From the earliest days of the movement pundits in the nascent specialst journals were ready and eager to share their wisdom with novice riders. And if some of these tips and opinions seem laughably basic remember they date from an era when there were no motorcycle dealers, no local clubs, no older friends or relations with motorcycling experience. Everyone was on a learning curve which, as some of these short stories reflect, tended towards the precipitous.


• Even those old cyclists who are thoroughly practised at repairing the pneumatic cycle tyre are somewhat non-plussed when dealing with the motor cycle type for the first time. Owing to the petrol, accumulator and lubricating oil, to say nothing of the weight, the machine cannot be turned upside down. In lieu of having portable jacks fitted, such as McCurd's arrangement, a good length of stout wire should always be carried, and with this the cycle can be slung up to some handy projection such as the branch of a tree or gateway, when the repair can be made. Many motor cyclists, however, consider it is quicker and far less trouble to remove the wheel entirely from the frame.

• When filling or emptying your tank be careful to keep all your friends who are smoking at a good distance. Neglect of this has caused more than one flare-up, the principal cause of danger, being, of course, a lighted match.

• In these days of police traps, and for other reasons, it is useful to be able to see behind one when driving. Gaage sells a device termed a Retro-opticon, which is an adjustable mirror to be fitted to one end of the hndle-bar. The rider of a machine so fitted can without turning round in the saddle see what occurs behind him. The writer had occasion recently to be thankful for the fitment, for he perceived in the mirror a figure in blue step into the road behind him and signal ahead.

• With the approach of colder weather the careful driver will don heavier clothing than he has previously been wearing during the last few months. The evenings now are extremely chilly, and heavy clothing is necessary to avoid a chill.

• The outsider – by which I mean the man who has never sat astride a motor cycle – imagines that it is a "dreadfully dangerous thing". I once heard a man who had never gone further in this, the coming branch of cycling than to decline an invitation to mount one and try, say, "I am a married man and you do not suppose I would risk my life by being run away with by a thing like this which I could not control." I want to assure him that there is no machine, so far as I know, that is so safe as a motor cycle.

• A very useful addition to the motor cyclist's valise is a small half-round file and a few pieces of thin sheet steel about 1/16in in thickness. It is surprising how handy the file will be found at times, while the pieces of steel make useful cotters, wedges etc, such as are required in the velve stem, below the spring and washer, etc. It is always as well to cut one of the small cotters as a spare ready for use, as there is considerable wear on this little piece of metal, and it is not pleasant to be 'hung up' for such a trivial detail.

• A tame genius of our acquaintance proposes to charge his accumulators by surrepticiously obtaining current from the electric tram wire.

• A well-known London motor cyclist, who has also a reputation for being a fair boxer, was recently travelling towards Dorking with another cyclist who overtook a couple of roughs walking in the middle of the road when one put his stick in the wheel of the machine and upset the rider. Words led to blows, and it is pleasing to record that the pir of roughs got as sound a thrashing as they had probably ever before experienced. Doubtless they will thin twice before molesting motor cyclists in future.

• Horses in the past two or three years have become exceedingly docile, as regards the motor. On a ride of a hundred miles last weekend not one animal – and a very large number were passed – took the sligtest notice of the rhythmical note of our engine. The nervous motor cyclist need have no fear, therefore, of the risks of accident from startled horses, as was the case a year or so back.

• Motorists will soon be numbered – like the blest.

• If we had our way, a law would be passed to prevent any motor being fixed to a bicycle frame which is not sufficiently strong for the purpose. To do so is little short off suicide for the rider, and what is more little less than manslaughter on the part of the man who advised it being done.

• How remarkably quick some ladies are at picking up motoring technicalities. Only the other day a fair passenger on a forecarriage was heard to suggest when for a moment a slight trouble puzzled the driver: "Perhaps there is something wrong with the contract breaker!" The same lady, on seeing a big steam car standing by the roadside with its burners uncovered, and roaring cherfully, remarked to her companion: "That car is over-heated!".

