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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 January 2017 edition is available now on our Downloads Page.

Honda F Type

Main feature: Next Step of a Dream

The Honda F-type cyclemotor was only made 1952–54, and just sold into the Japanese home market, so how on Earth did we manage to get hold of such a rare and valuable machine from half a world away?

The opportunity started a few years ago when David Silver (Honda Parts) Ltd bought a selection of classic Honda motor cycles from a private collection in California, which included the cyclemotor.  Its motor had long been drained of fuel and oil for display, which resulted in complete dry seizure of the engine and clutch.  The main drive chain had subsequently been discarded to enable the bike to be moved, but the tyres had also gone flat and fallen off the rims—it had certainly become a pretty sorry looking exhibit!

In 2016, David Silver began work to build a private Honda Museum adjacent to the parts business and, since the F-type cyclemotor was the oldest machine in the 150+ collection, it was key to have it restored and working in time for the opening on 2 July 2016.

The problem was that nobody knew anything at all about this ancient cyclemotor from the very dawn of Honda, and absolutely no one wanted to take on restoring such an invaluable artefact—except IceniCAM and the Mopedland workshops…

A deal was struck that we would fix the bike in time for the opening press day, as long as we could have it to road test & photo-shoot for an article.

‘OK, you’ve got just six weeks!’

‘Fine, that’s plenty of time’ … and it was completed within four…

The motor strip down had to be a careful and tentative operation because we really couldn’t afford for anything to break, since parts would probably be irreplaceable.  Dealing with the seized piston, rings, and fibre-cone clutch was necessarily more delicate and cautious than usual workshop practice, but hey-ho, we got there.

With the road test & photo-shoot completed in mid-June 2016, we could begin on the article; but all research meant starting completely from scratch as IceniCAM Information Service held zero archive references on this machine—no surprise there, since it was only sold in Japan over 60 years ago.

This humble Model-F cyclemotor proved to be the machine that catapulted Honda to top spot of the Japanese motor cycle manufacturers’ league table, but credit for its success came as much down to the original means by which Takeo Fujisawa marketed and sold the kit.

While Honda became Number One in their home Japanese market in 1952, it would be eight years before the first Honda machine was seen in Britain, and a whole ten years before their first machines went on sale in the UK—at which time, still nobody here had even heard of Honda!

It all puts into context what an important feature this was for IceniCAM to present, and that the cyclemotor was no longer just a dead museum exhibit, but returned to a living and breathing machine for our article.

A donation from Barry Thomas of EACC Essex Section secured sponsorship credit for this main feature.

Support feature: New Generation

Our Passola was ‘taken in’ by the workshops in lieu of an outstanding account, but mainly due to its interest for feature as a machine we hadn’t yet covered in an article.  In fact, we’d never even ridden a Passola before, and knew nothing about the model until starting the research.

The 1982 dating of our Passola naturally continued the earlier Evolution article theme into ‘New Generation’, so the bike was a ‘must-get-going’, because we see very few Passolas about these days—it seems time has not been kind to them in terms of survival.

With fewer than 1,000 genuine miles on the clock, the bike was mainly in very good condition, but that didn’t mean it didn’t have its problems…  There was a number of dismantled panels and fittings, the battery was dead, the speedometer was stuck and the plastic speedo drive gear had been wrung off in the front hub, a really nasty stale fuel tank and gummed up carburettor, but primarily the vacuum fuel tap was non-functional due to a perished diaphragm.  The problem with Passolas is that their vacuum tap is an integral unit with the thermal choke control system and the special diaphragm kit is obsolete and not available anywhere.

On-line forums simply reflect an air of gloom-and-doom regarding fixes for Passola’s apparently most terminal problem, while some owners seem to go to desperate extremes of converting the whole system to a Honda thermal choke and vacuum set to get the bikes going again.

The workshops however, just plumbed in a simple three-pipe bypass with a cheap aftermarket vacuum tap, sealed up the respective fuel spigots on the integral unit, and left the original thermal choke system in place to take care of itself.

