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Introduction

This is the home of the Iceni CAM Magazine - a free e-magazine about Cyclemotors, Autocycles, Mopeds ... and more.  It was launched on 15th April 2007 and the most recent four issues can be downloaded here.  (Copies of earlier back numbers are also available.)  For non-computerised folks, printed copies are available at £1.50 per edition; we can accommodate mail order too at £2.20 per single edition or £8.80 for a year’s subscription.

So what’s it about?

It’s an e-magazine all about cyclemotors, autocycles and mopeds that carries road test & feature articles, rally reports, free adverts and other assorted information.  Although we are an independent production, we have strong ties to the EACC and also to the New Zealand Cyclaid Register.

We are based in East Anglia, but are by no means limited to that area.  Much that appears in the magazine is of universal appeal.  We welcome contributions, whereever they are from, and are also happy to help to publicise any events for cyclemotors, autocycles and mopeds.

When’s it published?

We publish four times a year and the publication dates are synchronised with key events in the EACC calendar: the Radar Run, the Peninsularis Run, the Coprolite Run and the Mince Pie Run.  It’s purely an enthusiast production, and all produced on a tiny budget.  Nevertheless, we think you’ll be pretty impressed  The free downloadable version will be posted on this website on the same day as the printed version goes on sale.

All the issues of CAM Magazine that we’ve produced have been very well received.  Thank you all for your comments; they are much appreciated.  Several of you have also made donations, which has helped enormously in keeping Iceni CAM going.

What’s in it?

The October 2016 edition is available now on our Downloads Page.

Main feature: The meek shall inherit the Earth

Three Cadys

Our main feature kicked off in Summer 2015 when the workshops picked up an M1 Cady, dead original, one owner from new, but a scruffy old derelict with no documentation to recover the registration.  Not having covered a Cady before, obviously we were interested for IceniCAM, but there was a lot of work required to sort the bike out; that came down to a matter of just patiently waiting till its time came around.

In the meantime, we’d also got our eye on the yellow M3PRTS that Barrie Holland had at the time, and an obvious plan was coming together to expand the Cady article to a two-bike feature.

Our M1 Cady was being processed through the workshops during April 2016 when we received the news that our yellow Cady had been sold on, but we knew the new owner, and Brian Lacey from Ipswich was willing to lend us the bike immediately for a road test and photo-shoot.  While processing the M3PRTS, we noted it had rear suspension, and recalled another green & beige M3 Cady that had attended the EACC Radar Run just month before, which we thought had a rigid frame.  A quick check back to the IceniCAM ‘Events’ pictures confirmed it was indeed a different model M3PRT.

When the M1 was completed in May 2016, our road test and photo-shoot was processed the moment it was running, then the bike was instantly posted up for sale.  The original M1 was a tragically feeble and slow machine, and while they have their fans, it really wasn’t anything we could see in our lives.

Now it was time to track down our third Cady model to Graham Doubleday at Chelmsford but, by the time we managed to collect the bike for road test and photo-shoot on 11th August 2016, it was all becoming uncomfortably close to the editorial deadline of 28th August.

This was another of those magazines where drafting the articles was running right up to the wire.

In the end, the Cady feature seemed to work out rather better than we expected, as managing to capture three different Cady models was a real stroke of luck.  Both M3s were very smart and colourful examples, and contrasted strongly with the sombre austerity of the Burgundy M1.  All round, the article achieved an effective and comprehensive study of the Cady, but the particularly interesting aspect was the relative comparison of the original Isodyne overhung crank engine, to the later type of Super-Isodyne motor.

Who’d have thought that changing a crankshaft would have made so much difference?  We never imagined for a moment that our Cady article would be illustrating an example like that, but what a great and unexpected angle it gave to the feature.

In case you’re wondering, our title ‘The Meek shall inherit the Earth’ comes from Matthew, Chapter 5, Verse 5.

Sponsorship for our lead feature was covered by Lindsay Neill, who has established quite a track record over the years, particularly for sponsoring Mobylette articles and Mopedland stories to publication.

Support feature: Fifty Quid–2

Boxer, Runabout, and Hobby

Our second feature is a follow-on episode from the original Fifty Quid feature of January 2016.  Its theme is that generally, unless you’re extremely lucky, most bikes you may get for less than £50 these days are going to be in a fairly dire condition—and the three examples in our Fifty Quid–2 feature were all certainly in very distressed state.

