Velocettes crossed the finish line 1st, 2nd, 3rd at the Burt Munro Challenge 2015. This would not have been an unusual sight on the racing circuits of England and Europe through the 1920s 30s or even late 40s. However Invercargill in November 2015 at the bottom of the world in New Zealand? An unlikely treat for those with a taste for vintage racing motorcycles. Phil Price picks up the story.
Unlikely is a good word to describe most things about Invercargill, Burt Munro’s efforts, and the challenge now named after him. It is literally the end of the earth or at least the earth’s most southern town right at the bottom of New Zealand, where the weather is anything but settled, often blowing straight off the Antarctic. The locals are a determined lot with a good old-fashioned zest for life. Munro, a curious and slow learning fellow who persisted when most would have given up, finally achieving nearly 200mph on the salt flats of Bonneville in Utah aboard his own highly modified 1926 Indian scout. The event with the formal title and catch phrase ‘The Burt Munro Challenge—one hell of a week’ is only in existence as a consequence of the place, the man, oh and the bikes.
A cool wind but clearing sky greeted our Sunday, race day, on the back streets close to town. Thankfully the sky is not threatening to deliver Southland’s norm of flagrant horizontal squalls, what were the chances? Team Velo lined up a string of Cammy pre-war racers all entered in what could be described as a ‘loose girder fork’ class, five prewar Velocette’s in total, two MKVIIIs, two MKIVs, and the Big Velo. A far reaching historical reference, but rolling with the theme of the unlikely, when Soichiro Honda visited the isle of Man in the early fifties he wanted to scope out the best machinery on offer in the world and to see whether a Honda might be built to compete there. Marketing through racing was not new, he already had demonstrated the right balance of market savvy, engineering nous, ambition, belief in himself, and his already established ‘dream’. Veloce had used this business method to great success and ‘The Old Man’ as a student of the history and evolution of the racing motorcycle would have been only too aware of the deep seated passion and determination that is street racing. World domination may have been in his minds eye but the sponsoring of a Street race in Invercargill some 65 years later? Maybe not but the ‘Honda Invercargill Street Races’ it was. Nervous anticipation and the crowd both grew as the morning progressed. The track new asphalt, in a commercial precinct, wide, long, and enough variety to get a small head of speed without being a boring race from right angle to right angle. Most riders spent the inevitable down time as the show slowly got underway, putting finishing touches on their winner’s acceptance speeches, or indeed speech itself for some, and motard riders practiced the clearly superior and not retarded as some suggest, straight leg out approach to corner exercises. The mood in camp Velo was rather quiet with a bit of nervous polishing, checking of oil and fuels levels. Our in-house film crew of Theo and Jasper taped GoPro miniature cameras here and there on the vintage KTT’s giving rise to a classic but ironically accurate comment from octogenarian Neville Wooderson that he presumed the pictures would be in colour! Ruminating on this we surmised that beyond the odd teaser demonstrating the starting procedure of a Velocette or a tame stroll up the street, the online availability of real imagery capturing these machines in close action may well have left off more than 60 years ago with black and white soft focus shots of Freddie Frith and Bob Foster following one another on the GP circuits of Europe, taps fully on circa 1949-50.
What chance we might capture something this day to relive such a delight not only in colour and sound but with on bike viewpoints to boot? Either way we looked to better our beginning Eldee2 clip of 2012. Following ill fated last minute sponsorship negotiations with Pump house Paddy a siting lap and practice was upon us, a proud moment seeing all our riders splendid in black leathers on black machines, visually set off with that fine minimal gold pinstriped tank, the only concession to decoration on the purposeful racers. Competition in the form of the ever present, friendly, hospitable, and growing Team Rudge, along with a couple of shiny Indians and a few others made up a good looking grid for old girder bikes, what were the chances of that? Some experienced problems of one sort or another in getting their full compliment to the start line, but that’s old bikes and those inflicted with the bug of running them live with this reality constantly. Velos dominated the start grid with no intimidating effect, honest.
We take reliability for granted these days thanks in no small way to the efforts of Mr Honda but we forget too easily the failures he had on the ladder to success. His and the companies attitude being that failure was fuel for future success, an admirable mantra in these days where we reward our young with participation certificates for trying. Failure is no bad thing but as any racer with experience knows in order to win first one must finish, or in some cases start. Racers whose biggest concern is what type of after-market suspension package to try, or whether or not their tyre warmers are on straight are in another world from the early days of team Honda. For example, picture the development engineers making fine jetting adjustments sequentially richer from the inside hotter cylinders to the cooler running outer pots of the 250/6, an activity to leave most contemporary tuners scratching. A winter of preparation largely by Nick Thomson put all our bikes on the start line, and across the finish, as we shall see. No small achievement for machines that require to be entirely blueprinted if ridden hard, but back to the Deep South. Cloud Craig-Smith joined our dream team of Chris Swallow and Bill Biber for the weekend, and was thrown somewhat into the deep end cocking his leg over our new MK8 for the very first time at Teratonga, Saturday morning. This machine had locked the back wheel on me going up the Bluff Hill Llimb changing down for the bend onto the big uphill straight two days prior. That finished upright and out of the gorse, much to my relief and applause from the crowd. But we had found no cause until that Saturday morning with no compression revealing a sticking inlet rocker. That satisfied the mind enough by way of at least finding something to fix, and the rest of the weekend reinforced this notion with the bike performing without fault—phew. I had already learned just what a transformation the Nova 6 speed was, and perhaps this was a bit of a false reality for Cloud’s first KTT experience. A gear for everywhere with even gaps and smooth changes up and down. With four speeds it’s really a matter of thinking hard about what gear to be in where and when exactly to change, any variation to this once established routine never ending well. It seems simple now with retro engineering but back in the fifties or earlier these were just not available, or not developed, or the single cylinder engines had enough torque to make do—really? Soichiro was clearly not convinced with the outcome, for as well as trying more and more cylinders, some of the small capacity racers had upwards of 10 ratios. Even our own Les Diener made notes to the effect of wishing he could have got his hands on a factory five speed for his dohc 250, but in reality living out his racing life with 4 speeds only. Cloud was very quickly on the pace and within a few laps showing just what calibre of rider he is. We learned quite a lot in a short time at Teratonga that morning. We knew the Arthur Wheeler Bike was fast and reliable, I had won the NZCMRR vintage 350 class easily on it as had Bill Biber ten years prior. Chris had recently surprised a good number of much later model 350s on what is a very well sorted and historic machine, in earlier life it had been at the hot end of races across Europe, the TT and Ulster. That said it is still a pre war girder machine with four speeds running on petrol. Bill Biber had most enthusiastically taken up the offer to ride the Bike Velo, a stately rider and machine combo. The history of MT 5001 goes without much saying as does Bill’s career aboard Velos. We knew both were fast although a new combination. The bike is very standard, the way it must be kept for posterity. Over the winter we had remade the wheels with new English black rims and spokes and a new magnesium early works front hub, a spruce on the guards with Bill coming to the party covering the new replica seat based on photos of the day. Only change in the motor was to a Carrillo con rod more as insurance than performance as this bike is the only one of its kind in the world to still be running its original crankcases. A very tidy and correct vintage looking bike indeed.