• Now that the Surrey magistrates have decreed that six miles an hour is an illegal speed for a motor cycle drawing a trailer, it is not unlikely that they will next turn their attention to the pedestrian. Cases of "furious walking", perhaps, may next figure in the next charge sheets.

• "Motor Hooligans" is the flattering epithet given to motor cyclists by the writer of a letter to the Cuckfield Rural District Council in which he protested against all and sundry who drove mechanically-propelled vehicles. The clerk to the RDC showed his good sense by referring the enraged one to another body.

• It is a very awkward thing to find when dismounting parts of your engine for examination or repair that one of the bolts or nuts is affected with what mechanics call "a drunken thread", ie that the thread of the nut has by some means got out of truth. The remedy is simple: proceed to the nearest blacksmith's and het him to heat a pair of tongs, apply these to the nut and the expansion of the heated metal will in most cases cause the nut to move.

• One of the highest compliments a man considers he can pay a woman in the hunting field is to tell her that she is not in the way. He means it as genuine praise. The same remark applies to motor cycling. If you do not do foolish things you are not an unmitigated nuisance to other people, and in the end you get on far better by not being too ambitious and maintaining a steady average than by attempting to show off or ride road races with your companion.

• With regard to the luggage to be carried this depends on the legth of the tour; but it is advisable to carry the following personal requisites: One spare shirt, two washable ties, a pair of stockings, half a dozen pocket-handkerchiefs, toothbrush, comb and light hair brush, small tin boxes of tooth powder and vaseline, also some lint and sticking-plaster, which may come in handy in case of a spill.

• Shall we see fifty miles in the hour covered on an English track this year? It is a question of whether the tyres will stand the ordeal, for at high speeds a tremendous strain is imposed upon them.

• The problem of constructing a motor bicycle acceptable for ladies' use must certainly be faced with the leading ideas of (1) lightness, (2) low gear, and (3) simplicity of control.

• The metallic strains of the gramaphone are occasionally apt to fall on unsympathetic ears. At any rate, several hours continuous 'gramaphoning' nightly on the part of a certain family in a London suburb goaded an annoyed neighbour ro prompt retaliation in the way of rival, if less musical, discords evolved by his motor bicycle. Whilst the one family did its very best with the mechanical music, the other ran his motor cycle on a stand, with its silencer off, for all it was worth. At the present moment neither appears willing to give in. What the neighbours in close proximity have to say to the rival harmony is not recorded!

• Except when an extra passenger is to be propelled by the engine, my view is that 2¾hp and upwards are quite unnecessary, since a motor of 2½hp or even 2hp is sufficiently powerful for all rational purposes... The class of motor cyclist who is not satisfied with the speed to be got out of a 2hp motor cycle kept in good order and driven over averagee country, is the class off rider whose furious paace brings discrredit upon the pastime, as well as causing dissccomfort to himself. A good 2hp engine fitteed on to a high-grade bicycle, and not allowed to fall into  state of crockiness, will do its twenty miles inside the hour day after day

• Objection is being taken to the manner in which some American motor cyclists attire themselves for racing events, and the NCA of America is asked to take such steps as will prevent the exhibition “of men in long trousers, shirst sleves and any old clothes” – a form of attire which is likely to bring discredit on both the sport and the participants.

• Trick riding on ordinary cycles is hardly considered risky or exciting enough nowadays, and we are surprised that, as yet, no clever performers have pressed the motor bicycle into service. Fanciful riding on motor cycles would be a change at any rate.

• The motor cyclist must often be amused at the remarks pased upon himself by the public. With the small boy the prevailing expression seems to be “Get off and shove it!”.

• A pair of ordinary cycle footrests clamped to the front forks affords a change of position which will be welcome on a long drive. If the tanks of the machine admit of the rests being placed on the down tube so much the better, as the steering will not be affected thereby.

