You’ll find a fair number of stories in 1920, including Britain’s first proper fuel station (but it didn’t have any petrol); a lightweight that looks more 1950 than 1920; a list of every marque in the Blue ‘Un Buyer’s Guide; a QD topbox; a bicycle powered by the rider’s weight …and a motorbike made by a chap called Guzzi. Watch this space.
‘Captains of industry’, competition riders, dealers, clubmen and pundits took a look at the future and suggested ways to develop the industry. Well worth a look.
The ACU judges report on the Scottish makes interesting reading; I enjoyed the description of a reporters’ woes courtesy of The Motor Cycle’s man in the saddle and hope you do too.
Those Six Days Trials kept getting tougher. In 1914 the action was centred on Sheffield; only half the starters were finishers. But these events were clearly improving the breed: the first and second placed marques in the team award were mainstays of the Army and RFC respectively and, as the Blue ‘Un remarked, the Western Front would be a far tougher proving ground than the Yorkshire Dales. The report includes a report on the reporter’s mount and a defence of the trial by James Norton.
The 1914 Features section has just been livened up with a brace of ripping yarns concerning a resourceful chap and two plucky gels who found themselves in the wrong place at the wrong time.
Alfred Scott did not invent the two-stroke engine. But the motor cycle which bears his name established the two-stroke as a practicable vehicle equally at home as bargain basement utility runabout and world-class competition mount. In 1914 Scott told The Motor Cycle how it all came about.
As if six days trials and TTs weren’t enough of a challenge, motor cyclists went mountain climbing. Yep, another fun-filled collection of ripping yarns has ascended to the heights of the 1913 Features section.
