The BSA Super Flash Story

For one year only BSA made a super sports 650 pre-unit twin called the Super Flash.

It was conceived specifically for the US market and most of the 700 machines made went there. Little information was published about them in their short life and they are rarely mentioned in books about BSA history. Few have survived.

Why make a super sports twin? The Super Flash is the first example of a bike produced by BSA specifically for a particular market, in this case the USA. The requirements driving it's birth were simple - raw power.In early 1950's World War W II was five years distant, but many wartime restrictions remained.

In the monochrome austerity of continued rationing, fuel and housing shortages a motorcycle was for many people the only affordable means of transport. With manufacturing industry still picking it's way out of the ruins and crippled by US war debts, manufacturers were exhorted by their government to 'Export or die'. And the biggest market was the USA. Meanwhile in the US where the economy had largely recovered by 1946 and car ownership was widespread, motorcyles were for sports and leisure time. Consequently US buyers were more influenced by racing success than in the UK, and at that time this meant big Indian and Harley-Davidson(60 cubic inch V-twins.

By 1949, BSA had a US distributor and started making an impression on both leisure and sports riders. However, US AMA class 'C' restrictions meant that the OHV racing bikes bikes made by British manufacturers were limited to 500cc. Recognising the importance of the US market, BSA's chief designer Bert Hopwood went on a fact-finding mission in 1951 and met US dealers and riders. They made it very clear to him that if BSA wanted to increase it's sales presence it had to make bigger, faster bikes. On his return to the UK in 1951 the Super Flash was conceived.

What kind of bike? Bert Hopwood had certain constraints to work within. Since swinging arm frames and alloy heads were already in the planning stages a new model was out of the question. The bike would have to use as many existing parts as possible yet produce a bike that was much faster than the existing roadsters.

An impossible task? In fact BSA already had considerable experience. Veteran BSA competitor Fred Rist had been riding a tool room special 650 in sand races that could reach 140mph. A 650 ridden by Gene Thiessen had taken the AMA class 'B' record at 151mph at the Bonneville salt flats in October 1951. They had also been sending 500cc bikes to compete in the Daytona 200 that by 1953 could reach 130mph.

In the end there was no replacement for displacement so a 650cc or 40 cubic inch bike was made. The finished bike looked superficially like a plunger Gold Flash but with the obvious external differences kink in the seat post to accommodate the TT carb. Gold Star type chromed blade mudguards and stays were used. A 2.5 gallon tank Gold Star quick filler, chrome panels and metal tank badges was fitted with a unique 'Super Flash' decal on the tank top.
Inside however, the engine used many components that were not standard Gold Flash. In the press that accompanied it's launch these were described as 'special' though in reality their specification had probably been proven in the Rist, Thiessen and Daytona bikes.

The Super Flash had a brief life. First Super Flash is shipped in February 1953. In the same month American Motorcycling makes the bike 'Motor of the Month' with a 3 page review written by Roy Bradbury, general manager of the BSA's East coast distributor Rich Child Cycle co. This was reprinted later by BSA and used as a 4 page advertising brochure. In April 1953 the first bikes appear in US showrooms. In June 1953 BSA issues a list of parts to dealers as service bulletin no. 4F. In August 1953 the "You can buy 'em bigger" ad appear in US mags. The bike is priced at $975.00. In October 1953 a colour A3 foldout brochure is printed, probably in time for the Earls Court Motorcycle show in November. In November 1953 the Super Flash parts list appears as an appendix at the back of the 'A' models twin cylinder spares book. In the same month, the last Super Flash leaves BSA.

Initially, almost all Super Flashes were shipped to the US. But by the Autumn US shipments slowed down and machines began to be shipped to BSA dealers in Europe, Africa, Australia and the far east. Midway through 1953 BSA had already demonstrated a swing arm frame so most people knew it was on the way. Enthusiasts had also guessed that a new range of alloy head twins was being planned for 1954. With it's plunger frame and iron head the Super Flash would have seemed a dinosaur in comparison so potential buyers, unless desperate, would have waited for the new models. As US sales evaporated BSA tried harder to sell remaining Super Flashes any way they could.

Shipping records and anecdotes from owners suggests that the machine specification was changed either to use surplus parts or by customising to seal a deal. Things like changes in mudguard type, tank size, mudguard stays, handlebars and colours. The most significant change was to use a swing arm frame on some of the very last models shipped in late '53 and early '54. With this change and the appearance of the alloy head Road Rocket imminent, the game was pretty well up for the Super Flash. In a production life of about 1 year around 700 machines were built in all.

Why have so few survived? Of the 700 or so made, very few have survived. At a casual glance the Super Flash doesn't have much to distinguish it from any other old pre-unit BSA iron head twin. BSA pre-unit twins have never been considered glamorous and would have been treated accordingly when the mechanical 'end' came. Left for dead in garage corners, thrown in the river or a skip - many Super Flashes must have met the same fate. One of the reasons for appearing on this blog is to provide information that will help unearth bikes currently lying unidentified in workshop corners. It will also bring owners and information together to help get more bikes on the road.

If you wanted to create a classic motorcycling legend from scratch the sports specification, short production life and low survival rate could almost be used as a template. But the Super Flash isn't a legend because it is simply too obscure. It has managed to excuse itself from published BSA histories by being a US only model - most of the books are written in the UK, by UK historians about the bikes BSA made for the UK.

And the reason for its existence is much more mundane. Like the later Rocket Gold Star the Super Flash was a 'bitsa' put together using parts that were mostly already available in the product range or had been tried and tested in the competition shop.

It was a stop-gap machine made in sufficient numbers to qualify for US AMA class 'C' racing until Bert Hopwood's product rationalisation programme bore fruit with the swing-arm frame and A/B series gearbox in 1954. But what a stop-gap!

Roland Pike Autobiogarphy - Chapter 28

My trips to the USA

The BSA representatives in the USA, Alf Childs in the east and Hap Alzina on the west coast both realised the importance of racing for sales success in this market, and both were in favour of factory co-operation in these endeavours. In 1952 Alf Childs was in England for the Motor Cycle Show and while at the factory told the Board of Directors that he wanted someone to come over for several weeks and run a service school. Someone who can talk to the Dealers in their own language and who had some personality. I understand there was some talk of sending Fred Rist, he had been over before and had gone down very well, but he was not a technical man. Mr Hopwood suggested that perhaps they would like to meet Pike, he had been a motor cycle racer, has had experience and would be interesting to the Dealers and racers.