First bike into the workshops (though second in the article) was the Piaggio Boxer 2, which came in September 2015, taken in at £30 trade-in value as part-exchange on sale of the Piaggio Si from the original Fifty Quid feature.  Boxer came completely dismantled, a tragic ruin, with no documents and no registration plate.  Though extensively dismantled, its only pieces actually missing were the number plates, headlamp, and speedometer.  All the rest was there, so it was mainly a case of repairing all the broken parts (stand, exhaust, carburettor top), service the magneto, and general reconstruction.  The actual reality was a lot of hard work and dogged persistence.

Boxer’s story was that its last owner bought it running and with registration, but only used it as a track bike.  Seemingly, he developed concerns that the V5c documentation might not correctly apply to the moped because the make was recorded as Douglas Vespa (and knew that Douglas made big British motor cycles), while the decals indicated the moped was a Piaggio Boxer 2; the thought was that the bike might be a little ‘dodgy’.

With rising paranoia, the bike was dismantled and its pieces tucked away in a garden shed (presumably any divorce might be handled in the same manner?), then the dodgy number plate and documents destroyed to restore an element of relief that any incriminating evidence had now been satisfactorily disposed of

What of course Mr X hadn't realised was that the Douglas Company acted as Piaggio/Vespa importers from 1951, and existed right up to 1982 as agents for Gilera (which became another Piaggio-owned brand).  Large numbers of Piaggio scooters and mopeds were recorded by different local registration authorities as various random combinations of Douglas, Piaggio, Vespa, etc.

By finally establishing and identifying the corroded remains of the frame serial almost invisibly tucked away on the chassis behind the rear suspension unit, a V62 application (£25) could be submitted to DVLA on the frame nember, engine number, model, colour, approximate dating, and explanatory letter, even though the registration number was unknown.  DVLA then managed to trace the bike’s vehicle file from a secondary field search on the chassis number, confirm the other correctly matching details, then re-issue a V5c confirming the registration make recorded as Vespa (Douglas).  It’s nice on occasions when the original vehicle registration file can be identified—but don’t count on it!

With the registration confirmed, it then became more commercially viable for the workshops to begin reconstruction of the bike.  Exactly as the previous owner said (and that doesn't happen very often), right down to the smallest nuts and bolts, the only missing parts proved to be the headlamp and speedo set, so rebuilding came mainly down to repair and re-assembly.

Since engine compression felt good, only the magneto was overhauled, and could be bench tested to confirm a spark before re-fitting.  The centre-stand and pivot needed substantial reconstruction (don’t they always?) until the whole engine, exhaust, transmission, rear wheel, and pedal assembly sub-frame unit was completed and standing on the floor for the main frame assembly to be attached with just three bolts.

The fabricated aluminium headlamp assembly was created from leftover parts around the workshop as a ‘Gatso speed camera’ style was thought to look interesting.

Since the Boxer 2 was only rated at 40km/h (25mph), refitting a speedometer would have seemed completely pointless. Boxer 2 started easily, ran well, and appeared nice enough to ride, but the continental speed rating seemed too slow to justify any permanent place in the stable, so with the road test and photo-shoot completed in March 2016, out it had to go, on the forecourt for sale … and after a few timewasters, it’s still for sale, if you might be interested?

The RM6 Runabout was bought in by the workshops as a commercial project with spare parts in February 2016, and completed within a just over a month, for road test and photo-shoot towards the end of March 2016.  That was a pretty fast turnaround considering the completely dismantled state of the bike.

We previously produced an RM6 article ‘Ruby Runabout’ way back in June 2003, for the 40th anniversary of the model’s introduction, so it was probably long overdue for a revisit.  This original article is still available at our other ‘Moped Archive’ website.

Second in the article was the KTM Hobby, brought up as a ‘free bike’ by Paul Hamlin from Dorking of EACC South East Moped Enthusiasts group.

It was a completely rusted wreck, and unkindly described as scrap by several visitors to the workshops.

The wheels didn’t turn, so it had to be dragged along on its rotted, burst, and flat tyres; the engine was seized, and the centre-stand had collapsed so it wouldn’t even stand of its own accord.  It got hauled into the yard to be leant against a fence, then just lay where it fell for several weeks.

