classic motorcycle forum

With some half dozen identical Model 1 Excelsior frames from the period sitting about the place I've slowly come to the conclusion that in 1930 Excelsior dithered about how they would number them.  I've two 1929 frames with one numbering system, two with no numbers at all and two prefixed A, the system introduced in 1931. Chats with other Excelsior owners is slowly convincing me that in 1930 they either stamped a few with some sort of orphan number or no number at all. Mainly no number at all. It's no big deal. It's only a problem either when it comes to getting the things on the road as depending on where you live some authorities downright insist on a frame number or convincing people it is truly a 1930 machine and thus eligible to enter in proper vintage events. Best of luck with that one.

As far as the saddle goes Excelsior of the period used a natty more or less right angle forging for the saddle nose attachment that fitted in to the saddle tube and could be raised or lowered to suit the riders preference. These are occasionally missing or replaced with some strange bodges leading to odd saddle configurations. Even if the original bit is there it can sometimes be amazingly difficult to raise or lower and also lead to some strange configurations. Fresh paint can make it even more awkward. Again, best of luck with that.

Finally, too old to ride an Excelsior? Never old friend, never. The late vintage Excelsior is a lovely machine. I never believed all that nonsense about racing improving the breed but in Excelsior's case having won the 1929 Lightweight TT with essentially the same bike as yours I have to agree. They are an agile sweet little machine and a pleasure to ride. Being of an age that my riding is limited and the manager is pushing hard for me to stop altogether I can say that my Excelsior is staying even if everything else goes. The post war Excelsior did nothing to enhance the Excelsior name. The pre-war Excelsior is another beast entirely.

 

Not so Ian, heat failure occurs in all variety of spark ignition systems regardless of how the spark is generated. In fact the last time I experienced it was on a Triumph TR7 fitted with an aftermarket electronic system displaying exactly the symptoms Marty 31 complains of.

Electronic ignition is an improvement but it is subject to the same woes as all the previous systems-just not as often.

Whatever the case, I'm sure Marty 31 will learn a lot sorting it out.

Well, the top picture has the two speed gate change fitted to it. I have both 2 and 3 speed vintage bikes myself ( not BSA) so am fairly familiar with how they look.
These ordinary working man bikes don’t exactly set the world on fire but they are such happy little beasts they are very satisfying to own.

Looked in the on line phone book which also has snail mail addresses. Lots of C Hutton but no C D Hutton. I'd suggest you do the same. Then pick out one Hutton from each State and send a letter. Repeat as necessary. Eventually you will strike a relative who will up date you.
 A simple one page three paragraph letter with your email address will do it.

Thanks for coming back and showing us the finished article on the road. For all the queries that are answered here we get very little in the way of feedback. It's good to see a bike come together and being ridden.

Now it's running so well can we now have a photo of it taken at Lands End or John'O'Groats? It's more than capable of getting you there and back.

Wow Ian! That would be the biggest silencer I’ve seen for many a year.

I'm sure you've already been told it is a bog standard 6E Villiers unit. This is a 3 speed 197cc beastie and was the largest motorcycle power unit they made at the time. Made from 1949-1953.

Yes, the first three digits, 996. do identify who the engine was made for but much of the records have been lost and 996 is among the lost.  The late Roy Bacon compiled the major list that most of us Villiers nuts refer to and I've amused myself adding to it over the years but 996 does not appear in either his or my listings.

From the point of view of operation and maintenance the number is irrelevant. There are minor difference between the first and last 6E as Villiers tweaked the design over the years but essentially all 6E's are the same regardless of what they were fitted to.

Spares are reasonably plentiful and luckily they are not an attractive engine to the pre-65 trial crowd so they aren't mauled about. They find the 3 speed gearbox a handicap. Personally I'd put it back in the Tiger Cub frame and use it as a neat little stylish road bike. The Tiger Cub was always a pretty little bike but with an engine not quite up to the job. The 6E is a very good unit but often ended up in some rather dull bikes. If done properly it'd be a very happy marriage and you can always truthfully tell the nutters that it is as you found it.

Let us know what you do.   

Excessive mainshaft end float allows the whole body of the clutch to move outwards when pulling in the clutch lever. This means the plates don't quite clear and everything drags a little. Neutral is then difficult to find.There may be just a  touch too much end play when everything warms up and expands after a run.

Cheersd,