The first I heard of this suggestion was when I received a telephone summons to Mr Leake’s office, my first thought was to wonder what I had done wrong. After a quick tidy up I went up to the office and was escorted by Mr Leake’s secretary to the boardroom where the Directors, Mr Hopwood and Alf Child were waiting. They introduced me to Mr Child who sized me up and said I looked a dignified young man and how would I like to go to the States and run a service school? I looked across to Mr Hopwood and asked if he thought I knew enough about the rest of the bikes, and he said he would arrange it for me to obtain the necessary knowledge if I thought I could run a school. It was all laid on very quickly, the Motor Cycle show was in October and I was wanted in the States by November. It meant I had to get an American visa, smallpox vaccination and renew my passport and book my passage by boat. Passage was booked on the 14,000 ton cargo boat ???Media which had accommodation for 100 or so passengers, first class only. My wife and daughter accompanied me to Liverpool, we were taken in style in a company car driven by Mr Leake’s chauffeur. The ship left from the Prince of Wales landing stage the same as for the IOM packets. The ship moved out into mid channel and then just sat at anchor and on enquiry a crewman said they were waiting for flood tide. The boat drew a lot of water when loaded. I do not know what else it was loaded with but I do know it contained 14 BSA bikes that were being sent along for the service seminars. They were all painted in non-standard colours to get the Dealers reactions, this was due to a request by Alf Child, they were in chocolate, green, red, silver, you name it. As it turned out the Dealers preferred the standard colours.

The next morning when I came up on deck somebody said we were about to pass the south coast of Ireland, with my binoculars I was unable to see anything as it was rolling so much and in fact I felt quite queasy and also cold, so I went below. I had never been on a boat as big before, the cross channel boats and those that cross to the I0M were all under 3000 tons, even the boats to Belfast were around 4000 only. So the Media seemed quite big. It was fitted with Denny Brown stabilisers which cut down the rolling but not the pitching at times it would rise and fall over 20 feet, like riding a roller coaster. I had a short bout of 'mal de mer' but soon recovered and enjoyed the rest of the trip. A good many passengers spent the whole crossing below. Actually it was not a big liner and there was not much room, a small library, large lounge, a smoking room and bar and a dining room. There was a walk way round the Back to top deck, glass enclosed that if you marched around seven or eight times made up a mile. There were several friendly passengers which helped pass the time swapping yarns. Every evening at about 6 pm various ships officers invited odd passengers to their cabins for cocktails. I went to the Captains quarters one evening and also to the chief engineers cabin another time. At one of these functions I met Chris Morley the author and had a most interesting chat. Many of the American passengers tried to impress upon me how expensive I was going to find things in New York and I began to wonder if the seven pounds a day allowance I had would be enough.

Due to the rather rough crossing the boat was slowed and the trip took eight days instead of the usual six or seven scheduled. We finally arrived in New York harbour on a Sunday morning. I had never seen so many cars and traffic on the beltway. As we only had about 100 or so passengers the immigration check was soon carried out, not like on the 'Queens' where you had to stand in line for ages. The customs was a different matter, I had some films with me for use in the school, I had borrowed them from Castrol and Shell such as Geoff Dukes' 1950 TT and some Scrambler footage. Customs were quite awkward about them, wanting to keep them to check if they were pornographic. Fortunately I was met at the pier by Roy Bradley and Geoff Floyston from BSA and Malcolm ???2~lue of Castrol. Malcolm had lived for years in the States, he had come over originally to play soccer after WW1, he had a great personality and soon persuaded Customs that they were harmless.

When we went ashore Roy said they were going to show me a bit of New York, Malcolm however fancied a drink but the bars were not open so we went in a little coffee shop across from the pier, my first experience of a 'diner'., The place was full of longshoremen and sailors from the Cunard and White Star liners that were tied up there. In those days most everyone came to the States by boat and the docks were always busy, now its like a ghost town except for the odd Cruise ships. I still felt as though I was going up and down, after you get your sea legs it takes some time to get steady again. The lads were all for taking a cab but I felt I would rather take a walk as I had little exercise whilst aboard. So we walked up about 8th Avenue where they found a bar open, I settled for a beer not being a drinking man, they others fancied something more lethal. After Malcolm left us we took a subway to Times Square and we went to Jack Dempsey's restaurant for lunch and I enjoyed my first meal American style. There was an English movie then playing on Broadway called "Sound Barrier" so we went to watch this, later we collected my luggage from a locker in the bus terminal and ??? into our car.

After driving through the Lincoln Tunnel we passed through towns with to me strange names like Hackensack and Passaic finally reaching Nutley, NJ where I booked into a motel for one night with the arrangement that Roy would pick me up in the morning and have breakfast together. The motel was steam heated, and I having always been used to cold bedrooms opened up the windows as I felt I could not stand the stuffy atmosphere, however by morning it was cold enough for me to regret being so rash. After breakfast Roy took me to Rich Child Cycle Co and I was introduced to a bewildering crowd of characters, most of whose names I forgot almost immediately.

The schedule arranged for me was to, start a school that same morning which did not leave me much time to prepare, none of the bikes or literature had arrived but I did have the two films. It was my first introduction to American motorcyclists who appeared to me to be in some type of uniform, leather jackets and peaked hats not unlike Nazi Storm troopers and some had Harley Davidson emblems on. They appeared to be a tough looking crowd but in actual fact were a friendly bunch. We soon settled in-to the Service Department which Bill Carlton the Rich Child mechanic had turned into a class room for the week with blackboard, easel and chairs. Showing one of the films gave the fellows a chance to relax as most had been travelling over the weekend to attend the school. One had ridden his Star twin all the way from El Paso in Texas 2,500 miles, and he was not a youngster either, it had taken him nearly a week. In talking to these Dealers during the lunch break and in the evenings when we went out to eat I discovered that most of them were working as dealers part time, one of them ran a radio and electrical shop, motor cycles were a side line. Another worked in a factory all day whilst his wife ran the bike shop and he sold and serviced bikes in the evening. If he sold a couple of bikes a month he was happy. There was one who ran a full time shop in New Jersey and another in Washington, Long Island , but these were the exception. Most worked only part time in the cycle business which may be why BSA did not sell as many bikes as Honda did later on, as Honda built up a proper dealership network.

Shortly we had our materials unpacked and talked about the new models and what was coming along for 1953. They were interested in what I did at BSA and how the factory was organised, we showed the films of Scramblers and of the Ulster Grand Prix in the wet in 1948. They could not understand how the bike could do 100-120mph in the pouring rain and not slide off the road. They were also interested in my own racing experiences.

