NEW CROCKER DOWN UNDER

This just in from Sydney; confirmation of many months of rumors that a'1346Venice' will produce a new Crocker in Australia, with 'a maximum of 24' reproduction Big Twins per year. No prices so far, and I'll relate the story as I learn it. Are there enough paying customers for so many new Crockers? It's an interesting question, and certainly depends on the final sale price.

Michael Schacht of the LA-based Crocker Motorcycle Co. has intentions to build an additional 10 machines (beyond the one I test rode last year). Looks like Crocker fans will soon be spoiled for choice, if the choices aren't spoiled by litigation...

Below is the press release from 1346Venice:

"Beasts of a Bygone Era - The 1930s Crocker Motorcycle

Icons of 1930s Los Angeles have found a new home in a small Waterloo cul-de-sac nestled in the midst of what is fast becoming Sydney's arts precinct. A little- known restored warehouse, named 1346 Building, bearing a red neon sign and wooden doors, is harboring treasures seen by few in the world - the largest private collection of original Crocker motorcycles. The owner of these exquisite motorcycles, Chilli (as he's affectionately known), sets out to preserve a rare piece of automotive history by offering the same bespoke experience as back in Crocker's prime at 1346 Venice Boulevard, Los Angeles. 

Known as the 'Deusenberg of motorcycles,' the Crocker is the definitive American motorcycle - hand-built, powerful, and fast. Very much a Hollywood "hot rod", the Crocker was created in and shaped by the culture of pre-WWII California, by former Indian motorcycle engineers Al Crocker and Paul Bigsby.

When the road-going V-twin debuted I. 1936, the upstart founder brazenly challenged world dominators Harley Davidson, boasting superior technology, performance, handling, and raw power. In fact, Al Crocker famously advertised that if any of his bikes were ever beaten by a standard production Harley or Indian, he would refund the owner's money.

No refunds were ever requested.

Before World War II forced the original firm's closure, it's rumored that only 125 Crockers were ever built, including the early speedway bike. Today, approximately 66 V Twins are accounted for, making Crocker motorcycles extremely rare. After fading into relative obscurity for half a century, two major auction events transpired, vaulting Crocker into the sights of collectors worldwide. The attention provided by these two events - highlighting the marque's unique history, success and rarity - suddenly made Crocker one of the most desirable and expensive motorcycles in the world.

As Chilli rebuilds the Crocker Motorcycles in all their powerful, roadworthy glory; he offers his clients tailored specifications to maintain the value and uniqueness of these immaculate machines. This costly and time-intensive approach means that quality remains high and production output low. A maximum 24 Crocker Motorcycles per year will ever be built by Chilli's company, 1346 Engineered.

Chilli's parent company, 1346Venice, is also documenting the amazing story of these incredible steel stallions. Many who know and have experienced the full history of Crocker have sadly passed away, this it is important for Chilli and his team to collect and compile stories from those who are still around, most residing in Los Angeles. Chilli's team comprises of photographers, engineers, marketers, designers, artists, filmmakers and a restaurateur, all exhibiting the same passion and persistence to create and document the rebirth of this revered Hollywood Hot Rod. "

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1933 O.E.C.-Rudge 'TT Replica'

[Mitchell Barnes of Australia is an expert on Blackburne and Excelsior 'Manxman' history, and sends along this story of an O.E.C. racing chassis he found, which he built to replicate a long-lost Isle of Man TT racer from that unusual marque - pd'o]

"It was a red-letter day for small motorcycle manufacturers when Rudge's Depression-era financial woes forced them to wholesale ‘loose’ engines and gearboxes. Ironically, this move helped boost the Rudge name, as a great number of formerly mundane machines suddenly scorched around England and the Continent, Rudge ‘Python’ powered – 250cc to 500cc, the bigger engines with Rudge’s famous 4 valve cylinder heads, capable of propelling any motorcycle to 100mph.

A Rudge 'Python' 500cc engine, as sold to numerous small manufacturers in England and Europe; superior in performance and reliability to the usual JAP engine...

O.E.C. (OsborneEngineering Co.) of Gosport (in Hampshire, England) were one such small company, always on the lookout for something new. Their best days followed WW1 when they built bikes exclusively for Blackburne in a large former aircraft factory. After Blackburne cancelled their exclusivity deal, O.E.C. embarked a series of seemingly brilliant associations, most of which came to nought. Their technical director, Fred Wood, was a man bursting with ideas, and had designed the impressive ‘Duplex’ frame before leaving an indelible impression on the motorcycling fraternity with his 1926 ‘Duplex’ steering system, using a unique set of parallel links for steering stability and suspension. A couple of years later Fred added a swinging-fork rear suspension system, controlled by spring boxes and a damping link. The Duplex steering system got a serious publicity boost at Olympia in 1930 when O.E.C. displayed their World Record breaker, built by Claude Temple and ridden by Joe Wright at 137.32mph at Arpajon, France, just outside the Montlhéry race circuit.  [Of course O.E.C. also claimed a later recordactually taken by Wright’s Zenith, which you can read about here]

