- Market Bosworth - 2005
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and I could not stay after the Sunday morning run of our local Dragon
Tour event as we had to be in
Bosworth by 5.00pm for the start of the Anglo/Dutch trial week. The
Triumph was quickly loaded on to the trailer at Llandovery and off we
set on a
route across country that was none too easy. However, after a couple of
we soon made the M5 and arrived at the Bosworth Hall Hotel in Market
shining. There were only 28 entries for the event, which was a
disappointment. 21 Brits and only 7 Dutch riders, so Norman Woodman and
his 1911 Bradbury were loaned to the Dutch team.
first days run on Monday was some 65 miles – so Mike Wills, the
said. We stopped for lunch at Ryton Organic Gardens and there I came
across BO963, the 1911 James that I sold way back in 1975 to Don
Mitchell for the same amount of money that I paid for my 1908 Triumph.
I owned the James at the time but really wanted a Triumph, so when I
was offered my Triumph, I raised the purchase price by selling, my
James to Don for the same amount. At the time I believed the James to
be 1913 as it had a gearbox, but that subsequently turned out to be a
grafted on back end from a model H Triumph, anyway, it was nice to see
the old bike after 40 odd years.
Back to the run and the Organic Gardens
did amuse me a bit – how can a garden be anything but organic – still
we went for a tea stop at Mike Wills place.
He has a collection of Bradbury
to die for – some 15 in all. I had arranged with Mike to borrow one of
two-speed pulleys in order that I could make a copy. That’ll be a task
itself, anyhow, the idea is that with the two-speed pulley, Jeannie and
not have to push up hills any more. We’ll see how I get on with the
leaving Mike’s home and on the way back to the Hotel we ran out of
bike will normally do an easy 80 miles on the gallon that the tank
holds and as
was a mere 65 miles I thought that I’d have no trouble, but obviously
didn't fill the tank with enough fuel to start with. Luckily we were
and with a drop of the necessary were soon on our way to cover the four
back to home. It appeared afterwards that the day’s mileage was over 85.
two saw us off for a 70 mile run to Hatton Country World. The bike, on
back was running like a train – she climbed everything that we came
even the recovery car behind said that we were getting along at over
most of the time. Back at the hotel, I decided to remove the belt and
it a bit – that was a mistake.
found that the engine pulley had quite a bit of up and down play. That
me as I had visions of my previous crankshaft repair falling apart. So,
nothing for it – out came the engine and I stripped it in the hotel car
check out the problem. I did have a sizable audience, who all thought
was nuts, but there we are. The problem luckily was not with my crank
that was solid. It was the main bearing being loose in its housing. One
Dutch lads, Vincent Belgraver, came up with some loctite and the job
was soon done and the
re-installed in the frame.
day three dawned and off we set for Donnington Park
and a visit to the Grand Prix collection.
There were a few two wheelers in the
collection even if it consisted mainly of race cars.
The engines pictured above were just two of the motors on
display, although what the 1.5 litre, vee twelve engine would sound
like when running just made the mind boggle. It must have screamed, for
sure, and is based on six connected Ariel Arrow motors. The
the right above, is a Harwood -
ever heard of one of those? 110cc two-stroke, made in Bexley Heath,
Kent between 1920 1n 1921.
day the bike was
was running hot and we had to push up hills that would not have been a
the day before. I started checking a few things and found that I could
points block on the magneto a quarter of an inch back and fore. The
chased back to the exhaust cam that drives the mag, and then the half
gear on the end of the crankshaft. It was loose and that resulted in
valve and ignition timing. Just think about it. I had not tightened the
on the shaft enough. After leaving Donninton the bike glided to a halt
dead engine. I soon found that the exhaust valve head had broken off
the stem, so I replaced
a spare and we were soon on our way again. The engine ran so hot that
leg of my trousers melted on the cylinder fins – that was a new
can tell you.
four was the Trial day and as we set off, I was none too happy with the
motor was going. We made the morning coffee stop after pushing up only
which was not too bad. Two miles further on and the rear tyre
problem was due to the fact that I had been over-oiling the motor to
keep it cool and the excess oil had all been chucked out over the rear
That resulted in the oil soaked tyre creeping around the rim and
the valve. If I’d put my spare tube in, the same thing would have
happened – so
the outfit went on the recovery trailer.
Missen was the
recovery driver and I have known him for years as he is a veteran
We talked about my problems and it all boiled down to the half timing
the fact that it was cracked and could not be fully tightened up on the
crankshaft. “You haven’t got a spare one that I could have”? I asked
“Think so” was
the reply. Anyway, on Friday morning he turned up and gave me the very
that I needed. A fair swap for the 1907 engine that I had given to him
years before. Friday saw us visit the National Motorcycle Museum by
car. We also
had John Mockett with us as he had had enough of riding by then. The
Museum is well worth a visit and has
been fully rebuilt after the fire, but it always makes me a little sad
to see all the bikes, as most
of them would never be seen running again.
‘twas not a successful event from our point of view – but the
good as was the hotel. On getting home, out came the engine and I
rebuilt it properly
jointing compound and the new half timing pinion. The bike started up
time and ran smoothly.