’s a Briggs & Stratton product called Fuel Fit. I only use this when I lay a vehicle up for a long time like the winter, and it has always worked well for me, with no varnish or other gunk in the carbs when I come to start up in the Spring. It is supposed to stabilise petrol for up to three years, and provides an internal coating to protect engine parts. That said, it does not profess to be an anti ethanol product.It’s available from Garden Centres, and Garden Power tool engineers, anyone who sells lawnmowers will probably stock it. It is used at the rate of 100ml to 10 litres of fuel, and is quite inexpensive.
Lastly, I use another product for my Classic Jaguar. This is because it was designed to run on 4 star leaded fuel, (100 octane), and that just is not available at the pump any longer. This product is MILLERS OILS VSP Power Plus. I don’t use it in my Velo’s, as they were converted to run on unleaded petrol years ago. Millers claim that it prevents ethanol corrosion and valve seat recession, and added to unleaded petrol, becomes a replacement for 4 star leaded.
It also enjoys a recommendation from FBHVC, as providing protection against corrosion in metals. However, I use it in my classic car, because it also adds about 3 ron to the 97 ron Super petrol you can buy at the pumps. This is used at the rate of a 250 ml bottle for every 40 litres of Super, so it is not cheap. If you think you need a 4star equivalent in your bike, then this is the product to use.
Just to be clear, I use Ethomix in my Velo’s every time I refuel.
I use the Millers VSP Power Plus in my Classic car, every time I refuel.
I use the Fuel Fit product in both the Velo’s and the Car, when they are laid up for any extended period of time, and certainly throughout the winter months.
I hope you find this helpful and informative. There are those who will tell you that all this is unnecessary, but I work from the premise that I am not going to take any chances with my classic machines!
It would be interesting to hear what regimes other Velo-Fellows are following!
Rob Falconer
Scottish Centre
PLEASE NOTE THAT THE CLUB DOES NOT ENDORSE ANY OF THE PRODUCTS MENTIONED IN THE ARTICLE, AND THESE ARE SIMPLY ROB'S PERSONAL EXPERIENCES. MEMBERS WHO USE THE PRODUCTS DO SO AT THEIR OWN RISK AND THE CLUB CANNOT BE HELD RESPONSIBLE FOR THEIR PERFORMANCE.YOU ARE ADVISED TO DO YOUR OWN RESEARCH BEFORE USING ANY FUEL ADDITIVES IN YOUR BIKE.
*Rob has let us know that the ethanol testing kit referred to in the article has now been discontinued by the manufacturer.
Borders Run, Lauder 19th and 20th May 2015
For our third annual midweek 2 day event we chose the picturesque village of Lauder in the Scottish Borders, 27 miles south east of Edinburgh.
On the Tuesday morning 23 valiant souls, coming from Scotland, England, Ireland and Wales, congregated outside our base, the Lauderdale Hotel.
After a quick photo call we set out towards Duns for our first stop. Brian Cook, our Past Chairman, had arranged a coffee stop at the Black Bull Hotel, where we were also able to use the car park. We were met there by Eric Bushell, who was without bike, but had come up from Durham to soak up the atmosphere.
Suitably refreshed, we walked the couple of hundred yards to the Jim Clark Rooms which is the home to a unique collection of over 100 trophies and memorabilia including both Jim Clark’s historic Formula 1 World Championship cups from 1963 and 1965 and the Indianapolis 500 trophy from 1965. The display charts the remarkable success of this still much loved driver up to his untimely death in 1968.
We had noticed that Peter Oram, who was acting as sweeper had not yet turned up, however eventually Jim McKechnie and him parked outside the museum and we were entertained by the tale of Jim’s throttle cable on his Mikuni carb snapping, and after an Einstein moment, Peter cobbling together the Go Faster Brake, by connecting the throttle cable to the front brake with a solderless nipple. Jim managed to get a cable repair kit at the local bike shop and set off to his sister’s house in Melrose to raid his brother in law’s garage.
We set off again on the sweeping roads, through Chirnside, and passing the splendour of Paxton House, to the Border, crossing into England via the Union Chain Bridge at Fishwick. When it was opened in 1820 it was the longest wrought iron suspension bridge in the world, and the oldest still used for vehicles. It was a bit of an adventure negotiating the narrow roadway on such an ancient structure.
