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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 July 2018 edition is available now on our Downloads Page.

The East Anglian Cyclemotor Club has a CARD Run planned for the 28th July 2018 (Cyclemotor And Roller Drive) so like the 45th, our 46th Iceni CAM Magazine is our second exclusively roller-drive cyclemotor edition, which might motivate a few people to sort out their bikes and attend.

Main feature: The Eaglets are coming

Our main feature was just a total gamble when we put the teaser at the tail-end of the Gloria & Ceccato Bicimotore feature in the last edition.  At that time we’d done no preparation, no research, no road tests, and no photo-shoots, because we hadn’t even see one of the bikes.  They weren’t even in the UK; they were still in Italy – and we didn’t even know what condition they were in, when they were actually coming over, or when we might get access to them!

Well, sometimes you’ve just got to believe … and keep your fingers crossed.

Tim Adams of Suffolk Section EACC had done a deal to buy the three Bianchi Aquilottos, along with a whole load of other bikes he was bringing back from Italy and, at the time of our last publication in April 2018, he was expecting to collect them in a couple of weeks or so.  OK, that meant we could be getting on with some other articles in the meantime and catch up with the Eaglets later…

Bianchi Aquilotto<</p>

Finding a title was a bit of an original challenge, since we’d already used Last Flight of the Eagle for a British Coventry Eagle autocycle article back in April 2007, and German The Eagle has Landed for another article on the Adler Junior scooter in April 2014 (Adler is German for Eagle).

There do seem to have been a few Eagles about.

As it was, Bianchi called its particular roller-drive Bicimotore Aquilotto, as Italian for Eaglet, and because we hadn’t actually got the bikes at the time of posting the lead in to the next edition, it seemed as well to say, ‘The Eaglets are Coming’.

Well they were … sometime … we hoped …

As it was, we didn’t get access to the first of the bikes until 31st May 2018; this looked a fairly promising and original example (excepting for a couple of missing motor covers and broken cables).  Tim then broke the news that he’d already sold this first bike and was expecting it to be collected that weekend!  The general condition was clearly a little too derelict to be any practical proposition for us to get going in the limited time we had available, so we could only console ourselves with a few photographs.

So our first Eaglet had crashed out before we’d even started, and we had a looming editorial deadline: technically due by Sunday 24th June.   Er, leaving it a bit late aren’t you? Yes, that had been said.

On to Eaglet two, which was also hovering on completion of sale, though it looked more viable and supposedly it ran so, returning to base, we swung into action.  As it says in the article, however, we couldn’t get it to run satisfactorily for a road test.  Then Eaglet three turned up on 2nd June – so this was it, our last hope…

Sometimes you just need a bit of luck … and as it happened, number three worked, we got our road test, the gamble paid off, and Tim had also sold the last Eaglet on within a mere matter of days.

So why all the urgency to get this out as our main feature?

Well, though Bianchi built and sold lots of Aquilottos, they were never formally imported to the UK, so there are very few here.  We knew this was only going to be a brief opportunity that we couldn’t afford to miss, because three Rapallo Aquilottos probably won’t just turn up on our doorstep ever again.  We knew we had to road test and photo-shoot these bikes before the next edition anyway, so we may just as well take the gamble, and if it didn’t work out, then we’d just have to do something else.

Obviously it would have been nice if all three had worked, but maybe that would have been a little too much to hope for from three 60+ year old cyclemotors of unknown condition.

Bianchi produced several developments of the original Aquilotto, the Sport, Oropa, Azalea, Rapallo, Amalfi, Avanti, then finally the Aquilmotor, which was the roller-drive clip-on version that could be bolted to a pedal cycle.

The Aquilottos also had a long production run, from 1950, right through to the last Aquilmotors in 1969.

Les Gobbett of the Leicester Enthusiasts and Lincolnshire Area EACC scores another main feature sponsorship thanks to a very generous donation to Iceni CAM, and it just happens to be another major Italian cyclemotor, because cyclemotors is what we’re doing on the run-up to the CARD Run (Cyclemotors And Roller Drives) on 29th July at Stowmarket.

First Support feature: Upside Down

A Clue

We might not know a great deal about Sincliar Goddard’s Managing Director, Harold Easton, but we know where he lived!  In 1953, Power Pak gained a good deal of publicity from Peter Lee-Warner riding a Power Pak from England to Australia (in the end he extended his journey to make it a complete around-the world trip).  A British Pathé newsreel shows Peter Lee-Warner setting off on his journey from outside Harold Easton’s home in Porchester Terrace, just a short walk away from Sinclair Goddard’s office in Queensway. Mr Easton’s wife also appears in the newsreel, waving Peter off.