The actual Service part of the course was a bit haphazard, some would bring up a problem, we would discuss what we knew of it and a possible cure, to me it did not seem they we were accomplishing very much, but they went away at the end of the week apparently quite satisfied. On the Friday we went into some details of the Ariels, which I knew only a little about but Bill Carlton and one of the roadmen were able to cope quite adequately. Alf Child, Roy Bradbury and myself sat down on the Saturday and held a review of the first week, Alf wanted more emphasis on sales, so Roy had to lay on a bit of high pressure stuff and he suggested I talk more about the Star twin, so I prepared for that. The second week with a fresh group of Dealers went off better. Roy warned me that the third week was likely to be the toughest as the Dealers expected were practical men and likely to be argumentative. He kindly pointed out the most likely trouble shooters, one in particular was Herb Suddeth but as it turned out he was the most helpful co-operative pupil of the whole three weeks and I got along with him extremely well. Another pupil Sam Avelino who came from New England told me he had worked in the ship yards during WW2 repairing a number of British boats and he hoped I was not going back on any he had worked on because they were bound to have engine trouble. On hearing I was returning to GB on the Brittanic he was shocked and said it was a terrible boat and always breaking down, at that time I thought he was all bull, he said it had two big diesels that went wrong every trip. Sure enough on the journey home I noticed ,early one morning the thump thump thump of the engines was absent and on enquiry, I happened to be having breakfast at the Chief Engineers table, he said the inevitable engine breakdown had taken place with the old engines.

Fortunately they had a complete workshop down below and were used to having to' fix the engines, they were working on the one that had broken down, they had stopped both diesels as it was easier to work on them. Due to my interest he arranged for me to have a tour of the engine room and a young engineer was my guide, after donning a set of white coveralls, the two of us squeezed into a tiny lift and shot down into the bowels of the ship. It was pretty crummy compared to the spotless oil fuel steam turbines on the Media which I had visited on my trip over, to the US There were two big diesels twenty cylinders ten in a row but double acting like a steam engine, they were made in Ireland by Harland and Wolf. One of their problems was breaking valve springs, they used to stop the engine and change them, these engines ran on absolute crude oil, black globby dirty stuff which was fed through a De Lavel centrifugal separator just like those used in a dairy! Each cylinder had its own injector operated by the camshaft, to run the ship backwards they did not change gear but stopped the engine and reversed it. In order to reverse its operating rotation, this being a four stroke engine, they slid the camshafts along to an alternative position, so that a different set of cams came into play. In the meantime all the cam followers were held up by a sort of rack. The engine was then restarted in the reverse direction with compressed air, this accounted why this type of boat is not easily manoeuvred as a steam powered one.

The Brittanic had twin screws and was very broad beamed and weighed about 32,000 tons. Despite the breakdown I thought it very comfortable trip even though it was rough the passengers barely noticed any discomfort. The last week of the four I spent in the USA there was no school and we spent some time sorting out Rich Childs service problems. One day I took a day off and Bill Carlton and I went off to see Triumphs at Towson near Baltimore, Maryland.. The Service Manager at that time was Rod Coates, a great competition rider, Rod had won the 100 mile Amateur race at Daytona Beach in 1950 on a Triumph Grand Prix model. He showed me a special racer with all the wangles and fiddles he had conjured up to make it eligible for AMA class C racing. Later when be became an AMA scrutineer I am told he was not nearly as lenient as be had found the officials in his day as a racer. We very much admired the set up, of Triumphs at Towson which had been custom designed and built specifically as a motor cycle distributorship. BSA was running what was originally a car dealers premises in Nutley, however it was adequate for all that, it had a good parts department and a large showroom, although what good a showroom in Nutley I could not fathom. Whilst at Towson I met Dennis McCormack who managed the Triumph distributorship for years. Alf Child did not like us going down to see the Triumph outfit but as BSA had bought up Triumphs he could not really complain, he always regarded them as the opposition instead of a sister company.

During my stay in Nutley I was fortunate after a false start to find accommodation with Bill Carlton at a very pleasant house, the landlady Mrs Weidlich was a very pleasant widow around 70. I enjoyed staying with her and went back again on my second visit to the States in 1953. It was about seven or eight miles from Nutley but I was able to ride in with Bill Carlton each day.

On my return to the factory I had to give a report of my trip for the management and it was read out at a meeting and met with their approval, so much so that I was asked if I would be willing to go again in 1953 to Daytona. I knew many of the US dealers had asked if I could come for Daytona as they thought I would learn a great deal more of their requirements for short track events. Evidently Alf Child had approached Mr Leake with their request. The results were that in February 1953 I was aboard the Queen Elizabeth heading for the States. This time I sailed from Southampton and it was much more 'de luxe', even Cabin Class on the Elizabeth was more comfortable than first class on the Media. The voyage across was luxurious but uneventful, I spent three days at Nutley preparing for the trip to Daytona. Alf Child and Mrs were flying and wanted to take me but I preferred going by road with Bill Carlton as I felt it would give me more time to see the country. We were taking a half ton van loaded with all manner of spares, even complete engines, catalogues and literature for the bike show in Daytona. The van was so well loaded it had a tendency to wander and was very tough to drive. We did not get started till midday and it was snowing lightly, which did not make for a pleasant drive, just as it was getting dark we fancied something to drink so pulled off into a diner just into Maryland on Highway 301. Bill ordered coffee and asked for tea for me, the waitress recognised my accent and remarked as I was from England I would like a proper cuppa, she reached to a shelf and took down a teapot, which she dusted off and made me a decent pot of tea. I thought this rather good after being served in other places with the inevitable tea bag flopped into hot water.

We pushed on finally stopping at a motel in Maryland. Next morning we made an early start, sBack to topping in Virginia for breakfast. We took turns at driving and I remember passing lots of tobacco factories around Rocky Mount, NC we stopped finally for the night near Allendale, SC. We were really beat after driving that over loaded truck all day. Next morning was a sunny mild southern day and drive through Georgia down towards the coastal swamps, which did not impress me at all. By the end of the day we had reached Jacksonville, Florida where we visited the BSA dealer Bob King who was a great pal of Bill Carlton. Bob found us a motel close by and to our amusement were installed in the bridal suite. Next day we visited a dirt track meeting just outside Jacksonville. My first introduction to dirt track in the US, with some smart talk by Bill persuaded the officials that we had factory authorisation so between races we were allowed to cross the track to the pits. After watching two or three heats came the big final and we had been told to look out for Bobby Hill on his Indian. It was a sort of borderline eligibility case and a lot of folk opined it should not have been allowed on the track. It was a 750cc side valve though it had a lot of one off, non Indian parts on it. It had got passed the scrutineers by pointing out that Indians were not longer made and it was impossible to get genuine Indian parts and they used what they could find. The bike had modern forks and superior looking brakes that no Indian ever had. It was however, a genuine Indian flathead 750cc, very highly tuned with a ultra light frame.

Came the start of the big race and Bobby Hill stalled his engine, it looked as if the chance for a win by the number one champion was nil, all the competing BSA twins, BSA Gold Stars, Triumphs and Harleys were long gone, however the referee motioned to Hills mechanic to give him a push start and away he went. It was a twenty lap race event and unbelievably Hill worked his way up through the field to win. I had never seen anything like it, that was my first introduction to Bobby Hill. Later he used BSA doing extremely well on them, winning Daytona in 1954 on a clubman type twin.

