Power Pak News

Another edition of that venerable journal, 'Power Pak News'! It seems like Power Pak had a penchant for delivering advertising material in newspaper form - see the 'Financial Edition' from 1953. The Power Pak folks hitting you with raw facts!

The scan is slightly crinkly, but as ever if viewing from a pc, right click, open the image in a new window and click on to enlarge to full res.

Motosacoche goes camping

A charming picture featuring a Motosacoche from the veteran era.

Motosacoche were a Swiss firm that started off in 1899 making bicycle attachments. The name literally means 'motor in a case' as the engine units were packaged within an enclosed triangular subframe that would bolt into a bicycle's main triangle. 

The machine pictured here is a Model A that was made from 1901 up to 1910. Motosacoche went on to produce a large range of conventional motorcycles and MAG proprietory engines. Interestingly Motosacoche were paired up with Royal Enfield in the early days - they provided an IOE v-twin engine to Royal Enfield when they recommenced motorcycle production in 1910. Royal Enfield produced the cycle parts and sold it in the UK under the RE brand, Motosacoche produced a machine in turn that was near identical to the Royal Enfield and sold under their own brand name through Europe.

It's quite hard to come up with a back story to the photo. It is certainly very posed. The bell tent seems quite incongruous with the backdrop of what appears to be a windowless high sided wooden building with a corrugated iron roof.

Motosacoche - the motor in a case.

Power Pak News - Financial Edition 1953

Advertising material in newspaper format - that old gambit to make your message seem more authoritative...

In this case the good people of Power Pak are persuading you that their cyclemotors are unfeasibly cheap and that they don't chew up tyres as popular rumour might have it. 

The brochure is undated but the Power Pak was introduced in Spring 1950 and there is a testimonial contained within stating 2 and a half years of use. The price of the Power Pak was reduced to 25 Guineas in early 1953 so it's a fair assumption that this edition of Power Pak News was published marking this price reduction.

 For more information on the Power Pak check the icenicam page.

Also have a look at the nacc archive.

Tiddlers at the Vine

First Wednesday of the month gentlefolk with more than a passing interest in old and low powered two wheelers meet at The Vine Inn near Wimborne. Balmy summer months are a good excuse for a powered amble along lesser used roads of the local area before the usual natter. Pictures and elaborations below...

First on scene, my BSA D1 Bantam.

Followed by two further wonderfully unrestored machines,
Lambretta LD150 and Raleigh RM4 Automatic. There was
also an immaculate Honda SS50 but I was remiss and
neglected to take a picture...

Closer on the LD150. On the run a good match for the Bantam.

The Raleigh was a flyer occasionally seeing 45mph. I've not
seen the swing engine in action before - it is pivoted from the
cylinder head and belt tension is maintained on the variomatic
gearing by means of the motor rocking backwards and forwards
as revs decrease or increase. More on Raleigh mopeds at the
Moped Archive:
http://www.users.globalnet.co.uk/~pattle/nacc/arc0638.htm

As we approached Tarrant Rushton Airfield we were joined
by a WW2 Jeep.

On the 75th Anniversary of D-Day it was
appropriate to stop. Tarrant Rushton was
the take off point for many of the gliders that
took part in the operation.

Two large hangars are still standing at Tarrant Rushton.

There is a short length of runway left.

Bikes I have owned part VII. Teagle cyclemotor

The mighty Teagle. Cornwall's finest.

For a while I got quite into cyclemotors. I had a lot of fun attending cyclemotor runs with friends, really as much fun as I have ever had on more powerful machines.

The Teagle was a real hoot to ride. At a full 50cc it was one of the most powerful cyclemotors but still with a friction roller on the rear wheel. Really it was slightly too quick for a fifties roadster bicycle. Mind, trundling along the flat at a constant 25 to 30mph on a sit up and beg cycle is really a lot of fun.

A full 50cc of revvy willingness.

Teagle were, and still are, an agricultural machinery company who saw the opportunity to diversify and cash in on the early post-war cycle attachment boom. They were already producing the 50cc motor for use in their hedge trimmers and chainsaws and it really did not take a lot of modification to put it on a bicycle.