A couple of hundred yards over the bridge we turned into our lunch stop, the Chain Bridge Honey Farm. As well as a visitor centre on beekeeping, the farm has an extensive vehicle and memorabilia collection, including a wartime Austin fire engine, Saladin Armoured Personnel Carrier, ERF lorry and a vast number of tractors, crawlers and other pieces of heavy machinery. The high point for us was the café , which is a converted Bristol bus. Cakes, sandwiches and drinks could be bought downstairs and either consumed outside on the patio, or upstairs on the bus, where there is a panoramic view of the local countryside.
After a relaxing lunch in the glorious sunshine, we tore ourselves away from the Honey Farm to wend our way back via Cornhill and Kelso, where we experienced the only rain on the trip, and this only lasted a few minutes. A quick fuel stop and we were off back towards Lauder.
Our Dinner at the Lauderdale Hotel on Tuesday evening was attended by 27. Alastair Alexander had made the trek from Edinburgh. He had set out to participate in the run in the morning, but when he started the Venom, the castellated nut on the final drive had flown off across the road into the undergrowth as soon as he started the engine, so with the run side lined, coming to the dinner was the next best thing.
After a splendid dinner, we handed out a few prizes. Rod Fuller was given the prize for furthest travelled, but more of that later. John Carter got the award of Spirit of the Run for his faithful, much modified rigid MAC. The award for Best Patina (that is the bike with nearly as much rust and oil as my Venom) went to David Rankin. Special prizes of Best Bodge went jointly to Peter Oram and Jim McKechnie for the Go Faster Brake. Each received a jar of Chain Bridge Honey, since Jim hadn’t managed to get that far! After Brian Cook said a few words of thanks, we adjourned to the bar to prepare ourselves for the next day.
It was a sunny start to Day 2. A couple of my ‘Deliberate Errors’ were spotted on the route instructions, but with the words ‘Follow the words, not the arrows ringing in everyone’s ears, we set off in the direction of Stow. Tim Miller had informed us that there was a road closure, so we agreed to carry on down the A7 before re-joining our original route. This is where the fun started. Bob Huxby, Ralph Ballinger, and a few others decided to turn right at Stow, and hammered off down the road for a zoom. Our group turned left as agreed. It later transpired that the next group were waved through the road works onto the ‘closed’ road. Peter Oram later found Bob, Ralph and friends on the A72 near Clovenfords and directed them to Walkerburn for cake and coffee.
Tim Miller and Jim McKechnie missed the turnoff at Peel where we eventually got back onto the route. This led us to the narrow bridge over the River Tweed and onto the single track road which meanders along the edge of the Elibank and Traquair Forest. After a few miles we turned back onto the A72 at Walkerburn and had a quick sprint to Innerleithen, where we found Jim and Tim‘s more direct route had got them to the ice cream shop first. With our group now parked up, the queue for ice creams swiftly grew. After many vanillas, raspberry ripple and toffee crunches had been consumed in the sun, we finally got back on our bikes and headed towards Peebles via Traquair House, the oldest inhabited house in Scotland, dating back to 1107.
We finally reached Peebles and parked up. I had discovered that, due to my confusion over who was riding what, who has been trailered up and what routes some people took to get to the start, that the furthest travelled was actually Colin McMurray, who had ridden over 450miles to get to Lauder. John Stack had travelled a few miles less, but he was forgiven for doing this on his BMW, as his Venom rebuild was not finished in time. I got a chance to give Colin the prize he should have got the previous night before he and John went off to have a look around the splendour of Dawyck Botanic Gardens.
The rest of the group started up again and we went through Peebles on the A72, but soon turned off the back road to Eddleston, dodging the sheep wandering up the middle of the road. We then headed across the A703 towards Gladstone Reservoir. A quick blast up the A7 took us to the turnoff to Gilston and over Fala Moor to the A68 and the home run to Lauder.
Rod Fuller and Peter Downham had managed to get back ahead of the pack, even after stopping at Traquair House for coffee, and the other groups gradually filled up the car park in the next hour or so.
With the Run over for another year, thanks to Brian Cook for setting the first day route, even though he managed to sell his Venom and couldn’t do the run himself, and to Peter Oram for acting as Sweeper on both days. And a big Thank You to all you who took part. Now, what are we going to do next year…..
