Sprocket 20 20 Oobretc 2020 - cmccv.org.au

Official Journal ofTHE CLASSIC MOTORCYCLE CLUB OF VICTORIA INC.Official Journal ofTHE CLASSIC MOTORCYCLE CLUB OF VICTORIA INC.

October 2020Sprocket

October 2020

Steve InmanWeb AdministratorM: 0419 113 940

[email protected]

Reg HammondRegalia

P: (03) 9435 [email protected]

Jeremy CoffeyEditor (Sprocket)M: 0409 357 268

[email protected]

Andy SymonsGeelong Representative

M: 0419 237 [email protected]

Ian SnaddenPresident


Richard SommervilleClub Permit Officer


John BestSecretary


Peter CullenMembership Secretary


Ray IslesCommittee

P: (03) 9584 [email protected]

Graham BoulterVice President


Committee 2019 / 2020

Office Bearers Appointed by Committee

Rob MullinsTreasurer


Bill WashingtonLibrarian


James LintonClub Captain


Rob van LohuizenCommittee


Mike WalkerSMWR Co-ordinator

M: 0447 503 128 [email protected]

Wally WalshNMWR Co-ordinator

M: 0420 926 316 [email protected]

http://[email protected]













mailto:[email protected]


Sprocket The Journal of the Classic Motorcycle Club of Victoria Inc.

The Classic Motorcycle Club of Victoria Inc. meets at 8pm on the third Wednesday of each month at Sturgess Hall, Chatfield Avenue, Balwyn (Deepdene).

Melway Ref: P46 A8Annual Membership Fees are presently $50 for Single Members and $55 for Family Membership. There is a Joining Fee of $100 for new members.

Original articles in Sprocket are copyright to the Classic Motorcycle Club of Victoria Inc. but may be reproduced without charge by any club with similar aims, provided they are not used for profit, and recognition of source is quoted.

The Classic Motorcycle Club of Victoria Inc.PO Box 533, Elsternwick Victoria 3185

Website: www.cmccv.org.auIncorporation Number: A007884G

The Club was founded on March 12th 1971, in order to foster the ownership and riding of classic motorcycles 25 years and older and to encourage future generations to share this passion.

This publication contains general information, which should not be relied upon without specific advice from a suitably qualified professional. The Editor, Authors, and The Classic Motorcycle Club of Victoria, Incorporated, expressly disclaim liability for anything done, or omitted to be done, by any person in consequence with the contents of this publication.

Cover Bike Details:1972 Triumph Hurricane X-75

Inside This IssueClub Contact Details ..................................2The President’s Message .......................... 3Who is this Young Man? – October Quiz ...4Stop Press – 50th Anniversary Update ......5Geelong’s 3rd Sunday Run – Sept ............ 8Geelong Club Run Notice ......................... 9Club Regalia For Sale ............................... 9Questions of Import by Jack Youdan ...10-12Sprocket Interview with Bill Garner .....13-14What Did You Do in Lockdown?Article by Derek Pickard .................... 15-16Sprocket Snippets from Yesteryear ....17-21The Tale of a Rigid TriumphArticle by Colin Sullivan .....................22-23An Inconspicuous JarArticle by Gregory Hill ........................24-26But, One Day... Article by Ray Isles ....27-31Answer to September Quiz ................32-33Classifieds ............................................... 34Answer to October Quiz .......................... 35

Mister Ed’s October Editorial

In this issue, Colin Sullivan recalls some racing memories, with the old Bathurst course being the most exciting and challenging of all

the tracks. No doubt other club members have experienced the thrill of Bathurst, whether racing on the old, more potentially dangerous circuit, or the current safer track.

I was fortunate enough to enjoy some spirited riding around the old track on a Bonneville and latter driving a Morris Cooper, only to experience complete brake fade rounding Forrest’s Elbow. That certainly added to the already high levels of adrenaline. Forrest’s Elbow, is named after motorcycle racer Jack Forrest who scraped his elbow away after laying down his bike on the corner.

Motorcycle racing at Bathurst finished in the late ’80s. There are plans for a second Mt Panorama circuit to be called “Velocity Park Precinct”. It would be suitable for MotoGP and World Superbike racing, but don’t book your tickets just yet.

Ed.

MOTORCYCLECLUB OF

VICTORIA INC.

Incorporation No. A000784G

http://www.cmccv.org

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Page | 2 OCTOBER 2020

CLUB CONTACT DETAILS & DEADLINESAll Club Permit Applications and Renewals,

(accompanied by a self-addressed stamped envelope) send to: -CLUB PERMIT OFFICER

Classic Motorcycle Club of Victoria,PO Box 8030, Seymour South, VIC 3660

All Membership Applications and Matters, send to: -MEMBERSHIP SECRETARY

Classic Motorcycle Club of Victoria,PO Box 533, Elsternwick VIC 3185

All Sprocket Articles, Letters to the Editor, Classified Items/For Sale/Wanted etc, send to: -

THE EDITOR, Jeremy CoffeyEmail: [email protected], Mobile: 0409 357 268

PLEASE NOTE: DEADLINE FOR SPROCKET ARTICLES IS THE THIRD WEDNESDAY OF EACH MONTH

All other Correspondence to be sent to: -THE SECRETARY

Classic Motorcycle Club of Victoria,PO Box 533, Elsternwick VIC 3185

Website: www.cmccv.org.au

LIFE MEMBERS Hazel Budds Ray Isles Jack Youdan Ian Richsteig David Langridge Burger Drake Graeme Randall

FORMER LIFE MEMBERS NOW DECEASED Farrell Flanagan Philip Irving Jack Budds Tony Border Robert McLennan Brian Dodds James Barker Warren Hicks Alan Woodbridge Ian Kennedy Jan Kennedy


For the Classic Motorcycle Enthusiast

OCTOBER 2020 Page | 3

President’s Message - October 2020

At the time of writing this message, daily new cases of COVID are dropping in Melbourne Metro giving us some hope that we have turned the corner and are heading towards the relaxing of the current lockdown restrictions. Let’s hope that

before too long we will be able to go riding again and join our Victorian regional mates who are a step or should that be a kilometre or two ahead of us.