Peter Lee-Warner
Mrs Easton watches
Peter Lee-Warner set off
on his ride to Australia

Continuing the ongoing cyclemotor theme, our second feature was probably something that we should have got round to doing years ago, because the Power Pak was one of the UK’s most popular clip-on cyclemotors, producing up to some 50,000 units over a period of nearly 11 years.

Despite seeing Power Paks at occasional events, the standard base model is the one that is much more commonly encountered, and we really wanted to produce a comprehensive feature which covered both models, so the key to producing this article would be getting access to a Synchromatic first.

The breakthrough came when we went to Nottingham in October 2017, primarily to road test and photo-shoot Derek Langdon’s Tailwind and Busy Bee cyclemotors as featured in edition 45 … and he also had a Power Pak Synchromatic, so we took the opportunity to do that too while we were there.

The Synchro was notably mounted on exactly the same Raleigh frame as Joe Williams’s New Standard Power Pak at Felixstowe, which we’d seen the previous year when that bike came through the workshops for a few jobs, plus dating for registration—so we thought it could be a plan to work them together in the same feature.

The article took its title from the inverted cylinder arrangement, where people often comment on the novelty that the engine appears to be ‘Upside Down’.

Considering how many Power Paks were sold, it’s remarkable and frustrating how little we know about the business of Sinclair Goddard that marketed them—even who produced the components or where they were machined and assembled.  The given address of 162 Queensway, Bayswater, seems highly unlikely to have housed any industrial capability, so it continues to remain a mystery quite who or where the kits were  manufactured.

Behind Sinclair Goddard Power Pak, the man who seemed to keep turning up was Harold Easton, initially credited as Managing Director back in 1950, and later as ‘Designer’ of the Power Pak Moped in 1955, so he certainly appears to have been the main figure behind the business.  Italian designer Bruno Fargion also seemed to have had some involvement in the cyclemotor design and development, before moving on to Dunkley to produce their two-speed, four-stroke engine variants from 46–65cc.

Joe Williams’s ‘New Standard’ went through road test and photo-shoot in mid-May 2018, and Joe informed us that he’d found an earlier video on YouTube of his actual Power Pak in a former life, titled ‘Powerpak and trailer1’ dated 28th January 2009, filmed at Felixstowe Ferry and towing an interesting home-made aluminium bodied trailer.

Joe had bought his Power Pak from Felixstowe Ferry in 2016, but sadly the quirky trailer no longer seemed to be with it.

The Power Pak even returned to Felixstowe Ferry for the Coprolite Run in September 2017.

Despite having completed both road tests and photo-shoots ahead of the game, the text file actually remained little more than a jumble of sketchy notes and research material until the final week.  Now in a state of most pressing urgency, the main text then was pretty much worked into finished format over a couple of long evenings.  The package was only eventually completed in last place of the three articles (and after the usual two-week deadline), mainly being delayed by the need for some last-minute additional research for working into further detailed notes.

The Power Pak article was sponsored by a donation from Paul Laughlin of Suffolk Section EACC.

Second Support feature: Jetcut

Our third feature, and again another cyclemotor, was about the Teagle clip-on, developed from the Teagle ‘Jetcut’ hedge cutter, which gave the article its title.

The British-built Teagle clip-on was probably about the most powerful and fastest old-time cyclemotor that we’ve ridden to date (excepting the Mitsubishi and Subaru Robin, which were modern generation motors), but following its test and development period, the Teagle came along a bit too late to catch the cyclemotoring boom and ended up chasing diminishing sales against the rise of the moped.

Over the years we’d heard a number of owners reporting the Teagle as a very good cyclemotor, and when we finally got to test one, yes, we’re happy to agree with that.  Its performance proves quite remarkable for a deflector-top piston design.

When Tom Teagle created the ideal engine for his Jetcut hedge cutter, many of those characteristics translated directly to also make the same engine an excellent cyclemotor.  The engine proved light, but powerful, robust, and well engineered and, though the Teagle Company is still going, the engine is long obsolete, and spares are not supported.  Often the only realistic prospect for cyclemotor engine spares is to acquire an old Jetcut hedge cutter.

This was another machine from Derek Langdon’s stable, again opportunistically road tested and photo-shot at Nottingham in October 2017.

That certainly proved a busy and productive day, driving to Nottingham, road testing, photo-shooting and taking notes on four cyclemotors, then driving on to Branston for the evening, to be in a position to drive to Walesby the following morning to road test & photo-shoot a further two other machines.  We’ve now presented articles on five roller-drive cyclemotors from this trip, which leaves us with just one more machine still in the can, for a final article at some future date.

