I started off
this Hillclimber with the intention of calling the September issue, but it
looks as if it’s going to be headed ‘October’, which means that it’s virtually
the end of another season. The all-bike
Wiscombe has just passed and we have only four events or so until the engines
cool down for the winter months.
Many thanks to
all those who have contributed articles, comment, adverts and so on. Without you there would be no
Hillclimber. We have the regular
contributors, to whom I am very grateful, but it is also very pleasing to
receive a piece from someone who has just thought “I’d like to do my bit”. All contributions welcome. Keep them coming.
In this issue we
report the sad death of Ian Mitchell.
David Childs has written in memory of Ian. We also have the usual clutch of hillclimb reports and the
emergence of an underclass of which I must be a member – the sad gits of Sad
Git Racing – those poor folk who just like to get oily, wet and burn some
rubber just to get some strange thrill and to make up the numbers. Who’s getting the sweatshirts, or cardies,
made?
We still need
reports on post-Wiscombe events; there seems to be a flurry of hillclimbs at
this time of the year with one a week from mid-September onwards. I still have not received any technical
articles. Is it that these Japanese
creations don’t need any attention? Do
you just buy them, get them out of the box, read the instructions, use them and
put them away after each meeting?
Finally, a message
from Peter Isaac. We need another
‘Herman’. As you will remember, Herman
said that 1999 was going to be his last year as general organiser and cajoler
of us lesser mortals. Many thanks
Herman for all the good work during the past years. Now come on, let’s have a volunteer or volunteers. Please start thinking about this now.
Tony
Ian Mitchell, or ‘Mitch’ as he was affectionately known to most of us by his many friends, passed away after a long illness. Mitch was short in stature (even by my standards), but was a ‘big’ man in every other way with a twinkle in his eye, a big grin, an infectious laugh and a superb sense of humour, which he kept to the end. Mitch was one of nature’s gentlemen and very much a character whom nothing seemed to faze. Win or lose he always retained the big grin and cheerful personality. Where there was Mitch there was always laughter.
Many riders will remember the advice and encouragement he gave new (and more experienced) competitors and the vast amount of time he put into the organisation of literally dozens of hillclimbs. He acted as secretary for so many that I quickly learnt his address by heart. At some of the Cornish meetings he seemed to be doing most of the jobs and the event couldn’t start until Ian had arrived with all of the gear, plus the bikes, of course.
Mitch was always on the lookout for new hills and followed up anything he found, or suggestions from others and got many new hills ‘operational’.
Mitch was a super rider with the ability to ‘drift’ a bike through the corners on the relatively hard tyres of the early ’70s and (like son Jamie) excelled in the wet. He started his competitive motorcycle career riding shotgun for cousin Phil Williams on a trials outfit. His first hillclimb was, I believe, the Easter 1969 Tregwainton meeting and Ian started as he meant to continue by winning the 250 class on a Greeves.
Ian then switched to the 350 class and rapidly made a name for himself using a 350 Velocette model MAC. This used a pre-war type iron motor in an early ’50s swing arm frame. It went well once he had ‘looked’ inside the motor and Mitch won the 350 championship in 1972 and 1973, the last time it was won with a four stroke. Ian then concentrated on the 500 class, winning in 1974 and 1975 on the JAP-engined ‘K special’ loaned by Kes. After this Mitch returned to the 350 class with a Greeves Oulton, winning in 1976 and, jointly with Kevin Halstead, in 1977.
Ian continued racing with many successes, but no more class championship wins, until forced to retire in 1987 after a heart attack. In later years he rode Greeves, Bultaco, BSA and Yamaha machines. He went out in style with a 500 class win at his last meeting, Prescott. Thereafter he had to confine himself to organising.
Most of the older riders will have their memories and stories of Mitch. Two of mine follow.
I was watching him through the first bend at Wiscombe on the Velo. As he exited the bend the back end suddenly stepped out. Mitch promptly applied full opposite lock and continued on his way without (as far as I could tell) shutting the throttle or losing time! How easy he made it look. How I wished I had that ability!
Ian was always one for telling stories and told me this one, as usual with much laughter. He was at Brands and had won the 350 class on the Velo and was talking to the rider of an Aermacchi whom he had beaten. This chap told Mitch in an aggrieved tone that “that Velo had no right to go as fast as it does”. He got it wrong of course, it wasn’t the Velo that was special it was the man who rode it. We shan’t see his like again.