• The advantages of a forecarriage are more than ever emphasised by greasy roads.  In many of the orders which Phoenix Motors, Ltd., are receiving, customers definitely state that they wish to have the Trimo attachment fitted in order to be able to enjoy motor cycling at this period of the year when the roads are in such a condition as would preclude their riding at all on a single track machine. Their attachment can be supplied to fit any machine, and is extra-ordinarily good value at the price mentioned, namely, £15.

• It is worthy of note that the standard 2¼hp Ariel motor bicycle ridden by Mr. Herington at the hill-climbing contest held by the Birmingham Motor Cycle Club on Rose Hill, Rednall, and reported in The Motor Cycle of October 21st, was the only machine of its class to mount the hill un-assisted by pedalling.  Riders who know the hill in question, which is one of the steepest in the Midlands, will appreciate the importance of this.

• Motor cyclists have been considerably amused by the appeal made by a Member of Parliament for the establishment of a force of motor cycle policemen, these men to be employed for restraining furious driving in crowded streets. We do not think any good purpose would be served by mounting police in this way – it would check one evil by substituting another, as it stands to reason if the alleged furious driver is to be caught the motor cycle policeman must ride at a higher speed still; and assuming the pace to be dangerous on the part of the motor cars, that of the policemen will be still more dangerous.

• Do not delay taking out a licence. You may get stopped some day, and then, in addition to the usual reckless driving charge, will be added another for owning a carriage without a licence – maximum penalty £20. It is not worth taking the risk for 15s.

• Nothing impresses the public more than to hear of bicycles travelling from Paris to Vienna or travelling at Deauville at the rate of sixty miles an hour. These are proofs that silence the detractors who were at one time inclined to treat the motor cycle as little more than a plaything.

• The opinion recently expressed by the chairman off the automobile club, to the effect that he anticipates that motor bicycles will exceed eventually in number any other kind of vehicles on the roads, is one which coming from such an authoritative source should give encouragement to those bicycle makers who are vacillating in doubt as to thee permanency of the pastime of motor bicycle riding... the doctrine of 'no pedals' is introduced, and prognostications are indulged in that before long motor bicycles will become so trustworthy as never to need the assistance of pedals.

• "Drive your engine with as much air as possible." This is one of the golden rules of motor cycling.

• Motor cyclists should drive cautiously through Bromley and Beckenham. A trap was laid at both places last week, several motor cyclists being stopped. The police are also vigilant around Westerham, particularly along the flat piece of road which runs through Brasted to Riverhead. [a road that was the furthest extend of my exploration in about 1971 when, having met a damsel in Westerham, I learned the way from South Londn to Sundridge. And Westerham Hill was a serious obstacle to  an ill-tuned '53 plunger 'Flash outfit that could have done with some 'LPA' – Ed].

• It is good policy, owing to the extra wear on motor cycle tyres, to have an additional shield or band  fitted as soon as the cover has worn sufficiently smooth. In fact, where the covers are smooth surfaced when new, or are of such pattern as allows the fixing of an extra band or shield, we advise ts immediate fitting, as the tyre itself is thus prevented from any great wear and remains fairly intact, while the band or shield can be replaced when worn. It is an initial expense that quickly pays for itself  in the saving of tyres.

• Don't attempt to take your engine apart unless you are thoroughly acquainted with all of the parts and their functions, and even then the childish desire of "seeing what's inside" should not be given way to unless necessary. The very best course of instruction is to watch an expert dismounting and reassembling the engine.

• The name of Mr Marconi, the celebrated inventor of wireless telegraphy, has just been entered in the candidate's book of the Automobile Club, and it is also reported that he has placed an order for a four-cylindered 16hp petrol engine. As is well known, Mr Marconi has been a motor cyclist for some time, but we trust he is not going to fit this high-powered engine to his motor cycle!!

• There can be no doubt as to the popularity of the motor cycle. A comical reference to a "motor bike" is made in one of the latest music hall songs.

• One of the tests imposed on the Bat motor cycle is to mount the steep hill leading from Penge and skirting the Crystal Palace grounds to the broad terrace in front of the big glass house. The hill is indeed a stiff one, and no machine is passed unless it climbs it with a normal gear.

