INTRODUCTION & EARLY BEGINNINGS

Size: px

Start display at page:

Download "INTRODUCTION & EARLY BEGINNINGS"

Lora Webster
5 years ago
Views:

machine. A simple expedient would have been to increase the size of the small motor, but it was thought that the result may not have been successful.

1 INTRODUCTION & EARLY BEGINNINGS 1913 Veloce. (Courtesy Dave Masters Collection) Second in line, a four-stroke Although the small Velocette gave well above average performance, it was recognised that there was a market for a larger-engined machine. A simple expedient would have been to increase the size of the small motor, but it was thought that the result may not have been successful. Designers today recognise the problems associated with large capacity cylinders. In the early 1920s, however, with inferior metallurgy and scanty lubrication, these problems would have been more acute, so, a four-stroke it had to be. The family becomes involved The design of the new motor was largely the work of Percy, the elder of Goodman s two sons. This overhead camshaft four-stroke 350 appeared in 1924 and was designated the model K (the first of a much revered and respected line). Two of these machines were entered in the TT races in the 1913 Veloce inlet over exhaust and rotary oil pump. (Courtesy Dave Masters Collection) 9

2 INTRODUCTION & EARLY BEGINNINGS Above and below: Sales brochure of Right: TT winners trophy and winners list, from a sales brochure of

Vic Willoughby was a racer of some standing at the Velocette factory. He had started racing at Donington in August 1937 and had considerable Isle of Man experience.

3 Vic Willoughby was a racer of some standing at the Velocette factory. He had started racing at Donington in August 1937 and had considerable Isle of Man experience. He had taken delivery of one of the last KTTs made, having previously owned a model. The new model was a disappointment, and solving the problems caused by worn-out machine tools brought him into close contact with the factory. Later, his own tuning advice came to be accepted by Veloce. Vic went on to become a well-respected technical journalist. Early in 1956, however, Willoughby was captivated by the all-round performance of the road test Venom, and took up a suggestion that he should ride in the Thruxton Nine Hour Race. The factory agreed, and Bertie Goodman, caught up in all the enthusiasm, agreed to partner him. Production racing The Southampton Club organised the race on the bumpy Thruxton circuit. It was for basically stock or standard roadsters, although certain modifications could be made, mainly in the interests of safety. The Goodman/Willoughby Venom, racing number 25, was equipped with rear set pedals and controls, an improvised back stop on the seat, down-turned handlebars with a small flyscreen, a chin pad, extra foam rubber knee pads hastily tied to the petrol tank, and an oil tank breather arranged to lubricate the rear chain. Before the race began, however, an incident during Bertie Goodman s last practice session spoiled their chances. At near peak revs, Bertie changed up instead of down, forgetting that the gear sequence had been reversed as a result of the rearward pedal layout. The result, a bent valve, spoiled the start, which was by kick-starting, and Willoughby was very late off the line. The engine was down on punch and lacked speed during the race, but good handling enabled it to pick off the opposition. The bike then developed a vibration, however, and this was traced to a split silencer which had made repeated contact with the ground. Bertie Goodman took the next session (up to 90 minutes per rider were allowed) and shortly afterwards the primary chain broke, approximately halfway round the circuit. Bertie pushed the bike in, urged on by Cecil Sandford, who used to be a Velocette works rider and was then involved with Arthur Taylor Garages of Shipston on Stour. The chain had broken because the rapid downward changes in a wide ratio box had caused the rear engine plates to flex, permitting the cork seal between the gearbox and the rear of the chaincase to fret away and let the oil escape. In 1957, when the Thruxton marathon was run in very hot conditions, Willoughby was partnered by Fron Purslow. The Venom suffered from severe overheating from the start, which gradually reduced top speed. The trouble was eventually traced to a faulty magneto armature, which effectively retarded the ignition. The temperature of the already overworked lubricant made itself known via the rider s leg, which was pressed hard against the oil tank in the rear set layout. Official return to racing Rather than discourage the factory, this failure made Bertie Goodman even more determined to produce the right parts for the job. The Velocette catalogue soon contained a comprehensive list of optional equipment: light alloy wheel rims; a racing magneto with manually controlled advance; a racing saddle; rear mounted footrests, brake and gear control pedals (including a reverse cam plate to safeguard against more bent valves!); a raised silencer with a different bend to the exhaust pipe; a reinforced rear drive side engine plate (which had been adopted as standard on the Venom and Scrambler); a tachometer (rev-counter) driven from the racing magneto with the drive taken from a specially adapted timing cover; a TT type carburettor; two-way front fork damping (a spin-off from the Scrambler) and TT close ratio gears. Later, a racing megaphone exhaust was added to the list. Geoff Dodkin 1956 was an important year in the history of Velocette. Geoff Dodkin, a Velocette dealer, left Stevens, where he had worked as repair shop foreman under Reg Orpin. Another well-known name in Velocette lore, the late Arthur Lavington (well-known dealer and racer), had left Stevens much earlier to start his own motorcycle business. Geoff was, and still is, a keen racing enthusiast, starting his career with a typically modified KSS in the early fifties. He re-entered the sport in That year at Thruxton, Vic Willoughby and Peter James shared a Dodkin-prepared Venom, and gained a second place in the 500cc class, a result which was repeated in Geoff is still annoyed at losing first place because he over filled the primary chaincase and the clutch slipped. Geoff Dodkin was one of several entrants who ventured down to Spain and Monjuich Park, going there first in As was usual, preparation of the Clubman models was very carefully carried out, and reflected the slightly 54