Our membership secretary Peter Cullen has decided to stand down after undertaking this role twice over the past few years. Peter has done a great job as membership secretary and we wish him well in committee retirement. Club member Peter Hansen has agreed to take over from Peter and the changeover will occur when it’s physically possible for the two Peters to get together for a handover. Thank you Peter H and we welcome you to the com-mittee position of Membership Secretary, in due course.

Club member Ashley Scott has offered to take over from Reg Hammond as Regalia Officer, as members would have diligently read in past committee meeting minutes Reg after many tireless and dedicated years as Regalia Officer is ready for a well-deserved break.

Thank you to both Peter and Ashley for taking on these respective positions. It is cer-tainly very heartening as President to have members that are willing to come forward and take on these vitally important Club roles.

The rare and highly desirable motorcycles from the estate of the late Warren Hicks are to be auctioned by Shannons in November this year. For details Google “2020 Shannons Spring Timed Online Auction”. John Ferguson gave a description of the motorcycles in the Vale to Warren in September Sprocket; these motorcycles will attract global interest and it will be fascinating to see what they sell for.

I read with interest in Issue 88 of Old Bike Australia that editor Jim Scaybrook had been awarded the Medal of the Order of Australia (OAM) for services to motorcycling. Congratulations to Jim for his lifelong contribution to the passion we all share.

Club member Peter Keage has kindly offered to host informal Zoom chats between interested Club members on a monthly basis, see below for details of Peter’s initiative.

Informal Classic Bike Chat on Zoom

In the absence of CMCCV meetings, an informal Zoom catch-up has been running between 3.30 pm to 5.00 pm on the third Wednesday of each month. If you are interested in joining the banter, please email: [email protected]. Peter (Keage) will then email the Zoom link to you on the morning of the catch-up.

(continued next page)


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I hope you all enjoy this edition of Sprocket and my thanks go to those who have contributed the great articles.

Keep safe and well and hopefully (fingers crossed) we will be back to riding at some stage soon.

Ian Snadden,President CMCCV.

Who is the young man in the photo?The year is 1958, the machine is a Matchless G80 500cc.

The rider is an active Club member.

You can find out who the rider is and see what he looks like today, on page 35 in this issue of Sprocket.



Postponement of 50th Anniversary Rally

Due to the uncertainty of whether we will be able to proceed with the Club’s 50th Anniversary Rally in March 2021, your committee has decided that it would be prudent to postpone the rally until the later part of 2021. Hopefully this will enable us to plan and run a Rally with significantly more confidence than exists at present.

Our accommodation venue the Port Fairy Big 4 Holiday Park are able to offer us accommodation in the week of 7th to 14th November 2021, which we have secured.

Pushing the Rally forward to the second week in November enables us to avoid clashing with the following: -

• School Holidays• VJMC National Rally• MotoGP Weekend• Melb Cup Long Weekend

As disappointing as it is to have to postpone our rally, your committee believe that this is a far better option than to continue to plan for March only to have to cancel at short notice, closer to the time. Postponement to November will also enable us to have the time we need to do justice to the rally planning which has not been possible for March due to the covid restrictions.

Please mark in your diaries the new dates for what will be a sensational event

Arrive Port Fairy Sunday 7th November,depart Sunday 14th November 2021.

Ian Snadden,President.

STOP PRESS!!

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GEELONG CHAPTER RUN REPORT3rd SUNDAY OF THE MONTH 20/9/20

Bit of a toss-up whether to call this the 3rd SUNDAY OF THE MONTH RUN or the 1st POST LOCKDOWN? YOO-HOO!

Sadly, although our Melbourne buddies are still sulking under curfew, us country yokels have been allowed to play for the first time in more than 6 weeks. And weren’t there grins (under masks of course) all around when 9 riders met at Maccas on Sunday

morning?! It was good to see the old faces and a good collection of older bikes – including a classic BMW R100 that Bernie had purchased back in February but no-one had actually been able to see until today.

Weather was perfect also as we set out through the green Barrabool Hills past springtime fields of Canola blindingly yellow everywhere. Down Pollocksford Road where we stopped at the bridge for a photo opportunity and then Inverleigh/Bannockburn Road through Bannockburn and on to Sutherland Creek Road bends. Not much traffic around, but several other motorcyclists enjoying the sunshine and freedom.

Through Maude and then the old gold mining town of Steiglitz. More nice twisty bits taking us to Meredith where we stopped for takeaway coffee. Luckily, we could sit down on some benches for a good chinwag and catch up. After pleasant fellowship the group decided

not to stay on the sur-prisingly busy Ballarat/Geelong Road, but headed back towards Steiglitz and turned right into Old Coach Road to take us back through Maude and straight into Geelong.

A top first ride for a while! Let’s hope it’s a beginning – and the Melbourne guys are not too far off?

