National Motorcycle Museum Live Open Day

The National Motorcycle Museum is one of the finest motorcycle museums in the world, so why on earth had Blue Miller never been?

Ihave an utterly shameful confession. I had never been to the National Motorcycle Museum. There was no reason why I was spurning this fabulous institution; each December I would go to the NEC motorcycle show and, as I headed home, I would pass the NMM and think: “I really must go there!” and then, 150 miles away,

I would somehow forget until the next December and go through the process all over again…

Well, that was until a couple of months ago! I am delighted to report that I have now been to the museum and yes, it was as wonderful as I’d hoped and expected. I am an idiot for letting so many years pass without knowing this. Anyway, enough of my shortcomings – for there are many! – and on to the reason why I had finally taken my sorry self to Birmingham.

Each year, the NMM throws its doors open for free; originally held on one day, this has been extended to a weekend since last year and has, unsurprisingly, proved to be a huge success. On the other 360 days of the year (the museum only shuts on Christmas Eve, Christmas Day and Boxing Day) entry is only £9.95 with two quid off for senior citizens, which seems to me extremely reasonable, but, hey, we all like a bargain don’t we, especially if it’s free!

Like all museums, the National Motorcycle Museum has suffered over the last 18 months. As well as the actual museum, it also relies upon conferences and banquets for much of its income and, of course, we know that there haven’t been too many of those. I have watched a number of motorcycles from the NMM’s Reserve Collection being offered for sale at various auctions and had been a little concerned. When I finally managed to visit the place, would I find just a single BSA Bantam and a lot of empty space?

Far from it! The museum still has over a thousand machines in its collection and from the moment you step into the collection it’s easy to see why this is the largest and best array of British motorcycles to be found anywhere in the world. I had been rather worried that, with Museum Live being so popular, the museum would be too crowded to really appreciate the exhibits but, despite the large number of people there, this wasn’t the case and that was down to one thing: Henry Cole.

I’m not suggesting that Henry scared people – not by a long chalk. But twice a day he took to the stage in the Britannia Suite to conduct a jolly interview – or rather a chat among mates – with Allen Millyard, Guy Willison and (on Saturday)

John McGuinness. This meant that folk flocked to the Britannia Suite beforehand to nab a good seat and then spent the next hour being thoroughly entertained by Henry and friends. While that was going on, those of us who have heard Henry speak many times before had the

In 1970, this BSA Fury was, along with the Triumph Bandit, going to be the British motorcycle industry’s answer to the deluge of Japanese motorcycles flooding into the UK market. The Fury was originally designed by Edward Turner (and then much modified by Bert Hopwood and Doug Hele) and had a frame designed by Rob North. With a claimed top speed of 110mph, the Fury and the Bandit were due to go into production in 1971. But due to problems with the oil-in-frame chassis and staff disputes, not to mention the loss of faith in the 350cc engine, that never happened. Huge amounts of Bandit and Fury parts were scrapped and fewer than 25 complete machines survive.

run of the museum! So thank you, Mr Cole. I owe you a cup of tea.

There was also the opportunity to speak to some of the gentlemen from the museum’s restoration team which is responsible for many of the NMM’s gems. This must be one of the most marvellous, difficult and frustrating jobs in the world, but what a job! Also among the ‘Meet The Experts’ was the chance to meet James Robinson and Matt Hull from our sister magazines, The Classic MotorCycle and Classic

Bike Guide, respectively. They’re far more public-friendly than my good self and so are allowed out in public. Even after a year as editor, few people would pick me out in a crowd of three and James and Matt are both prettier than I am anyway, so it’s understandable people would want to meet them and their corner pitch was busy all day.

Anyway, to the bikes. I would wager that virtually everyone who visits the National Motorcycle Museum comes away with a different favourite bike. From the tiny Welbike, presented in its parachute airdrop container to the frankly rather bonkers Wilkinson TMC, through to the display of some of the most iconic drag bikes of our times and on to half-forgotten marques such as Hawker, Hobart and Humber, there really is, to use a cliché, something for everyone. What would I choose if the world suddenly went mad and I was allowed to take one bike home with me? Well, I fell in love with the 1936 New Imperial works racer the first time I saw it, which was some years ago at the Brackley Festival of Motorcycling. A V-twin, capable of over 120mph and truly handsome, it’s a remarkable machine. But no, it would, without a doubt, be the 1924 Montgomery with its 996cc British Anzani engine. I know most people consider Brough Superior to be the Rolls-Royce of motorcycles (in

fact, Montgomery supplied George Brough with frames and forks in his early days), but to me that epithet belongs to Montgomery. But that is one of the many joys of the National Motorcycle Museum, that everyone who walks through the doors will find at least one machine which they love.

