John Jennings from Perth sent the above photograph, which piqued my interest; "Don Chesson was telling me about a photo of a Sunbeam he had been sent sometime ago. An I.o.M. racer according to the photographer. The photo was taken in the early 50's outside a shop in Elizabeth St Melbourne. It is for sale (see seat). On the high res scan I can make out R-95 or similar. It is road registered at that stage of its unknown but no doubt illustrious career." A close look at the photo reveals an alloy top end, which Sunbeam never produced - so the bike has clearly been modernized by some enterprising Colonial mechanic. The petrol and oil tanks are larger than the originals as well, and neither looks particularly Sunbeam, although they are handsome. Most significantly, the frame looks to be Velocette, and given the steep front downtube, I will guess it's from a Mk7 KTT (the rear frame section isn't Velo though). There was never an 'R-95' model, but as this Sunbeam racer was a pretty obscure by the early 1950s, the confusion is understandable.
Sunbeam introduced the Model 95 in 1934, ending the run of the illustrious Model 90 after eight years. The '95' retained the 80x98mm bore and stroke of the earlier model, as well as the open rockers and iron top end, but the new machine used only a single exhaust port, and a downdraught TT carb which bolted to a flange, rather than clamping on a manifold. The gearchange had moved down to a rocking foot pedal for the four-speed gearbox, and the saddle tank was especially large and beautiful. The '95' designation referred to a nominal top speed...it's interesting to note that my '28 TT90 'Beam has a single-port cylinder head (a Harry Weslake item) and four-speed gearbox (Sunbeam produced these for their sidecar haulers - it was easily transferred to a racer).
The Model 95 was the last motorcycle laid out by John Greenwood, Sunbeam's long time designer, and it was the swan song of Sunbeam's 20-year racing career, which included 4 outright wins in the Isle of Man TT, as well as four Team Prizes there, among countless other race wins in Britain and beyond. The sidevalve Longstroke and the OHV Model 90 were very popular on the Continent in the 1920s among wealthy sportsmen like Achille Varzi. The '95' was a sound design, firmly in the racing tradition of the Company, meaning it was reliable, extremely well-made, and fast, with impeccable handling. But, by 1934 a racing motorcycle with an OHV cylinder head was no longer competitive in the top ranks of Grand Prix racing, although a privateer might still find the Model 95 a useful tool.
In 1935, the range was bifurcated, and you could buy the Model 95 'L', with lights, a roadster with all the appeal of a contemporary Norton International, while the racer became the 'Model 95R'. With only two years' production, either machine is a rarity these days, and are much sought after. At the end of the racing line, John Greenwood produced yet another elegant machine for the track, which was always a Sunbeam specialty.
Photos are taken from Robert Gordon Champ's two excellent Sunbeam books: 'The Sunbeam', Haynes 1980; and 'The Illustrated History of Sunbeam Bicycles and Motorcycles', Haynes 1989.
John Jennings from Perth sent the above photograph, which piqued my interest; "Don Chesson was telling me about a photo of a Sunbeam he had been sent sometime ago. An I.o.M. racer according to the photographer. The photo was taken in the early 50's outside a shop in Elizabeth St Melbourne. It is for sale (see seat). On the high res scan I can make out R-95 or similar. It is road registered at that stage of its unknown but no doubt illustrious career." A close look at the photo reveals an alloy top end, which Sunbeam never produced - so the bike has clearly been modernized by some enterprising Colonial mechanic. The petrol and oil tanks are larger than the originals as well, and neither looks particularly Sunbeam, although they are handsome. Most significantly, the frame looks to be Velocette, and given the steep front downtube, I will guess it's from a Mk7 KTT (the rear frame section isn't Velo though). There was never an 'R-95' model, but as this Sunbeam racer was a pretty obscure by the early 1950s, the confusion is understandable.