Stan Rogers.MEETING AT MACCAS WAURN PONDS WITH

THE GUYS IN AN EXCITED HUDDLE! (continued next page)



List of Riders on the 3rd Sunday Geelong Run 20/9/20: Rider Machine Year Stan Rogers BMW R80 RT 1985 (Leader) Ron Study HD Softail 1992 (T.E.C) Noel Wills BMWK100 RS 1991 Rod Dutton Kawasaki Z650 1978 Caz Dutton (Rod’s pillion) Mark Mensch Triumph TRV6 1972 Bernie Hollander BMW R100S 1977 Steven Hewitt Honda CB 350 1973 Steve Kirtley Yamaha XJ650 1983

ROD AND CAZ DUTTON AND THEIR NICE KAWASAKI Z650 THAT NEVER MISSES A BEAT


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GEELONG RIDERS GETTING READY TO LEAVE MEREDITH.STAN’S BMW R80 IN THE FOREGROUNDGEELONG RIDERS GETTING READY TO LEAVE MEREDITH.STAN’S BMW R80 IN THE FOREGROUND

GEELONG RIDERS IN THEIR NATURAL HABITAT.AT THE POLLOCKSFORD BRIDGE - A FAVOURITE HAUNT



Geelong Club Runs’ NoticeGeelong generally has two runs per month, the normal – First Sunday of the Month

combined with the Ballarat members, then on the Third Sunday of the Month (Shed Run) we have a shorter ride often held at a members shed or at a café.

The start point and time are the same, from McDonald’s carpark, Princes Highway near the corner of South Valley Road, Waurn Ponds.

Meet at 9:15am for 9:30am start, (Mel Ref: 465 C5). All welcome.

Members that have not ridden with us before, these rides are a good opportunity to make new friends and enjoy a relaxed ride.

Club Regalia and Clothing for SaleAll items displayed and sold at every meeting

Plus orders taken anytime by contacting Reg on: (03) 9435 7542

Caps (grey/black trim, white logo) ...................................... $15Beanie (black, gold logo) ..................................................... $10Floppy Hat (black, wide brim, gold logo) ........................... $15Polo Shirts (grey, white logo above top pocket) ................ $28Jumper (black, gold logo) .................................................... $70Jacket (black, gold logo, polar fleece with sleeves) .......... $42Vest (black, gold logo, polo fleece, sleeveless) ................. $32Cast Logo aluminium (for painting, mount on bike) .......... $30Hard Cover Note Books with Pen ........................................ $10Label Holder (clear, extra strong, made for bikes) ............ $8Cloth Club Patch (blue/gold, sew on type) ......................... $4Club Sticker (blue/gold, sticky back) .................................. $2Pens with Club Logo (blue/gold, push top) ........................ $3Name Badge (includes club logo) ....................................... $12.50Note Books ........................................................................... $10

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QUESTIONS OF IMPORTby Jack Youdan

Frequently we hear of proposed strengthening of Australian-theme questions for citizen-ship applicants, e.g., date when women admitted to the Just For Men Club?, year of Sir Don Bradman’s first hundred on Sunday?, Which town invented the Vanilla Slice?

If the CMCCV had a similar questionnaire for acceptance of membership, the results might look something like this...

Applicants come from many fields of motorcycling and some are from the following five types.

1. Modern Sports Bike Rider: Describe Your Bike... Always the latest, expensive mega-blaster with all electronic rider aids and of course,

max. connectivity. Current bike set to trade as nearly 18 months old and only 165 horsepower.

Favourite Motorcycling Item? Full armour leather suit, multi coloured with 17 product endorsements - I think a tat-

tooist can remove the number 46 when Rossi retires. Why Join CMCCV? On Club rides I can round up all the members by passing on curves with my knee dragging. Your Nickname? Wheelie Man.

2. Long Distance Tourer: Describe Your Bike... Boxer twin of course – what else is there? So long-lived, mine’s done near 150,000Km

with only three rebores, two heads and oh, the new crank. Favourite Motorcycling Item? My 1980’s Belstaff wax cotton jacket – its’ been all over man. Worn out but wax, rally

badges and Dead Centre dust holds it together. Why Join CMCCV? Pose value where I ride up at a Club meeting just rolled in from a 2,500Km central

Australian trip – with caked on mud a plenty. Your Nickname? Outbacker.




QUESTIONS OF IMPORT - continued3. Sidecar Enthusiast: Describe Your Bike... Former sidecar racer rebuilt again after its third wipe-out crash. Needs modification

somewhat so passenger wife does not have to lie down on bare chassis when we’re touring.

Favourite Motorcycling Item? Set of special tools to continually adjust the geometry trying to get the thing steering

straight.. Why join CMCCV? To go on Club rallies where there is bound to be rides over road works where I can glide

through when the solos are falling down. Your Nickname? Three Wheels.

4. Old Bike Restorer: Describe Your Bike... All mine are pre 1965 and are restored to immaculate condition – better than those in

factory museums. Also have a modern but keep that quiet. Favourite Motorcycling Item? My collection of best-in-show/period/category trophies. Sometimes I wonder if it’s

worth the effort when the trophy is a $7 non-inscribed, plated cup. Why Join CMCCV? To convince Committee to hold many bike displays where I can point out incorrect items

on member’s machines-like wrong tail light wattage or metric-size wheel bearings. Your Nickname? Mr Precise.

5. Serious Off Road Rider: Describe Your Bike... The latest 250cc Enduro Motocross (chook chaser) model- feather light with one metre

seat height and suspension travel measured in several metres. Favourite Motorcycling Item? As true off roaders don’t have stands, I carry my favourite milk carton crate that goes

underneath-propped up bike looks way cool in the pits.(continued next page)

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QUESTIONS OF IMPORT - continued Why Join CMCCV? To influence ride leaders to include “highly technical” sections in rides so only bike/rider

combos like mine can get through. Your Nickname? Chooky.

Disclaimer:• The five motorcycling types cover most, not all, of the sport.• The applicants featured are strictly stereotypes.• Responses to WHY JOIN would seem unacceptable for membership.• Other applicants of the types surely would respond more in keeping with the Club’s

culture.• The author’s legal team will deal (!) with any complainants.