Our hearts and sympathies go out to Wendy and sons Bud (Antony) and Jamie in their sad loss.
David Childs
Well, we did it again, the first (and only) “off” of the meeting. Hence this report!!
Saturday – started early (we drove up that morning), nice and relaxing. Had a chat, got the outfit scrutineered and settled down to a day’s hillclimbing. First run was OK, a bit erratic but not bad. The problem was that everyone else seemed to have very good first runs!
Second practice - OK and tried a few new things, different gear change points and braking points, and decided that if the weather held we could be on for a sub-40 second run some time over the weekend.
Third practice - much smoother, but 2nd gear did not want to go in on the up change; was it me or was it the gearbox? The weather was holding, but only just. It had been overcast but dry all day.
After getting through the day without an incident we adjourned to the beer tent, had a general chat, watched a few cars etc., discussed the fact that we had a late start the next morning – 11am! And so back to the camper. Brother Paul went into his tent for a “rest”. Just about got the Barby going and the rain came down. After about an hour I called Paul (he went to sleep) and had food and a few more beers. Went for a walk up the hill and then off to bed, looking forward to a lie-in the next morning. Most of the rest went to the pub.
Lie-in, my ass! 7 o’clock the next morning the car lot had descended upon us and revving engines greeted my waking moments. Don’t they know how to be quiet when it’s supposed to be our lay in? Eventually got up and weather wonderful. First practice went well, big thumbs up at the top of the hill from Paul. Could the sub-40 sec run be on this afternoon?
First timed run into Hollow, 88mph through the speed trap and felt good out to Carousel. S--t, got the braking distance wrong again, why doesn’t it stop like the Mallock? Up onto the bank, hence this report. Got out of the outfit, saw Paul was OK, looked at each other and burst out laughing. Back to the paddock – disgrace! Confidence dented again. No sub-40 sec run.
Second timed run, much more sedately into Hollow, confidence building again, into and out of Carousel and Ashes, up to the finish. Seemed pretty good, thumbs up from Paul again (must have been OK). It was quick, but was it quick enough. NO, but only by a gnat’s whisker. Next year, perhaps.
Once again a big thanks to all the officials and marshals without whose hard work events could not take place. Congratulations to all the riders for (staying on and) putting on a good show, especially Jamie Mitchell – how does he do that?
Paul Keates
At Gurston Down in the summer myself and Mike Shorter had a discussion about old gits riding motorcycles up hill. A few weeks later myself and Jim Rolt had a similar talk. The outcome was that we both realised that we were sad gits.
We are not bothered about hill records because they are totally out of reach. Those young lads on their very fast machines chase records and catch them. Us sad gits just turn out to fill out the ranks and to enjoy ourselves.
Well, Jim and I decided that there should be a class for old gits like us. The rules are as follows –
1 It does matter what type of bike you ride.
2 You must not ride too fast.
3 You must never wear a flat cap (when not racing).
4 Be knowledgeable on ferrets and their keeping.
5 Be in possession of this month’s Gardening Weekly.
6 Tyres must be at least 10 years old.
The points system will be as follows
1 Fastest up the hill in the Old Gits Class – 0 points.
2 Saddle held on with masking tape or similar – 3 points.
3 Slowest up the hill – Top award, a cup of cocoa.
4 Extra points can be earned for bird watching while racing.
There will be memorabilia on sale instead of Team Filth T-shirts. There will be Sad Old Git cardigans, Sad Git plaid scarves, plaid slippers (the ones with zips up the front), woollen gloves with string may also be ordered.
So, come on, what do you think? Instead of getting pissed the night before, join in the fun with the Sad Gits. Tea & Biscuits, muffins and, on special occasions, one brown ale between us all, go to bed early or stop up with us party animals until 9.30pm.
Sad Git Racing!
Dave Baker
Sunshine and warm air, just the recipe for a doze. Sudden change in temperature apparently woke me up, left leg gone to sleep, tried to get up, next minute on the grass. So that’s why I’m writing this report; he who must be obeyed said I had fallen out of the chair – get it?! He’ll have me buying the ice cream next.
There was a lot of activity in the motorcycle paddock. At one point a tape measure was called for, then a ruler was produced and various swing arm measurements were taken. It seemed as if most of the riders were holding Pete’s trike in the air for some modifications underneath. Someone shouted “Drop it”, but no one heard. Was it Bill or Jason?
