Velocette Model O 600cc Twin 1938 framed BMS picture free p&p UK for Sale

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Velocette Model O 600cc Twin 1938 framed BMS picture free p&p UK For Sale

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Velocette Model O 600cc Twin 1938 framed BMS picture free p&p UK:
$14.31

A neatblack and white picture of a 1938 Velocette 600cc Model O Twin

The text on the picture is as follows:-

\"The 1938 Velocette 600 cc Model 0 Twin

ALMOST every enthusiast has heard of the Velocette Roarer, the pre-WW2supercharged shaft-drive twin built to combat the Axis opposition of blown BMW twins and Gilera-fours. But how many know of its first cousin, the Model 0 Velocette roadster? Almost a country cousin of a bike because though sharing the same general layout of a vertical twin (with twin crankshafts athwart the frame and shaft drive) it had pushrod-operated overhead valves instead of overhead cams and a dynamo for coil ignition electrics in place of the racers supercharger. It was intended that when the Roarer captured racing laurels on the International circuits, the Model 0 would cash in on the reflected glory and sell to enthusiasts. In fact war clouds gathered as the Roarer, nicknamed by Veloce development man Harold Willis the originator of motorcycle technical slang like double knocker, was rushed last-minute to the Island for 1939 TT practice. Stanley Woods had taken a cut in his riding contract to help Veloce with the cost of the project and that showed he had confidence in it!

A practice lap or so proved that it had potential. Straight off the drawing board it was as fast as the 500 cc cammy single, but it needed more race development. Stanley rode the trusted single into fourth spot behind Friths Norton and the victorious two Bee-Emms and the Roarer went back to Hall Green for development.

Much more power, perhaps enough, was later found but the FIM decision to ban blowers put paid to the Velos postwar chances and it was never to reach a starting grid. In truth the Model 0 did a lot more work and miles than its illustrious relative. When Island racing resumed Bertie Goodman (up and coming racer son of Percy Goodman the Veloce Managing Director) used the 0 for race-week transport and extra course-learning laps. Treated as a factory hack it had a rough time for many many years yet proved very reliable and only misguided attempts to run it without oil - a factory hack is nobodys maintenance responsibility - resulted in seized bigends. But the bearing problem over (it has plain car-type bigends, not at all forgiving if you run short of oil) the 600 cc Model 0 is today very much alive and healthy. Why its not so long that I rode it to Brussels and back to England for a Common Market ceremony. You see, when I first rode the Model 0 I fell in love with it - thats the kind of bike it is - and was not content until it became mine...

Though -the general layout of the two twins is the same they do in fact differ in all details because the objectives were different, one an out-and-out GP racer with no thought of cost, the other a sophisticated roadster with production costs to be watched so that the advanced specification would not up the price beyond the enthusiasts pocket. In many ways the 0 is far ahead of the Roarer in advanced design and that is because the creator was one of the most forward.thinking of motorcycle designers namely Philip Irving, later to play a big part in the design of the Vincents and author of definitive books on motorcycle engineering. Into the 0 went much idealism such as the basic concept of a vibrationless vertical twin with shaft drive and a pivotted fork rear suspension which was almost futuristic. In details Irving added some of his pet schemes like the adjustable rear suspension which served Velocette so well for the rest of their days.

Vibrationless because the 0 like the Roarer has two crankshafts cogged together with coupling gears. The out-of-balance forces of one crankshaft assembly are cancelled out by those of its opposite number; the proof of the pudding is that there is just no vibration as we know it.

This fore-and-aft layout is neat. On the rear end of one crankshaft (bob weight type not full wheels) is a clutch driving a direct-coupled gearbox with MAC Velo internals which then goes direct to the shaft drive which forms part of the rear fork just like the LE Velo though on a bigger scale. Quickly detachable and interchangeable wheels are a feature also carried forward to the watercooled LE twin.

The unorthodox modifications to the steering geometry in the development stage have become the subject of legend. It is true that in search of better low speed steering Eugene Goodman (Veloce production manager and father of Peter Goodman who became a top bracket international rider) did take a hacksaw, cut a piece out of the top tube and with a wire strainer pull the ends together so they could be butt welded. All this mark you when designer Irving was not about! It is also true that this alteration to the head angle lowered the front end which was overcome by extending the front girder forks. I can confirm after a considerable mileage that the experiments were successful for the steering and handling is quite outstanding for a road machine. But after getting it right they must have fitted a new top tube because there is no sign of a butt weld now.

The frame is unique because it combines a tubular forward section with a pressed-steel rear monocoque section aimed at cutting production cost. This monocoque and variable suspension feature had been tried out previously on an MSS single but shaft drive added the final touch.

Though the one-off \"O is a 600 so that KSS pistons could be used, production models were to be 500s. It is a very torquey engine with a smooth flow of power all the way and no temperament. It feels more like a four than a twin, probably because of the absence of vibration and the fact that the exhaust pipes are linked under the gear box to give an even note. Single and twin carb layouts were tried but it had twins when last used by Veloce and that is how it is now. Those who rode it in its heyday put the maximum at over 90 mph. My current ceiling is 80 mph for there are no spares! What a postwar superbike it would have made - C.E. ALLEN

Drawn by Steve Ruffle\"

A greatpicturein a30 x 24 cm. (12 x 10 inch) size clipframe.

The picture offered does NOT have the \"SAMPLE\" watermark!!