Jack Youdan, M202.

A WELL OILED BSA B33 500CC SINGLE



Sprocket InterviewOur Sprocket interview this month is with our Club’s

esteemed Corowa representative - Bill Garner

Sprocket – Hi Bill, how long have you been riding a motorcycle?Since 1954 as our dairy farm bordered a 3000-acre red gum common with a gazillion logging tracks and riverbanks to jump. Then legally in ‘56. As a matter of interest, I still have my two original bike and car licences which proved to be beneficial when I re applied for my bike licence as VicRoads were unable to find me in their records and waving around this bit of paper in 1980 meant that I was granted a full licence instead of a probationary one.

Sprocket – What was the first bike you owned?It was a 1937 side valve 350 BSA hand change procured in ‘54 and then a heap of others riding in the bush, another Beeser, Velo, Excelsior, AJS and Bantam with a Speed Twin becoming the legal component.

Sprocket – what has been your favourite bike out of those that you have owned?My ‘71 Bonneville has the vote here.

Sprocket – What is your favourite or most memorable riding location / destination?Residing close to the North East of Victoria where the Classic Club over the past 25 years or more has held many weekend and Anniversary rallies around Bright, Myrtleford and Beechworth with Mt Hotham and Falls thrown into the mix is brilliant. I have done the Nullarbor/Perth run with Phil McArdle and on another occasion with Ray Harrison and Rosco Patrick and again with Phil. Ray, Ross and myself did the Gulf and poked our noses


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over the border into the NT for a photo shoot whilst we were in Isa before heading east to Cairns. These were great trips. However, a bloke by the name of Boulter put together a fan-tastic (for me) run around the Apple Isle where Graham & Lyn, John & Vicki Best, Richard & Dot Sommerville, Ian Snadden, Burger, Rob van Lohuizen, Keith McCracken and myself participated. I had visited Tassie with others from High School in 1950 and again in 2014. Riding around such a beautiful State and exploring with the above mob would be the overall highlight of my motor cycling.

Sprocket – What is the bike of your dreams that you’d buy if you won Tattslotto?You know, I could just go and buy a model from the present Triumph range which, given the D.O.B. caper and strength, there may be something suitable hopefully.

Sprocket – What is something that your fellow Club members probably don’t know about you?That I am shy and quiet. (yeah - right Bill, none will believe that BS )

Sprocket – Favourite meal?Anything from Afghan to Chinese/Malaysian Vietnamese, Indian, Aussie and food!

Sprocket – Favourite drink?I am happy to sit and enjoy a cold beer. I do like a sweet white and for afters any of either a Port, Muscat or a Tokay.

Sprocket – Any embarrassing moments you would like to share with us?Yeah, well when I was a member of the thin blue line, I was stationed at Sunshine say around ‘62. It was a common practise for us if a stolen vehicle was located, we would if the car was driveable take it back, say, to the nearest station for safe keeping. Ok, well on this occasion out in the western boondocks, we have located a Golden Flash which was still a runner and at that time I was the only one that could ride a bike. So, I have a construction workers helmet sort of sitting on my head (helmet legislation had just come in) so I kick her up and off back to Sunshine we go. Now the Station is separated by a concrete driveway with the Courthouse and it was a full Court day so outside there are crooks, Solicitors and other rabble all over the joint. I turn up in full uniform, adorned with the idiot headwear blurting down Sun Crescent with a fair amount of speed because the bike was sounding real good. I come to the lane, hang a leftie and promptly tip it arse overhead and both bike and I are skidding up the driveway where the crash hat sails merrily ahead of me. I am assuming that you would believe the accolades I received that morning.

Sprocket – Any suggestions you may have regarding the future direction of the Club.It is not broken; therefore, nothing needs fixing.

Thanks Bill, for sharing a little bit about yourself with us.



What Did You Do In The Lockdown?Derek Pickard justifies a few months in home detention

with one painted house and two rebuilt bikes.

What a helluva year 2020 is turning out to be. First the fires wrecked so much and then the double stage home detention of the Covid-19 pandemic. No one could have predicted such a wrecking job back last Christmas.

Here in Melbourne we had the first lockdown which started in April when the weather was still pleasant. To make a positive of the situation my wife and I repainted the outside of our house. We were in no hurry and so made it last many weeks.

Almost immediately after that the boredom set in. So, what does any member of the CMCCV do when faced with a few empty weeks... he disappears into the garage and rebuilds a classic motorcycle of course. All good proof of an excellent lifestyle value system.

I’d bought a 1977 Honda CB400T a month before from a local musician who was out of work. It went okay but a quick cosmetic rebuild was to do wonders. The work was made easier by the fact that the bike had been well maintained over the years, seemed to work well with functioning electrics and was rust free.

But like any bike over 40 years old, the “to do” list grew with each viewing. As well as a quality job of repainting the tank and side panels, it was a case of the usual things: tyres, chain, sprockets, battery, hydraulics and brakes; as well as a hundred little things. The only aspect of note was I avoided expensive re-chroming of the corroded exhaust pipes instead of having them ceramic coated by a specialist in Leongatha.

After a few weeks, the 400 twin went well and fully justified itself. It certainly looked great was a great way to spend lockdown.

This is a very rare bike here in Australia because its mid-size appealed to very few, but in the giant USA market it was one of Honda’s biggest sellers. The 400 size appealed to non-enthusiasts who just wanted a bike that was not too big nor too small. And so, the CB400T became an instant hit in the USA. It may not have been sexy enough for the glossy bike mags to praise but the vast Honda dealer network made money on this popular model.

Like so many 400 twins of the era, this was little more than a bored-out 250. But for this one, the Honda engineers had done a very good job in a little appreciated area: they had designed a layout which was cheap to make and passed the savings onto dealers who could then sell a good bike at a very attractive price.