On the Tuesday morning 23 valiant souls, coming from Scotland, England, Ireland and Wales, congregated outside our base, the Lauderdale Hotel.
After a quick photo call we set out towards Duns for our first stop. Brian Cook, our Past Chairman, had arranged a coffee stop at the Black Bull Hotel, where we were also able to use the car park. We were met there by Eric Bushell, who was without bike, but had come up from Durham to soak up the atmosphere.
Suitably refreshed, we walked the couple of hundred yards to the Jim Clark Rooms which is the home to a unique collection of over 100 trophies and memorabilia including both Jim Clark’s historic Formula 1 World Championship cups from 1963 and 1965 and the Indianapolis 500 trophy from 1965. The display charts the remarkable success of this still much loved driver up to his untimely death in 1968.
We had noticed that Peter Oram, who was acting as sweeper had not yet turned up, however eventually Jim McKechnie and him parked outside the museum and we were entertained by the tale of Jim’s throttle cable on his Mikuni carb snapping, and after an Einstein moment, Peter cobbling together the Go Faster Brake, by connecting the throttle cable to the front brake with a solderless nipple. Jim managed to get a cable repair kit at the local bike shop and set off to his sister’s house in Melrose to raid his brother in law’s garage.
We set off again on the sweeping roads, through Chirnside, and passing the splendour of Paxton House, to the Border, crossing into England via the Union Chain Bridge at Fishwick. When it was opened in 1820 it was the longest wrought iron suspension bridge in the world, and the oldest still used for vehicles. It was a bit of an adventure negotiating the narrow roadway on such an ancient structure.
A couple of hundred yards over the bridge we turned into our lunch stop, the Chain Bridge Honey Farm. As well as a visitor centre on beekeeping, the farm has an extensive vehicle and memorabilia collection, including a wartime Austin fire engine, Saladin Armoured Personnel Carrier, ERF lorry and a vast number of tractors, crawlers and other pieces of heavy machinery. The high point for us was the café , which is a converted Bristol bus. Cakes, sandwiches and drinks could be bought downstairs and either consumed outside on the patio, or upstairs on the bus, where there is a panoramic view of the local countryside.
After a relaxing lunch in the glorious sunshine, we tore ourselves away from the Honey Farm to wend our way back via Cornhill and Kelso, where we experienced the only rain on the trip, and this only lasted a few minutes. A quick fuel stop and we were off back towards Lauder.
Our Dinner at the Lauderdale Hotel on Tuesday evening was attended by 27. Alastair Alexander had made the trek from Edinburgh. He had set out to participate in the run in the morning, but when he started the Venom, the castellated nut on the final drive had flown off across the road into the undergrowth as soon as he started the engine, so with the run side lined, coming to the dinner was the next best thing.
After a splendid dinner, we handed out a few prizes. Rod Fuller was given the prize for furthest travelled, but more of that later. John Carter got the award of Spirit of the Run for his faithful, much modified rigid MAC. The award for Best Patina (that is the bike with nearly as much rust and oil as my Venom) went to David Rankin. Special prizes of Best Bodge went jointly to Peter Oram and Jim McKechnie for the Go Faster Brake. Each received a jar of Chain Bridge Honey, since Jim hadn’t managed to get that far! After Brian Cook said a few words of thanks, we adjourned to the bar to prepare ourselves for the next day.
It was a sunny start to Day 2. A couple of my ‘Deliberate Errors’ were spotted on the route instructions, but with the words ‘Follow the words, not the arrows ringing in everyone’s ears, we set off in the direction of Stow. Tim Miller had informed us that there was a road closure, so we agreed to carry on down the A7 before re-joining our original route. This is where the fun started. Bob Huxby, Ralph Ballinger, and a few others decided to turn right at Stow, and hammered off down the road for a zoom. Our group turned left as agreed. It later transpired that the next group were waved through the road works onto the ‘closed’ road. Peter Oram later found Bob, Ralph and friends on the A72 near Clovenfords and directed them to Walkerburn for cake and coffee.
Tim Miller and Jim McKechnie missed the turnoff at Peel where we eventually got back onto the route. This led us to the narrow bridge over the River Tweed and onto the single track road which meanders along the edge of the Elibank and Traquair Forest. After a few miles we turned back onto the A72 at Walkerburn and had a quick sprint to Innerleithen, where we found Jim and Tim‘s more direct route had got them to the ice cream shop first. With our group now parked up, the queue for ice creams swiftly grew. After many vanillas, raspberry ripple and toffee crunches had been consumed in the sun, we finally got back on our bikes and headed towards Peebles via Traquair House, the oldest inhabited house in Scotland, dating back to 1107.