Joe Wright on August 31st, 1930 in Arpajon, France (near Montlhéry), where he recorded a World Speed Record of 137.32mph using a supercharged 1,000cc JAP engine in an O.E.C chassis; note the 'Duplex' forks

Like so many others, the Depression badly wounded O.E.C, and production costs needed to be cut. During 1932, Wood designed a new welded-up Duplex frame; the only lugs remaining controlled the swinging fork damping system and, on the girder-forked machines, the steering head. These welded frames were light and considerably cheaper to manufacture than traditional lugged frames…but would a conservative public accept such advanced thinking? All O.E.C. needed was an engine with sufficient urge to prove the new frames' potential.  Enter the Rudge ‘Python’.

Arthur Simcock on his 1933 Senior TT O.E.C-Rudge; note Webb girder forks and Duplex rear suspension

After some years’ absence, O.E.C. entered 4 machines in the 1933 TT: two 250s and two 500s. All were Python-powered, and both Senior and Lightweight machines used one each of the Duplex steering and Webb girder forks. The frames were identical save for the power units and brake diameter.  O.E.C. appointed ex-Sunbeam works rider Arthur “Digger” Simcock their team leader. The first machines built were the Webb-forked pair on which Simcock practiced, and subsequently rode in the TT. The Duplex machines were assembled at the TT by the second rider Alf Brewin and an assistant - no Ferrari budget here – and with little in the way of preparation, its not surprising that all the O.E.C's retired. Brewin did race them on the Continent after the TT but without success. This was typical of O.E.C's modus operandii - great ideas but poor organization.

Seven years ago I acquired a brace of OECs; one a race frame with Webb forks, the other a road bike with Druid forks, housing a genuine Blackburne racing engine. Years of research finally revealed that in 1936, the Australian O.E.C. dealer had acquired a racing machine with a Blackburne engine to promote the brand. Naturally, I wanted to re-unite the racing frame with its original engine, but this left a ruddy great hole in the “restored” frame. I decided Simcock's ‘lost’ Lightweight TT bike would be the inspiration, but no photos of it exist; I do have photos of his almost-identical Senior mount, so that became the template. The 1933 O.E.C. catalogue offers a J.A.P-engined, Druid-forked bike for £37/15-, and for an extra £7, you could buy Rudge or Blackburne power. This was the only year OEC offered ‘Python’ engines in this frame, for OEC fell into receivership later that year and Matchless engines were used thereafter. A 250 Rudge radial engine was what I really wanted but I couldn't find one in Australia. They are as rare as an ethical media baron here. In the absence of a Rudge engine, I briefly toyed with a J.A.P engine but my brain fade only lasted a few weeks. Five years ago the Australian Dollar was low against Sterling but it started climbing and eventually I was able to acquire a 1932 engine from the UK without having to mortgage the kids.

The O.E.C. rear-fork suspension system, introduced in 1928

The biggest problem was the gearbox. I could not find a Rudge 250 box anywhere and so

reluctantly used the original Albion one. Interestingly, Dunelt's 1933 Lightweight TT bike combines a Python engine with an Albion gearbox, so a protocol existed. It took only three tries to successfully marry the engine and gearbox with the frame, thanks to laser cutting. The gear change mechanism required several cups of tea to sort, because unless you are Toulouse Lautrec or a contortionist, the original is far too high for aging hippies. Although O.E.C./Rudge 'TT Replica' engines did not have bronze heads, the exposed radial-valve arrangement is Rudge's signature and deserves pride of place. Heat resistant gold paint applied to the head and new laser-cut stainless rocker side plates should help drag people's eyes from the awful Ariel-green rear wheel.

As it turned out, the hardest part was the easiest. The exhaust pipes really are impressive. We are lucky to have a master in the otherwise lost art of exhaust pipe bending. Exhaust pipes should have an ever changing radius which, to achieve without flat spots, is a precious art form. John d'Arrietta uses the traditional method of packing the pipes with sand and skilfully applies heat in exactly the right places with exactly the right temperature before bending. The pipes hug the frame and primary cover where they should and are mirror images of each other. To my knowledge (and I have spent countless hours googling O.E.C, Python, Rudge, etc), it is the only OEC-Python 250 in existence and while not an exact clone of Simcock's historic machine, save for the hidden magneto pulley arrangement, all parts are correct for the period. It's on its way to northern France and the new owner intends to use it. It will soon be seen at historic events in England and the Continent.

Special thanks to Greg Rowse (splines and precision machining) and John Harris (welding), and Mervyn Stratford for advice on timing."