• Anyone who dislikes the look of plasticine round the joints of his magneto will find that good results are obtained by painting the vulnerable places with Seccotine, which quite effectively keeps out water even during the negotiation of water-splashes.

•  If a motor cycle has been stored in a closed place for any length of time it is never wise to bring a naked flame into close proximity. And electric torch light or a safety lamp on the Davy principle should be used by every motor cyclist who wants to be on the safe side.

• The heavy rains of the latter part of June have prevented the roads in the South from breaking up as early as usual. To be able to finish up a ride without machine and rider being covered in dust adds much to the pleasure of an outing. 

• At present an excellent feeeling of comradeship exists amongst motor cyclists, and very rarely does a rider pass another who is in trouble with his machine by the roadside without enquiring whether he can be of any assistance. This excellent feeling reminds one of the early days of the bicycle, when a spirit of fellowship existed among all riders.

• Who will be the first to cover fifty miles in the hour on an English track? This is the ambition of most of the motor cycle cracks, and the recent ride of Barnes, when he covered close on forty-nine miles in the sixty minutes, proves that the feat will soon be done.

• By the way, there is no truth in the rumour that the Auto Cycle Club derives its name from the fact that most of the members are old and lazy men of the cycling past who ought to cycle – but don't.

• With the exposed plug on the motor cycle, a puzzling short circuit may sometimes occur on the sparking plug surface, owing to a “blob” of mud thrown up by the wheels sticking to the porcelain and thus forming a conductor for the high tension current, which, instead of jumping the points inside the combustion chamber shorts to earth through the mud.  It is a very good plan to take a piece of ordinary rubber gas tubing and slip this over the plug, protecting it from mud and rain.

Here's something out of the ordinary: advice for any daredevils contemplating a ride in the TT. In those halcyon days before the Great War it seems success was based on wearing wool next to the skin and plenty of cold baths...

Preparations for the TT race
For clothing, Mr Bagshaw pinned his faith to good warm woollen vests and pants next to the skin, also a woollen shirt, thick socks, strong riding breeches with leggings, a leather waistcoat with sleeves, ordinary cloth coat and warm, thin gloves. A pair of mica goggles, a strong body belt and a heavy pair of boots should also prove useful.
Personal training should commence at least three months previous to the race; but, before commencing, a strict medical examination should be first taken. A cold plunge first thing in the morning. One should not, however, be taken straight from bed, but, rather, should allow the body to cool a little. Dumb-bell exercise should follow for no  more than a quarter of an hour, taking particular care that the breathing is attended to.
After breakfast, have a short spin, and then attend to the ordinary work of the day. At night another spin, a light supper, exercise for another quarter hour, and early to bed. None or very little tobacco or drink should be touched. Drink, however, plenty of pure, cold water and have a hot bath once a week.
When practising on the course, commence by going round two or three times quietly, and then once at a fast pace; return to the hotel, have breakfast, and then consider all the points of the course and what happened during your first ride. Each day's practice will see you increasing both your speed and distance. Do not ride much during the daytime or you will have a tendency to become stale.
About three days before the actual race see to the following: carburettor, magneto, valves, bearings, wheels for alignment and proper lubrication, piston rings, lubricating oil, etc.
Mr Bagshaw, of course, did not mean this to be the only overhaul, but this particular supervision must be most carefully taken. The lecturer considered the physical strain of the race far greater than the mental strain. And he advised all motorcyclists to enter for the event “if at all possible”. [Judging by this contemporary illustration, some attempt was made to improve the road surface – but this, in Ixion's words, was "before there was a drop of ashphalt in the kingdom. To modern eyes the early TTs were as much enduros as road races – Ed.]


Sound advice for speed demons, no doubt. But pioneer riders faced with starting their first motorised bicycle also needed all the advice they could get, including tips on how to get aboard and simultaneously start the beast. When in doubt it seems that practising with the engine disconnected was the order of the day...