We’d done the odd comparison of lap times with Chris onboard Big Velo at Hampton Downs versus Arthur Wheeler MKVIII and Bill the same at Manfield where he had previously cleaned up the entire field of 350s convincingly on the MKVIII. Remembering here that the Big Velo is a 500 from 1934 and the MKVIIIs evolved over the following few years, formerly emerging around 1938 and largely unchanged for post war production. The MKVIII had the great leap forward of a swinging arm rear suspension thanks largely to Stanley Woods the Irish rider and star of the thirties who took one of the dog kennel machines (the Big Velo is one of only three ‘works bikes’ in total along with its predecessor now living in NSW with an iron top knot and the unenvied title ‘the monster’ no doubt because of its weight. The Big Velo and 2 others had ‘Y’ alloy castings which on our bike are still showing the great quality they were at the start) for a test in 1934. “Great engine, shame about the handling” was the upshot of Stanley’s feedback to the factory, who to their credit worked with Woods to develop MT5003 into the first rear springer, and he came 2nd on it in the 1936 TT just a whisker behind Harold Davies aboard a Norton, the closest velo ever came to a senior victory.
So on balance a small and interesting range of machine specs and riders at varying stages of career and familiarity, but on track the three were a tight bunch with the youth on MKVIIIs swopping places and paint here and there to take a win a piece, Bill consistent and classy as ever underpinning the 1, 2, 3. I was on the ex Ivan Rhodes MKIV well down on power behind Neville Mickleson looking most familiar on the ex Pete Butterworth’s MKIV. With fingers well and truly crossed that everything would hang together and the knowledge that everyone was in the same boat having never ridden the street circuit before, there we were at the start of the first race of the Sunday nervous and excited. The action that followed had some old codger in the crowd muttering how long it had been since seeing action like this, as only an old codger would know. With lean angles to match any other class due to the need to maintain corner speed. Crossing the start/finish line for the last lap the rear-mounted gopro on Chris’s MKVIII finally gives into vibration and throws itself onto the track, but the action was already well and truly captured.
Some weeks later when the digital black box finally released its secret file the young Swallow sent the following statement to Velo HQ “ I am absolving myself of all responsibility for gopro welfare due to using every inch of road, its my dads fault he brought me up like that”. What could have easily been said but not so easily done had just been done. Velocette 1,2, 3, 5, and 6. With a similar result for the second race of the day.
I suppose it’s true that the first time we achieve something fabulous or hard fought is the most memorable moment even if repeated many times. Few will even have an inkling of what Soichoro would have felt the moment he knew that not only had his bike and team finally lifted the winning title at the 1963 250cc TT race at the Isle of Man, but the first 5 places! Few motorcycling achievements can match this. In any case a quiet sense of ‘chuffed’ settled over team Velo while we gathered machines and personnel for photographic posterity, prior to those black leather one piece suits being replaced by civilian togs once more, put away for the next adventure. The memory of this weekend and most especially the Sunday street race will live for a long while for those involved, and hopefully not lost on those spectating. You know who you are and big thanks if you helped out. An unlikely gathering of pukka racers and proper riders, ridden hard near the end of the earth. Living the day and reliving a little more history for the already famous Velocette. Unlikely, but true.
Words: Phil Price
Archival images: Phil Price and Nick Thomson collections
Burt Munro short film: Theo McDonald
Photography: © Iona Gibbs, Shaun Waugh
Desktop publishing: Shaun Waugh MagentaDot Brands
Bill Biber and Shaun “IT” in a van crammed with gear for a fortnight and four race bikes, Nick Thomson and Graeme Peters also crammed into a van with gear for a fortnight and four bikes, and Phil Price with two photographers travelling in accommodation on wheels all departed Tuesday to make the trek south to the Burt for the 10th Anniversary Challenge.
Having work restrictions meant I could only leave Friday night to fly down to “The Burt” along with several others flying in for the weekend; Cloud Craig-Smith, Chris Swallow, Janet Wilson and Shaun Chamberlain (Gepeto).
The hill climb on Thursday by all accounts went well for ‘Team Velo’. Phil Price having a wee moment on his second run, but came off unscathed. Unfortunately there was an accident on the hill mid-afternoon, so the event was cancelled after the boys’ second run. Phil managed a respectable 61 second ascent first time up which was enough to get 3rd place in the pre 63 category.
Friday was a test/play day at Teretonga and I believe the weather was just fine. All riders and bikes performed splendidly. If you can remember the weather we had in Wellington that weekend, we were experiencing some 144 km p/hour winds and around 12 flights were cancelled—mine being one of them! Bugger!
Flying into Invercargill on a fresh Saturday morning, I could see sunshine, but just as we landed it started to rain. A quick taxi trip to the track taking around 10 minutes and it was fair bucketing down with strong winds. Proper grotty. One could see tents flapping, gazebos flying and general chaos. Team Velo on the other hand were cool, calm and collected!
The first race of the day was the girder fork event, which saw all of team velo out on the track together. The aim was to get good placings, to be proud of what was a once in a lifetime viewing experience, seeing the KTTs and the Big Velo out on the track at the same time. I think what came next exceeded expectations; 1st, 2nd and 3rd going to Team Velo with riders Cloud Craig-Smith, Chris Swallow and Bill Biber. A repeat performance was seen for race two. Alas there wasn’t to be a third round, the weather was the reason for that! We were all cold, wet and shivering. A small amount of fettling to be done for the bikes in preparation of the street circuit the next day, and we were off to the warmth of the Bluff pub for a brew!
Sunday was a refreshing sight; sun, bit of light cloud and a gentle breeze. Riders briefing was over two hours late, and we were beginning to wonder if there was going to be ANY racing on that day. But the call came, we went, we listened, and we listened, and we listened… (Remember Errol McCabe and his riders briefings? Need I say more?). Finally the boys were called up for their two sighting laps, which launched straight into four laps for qualifying, resulting in front row of the grid for Cloud, Chris and Bill… again. I had a friend ask me if I get excited. I sure do, but the feeling blurs between excitement and nervousness. But, the boys pulled it off yet again, 1st, 2nd and 3rd not once, but twice. Great result!
Thanks must go to “Squadron Leader” and general “Boss of Operations” Phil Price—for without him none of this would’ve been possible. Nick Thomson, for without his mechanical skills for not 1, 2 or even three bikes, but five, none of this would’ve been possible. The riders; Chris, Cloud and Bill, for without THEM (yep you guessed it), none of this would’ve been possible. They all put on such a great performance on some very special, very rare and beautifully prepared machines.
Team Velo rocks!