After the racing we returned to Bob Kings staying another night in the motel. Next morning after some difficulty to change some GB travellers cheques only by going to a bank we drove on down to Daytona Beach, we found ourselves an apartment about two miles down the beach, we did this on advice from Cyril Halliburn and Bob King to avoid having riders bother us twenty fours hours a day. It was a very nice place with a view of the ocean but rather far out and you needed transportation to get to the BSA headquarters which that year were in the old Hudson dealers service department. We had the use of half the garage for BSA servicing and all the dealers and their riders came crowding in, talking and getting in the way. Alter unpacking our parts and tools we proceeded to service our machines. This being 1953 all we had were the heavy plunger rear suspension, iron barrel, alloy cylinder head Star twins. They were supposed to put out 43bhp, but we were experiencing valve spring problems. The prototype built in the Engine Development did put out 43bhp but all the Star Twins sent to Daytona were built by Production and tested in the engine test by Cyril Halliburn, who issued power curves showing 43bhp but when we got them to the beach for practice it was obvious that they did not have the power and were getting passed by all and sundry.

There were three of the previous years Star twins there, one of which had been hand built by Jack Amott, it was considerably faster than the new 1953 models. I would have liked to get a look inside that engine. In the race these wretched twins we had brought folded up one after the other, Warren Sherwood nursed his home into fifth place, the rest were nowhere. Paul Goldsmith won on a Harley and was sporting enough to come over to us and commiserate. One of our riders fell of and broke a leg. I persuaded Alf Child who owned the machine anyway, since the Dealer now declined to pay for it, to let me take it back to the factory and test it on my dyno, to which he agreed, remarking they were not as good as the previous years machines. As you can imagine he was pretty miffed with me, the bikes and the race results. I did not feel it was my fault as I had only been at BSA ten months and had not built any of These machines. The company was not too pleased to see the crashed bike but Bert Hopwood agreed that it was a good idea to test it and rind out why it was running as it did arid to then try and get the bugs out of it. Back on the dyno we got 39bhp and it took a good deal of work to get it up to 43.

The Directors asked me to come and give them a talk on my experiences in the US at Daytona particularly, as Alf Child had complained to them about me. Naturally I was not going to let him get away with this and I told my side of the story, particularly my dislike of being sworn at in a hotel in front of a whole crowd of people. Mr Leake wanted to know the exact wording which I was not keen to repeat, but he insisted, he queried my repeating and wanted to know why such an occasion had occurred. It was due to my late arrival at the garage to work on the bikes and I explained to Mr Leake we were situated nearly three miles from the garage and it was difficult to get a lift and on this particular morrning they had forgotten to collect me as arranged. Mr Leake appeared rather annoyed with Alf Child and complained to him of his attitude, this in turn upset Alf Child and I did not get invited to Daytona again.

During my two trips to the USA I had the opportunity to talk to some knowledgeable dealers and our Distributors and the impression I got was that whilst Daytona was an important event there were many other races in other parts of the States of equal importance to the sale of BSA It appeared they wanted lighter machines that could be used on the half mile and one mile tracks as well, a rigid frame but telescopic forks. I pointed out to them this was against everything we had been doing. In the IOM we had been busy developing swinging arm suspension and now the States wanted rigid frames and I was not at all sure the company would be willing to make them.

On my return to the factory I had a conference with Hopwood and Bert Perrigo and told them of the Dealers requests. I pointed out that Daytona consisted of two straights both fairly smooth, one on sand and one paved with 180 degree turns at each end, there was not real cornering involved so I did not believe a spring frame was essential and that a rigid frame might be just the thing for the hale mile tracks. They also wanted to know what type of engine would be best and I suggested the single would be lighter and have better torque but they argued it probably would not have enough power, but I pointed out the superior torque and reliability. In the end Hopwood said why not go ahead and make a prototype and see what we can come up with. This was the summer of 1953, our alloy twin race engine was producing about 44bhp, the best 500cc BB Gold Star single about 40. We were planning new bigger finned Gold Stars for the Clubmans TT races but they would not be ready until after Daytona, but the 350 BB Gold Star had had a new head with slightly more finning than the old ZB and much steeper down draft inlet port. So I got the engine shop to machine one of the 350 cylinder heads to 500 dimensions, the hemisphere was enlarged and 500 valve seats fitted, we used a large inlet valve and a moderately sized exhaust valve, of course doing this left things a bit thin in places but we cut up a scrap head and decided it was a worthwhile risk. On its first test run a 500 with this head did 42bhp despite the AMA restricting us to a 8:1 compression ratio. I put Reg Wilkes to work an this, he got real interested in this and tried everything and soon got 44bhp .

In the meantime the twin was also doing some 46bhp. To meet AMA regulations all parts had to be stock and have production part numbers and available to the public. So I drew one of Bill Nicholson's lightweight rigid trials frames and started work on it, we stiffened up the rear chain stays, made an oil tank from toolbox pressings mounting it low ,on the right side. We used aluminium alloy for the mudguards, chain guard, brake pedal and fork crown. Ultimately we made three prototypes in the Engine development shop, we got some extra help from apprentices, at one time having eighteen men in the shop in place of the normal seven or eight. We fitted a single cylinder engine in one frame and our best alloy twin in the other and gave the third to the production people to copy as we knew that possibly another hundred would have to be made.

The big day came when we took the two prototypes to MIRA. For our testing, we ran them in both directions on the timing strip, the single did 114mph, the twin 116. Mr Hopwood was of the opinion we would have to take the twin, two miles an hour was a lot and at the end of a 200 miles at Daytona that bike would be miles ahead. I did not agree and he wanted to know why. He was aware I liked the single and that it was reliable but it did not appear fast enough and therefore it was no use taking it. I pointed out that in racing it's not always the fastest bike that wins. Torque is important and the winning prize goes to the first across the line, not the one that crosses at the highest speed. He was anxious whether I could prove this theory. David Tye had his leathers on and so did I, he got aboard the twin and I got astride the single. We agreed to race by riding at about 20mph in bottom gear then as we passed a little white post open up for a sprint of about a mile. The torque of the single was so much better than that of the twin that it leapt away from the 20mph start and simply ran away, towards the end of the mile the twin started to catch up, because of its slightly higher maximum speed, but the single still got to the end first. Back in the pits Hopwood said to change bikes and try again to see if the rider influences the result, so we changed over and sure enough the result was the same. Hopwood looked at me and grinned and agreed I had made my point and that we would send four singles and four twins.

The results were better than we even hoped for, we won the 200 mile race and had five out of the first eight finishers. Gene Thiessen had the bad luck to have his bike damaged going up to the start which spoilt the handling and he finished 17th. The rest of the season BSA did very well on the half mile tracks. Many years later in 1970 when these bikes were quite old I saw two of these models at Reading Speedway in Pennsylvania still giving a good account of themselves.