We finally reached Peebles and parked up. I had discovered that, due to my confusion over who was riding what, who has been trailered up and what routes some people took to get to the start, that the furthest travelled was actually Colin McMurray, who had ridden over 450miles to get to Lauder. John Stack had travelled a few miles less, but he was forgiven for doing this on his BMW, as his Venom rebuild was not finished in time. I got a chance to give Colin the prize he should have got the previous night before he and John went off to have a look around the splendour of Dawyck Botanic Gardens.
The rest of the group started up again and we went through Peebles on the A72, but soon turned off the back road to Eddleston, dodging the sheep wandering up the middle of the road. We then headed across the A703 towards Gladstone Reservoir. A quick blast up the A7 took us to the turnoff to Gilston and over Fala Moor to the A68 and the home run to Lauder.
Rod Fuller and Peter Downham had managed to get back ahead of the pack, even after stopping at Traquair House for coffee, and the other groups gradually filled up the car park in the next hour or so.
With the Run over for another year, thanks to Brian Cook for setting the first day route, even though he managed to sell his Venom and couldn’t do the run himself, and to Peter Oram for acting as Sweeper on both days. And a big Thank You to all you who took part. Now, what are we going to do next year…..
Spring Run April 12th 2015
I believe it is called “Sod’s law”: Why I do not know, but it seemed to apply to the day’s weather. After a week of glorious sunshine and temperatures of 20 degrees, this morning was wet, windy and cold. I knew some members from far afield had booked in to local B&B’s, but would they still want to ride out, or would anyone? Some genuine apologies had been tendered in the preceding weeks, so already I was expecting a low turnout.
Anyway, I on with my layers, packed the lovingly prepared route sheets and rolled out the Venom. It started first kick (honestly!) It likes the rain even if I do not. Only 14 miles down to Dunblane but wet ones all gloomy and spray on the A9.
My concerns over participation had been in vain. Arriving an hour early for the 11 o’ clock start, some guys and gals were already there in the lee of the magnificent Cathedral, determined to ignore the elements. Lo and behold, in all twelve hardy riders turned up, albeit one on a Pan European and George Muir in a LANDROVER DISCOVERY! In addition, Harry Craxton, Ron Martin, plus one other had come fifty miles from different direction just to see us off.
Surprise, surprise, even before we set off the rain began to clear. The worshippers for the morning service came and filled their car park. With them came a glimpse of sun and giving Rob Falconer a push start warmed some of us up. Alas Rob then disappeared. We could not wait any longer, so off we went.
After 10 miles, blue sky and sunshine filled the sky. Still cold air, but overnight snow adorned the hills and mountains. Perthshire is magnificent, and superb motorcycling country. At this point I felt truly sorry for those who had chosen instead to attend the Forfar Jumble. Not true--- I did not ---serves them right for missing riding their Velos. Spending the day inside in a cattle market—Yuk!
I was tail end Charlie and nearing Dunkeld, the missing Rob Falconer suddenly overtook me on his Clubman. Later I forgot to ask him where he had been (There is some history of him getting lost—so no great surprise!)
Everyone did their own thing at the Dunkeld lunchstop. Maurice Clarke and I even walked by Thomas Telford’s famous arched bridge and through the Cathedral grounds. NB. I was introducing history and culture to this ride!
So on to Auchterarder, crossing the River Tay at Caputh, and involving a lot of awkward turns. Good that Malcolm Kervell is becoming very skilled at following my route sheets. He said I had missed out one road sign, but in fact it had been knocked over by some inconsiderate motorist in the last few days.
Next stop was the Tractor and Velocette collection. Fair to say we were all agog, not only with the machines but the stunning panoramic views stretching to the Cairngorms, Ben Vorlich and beyond. Ben Nevis too can be seen in certain lights. Some of the tractors got fired up including one using the starting handle. What great sounds. The hosts served us tea, coffee and biscuits, for which we were extremely grateful. Some candid camera shots were taken.