Words: Iona Gibbs
Photos: © John Cosgrove / FairfaxNZ, Iona Gibbs, Shaun Waugh
Desktop publishing: Shaun Waugh MagentaDot Brands
Initial enthusiasm for a five pronged cam attack on the South Island were reduced by a small chunk when guest Cam had unavoidable wrist surgery in the diary that weekend. So it was with these four overhead cams that Team Velo departed for battle at the Burt Munro Challenge 2015: KTT MKVIII No. 1041 ex Arthur Wheeler, KTT MKVIII No. 1079 ex Leo Andrews, 1934 MT5001 ex Bill White The Big Velo, KTT MKIV. Cocking talented and somewhat battle scarred legs over such splendid machinery was Squadron Leader Price, Brigadier Biber, returning to active service, Captain Craig-Smith and Squaddie Swallow. Tank Commander Thomson of the Royal Engineers had our backs and over the top we went, showing no fear in front of the Southern enemy and not selecting top gear until seeing the whites of their eyes. Etc. Right, enough of that. First battleground was the Bluff Hill Climb—a minute or so of steep road littered with bumps, cambers, springs (wet ones not bouncy ones usually) and enough consistent tar seal in the central sections to encourage a bit of enthusiasm on cold tyres. Brigadier Biber treated the strong Southland crowd to the delights of an open megaphone as he trumpeted The Big Velo up the hill in fine style, followed by Sqd. Leader Price entertaining the punters by showing them how to deal with a seized motor while travelling with rapidity. Tank Commander Thomson was looking all too relaxed and was thus relieved to have some fettle on his hands; a seized rocker arm on MKVIII No1079 was subsequently discovered and re-assembly was a matter of course thereafter, the Royal Engineers maintaining impeccable high standards despite unfamiliar working conditions at the front line. The new RV was Teretonga race track, zero eight hundred hours, Friday. With the enemy in good spirits, battle was delayed until the Saturday and the day was spent exploring the trench system then tweaking and polishing weaponry. The Squadron was buoyed to full strength later that evening when Captain Craig-Smith and Squaddie Swallow arrived late to the OP after the Hun had delayed their travel. Battle day dawns with typically bright Southland weather and troop welfare concerns sees a flurry of SPF50 distributed around the barracks of Camp Velo. Unpredictable drizzle and high winds wash this off just in time to put on tin hats and crank up the weapons of war for the first push. The front row of the grid is smattered with cammy Velos but it’s the local defence network of Wing Commander Wilson who enters the fray with typical zeal and vigour adhering to the mantra ‘Rudge it, do not trudge it’. No one had envisaged such a forthright attack from the off and rapid chase was given by the Velo boys feeling out the damp underfoot conditions as best they could. Wing Commander Wilson runs out of ammunition as he lifts his head above the parapet in readiness for turn two, then the Rudge weaponry is down and no longer a concern in this fray. Squaddie Swallow (ex-Arthur Wheeler MK VIII No. 1041) leads Captain Craig-Smith (MK VIII HotteRodde) and together they proceed to break cover and eke a small distance on Brigadier Biber (The Big Velo MT5001) the damp conditions playing havoc with his shrapnel wound. A rogue Indian nudges Squadron Leader Price (1932 MKIV KTT) out of formation flying and the battle ends in this order with no further injuries sustained. Civilians report of a ‘bloody good show what, what’ and sustaining rations are taken onboard by the main protagonists during the interim period between bombing raids. The Velo weapons of war are all still in fine fettle, minor alterations are attended to by Tank Commander Thomson of the Royal Engineers, his experience in the fray detailing such matters in an unhurried methodical manner bringing re-assurance to all prior to the next push. With the enemy Rudge not sighted on the horizon Team Velo leave the trench in a confident air for the second onslaught, their makeshift bottle lights glowing dimly at the rear as per blackout regulations dictate. With a dry battleground now present there is a major offensive from the off, led superbly by Captain Craig-Smith of the Muriwai Panzer Corps, his friendly fire across the bows inspiring the Velo troops to give rapid chase. Squaddie Swallow pulls up to the charging Captain but despite his best efforts at sharp shooting from the front, he is overtaken with little time remaining and trails Captain Craig-Smith to the line, Brigadier Biber follows and Sqd. Leader Price comes in next. Back at the barracks the young Squaddie is overheard conversing with the Royal Engineers advising the sending of the following message back to HQ by morse code: 6 bullet magazine box more effective than 4 bullet. Recommend for all future reconnaissance or undercover missions. Out. The advance front marches north to the new Invercargil Street Circuit; the conquering Velo team are in positive spirits but under no illusion they are still in unfamiliar territory with some cornered locals ready to fight, finding their way to the battle and intent on making their mark on the gold striped invaders. Wing Commander Wilson of Team Rudge is spirited in advance of the day despite an all-night onslaught on his gearbox. Brigadier Biber is in steely focus from the sunrise, Squadron Leader Price conveys a calm reassurance about the barracks but the eagle eyed observers can discern an ever so slight query of expectation in this normally reserved countenance. Tank Commander Thomson of the Ngaio Ngineering Corps stirs his morning brew with his preferred imperial allen key, his mind whirring constantly attending to the insides of the creations he has assembled and is about to watch disappear into battle. Captain Craig-Smith and Squaddie Swallow head out on advanced reconnaissance gathering and walk the new track slowly and methodically taking note of blind spots, surface conditions, raised masonry and the like. Some concerns are muttered under breath in dark corners but cowardice is not wanted to be shown in the face of the enemy at risk of a court-martial; so after using the Signal Corps to contact the clerk of course regarding the line of sniper sight through the back straight chicane, any matters of burden are discarded and battle lines get mentally formed. Squaddie Swallow, still fresh from overseas service at the Isle of Man, takes to the new battleground with relative comfort and puts the Wheeler bike on pole, narrowly ahead of Captain Craig-Smith, Brigadier Biber and Sqd. Leader Price. The rogue Indian is going well piloted by Field Marshal Munro and he is joined today by Flying Officer Friskin who is seen pushing not flying at the end of qualifying; the Indian Engineering Corps deciding to return this bike to the barracks for the day. Gearings are deemed appropriate for the new terrain and Tank Commander Thomson assures Squaddie Swallow his mount will take a bit of clutch slip if required during the heat of battle. Tyre pressures are measured and tweaked, fuel is added and then each soldier retreats into his mental battlefield of solitude ready for the command to arms. Captain Craig-Smith again heads into the fray with impressive zeal, inspiring a focused chase to commence behind. Squaddie Swallow can hear the megaphone of Brigadier Biber as he follows the smooth navigation of Craig-Smith between the bails, kerbs and catch fences. With a lap to go Swallow squeezes past on the brakes and makes a dash for the line, Craig-Smith comes in second with Brigadier Biber a fine third. The rogue Indian is being ridden better and better by Field Marshal Munro and he is within a sniff of the Velocette enemy, Squadron Leader Price following home for fifth. The final push is signalled for and all artillery is wheeled out once more. The eyes of the boys from the Velo barracks suggest no holds will be barred and friendly fire is a thing of previous wars. ‘Lead me, follow me, or get the hell out of my way.’ With preference given to the latter. Captain Craig-Smith makes his customary rapid escape from being imprisoned on a lonely start line, and Brigadier Biber gives experienced chase into turn one, followed by Squaddie Swallow and the rest of the escapees. Biber appears to come loose on some shrapnel and he slows across the tops slightly allowing Swallow to move alongside, his gaze fixed firmly on the disappearing Craig-Smith. Within a lap he is on his rear wheel and they are both holding nothing back going from kerbside to bails back to catch fence, this the final battle of the weekend war. Swallow makes a move past and Craig-Smith fights straight back, the contest is too close to call, the conscientious objectors are now drawn into the elegance of battle, their hearts stirred by the advancing Velo boys leaving nothing behind, it’s all out there and they’re surviving this moment on instinct and wit. At the close of the battle Squaddie Swallow leads across the stripe by a bikes length from Captain Craig-Smith, Brigadier Biber a close third, Field Marshal Munro from the Indian Army is fourth with Squadron Leader Price close behind. ‘One more dance along the razor’s edge finished. Almost dead yesterday, maybe dead tomorrow, but alive, gloriously alive, today.’ The conquering Team Velocette retreat from the battlefield content with having given their all and then some. The girder fork territory rightfully claimed with the crest of the golden black tanks.