The Teagle unit is very well made, rev happy and slightly hard work to start with its lack of clutch or decompressor. It also carries the distinction of being possibly the only 'motorcycle' to be made in the county of Cornwall. A rarity now but if you want a cyclemotor and find a Teagle for sale snap it up, you can't do much better. Though rare, parts are in relative easy supply due to vast numbers of this motor produced in other formats. 

The castings give away the original purpose of the
Teagle motor. The cover is designed for a pull
cord start.

This example ran really nicely and seemed to
have been barely used.

Alloy barrel. Very sporty!

Nice simple controls. Brakes and an on / off throttle.

Bikes and bits for sale

I've decided it's time to have a bit of a change around in the shed. There's couple of machines I know of for sale at the moment I'm interested in and a decided lack of money in the pocket so here we go. If you are interested in anything just get in touch and send me a mail or Facebook message.

1914 Wall Autowheel - SOLD

It's a genuine 1914 machine, not a restamped later BSA made engine! Comes with a Pioneer Certificate and an entry in to this year's Pioneer Run. I was planning on selling it after the Run but annoyingly I'm now going to miss it because of work so it seems like a good idea to let someone else have a go.

This is frankly a terrible picture of it but it is all I have at the moment as I am away from home. The bike will come prepared and ready to use. It is, depending on how you look at it, either a very cheap pioneer machine or a very expensive cyclemotor. The bicycle is a rather desirable Raleigh Cross Frame. I've also got a Royal Enfield Girder Frame that the Wall would go on nicely should you so choose or you could take it with a BSA Ladies All Weather that needs a little work for a discount on the price. 

The Wall is unrestored but all original, it has done three successful Pioneers in recent years. I've had it around ten years and it is on an age related plate.

1914 Wall Autowheel for sale. Wheel now solidly attached!

1904 Quadrant Forecar engine
Not many of these out there. Needs a little work and there are a few missing parts. I bought a similar engine for my '04 Quadrant motorcycle for £750 so that seems like a fair price for the forecar motor.

Meddings Pillar Drill - SOLD
I've recently replaced the Meddings with a Kerry, not so sure why, I just liked the Kerry a little bit more.

BSA B31 / B33 / A7 / A10 / Gold Star swinging arm gearbox
Came out of a running bike, worked fine but is not inspected. Very clean. Standard ratios. £250

Sturmey Archer CS gearbox - no longer available
Currently in pieces for inspection but complete and in sound condition. Cases matching. Earlier fine gear type a la Triumph H.

Elswick Hopper Lincoln Imp bicycle
Original paint, frame 23 inch size. Fitted with Sturmey Archer Steelite hub brakes and three speed. Ready to ride. Nice. £375

Elswick Hopper Lincoln Imp for sale.

Norton Dominator 99SS 1961 - no longer available. Decided to keep it!
I've owned this bike six or seven years and it's had plenty of use. A first kick starter and so far faultlessly reliable. Quite honestly the best British bike I've ever had. A very good example of a fine motorycle. The 600 Norton represents British motorcycle engineering at its peak. Plenty of power, not overstretched and vibratory, really sweet and well mannered with superb handling. Very original condition and rather rare. The 99SS was a one year model built when Norton realised that they needed a sports model but before they had developed the 650ss. Differs from the standard Dommie in having twin carbs (currently running on single but I have the twin set up to go with the bike), a siamese exhaust, sports cam and rev counter. This example has featured in The Classic Motorcycle Magazine 'Authentic and Unrestored' series.
I've taken it on many long runs with no bother at all, most memorably to the Vintage Revival at Montlhery, a day return trip to Founders Day (nearly 400 miles in one day) and on the Moto Piston Picos tour in Spain a couple of years ago. It can potter along on a Sunday run or cruise 75 to 80 in comfort.
The bike is fitted with a high output alternator, halogen bulbs, a stainless exhaust down pipe, a Bob Newby belt drive and clutch, Doherty alloy racing levers and throttle.
Now I write it all down, not too sure why I am selling it or even if I want to! The money I am asking is high end for a Dominator but it is less than for a 650SS for a rarer bike and it really is good. You could spend a grand less and get something not half as good. You pays your money you takes your choice....