You hardly seem to see any KTM Hobbys—probably because they really didn’t make the cut in Britain.

Back in 1972, we remember that young Jimmy Sayer had a KTM Hobby to get to his first job at 16 as an engineering apprentice at a local company.  His mother bought it for him so he could get to work.

We fondly remember Jim’s Hobby was the same colour red, and all the other apprentices on their own bikes despaired of riding with him because his Hobby was so slow and broke down so much.

The Sachs 502/1A ‘compact’ motor was particularly intriguing because of its extraordinary epicyclic gear primary drive, so simply out of duty to Jim, we had to fix this KTM for road test and photo-shoot whatever it might take, and by the cursed powers of Mephistopheles and all his demonic hordes—it sure took a lot of fixing!

The piston was seized, and the decompressor/clutch cable was broken, which pretty much required a total engine rebuild to resolve those basic problems.

Both wheels took days to fix, with replacement tyres, tubes and chains.  The stand required extensive welding surgery, but this paled into insignificance compared to the rusted out in-frame fuel tank, which took three days to re-metal in the workshops.

Driven only by a fanatical belief it would all come good in the end, and the feeling that we’d probably never get a working KTM Hobby any other way, we finally got to fire up the engine, which started surprisingly easily within a couple of kicks, and ran really well.  All it then required was to reclaim the original registration through the EACC under the V765 scheme using the old buff logbook.

Hobby road test and photo-shoot was completed in May 2016.

Final costs were remarkably low because the workshops managed to use a number of reclaimed parts, so actual new components were only inner tubes, rim tapes, piston rings, rear lamp unit and bulbs, but in terms of the sheer amount of workshop time and effort put into our KTM Hobby—the project was economic suicide.

Still, we got our IceniCAM feature out of the bike, and Hobby was certainly the main focus of the article, so it did seem to come good in the end.

Hobby always started easily, ran consistently, and climbed hills particularly well.  We sort of liked its character and individuality, but its noisy four-stroke running quickly became irritating, and the continental 40km/h speed rating felt too slow to justify any permanent place in the stable, so once again another bike went out on the forecourt for sale.

Fifty Quid–2 was credited to Paul Debnam of the South East Moped Enthusiasts group, which recently transferred en bloc to the EACC, after the inept Autocycle Co. Ltd. decided it was going to repeat another of its inexplicable expulsion phases.  Why its club members don’t do something about that organisation’s endemic management incompetence is beyond comprehension, but it doesn’t seem to have been a free and democratic club for over a decade now.

Second Support feature: Going Dutch

Our third feature was primarily about the Berini M21 De Luxe model, but the history of Berini was also interwoven back to origins from the German DKW works, Pluvier Motorenfabriek as its engine manufacturing supplier in the Netherlands, and Cyclemaster in Britain.

The later B-registration confused our dating estimation around 1957, which emerged as some significance since Berini introduced a mechanical Speed-o-matic restrictor into engines when new Dutch market regulations began limiting mopeds to 40km/h around this time.

Was our bike fitted with the limiter?  We don’t really know, and were any models exported to the UK speed limited at all, because our market never demanded that?  The only way to find that out for sure would seem to be to dismantle any motor down to the disc valve.

The Berini story in the UK comprised an intertwining relationship with the Cyclemaster Company, who factored Berini products up until Cyclemaster’s business crumbled in the late 1950s.  Chronological details all became quite complicated, and it took a fair amount of collation to assemble the time line, but as all the landmarks dropped into place the time structure revealed how all the events came together, and developed the article in the form it finally appeared.

Between Cyclemaster Ltd and Curry’s, quite a number of M21 De Luxe models must have been sold in the UK, because they do frequently turn up.  The model seems to have demonstrated a reasonable survival rate because they’re pretty robust machines.  The pressed-steel tank/frame presents a shapely and almost organic form, while the disc-valve motor delivers a sound all-round performance.

Our road test and photo-shoot on the Berini took place in late October 2015, after the bike returned for a few jobs in the workshops following last years Copdock Show.  Barrie Holland of EACC Suffolk Section asked if he could sponsor production of the article on his own bike so he might know a bit more about it.  Hopefully our research was comprehensive enough not to disappoint.

What’s Next?