Words: By RonDine
Photos: Iona Gibbs, Shaun Waugh
Desktop publishing: Shaun Waugh MagentaDot Brands
Velocette minutia aficionado Phil Price tells the back-story on the Velocette MKVIII KTT 1041.
Feature image: ‘Local’ man Bill Biber in resplendent purple and silver LEDA leathers, touting his sponsor ‘Royston Vasey’. This shot is from the second Burt Munro challenge where he left the girder fork class in no doubt that a Velocette is faster. Factory records from 1949 show KTT 1041 going to English dealer, privateer, and factory rider Arthur Wheeler (5 August 1916–16 June 2001). I never met Arthur although he had been to New Zealand at least once. No doubt was known to the factory and Goodman family and had a lifelong interest in racing Velos and Moto Guzzis. Anyhow, the provenance of 1041 seems to be that Wheeler Motors of Epsom, Surrey took delivery April 1949. Arthur sold the bike in June 1953 and this seems to stack up as he rides a 350 Velocette in some of the European Grand prix events 1949–1952. 1950 is a good season where his best results appear to be 12th at the Isle of Man, 16th in the Netherlands, and 10th at the Ulster respectively. Ivan Rhodes recalled that 1041 was one of the few KTT’s that could pull a ____ tooth sprocket on the island. He bought the bike back from its single second owner one Adrian Deverell of Surrey in 1962 and kept it until 1998. Where he swapped it for another of his passions a works Guzzi. Certainly when the bike appeared in Australia many years later it sported a rather special 9000 rpm Smiths chronometric rev counter, sadly this was no longer united with the rest of the machine when I bought it in Melbourne in 2002. Seeing this machine in Australia was quite a surprise and here I will let Bruce Pederick of South Australia pick up the story as there are good connections…
I started racing in Adelaide in 1945 age 17 Associated with Les Diener (workmate) Laurie Boulter, Bill Watson, Ray Trevana, and all the S A riders of note. In summer 1948/49 Fergus Anderson came to Oz with a works 500 V twin Moto Guzzi , which was the lap record holder in the IOM by Omobono Tenni the year before. Plus the first 7R AJS in Oz and a works 250 cc Moto Guzzi Albatros, which was virtually identical with the machine Stanley Woods won the lightweight TT in 1936. This machine was in the historic lap on IOM in 1997 where I went with the great and late Arthur Wheeler…
…Fergus was soundly beaten in all his Australian races at Woodside S A Ballarat and Rowville by Les Diener, Syd Willis, Harry Hinton and others. I was at Woodside and Ballarat but not Rowville. I think Fergus said re Rowville “it was the fastest scramble he had ever ridden in. Fergus left the “Albatros” here. It was ridden by South Australians Les Diener, Bill Watson, Bob Reed, and Laurie Fox. In fact Laurie Fox was leading the lightweight at Longford referred to on another site when he lost concentration and slid off at the bridge. It subsequently took a lot of polishing to get the skid marks off the outside flywheel. Following that there was a blow up and the bits laid in the corner of his shed whence I bought them as a basket case in about 1970.
By 1988 with engineering help from the late Les Diener the Guzzi appeared again in mint condition. In 1991 Arthur Wheeler, who rode Guzzis most of his international career, was guest at Mallala Historics. Les Diener phoned me to see if I would bring the Guzzi for Arthur to demonstrate—which I did. Arthur wanted to buy it then and there, however I resisted and had a lot of fun parading it at Mallala, Phillip Island, Winton and Broadford over the years. I became firm friends with Arthur and finally agreed to swop the Guzzi for his 1948 MKVIII Velocette which he bought in 1949.
So Joyleen and I went off to the UK with Guzzi in a box and likewise bought the Velo back. We had great time based at Wheeler’s in Worthing.
Sad that Arthur left us aged 84 having developed an infection from a scun shoulder, a simple fall while out walking, after 60 years racing. We are still close friends with Ruby Wheeler.
I had a great time on the KTT, Pre war Aust Junior champ, Eastern Creek 2000, 2nd same at Mallala 2002, 2nd NSW champs 2002, 3 2nds Phillip Island Feb 2001. plus various other seconds and thirds at Winton and “old farts meeting at Mt Gambier” (KTT qualified as pre war as identical to 1939 model in appearance.)
At Mallala 2002 at age 74 I decided not to stretch my luck any more The KTT had an ultra high bottom gear, always hard to get off the line, not built for a clutch start, often my lap times were equal to or better than those in front of me, except the first lap-Bruped.” — Bruce Pederick
Now remembering that back in Australia in the off season of 1948/9 Fergus Anderson had been seen off in no uncertain way by a small brace of locally developed pushrod MOVs amongst these was your Les Diener. The fact that the MOVs racing in Australia and Godzone New Zealand, by our very own Joyce and McCleary Brothers of Christchurch, were at the sharp end of the game in the lightweight class, seems to have been lost on the factory. But not on the ever capable Les Diener who, although he never realized a dream to race his own bike at the IOM, must have been watching these results—including the new factory DOHC 250—with interest. Could it have been about this time the idea for the double cam top was brewing in his mind? It is of interest to note here that in 1951 Arthur Wheeler rode one of the new factory DOHC 250 machines which were essentially a MKVIII crankcase and head with the new double knocker top knot Bertie Goodman developed. These were interesting machines and were something of a cheap compromise toward where Norton and AJS were going with duplex frames and telescopic forks. They essentially took a standard frame, cut the cast steering head and top tube out, lowered the head position and used two top rails for support like the McCandless, with a third much needed brace running all the way through the inside of the whopping aluminium tank back to the seat post. 68 x 68mm bore and stroke the same as the pushrod production MOV, and reputedly a special magnesium shelled 5 speed gearbox to keep the little engine on song. Arthur got 5th in the IOM lightweight TT and 3rd in the Ulster that year.