Sunbeam introduced the Model 95 in 1934, ending the run of the illustrious Model 90 after eight years. The '95' retained the 80x98mm bore and stroke of the earlier model, as well as the open rockers and iron top end, but the new machine used only a single exhaust port, and a downdraught TT carb which bolted to a flange, rather than clamping on a manifold. The gearchange had moved down to a rocking foot pedal for the four-speed gearbox, and the saddle tank was especially large and beautiful. The '95' designation referred to a nominal top speed...it's interesting to note that my '28 TT90 'Beam has a single-port cylinder head (a Harry Weslake item) and four-speed gearbox (Sunbeam produced these for their sidecar haulers - it was easily transferred to a racer).
The Model 95 was the last motorcycle laid out by John Greenwood, Sunbeam's long time designer, and it was the swan song of Sunbeam's 20-year racing career, which included 4 outright wins in the Isle of Man TT, as well as four Team Prizes there, among countless other race wins in Britain and beyond. The sidevalve Longstroke and the OHV Model 90 were very popular on the Continent in the 1920s among wealthy sportsmen like Achille Varzi. The '95' was a sound design, firmly in the racing tradition of the Company, meaning it was reliable, extremely well-made, and fast, with impeccable handling. But, by 1934 a racing motorcycle with an OHV cylinder head was no longer competitive in the top ranks of Grand Prix racing, although a privateer might still find the Model 95 a useful tool.
In 1935, the range was bifurcated, and you could buy the Model 95 'L', with lights, a roadster with all the appeal of a contemporary Norton International, while the racer became the 'Model 95R'. With only two years' production, either machine is a rarity these days, and are much sought after. At the end of the racing line, John Greenwood produced yet another elegant machine for the track, which was always a Sunbeam specialty.
Photos are taken from Robert Gordon Champ's two excellent Sunbeam books: 'The Sunbeam', Haynes 1980; and 'The Illustrated History of Sunbeam Bicycles and Motorcycles', Haynes 1989.
It was a fine Easter here in northern California; I awoke early, full of anticipation of what the day would hold for me. Not many folks get a chance to ride three 1920's bikes in one day, and even fewer get to motor about on three bikes from such a renowned manufacturer as Sunbeam. In the garage, I noted my fuel tank was near empty - with my gas can at the shop, I had to check the tanks on the other bikes.... all near empty. I did however drain a quart of fuel between them; why do they all seem to come home empty!! That and the "Air Fairies" had stolen about 15lbs from the front tyre, so in went some air. My 1924 Model 5 was just a bit hesitant to roll over when the time came to depart; you would think she would be all a-fluster with the prospect of some riding, and a little TLC this am... could she have been nervous about what the day would hold? (I know I get a bit strange when I am off to visit relatives.) She did eventually spring to life and settled down nicely, as I watched for oil to start dripping at the sight glass... I slowly pushed the manual pump until I saw the first sputter of oil in the glass. This is the signal to get this show on the road, so on went the gloves and helmet and away I went.
It's a short distance from my place to Paul's, with a fine view of the ocean. A bit of a chill wind came up but nothing to dampen my spirit.... the oil was still flowing and fuel was just down the hill at the station. I was beginning to remember what a pleasure it was to ride this bike and was looking forward to mounting the 1925 Model 6 ('Longstroke') later in the day. When I arrived, my Model 5 settled down to a VERY slow idle... she can be such a show off, as if she was setting the scene for the ride to come. But when Paul fired up the Model 6 I knew this would be anything but a sedate adventure. We started comparing the two machines... very similar yet VERY different. The Model 6 has some aftermarket development inflicted upon her - I was eager to see if it was a success.
We set off to Land's End for some photos for Paul's blog. Traffic was heaver than I expected on Easter, but we managed to find our way thru the cars and gave the girls a bit of stick up the hill; that Longstroke sure pulled nicely up the grade. We broke several local ordnances by wheeling the bikes into the park for photos; folks didn't seem to mind but the area was pretty crowded so we rode to a different location for more photos and perhaps a video.