Next Main Feature: You could be amazed at what’s planned for our forthcoming main feature!  Everything started with 12 men building cyclemotors from a shack in 1946, and the business still only had 34 employees when the company was registered in 1948.  Presenting the right product at the right time can be crucial if you’re after success, and this success might come in the form of another cyclemotor, though sometimes it may be more the way it’s sold that could be the most important factor in the ‘Next Step of a Dream’.  How does IceniCAM keep getting hold of such rare machines as this?  That answer may be revealed in the subsequent production notes… .

Next Support: an article we’ve had on simmer since presenting Evolution in January 2015.  ‘Next Generation’ continues the transition into a wondrous selection of practically extinct first generation 50cc scooters that you hardly see anymore, because the mortality rate of such machines has been incredibly high.  We encounter loads more 60-year old Cyclemasters and Trojan Mini-Motors than we see of these 30-year old mini-scooters—so maybe they might become highly collectible sometime in the future?  Right at the moment these old mini-scooters can be incredibly cheap to buy, if you’re able to find them, but it seems that most parts for them are already obsolete, so they’re no easier to fix than any other antique cyclemotor.  These bikes were once the future, but now they’re just part of another forgotten past.

Next Second Support: We were originally planning for a fifth bike to be included in the second feature of our next magazine: New Generation, but that article already seemed to have become too large with the other four bikes, so we’ve cheated a little to sort of squeeze it together as originally intended … New Generation will be followed by a second chapter that comprises our magazine’s third feature.  We have something of a vested interest in this machine because of its multi-functional roles as the new hack bike at the Mopedland workshops, the new camera bike for EACC event filming, and it’s also our new IceniCAM pace bike.

What else?

Well, there’s this Website … we’ve put a lot of useful information here, and we’re alwas adding to it.  We have a directory of useful people to know.  Information on local events: route sheets, maps, etc, are here as downloadable documents and, after each run, we put photos of the event on this website.  There’s also a market place where you can buy and sell mopeds, autocycles, cyclemotors and other related items

We have a discussion forum on Yahoo—you can get to that from our Contacts page or the box at the top of this page.

Director’s Cut logo

As each edition of the magazine is published, we add to our collection of articles.  From Edition 3 of the magazine, we introduced another evolution.  Previously, features in the articles section had reflected what appeared in the magazine, but you may now discover a bit of extra content has crept into some items as they’ve transferred to the website—you might call it ‘The Directors Cut’.  The problem with printed magazines is editing everything to fit page sizes and space, and there can sometimes be bits you’d like to include, but they have to be left out to fit the available space.  The web articles don’t need to be constrained by the same limitations so, although the text will remain the same, the ‘Directors Cut’ graphic in the header indicates the item carries extra pictures and bits that didn’t make it to the magazine.

We also have an Information Service—if you want to know more about your moped, we can help.

What we do

Iceni CAM Magazine is committed to celebrating all that’s good about the Cyclemotor, Moped and Autocycle scene; researching toward the advancement of the pool of knowledge about cyclemotors, autocycles, old mopeds, and other oddities; and the publication of original material.  We are a declared non-profit making production, though we still need to fund everything somehow to keep the show on the road.

The magazine is free on line, and the nominal price of supplying hard copies to non-computerised folks is pitched only to cover printing and postage.  All advertising is free since we believe that the few people left out there providing parts & service for these obsolete machines do so as a hobby and an interest.  This involves far more effort than reward, and they should be appreciated for the assistance they provide.  Our Information Service is there to help anyone needing manuals to help with restoration of a machine.  We make a small charge for this but, again, we have set our prices so the just cover postage and material costs.

Overheads involve operation of the website, and particularly the generation of features.  Articles like Last Flight of the Eagle can cost as little as £20 to complete, while others have cost up to £150 to generate, eg: Top Cat on the Leopard Bobby.  With these overheads, you may be wondering how we get the money to keep it all going.  So do we!  But, somehow, it works, helped by a number of generous people who have sponsored articles or made donations to keep the show on the road.

How long does it take to research, produce, and get these feature articles to press?  Well, up to two years of preparatory research in some cases, where little is known about the machine or its makers, and where nothing has been published before.  Then, collating all the information and interviews, drafting and re-drafting the text, travel and photoshoots typically account for up to 40 to 50 hours to deliver the package to editing.