Next time you see one of these have a close look at the frame. It has none of the expensive double cradle layout with many complex tubular junctions. This one is a single loop with


What Did You Do In The Lockdown?

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many areas handled by large simple steel pressings easily welded together to use a minimal amount of parts.

On the technical side, it did brag the then fashionable 3 valve layout. This is where 2 inlet and 1 exhaust valve per cylinder were configured in such a way as to have a central plug and near 360-degree squish banding. It breathed well, compressed efficiently on standard fuel, could rev to 10,000 and produced 43bhp.

When first released in the late 1970s USA 400 class buyers liked the CB400T. The middle weight was cheap to buy, could reach the then magic ton, was economical on fuel and like all Hondas it lasted very well. While markets such as Europe, UK and Australia thought it no replacement for the cute-looking CB400F four, the mainstream USA riders went on to buy this latest Honda twin in big numbers. But those buyers looked at these machines in much the same way as previous young American buyers did with their step-thrus – when the bikes finished their few years of service most were simply thrown away.

As the market changed over subsequent years, Honda updated the tourer to a fashionable sports bike with twin discs, 6 gears and racy styling. Eventually, it became a 450 tourer. The dominant Japanese producer did very well from this machine’s 10-year life.

For me, it was an interesting project which turned out well. And isn’t amazing just how many motorcycles can be forced into the one garage!!!

And then after a month of freedom the bad quarantine sys-tem leaked and the second wave of the Covid-19 pandemic brought another longer lockdown. But I was ready with a second rare Japanese bike – an XS500C which wanted rebuilding. And that’s another story for another time.

Derek Pickard.



Sprocket Snippets from YesteryearThis month’s article by Phil Vincent is from October Sprocket 30 years ago.

Phil Vincent gives us a very rare insight into the possibility of there being a Vincent engine in an Indian frame and cycle parts for the American market.

Graham Boulter

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Sprocket Snippets from Yesteryear - continuedSprocket Snippets from Yesteryear - continued





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The Tale of a Rigid Triumphby Colin Sullivan

In 1979 I was asked by Wes Brown if I’d fill in as passenger on his Classic Triumph sidecar. He was a pretty good peddler and we won lots of races, but I really wanted to progress to a Classic Solo, after years of Observed Section Trials and Enduros. I bought a 650cc Rigid

Triumph solo off Wes which, whilst a Mongrel, was really quick, high comp pistons, ran on alcohol and the most dangerous motorcycle I ever owned. I did lots of mods to that bike. It had a two into one megaphone exhaust, twin back to back triumph drum brakes, Joe Hunt Magneto and a real hot motor. All was good at the start because I couldn’t ride it anywhere near competently, but as I got better, I found the bike was frightening. A single loop frame, rigid rear end, early Triumph forks, rear sets, and it looked like it was very functional.

My main ambition at the time was to ride at as many tracks as possible, Sandown, Phillip Island on the old track, Calder, Winton and Mallala. Then a carrot was dangled in front of us, Bathurst, the old Bathurst, without the Chase in Con Rod, that was 1983 and it was supposed to be a Demonstration. We had very little practice. I remember going to bed in the pits after listening to Cold Chisel belting it out a mile away on the mountain. With a map of the track, trying to get comfortable with which direction corners went and remembering a friend of mine who crashed a few years before on the second lap of practice. He didn’t slow for the last corner Forest Elbow onto Con Rod thinking these guys are slow as he rode around the outside, they made it, he didn’t.

In ‘83 Bathurst was a very dangerous place to race. There had been many fatalities in the past it was to be treated with respect, no runoff, no barriers to stop you going over the edge. Skyline was truly Skyline. The view was spectacular but one of the many trees would put a stop to you heading down the mountain toward the pits which sadly happened on many occasions.

We had one Race, read Demonstration, after one practice session the day before. There were probably around one hundred racing motorcycles all going like the clappers, I remember them saying “this isn’t a race”. Maybe the bikes that had broken and were in the pits weren’t racing, but everyone else was. My first time over Reid Park to McPhillamy Park at racing speeds was the most frightened I’ve ever been on a motorcycle. My flexible single down tube rigid framed with good rubber was trying to flick me over the fence into the car park. I went into this section decidedly slower on subsequent laps. This old guy on a 500 BSA would ride around the outside of me over the mountain, then I’d blast past down Con Rod and beat him over the finish line but deep down I knew he beat me.

The Tale of a Rigid Triumphby Colin Sullivan




This Triumph was going to put me in hospital, it really had me goosed. As was reported in the English Classic Bike magazine in around ‘85, a very similar motorcycle in England, except with Girder forks, was banned in classic racing being too dangerous a combination. The owner didn’t complain and made something else to keep racing. The Triumph was my first Road Racing Motorcycle. I’d ridden it lots but with my inability to remain sensible whilst in charge and lacking talent, if I wanted to continue, I thought it better to move on to something nicer in the handling department. So, I bought a good handling 350cc Norton Manx to continue playing with and continued at the same tracks also including Amaroo Park and Eastern Creek. Not what one would call a stellar racing career, it was never meant to be, but gee it was fun.

I’d been to Bathurst prior to this event on a two-day Enduro however, fixed myself up half way through the first day in 2012. I was able to go back to Bathurst and race my Formula Ford. It was fantastic. The track is smooth, wide, has runoff with kitty litter and barriers everywhere and still very, very fast. I didn’t go there to do well, all I wanted was to go to Bathurst again. Now I’ve been there on a motorcycle and an open wheeler, it doesn’t get much better than that.