Lake Merced was a short trip, but offered a nice sprint down the Great Highway, where we diced it up a bit, and even chased some modern bikes, whose riders seemed quite impressed. I smiled within, the Model 5 fell into her old habits and steadily pulled me along. She almost drives herself, allowing me to take in the scenery. The anticipation to ride the Model 6 was welling up - that bike sure sounded like it wanted to go... that it just wanted to be opened up... but caution prevailed, as the bike was largely untested (having just came out of a box the week before).
My chance finally came to mount the Longstroke... you could have not designed a more opposite riding position to the Model 5. The controls were similarly laid out, but you have to shape yourself to the bike.... I could see that this was not a touring machine, as even the riding position felt fast.
I prodded the M6 to life, found the position she wanted in, and off we went for a lap about the golf course. The bike really wanted input, all movements made by the operator must be VERY deliberate, as opposed to the M5, on which you simply push the shifter, set the controls and let the bike take you away. This beast required you to KNOW what you were doing. In any event the parade lap was far too short for my liking and I was thrilled when Paul offered to swap bikes on the way home. Some of the aftermarket work started to rear its ugly head... over-oiling filled up the oil sight-glass and she was bucking like a Georgia Mule, so I gave some more stick, and she started to settle down a bit. I would't call it nicely, but the bucking ceased and I was now moving at quite a pace (especially for a bike with effectively no brakes ). She was eager for more throttle - this bike is a cracker. I had to resist the urge to go flat out, balls to the wall... if it was mine I would have, but I didn't want to spend my summer looking for rare bike parts! In spite of my reluctance, the bucking ceased, the bike seemed happy, the oil sight-glass cleared... too bad we were already back at Paul's garage.
I reluctantly returned the bike, but was offered a spin on his 1928 Model 90... sadly I only went around the block twice. That bike REALLY wanted to GOOOOOO; I wasn't entirely sure how Paul would feel if I disappeared for and hour or so, as that's how long I would need to get comfortable on it, so a short test ride it would be... I will have to save the longer ride for another day. All in all a nice outing on three 1920's Sunbeams. I'm eager to repeat it.
It was a fine Easter here in northern California; I awoke early, full of anticipation of what the day would hold for me. Not many folks get a chance to ride three 1920's bikes in one day, and even fewer get to motor about on three bikes from such a renowned manufacturer as Sunbeam. In the garage, I noted my fuel tank was near empty - with my gas can at the shop, I had to check the tanks on the other bikes.... all near empty. I did however drain a quart of fuel between them; why do they all seem to come home empty!! That and the "Air Fairies" had stolen about 15lbs from the front tyre, so in went some air. My 1924 Model 5 was just a bit hesitant to roll over when the time came to depart; you would think she would be all a-fluster with the prospect of some riding, and a little TLC this am... could she have been nervous about what the day would hold? (I know I get a bit strange when I am off to visit relatives.) She did eventually spring to life and settled down nicely, as I watched for oil to start dripping at the sight glass... I slowly pushed the manual pump until I saw the first sputter of oil in the glass. This is the signal to get this show on the road, so on went the gloves and helmet and away I went.
It's a short distance from my place to Paul's, with a fine view of the ocean. A bit of a chill wind came up but nothing to dampen my spirit.... the oil was still flowing and fuel was just down the hill at the station. I was beginning to remember what a pleasure it was to ride this bike and was looking forward to mounting the 1925 Model 6 ('Longstroke') later in the day. When I arrived, my Model 5 settled down to a VERY slow idle... she can be such a show off, as if she was setting the scene for the ride to come. But when Paul fired up the Model 6 I knew this would be anything but a sedate adventure. We started comparing the two machines... very similar yet VERY different. The Model 6 has some aftermarket development inflicted upon her - I was eager to see if it was a success.
We set off to Land's End for some photos for Paul's blog. Traffic was heaver than I expected on Easter, but we managed to find our way thru the cars and gave the girls a bit of stick up the hill; that Longstroke sure pulled nicely up the grade. We broke several local ordnances by wheeling the bikes into the park for photos; folks didn't seem to mind but the area was pretty crowded so we rode to a different location for more photos and perhaps a video.