There are many examples where these articles have become the definitive reference material for previously unpublished machines like Mercury Mercette & Hermes, Leopard Bobby, Ostler Mini-Auto, Dunkley Whippet & Popular, Stella Minibike, Ambassador Moped, Elswick Hopper Lynx, and many others.

We’re committed to continuing to produce these articles, because we believe it needs to be done, and we’ve got a proven track record for achieving it.  Nobody else has done it in 50 odd years, so if we don’t do it—who will?

To whet your appetite for what’s ahead, here’s an updated list of machines with developing articles for future features: Ariel 3, Ariel Pixie, Batavus Go-Go, Busy Bee cyclemotor, Capriolo 75 Turismo Veloce, Coventry Eagle Trade Auto-Ette, Cyc-Auto (Wallington Butt), Cyc-Auto (Villiers), Derbi Antorcha, Dot ViVi, Dunkley S65, Dunkley Whippet Super Sports, Elswick-Hopper VAP MIRA test prototype, Gilera RS50, Heath mini-bike, Hercules Corvette, Hercules Her-cu-motor, Honda CD50, Honda SS50, Honda Stream, James Comet 1F, Leopard B6, Motobécane SP50, MV Agusta Liberty, Norman Nippy Mark 2, Norman Nippy Mark 3, NVT Ranger, Powell Joybike, Puch Magnum X, Rabeneick Binetta, Simson SR2E, Solifer Speed, Sun Autocycle, Sun Motorette, Tailwind cyclemotor, Vincent Firefly, Yamaha FS1E.

The working list changes all the time as articles are completed and published, and further new machines become added—so as you see, there’s certainly no shortage of material.

Readers have probably noticed a number of the articles collecting sponsorship credits, and we’re very grateful for the donations people have made toward IceniCAM, which certainly assures we’re going forward into another year.  We don’t need a lot of money since IceniCAM is a declared non-profit making organisation, and operates on a shoestring (and we’d like to keep it that way)—run by enthusiasts, for enthusiasts.

It’s easy to sponsor an article by either picking a machine from the forward list, and we’ll attach your credit to it, or simply making a donation.  There is no fixed amount, it’s entirely up to you, and however large or small, we’re grateful for any contribution to keep the show on the road.

If a vehicle you’re interested in seeing an article about isn’t in the list, then let us know and we’ll see about trying to add it in the programme, but we do need access to examples—perhaps you have a machine you’d like to offer for a feature?

See the Contact Page for how to: Subscribe to the magazineChat to fellow readersMake a donationSponsor an articleEnter a free advertSubmit an article yourselfWrite a letter to usPropose a machine for featureOffer your machine for test feature ...

News

New Web Site

August 2016

And this is it!  We’ve moved our website here at www.icenicam.org.uk and this new website contains everthing the old one had.  For the time being, both this and the old site are operating, to make the transition as smooth as possible.  We will, however, be gradually closing the old site as all our readers get used to our new address.

Norman Headlamp Nacelle Assembly

Norman Headlamp Nacelle

January 2016

The Norman moped headlamp nacelle has been a problem for some time; the old plastic mouldings have been very prone to suffering embrittlement of the plastic and damage.  Also, parts for the Miller lamp unit that was fitted to these assemblies have been particularly difficult to find.  A lot of owners have long been searching fruitlessly for parts for these headlamp/nacelle sets.

Now Mopedland has come up with a solution, by creating a completely new master mould to produce new fibreglass mouldings.  It would have been pointless to reproduce mouldings that needed the obsolete Miller headlamp unit so, to resolve this issue, the new Mopedland nacelle takes a cheap and readily available lamp unit assembly (which is supplied as part of the kit), from a Honda C50.  This takes a 6V×15/15W headlamp bulb.

The nacelle kits are on sale now for £85, comprising: a new fibreglass moulded nacelle housing, a new headlamp rim/lens/reflector assembly (Honda C50) complete with a 6V×15/15W MPF headlamp bulb and socket fittings and 2 new 5mm stainless steel screws to fit the headlamp + 2 anti-shake nylon washers.  The housing fits Norman Nippy Mk 2/type 2 (Villiers), Norman Nippy Mk 3 (MiVal), Norman Nippy Mk 4 (Villiers), Norman Lido Mk 1 (Villiers), and Norman Super Lido (Sachs).