SOUTHERN CLASSIC 1985

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My first outing after the corona virus lockdown has come up trumps! The item – a simple, salt glazed bung jar

with no markings commonly made in Australia from 1860 to 1890. I had stood in front of it, delib-erating over whether there was enough reason to buy another brown pot. This example has slight differences to those usually found in Victoria, made by the Bendigo Pottery, Cornwell’s Pottery or the Dahlke Filter and Pottery Works. These differences could prove to be identifying features of another maker, something I am always on the lookout for. They are notably the recess below the rolled lip, used to keep string or some other tied restrictive material around a cloth/ muslin cov-ering which seals the jar, and the sharpish point where the shoulder starts to curve away from the straight sided body.

I have just published a book on “Victoria’s Earliest Potteries,” which is mainly concerned

with identifying this type of pottery, so I am keenly aware of it. Often these dif-ferences in manufacture come down to pottery made interstate or overseas and do not indicate a new local manufacturer. However, my interest was sustained by a paper label, which probably identi-fies the production of the article as post 1930 because of the vulnerability of time induced wear and tear. If this is the case it would place the jar outside the period I was hoping for.


SALT GLAZED BUNG JAR, 1885-1889, 260 X 175. ATTRIBUTED TO THE

RICHMOND POTTERY, NOTE THE FOUR CLAY PAD MARKS TO THE RIM AND THE INTERIOR BRISTOL GLAZE.



. AN INCONSPICUOUS JAR - continued ,The general condition of the label was

almost too good, another cause for appre-hension as reproduction of old Australian labels have been made over the last twenty years, giving enough time for some wear to appear. My suspicions abated as I read what I could of the label;

‘Sutherland / S&S /----- / SANDWICH PICKLE / MANUFACTURED BY / CREMORNE STREET, RICHMOND VICTORIA.’

The pickle reference rang true as bung jars were often used for pickling but the important part was the address. This was one street away from Dover Street in Richmond which was where William Marshall’s Richmond Pottery (1855-1893) was located. If a pickle company needed pottery jars, where else would you buy them but from the pottery works behind your factory. The ducks were lining up, enough for me to buy the jar and its label, a genuine 135-year-old survivor.

Once home I dived into the research and found that Sutherland and Sons had been making vinegar from 1885 to the late 1970s. However, pickles had been a major part of their business. Their first address had been Cremorne Street before expanding to new premises in Wellington Street in 1889 which are now heritage listed. The new research also presented some problems such as the Richmond Pottery relocating in 1872 but this was only 800 metres further away and hardly

changed my reasoning. It also means that the jar was probably made between 1885 and 1889 as the second address is not mentioned on the label.


PAPER LABEL,“SUTHERLAND, SANDWICH PICKLE”.

BASE, NOTE THREE CLAY PAD MARKS AND ANGLED EDGE.

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. AN INCONSPICUOUS JAR - continued ,I also closely inspected the jar and found some other anomalies. The rim of the jar has

been slightly distorted during firing which is not uncommon but rare to appear in the wares from Bendigo, Cornwell or Dahlke. This reinforced my original ideas about a different prov-enance. There is an angled bottom corner to the jar of 15 mm, which is quite large. Usually these are smaller or even rounded, giving a better shape and are used as a purchase point when drawing a piece of wire between the jar and the throwing wheel in order to separate them.

The jars are usually salt glazed inside and out but our example has a cream coloured Bristol glaze on the inside. Bendigo did this on their larger items such as water filters but it is yet another unusual feature. There are four circular marks on the rim and three under the base which are the remains of clay pads that separate the items from one another in the kiln. This was to stop the jar glazing itself to the shelf, on which it sat, or to any objects sit-ting on it. This method was typically used when salt glazing but such factors as number, size, shape of the blobs and their positioning are all characteristics which could point to future Richmond Pottery attributions.

After years of researching the Richmond Pottery and putting together a considered account of its workings and history in “Victoria’s Earliest Potteries,” I was unable to find a single piece of pottery made there. I think, I now can but it mightn’t be long before irrefutable evidence may appear. At least one of the houses that stands on the Richmond Pottery site is being sold and evidence suggests this often leads to demolition and new building which cre-ates an opportunity to search the site. I will be very surprised if we didn’t find shards identi-cal to my pickle jar and it would clearly justify the decision to buy another inconspicuous jar.

Gregory Hill.

Information and sales of“VICTORIA’S EARLIEST POTTERIES”can be obtained from:[email protected]

6




But, One Day...

My motorcycle days started when I was 17 with a second-hand Jawa 250 bought from Pratt & Osbourne of Geelong and prepared, I found out later, by the late Alf Berry (The Jawa Guru). This was soon traded in on a Jawa 350 twin.

On my daily ride to work in the city down Lonsdale Street I was passed by an immacu-late black twin BMW either R60 or R67. The competent rider / mechanic from Geelong would ride with great gusto on dry or wet road down the middle wooden block section of the tram tracks and turn right into Elizabeth Street and up the back laneway to the Pratt & Osbourne workshop. On the way to work, I would sometimes stop on the side of the road and wait for the BMW to wiz past in all its glory. This started my desire/ obsession to own one of these magnificent machines, one day. Many hours were spent gazing into the Elizabeth Street showroom window of Pratt & Osborne at the array of BMWs and other pristine German machinery, which were all beyond my frugal budget. This was around 1956 with the prices starting at the 300 pound mark (pound, shilling and pence days) and whilst I saved my pen-nies, every time I got close, the price went up another 25 pounds, which meant it was on the back burner for now, but, one day.


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But, One Day...National service interrupted my motorcycling for short time after which I bought a sec-

ond-hand Adler MB250 from P & O in Elizabeth Street. The salesman was an Austrian chap Clem Gruber who owned an NSU Max 250 ohc. We became lifelong friends and he, his wife Hildegard, Elvira and I spent countless weekends touring and socialising around Victoria.