Back to Melbourne, where reputable “Vincent, Velocette, and Other Exotica” dealer and keen collector Franco Trento’s Eurobrit showroom, stood two shiny MVIII KTT’s for sale. I quickly realised what I was dealing with and made arrangements for the Wheeler Bike to come my way, having by the way first checked that friends Nick Thomson and Bill Biber would respectively engineer, tune and ride the thing. At this stage I did not know the back story and was pinching myself that this machine was even in this part of the world. That is all relative history now as KTT1041 arrived in New Zealand early in 2003 just in time to be part of the national register’s celebration of 100 years of Velocette. Bill rode the machine to immaculate and impressive wins in the NZCMRR national championships first in the vintage class and then factory racing, doing everyone proud and opening quite a few eyes along the way. To see how well the real thing could go, beating many and bigger bikes. It was something new to us having battled away for years with modified pushrod bikes, the KTT just effortlessly and reliably coped with the rigours, albeit of short circuit racing. I guess a decade and a half of development at the Isle of Man does that to keen men with a good design and some considerable ability.
Both Swallow’s Bill and Chris have ridden the bike continuing its winning ways, and even more lately myself. All of which encouraged the purchase and preparation of another MKVIII, one with perhaps a little less provenance that we could develop and race harder, enter KTT1079. So more to come then…
Archival images: Phil Price and Nick Thomson collections
Desktop publishing, Photography: Shaun Waugh MagentaDot Brands
Feature Image: Isle of Man Classic T.T. Junior Race. Bill Swallow rounds The Bungalow during practice. Photo Credit: Russell Lee/Sport-pics. Written by Nick Thomson, November 2014.
I DELIVERED ELDEE-2’s new aluminium crate to Lucas Palmer at Auckland Airport with assistance from Ken Macintosh a few weeks before the Manx. At 280 kg, it was packed with all the tools and spares we could think of including the original Eldee 2 motor. It took 36 hours to get to the U.K. where it was received by Andy Farrow who kindly delivered it to a depot in Somerset where Velocette Owners Club member Will Wells picked it up.
Two weeks before the Manx Classic T.T., Phil Price and I followed via Shanghai to Heathrow, where Will and our friend from many years before Pat Clancy were there to meet us. Just 10 minutes before we came through arrivals, Pat was astounded to see a bloke wearing an Eldee 2 T-shirt come through—it turned out to be Phil’s brother-in-law, returning from New Zealand! You can imagine Pat was pretty excited by the time we appeared.
We drove down to Will’s place in Somerset, and loaded the crate into Pat’s Transit van—just half an inch clearance! Then onto Pat’s house in Cornwall, arriving after midnight. We spent a delightful few days there, going over the Eldee and making some last-minute mods, including lengthening the inlet port, and in particular, replacing the followers with new roller-type and cams to match which I had brought with me. This was to alleviate wear which I was concerned about. Pat took the Eldee for a gallop on a few quiet local roads, in order to check the mixture on the air-fuel meter, with inconclusive results. But the bike sounded magnificent. So with the Eldee and Pat’s Venom Clubman in his van, we set off for Liverpool, with Will riding his Venom. Arriving in good time, (though Will’s bike with a puncture) we caught up with Tony Rodick from Nelson, another of Pat’s mates, who joined our party on the Ferry.
Friday 22 August
Arriving in Douglas after midnight, we were met by local V.O.C. members Billy and Jim who had kindly let their beachfront cottage in Peel to us for the duration. And they had even bought a trailer for Will’s stricken bike! We couldn’t been luckier with the cottage and its associated garage which the Eldee shared with, of all things, Jim’s Maserati! Jim was to prove invaluable with workshop facilities, local advice and general assistance. The first priority was to test the Eldee in local conditions with the fuel we picked up from Steve Lindell who kindly organised this. We had our suspicions about the local fuel from stories the previous year, and in view of the importance of getting carburettion right, we had fitted an air-fuel mixture meter.
This seems to indicate stubbornly rich however, and, unable to source G.P. needle jets locally we sent an order to Amal. Nothing that we tried, however, seemed to improve matters, if anything the motor was running worse. The breakthrough came when Carburettor Guru Dave Kenah offered to accompany us on one of our test sessions. He spotted the air-jet was a methanol one, left in after some confusion with dyno testing back in Wellington. It was a good reminder to always check everything, and never rely on memory.
After this, rider Bill Swallow pronounced the bike eminently rideable, which was a huge relief to us all.
At this stage we had been joined by Damion Hadcroft, Les Diener’s grandson, who is resident in the U.K.. He arrived in Peel on a single-geared bicycle with huge backpack, and no record of where we were staying. He was very pleased to hear his name called out as he cycled past our door! The project meant a huge amount to him, as he had assisted his grandad with the Eldee as a schoolboy in the 70s. Our activities in the garage had generated much interest, with both local and international Velo owners calling by. The I.O.M. Velo owners club had organised a rally at Ginger Hall during the Manx, and Phil was able to take the original Eldee 2 motor for display, and sell not a few T-shirts.
Saturday 23 August
And so to our first practice day, the Saturday. Bikes are scrutineered just prior to practice which means a real panic if things are not as they should be. Aside from adjustment to the steering damper, the bike sailed through, which was a great relief, since I had built-up a long list of potential problems in my mind. Having Bill hovering over the bike during scrutineering probably helped!
We had been very generously offered room in the Works Norton Tent by Richard Adams whose 500 Manx Bill was also riding, where the Eldee attracted much attention and I must say it looked superb, with Phil’s beautiful black fairing, seat and tank. I daresay it had been sometime since a 250 Velo fronted up to a Manx. Well, due to a shortage of marshalls, a perennial problem at the start of the Manx, practice for Saturday was cancelled, and we were back again for Monday’s session. With nothing else to do, we were free to watch the 500 Manx classic on the Saturday. It was a real thrill to watch Bruce Anstey come home third on the Macintosh Manx, since we had witnessed its demise the previous year. But a catastrophe for Chris Swallow on Dave’s Manx Norton, with clutch failure on the first lap, especially after setting the fastest time through the Highland speed trap for a 500 single, at 136 mph. He was a real contender for a podium finish.
Monday 25 August
And so, for the first time, Eldee 2 took off around the Isle of Man circuit. Talk about a thrill, hearing it accelerating away down Brayhill. Then nothing to do but wait for around 26 minutes, and then there he was, back in pit lane! The bike had completed its first lap without incident. We gathered from the reaction of several I.O.M. stalwarts that this was a major achievement.Bill himself was very pleased. Apart perhaps from the horsepower, he said that he “wouldn’t want to change a thing”, and this we gather coming from Bill, is high praise indeed. He particularly liked the suspension, handling, brakes, clutch and gearbox and the tucked-in riding position behind the fairing. Very satisfying to have all our hard work vindicated.The next day was spent thoroughly checking over the bike, and in consultation with Bill, dropped the gearing a tooth, and reverted to standard Norton front dampers. An area of concern was the accuracy of that Scitsu rev-counter which was not the correct type for a magneto. We had been unable to obtain the correct one, and the needle was wavering at peak revs.