Jon had funny noises, something to do with the flywheel mod falling apart. He was also doing some sprocket swapping. Don’t forget, Jon, no need to undo the split link.
Bill seemed to have a handful of carburettors at one time and Paul wasn’t happy with his exhaust system, but it didn’t stop either of them breaking their own records.
Doug’s 1300 is back on song. I’m sure he enjoyed not finding it necessary to tinker – or did he when I wasn’t looking? It sounded good.
Saturday evening was spent by some at a different venue too normal – a village with a lovely village green. Ideal for those camping or having had one over the eight. One rider obviously had; he couldn’t even line up his outer door with the inner one!
Apart from one very sudden short downfall of rain, it was a smashing weekend with no-one parting company with their machine.
Fastest times -
Peter Robson 33.61
Paul Jeffery 32.43R
Glyn Poole 32.10
John Staden 32.91
Paul Lumley 36.06
Robin Sims 34.41
Dave Wills 34.97
Doug Parnell 35.71
Mark French 32.68
Pete/Vicki 32.76
Jason/James 33.63
Bill/Livvy 32.03
Harry/Carol 38.49
Fred/Jack 39.34
Geoff Sims
Although the B..M.C.R.C. has mustered a strong team for a battle with the cars at Shelsley Walsh hill-climb on 24 September, it has been impossible to obtain the full number of motorcycle entries to which the club was entitled, attributable no doubt to the fact that the Scarborough meeting and the Cadwell Park championship are on the same week-end.
The “Bemsee” team will be F. L. Frith (348 Velocette), R. L. Graham (498 Matchless) and G. Brown (Vincent-H.R.D.), with G. D. Lashmar (998 Vincent-H.R.D) as reserve. George Brown will decide whether to use a “500” or a “1,000” when he sees the hill. There are only four side-car entries, P. V. Harris and W.G. Boddice with 596 Norton outfits, J. Surtees (998 Vincent-H.R.D. s.c.) and C. F. Smith (996 J.A.P. s.c.).
Acknowledgements to Motor Cycling - 1st September 1949
Welsh Sprints Society’s Welsh Open Hill Climb Championship at Bryn Bach Park – 1 August 1999
Super warm weather, a light breeze, together with the usual Welsh welcome and a relaxed atmosphere. We enjoyed two practice and five timed runs each, the first three of which counted towards the awards.
I am not too clear how the award system works, but the following is reproduced from the results sheet.
1999 Solo Champion – Jamie Mitchell with a time of 29.67 seconds, a new overall record.
1999 Sidecar Champion – Bill Dingle / Jenny Taylor with a time of 34.96 seconds.
FTD
Solo – Jamie Mitchell –30.08
Sidecar – Bill & Jenny – 33.54
Tony
A Tale of the Unexpected
– or a Story involving two
old hillclimbers, one very old
It must have been during the very early 60s that I first met Neville Higgins; it was at a Shelsley Walsh hillclimb. Practice Day had just ended and Neville had a minor problem with a 1000cc Vincent he called ‘The Heap’. Living comparatively near enabled me to go home between practice and race day and, as a result, I was able to find a replacement part for him. The item itself was so insignificant that I cannot remember what it was, but suffice to say that this episode, combined with a common interest in Vincent motor cycles, was the beginning of a firm friendship which has lasted ever since.
Ultimately, since both of us worked in the environs of Coventry we formed an alliance (some may say an unholy one!) as travelling companions to hill climbs north and south of our home base. Most of our travels were accomplished in Neville’s ghastly Austin-Morris van; only Neville could drive it. It had four forward speeds (and presumably a reverse) and these were selected by the then popular gramophone pick-up type gear lever mounted on the steering column, which he alone could master. On the rare occasions when I elected or was instructed to drive this thing I was never able to match its foibles and, as a result, had to suffer the withering criticism Neville could deliver so well.
Anyway, to the main story. My ‘senior’ partner (after all, it was his van) were proceeding northwards in the early hours of a misty Saturday morning to a well-known hill climb at Castle Howard, not far from York. This venue was patronised by most of the top car drivers of the day as well as favoured motorcyclists like ourselves. In the dim light of approaching dawn, as time and distance elapsed and dropping eyelids and boredom played tricks with our sight, we suddenly spotted in our lights what appeared to bee a body lying in the road ahead.. In horror we stopped, clambered out and apprehensively approached this ‘thing’. Our fears were allayed, it turned out to be no more than a very large sack of potatoes resting in a peculiar attitude. Obviously this object had fallen from a lorry so, abiding by natural law, we took it on board as a prize. Eventually we arrived at Castle Howard, found a strategic spot in the paddock, unloaded the bikes and the sack and set up shop selling the contents at around a shilling a capful to the other competitors and their aides. The proceeds constituted a significant help towards our expenses. We sold the bulk of our find and shared the remainder with our respective families.