Norton Dominator 99SS.

Royal Enfield J2 1940
I originally imported this J2 from India a bit over 10 years ago. It went to a friend shortly after coming in to the country and then around five years ago I bought it back. It was originally sold via a dealer in Liverpool and as far as I know went straight to India. It must have been one of the last civilian bikes sold during the war. It is a bit of a scruff but solid and on the road. I've been slowly improving it in my ownership and it is now fairly sorted. Could probably do with new valve guides as folks following have reported a slight haze. It had a new piston quite recently. A set of new rims would tart it up considerably. I've fitted the J2 with an Esway prop stand which is a boon as this is a very heavy beast. In fact it is a large bike overall, the experience isn't disimilar from riding a v-twin of the era. The handle bars are original but it could do with pulled back ones to make it a little bit less of a stretch. I've just recently put sealant in the petrol tank and new ethanol proof petrol taps in. It is ready to use though can be treated as a rolling project. I suspect the upswept exhausts are not right as they interfere with the toolboxes, look great though! Not absolutely sure of what it is worth, in a dealers in better condition it would be an £8,000 bike but I am not a dealer and this J2 is no show machine. £Offers.

1940 Royal Enfield J2.

Pioneer Run preps for the mighty Wall Autowheel

I've got my entry in for the Pioneer Run so it seemed like a good idea to check over the Autowheel and make sure all works as well as it should.

The first job was to fit a 'new' wheel with Sturmey Archer three speed that I found for the bike a while back. It may be a light machine but pushing a tall gear up a slight incline to start the contraption was leading to my knees feeling like they would pop from their sockets. Problem is, you need a reasonably tall gear to maintain momentum to attack the hills. With no advance and retard on the Wall, once you drop below a certain speed on a hill you are doomed to a long and arduous walk so keeping a minimum speed is imperative. Having high and low ratios should overcome both issues.

Sturmey three speed fitted to the Raleigh X Frame/
Wall Autowheel. You can just make out how the
Wall frame bolts in to the cycle drop outs in front
of the axle.

The new wheel was a very lucky match for the front both in rim profile and patina. Taking the old off however reminded me of one of the great frustrations of working on the Wall - its incredible unwieldiness. To remove the rear wheel you also have to remove the engine unit at the same time. One of the engine subframe mounts attaches to the rear wheel axle and thus requires a long axle. With a Sturmey Archer hub there's no playing around with axle length so it seemed like a good idea to see if I couldn't come up with a slightly better mounting solution.

With a lot of fiddling around and minor adjustments I've managed to fit the Autowheel separate from the wheel axle by moving it just in front. It doesn't leave a lot of adjustment on the bicycle chain but given that average annual mileage over the last decade has been about thirty miles per annum I don't think that a stretched chain running to the limit of adjustment will be a problem any time soon.

A quick check over and a couple of other improvements and all that remains now is for a test run. It was a pity I didn't get to ride the Pioneer last year on the Wall's hundredth birthday - work got in the way. I'm hoping nothing changes and my ride for 2016 remains open.

118cc of raw power!

Sturmey gear changer.

Found this veteran lever in my parts bin and it's a bit more
appropriate than the fifties choke lever that was fitted.
Originally the Autowheel had a dual cable lever that operated
both decompressor and throttle. This can be filed under unobtanium.

Lohmann Cyclemotor 1952

18cc of raw power, the Lohmann is a two-stroke compression ignition oddity. The Lohmann has a variable compression control and though commonly referred to as a diesel cyclemotor it was infact designed to run on paraffin. A petrol / diesel / paraffin / two stroke oil cocktail however apparently in reality suits the motor best.

The Lohmann was imported to the UK by Britax in 1952 and 1953. Britax also imported the Ducati Cucciolo, a machine at the opposite end (functional as opposed to disfunctional) of the cyclemotor market. There's a great potted history of the Lohmann company on the Iceni Cyclemotor and Moped site. The same article includes a test ride, you are left wondering why anyone would want to spoil a perfectly decent bicycle with one of these horrors!