What’s Next?

Another themed issue is comingin October—and that theme should be apparent from the clues below…

Next Main Feature: What moped has three wheels and strikes terror into the heart of the most hardened biker?  In the early 1970s your granny may have ridden one of these, but the future has a strange way of becoming the past.  The dream ended after just 4½ years; gone but not forgotten, the legend lives on, and now the nightmare returns.  So, if the stories are true, could this be the—‘Ultimate Horror’?

Next Support: If you produce the ultimate horror movie then, in the finest tradition of the business, you have to go back and produce a sequel—bigger, better, more horrific, and more expensive than the first.

Three-wheel mopeds seem no different and, before you know it, the nightmare returns again in a different mutated form: ‘Revenge of the Tricycle’.

Next Second Support: With the first two articles both threatening some potentially horrendous three-wheel mopeds, you’d think that the third feature couldn’t possibly introduce another three-wheeler, could it?  Oh yes it could!  Another legend of the past that offered an alternative future of motoring, and it comes with a few equally bizarre cycling friends, in: ‘Electric Dreams’.

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 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.  However, we are trying to make this free too!  We are setting up an on-line library where you can download manuals at no charge.

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, Capriolo 75 Turismo Veloce, 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 Her-cu-motor, Honda Model A, Honda CD50, Honda SS50, Honda Stream, James Comet 1F, Motobécane SP50, MV Agusta Liberty, Norman Nippy Mark 2, Norman Nippy Mark 3, NVT Ranger, Powell Joybike, Rabeneick Binetta, Sinclair C5, Simson SR2E, Solifer Speed, Sun Autocycle, Sun Motorette, 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

Stolen bikes

March 2018

Two of John Hook’s mopeds have been stolen; these are both ‘specials’ and easily identifiable.  The first is a 1961 Mobylette Special based on an AV32 frame, YSK 288, finished in red, and powered by a Sachs 47cc, 3-speed, fan-cooled engine.

Mobylette–Sachs Special Mobylette–Sachs Special

The second is a 1964 Special based on a Runabout frame, CAU 624B, finished in dark green, and powered by a Sachs 2-speed engine.

Raleigh–Sachs Special

Both bikes are fitted with suspension forks and derailleur gears.  If you see or hear anything of these bikes, please contact John Hook on .

Bernard Soler-Thèbes

December 2017

We’ve just heard that Bernard Soler-Thèbes, the great sports Moped enthusiast, died at the beginning of December.  ‘BST’ as he was popularly known, was the author of several books on sports mopeds and also wrote many, many articles for thr French motor cycling press, not only on his specialist subject of sports mopeds, but also regular reports of runs and jumbles in the South of France. He had, in fact, been reporting on a motor cycle event only the weekend before his death.  Back in the mid-1990s, BST contributed several articles to the NACC’s magazine, Buzzing; at that time, he was the secretary of the club he founded: the Club Français du Cyclo Sport.

Allan Stewart

All the same

December 2017

I recently filmed a music video for my new song ‘All The Same’, inspired by mod music.  The video was professionally made with a film crew of four and features 23 mopeds.  I thought this may be of interest for an article for your magazine.  It was a combination of the Woodley Scooter Boys and Reading Comedy Mods out in action and the video acts as an excellent tour around Reading as an added bonus!
Here is the song and I have also attached some photos from the day.

Merry Christmas!
With very best wishes,
Allan Stewart

Mopedathon for Kidney Cancer UK

August 2017

Kidney Cancer UK is involved with a group of seven Superbikers from London who are taking on a personal challenge this August in memory of one of their fellow bikers who died from kidney cancer in 2016.  They are swapping their Superbikes for 50cc mopeds that they have renovated for the adventure, which will see them ride the coast roads from Lands End into London, taking roughly six days.  One of the members of the group, Silvio, lost his brother to kidney cancer last year so they are riding in his memory to raise funds and awareness of the disease.

The Mopedathon ‘Just Giving’ page is at www.justgiving.com/fundraising/mopedexpresswayarmy17

Moped owners wanted in Ipswich

July 2017

There is a 40th anniversary reunion for the class of ’77 from Copleston School, Ipswich and the organisers would like people to bring along a few 1970s’ period Puch Maxis and other sports mopeds to the event—the kind of ‘sixteener’ bikes they’d have been riding back in 1977.  The event is from 8pm on Saturday 15th July at the Conservative Club in Newton Road, Ipswich and will be raising money for St Elizabeth’s Hospice.  Please contact Mark Fosdike: if you can provide a bike for the evening.

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.


Older news stories are available in our News Archive