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171 MPH ON A VELOCETTE!

Stuart Hooper aboard his supercharged Velocette, which just recorded 171.6mph at Lake Gairdner, Australia

From Stuart Hooper:

"Hi to all,

For the first time in many years Lake Gairdner Speed Trials were unaffected by wet weather.  The surface was initially a little rough and the weather very hot requiring a careful eye on engine temperatures and excessively rich mixtures to ensure the engine survived the meeting. After a steady sighting run to check out the new body and steering geometry the Big Velo ran 166 mph on its second outing !!!!  This was good cause for celebration as the Velo was now the Worlds fastest British single surpassing the fantastic Vincent Might Mouse of Bryan Chapman.

The Velocette unfaired; this photo gives an idea of the modifications required for stability at 170+mph

After a photo session day I decided a higher speed was possible and lined up again with a bit higher gearing and a higher ratio supercharger drive. The third run was only 152mph but this was against a 15 to 20 mph headwind so it was back in line for another 8 hrs for one final run. Friday morning was calm and cool, ideal conditions.......... but the morning ticked inexorably by with one delay after another and a headwind starting to flutter the flags and things looking like the meeting could be cancelled without another run. Finally the track was clear and the Big Velo boomed away from the line with its nearly 100mph first gear into a 7 to 10 mph gusting head and slight crosswind. By the time I changed up from third into top at 156mph the bike was weaving and darting about somewhat in the ruts on the track and the odd gusts of wind, but with the throttle hard aginst the stop one hand hovering over the clutch lever and the revs climbing towards the 6500 mark the track markers started to slip by faster and faster  until the final timing light flashed past and it was time to slow down with the old MSS single leading shoe brake smelling as only red hot 50 year old asbestos can. Back to the pits to see the crew flashing lights, cheering and jumping around !!!!......... 171.600 mph !!     .....  A fantastic end to a great week....... The Velocette name is again in the record books were it belongs !

A closer look reveals the efforts of Stuart Hooper to retain the 'Velocette' identity of the machine; from the front - standard wheel hubs, standard steel 3.5gal fuel tank, 'map of Africa' timing cover, standard gearbox, oil tank, arcuate-slot rear suspension adjustment, and standard rear wheel.  The crankcases look original, but are highly modified for strength.

Worlds Fastest Velocette.

Worlds Fastest British Single

Worlds Fastest Single Cylinder Sit On Motorcycle.

A sincere thanks for the support to my crew and all of you over the years,

Stuart Hooper

ps..... Just how fast can a Velo go ?"

From the rear, we can see the supercharger and enormous SU carb, as well as the monoshock rear suspension and massive front fork assembly.  A highly modified machine, but with definite Velocette DNA.  Note the cheeky Velo KSS oil tank lubricating the dyno...

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THE LITTLE VELOCETTE THAT TRIED...

Great story from Greg Summerton, about an attempted Velocette trip across Australia in 1922; the bike is probably a Velocette GC3 'Colonial' model 225cc two-stroke!  A very light machine, and sophisticated with throttle-controlled oil injection, and a 3 speed gearbox.  Was it up to the job?

The 1922 Velocette 'GC3' was an early all-chain drive machine; many were sold in Australia.

Here's Greg's story:
"That fellow leaning on the fence is my Great Grandfather, Ernest Allchurch. The bike is a Velocette, the rider was Member of Parliament for the Northern Territory (Harold George Nelson), who rode the bike from Adelaide, hoping to cross the country all the way to Darwin.
My Great Grandfather and others tried to dissuade him, but realising he was committed, they advised him to stick to the overland telegraph line and use the repeater stations along the way. They lost contact with him some days later, he failed to turn up at one of the stations so they went looking for him on horseback. They found the bike, then "followed a trail of one pound notes" to where he was laying. Near death, he'd drunk the oil from the tank and "his tongue was swollen out of his head". Somehow he survived, but spent many weeks (months?) in hospital back in Adelaide after he was rescued. That was the story that my grandmother told me. One day I will follow the story up to see if my childhood memory of her story was close to the facts. Earlier, in 1908 I think, Ernest (my Great-Grandfather) had joined Murray Aunger and Frank Dutton on their second attempt to cross Australia from South to North by car at Alice Springs. They reached Darwin after finding and repairing the first attempt's abandoned Talbot left there the year before when it failed. Ernest started as a messenger boy for the Post Office in the late 1800s at Macclesfield and went on to become the last head of the Telegraph Station at Alice Springs itself before it was moved into the town that had become established nearby after the station was established in the late 1860s, I think. He was also the only magistrate for the area outside of Darwin itself. I never met him, he died before WW2, but his wife Elisabeth was a great little lady, I have great memories of her."

For more information on Ernest Allchurch, and a glimpse of life in the middle of Australia of the day, read here.

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