The last lap was over Sheriffmuir. In those glorious thirteen miles, we only saw one car and it was parked. We took our farewells back at Dunblane, all satisfied having had a good day out.
Tim Miller was man of the match who rode from Bridge of Weir through horrendous rain in the morning. His mileage for the day was 225. Bravo Tim.
George Muir followed us around the route in his Discovery as he does not ride now. It was really good to have him along. His knowledge is extraordinary, and we were truly glad to have him with us.
One more mention of George. I had lagged behind “le peleton” near Murthly, so made an effort to catch up. The Venom is good at doing so, providing there are no speed traps. At this point I had forgotten George was behind me, so later I was gently chided by him for ignoring the law of the land.
Thank you to all who joined in the run. You are a very special set of stalwarts.
Peter Oram
Anyway, I on with my layers, packed the lovingly prepared route sheets and rolled out the Venom. It started first kick (honestly!) It likes the rain even if I do not. Only 14 miles down to Dunblane but wet ones all gloomy and spray on the A9.
My concerns over participation had been in vain. Arriving an hour early for the 11 o’ clock start, some guys and gals were already there in the lee of the magnificent Cathedral, determined to ignore the elements. Lo and behold, in all twelve hardy riders turned up, albeit one on a Pan European and George Muir in a LANDROVER DISCOVERY! In addition, Harry Craxton, Ron Martin, plus one other had come fifty miles from different direction just to see us off.
Surprise, surprise, even before we set off the rain began to clear. The worshippers for the morning service came and filled their car park. With them came a glimpse of sun and giving Rob Falconer a push start warmed some of us up. Alas Rob then disappeared. We could not wait any longer, so off we went.
After 10 miles, blue sky and sunshine filled the sky. Still cold air, but overnight snow adorned the hills and mountains. Perthshire is magnificent, and superb motorcycling country. At this point I felt truly sorry for those who had chosen instead to attend the Forfar Jumble. Not true--- I did not ---serves them right for missing riding their Velos. Spending the day inside in a cattle market—Yuk!
I was tail end Charlie and nearing Dunkeld, the missing Rob Falconer suddenly overtook me on his Clubman. Later I forgot to ask him where he had been (There is some history of him getting lost—so no great surprise!)
Everyone did their own thing at the Dunkeld lunchstop. Maurice Clarke and I even walked by Thomas Telford’s famous arched bridge and through the Cathedral grounds. NB. I was introducing history and culture to this ride!
So on to Auchterarder, crossing the River Tay at Caputh, and involving a lot of awkward turns. Good that Malcolm Kervell is becoming very skilled at following my route sheets. He said I had missed out one road sign, but in fact it had been knocked over by some inconsiderate motorist in the last few days.
Next stop was the Tractor and Velocette collection. Fair to say we were all agog, not only with the machines but the stunning panoramic views stretching to the Cairngorms, Ben Vorlich and beyond. Ben Nevis too can be seen in certain lights. Some of the tractors got fired up including one using the starting handle. What great sounds. The hosts served us tea, coffee and biscuits, for which we were extremely grateful. Some candid camera shots were taken.
The last lap was over Sheriffmuir. In those glorious thirteen miles, we only saw one car and it was parked. We took our farewells back at Dunblane, all satisfied having had a good day out.
Tim Miller was man of the match who rode from Bridge of Weir through horrendous rain in the morning. His mileage for the day was 225. Bravo Tim.
George Muir followed us around the route in his Discovery as he does not ride now. It was really good to have him along. His knowledge is extraordinary, and we were truly glad to have him with us.
One more mention of George. I had lagged behind “le peleton” near Murthly, so made an effort to catch up. The Venom is good at doing so, providing there are no speed traps. At this point I had forgotten George was behind me, so later I was gently chided by him for ignoring the law of the land.
Thank you to all who joined in the run. You are a very special set of stalwarts.
Peter Oram
Velocette Climbs Criffel
A clipping from the Dumfries and Galloway Standard of in May 1935 of local dealer Robert Grant using a GTP to climb Criffel. The bike looks to be a 1930 model by the hand change and the headlight, so was a bit long in the tooth even then. I might try repeating the feat once I get one of my GTPs running.
RA
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9 DAYS ON A 1931 KSS by Bill Dunlop
A couple of years ago I bought my 1st Velocette – a 1931 KSS MK1! It looked great but the engine over-oiled and left an oily mess everywhere.
