Around 100 Velocette owners, riders, partners and their bikes from all over Australia, New Zealand, UK and the USA had a hugely successful rally in the cape (south west corner) region of Western Australia. Up to 60 bikes participated, the majority being Velocettes covering most types from the late 20s onwards. The Rally ran from the opening dinner in the Marmison Angling Club (Perth) on the Friday evening (4th April) through to the closing presentation dinner at the Palandri winery (Margaret River) Saturday (14th April). The rally was hub-based; the first hub was Taunton Farm, a caravan park at Margaret River; the second was the caravan park at Pemberton; most participants stayed at the “hubs” in cabins or camping.

The rally proper started on the Sunday with a run to Cape Naturaliste (the northern Cape); next day the run was to Cape Leeuwin (the most south-westerly part of Australia). Both runs were through wine producing areas with a route and venues that provided spectacular coastal views. The long Tuesday run through picturesque countryside was also a transfer of hub to Pemberton in the tall timber region of Western Australia. Pemberton, once a major logging town, is a now mainly a tourist centre with many attractions including tram and train rides along former timber logging railway lines as well as the famous 61 metre tall “Gloucester Tree” (a challenging climb). From Pemberton the first run was to the south and the coast at Windy Harbour, followed by a long looping run through the forests and farming country to the east and north of Pemberton. Next day was a long run to the east through Walpole to the “treetop walk” near Nornalup. This remarkable tourist attraction is a series of skeleton suspension bridges at tree top height that provided a (swaying) walk through the tops of some very tall trees. The final day was the first day of wet weather, short heavy storms mixed with fine periods. Despite the wet weather riding, it was still at great day with a long ride to the north east of Pemberton through Bridgetown followed by a long ride back to the Margaret River hub. In some respects that day provided some of the best riding of the rally with good surface back roads and very pleasant countryside. On the final day all the bikes were displayed in the park at Margaret River in support of the fundraising drive for the Princess Margaret Children’s Hospital in Perth. The rally organisers had adopted this cause as a theme for the rally.

The rally structure was based on two concepts. The first was the use of hubs to provide a central point to stay and for assembly, briefing and functions (including two very enjoyable BBQ dinners and a “joke” night buffet dinner) through the week. The second was the “non-marshalled” form of the rally. Each participant was provided with course notes that provided the am and pm routes for each day. At the 9:30 morning briefing, details of the day and any changes to the route (only happened on the final wet day) were covered and the leaving time for the pick-up car (a towed trailer) announced (usually around 10:30). The idea was to get on the road ahead of the pick-up car, earlier the better as that provided some flexibility to visit places along the route. There were meeting points along the way for morning and afternoon breaks and lunch.

Bikes were very reliable, only a few needed to be picked-up. Most breakdowns were repaired overnight; the most enterprising was the repair of a holed piston using a new piston brought down from Perth, the cylinder was honed locally with the bike back on the road in 2 days. My ’60 Viper ran well, it seemed to get better through the week. It started promptly most days, even on the last day in the pouring rain after being stopped by the police for a routine registration check! (See below for comments on the Viper's behaviour.)

There were many beautifully presented bikes, particularly KSSs. One of which (a 1940 version from NSW) won an award for the best looking bike. The VENOM from the UK was very nice and super clean (the rider said it had to be to get through quarantine) and won a prize for the least oil leaks (I don't think there were any!).

For those from Queensland, NSW and Victoria (including two from the USA), the rally began almost a week earlier and finished a week later as we trailered our bikes over and back. Two hardy and determined participants rode their Velocettes from Victoria. In our case, from Brisbane, first we set off south towards Cape Byron (the most easterly point on the Australian mainland), before striking out west (just to say we had travelled all the way across Australia). We had covered around 10,000 km by the time we got home, and the Viper covered over 500 miles during the rally.

The Eastern States’ participants converged on Port Augusta (in South Australia, 2.5 days from Brisbane), the natural gateway for all routes west. For us the rally really started there with dinner that evening providing an opportunity to meet old friends and make new ones. As the “Eastern Safari” group we travelled across to Perth, staying at Eucla (on the western edge of the Nullarbor), Coolgardie (the famous old gold mining centre), finally arriving in Perth where we met our West Australian counterparts.

My grateful thanks (and I should say those of all participants) go to the West Australia Centre of the Velocette Club of Australia for proposing and organising this event. It all ran smoothly and effectively. It was a unique motorcycling experience, one that will be remembered for a long time.

The conditions suited the Viper almost perfectly, and though it is down on power, I eventually got the engine to rev out about as fast as Viper is supposed to rev. As the week went on the Viper seemed to get better (or I got better to understand how to ride it) and I could keep up with the Venoms as long as the hills were not too steep (and especially if the wind was not against me). Generally it would cruise happily at 60mph sitting-up and at 70 mph with some crouching. The best run was along a nice well drained empty back road with sweeping curves. After some rain with the air cool and moist, this seemed to really suit the engine, I ran for around 15 minutes more or less flat out - fantastic. It also started first kick almost every time; in fact I was embarrassed just after getting the bike off the trailer on arriving in Western Australia, I was just turning over the motor with no thoughts of starting it when it fired-up!.
So to add to the story on starting in 'Q&A' SV001. I now have an "easy-starting" Viper despite the lack of compression (especially when cold) due to a worn piston. This appears to have been achieved by (a) making sure the timing is exactly at 38 degrees (ATD spragged open at fully advanced as per the book), (b) using the new stiffer ATD springs (so the mechanism is definitely held in the fully retarded setting when starting) and (c) making sure the carburettor is flooded and the knack is followed.

David Royston

Most south-westerly point in Oz

Blackwood River

Bridgetown on the last (wet day) of riding