The early CB and Daytona engines had oval flywheels with a short connecting rod from the 350, which we had found gave good results The short connecting rod enabled us to use shorter barrel push rods and so on and made it lighter. Not to mention other more subtle technical advantages. The flywheels were made oval to clear the bottom of the piston skirt, this was fine for us making a handful of experimental engines but when the production people had to make a hundred of them they complained bitterly. One day Reg Wilkes took a pair of oval flywheels and turned them down until they were round again and we tried these lightened flywheels in a bike, frankly I did not think the engine was as smooth, but the riders thought otherwise so that is how they were made from then on and that was the beginning of the DB series. The shorter connecting rod definitely gave us something, a little more power all over the range, I have carried out the same trick on VW engines and again found the shorter rod was better. In 1954 at Daytona the Harleys gave more trouble than usual so we had a bit of a walk over, but in 1955 the tables were turned, they had some excellent riders and the best we could manage was a 4th place. In 1956 we did fairly well to take 2nd to 5th places, a Harley won. Al Gunter made the fastest lap in the race at over 104mph before retiring with a broken swing arm bolt on the BSA single. In the time trials before the race the fastest Harley did 126mph The fastest Gold Star was around 120mph. Despite this the Gold Star was a match for the Harleys during the race.

Roland Pike Autobiography - Chapter 23

The development of my favourite the Gold Star.

When I came to work at BSA in 1952 there was no programme of development for the Gold Star, at that time we seemed to just pick up problems as they developed and try to fix them. The 350 Gold Star did quite well in the Clubmans TT, their power output averaged 27 to 28bhp. There were a number of problems causing retirements in the races the most serious of these was the heads burning near the joint face. Cyril Halliburn who was my assistant in those days suggested it was the porous castings and wanted to blame the foundry, strangely, the foundry did not deny this but said they did not understand what was wrong. In the Isle of Man during the practice period several of the heads were discovered to be 'burnt' when removed for examination. My opinion was that the joint at the Back to top of the cylinder barrel and head left an annular gap varying from .005" to .035", the wider joints trapped some gas which detonated causing the burnt heads. The normal gasket was a fairly thick copper asbestos affair, the production people claimed an inability to hold tolerances on cylinder barrel spigot and cylinder head spigot joint to less than .015", the gaskets also varied in thickness. It must be remembered that this gasket also had to make an oil tight joint at push rod tunnel. My solution was to use a ‘Plexseal’ joint, this gasket was formed of aluminium foil .002" thick stuck together to form a laminated gasket whose thickness could be varied by peeling off a layer one at a time to get a perfect joint, keeping the annular joint gap to between zero and .002" and yet still sealing the push rod tunnel. My suggestion was accepted but it did not reach production until later in 1952 or early 1953.

Another quite serious problem was the crankcase breather, situated in the timing case. A small pen steel disc acted as an automatic flap valve, unfortunately it did not work efficiently if at all at high speeds, thus allowing a lot of engine oil to blow out of the crankcase. Some of the riders ran out of oil due to this, all complained of the oil all over the rear tyre. My solution was to build a rotating sleeve in the timing cover driven by a peg on the magneto pinion, this was made in time for our testing at Montlhery in 1953. This mechanical breather was very successful as it kept the pressure in the crankcase about 4" - 7" below atmosphere at all speeds, which kept the oil in the engine and rear tire cleaner. Surprisingly this breather contributed a slight increase in power of 4bhp over the flap valve. The best timing was for the port to open 20 degrees before BDC on each stroke. Another problem was the occasional exhaust valve breakage which usually did quite a bit of damage.

The Research dept came up with the answer here. A special nickel alloy Nimonic 80, after its use I never saw another one break. A difficult problem was valve springs. I would have liked to have gone to hairpin springs but this was not possible. We tried all the usual approaches, talking to Terry's, the spring experts, even our friends at Rover designed a spring to try, our own spring shop tried various tricks and materials but we were getting very little progress, then Hap Alzina sent some S&W springs for the twins, I decided to try these in a Gold Star and they worked beautifully right from the start, giving us a big increase in maximum revs. I suspected shorter connecting rods might show some advantages in several ways, firstly by changing piston motion relative to crankshaft rotation, also shortening the whole engine including the push rods.. We built some 350 engines using A10 and A7 connecting rods, these showed an appreciable increase in performance but we could not be sure what was due to the shorter connecting roads or the fact that they were lighter and had plain bearing big ends. Mr Hopwood agreed to have some special forgings made up using the shorter dimensions, this enabled us to carry out some direct comparisons which showed that we had got a small increase in power through the lighter alloy rods and plain bearing, but that a worth while increase came from the shorter length rod.

These tests became useful later on when we wanted to find out whether a one-piece crankshaft offered any advantages over the built- up flywheel assembly. It showed excellent results especially at high revs, the only problem experienced with one-piece crankshaft was the connecting rod detachable bearing cap. It is very difficult to make a connecting rod with a detachable cap as strong as the one-piece rod. These 1952 Gold Stars had push rods made of solid dural with steel caps rivetted on. We substituted some 3/8 dia T4 tubing with lighter end caps pressed on. You can imagine how much lighter these were. I made, a sketch of a rocker spindle which had the rocker bearing portion machined eccentrically and the Drawing office made an official drawing and we were able to eliminate the heavy valve adjuster that kept the oil in the engine and rear tyre cleaner. Surprisingly this breather contributed a slight increase in power .4bhp over the flap valve. The best timing was for the port to open 20 degrees before BDC on each stroke. Another problem was the occasional exhaust valve breakage which usually did quite a bit of damage

The lower half of the Gold Star engine was basically similar to the 1938 M24 Gold Star and to the B33 post-war iron 500, although the crankpin assembly was changed quite a lot, the flywheels were always forged steel. The pre-war and the immediate post-war ZB Gold. Star differed quite a lot, including having bore and stroke changes. I liked the non-detachable rocker box of the ZB, even though it was a bit of a fiddle getting the head off with the engine in the frame. This earlier design avoided the oil leaks that later Gold Stars sometimes experienced at the rocker box joints. The later big fin Gold Star engine which I suppose is the version most beloved by enthusiasts, came about in the following way. After all the debacles we had been having with the twins some of which I have described, it was decided that as we were making a new cylinder head for the 350 Gold Star, we could afford a 500 version of it. Brian Jones of the Drawing office, a very capable and gifted young fellow, set about designing the new head. Mr Hopwood told him to consult with me on it so every day I would confer with him his office, look over his shoulder and make a few suggestions. He was decent enough to incorporate some of them.