Anyway I have sorted that now and I do like to use my bikes not just for the odd run but regular running and if possible they still achieve near to the manufactures claims of the day. In 1920’s KSS without lights where claimed to do 80mph.
The 9 days refers to taking the Velo to the Classic TT/Manx. I booked well in advance and was even lucky enough to get a parade lap. I had looked at the long range weather forecast and decided not to ride the Velo from my home in Fife but had managed to secure a safe park for my car and trailer some 40 miles from Haysham. When the big day arrived the weather forecast was correct and to say the weather was foul that morning was an understatement! I travelled in torrential rain all the way to drop off for the car and trailer. I then mounted the Velo which ran well over the 40 miles to the Haysham Port under clear skies but the bad weather from Scotland almost caused a lot of disappointment. To cut a long story short when I was travelling along the road towards the ferry it was devoid of traffic and at the ferry gate a chap was out on the road to guide me in and to tell me to get a move on as the ferry, “Ben-my-Chree” and was getting ready to sail. I was almost the last person to board.
I am a member of the VMCC so when I arrived on the Isle of Man it was straight to Tony East’s place to sign on and to take the Velo round the famous 37 ¾ mile circuit, something we would do regularly whilst on the Island. Friday came and the big event was the technical inspection and signing on for the parade lap. The parade lap was for Saturday and although the weather was clear at Kirkmichael, the Mountain was covered in mist and this caused a delay to the start of the parade. I must say that starting the Velo up and then riding out along the grandstand gave me goose-bumps, thinking about the famous heroes that had ridden along the same track, Guthrie, Bennett, Woods, McIntyre & Hailwood etc – all about to make their own piece of history. It seemed like an age sitting amongst revving classics, BSAs, Triumphs, Norton’s , Rudges and all like-minded enthusiasts whilst the DJ from Manx Radio was talking about all the famous names and then we were all off! This is when the KSS came into her own, gently overtaking then into top gear and pulling 4500rpm then 5500rpm as the circuit opened to the parade and famous landmarks came and went with ease – Ramsay, then the climb up the mountain with the Velo enjoying it as much as I was! Past the Guthrie Memorial with Scotland in the distance – all great stuff. Windy corner with the usual a bit of wind, Creg-ny-Baa gave a bit of extra momentum and the small electronic speedo that I fitted for road use registered 82 mph – WOW! Then sanity kicked in and I realised that I still had a lot of riding to do and that I had limited back up which meant easing on the throttle for the rest of the parade. Then it was all over and I parked up in the paddock.
After such excitement it was difficult to get going but I got myself of to the local church for food!
The rest of the time was spent doing various VMCC events, going to Peel for ice cream, Port Erin for fun and sun and finding just about every back road that the Isle of Man has. Jurby track day was fun but again I had to start easing the throttle and treating the KSS with respect.
Jurby was also very interesting as the amount of guys that came over and told me that they had MK1’s in various states of repair & lying under benches etc was quite surprising so if you are reading this – please get them running and used!
The last big event was the Ramsay Sprint and again great fun to watch. I thought about having a go but it was nearly time to go home!
I now understand why Velo MK1’s are held in such high regard – light, fast and sure footed handling – they were ahead of their time. It took a lot of hours to get mine sorted but the KSS performed well, didn’t need any adjustments and only used a little oil – not bad for a bike that is 83 years old.
To finish I would like to say a big thank you to the Isle of Man for putting on a great event and I hope this article will help to get more MK1’s on the road!
Anyway I have sorted that now and I do like to use my bikes not just for the odd run but regular running and if possible they still achieve near to the manufactures claims of the day. In 1920’s KSS without lights where claimed to do 80mph.
The 9 days refers to taking the Velo to the Classic TT/Manx. I booked well in advance and was even lucky enough to get a parade lap. I had looked at the long range weather forecast and decided not to ride the Velo from my home in Fife but had managed to secure a safe park for my car and trailer some 40 miles from Haysham. When the big day arrived the weather forecast was correct and to say the weather was foul that morning was an understatement! I travelled in torrential rain all the way to drop off for the car and trailer. I then mounted the Velo which ran well over the 40 miles to the Haysham Port under clear skies but the bad weather from Scotland almost caused a lot of disappointment. To cut a long story short when I was travelling along the road towards the ferry it was devoid of traffic and at the ferry gate a chap was out on the road to guide me in and to tell me to get a move on as the ferry, “Ben-my-Chree” and was getting ready to sail. I was almost the last person to board.
