Phil Price tells the back-story on the Velocette MKVIII KTT 1079.
Image: Cloud Craig-Smith rounds the sweeper at the Teretonga circuit, 2015 Burt.
Factory records only note this machine, quite late in the production of post war MKVIII KTT’s was a new export direct to Melbourne, Australia. Not much has surfaced about its history between then and my acquiring it at a Bonhams auction on the eve of the Rugby world cup final, hosted in NZ 2011. Eldee2 has taken most of our enthusiasm since then but this year the dust was blown off 1079 with the intention we always had for this bike which was to develop it a little more than the famous and well documented 1041 from Arthur Wheeler. The few connections I have made into Velocette folk in Australia tell me Leo Andrews, the owner and restorer of this KTT for some 3 or more decades and who’s estate was being auctioned that spring day was a fine, capable, and knowledgeable chap. Certainly the bike appeared to be correct with all essential bits there, evidence of many hours spent on detail fixings mostly correct. As per usual on Velocette restorations the visual appearnce of the bike was let down by the seat, guards, exhaust pipe, and bars. So while Nick Thomson set to on the all important mechanicals I appointed myself on getting these details more as they should have been in the day. Keep on reading!
Republished from New Zealand Bike Rider Magazine, November 2014. Words: Chris Swallow | Photos: wpfotos iomtt.com, Dave Kneen (manxphotosonline.com), Russell Lee, (Sports-pics), and Fent
New Zealand Bike Rider Magazine’s classic scribe, Chris Swallow, shares the trials, tribulations and unscheduled beer breaks that are all part of the ultimate classic race…
You’re in the middle of a hot practice lap, scratching away as best you can around, say, Hampton Downs and you miss your apex into turn 1 by a foot, you’ve got to roll off with the right hand and momentarily wait. Just over a minute later, on the next lap, subconsciously aware of your previous error, you get it did right, the bend unfolds sweetly before you and you open the throttle in the knowledge you’re online, the exit is yours in that bend’s in the memory bank for the next lap, and the next. Picture the circuit where you can’t see your apex as you approach it, travelling at a speed that is faster than your race bike has ever been before, you miss you apex by a foot and then have to wait 37.73 miles to have another go at it. When you arrive there again around 22 minutes later… Bollocks! You make the same error, have to roll off the throttle, and then it’s back to the pits as the practice session is over for the night. The allure of trying to ride the Isle of Man TT circuit well entices hundreds of racers each year to a small rock in the Irish Sea.
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THE LEGEND CONTINUES
Words: Chris Swallow | Photos: see credits in footer
EVERY NOW AND THEN you see a project that takes on a life of it’s own. The story of Eldee is part of NZ’s racing folklore. The twist is that a dedicated bunch of enthusiasts, including our classic man, Chris Swallow, have serious plans afoot—but they might need a wee bit of help…
NOT SO EAGLE eyed observers visiting the Honda museum in Motegi, Japan will notice soon after paying their yen there is a racing motorcycle devoid of the familiar winged Honda vector. The emblem is distinctly Italian and proudly informs that you are ogling over a ‘FB MÒNDIAL’: made 1957, Milan by the Counts Bosselli (‘FB’ being Fratelli Boselli or Bosseli Brothers) and their firm Mondial. It is a gear driven double overhead cam (DOHC) 125cc Single Cylinder Grand Prix motorcycle, brought by one Soichiro Honda, direct from Count Boselli shortly after it won the 1957 World Title. 1957 was the year the Italians (with the exception of MV Agusta) all pulled out of Grand Prix racing due to the cost of it all; prior to this they had been leading exponents of high revs, high performance and high reliability; characteristics clearly endearing to Mr. Honda and his fledgling motor company.
Les Diener was a racer and a brilliant engineer.
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Big Velo an ongoing history
Words: Chris Swallow
Photos: Shaun G Waugh
This March 2014 article is reproduced with the permission of Bike Rider New Zealand Magazine
As I had only heard about ‘Big Velo’ in revered and almost mythical tones, when friend and new owner Phil Price of Christchurch telephoned to say he would be honoured if I’d race this piece of New Zealand history at the 2014 Burt Munro Challenge, the honour was most definitely mine.
In 1924 Veloce Ltd produced a single cylinder 350cc bevel driven single OHC engine: elegant, reliable and powerful, the model ‘K’ was the precursor to the highly successful KTT lineage. So impressed by the marque, top rider Alec Bennett offered his services for the 1926 Isle of Man Junior TT on a no-win, no-salary basis. He duly won the seven lap, 264.11 mile race in a shade under four hours at an average speed of 66.7mph: Jimmy Simpson, on the works AJS, was runner-up over ten minutes adrift. Bennett’s salary was not recorded.
Driven by the desire to achieve on the race track, the years up until the war saw concerted and focused development gaining Velocette a worthy reputation and a large share of the growing international motorcycle market; this in addition attracted talented riders such as Freddie Hicks, Les Archer, Wal Handley, Walter Rusk and Harold Willis to the works. Willis, whose career best at the IOM TT was two second places (runner-up to Velocette mounted Alec Bennett in 1928, Bennett’s 5th IOM TT win) eventually took charge of the Veloce Ltd race programme and decided that for the 1934 season the ‘blue riband’ 500cc class was to be contested. It was decided that Percy Goodman’s conception of some ten years earlier to enlarge a 350cc ‘K’ series engine was a worthy notion, and so, in 1934, MT5001 ‘The Big Velo’ was born. MT denotes factory experimental racing, and then Number 1 500cc is the rest.
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This is an introduction and guide to New Zealand Classic and Post Classic Motorcycle bike classes (categories) and regalia. There is an overview of Classic and Post Classic race structures amply illustrated by a comprehensive portfolio of Classic racing slideshows from the 2015 Summer Classic. The purpose is a meta view, to describe the complexities of organising Classic + Post Classic Racing downunder and to provide insights into the pure spectacle of the VRNZ Classic racing slideshow portfolios.
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You would have to say the main focus of the Hampton Downs weekend for VRNZ was the Eldee and the opportunity, with Bill Swallow being out here from the U.K., for him to ride the Eldee for the first time post the Junior Manx Classic race at the IOM TT last August. Some significant engine modifications have been done since then including the new cams (which Nick Thompson described in his saga of the event). They were given a careful going over and we were keen to relate back Bill’s new engine lap times this year to Chris Swallow’s lap timesheets last year with the old engine running on methanol which had been such a great success. Hampton Downs is a fast circuit so Chris’ quick times last year were the basis for encouraging us to consider competing in last year’s 250cc ‘Phil Read’ Classic TT trophy. The new Nick Thompson Eldee-2 engine of course is running on petrol which is altogether a more challenging prospect to tune as a small engine.
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The Glyn Robinson, Sports Motorcycles Ducati sponsored Pantahs
Adding to Sports Motorcycles success stories with world class riders and events over a period of more than 30 years, Glyn Robinson provides his customers with Ducati race bikes that are an improvement on the Ducati Works bikes. Sports Motorcycles were world beaters against the Japanese marques back in the day, and they retain all the traditional hallmarks of the classic Works machines. Sports Motorcycles racing was historically based around Ducati. The same is true of Sports Motorcycles today as then, some bikes are modified factory machines, others virtually built from scratch as with Bill and Chris Swallow’s pair of sponsored Ducati Pantah which Glyn constructed for the Summer Classic event.
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