One of my ideas was that of sloping the fins between the two rocker box joints to get an air flow across the dead space on Back to top of the head. Of course we did not know what the air would do but it worked well in practice. I am always a little skeptical about the air flow paths around a motor cycle cylinder head particularly when mounted in the frame. The new big fin heads both 350 and 500 had a cooling fin area of about 520 square inches. We measured it by getting an apprentice to cut out pieces of squared paper to match all the fins then laboriously compute their combined areas. We were.of the opinion that 520 square inches should be just adequate for the 500 version and possibly over generous for the 350. I do not think that at that time we visualised using one of these heads on a 250. Some interim heads for 1954 Daytona models were made by using 350 castings machined to suit 500, these gave more power than the normal 500 heads due to better down draft inlet ports and slightly more fin area. Of course they were a bit thin in places and tended to crack. The new heads were ready for the 1954 TT and were an instant success, and by using larger inlet valves the 350 power was increased from about 30 to 33-34bhp'.

The timed breather was also used and the eccentric rocker spindle and Nimonic 80 exhaust valves. The improved valve springs and the laminated head gaskets all contributed to a most reliable engine. The 500cc version gave over 44bhp in IOM trim. These engines all had the shorter connecting rods, the 500 had oval flywheels to get piston skirt clearance and still have some flywheel effect this later however proved to be unnecessary. During all this activity on Gold Stars many other developments were going on. We tended to let the mechanics specialize as they seemed to be more efficient in this way. Reg Wilkes for example did most Gold Star development, Arthur Butler worked on A7 and A10 development. Arthur Bridgewood worked on the 500cc overhead cam twins and the MC4. Bill Bently exclusive on MC1. Bert Hole worked on the twins . Alan Sandilands did some work on the MC1 and a lot of special projects like a scrambler C12, special short stroke engines with one piece crankshafts. Jimmy Gibbard spent his time as a machinist making special parts for the shop. Jake Turner came in later as both machinist and mechanic and did a lot of work on 250 Gold Stars, was also responsible for machining the straight port head for 350 Gold Star. All of them at some time or another worked on the 'experiments to find optimum bore and stroke dimensions. We did some experimenting with chrome plated cylinders which was promising but inconclusive.

Due to the temporary shortage of aluminium because of; the Korean War some Gold Star cylinders were, cast iron, we were instructed to evaluate these in case the factory was forced to use them. They were terribly heavy, about three times the weight of the standard alloy cylinder. Much to everyone’s amazement we got slightly more power and no overheating, the piston rings also appeared to run better in the iron cylinder, which set me thinking. When the original tests were completed we knocked all the fins off the iron cylinder and turned it down to a heavy sleeve in the lathe,, then bored a standard Gold Star cylinder jacket to be just a bit smaller than the outside of the iron sleeve. The alloy jacket was, heated up and dropped on, making a nice tight fit, a flange had been left at the bottom of the line to sit on crankcase face. As the line's had been left about *" thick, the Back to top of it made a good seat for the cylinder head. Due to all the machining and shrinking process the bore had distorted slightly and the rings did not bed in very well, so we had it lightly ground true which left it about .002" oversize.

On test it performed very well, more power, better oil control and no scuff marks as we got with the standard austenitic liners. I discussed this with 'Brico' the piston ring people and they said they were not surprised and agreed to make us two special thick sleeves for further testing, one using the austenitic material and one plain cast iron. We gave these extensive testing, the rings bedded better and controlled oil consumption better with an iron sleeve. The tests were repeated with 350 Gold Star, again the plain cast iron showed up to advantage.

The Design office were interested but reluctant to admit that austenitic was not necessary. They changed to the thicker liner in production, but I am not sure whether they changed the material. Early in 1953 we tested some chrome plated Back to top compression rings from Brico in a special 350 Gold Star we had built for Charlie Salt. This engine had what was then the new eccentric rockers, a plain big end bearing in an alloy con rod. This engine was in the 350 Gold Star we had taken to Montlhery for high speed testing. It performed very well but the chrome ring even after hours of running never really bedded in. We reported this to Brico and they said not to worry as they were grinding these rings with a slight taper degree on the face, and that we should find them ok. After trying these new taper face rings we found them very much better and ultimately got almost 34bhp from this engine. Unfortunately the connecting rod cap broke up in the Junior TT due to the self locking nuts coming loose.

Following a hot tip I had received, we built a 350 Gold Star with cylinder axis offset 3/8" to the rear, this gives a peculiar motion to the piston, with the effect of a short connecting rod 4 3/4" long and 8" long going down and 1.4 increase in bhp, but it was a rough engine. Due to the good results I had had using a dural (RR56) connecting rod with plain connecting rod bearing in my Rudges I wanted to try this in a Gold Star. We had made a connecting rod of this type, made to my drawings, it turned out to be reliable and smooth but very little more power than the standard steel rod. We used this engine for comparison tests of various parts and ideas for several years. It was finally sold for scrap when I left BSA Quite a bit of testing was of moulded bakelite big end bearing cages, as they would have been a lot cheaper to produce than the dural cages used in production, but they failed at high RPM.

The original Gold Star BSA got its name by lapping Brooklands race track at over 100mph in 1938 ridden by Wal Handley, a very fine rider. This was followed in 1939 by an alloy engine version called a Gold Star, it had 82 x 94 bore and stroke. In 1954 we made a modern version of this engine to see if the longer stroke showed any advantages, using M20 flywheels, a pre war piston and modern cylinder sleeved down to 82 mm. It was a disappointment as it did not pull any better and gave 42bhp. Charlie Salt & I rode it around Oulton Park. It was also tested as a scrambler by Dennis Hardwick and someone in the Competition department. After a final strip down and rebuild we got 4bhp which wasn’t bad but at the time the standard 500 Gold Star was giving 45-46 quite readily and as much as 50bhp as flash readings. We made a range of 350 engines with bore and stroke ratios varying from 63 x 112 to 71 x 88 and 76 x 76, 8.x 66 and 85 x 61.5.

Not all at once but fitted in with other testing, the 82 x 66 engine was built in two forms both used one piece crankshaft plain big end bearings and outside flywheels. The first engine had a higher compression ratio and orthodox intake port merely straightened and given a little more downdraft. The best reading on this engine was 38~bhp, but one day it seized up so suddenly that the flywheel inertia twisted the crankshaft making it impossible to strip. The next version had bigger diameter mainshaft and lower compression ratio, due to unavailability of the pre-war Gold Star piston we had been using, this engine was very reliable and we did all sorts of tests using various carburettors, silencers and cams.