In time came the dénouement. When cooked the tubers turned into a revolting evil-tasting slurry and the realisation came to us that our bounty was bad and arguably destined for pig food! We never heard what our ‘customers’ thought of their purchases – or of us!
In the recent past when I reminded Neville of this, he claimed not to recall the experience. In his modest way, he probably doesn’t remember making FTD on ‘The Heap’ and breaking the course record. Being less modest myself, I do recollect following his tracks and taking the 350 record on the 7R. These records are likely to last indefinitely as the course is largely broken up and derelict. The house itself, Castle Howard, is of great historical and academic interest and well restored; incidentally it is where a large part of Brideshead Revisited was filmed.
George Buck
Vintage / Post Vintage
Championship
Andrew Bennett 24
Terry Martin 16
Roy Venard 16
Richard Coss 15
Tony Quinn 10
David Childs 24
Nigel Glover (Tigger) 19
Doug Parnell 16
Guy Ursell 9
These reflect the position up to and including Curborough.
David Childs
With this year’s Wiscombe less than 24 hours old I thought I should contribute an article of sorts, especially after not staying behind to help clear up the course. Sorry, but I went off in a grump for reasons that will become apparent.
I suppose everyone has their favourite race circuit or hill climb course, usually associated with a pleasant memory rather than anything that can be defined objectively. My favourite circuit is Mallory Park where, many years ago, I had the privilege of coming a (long way) second to Eric Oliver on a cammy Norton outfit at a VMCC meeting during one of his post retirement guest appearances. And, you’ve guessed it, I reckon that Wiscombe is my favourite hill with Prescott coming a close second, although I expect Shelsley would be up there as a favourite but I’ve only had the pleasure of competing there this year.
I first went to Wiscombe as a spectator in 1969. I believe that this may have been the first ‘all bike’ event at this venue organised by the then Hill Climb section of the NSA. There were about half a dozen Morgans entered and I was so smitten that I entered my first competitive event at an Aston Martin Owners’ Club climb there the following April. At the time I owned and ran on the road a fairly standard three-speed Sports model with an ohv Matchless water-cooled 990cc twin. No licences were required and Mike Bell, a school friend passengered. The usual disaster occurred at scrutineering when Ernie Woods noticed that part of the brake anchorage had sheered off one of the front sliding axles. A quick drive down into Honiton ensued where a kindly garage proprietor drilled two holes in the brake backplate so that it could be secured to the slider with an exhaust U clamp.
As I recall the conditions were slightly damp and my best time was 74 seconds. The Morgan record stood to Dave Shotton who, at the NSA event had climbed the hill in 58 seconds in his Super Aero racer. At the time this was the last word in fast Morgans. It was an amalgamation of an earlier two speed vintage (i.e. pre-1930) chassis powered by an ohv air-cooled Matchless. Dave’s Matchless went as well as the racing JAPs of the day, having a hot cam, high compression pistons and two twin float dope Amals running on methanol.
Many trips to Wiscombe followed over the years and I have enjoyed some excellent dry days (yes, really!) in the early and mid ’80s. By this time the Sports model was long gone and I was running the current Mog with a revolting, or shall we say individual, black & white chequered paint job. I was still a Matchless person and ran an ohv a/c engine like Dave’s, but stroked to 1100cc with a large blower on the front. Times with this ‘plot’ were down to the mid 50s with a best run at the 1985 all bike event of 51.98 - not bad when the sidecar record at the time stood to Phil Williams in the 47s. I think that this must have been a bit of a fluke as, the next year in ideal conditions and with big valve heads fitted, the best I could manage was 53.73.
When I returned to hill climbing, Cathy and I just had to enter the ’98 Wiscombe, but getting to the event was a nightmare. On the Wednesday beforehand my normally very reliable Citroen XM developed a water leak from somewhere in the bowels of the engine. Not being able to diagnose the source of the problem, I dropped it off in Taunton where I work with Mike Chedzoy, the local independent Citroen guru. He quickly diagnosed a duff water pump. The new part arrived the next day, but without a gasket. He ordered another pump, but still no gasket. As the days ticked by I started to worry about how we were going to get to Wiscombe.