The final evolution The first production Thruxton to actually leave the factory was delivered in early June 1965, and was sold by Stevens. ELW 11C had engine number VMT 112.

4 The final evolution The first production Thruxton to actually leave the factory was delivered in early June 1965, and was sold by Stevens. ELW 11C had engine number VMT 112. The original machine was rebuilt to the new specification using engine number VMT 103. The first production machine, with engine number VMT 101, was retained by the factory and was once to be seen at the Motorcycle Museum, Stanford Hall, Leicestershire. The museum has now closed. In fact, there is a body of evidence that this may not have been the first Thruxton sold. It would be understandable if Reg Orpin contrived the publicity; it was his way, since he had in his view, instigated the whole project. Although the results were not published until July 1965, David Dixon had tested the Stevens prototype, AYR 8B, earlier, in a jaunt that was to include some laps of the Castle Combe circuit in Wiltshire, Mallory Park in the Midlands and then to the east, for the Silverstone circuit. This machine used Stevens goodies and had the original type breather from the timing chest to the left of the rev counter drive box. Dixon found the engine to be as tractable as that of a Venom, with the ability to pull away at 2000rpm and chug along at 3000rpm in top. There was no need to exceed 5500rpm for upward changes, and smooth cruising at 90mph plus was possible, with minimal vibration. Acceleration was the best of any Velo in David s considerable experience. However, trouble was experienced with the Stevens supplied gear linkage, which lacked leverage and thus sensitivity, making neutral selection impossible at a standstill a 97

6 THE CURRENT SITUATION As with many things in life, classic bike ownership needs a philosophy to go with it; a set of guiding principles, personal policies, rules and targets.

However, it is true that your philosophy will determine whether your classic will be a daily hack, just for sunny Sundays, or a prized collection piece, for example.

5 6 THE CURRENT SITUATION As with many things in life, classic bike ownership needs a philosophy to go with it; a set of guiding principles, personal policies, rules and targets. This might sound somewhat fanciful, especially if you re in the midst of retrieving a circlip from inside the crankcases, or viewing a run in your spray job, for example. However, it is true that your philosophy will determine whether your classic will be a daily hack, just for sunny Sundays, or a prized collection piece, for example. Pause for a moment, linger over a beer, even; what philosophy will go with your Velo? If the bike is to be ridden, the pragmatic approach would probably be to fit every modern contrivance possible. Some, however, might think that only total originality will do. A possible compromise would be to accept that tasteful modifications are reasonable. Although there are some very, very original machines around, many Velo owners seem to have incorporated Hall Green philosophy into their way of thinking. The factory often mixed and matched components to customer requirements (so long as they were prepared to wait, of course). Nowadays, we can see that many singles have been upgraded to the next level of specification, or to the owner s individual taste. Paintwork and chrome There are, of course, many options with regard to the paintwork. You have the right to paint it pink, for example, though you probably won t. It is important, however, to keep the front fork lowers out of the hot stoving oven so as not to melt the solder. This joint can also crack due to the effects of time and braking forces, but repairs are quite straightforward. Incidentally, Grove Classic Motorcycles has some original paint swatches. There is also lots to consider with regard to the chrome. Polishing and replating a pair of mudguards, for example, is almost as expensive as buying A nice Thruxton, photographed at Stanford Hall. Unusual to see another motor, a Rudge Ulster, in a Velo frame. 163

Modifications or Removal Allowed( stroke machines only)

Modifications or Removal Allowed( stroke machines only) DEVELOPMENT CLASS SUPPLEMENTARY REGULATIONS Development Class is open to any F4 Miniature Road Race bikes, 250cc 2 cylinder 4 stroke,including Hyosung cup machines and up to 150cc 2 and 4 stroke street