Lake Merced was a short trip, but offered a nice sprint down the Great Highway, where we diced it up a bit, and even chased some modern bikes, whose riders seemed quite impressed. I smiled within, the Model 5 fell into her old habits and steadily pulled me along. She almost drives herself, allowing me to take in the scenery. The anticipation to ride the Model 6 was welling up - that bike sure sounded like it wanted to go... that it just wanted to be opened up... but caution prevailed, as the bike was largely untested (having just came out of a box the week before).
My chance finally came to mount the Longstroke... you could have not designed a more opposite riding position to the Model 5. The controls were similarly laid out, but you have to shape yourself to the bike.... I could see that this was not a touring machine, as even the riding position felt fast.
I prodded the M6 to life, found the position she wanted in, and off we went for a lap about the golf course. The bike really wanted input, all movements made by the operator must be VERY deliberate, as opposed to the M5, on which you simply push the shifter, set the controls and let the bike take you away. This beast required you to KNOW what you were doing. In any event the parade lap was far too short for my liking and I was thrilled when Paul offered to swap bikes on the way home. Some of the aftermarket work started to rear its ugly head... over-oiling filled up the oil sight-glass and she was bucking like a Georgia Mule, so I gave some more stick, and she started to settle down a bit. I would't call it nicely, but the bucking ceased and I was now moving at quite a pace (especially for a bike with effectively no brakes ). She was eager for more throttle - this bike is a cracker. I had to resist the urge to go flat out, balls to the wall... if it was mine I would have, but I didn't want to spend my summer looking for rare bike parts! In spite of my reluctance, the bucking ceased, the bike seemed happy, the oil sight-glass cleared... too bad we were already back at Paul's garage.
I reluctantly returned the bike, but was offered a spin on his 1928 Model 90... sadly I only went around the block twice. That bike REALLY wanted to GOOOOOO; I wasn't entirely sure how Paul would feel if I disappeared for and hour or so, as that's how long I would need to get comfortable on it, so a short test ride it would be... I will have to save the longer ride for another day. All in all a nice outing on three 1920's Sunbeams. I'm eager to repeat it.
Since the 1925 Sunbeam Longstroke arrived two weeks ago, I've been curious to compare its character to that of James Johnson's 1924 Model 5. They're both sidevalvers from the mid-20's, with very similar running gear and mechanical configurations, from the same esteemed manufacturer; how different could they be?
The Longstroke was developed from Alec Bennett's 1922 TT-winning (at 58.31mph) machine, and was initially known as the 'Model 6'. The 'Longstroke' name was added for 1925, to what would have been the 'Sports' model in that year, but a 'TT Replica' in 1923. How quickly things changed in those critical years between 1923-25, where the Longstroke dropped in esteem from TT Replica, to a 'Sports' model in just 2 years. Sunbeam added an overhead-valve machine to its line in 1924, the Model 9 (and variants), which sounded the death knell to the sidevalve as a racing machine. Surprisingly, even with the real advantages of the ohv engine, racers continued to develop the sidevalve for racing at events other than the Isle of Man TT; Brooklands, European races, trials, hillclimbs, etc. In fact, although Bennett's win in '22 was the last for a sidevalver at the Island, they continued to be successful for many years in private hands. Take for example A.L. Loweth's record of 94mph on a Norton 16H at Brooklands, in 1934! Supposedly ten years after the model had become obsolete for speed work. Food for thought. I admit my own bias in thinking sidevalve machines couldn't be sporting, and would never satisfy a speed merchant such as myself. Gradually, while investigating Sunbeam and Norton racing history, I came to respect the humble flathead.