On Friday evening I realised that our membership cards and ACU licences were safely tucked away in the glove compartment of the XM, some 42 miles from home! Also, I still had no towing vehicle. My wife and I trekked down to Taunton on Saturday morning to collect the licences etc from the stricken XM. We got caught in a horrendous traffic queue on the M5 and arrived in Taunton just as Mike was shutting up shop for the weekend. With licences in hand together with a second-hand tow-bar assembly to fit to my wife’s BX, we headed back to Nailsea. The rest of the day was spent fitting the tow hitch and wiring it. We made Wiscombe by the skin of our teeth.
On arrival we carried out some belated electrical re-plumbing and got a telling off for being late for scrutineering. Still, the weather was lovely and, despite an annoying misfire at the top end – that’s 4,000+ for us agriculturally powered folk! – we managed a best time of 57.36.
This year I was determined to do better. In between events I had been planning to refit the blower. I finally got it together in time for Wiscombe, but with no opportunity for proper testing. As those of you who were at Wiscombe will testify, it was little more than a disaster. Firstly, the small motorcycle battery went flat at the start line. Many thanks to the Daves (Baker & Massam) for helping to push it back up into the paddock.
A larger car battery was fitted. The engine would start and appear to run OK, but then it developed a total ‘miss’ at the most inconvenient moments, such as at the entrance to Martini. Thinking the problem must lie somewhere in the fuel mixture department I spent most of the day playing about with the carb, setting and re-setting the float heights with no improvement whatsoever. Hence the grump and my failure to stay behind and clear up…… which is where we came in at the start of this article.
[Tailpiece - Since then I’ve sought advice and run some checks. Bearing in mind that the set-up ran fine when first fitted on the Mog 17 years ago, the only real difference then was that I had used a magneto. Now I use twin CB points and twin coils, unfortunately with no charging system as both pulleys on the engine are fully occupied driving the supercharger. So I checked the voltage at the coil – 9 volts! Then I examined the battery terminal, which was quite feggy. With a re-charged battery and clean teminals there was a full 12 volts on parade at the coil. Wiscombe 2000, here we come!]
Tony
‘All
bike’ Wiscombe Results
250
1 Pete Short 45.01
2 Paul Jeffery 45.08
3 Peter Robson 46.05
350
1 Paul Jeffery 45.14
2 Robin Sims 47.61
3 Brian Wills 48.63
500
1 Jamie Mitchell 43.70
2 Jon Staden 44.97
3 Glyn Poole 45.33
750
1 Pete Short 44.64
2 Geoff Hodges 45.01
3 Jon Staden 46.95
1300
1 Mark French 45.99
2 Terry Alderslade 47.36
3 Doug Parnell 51.19
Trikes
1 Bill Chaplin & Paul Jeffery 43.03
2 Pete Short & Vicky Weight
43.39
3 Jason Reeve & Simon Blenkin 45.14
Sidecars
1 Harry & Carol Foster
48.70
2 Patrick Keates & Paul Keates 49.82
3 Robert Verrier & Ian Brinkley 49.90
Top Ten
1 Pete Short & Vicky Weight
43.74
2 Jason Reeve & Simon Blenkin 43.97
3 Jamie Mitchell 44.07
First Impressions of Hill Climbing by “Pogo
Passenger”
I have owned and ridden motorcycles for longer that I am going to admit, in fact I think I was born with a twist grip in my hand, as an early photo of me on my fathers old VB Ariel confirms. I’ve trailed ’em, scrambled ’em, rallied ’em, sand raced ’em, road raced ’em and frequently fallen off ’em!!
In the early 80s I made one of my best motorcycle buys ever. A Wasp rolling chassis and a Norton Motor together cost me £200 and have given me more fun than any other machine I have ever owned. It had been used for enduros, sand racing and more distance trials that I can recall, but come the early 90s and the recession I became unemployed and a dust sheet settled over the Wasp. In April this year it was nearly sold but somehow I couldn’t bear to part with it so the dust sheet went back on.