And by this time the air-fuel meter had gone on strike, perhaps exacerbated by running too rich during testing. So I removed it, happy now that we were clearly in the zone with carburettion. Practice sessions were for one hour, during which it was possible to take out two bikes, so Bill elected to do the first lap on the 500 Manx, and the second on the Eldee. He appeared a little concerned after the first lap, saying wind up on the mountain was blowing him right across the road. Sot it was with some trepidation that Phil and I waited in the grandstand as Bill set off on the Eldee, especially as the cold wind was now much stronger, and the spots of rain started to fall from darkening clouds. By the time Bill returned we were frozen, but Bill was all smiles and warm as toast behind the all enveloping fairing. And he reported no problems with the wind, which some nay-sayers had warned us of. We learned that a qualifying lap needed to be above 76mph, but Bill had done 82mph. So another milestone had been achieved.
But in reality, we were hoping to get into the 90s so some soul-searching was done. About all we could change was the magneto, a twin-spark Morris Mag, so we substituted for a single spark BTH of known provenance, and adjusted the timing down from 26 to 33°. In fact following suggestions, we did test runs from 26 to 40° with, astoundingly, very little to choose between them. But we settled on 38° (standard MOV!) since Bill felt that the motor seemed smoothest there. So through the ritual of scrutineering for the fourth time, and Bill was away again. But this time a different story—the bike petered out at Ballaugh Bridge about half way round. And it was here we collected in the bike, as darkness fell—fortunately local supporters had looked after Bill in the pub for the duration. Clearly the original Morris Mag was not to blame, so we changed back. But we had a sense that something was not as it should be. Our friend John Anderson had arrived by now, and with an engine simulation package on his laptop. And so we set him to work straight away crunching numbers, something at which Damion proved to excel also. The upshot was that most of what we had done was correct, though peak power was perhaps at higher revs then we suspected we were achieving. Even so, we elected to shorten the exhaust header. And a local garage lent us their MIG welder to enable us to re-mount the exhaust system.
Tuesday 26 August, Junior Manx Classic race day
And so to our race, the junior Manx Classic, combining 350s and 250s. Scheduled for Monday, fog on the mountain meant a postponement to Tuesday, since if the rescue helicopter can’t land the race can’t be run.
So with a carefully calculated fuel load, I push-started Bill on the dummy grid. At number 21, he started 210 seconds behind the first bike. Eldee 2 sounded glorious as it accelerated off through the gears down Brayhill. You would not imagine any Velo could sound like that, roaring away at seemingly impossible revs. However all was not well, as Bill said later the bike seemed to hesitate at times, and slowed a little over the mountain, whereas in practice it had flown up the mountain in 5th gear at 8000 RPM.
But on the way down, with gravity assist and slightly lower gearing on what is probably the fastest part of the course from Creg-ny-ba, Bill said he found himself going “really quite quickly indeed” instead he had to “think about this corner” as he approached Brandish.
Through the start finish, it was obvious the lap was slower than in practice, which was a worry, and then eventually the leaderboard showed him as retired, part way round the second lap at Ballacraine.
The cause was found to be stripped alloy Magneto gear, possibly weakened by seizure of the timer breather on the dyno back home. This was part of a long saga during testing of the bike before we left.
Flashback to Manfield in New Zealand, June
Knowing the revs at which it would need to run, I was very keen on the magneto turning at quarter engine speed by using a toothed belt in the timing case. This appeared to work well during the test session at Manfield, but in fact the belt broke down, possibly due to temperature. The upshot was a serious wet sumping and a badly damaged piston and liner. With these replaced, and time running short, I reverted to gear drive for the now modified Magneto, but with the changed centre distance, the timed breather didn’t match, and hence seized on our next dyno session. Obviously a steel mag gear would have been preferable. However this was not the only problem, because when pushing the bike back through the pits when it was returned, it became obvious that the back wheel was stiff to turn, and this may have been happening for some time once it got hot. Once properly cold it appeared perfectly free. We haven’t yet got the chance to properly investigate, but suspect it will be bearing spacing.
I.O.M Junior Manx Classic race epilogue, November 2014
So although on the face of it a disappointing result, especially for Bill with a D.N.F in the 500 Manx classic also, we were by no means all doom and gloom. The plan had always been to take the DOHC Eldee 2 to the Isle of Man, in as close original condition as Les Diener might have done. In view of the arduous nature of the Isle of Man course, where 250s are on full throttle for most of the time, it was felt that a more bullet-proof replica motor was essential. And this largely lived up to expectation. And when one considers that the fastest 350 Velo in the 1953 Manx averaged 78 mph, we feel our wee Velo didn’t do too badly. But we are certain that there is more to come.
At the event in August we had the privilege of meeting Ron Herring, a retired engine analysis consultant, who very generously ran our motor through his engine analysis simulator. He has supplied us with new cam profiles, which I have already made and am waiting to fit when we get the bike arrives back.
Interestingly, the analysis showed that the original cams had far too much duration and lift, and would only develop maximum power at 10,500rpm, way beyond the safe revs. Everything else on our motor proved to be bang on. Ron was the brains behind the Royal Enfield 500 that last year did the first 100mph on a British pushrod single. Amazingly he sees the only reason he needs to visit a dyno these days is to set the mixture. Everything else will be exactly as the computer predicts. So our plan is to return again in 2015, with the bike further developed and perhaps shedding some weight, and with more experience of running on petrol. It still won’t be as fast as the two strokes, but we have far more to prove than they do.—Nick Thomson
And finally a huge thank you to the very generous team of sponsors builders and generous supporters-in-kind who made this all possible:
Nick Thomson | Pastoral Construction Services (Phone Tim Matt, mobile +61 – 428 931 914) | Merv | Phil Price Kinetics | Murray Aitken | Lincoln Frost | MagentaDotBrands.com | Dangus | Backstage Academy | LS-LIVE | Neville Wooderson | Farrall’s | Classic TT Isle of Man | Avon Tyres | Classic Racer Magazine | Nova Racing Transmissions | EuroBrit Motorbikes Australia | Identity Signs | Les Delacey | Dave Kenah | Velocette Owners Register New Zealand | Chris Swallow | Pat Clancy | Will Wells | Electro Freeze | Damion Hadcroft
Words: Nick Thomson
Editor, documentary photos, desktop publishing: Shaun Waugh, MagentaDot Brands
Automotive engineering and mechanical design and build team: Nick Thomson, Murray Aitken
Composites team—3D design, CAD modelling, molding and immaculate finish: Phil Price, Lincoln J. Frost, Shaun Chamberlain
Dyno testing: Our thanks to Gareth (Service Manager) and Luke (Dyno wiz) of motomart
1954 MOV line drawing: Velocette Owners Club U.K.
Footnote  The DOHC innovation was originally crafted in the early 50s by gifted engineer and champion Australian racer, Les Diener, from whose initials the ‘Eldee’ takes it’s name. In 2014 Nick Thomson has, among other things, completely recreated the DOHC drivetrain and housing.
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.