James purchased his '24 Model 5 from British Only Austria about two years ago, and has spent considerable time in his workshop, making the 84 year old Sunbeam reliable. Now he feels fully confident in its mechanical soundness; several long rides (including one 800 miler!) have borne out his conviction that his Sunbeam can be ridden as the maker intended. The biggest jobs he's had to tackle were rewinding the magneto and replacing a broken steering stem; otherwise it's been a matter of getting all the details functioning smoothly (cables lubed and adjusted, clutch working properly, brakes working, etc), which is really what 'sorting it out' means. It takes time to do those hundred small jobs in your off hours. That his bike runs so well is a testament to James' persistence.
By comparison, the Longstroke has just started down the road to 'sorted'. Noted in a previous blog are my efforts to replace hoses and taps, get the clutch and carb working normally, and make footrests. The bike's oiling is very curious for a total-loss setup, as there is no breather on the crankcase, but there IS an oil drain from the crankcase back to the oil pump - a semi-recirculating loop. The excess oil seems to be burned off, as the bike smokes a bit, even though the oil pump feed is turned well down.
I haven't found a top speed yet, but I would estimate in the high 70mph range. That's going some for a bike which has very little braking power; the front drum is essentially useless (both 'Beams can be pushed forward with it fully squeezed), and the back brake is only OK. James has relined his brakes, and suggests the rear should lock the wheel. Suspension movement from the Druid forks is minimal, and the springing is very stiff. But, for all that, it's a cracker! As it weighs only about 240lbs, it accelerates smartly, with strong engine pulses. The engine definitely has a long stroke at 105.5mm(x77mm), but it revs fairly freely, and thrives on higher rpm than might seem likely - it has plonk at low rpm, but there is a power surge at around 3500 rpm at which the engine smooths out, and she really starts to fly. The Longstroke engine feels slightly skittish and revvy, and surprisingly high strung for a 20's bike.
The handling is very stable at speed, although when stationary, the whole bike seems very wobbly. In first gear, the front end seems to 'fall into' corners, but as speed increases (I've seen around 60mph so far), cornering feels intuitive and takes less effort. The handlebars are brazed in place and very low, with no adjustment possible, and you must lean over the bike to reach the 'bars. Clearly, you mold yourself to this motorcycle, not the other way around.
The Model 5 has a completely different character; it's a true gentleman's machine, with a comfortable riding position and mellow traits. With footboards and high, pulled-back handlebars, you are seated in the classic British 'L' riding position. Where the gear selector on the Longstroke is stiff, the Model 5 shifts softly and easily (especially as the clutch releases fully). The power band is consistent and gradual, building speed with less drama than the L.S., yet never feeling sluggish, just mannerly. The engine is almost 'square' at 85x88mm, but the heavy flywheels keep it from feeling like a short-stroke! One might think it retrograde to add 20mm to the stroke for a racing machine, but as they won the TT with this new long-stroke engine, they knew what they were doing.
The handling on the '24 feels consistently smooth, with no change in feel from low to high speed; I wonder if the riding position has something to do with this? On the L.S., my weight - which is only 50lbs less than the motorcycle - is much further forward, shifting the bike's center of gravity towards the front wheel. The Druid forks have softer springs, for a more comfortable ride. The engines have a slightly different head/barrel casting (seen in the photos), and I of the would surmise that the Longstroke manages a higher compression ratio (6:1?) than the Model 5 (5:1?). Carb size is the same on both, with a choke of 1". The earlier machine came fully equipped with acetylene lights front and rear (which work!), and a 'little oil bath' rear chaincase, a fully valanced front mudguard, a wider rear mudguard, and a luggage rack. James' bike is probably 20lbs heavier than mine, but I'm probably 10lbs heavier than James, so the weight difference is a wash.
At the end of our test ride ('shootout!!!' - my nod to modern motorcycle publishing), I rolled out my 1928 TT90 Sunbeam for James to try, for a REAL contrast. The 3 years between my Longstroke and the '90' are a lightyear in performance- with the later bike feeling, as James noted, 'planted' and stable, with about twice the power of the earlier bike, and a four-speed gearbox to boot. 'We are probably the only people in North America to ride three Vintage Sunbeams in a day', said James, and he's probably right.
