First of the line
This Matchless Model X was made in the year the model was released.
Last summer, I was invited to take a ride on the pictured Match less V-twin, which is owned by a gentlemen resident in the Caribbean, but kept for him in the UK, by Peter Rosenthal. With both the (who wishes to remain anonymous) owner’s permission and Peter’s invitation, I was happy to oblige.
First, full disclosure – this Matchless has featured before, when it was the property of well known Matchless guru Pat Gill. In our March 2008 issue,
Roy Poynting was afforded the opportunity to ride it, reporting how Pat had built this machine up himself, ostensibly to replace his unrestored similar machine, which was damaged in an accident. As Pat had rebuilt his crashed machine by the time of the 2008 story, perhaps he decided to pass on the replacement one?
Mr Gill hadmade good use of it, though, having ridden it far and wide to rallies – at the time of Roy’s test, it was wearing a rally plate from a trip to Estonia, one of its many continental jaunts. And having had a go on it, one can imagine it being just the job for such fun and games, being possessed of long-legged performance and comfort, as well as being sure-footed and stable, no doubt a consequence of the low centre of gravity.
As the rider does sit low, it adds to the feeling of length, though Roy recorded it as 57 inches – which is only half-an-inch longer than a Vincent twin, and an inch under a Matchless-engined Brough Superior. With this motorcycle, it all adds to the feeling of a ‘Grand Tourer.’ Which was exactly how Pat Gill used it.
By the time this model wasmade in 1929, Matchless was along established manufacturer of the V configuration machines, with company founders Harry and Charlie Collier both enjoying much success on motorcycles featuring engines of that design in
competition spheres. From the outset, Matchless used proprietary engines – fellow London-firm JAP and Swiss Motosacoche (MAG) primarily – and when it was decided to ‘do’ its own engine, the formula was simple; basically, copy the bottom half of a MAG and top it with a JAP. They weren’t the only ones – Royal Enfield’s copy of the JAP V-twin was evenmore blatant.
The Model X was first introduced for 1929 too – the name was to continue in Matchless’s range until the Second World War though the model went through several revisions and redesigns (the most significant being for 1937) during its decade long run in the range. Having been fortunate enough to ride one of the ‘post revision’ examples, I would venture that the new machine was quite a step forward, in terms of modernity of feel. The late X was one ofmy biggest and most pleasant of surprises in motorcycling, if truth be told; it was not what I was expecting. Looking at the specification I’m rather surprised to see the later X was reckoned to have a 57 inch wheelbase too; if felt much shorter, especially compared to this early example.
First year Model Xs, as this one, have several defining features, ranging fromthe archaic to the unusual. In the old-fashioned category comes the total loss oiling system and non-detachable cylinder heads; both these were dropped for 1930, replaced by more modern systems. The seemingly-modern petrol tank is actually two panniers joined together, and the unusual? Well, the silencers are joined (welded) directly to the exhaust pipes; sure, there’s no unseemly joint, but, well, it seems a strange way of doing things.
Much more of the X is as one would expect – rigid rear end (though Matchless was a pioneer of rear springing, with its earlier V-twins often having a pivoted fork rear, while the contemporary-to-the-X Silver Arrow and
Hawk were rear sprung too) and girder forks, three speed gearbox, single leading shoe, single-sided brakes front and rear, lots of black paintwork relieved by nice cream side panels and plated fixtures and fittings – though I think my overriding impression of it, was just how low it was.
That it was comfy too makes it ideal for long distance work – which it seems Xs have a bit of a history for.
While thinking about this feature, Richard Rosenthal and I go to talking about a chap called Basil Chilvers, who I vaguely remember frommy childhood, as a pal of dad’s, who used to travel far and wide on his Model X. It seems they are a motorcycle made to go far.
This early one is definitely more suited to the open road, than scrabbling around on back roads in typical ‘club run’ conditions. It’s long legged and relatively luxurious; one would rather be taking off for the continent, than tackling Fenland byways. Its generous owner not only afforded me the privilege of a shot in the saddle, but he’s told Peter to ‘use it when you like’ which is exactly what Peter has been doing. As he says, it takes a little bit of getting used to, but once you’re settled, you can prepare for the long haul.
This early Matchless Model X is definitely more suited to the open road, than scrabbling around on back roads in typical ‘club run’ conditions.