There, it works fine!  So what’s all the fuss about?

A whole load of manufacturers dallied with mechanical two-speed automatic transmissions from the 1970s and into the ’80s, with varying degrees of success.  Puch produced some two-speed automatic Maxis, but these reportedly suffered reliability issues and didn’t really catch on, while the Morini-Franco two-speed auto motor sounded like a diesel taxi due to backlash in the idling gear trains.  The Honda, Suzuki and Yamaha efforts seemed to function well enough but appeared rather complicated and involved a lot of expensive components, so inevitably became doomed by development of the simpler, reliable and cheaper CVT drive that evolved to succeed them.  Only Tomos seem to have soldiered on with their two-speed mechanical auto transmission system.

Two-speed auto motors are pretty much living dinosaurs today, but they generally offer a more interesting ride than invariably bland CVT systems.

Our Passola was only completed for road test & photo-shoot towards the end of November 2016, and barely in time to make it into the article.

Since Passola came in as a commercial project, our need now completed, the bike is due to be sold on to make way for some other feature machines.  That’s the way it works…

Bought locally by the workshops for a £25 maiden bid on eBay, complete with number plate, but lost V5c, our Salient could easily have qualified for either of the Fifty Quid features since we already had it road tested and photo-shot in May 2014 before the original feature came out, but instead our CA50 became the bike to initiate the New Generation article.

Yamaha Salient represents an interesting styling diversion of a first-generation CVT mini-scooter, which is now 35 years old and, despite being no particular landmark machine in its own right, is now unusual enough for any occasional surviving examples to be worthy of preservation.

This is exactly what the Mopedland workshops tried to do with our example, returning a wreck of a track bike back to roadworthy status for our feature.

Unfortunately the Salient was sold on to a 16-er, who used and abused it relentlessly for a year, until it had worn out tyres, beaten-up body panels, a smashed speedo, no brakes, and a jammed clutch that needed the bike to be scooted away on the electric start to enable it to continue to be ridden.  Still the Salient battled on, until one night it was stolen from outside the front of the house, and found abandoned in a field about a mile away with a forced ignition lock.

The bike was subsequently ‘recovered’ by the police for fingerprinting (which obviously never happened), and despite their promises that no recovery charges would apply—there was a charge of £130 applied by the private recovery company.  The insurance company declined to pay the recovery cost, and further declined to pay any theft compensation since all the values apparently didn’t account to the policy excess—so the Salient presumably went to scrap.

So, the morals of this tale are:

Don’t pass any vehicles you may hope to see preserved onto a teenager, because they’ll surely wreck it like everything else.

Keep your bikes locked and secure, or some thieving scumbag will surely steal them.

Never allow the police to recover your stolen vehicle because you’ll surely be robbed a second time when you try to get it back.

And an Insurance policy isn’t worth the paper it’s printed on.

New Generation scooters

Our Honda Melody NB50ME De Luxe was bought in by the workshops as another commercial project, but also to secure the model for a feature.  Costing just £40, the bike was a particularly decrepit looking and partially disassembled derelict, but the engine turned over OK, and it did have the accompanying registration document, so this wasn’t a big gamble.  Initially, there were thoughts that it might become another part of the Fifty Quid series, but found its place in New Generation instead.

Reconstruction required the usual parts: new tyres, tubes, brake shoes, speedo cable, battery, and attention to the electrics, following which the motor was coaxed into starting … to reveal the exhaust required repair.

Looking at the cost of replacing the missing legshields, the workshops decided they could make a set quicker and cheaper than trying to source replacements, producing a cardboard profile, then cutting, forming and drilling a 3mm duralumin alloy pattern to suit, which was all pretty much completed within a day.

Everyone visiting the workshops, and down at the MoT Station, agreed the ‘stealth fighter’ style looked a considerable improvement.  The exhaust seemed to have experienced some inexplicable baffle loss during its repair, so sounded a little fruitier (though not intrusive), and gave a little more character to what would ordinarily have been a numbingly soulless machine.  In the end, the bike worked and went really well.