Since the 1925 Sunbeam Longstroke arrived two weeks ago, I've been curious to compare its character to that of James Johnson's 1924 Model 5. They're both sidevalvers from the mid-20's, with very similar running gear and mechanical configurations, from the same esteemed manufacturer; how different could they be?
The Longstroke was developed from Alec Bennett's 1922 TT-winning (at 58.31mph) machine, and was initially known as the 'Model 6'. The 'Longstroke' name was added for 1925, to what would have been the 'Sports' model in that year, but a 'TT Replica' in 1923. How quickly things changed in those critical years between 1923-25, where the Longstroke dropped in esteem from TT Replica, to a 'Sports' model in just 2 years. Sunbeam added an overhead-valve machine to its line in 1924, the Model 9 (and variants), which sounded the death knell to the sidevalve as a racing machine. Surprisingly, even with the real advantages of the ohv engine, racers continued to develop the sidevalve for racing at events other than the Isle of Man TT; Brooklands, European races, trials, hillclimbs, etc. In fact, although Bennett's win in '22 was the last for a sidevalver at the Island, they continued to be successful for many years in private hands. Take for example A.L. Loweth's record of 94mph on a Norton 16H at Brooklands, in 1934! Supposedly ten years after the model had become obsolete for speed work. Food for thought. I admit my own bias in thinking sidevalve machines couldn't be sporting, and would never satisfy a speed merchant such as myself. Gradually, while investigating Sunbeam and Norton racing history, I came to respect the humble flathead.
James purchased his '24 Model 5 from British Only Austria about two years ago, and has spent considerable time in his workshop, making the 84 year old Sunbeam reliable. Now he feels fully confident in its mechanical soundness; several long rides (including one 800 miler!) have borne out his conviction that his Sunbeam can be ridden as the maker intended. The biggest jobs he's had to tackle were rewinding the magneto and replacing a broken steering stem; otherwise it's been a matter of getting all the details functioning smoothly (cables lubed and adjusted, clutch working properly, brakes working, etc), which is really what 'sorting it out' means. It takes time to do those hundred small jobs in your off hours. That his bike runs so well is a testament to James' persistence.
By comparison, the Longstroke has just started down the road to 'sorted'. Noted in a previous blog are my efforts to replace hoses and taps, get the clutch and carb working normally, and make footrests. The bike's oiling is very curious for a total-loss setup, as there is no breather on the crankcase, but there IS an oil drain from the crankcase back to the oil pump - a semi-recirculating loop. The excess oil seems to be burned off, as the bike smokes a bit, even though the oil pump feed is turned well down.
I haven't found a top speed yet, but I would estimate in the high 70mph range. That's going some for a bike which has very little braking power; the front drum is essentially useless (both 'Beams can be pushed forward with it fully squeezed), and the back brake is only OK. James has relined his brakes, and suggests the rear should lock the wheel. Suspension movement from the Druid forks is minimal, and the springing is very stiff. But, for all that, it's a cracker! As it weighs only about 240lbs, it accelerates smartly, with strong engine pulses. The engine definitely has a long stroke at 105.5mm(x77mm), but it revs fairly freely, and thrives on higher rpm than might seem likely - it has plonk at low rpm, but there is a power surge at around 3500 rpm at which the engine smooths out, and she really starts to fly. The Longstroke engine feels slightly skittish and revvy, and surprisingly high strung for a 20's bike.
The handling is very stable at speed, although when stationary, the whole bike seems very wobbly. In first gear, the front end seems to 'fall into' corners, but as speed increases (I've seen around 60mph so far), cornering feels intuitive and takes less effort. The handlebars are brazed in place and very low, with no adjustment possible, and you must lean over the bike to reach the 'bars. Clearly, you mold yourself to this motorcycle, not the other way around.