Despite some atrocious weather over the weekend, Museum Live was a great success and it was clear the affection in which this place is held by so many people. The National Motorcycle Museum doesn’t have to put on a free weekend and organise a weekend’s entertainment. But be very glad that it does and make sure it’s not your only visit of the year. It won’t be mine.

The sun finally shone after torrential rain!

This 1950 Watsonian-JAP with a 1954 Monaco chair greets visitors to the museum (that was a sneaky pun for sidecar aficionados as Watsonian was then based in Greet!). Following the closure of Brough Superior, Watsonian decided to make its own big V-twin sidecar hauler using a 996cc JAP sv V-twin. However, Watsonian couldn’t afford to finance production of the engine and was by then becoming very busy with sidecar orders, so neither the engine nor the motorcycle went into production.

Although various department stores have marketed bikes in the past, the majority of those were rebranded models. But the CoOperative Wholesale Society built its own marque in its Tyseley factory. Launched in 1921 and called the Federal, this motorcycle became the Federation in 1929 and remained in production until just before the Second World War, offering seven different models and a choice of engines.

Henry Cole demonstrates how to ride an invisible chopper to Allen Millyard (right) and Guy Willison of 5FourMotorcycles (middle). You never know when you might need that skill.

Ever wondered why it’s called the Welbike? Simply because it was produced in Welwyn, Hertfordshire. Although more than 3500 were made, they were not much liked by the soldiers expected to use them and were superseded by other more usable motorcycles when aircraft with larger payloads became available.

The collective noun for Nortons, anyone? Especially ones as fabulous as these.

This 1913-1914 works racer is, for me, just about the prettiest Matchless ever made although there’s not really that much Matchless about it – the frame was a Royal Enfield design and the engine was a Motosacoche. Fewer than 10 were made and Colin Wall, the museum’s chief restorer, reckons it to be “the most difficult restoration I have ever attempted”.

ABOVE: This pair are among the more unusual occupants of a museum which has plenty of the odd and quirky. The TAC (Touring Auto Cycle) and the TMC (Touring Motor Cycle) were built before the First World War by Wilkinson Sword in Acton, London. They were among the very first luxury touring machines but only around 250 were built before the factory was turned over to making bayonets for the war effort. Wilkinson Sword is, of course, famous for another sort of blade.

Now, I know this is the sort of statement that starts big fights, but this 1924 Montgomery Anzani 8/38 is one of the most beautiful motorcycles ever built. Possibly even the most beautiful motorcycle ever built. That’s not just my personal opinion or because Montgomery started life in my home county of Suffolk but a statement of fact. Disagree? I’ll see you outside!

I am not, to be fair, a great fan of trikes, but I would make an exception for this Ariel. Made around 1898 and powered by a 2¼hp De Dion engine, it was far ahead of its contemporaries in quality. Motor tricycles were a relatively short-lived fad and this is believed to be the only Ariel tricycle of its sort to survive. Of course, more than 70 years later Ariel made another three-wheeler but we’ll gloss over that!

LEFT: Not only a very pretty motorcycle, but also one of the most charming tank decals ever applied.

For those of a certain age, that is just racing history right there.

If you like drag racing, then just the sight of George Brown’s Super Nero is enough to make your stomach give a little flip. In 1967, George piloted the supercharged Super Nero to a world record for a standing start of 128.665mph and into sprinting history.

The Fairy started life in 1903 when Joseph Barter designed a horizontally opposed twin cylinder engine and started Light Motors with Walter Moore. Sales were poor and the company went bust in 1907. There the story might have ended had a Bristol engineering firm not stepped in to manufacture The Fairy.

Matchless called it ‘the most remarkable motorcycle ever produced’. It looked like an ohv twin but was actually a V-twin with an extreme narrow angle of just 26 degrees. It was quiet, comfortable and sophisticated. It was, of course, the Silver Arrow. Sadly, the motorcycle buying public of the early 1930s didn’t agree and certainly weren’t prepared to pay £58 for it.

I fell in love with this wonderful tin advertising sign, although sadly it was out of reach of my pocket money. Having said that, I later found one that had gone to auction in early October in a more dilapidated state than this that had made twice the asking price of this one!

Ken Sprayson had passed away just two weeks before Museum Live. A great friend of the NMM, the display of miniature versions of his frames took on a particular poignancy.