The best power with racing set up was 36bhp at 7250 RPM and 36.1 at 7750 RPM. The most interesting was the power obtained with road cams and silencer and monobloc carburettor 27.3 at 7000 and still pulled strongly at 2500 RPM. From these test in 1953-54-55 I became convinced that short strokes were the way to go. Modern 1988 motor cycles would seem to bear this out. The Gold Star head gasket joint system is rather unique and merits some comment, the push rod tunnel construction called for something other than the classic four stud joint to prevent oil leaks. The system adopted consisted of four long studs coming up from the crankcase in orthodox fashion, plus four more short bolts that simply united barrel and head from below, one bolt in the push rod tunnel the others at front and rear and on the left side. All eight bolts screwed into bronze inserts which are themselves screwed into the head casting. The system was not completely successful as we sometimes got leaky joints. Another snag was the difficulty in tightening the rear bolt, sometimes it was necessary to remove the magneto in order to get at this bolt, so we often left them out with no ill effects. At one time we went to only five fixtures, with no problems. on our special engines we adopted the final variation on these themes by making four hollow steel tubes to replace the crankcase studs and ran four bolts down from the head into the internal threads in the four tubes, which had external threads at their lower ends where this four bolt arrangement was fully proof against gasket blowing and greatly simplified head removal, especially with the engine in the frame. This last system would have been cheaper, but in spite of this was not adopted.

Connecting rod breakage used to be a frequent Back to topic of conversation amongst racing men as breaking at high speed can lead to some terrifying moments, besides doing a lot of damage. I believe the forged steel rods in BSA engines were outstandingly good. A number of Manx Norton riders I know used them because they found them more reliable than some of their original equipment. BSA had a great deal of know-how when it came to forging. No one else in the motor cycle industry forged their own connecting rods, other makes had to go to outside supplies like Laystall or Garrington. Naturally when you make parts yourself you have more control and you can try different components. We were lucky in that we had a good smithy and good people working in it.

About the time Lucas came out with a new racing magneto of the rotating magnet type, it was supposed to be less affected by vibration and more reliable but I was not very, impressed with its performance, it also had less range of advance, and retard. Personally I preferred the BTH magneto. We borrowed a 350 Manx Norton engine in 1956 which had a good power curve, we got 38bhp and very good torque with it, rather better than our own engines. On examining the cams we found that due to being a double overhead camshaft design there was very low reciprocating weight, enabling very quick lifts to be used without very 'long' timing. This particular Norton was a square engine 76 x 76 with squish piston. We built a Gold Star engine to these dimensions to test the so called squish effect using a Norton piston in a modified BSA head, this gave us 36.4bhp but we could get practically the same power with ordinary non-squish combustion chamber, maybe it only works with higher compression ratios, ours was 9.0: 1

The quality of mechanics who were employed in development was very high, there was not much they could not do. Alan Sandilands once made some prototype cams by hand. Jake Turner was a terrific machinist, very fast and accurate, he also thought up the method of making a virtually straight inlet port. Reg Wilkes was the artist who would fettle a piston and head until he got the maximum power that was possible.

We made some alloy tappets that were very light and worked very well, they seemed to be very compatible with the hard steel cams, the only problem was after about 500 racing miles they broke, but while they worked they were good. I feel sure that if we had been able to make larger diameter guides and stems to suit they would have been very satisfactory. Charlie Salt once set out to design a new crankcase for the Gold Star using a high camshaft, but it had to look like a BSA he was told. Sunbeam and Rudge had both made high camshaft engines pre-war with chain driven camshafts.

At various times we had problems with A10 and A7 connecting rods especially when used in the plain bearing Gold Star. We were trying to get away from split pins and castellated nuts and trying various patent self-locking nuts. The only one that was successful was the pinnacle nut which had a steel diaphragm to lock the nut. One of my ambitions was to utilise all the successful ideas we had used on the Gold Star and make them standard parts so that the B31 and B33 would use .the same connecting rods and valve sizes, push rods made of tubular alloy instead of solid, eccentric rocker spindles and the simple Gold Star rocker, but still retaining the iron heads and cylinder barrels. Unfortunately the production people could not see the benefit of these ideas. We did extensive testing with floating bush big end bearings mostly in the 500 Gold Star on the basis that if it stood full power and revs in that, it would certainly last in a lower power engine. The floating bushes were very much cheaper to make. During road testing at MIRA. Barry Stormont did 116 miles in the hour which was something of a record for us. It was in winter time and he was literally frozen stiff, we had to take him out to a warm cafe to thaw him out.

All through a long test programme, using factory bushes made by Glacier bearings we had no trouble, but when we started using their production samples they were almost useless, so we had to F->rop the whole scheme, which was a pity. We also tried a large diameter wrapped bush running on a large crankpin, we tried both bi-metal and copper lead, they were both satisfactory, but the larger crankpin was so rigid we had trouble aligning the flywheels. All these plain bearings really need a large paper filter built in to the engine, but all we had was a small tecalemit filter on the return oil line. Although either of these bearings would have shown a big economy I did not receive much encouragement. I think the factory was scared to make a change, although they already had these plain bearings in the twins during testing of the floating bush connecting rod bearing we had problems with over oiling. It appeared that too much' oil was being thrown up to the cylinder and piston, this we corrected by reducing the diameter of the flywheels and chamfering them.

The following summary of the development of the Gold Stars may be of interest.

1952 350cc
27 - 28bhp

1956 350cc
35 - 36bhp

1952 500cc
35 - 37bhp

1956 500cc
44 - 46bhp

We felt that these increases came from higher revs which in turn came from lighter valve gear, better springs, larger carburettors, higher compression with cooler running due to the big fin heads plus higher octane fuel. About 1955 the desire developed for a better brake for our scramblers. Since the management wanted to avoid spending money, as usual it was decided one brake would have to do for both Clubmans TT and racing Gold Stars-and Scramblers. Dennis Hardwick wanted a small intake for the scramblers, Charlie Salt and I wanted a big brake for the Clubman. We compromised on a 19O mm brake on Charlie’s suggestion, who told me he was banking on a belief that Hardwick would not know how big 190mm really was. As it turned out Hardwick didn’t. So we came out with this fairly large brake, with wide shoes which was used for some years afterwards although in my opinion it was not as good as the earlier cast iron drum with ribs around it. That was the best Gold Star brake. Charlie did not like it himself and he blamed Hardwick for the fact that it was too small as he would have preferred 200mm diameter. The l90 mm brake was designed by Charlie and it turned out to be rather heavy for its size.

Roland Pike Autobiography - Chapter 19

The Importance of the Export Market

After the war Sir Stafford Cripps devalued the pound sterling to help Britain compete in the export markets, but unfortunately few businessmen appreciated the value of exports. I did not realise it myself until I was sent to America by BSA, then I realised Britain needed dollars to buy food, raw materials and fuel and to get them we had to export. To export you have got to give the customer what they want and that is what I tried to do at BSA. To be sure, Mr Rawson their Export Manager and Mr Leake were aware of the need for exports, but it was on the factory floor that this was not appreciated. Anything special was a nuisance it was an uphill job. I was not high-up enough to carry any weight.