The Model 5 has a completely different character; it's a true gentleman's machine, with a comfortable riding position and mellow traits. With footboards and high, pulled-back handlebars, you are seated in the classic British 'L' riding position. Where the gear selector on the Longstroke is stiff, the Model 5 shifts softly and easily (especially as the clutch releases fully). The power band is consistent and gradual, building speed with less drama than the L.S., yet never feeling sluggish, just mannerly. The engine is almost 'square' at 85x88mm, but the heavy flywheels keep it from feeling like a short-stroke! One might think it retrograde to add 20mm to the stroke for a racing machine, but as they won the TT with this new long-stroke engine, they knew what they were doing.
The handling on the '24 feels consistently smooth, with no change in feel from low to high speed; I wonder if the riding position has something to do with this? On the L.S., my weight - which is only 50lbs less than the motorcycle - is much further forward, shifting the bike's center of gravity towards the front wheel. The Druid forks have softer springs, for a more comfortable ride. The engines have a slightly different head/barrel casting (seen in the photos), and I of the would surmise that the Longstroke manages a higher compression ratio (6:1?) than the Model 5 (5:1?). Carb size is the same on both, with a choke of 1". The earlier machine came fully equipped with acetylene lights front and rear (which work!), and a 'little oil bath' rear chaincase, a fully valanced front mudguard, a wider rear mudguard, and a luggage rack. James' bike is probably 20lbs heavier than mine, but I'm probably 10lbs heavier than James, so the weight difference is a wash.
At the end of our test ride ('shootout!!!' - my nod to modern motorcycle publishing), I rolled out my 1928 TT90 Sunbeam for James to try, for a REAL contrast. The 3 years between my Longstroke and the '90' are a lightyear in performance- with the later bike feeling, as James noted, 'planted' and stable, with about twice the power of the earlier bike, and a four-speed gearbox to boot. 'We are probably the only people in North America to ride three Vintage Sunbeams in a day', said James, and he's probably right.
These photos were sent to me by Rob Colenbrander in Holland; he says it's an original paint machine, with no kickstart, 'just push and go'. "The bike is [originally] from Ireland. I bought it approx 15 years ago...The bike is unrestored and incredible fast; I went with it on the motorway, easy 75mph on 1/2 throttle, I was afraid to go faster due to old tyres, bad brakes, and especially the front end starting a speed wobble [!]. It hardly makes noises, typical Longstroke. Not oily at all, very easy to handle. Due to a leaking petrol cap I am not riding it also because I find it too dangerous [!]. But still it is a wonderful bike."
I know that Sunbeams can be particularly easy to push start - my 1928 model 90 ALWAYS starts with me sitting in the saddle, after paddling off for two or three strides. I was taught this technique by Chris Odling, who now lives in Scotland. His model 90, which is one engine number away from mine (also an ex-works experimental engine - EX103), would start after only one stride, basically a slow walking pace, but Chris is extraordinarily meticulous in his work, whereas I'm content to take two more strides if it means more riding time and less time fiddling with the idle circuit on the carb. Chris, by the way, is restoring my '29 Scott ex-works TT machine...although I wish he'd hurry up about it! Back to Rob's bike - it's identical, barring number plates and lights, to Frank Mace's TT Sunbeam, which I rode a few years ago. I had never been especially interested in sidevalve machines before riding Frank's bike, but I was impressed with the 'feel' of the old racer, and its turn of speed; a lovely combination of light weight and nimble handling. I imagine that Rob's bike must be a pleasure to ride, and note that it has friction damping stabilizers on the forks (visible in the top photo), but no steering damper. I presumed none was necessary, until I read Rob's account of a speed wobble! I'm definitely going to copy that exhaust pipe for my Longstroke! So simple; side-valve engines sound remarkably mellow with open pipes, although at higher revs they begin to crackle like ohv machines, and are no longer quiet.
Please note the red clogs in the corner of the top photo! I guess that means the photos were taken in Holland - I'm sure those clogs were just sitting there anyway, ready for some yard work, but I love the sense of locale they evoke.