The BMWs were still out of my price range, with a wife and mortgage to handle, I bought a new Adler MB250 from Milledge Bros in Elizabeth Street. The motorcycle was our only mode of transport for nearly 10 years, work, touring and socialising with annual mileage up to 25,000 miles. About this time the motor cycle industry worldwide was in decline and when I went to trade up to a DKW RT350, none were available. I needed a short, light bike to fit under the timber fire escape stairs at my workplace in Flinders Lane. Milledge Bros had taken on a Honda distributorship and, with a certain amount of caution, bought a Honda 305cc Dream which was quiet revolutionary at the time with trafficators, electric and kick start etc. It turned out to be a very neat and reliable package, one downside it handled like “a dog on wet tiles”.

About this time, we started a family and four wheels were required as family transport and my daily trip to work was by train, the old red rattlers (the oldies will painfully remember these old wooden carriages). As my two sons grew up, I steered them away from motorcycles towards motor cars, firstly as they were very adventurous and I had lost a few mates to fatal accidents, one worked next to me in the Design Office.

Around 1990, when the boys accepted the no motorcycle rule, I started to renew my interest and naturally the BMW obsession was foremost. I wanted something special and had my spies out in all states looking for various models with the R68 top of my list. This model was very rare and very few came to Australia, also very expensive, if you can find an origi-nal one. Next on the list was the R50S also in the same category. I managed to track down a husband and wife pair who had an R50S each in NSW. By the time I got my act together, they had split up and one was already sold. I chased up the other one but also was sold under my nose. They were high mileage bikes in need of some TLC but unfortunately not by me.

I managed to buy a low mileage 1950’s R50 Earles fork model which needed some mechanical work to the motor. This was the start of my life with BMW motor cycles - but

“one day” had arrived. The R50 took me all over Victoria and South Australia, sometimes alone and occasionally with some BMW friends of mine. I had a few minor problems here and there but always able to fix on the roadside. This was a learning curve which gave me an understanding of every nut and bolt on the BMW and its unique features.

This is now the 1990’s, having well and truly caught the bug or as Elvira said “The R50 must have been pregnant when I bought it”. Then came the R75/5, R69 (in boxes), R100R clas-sic, F650 Funduro, R80 and currently the F650CS (Scarver). I also restored a DKW RT350 and a NSU Max but they are subjects of other potential stories.





Sprocket


But, One Day...We have now got to the real theme of this article to tell you about the restoration of the

1955 R69, the bike I waited nearly 30 years to own, restore and ride from a collection of parts in packing cases. My pride and joy. A lot of people confuse the R69 with the later R69S. There isn’t a great deal of difference with the 69 being the fore runner to the 69S model. Basically, a different crankshaft and fittings, lower compression ratio and pistons, same Bing carburet-tors with smaller jets and no harmonic balancer which the later S had. The Victoria Police had a fleet of R69S units fitted with steel wheel rims in lieu of the alloy ones. There were only 2956 R69 units manufactured (mine #11) verses 11,317 of the R69S units. The restoration began with sorting through all the boxes of assorted parts, quite a challenge but the experi-ence with the R50 paid off, otherwise it would have been a mind-boggling task. Fortunately, I had done a Panel Beating and Spray-Painting course at Dandenong Tafe night school, with plenty of practice on ground up restorations on a VW Beetle, Torana LC, Jowett Javelin and Jupiter and 2 x MGAs.

The frame and guards etc were sent away for a chemical tank strip while the motor being aluminium had a non-caustic treatment. After all the parts were cleaned it was a painstaking job to decide what needed replacement and what could be rescued. The alloy cases etc were aqua blasted to the original finish. Buying reproduction new parts is a breeze as most are still readily available from Germany for all German made motor cycles from A to Z post WW2 and even some pre war models. The only standard part I had trouble finding was the Bosch mechanical voltage regulator, but the cost was prohibitive so I fitted a solid-state unit which was fitted in the original position out of sight inside the front engine cover.

I would spend every spare minute of my time on the restoration which took about 10 months from the boxes to on the road. My aim was to have the bike as original to preserve its characteristics but to be practical and rideable in modern every day traffic conditions. With all the parts ready, assembly began with the motor and its associated components, followed by my spray painting the frame, guards and tank with Midnight Black acrylic lacquer (real BMWs are always black). Acrylic lacquer is a quick drying and very forgiving finish to use and when using 1000/1200 wet and dry paper between all coats from primer to finishing coat gives a mirror type end result. The late Roy Bogner did pin striping on the tank and guards while new stainless silencers were locally made and retained the original note. The Earles fork front end have some unique features which made the bikes very suitable for sidecar use giving a constant wheelbase dimension in preference to the telescopic forks of later models and other makes. The front and rear wheels were interchangeable. Twin leading shoe brakes on the front give superb stopping distances which impressed the Motor Cycle journalists of the era. The unique left hand side kick start which swings outwards was a delight to use and was a one kick start after going through the correct priming procedure.




But, One Day...The Earles fork front end made the handling on corners rather heavy, push down and lift

it back to straighten up. The original tyre size was 3.50 x 18 front and rear. I decided to run with a 3.25 x 18 front tyre and a 4.00 x 18 rear, with both being Metezler matched Lazertec pattern. With the softer, more modern rubber compound gave superb handling, a delight to ride in the twisties of the Victoria high country. In the quest for safer every day traffic riding, I fitted the larger taillight of the R69S (known as the coffee pot). I also fitted R75/5 turn signals front and rear which meant I had to use the matching handle bar control lever assemblies and switch gear. I managed to fit all this without drilling any holes or other altera-tions allowing a return to original a simple task. Even hardened BMW freaks have failed to pick up on the extra features I have installed. The seat is the original Pagusa rubber unit (known as the tractor seat). Very comfortable but very cold on the bum in adverse weather. The original style pillion seat which I have retained is quite impractical to use on a long trip but has a classy style and appearance.