Aplin’s of Bristol—Still open for business

January 2016

We’ve heard some rumours lately that Brian Aplin is shutting up shop—it turns out that these rumours are completely false.  Brian is still open for business and planning to stay that way.

Motoring services strategy

November 2015

The UK government has just started an open consultation: Motoring services strategy: a strategic direction 2016 to 2020 about what should happen within DVLA, DVSA and VCA over the term of this government.  Some possible changes are continuing the shift towards ‘digital’ sevices, restructuring the fees that these agencies charge, making MoTs apply to four-year-old vehicles, and bringing back the Road Fund (‘an outrage upon the sovereignty of Parliament and upon common sense’—Winston Churchill).

Full details are at www.gov.uk/government/consultations/motoring-services-strategy-a-strategic-direction-2016-to-2020

Black and white number plates

September 2015

Our report that any vehicle that qualifies for ‘Historic Vehicle’ tax may now carry black and white plates (below) caused some slight bafflement among enthusiasts.  Well, thanks again to the FBHVC, here’s how it happened: the law on number plates changed in 2001 and back then, the cut-off date for both black & white plates and ‘Historic Vehicle’ tax was 1973.  So, the new law linked the two, not allowing for the possibility that the tax cut-off would be changed back to a rolling date!

August 2015

It is reported in the latest issue of the FBHVC newsletter that the rules on old-style number plates (ie: with white or silver characters on a black background) have been simplified.  Any vehicle that qualifies for ‘Historic Vehicle’ tax may now carry black and white plates.

Zündavus

July 2015

Jan Gardien keeps us updated with goings-on in the Netherlands and recently send us some photos of the T’oale Kreng Limburg Weekend.  Among the pictures was this:

Zündavus

You can see more of Jan’s Limburg Weekend pictures at www.mijnalbum.nl/Album=38SEOX6D

500km by Solex

July 2015

I met this French guy on the outskirts of Orléans.  It appears that he is doing a 500km round trip on his Solex, pulling a fully packed trailer.  He is also carrying a complete spare engine on his luggage rack.  I saw him leaving, pushing the whole unit up a steep hill (with the motor running)!

Long-distance VéloSoleX rider

Regards
Brian Hastings

New Restrictions on V765s

June 2015

DVLA introduced new restrictions on V765 applications at the end of May—they didn’t tell anyone they were going to do it but just started rejecting any V765 that used a tax disc as its documentary evidence.

The new rule is that any supporting documentation must have a specific link to the vehicle or, in other words, must show the frame number.  It is not yet clear whether an engine number will be acceptable if the log book does not record the frame number, as is often the case with cyclemotors.

In most cases, this means that old log books will be the only accepted documents.  Pre-1983 MoT certificates and tax discs don’t record frame numbers, so won’t be accepted.  That leaves old insurance certificates and local authority archive records.  In many, many cases these don’t show frame numbers either.

If that’s not bad enough, it also raises questions about the rôle of the FBHVCDVLA seems to have treated the Federation with contempt in this matter.  Not only did they not bother to consult the FBHVC about the change but they didn’t even tell the Federation that it had happened.

It’s gone image

It’s Gone!

June 2015

From today (8 June) DVLA will no longer issue the paper counterpart to the photocard driving licence.  Existing paper counterparts will no longer be valid and should be destroyed.  The photocard remains valid and should be kept safe.

Paper-only driving licences (issued before the photocard was introduced in 1998) remain valid and should not be destroyed.

No more counterpart … date confirmed for abolition

January 2015

As part of the government’s Red Tape Challenge initiative to remove unnecessary paperwork, it’s now been confirmed by Ministers that from 8 June 2015, DVLA will no longer issue the paper counterpart to the photocard driving licence.  This means from that date, existing paper counterparts will no longer be valid.  DVLA is advising drivers to destroy their counterpart after this date.

The old paper-only driving licences (issued before the photocard was introduced in 1998) remain valid and should not be destroyed.

How will drivers check their driver record when the counterpart is gone?

In 2014 DVLA launched the View Driving Licence service which allows GB driving licence holders to view their driving record online.  The service is free and easy to use and available 24/7.  Drivers can check what type of vehicles they can drive and any endorsements (penalty points) they may have.

Driving licence holders can also check the details on their driving record by phone or post.

There’s more information at www.gov.uk/dvla/nomorecounterpart


Older news stories are available in our News Archive