Lohmann cyclemotor brochure front cover.

Lohmann cyclemotor brochure centre pages.

Lohmann cyclemotor brochure rear cover.

Ariel 3 road test

Maybe this is something I shouldn't admit but a few days ago I fulfilled a motorcycling ambition, a big tick on the two-wheeled bucket list. I had a go on an Ariel 3. The rottenness of the Ariel 3 is the stuff of legend, a bike so awful that it bought the mighty BSA empire down to its knees. A machine that was marketed with the strap-line 'Here it is, whatever it is.' Perhaps such a reputation should send a man running to the nearest Honda Cub but to me it arouses curiosity. A forbidden fruit of the classic motorcycle world.

In all its glory. The Ariel 3.

Perhaps in years gone by I would have felt the need for some kind of disguise before swinging a leg over the 3 but am now of an age where I don't really care anymore. The shame and embarrassment has gone and I can laugh at myself from a distance for I appreciate that a 6'2 chap on an Ariel 3 is a truly comical sight.

The 3 has a centrifugal clutch. The controls are a sprung-loaded choke operated by the left thumb for starting, a combined throttle and decompressor on the right (forward for decomp, pull back for 'go') and front brake lever on the right, rear on the left of the bars. This example hadn't been run for a while so starting took a long push, probably in regular use it will fire easily with the pedals but they're really not there to cover any more than 20 odd foot with. This isn't a problem as once started there's no need for 'light pedal assistance' as on earlier 'peds.

Beautiful it ain't. Not in any sense of the word.

There's nothing strange about the handling at all, the only problem I had was that my size ten boots could rub a heel on a rear tyre whilst pedaling to start. Stability is good and it's fun to execute a low speed u-turn without the need for footing. The front brake was rather feeble, the rear was excellent. Rear braking is only on the left side wheel, a logical enough solution for cost saving but it does result in a slightly disconcerting pull to the left if you grab a big handful of brake.

As for forward motion (performance is not a word that can be connected to the 3 in any way) it is adequate. If you were used to a cyclemotor then it would have been a revelation. Had you previously sampled a French or Italian moped then the Ariel would likely have been very disappointing. However it did move forward, at a probable 15 to 20 mph, it didn't need any pedal assistance to get going and best of all it was actually fun!

The powerplant. A German Anker unit. They still turn up new
old stock to this day such was the massive quantity that BSA
ordered in their mis-placed optimism over potential sales for
the Ariel 3.

With the benefit of hindsight perhaps the Ariel 3 wasn't such a crazy idea and it is possible to see how the big wigs of BSA thought that it just might be the savior of the company. After all even the mighty Honda must have taken a look at the 3 in designing the almost equally unsuccessful Stream moped. The difference with Honda was that they had the financial power behind them to produce a lemon, learn and then go on to get it right (the Gyro is still a big selling model in Japan to this day). For BSA it was sink or swim and alas the 3 proved to head straight for the ocean bottom...

The rear body folds back for access to the engine. Despite
this it is still difficult to access.

Drive belt clearly visible. Carb has a very long
inlet tract and is worringly close to the silencer.

Riders eye view.

Oldtimer Motoren Museum Oudenburg Belgium pt 2

More pictures of exhibits from Johan Schaeverbeke's excellent Oldtimer Motoren Museum.

Magnificent FN.

Nice detailing on early post war FN. Even the Bowden levers
are logoed.

A Hulsmann with Villiers 197 engine. A fairly
generic bike in design but I'd never even heard
of the marque before let alone seen one.

Gillet Herstal looking very much like a DKW RT125 clone,
the same as a BSA Bantam or MZ. I can't find any info on-line
to back this up though.

Ducati 48 Sport in original paint.

Racey fifties. In the foreground a Guiletta and
behind a Flandria.

Motobecane cycle pacer.

Lovely unrestored Moussard.

La Francaise Diamant ladies machine. Obviously enough a French
machine, La Francaise Diamant were part of the same group as
the Alcyon, Labor, Nervor, Favor and Olympique brands.

Motoconfort in fantastic original condition.

Prototype Flandria folding scooter.

The museum is a treasure trove of ephemera.