I am a member of the VMCC so when I arrived on the Isle of Man it was straight to Tony East’s place to sign on and to take the Velo round the famous 37 ¾ mile circuit, something we would do regularly whilst on the Island. Friday came and the big event was the technical inspection and signing on for the parade lap. The parade lap was for Saturday and although the weather was clear at Kirkmichael, the Mountain was covered in mist and this caused a delay to the start of the parade. I must say that starting the Velo up and then riding out along the grandstand gave me goose-bumps, thinking about the famous heroes that had ridden along the same track, Guthrie, Bennett, Woods, McIntyre & Hailwood etc – all about to make their own piece of history. It seemed like an age sitting amongst revving classics, BSAs, Triumphs, Norton’s , Rudges and all like-minded enthusiasts whilst the DJ from Manx Radio was talking about all the famous names and then we were all off! This is when the KSS came into her own, gently overtaking then into top gear and pulling 4500rpm then 5500rpm as the circuit opened to the parade and famous landmarks came and went with ease – Ramsay, then the climb up the mountain with the Velo enjoying it as much as I was! Past the Guthrie Memorial with Scotland in the distance – all great stuff. Windy corner with the usual a bit of wind, Creg-ny-Baa gave a bit of extra momentum and the small electronic speedo that I fitted for road use registered 82 mph – WOW! Then sanity kicked in and I realised that I still had a lot of riding to do and that I had limited back up which meant easing on the throttle for the rest of the parade. Then it was all over and I parked up in the paddock.
After such excitement it was difficult to get going but I got myself of to the local church for food!
The rest of the time was spent doing various VMCC events, going to Peel for ice cream, Port Erin for fun and sun and finding just about every back road that the Isle of Man has. Jurby track day was fun but again I had to start easing the throttle and treating the KSS with respect.
Jurby was also very interesting as the amount of guys that came over and told me that they had MK1’s in various states of repair & lying under benches etc was quite surprising so if you are reading this – please get them running and used!
The last big event was the Ramsay Sprint and again great fun to watch. I thought about having a go but it was nearly time to go home!
I now understand why Velo MK1’s are held in such high regard – light, fast and sure footed handling – they were ahead of their time. It took a lot of hours to get mine sorted but the KSS performed well, didn’t need any adjustments and only used a little oil – not bad for a bike that is 83 years old.
To finish I would like to say a big thank you to the Isle of Man for putting on a great event and I hope this article will help to get more MK1’s on the road!
Velos Down Under by George Ogg
A few months before my recent trip 'down under I had been in touch with Nevile Smith, a 'leading light' in the Australian. Velocette Club, about his own design of centrestand, 'The Roo Centrestand'. Pulling these bikes on and off the standard stand, particularly if the stand is a bit worn, takes quite an effort.
During our conversation I mentioned that I was planning a trip to Australia. to travel up the East Coast, to visit a couple of distant relatives and to have a few dives on the Great Barrier Reef. Neville suggested we should meet up and if I wished, I could bring one of his stands back with me.
Originally from U.K. Neville for some years has been living in Warrnambool, an attractive coastal town in the state of Victoria. As it turned out Neville's home was less than two hours drive from the friends I was going to be staying with in Camperdown for the first few days of my holiday.
Once over there and with a borrowed car, I arranged to meet up with Neville at his home and then, with one of his motorcycling buddies for lunch at a very smart sports club. We then spent the rest of the afternoon sightseeing by car. As Nevile was nursing an Achilles problem, travel by bike was not an option. On the outside of Geelong was an amalgam of a large store, a combination of an army surplus store and a motorbike museum. The bikes were all lined up on a gallery and included a very tidy 21950 Moto Guzzi Airone 250 c.c. and a 1940 Danish 4 - cylinder Nimbus.
During the afternoon Neville mentioned that Stuart Hooper's home was near Yandina, not far from the Bruce Highway and less than two hours drive north of my next stopover Brisbane.
Having just read about Stuart's cover story in the Velo Club Journal No.419 called 'The Worlds Fastest Velo' , I was aware of Stewart having reached 183.37 MPH on his modified, supercharged Venom on the dry Salt Lake Gardiner South Australia in March 2014. Stuart's Website gives lots of info about all his ventures on the lake.