The Melody NB50ME De Luxe was just a brief cosmetic marketing upgrade intended to make the original Melody look more like the classic style of Italian scooter—we weren’t fooled!  The De Luxe wasn’t around for long until it morphed into the Honda Vision scooter.  Basically it was still the same old mini-scooter with a cramped cockpit and lack of endearing qualities.  The road test & photo-shoot took place in August 2015, then the Melody mercilessly went straight up for sale on the forecourt, and was in regular use right up to late summer 2016 by the cousin of Chris (Moped Doctor) Day, but now the engine is broken.

We’d been keeping an eye out for a Honda City Express for quite a while, and our example came into the workshops as a trade-in deal through Chris (Moped Doctor) Day over Christmas 2015–16.

At just £40 and still with a little current MoT and tax, it might have seemed like a bargain that could have qualified for a Fifty Quid feature—but this City Express had lots of problems!

It was practically impossible to start, and ran really badly when it did.  The exhaust leaked, the stand was broken and so were lots of plastic, few electrics worked, the brakes didn’t, the speedo didn’t, and the rear tyre was a total slick.  Basically, it looked every bit a rusty and beaten-up derelict at end-of-life.

The registration document was accompanied by a mint condition manual that had obviously never been opened, and a pile of receipts that showed a whole bucket full of money had been wasted on it to no avail.  It’s unfortunate plight can be summed up in just one word: teenager!

Most of the problems had straightforward resolutions involving little cost, though a lot of work and time.

The trickier starting and running issues were finally tracked down to a blown crank seal on the transmission side, and incorrectly connected vacuum pipes to the thermal choke control.

A lot of effort was also spent on restorative cosmetic improvements for the photo-shoot, including the workshop’s, now seemingly signature, alloy chequerplate heat shields for the exhaust.

By the time it rolled out of the workshops again in February 2016, it looked pretty tidy, and everything worked as it should—but maybe not for long, since after our road test and photo-shoot … it got sold on to another teenager.

You have to accept it, because that’s how it is—some bikes are just doomed!

Jeff Lacombe scored another sponsorship credit for EACC Leicester Enthusiasts with the New Generation feature.

Second Support feature: Mutation

Our second support feature began to develop into a stand-alone article in its own right when it was obviously growing too big to remain part of the New Generation feature, and also the drastic nature of its ‘Mutation’ no longer quite fitted with the other machines in New Generation, because of its lack of originality and new identity as the Dalek.

Most of its story was worked into the feature, but there were still a few questions remaining—like what exactly is it now?

Malaguti Yesterday

Our Dalek ‘urbo-scoot’ is an improvised machine rebuilt from a former panelled Malaguti Yesterday scooter, and the intention was to generally try and use a minimum of the original body fittings to make it more practical and functional for our purposes.  Modern scooters can prove very expensive to fix when they’ve been thrown down the road a few times and suffered a selection of busted body panels, so can become quite readily and cheaply available.

With a bit of imagination they can be very economically rebuilt from reclamation parts and materials, into all sorts of forms, we’ve seen Choppers, Racers, Militarised, Mad-Max, and customised … whatever you like really.  Most seem more concerned about function rather than looks, though some people may be attracted to the expense of fancy paintwork and chrome … there are no rules. 

They can be as individual as you may imagine, but due to their generally improvised nature, many tend to be more functional than ‘cosmetic’.  Most of the modern machines that urbo-scoots may be based upon have a reasonable and practical performance, so they can go fairly well, and you generally don’t need to be too concerned about keeping them nice because they’re basically built from cheap old junk—like the Dalek—but it certainly does the jobs we need it to do.

Dalek’s debut was set for the Peninsularis Run on Sunday 10 July 2016, and only became roadworthy during the previous week.  It has to be said that its first shakedown test run didn’t go well.  Dalek only managed a couple of miles before suddenly losing engine power, and even failed to splutter back to base, so needed pushing for the last ½ mile.