Terry Martin, a very long standing motorcycle friend, appeared in my garage one day. He is so long standing that I even share a caravan with him and his then girlfriend (now wife for many years) during my honeymoon!! (could have worded that better). Terry looked at the Wasp and bemoaned the fact that he couldn’t afford to buy it and hill climb it! THIS IS WHERE THE ROT STARTED. Never mind said I, just borrow it. Haven’t got a passenger said Terry – yes you have, I’ll dig out the old racing leathers and passenger my own outfit (I must be mad). This is how I came to be at Curborough! VMCC membership and a day licence let me in.
I road raced Formula Bantam for many years and thought I knew a little about tarmac speed sports but most of you silly buggers seemed to be riding Moto Crossers with road tyres, if only you rode proper racing bikes you might be quicker – then I watched the start of the practice!! Then there is the subject of trikes – I used to race international 250 karts (never travelled so fast with my ass so close to the ground) – why make imitations of the real thing by enlarging it, sticking a funny motor on the front and cutting one wheel off?? Never mind, the real outfits will be quicker – how can you make so many mistakes in 5 minutes??
A word of advice to sidecar drivers – don’t ever, just don’t EVER let anyone else drive with you in your own chair. On Sunday morning 25th July I still had dark hair! – but not for long! The first practice run was interesting!! If you want to know where the “Pogo” came from try hill climbing an enduro outfit with the soft suspension and trails gearing. We flew through the twisty bits at impossible speeds until the last long right hander – we wanted to go round it; the outfit didn’t !! Opening and closing the throttle made very little difference to our speed but did dramatically alter the direction in which we were pointing. By this time I was sitting “potty like” across the rear mudguard with both feet up in the air, only held in by centrifugal force. Eventually after much crabbing we ended up both facing and travelling towards the finish. Now came the real disappointment! Did we fly – NO – we set off flat out! At our best sedate speed and set the alarm clock to wake us both in time to cross the line. (It’s surprising how slow it seems in a straight line) Our best effort just broke 60 seconds !! One of two Motor Crossers and Trikes etc seemed a little quicker. Never mind we can only improve !!
Which brings us to Wiscombe!! Now I am used to racing on air fields which gives you time to “contemplate” between leaving the tarmac and stopping!! I lament the passing of this luxury and I am going to kill Terry if he gets any closer to that bloody gate post. Walking the course it seemed quite a nice little drive, albeit occupied in several places by fishermen who were trying to clear the course for racing! As a rookie I listened to all the advice about line and where the passenger ought to be and where various predecessors had ended up by not following this advice. I am amazed that the course is not littered with “war graves” listening to all the stories (most of which contradicted each other).
Anyway the first practice run is up and we are away to improve on Curborough performances. First left after the start and we are around and screaming up the hill, through the gate (missed it – just) and through the esses. Nasty looking right at “Workmate” coming up. A word of advice – if you dive in too quickly on a Pogo Stick the rear wheel comes up (despite my valiant efforts) and doesn’t do a lot for forward motion until it comes back down again – whereupon the effort is dramatic!! Shortly after whoever thought up the name of “Martini” certainly didn’t have a dry one in mind. We did make progress during the day, we were getting into the corners much quicker, exits were another matter. There are only two sharp lefts on the course and over three runs we managed to clobber both. Can I just say thanks to the **** shovellers and sweepers who cleared up behind us and sorry to those of you who were delayed by our antics. I am not sure whether the applause at Martini on our last run was for speed, style of entertainment.
I am quite used to taking the outfit home and pressure washing it to get the mud off – bit I have never had to do it after a tarmac event!! Mind you, Herman playing silly buggers with it around the top field didn’t help. Never mind we can try again at Hartland. I might even join the club next year! Thanks for two good days sport, hopefully with more to come. We may not lead the pack with the Wasp but the “Grin Factor” is worth a lot.
Pogo Passenger (alias Martin Palmer)
For Sale
KTM 250 SX – overbored to 255cc. Currently in 350 class. WP upside down forks, all mods done to make competitive. 3rd in NHCA class 1997, winner of Batley championship 1997/98, unused in 1999 due to CR 250. Lots of spares. £500.
Ian Fry – Tel. 0121 243 7779 (Solihull)
For Sale
Norton Weslake 500cc hillclimber. Slimline featherbed frame, lots of alloy, good tyres. Set up for methanol. £1,450
Simon Duff – Tel. 01460 220209 (East Devon)
Next issue
I will try to get something together for Christmas, providing of course that there are sufficient contributions. This will make you really popular with the family as you slope off after the Christmas pud has slid down, Hillclimber in hand, to a quiet corner of the house.
Tony