There is usually more than one way of doing a thing, but it is just as welll to learn the right way as early as possible.  Who but has admired the ready manner in which the engine starts when a motor bicycle is handled by a recognised expert at the game, and has not probably at the same time made a comparison in his own mind when comparing the clumsy efforts of the timorous novice?
It is not altogether due to the superior agility of the expert, but rather to his greater confidence in the condition of his engine, etc., combined with the knowledge that he is in perfect touch with the various controlling mechanism and the balance of his machine.
To make a smart start, the rider, first of all, must be sure that his entire machine is in tip-top order, and be certain that the engine will commence to work at the instant he requires it to do so; and he must also have acquired a good style of mounting either by pedal or step, of which the pedal mount is usually the most effective, because usually one or, at most, two hops with the added impetus due to the rider's weight as it comes on to the descending left pedal will get enough way on the machine by the time the foot swings on to the pedal; then down goes the exhaust valve, and we are off.

Practise without the belt
In order quickly to become accomplished in any style of mounting, the engine should be disconnected by removing the belt or chain, and the mount practised on a quiet road with good surface and a gently falling gradient.  To get the pedal mount, place the left pedal at the extreme top of the stroke, push off with the right leg, and at the same time bear firmly on the descending pedal; then contrive the length of hop or second push with the right leg to coincide with the arrival of the left pedal to somewhere near the midway or horizontal position, and at this point throw the whole body slightly forward, and boldly swing the right leg over the saddle, the weight meanwhile being divided between the handle-bar and left pedal, but chiefly on the latter.  By the time the left pedal is at the bottom, the rider should be securely in his seat and the right foot in position to take on the propulsion of the machine.  When this stage is arrived at, the exhaust valve trigger may be let go and the engine should start, but the pedalling must not yet be discontinued, in case the engine should misfire.

Various styles of mounting
Of course, in early lessons the engine is not used, being disconnected, but even then it is well to practise with the exhaust lift, so that the action becomes automatic; and at the next stage, with the engine coupled up, the pedalling may be continued until it is felt safe to let go.  The great point in this style of mount is the quick finding of the right-hand pedal, for if the precise moment is lost impetus on the machine is lost with it, and this is why early lessons should be taken on a road having just sufficient gradient to carry the machine along when once started; but as confidence is gained, the mount should be practised on the level, and, finally, somewhat uphill.  It is getting a start uphill that the real value of the pedal mount becomes apparent.
There is another way of mounting by the pedal, in which the left pedal is placed at the bottom.  The rider then runs alongside the machine, and, whilst still running, lets go the exhaust lift; then, if the engine commences firing, he quickly places his left foot on the pedal, and at one hop is in the saddle and away.
This mount demands more dexterity than the other, as the rider has practically only one chance to get on the pedal, and if he misses that chance or in any way bungles the job, he will most likely be dragged down with the machine, and the chances of this are greater where the machine has a long wheelbase and the handles are a considerable distance forward of the saddle.
On the whole, the mount by the descending pedal is best worth cultivating, and in this case the long wheelbase is more easilly negotiated than in the common method of mounting by step.


Speed freaks, coffee bar cowboys, promenade percys... there have always been riders who like to see how fast they can go. As this comment piece in the Blue 'Un (from about 1906) shows, they've never been popular with their peers, let alone Joe Public.

Racing machines on the road
We think that motor cycle manufacturers should be careful into whose hands they place their racing machines, and if they allow powerful engines to be taken on the road they should see that they are fitted with silencers. 
While out last week end in the suburbs we met more than one maker's amateur in full career, whose method of progression and governing or control of the machine consisted of switching on and off. Four reports similar to those produced by railway fog signals were sufficient to carry one of them through a crowd of people coming out of church, and the audible remarks passed on motor cycling were not by any means calculated to improve the welfare of the sport. 
If these men must take path racers on the road their employers should see that before being used for such a purpose they are fitted with silencers. There is nothing particularly heroic in scattering a congregation by means of a succession of rapid reports, and then switching off and on again.