When finished and on the road the R69 was a dream come true, its handling was superb for a 1950’s machine, quiet and smooth as silk, on idle you count the beats, left right, left right, and so on. It was taken to quite a few interstate rallies both ridden solo or on the trailer. The R69 was retired to the garage recently together with the owner, but “one day” did eventuate.

Ray Isles.

P.S. Since the R69 retired a DKW RT350 and NSU Max 250 ohc crept into the garage for full restoration, but they are both stories for the future.

Sprocket


Who is this young fella?As featured in September Sprocket...At the time of going to “print” we didn’t have a winner, we received only two guesses from one Club member, both were incorrect.

So, with the appropriate fanfare the mystery Club member on the bike pictured right is...

Richard Sommerville

Richard has provided the following, detail-ing the history and specs of both bikes featured in the photo’s: -

A1981 Z750 L1 Kawasaki.Purchased new from Coburg Motorcycles. It was my first “big” capacity bike after 12 months on my L’s riding a Z250 A Model. Extra’s added to motorcycle before purchase,• Z1R replica bikini fairing painted by Ray

Reardon.• Crash bars and rear rack by JB

Motorcycles, Eltham.• OEM tyres swapped for Metzler tyres.

The bike was my pride and joy and meticu-lously cleaned and polished after every ride.

Sadly, it was written of in a shed / house fire before it was 12 Month’s old. Dot and I rode the bike all over Victoria. We used to go to Bright most weekends on it. Including a big ride along the Alpine way over Hotham to Bairnsdale. At that time the road was dirt shortly after Harrietville all the way through to and beyond Omeo.

On arrival to Bairnsdale, soaking wet, freezing cold I still went to a garage to hose the bike down before we found a warm and dry motel. Much to Dot’s dismay. (continued next page)



1992 CB Seven Fifty.The CB Seven Fifty, was a modern 90’s “retro” version of the quintessential 1969 CB 750 Four. This particular 1992 CB Seven Fifty started life as a training bike for Honda Australia Rider Training. It was a very plain inline four-cylinder 750cc motorcycle in gun metal grey paint with standard Showa suspension, which was standard fair for Honda motorcycles of the time.

It was one of a dozen CB Seven Fifty’s in the HART fleet to carry out rider training duties for several years in the hands of the Instructors and many a Student.

This particular bike was loaned to Australian Motorcycle News around 1996ish. It was put into the hands of the late Ken Wootton whose idea it was to do a feature story on turning a

“plain jane” motorcycle into something a little more special. This was a project which went on over several Month’s with reader input into things such as colour scheme.

Hence, the bike now known as Ronald McDonald was born.

Features Include:• The very loud red and yellow colour scheme.• Ohlins Suspension front and rear• Four into one sports exhaust• Carbie kit (to suit exhaust)• K & N air filter• Pirelli Sports Tyres • Regina sports drive chain

Other small mods were shortening of the rear mudguard and removal of the centre stand to aid ground clearance.

Ronald was displayed at Moto GP and World Superbike expo’s at Phillip Island after the transformation was finished. When it was time to give it back to Honda at the completion of the project, Ken purchased the bike for his own collection.

After his untimely passing in July 2011, I was fortunate enough to be offered the opportunity to purchase the motorcycle myself from his family. An offer I happily took up.

It’s impossible to go anywhere on Ronald without him being recognised by someone and hearing that question, “Isn’t that the bike from the magazine”?

Footnote: The name Ronald was given to the bike because of the obvious colour connection with a certain fast-food chain

Footnote: (Snads) Unfortunately Richard & Dot were both badly burnt in the shed fire that destroyed Richard’s Kawasaki and no doubt many other treasures, thankfully they both sur-vived what must have been a frightening ordeal.

Sprocket


All vehicles listed for sale must have the registration number or frame and engine number included with ad. Ads will run for TWO ISSUES ONLY unless renewed by deadline of the General Meeting preceding month of publication.

CLASSIFIEDSITEMS FOR SALE AND WANTED

WANTED:Motorcycle dealer name badges/plates for my collection, as in accompanying photo.Buy or Exchange.Grant Barrett – Mobile: 0432 589 018Email: [email protected]

WANTED – Panniers to suit 1986 BMW R80:John Best – Mobile: 0403 704 274Email: [email protected]

FOR SALE – Engine Kit for Villiers Junior Deluxe Engine:Ring Set, Gasket set. Condenser. $100Contact Kevin Jessup – Phone: 9338 3557

WANTED – Honda CB750/4 Bikes & Parts:Top fork nuts, centre stand, pivot, spring and C bracket. Rear brake lever. Rev counter. Speedo. Rear grab railAlso looking for CBX1000, CX500, CX650 and CB 750 to do up.Paul White: 0419 681 794

FOR SALE:Autocycle Headlight Glass 3.5"diameter suit Malvern Star or other autocycle – FreeContact Kevin Jessup: 9338 3557

DOES THIS 1971 BSA LIGHTNING LOOK FAMILIAR?

Robert Knight has recently bought a bike from NSW. It is a 1971 BSA Lightning, which lived in Melbourne until about 12 years ago when it was bought by a bloke in NSW.Rob would like to know some of the history of the BSA’s past life in Melbourne.VIN # KE000596A65L andEngine # KE000596A65LAnyone who knows this bike or its owner of 12 years ago, please contact: Robert Knight – Mobile: 0417 032 732





And the Mystery Rider is...

Colin Borthwick(Nice looking DBD34 mate)

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