The 350cc KTT engine was enlarged from a bore and stroke of 74mm x 81mm up to 81mm x 96mm, to give a capacity of 495cc. Running on 50% petrol benzol, the new 500cc motor produced a credible 38 bhp at 6000rpm. Housed in a rigid, heavyweight looped frame, guided by modified ‘strutted’ girder forks up at the front, MT5001 also boasted many ‘works’ parts: the forks, for example, were made by Webbs and were initially destined for sidecars, but the Veloce race department perhaps felt the extra rigidity provided by the triangulated struts may tame the additional power of the 500cc motor; magnesium also featured prominently with cam-box, gearbox and hubs all benefiting from such metallic dieting.
A LEGEND BORN
Debuting at the 1934 Ulster Grand Prix in the capable hands of Ulsterman Walter Rusk, MT5001 won the 200 mile race at an average speed of 88.38mph with a new lap record at 92.13mph. The open country of Northern Ireland plays host to the Ulster Grand Prix which is held on the Dundrod circuit, complete with seven mile long Clady straight. It is always held a week or so before the Isle of Man TT and is thus a good opportunity for the works teams to blow up their motors and highlight any pitfalls in anticipation of the more highly prized TT victory. The fortnight after the Ulster, Rusk had a trouble free ride on the Big Velo, taking the machine to a fine podium in the Senior TT, finishing third behind the talented Norton team mates of Jimmy Guthrie and Jimmy Simpson. Rusk got the Big Velo round the seven laps in 3hrs 36mins 19secs, at an average speed of 73.27mph, demonstrating the reliable nature of the bike; a trait which would stand it in good stead throughout it’s long life.
Buoyed by such early success, Velocette continued development of their 500cc projects up until the war, seeing Stanley Woods take the new ‘springer’ framed MT5003 to second place in the 1938 TT, just 15 seconds behind winner Harold Daniell on the works Norton. They developed a DOHC version, then a 10 inch square ‘huntly and palmer’ head; but of the small handful of factory racing 500s made, only this one, via the factory, and one brought back by Rod Coleman made their way to New Zealand and it is in this direction the story now heads.
CONQUERING THE COLONY…
The summer of 1934 saw The Big Velo land on New Zealand shores; an intriguing export by Veloce Ltd given the early success and obvious potential of their relatively undeveloped ‘first’ 500cc racer in an era where performance on the lengthy European road races and the highly prized Isle of Man TT correlated strongly with reputations of reliability, performance and prestige, and consequently showroom sales. Why send it to the other side of the world?
It was a decision ultimately made by the Gutgemanns: a family originally of German descent who later became the Goodmans, the founders, owners and operators of Velocette. Conducting business based on the underlying principles of trust, loyalty and the gentleman’s agreement, long term relationships were formed between agents and riders alike and it was to one of these agents that the Big Velo was presented: William White.
The White brothers came to New Zealand in the 1920s having left Stafford in the UK Midlands where they worked in the motor industry, forming friendships with the Velocette team and factory. Bill became a team member, attaining a Gold star for lapping Brooklands at over 100mph on a 350cc Velocette. (I have also received an amazing photo which was kindly sent by Bill White’s nephew, Ian, taken in the Isle of Man showing the 1928 Junior TT winning Velocette ridden by Walter Rusk and it’s team; there on the far right stands one Jack White, brother of Bill). The strong ties and mutual respect between the Whites and Velocette seem very evident and it is clear the high regard Velocette felt for Bill White in presenting him with the Big Velo and trusting him to maintain and race the bike in colonial New Zealand and thus publicise the marque to aid sales.
Jack and Bill set up the motor firm ‘J & W White’ in Newmarket, Auckland, which it remained until 1936 when Jack left to go farming and the firm became ‘W. White’, or simply ‘Whites’. Throughout his business career Bill made a point of visiting the Velocette factory at least once every two years and the firm maintained a continual correspondence with the Velocette factory, which was good as there was a lot to tell them!
Simply put, MT5001, ‘The Big Velo’ is New Zealand’s most successful racing motorcycle, winning no less than eight national titles, five national beach championships and eight NZ TTs. The bike set a world and NZ track record in 1938 with a lap of the Hennings Speedway track, Mangere at 86mph. Every NZ race except one that the Big Velo started prior to WWII it greeted the chequered flag first (the exception was the 1938 Waiheke TT; Len Perry thought he was leading until, with five laps to go, to his horror he got the correct second place pit board. Despite breaking the lap record on each of those five remaining laps it still wasn’t enough for the victor’s laurels). Oh and it did some winning at the 2014 Burt Munro, but more of that soon.
Bill White himself won the first NZ national title on the Big Velo, the 1935 beach championship. Then two NZ TT victories on Waiheke in 1936 (C. Goldberg) and 1937 (A. Mattson) preceded the legendary Len Perry era, which began in 1938 and took a pause in 1950, racking up eight national titles and five New Zealand TTs. Such reliability came from behind the scenes in White’s workshop where the skilful Len Coulthard was giving the Big Velo thorough and meticulous preparation, much akin to what a works machine would receive. Each year for the TT, Len, assisted by John Jones, would strip and rebuild the bike, including wheels, fork spindles, bushes, the motor, gearbox and clutch. Special attention to the magneto was apparently given.
In 1950 John Jones was sent to England for a year, on Bill White’s request, taking the Big Velo engine with him. I quote from an article he wrote on his experience as it makes for much more interesting reading than I could paraphrase.
“I was let loose in the workshop [at Velocette], working under Berty Goodman, with Frank Panes, Hedley Cox and Freddie Owens. I then proceeded to rebuild engine MT5001. The engine was stripped, cleaned, and to my surprise a selection of new unfinished conrods were dug up. These were all tested, until we came up with one with Vickers/Rockwell reading 6.33. Then hours of shaping and polishing produced a conrod which was acceptable. New crankpin assembly and piston assembly were also produced, and after weighing up the bits and doing our maths each flywheel was balanced to 25oz 3 drams, giving a balance factor of 70 per cent. The flywheels were assembled and tried, the cylinder was relined and the motor assembled. With all new parts, existing inner timing case was disposed of, and one fitted Incorporating extra scavenging pump to cope with overhead gear oil, i.e. oil return from bottom bevel housing to sump was blocked off, and the new pump intercepted this flow, and delivered direct back to oil tank. Consequently, there was less oil in sump at any time.
The motor was trundled up to the Test House and bolted on to one of the Heenan Froud Test Benches. It was fired up and run for half an hour with a few pounds load on the shaft, then after a quick external check, fired up again and run for two hours. The cylinder was then removed, the piston checked for bedding in, and eased if needed, assembled and run for another period. A total running of six hours, and another piston check. Then Berty Goodman announced that it was ready for bashing.”
It was John Herd that ‘bashed’ it to victory at the 1951 Wanganui GP. Then Forrest Cardon went on a winning streak until 1954 and the Titirangi Road Race where he unfortunately came off second best against his phonetic namesake when he wrote off the front girders on a young Rimu tree. The bike was fitted with Triumph tele forks before being retired at the end of the 1954 season. Eleven years later John Herd persuaded that the Big Velo should roar once more and proceeded to win the 1965 NZ Beach Championship before (the evergreen and still racing today) Peter Butterworth did the same in 1966. Many beach wins by Keith Williams preceded a second retirement until John Jones gave MT5001 a thorough restoration in the 1970s.