A little history; in 1920 Tommy de la Haye won the Isle of Man TT on his Sunbeam, at an average speed of 51.79 mph. The machine in the photos is a replica, the '3 1/2 hp Sporting Solo TT Model' according to the catalogue. 85x88mm, 499cc, with a 'specially balanced and tuned, high-compression engine', all for 148 Guineas.
These photos were sent to me by Rob Colenbrander in Holland; he says it's an original paint machine, with no kickstart, 'just push and go'. "The bike is [originally] from Ireland. I bought it approx 15 years ago...The bike is unrestored and incredible fast; I went with it on the motorway, easy 75mph on 1/2 throttle, I was afraid to go faster due to old tyres, bad brakes, and especially the front end starting a speed wobble [!]. It hardly makes noises, typical Longstroke. Not oily at all, very easy to handle. Due to a leaking petrol cap I am not riding it also because I find it too dangerous [!]. But still it is a wonderful bike."
I know that Sunbeams can be particularly easy to push start - my 1928 model 90 ALWAYS starts with me sitting in the saddle, after paddling off for two or three strides. I was taught this technique by Chris Odling, who now lives in Scotland. His model 90, which is one engine number away from mine (also an ex-works experimental engine - EX103), would start after only one stride, basically a slow walking pace, but Chris is extraordinarily meticulous in his work, whereas I'm content to take two more strides if it means more riding time and less time fiddling with the idle circuit on the carb. Chris, by the way, is restoring my '29 Scott ex-works TT machine...although I wish he'd hurry up about it! Back to Rob's bike - it's identical, barring number plates and lights, to Frank Mace's TT Sunbeam, which I rode a few years ago. I had never been especially interested in sidevalve machines before riding Frank's bike, but I was impressed with the 'feel' of the old racer, and its turn of speed; a lovely combination of light weight and nimble handling. I imagine that Rob's bike must be a pleasure to ride, and note that it has friction damping stabilizers on the forks (visible in the top photo), but no steering damper. I presumed none was necessary, until I read Rob's account of a speed wobble! I'm definitely going to copy that exhaust pipe for my Longstroke! So simple; side-valve engines sound remarkably mellow with open pipes, although at higher revs they begin to crackle like ohv machines, and are no longer quiet.
Please note the red clogs in the corner of the top photo! I guess that means the photos were taken in Holland - I'm sure those clogs were just sitting there anyway, ready for some yard work, but I love the sense of locale they evoke.
A little history; in 1920 Tommy de la Haye won the Isle of Man TT on his Sunbeam, at an average speed of 51.79 mph. The machine in the photos is a replica, the '3 1/2 hp Sporting Solo TT Model' according to the catalogue. 85x88mm, 499cc, with a 'specially balanced and tuned, high-compression engine', all for 148 Guineas.
John Jennings from Perth sent the above photograph, which piqued my interest; "Don Chesson was telling me about a photo of a Sunbeam he had been sent sometime ago. An I.o.M. racer according to the photographer. The photo was taken in the early 50's outside a shop in Elizabeth St Melbourne. It is for sale (see seat). On the high res scan I can make out R-95 or similar. It is road registered at that stage of its unknown but no doubt illustrious career." A close look at the photo reveals an alloy top end, which Sunbeam never produced - so the bike has clearly been modernized by some enterprising Colonial mechanic. The petrol and oil tanks are larger than the originals as well, and neither looks particularly Sunbeam, although they are handsome. Most significantly, the frame looks to be Velocette, and given the steep front downtube, I will guess it's from a Mk7 KTT (the rear frame section isn't Velo though). There was never an 'R-95' model, but as this Sunbeam racer was a pretty obscure by the early 1950s, the confusion is understandable.
The '95' designation referred to a nominal top speed...it's interesting to note that my '28 TT90 'Beam has a single-port cylinder head (a Harry Weslake item) and four-speed gearbox (Sunbeam produced these for their sidecar haulers - it was easily transferred to a racer).