Bert Hopwood and Bert Perrigo understood and did what they could and Mr Leake managed to give the Americans what they wanted. BSA had two representatives in the United States, Hap Alzina on the West coast and Alf Child of Rich Child Cycle company on the East. Alf Child was a great promoter, no doubt about it, but unfortunately he did not understand motor cycles as well as Hap Alzina. Mr Childs depended on others for the technical or specialised advice so that some of the information he gave us was not always good. As a result a lot of what he told us was disregarded, good or bad. Hap Alzina was just the opposite and was a pillar of strength, supporting the design and technical depts wherever he could. He was able to pull strings with the AMA that Alf Child could never do.

Alf Childs was British, born in Nutley, Sussex, UK. He ran away to sea when he was only 14. He had lost an arm and was known inevitably as the 'one-armed bandit' in New Jersey. He was a flamboyant character and often rude to people, but once you got to know him was very likeable. At first you could be very put off by him as he had a habit of being abusive and used the most crude language, not just about things but personal with it. At that time I did not understand his attitude and took offense. I intimated to Mr Leake that I did not want to visit Alf Child in the US anymore.

Finally Mr Leake found out my complaint and gave Alf Child a dressing down. I was sent back to America in 1953 for Daytona, during this visit I listened carefully to what the Dealers, their riders, Tommy McDermott, Warren Sherwood, Gene Thiessen and Al Gunter had to say and went back to the factory and explained to them that BSA had to produce a bike entirely for the American competition market. As a result I was given the go ahead to produce a prototype. I used one of Bill Nicholson’s production trials frames, welded light and rigid. The Dealers in America had said Daytona is only one race a year and we were putting everything into it, what would they do with the bikes afterwards? They were no good for the half-mile as they were too heavy, they wanted something light. So I decided that they could get something light and produced a prototype that weighed 276lbs by using a lot of light alloys, fitted with a Gold Star engine, it would do 114mph on the timing strip, mean speed.

The twin engine in the meantime had been developed to give more power and reliability using an alloy head and a hot cam, the power was available from about 5250 to 7250 RPM, but it was not so tractable as the single although it gave more power and was 2mph faster on the timing strip. Running side by side the single would reach the end of the timing strip first, although finishing the measured mile at a lower speed. We went to Daytona in 1954 with eight rigid frame lightweight racers, four with singles and four twins. Alf Childs wanted an extra bike for Bobby Hill, all we had available was a 500cc twin in a Clubmans type spring frame, ironically this was the winning machine! We collected five of first eight places, the best BSA ever did at Daytona.

The AMA at this time were very strict with compression ratios, the maximum allowed was 8:1, we were allowed 1 mm oversize pistons, so naturally all these bikes had the extra few cc capacity (508cc) and it did give a wee bit more power. BSA made 100 of these rigid frame, short track machines and some were still being raced on half mile and mile circuits twenty three years later. Later on the AMA allowed up to 9:1 compression ratio, which was more helpful to the twins than the singles. By 1958 the factory was not giving much support to the American racers. I remember we had difficulty in obtaining Nirnonic 80 valves in the US. Nimonic 80 is made by Henry Wiggins in the UK and should be readily available. A similar material is available in the States under a similar name.

An overhead valve engine running at high speed presents a difficult problem for the valves due to the weight of the push rods, tappets and rockers the valve springs have to be fairly powerful which in turn puts a load on the valves, particularly the exhaust valve which runs at bright red heat. A Gold Star running under full load and full throttle can demonstrate this, just look into the carburettor intake, a small segment of the exhaust valve is visible glowing red hot . The British motorcycle industry was at its peak of success in the days when people rode their motor cycles to work as well as for pleasure, owning a car was not so affordable then and the bike was much more convenient than bus, train or tram.

I think motor cycles are a viable solution to the future need for low cost transportation and with ever increasing costs of fuel. The bike takes up less room on our crowded highways. The utility bike of the future may well be a 250 single or a 350 twin, these could easily give 80 mpg, US or imperial! Bikes for Class 'C' Racing. When I first had anything to do with Class 'C', we felt very restricted due to the strict regulations. 8:1 compression ratio, kick- starters etc. Any competitor in a race could claim the winners bike on payment of $1500. This was to discourage excessive investment of money and time into a certain machine by the factory or dealer, and to ensure that all the race bikes were reasonably equal in performance. In other words a no-hope rider could theoretically buy himself the best machine at a race by simply claiming it. In practice this did not happen too often because anyone who did this would be regarded as un-sporting. I heard of a case where a bike was claimed and the factory concerned bought the would-be purchaser off by offering him more money not to claim it. Any special machines had to be approved by the AMA and at least 100 produced for sale to dealers. In 1953 we had got into quite an argument over this rule. BSA claimed the 1953 racer was a Star Twin with a few modifications that were available to the public. The AMA did not agree and told us we had to make a 100. Since we had not had any good results with the model, we knew we would never sell a 100 of them and finally made about 40 or so.

I remember Fron Purslow bought one and tried to race it in England on short circuits, with no success. One of the friendliest racers I met at Daytona was Al Gunter in 1953 and last saw him at Daytona in 1958 by which time he was a changed man. He had been terribly mutilated in various crashes although you saw flashes of the old Al Gunter in the smile and enthusiasm. He had tried to make a career out of motor cycle racing in the 50's, this was difficult and as he got older had to compete with many up and coming younger riders. Eventually he was confined to a wheelchair and in 1976 we heard of his suicide. Al Gunter had been a very enthusiastic racer of BSA's and co-operated a great deal in our experiments. In the mid '50's he was one of the fastest BSA men in the USA. The last time I talked with him, Al said he was getting over 50bhp at the back wheel of his Gold Star racer at 8000 RPM.

Harman and Collins helped him in these experiments, using special cams and special push rods to aid higher revving. At 8000 RPM I did not expect a Gold Star to last very long, which Al confirmed and said the motor was only good for a short track. Dick Mann another BSA rider who was riding Harley Davidson at Daytona in 1958. One time he handed me a factory racing Harley 45 cu. inch, flathead twin and asked if I had ever had a ride on one. I had not and he suggested I have a go. This was in front of all the Harley people and their eyes were popping out. Before anyone could stop me I hopped on and a rushed up the beach. It was fantastic and felt like a Manx Norton. It steered well, brakes were good, the motor pulled hard to 7400 RPM, then the power dropped right off and you went to the next gear. Torque was strong all the way. I don't know how our BSA riders ever competed with them.

Gold Stars that were raced on other US tracks got a certain amount help from the Distributors but the factory support was very limited. S&W valve springs came to our attention through Hap Alzina, he thought they might help the twins, they certainly did and Gold Star singles as well. We had tremendous success with them. According to theory they should not work! But then, theory says the Bumble Bee cannot fly.