Extensive strip down finally found a crank seal blown out of the case on the transmission side, and not enough time to source a replacement seal in time to make the run—so we just stuck the old seal back in the case with silicone engine sealer, so the motor could be rebuilt on the Saturday evening.  Though unproven, Dalek completed the Peninsularis Run the following day—and it’s been working fine ever since!

A last minute photo-shoot only took place towards the end of November 2016, though it proved a difficult subject because it didn’t appear to have a ‘good side’.  Some bikes are naturally photogenic, but it just seemed that however you lined Dalek up in the camera viewer, it only looked bad from every angle….

The Mutation article was sponsored by a modest donation from Trevor Gooda of the EACC South East Moped Enthusiasts.

What’s Next?

Next Main Feature: Who’d have thought we might ever be offered access to road test a selection of old and exotic Italian Sports 50s?  Neither did we!  But golden opportunities like this only turn up very infrequently, so we literally drop everything to make sure we don’t miss this rare chance.  ‘Track Day ’60s’ presents three fabulous machines from the 1960s, which we mercilessly thrash around a local private race circuit.

Next Support: Our Italian 1960s’ sports-50cc two-stroke track main feature is complemented by even more exotica in an Italian 1960s’ sports-50cc four-stroke road bike support feature.  How will our standard ‘Road Rocket’ compare to the tweaked track bikes?

Next Second Support: Feeling as if we might have had our fill of (relatively) modern scooters, we settle down to look back to a gentler age, and thumb through some old Moto Revue motor cycling magazines to see what post-war lightweights the French were engaged in, while Britain was just beginning to dabble with cyclemotors in the early 1950s.

We find reports of the first ever Mobylette ‘Moped’ at the Paris Salon Show in late 1949, though this original AV3 was presented as a very basic and simple machine with rigid frame, rigid forks, calliper brakes, and direct drive, so seemingly of similar specification to our own cyclemotors of the day.

Skimming through a 1952 edition, however, presents us with a stunning new ‘Luxury’ model Mobylette moped with remarkable features for the time, and ornate deco styling.  This particular model isn’t anything we ever had in Britain, and is a striking machine that burns its image into our mind’s eye as we drift off to sleep … imagining what it might be like for the rare chance to ride such a fascinating and long-lost bygone.

Is this a dream, or might we be back ‘In the Beginning’?

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 ...


Original Mobymatic badge
The original Mobylette badge,
which was plastic moulded, back
painted, and was held on by a
special M3×0.6mm pitch screw.

Mobymatic badges

January 2017

Mopedland has now generated NEW badges for For Mobylettes AV76, AV77, AV78, AV88, AV89, etc.

The original badge and special screw have not been available for some time.

It would not have been viable to remake badges by the original method, so they have been re-created by more practical modern means.  The new badges are made of two components: a bright nickel-plated metal diecast badge mount and a domed badge with self-adhesive backing so it can be stuck to the bright face of the badge mount.  The textured back of the badge mount can then be glued (with impact adhesive, Araldite/resin, or mastic) to the badge mounting point on the fuel tank; it engages in the correct position by the location pin on the back of the badge mount, which centres into the former screw hole.  The price will be £18 a pair (2 badge mounts @ £5 each + 2 domed badges @ £4 each).  The new tooling has produced prototype samples and the production badges are expected to be available for sale very soon.

Original Mobymatic badge
Left to right: the textured back of the badge mount with location pin,
the bright front face of the badge mount, the domed badge as supplied
on peelable backing, and the domed badge stuck onto the badge mount.

Stolen Townmate

December 2016

A Cambridge vicar, the Rev Jonathan Knight, has recently had his blue Yamaha Townmate T80 stolen from outside his house in Bateman Street, Cambridge on Sunday 18th December.  The registration number is L491 SAP & frame number 35T 041274.  If anyone is offered the bike for sale they should contact Cambridgeshire police on 101 or Crime stoppers on 0800 555111.

New Web Site

August 2016

And this is it!  We’ve moved our website here at 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

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.


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:


You can see more of Jan’s Limburg Weekend pictures at

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

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

Older news stories are available in our News Archive