I am most grateful to Neville and his good wife Anne for their kind hospitality that day and for putting me in touch with Stuart Hooper and his 'flying machine'
Knowing that Stuart and his wife Marshia were taking off for a few days holiday the same day I touched down in Brisbane, they had kindly said that they would delay heading off for a couple of hours so that we could meet up and so on arrival just after lunch, it was a case of straight into a hire car and up the Bruce Highway.
As Stuart's home was going difficult for me to find, he gave me directions to another classic motorbike couple Keith and Colleen Canning who's home was just off the highway and much easier to find. All went to plan and so arrival at Keith's , I followed him to Stuarts. Keith had a doctors appointment that afternoon and so had to dash off, but not before inviting to return to his home next day to have a look at his collection of classic bikes and have a chat.
The time looking around Stuart's well fitted out workshop, and the joy of looking over and as the main fairing was removed, under this special Velo was a real treat, Marshia kindly took a couple of images of me sitting on, or rather draped over Stuart's speed machine and then it was time for me to follow them back to the highway, but not before Stuart kindly gave me a signed poster of his 2013 speed attempt when he reached 171.6 MPH. Stuart's ultimate aim is to reach 200 MPH. Thanks again Stuart and Marshia for your hospitality and good luck with next years attempt at your goal.
By the time I was halfway back down the Bruce Highway to Brisbane to find my traditional old Annies Guest House, the darkness came down, so it was only after a couple of stops to ask for directions that I finally found it.
Next day it was back up the highway stopping on route at an old aeroplane museum and on to the late Steve Irwin's Zoo and so it was mid afternoon by the time I arrived at Keith and Colleen's home. Keith was in his large garage surrounded by several immaculate machines, mostly Velos including an LE and a most desirable BMW R69S. Keith's wife Colleen came out said that she was going to bake fresh scones to go with the afternoon tea while I looked over and got the low down on the various bikes.
While enjoying the warm scones and home made jam, I was invited to look over an illustrated set of photo albums covering Keith and Colleen's various Trans American motorcycling ventures. By this time the sun was starting to sink in the sky and so it was time to thank these kind folks for their great hospitality and head straight back to Brisbane Airport to drop off the car.
The next day was also a rewarding one meeting up for the first time with family relatives around Brisbane.
On my last full day in Brisbane with contacts made for me by Keith and Stuart, I meet up with Dave Dettmar and his amazing collection of vintage motorbikes at his lovely traditional home on the outskirts oof Brisbane. The immaculate machines included a 1916 Rover 750 c.c. , a 1917 George Cyril Stillwell of Melbourne V - Twin, a 1927 AJS HS 500c.c. and a 1925 Norton Model 18 as well as a MSS Velo which was kept in a hut in the garden. In front of the hut Dettmar had built a turntable for convenience. The vintage bikes however were kept in a secure area under the house As the house was built up on piles Deetmar had installed a very handy feature consisting of hydraulic cylinders sunk into the foundations. The ends of the three inch rams had been attached to braced chequer plate platforms. The bike on the platform could be raised around a couple of feet by opening a tap connected to the water main supply. Once up, the platform could be turned through 360 degrees if required, brilliant.
Again I was shown great hospitality by Dettmar and his Dutch wife Danny.
Unlike John Bishop, I travelled up from Brisbane stopping off at Noosa; Rockhamption; Airlie Beack; Townsville and Cairns for a few days at each mostly by Greyhound Bus. The plan was to hire a bike in Cairns to travel up to Port Douglas and on to Mossman and Cape Tribulation, however as the weather turned damp and my landlady, Maggie had said that she would like to come along for the day, I thought it better to change the bike for a car. Maggie was a great case and very musical and had invited me along to the local German Club where she had a regular spot playing the piano and singing. The only other bike I got close to, apart from the pushbike I hired for a day in Townsville, was a very smart 1942 Harley 650 c.c. owned and driven by a keen biker lady I met up in Kuranda. She had only recently bought the bike through Ebay and was planning with a few others, including her husband to load the bikes into a container and come over for the MANX.
When it was time to leave Australia. It was from Cairns via Sydney, Singapore and London to Edinburgh which is a long way down and round for sure.