Trevor Discombe, and then the rightful Len Perry raced it again, until in the 1980s, following the death of Bill White, the Big Velo was bought by Ivan Rhodes, world authority on historic racing Velocettes and friend of the Goodman family. Ivan returned many of the original and correct parts to the bike, before decreeing quite honourably that, ‘morally, the bike belongs in NZ.’ Which I guess is how I found myself astride it, listening to the wonderful crack of an open megaphone, staring up the Bluff Hill.
STILL A GOODIE
Prior to the pilgrimage south, the Big Velo visited the workshop of Wellington Velo man Nick Thomson, thus continuing the tradition of fine mechanics and engineers who have worked on the bike. Together with owner Phil Price, Nick stripped the motor and gave matters a thorough and comprehensive check through. Valve timing was checked and re-set and the oil feed to the cams was subtly re-engineered. I made a new front brake cable and number plates, and I decreed the tyres to be satisfactory after a comprehensive ‘thumbnail insertion’ test. The motor was re-assembled by Nick and on first push Wellington was treated to the crack of an open megga. Oil seemed fairly reluctant to stay inside certain areas, so with a large supply of absorbent foam we headed to Manfeild for a shakedown at the NZCMRR’s Spring Classic. We decided to race on the Saturday only, Nick being ‘quite keen to replace the exhaust valve soon,’ and it was a joy, picking up where it left off thirty years ago in winning form. Nick decided to add an ‘O’ ring to the exposed valve pusher in a bid for oil tightness and then with a thorough check and service during the next week we ventured towards Southland.
I am impressed with how right Velocette got the bike all those years ago, the handling especially. Like any classic motorcycle, rewards come when you settle the bike on corner entry and accelerate towards the apex and beyond: slow in, fast out. The 21” front wheel and 19” rear means you don’t have to lean too far to corner and you get a sense of being quite tall on the bike. The bike flows into bends nicely, not dropping in sharply but also not too lazy so you have to boss it around; it does what you ask.
The Bluff Hill’s bumps and surface changes are very ‘pre-war’ so although approaching matters with a modicum of caution, I had a feeling that all would be well and approached matters in a frame of mind to press on a bit. I set the tyre pressures deliberately low at 24:26psi and was subsequently very pleased to discover that although it was a bit lively and bounced around a touch, the rigid and girder combination worked very well, behaving itself completely when you kept it driving. The 4-speed gearbox is faultless so long as you allow it the short time it needs to action. It has quite a high first gear, a moderate jump to second gear, and the remaining changes are quite close ratios. The motor gathers revs gradually, that long 96mm stroke smoothly surging and noticeably stronger from 4,000rpm to my self imposed limit of 5,500rpm (period reports suggest a limit of 6,000rpm), leaving a lovely spread of tractable power that the four cogs were more than capable of keeping the motor in. The brakes, considering they are single leading shoe front and rear with a fairly hefty package to stop, are excellent: progressive, powerful and respond well without fade to that oh so familiar ‘oh hell I’ve overcooked this’ final squeeze.
Best time up the hill was 60.11 seconds, not quite cracking the minute barrier but enough for fourth pre-63 and first girder forked bike, in addition to making that evening’s One News. When asked about the bike and then my Grandad being a Velocette dealer, I felt I shared much historical insight of clear value to the average One News viewer, and subsequently considered the shiny shoes before me to be housing a well researched and informed type. So when he queried my current job in hand, which was securing absorbent foam around the exposed valve springs, I did wonder had I presumed too soon. Reducing the explanation to a simple analogy I made mention of Grandmas, old dears from 1934 and the inevitable leaks that needed some containment. I think he must have understood though, as it was this final ‘sound bite’ that he chose to use for the 6pm broadcast.
Rested at Teretonga, the Big Velo was next out at the Wyndham Street Races, where in previous years it has been South Island man Chris Frisken as the man to beat in the Girder fork class. The large capacity V-twin Indian he races so spiritedly is owned by ‘Pumphouse Paddy’ and it really flies. There was some debated whisperings around the paddock about the origins and eligibility of the Triumph twin leading shoe front brake the Indian sported, so as we took to the grid I was pretty focused on sidestepping paddock politics when the flag dropped. I got a good start and hit the front, pushed on and rode the Big Velo as hard as I could, and it responded brilliantly – just like a well sorted, genuine Grand Prix bike should.
It must have been the open megaphone noise bouncing off the bales because on every bend I could ‘hear’ the Indian right behind me, so kept my head down to the flag; most bemused when an empty track behind was revealed over my shoulder!
The second race went the same way and then Invercargill boy and all round good lad Rhys Wilson had his game face on for the third race and we had a real ding-dong right to the flag, the Big Velo winning by half a wheel against Rhys’ very original and quick 4-valve Rudge. a great end to the week!
Thanks must go to Southland MCC and the Burt Munro Memorial Meeting for putting on such a fantastic week of bike sport (that every racer and bike enthusiast should get themselves to at least the once) and supporting and publicising the commitment to bring this piece of NZ history racing once again.
Big thanks also to Nick Thomson for his hard work and Velocette wizardry. And a final huge thanks to Big Velo owner Phil Price for trusting me with MT5001, and for being in a refreshing minority of enthusiasts who believe race bikes are for racing and adding history to; not simply parading, or at worse, cold and lifeless in a museum or collection.
BIG VELO: SOME OF IT’S MAJOR SUCCESSES
BUILT AS A WORKS MACHINE 1934
First raced 10 May 1934. Finished first in 500cc class ulster Grand Prix. Won at race record speed of 88.38mph, fastest lap 92.13mph. Timed for 7 miles on Clady Straight between antrim and Clady. Presented to William White by Velocette Factory in 1934.
- 1935 – Won NZ Beach Champs – William White
- 1936 – Won NZ TT Waiheke – C. Goldberg
- 1937 – Won NZ TT Waiheke – A. Mattson
- 1938 – 2nd NZ TT Waiheke – L.V. Perry
- 1938 – World and NZ Track Record – L.V. Perry
Hennings Speedway, Mangere, 86mph – L.V. Perry
- 1939 – 1st NZ TT Waiheke – L.V. Perry
1st NZ Open Beach Champs – L.V. Perry
- 1939 – 1st North Island 500cc Beach Champs – L.V. Perry
Time 16 mins. 29 secs – 20 miles
- 1946 – 1st NZ TT Waiheke – L.V. Perry
- 1947 – 1st NZ TT Waiheke – L.V. Perry
- 1948 – 1st NZ TT Waiheke – L.V. Perry
- 1949 – 1st NZ TT Waiheke – L.V. Perry
- 1950 – Rider crashed in lead, record lap – L.V. Perry
- 1951 – Wanganui Grand Prix – J. Herd
BROUGHT OUT OF RETIREMENT
- 1965 – NZ Beach Champs J. Herd
- 1966 – NZ Open Beach Champs P. Butterworth
First published in Bike Rider New Zealand Magazine, March 2014
Words: Chris Swallow
Desktop publishing, photography: Shaun G Waugh, Magentadot Brands