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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 October 2015 edition is available now on our Downloads Page.

Main feature: Relay Team

Our 2015 IceniCAM Coprolite Run edition developed into quite a significant publication with the Relay Team article, comprising all three of the Motobécane relay-box models in one mighty package.  Presenting three bikes, means three sets of pictures, and a large text file, which sets challenges in editing for the printed magazine, to try and hold it down to a practical size.  Coupled with the volume of the other text files on the accompanying articles for this edition, it was obviously going to make a large magazine—and sure enough, 18 pages long!AV92, SP93 & SP94TT

The ‘Relay Team’ article initially started with the SP94TT, as another machine that came from the Derek Scott collection, which was purchased in its entirety by the workshops as a commercial project, who returned the bikes to operational and registered status for selling on, but presenting an opportunity to IceniCAM with the pick of any vehicles wanted for road test as they were completed.  Did we want the SP94?  Darn right we did!

The SP94TT was Motobécane's most expensive flagship model in the late 1960s and into the 1970s, and there are few of these around in such good original condition as this example, which was even complete with the correct backrest carrier.  While the bike seemed cosmetically good, it was sadly just for show—there were mechanical issues, and it would barely run.

Low compression came down to stuck piston rings, incorrect ignition timing, carburettor service, electrics, control cables, a clutch and CVT overhaul, then we’re finally ready to go.

The road test and photoshoot were completed in September 2014, but at this stage we weren’t really sure how it might appear in an article, other than maybe a stand-alone sports moped feature.  Talking to Lindsay Neill that we'd just done this SP94, he straight away offered us his AV92, which needed a couple of small jobs in the workshop to sort it out, before road test and photoshoot on that in mid-October 2014—so now we had two relay-box models in the can.

As Lindsay returned later to collect the now repaired ‘92’, he brought along an almost completely dismantled SP93 that he’d just picked up, which we might have for test to make up the relay-box set—if we could just put it back together again…

OK, game on!

The SP93 was completed for photoshoot and road test in March 2015.  All the elements to this feature were now in place, and it was just a matter of when we might be able to get our relay-box article into the publication programme.  This was obviously going to make a very good main feature, so we really wanted to get it published as soon as possible.  The Radar Run IceniCAM edition was already sent for editing at this time as Danny went off to South Africa, which meant the leaders were already posted for the subsequent Peninsularis Run IceniCAM edition in July, so this meant ‘Relay Team’ was programmed in for the September IceniCAM edition.

We'd worked on and ridden enough relay-box machines over the years to already know they’re rather a disappointment.  They have all the bells and whistles, but don’t hold a candle to the AV89s and SP50s in terms of performance.  The important aspect of this presentation was the technical analysis, to illustrate why the ‘relayers’ seemed such a damp squib, which basically boiled down to their being overgeared and underpowered at just 2.5bhp.

The workshops have produced a number of tuned relay-box engines with 1.5mm porting lift, 14:1 compression, and fitted H14 Gurtner carbs on special inlet manifolds, to raise the engine output to 3.5bhp—and while these ‘tweaked’ machines certainly went appreciably better than a standard model, it’s still not been enough to overcome the overgearing.  There are further plans to develop a low-drag relay-box, but we think probably the best solution to improve these things is to gear them down.  (Easier said than done since the especially difficult front and rear sprockets were only ever produced in one standard combination).

The relay-box models are all comfortable enough, smooth running, ride well, handle well, stop well, accelerate well, and climb hills with relative ease because of their CVT—but they’re so dull!  The motor just drones along at flat revs once the CVT has kicked up its ratio, and you just wish it would go better.  They rode like a restricted sloped—before the sloped was even created!  This was such a pity, because the SP94TT and SP93 are really good mopeds in so many other ways.

Lindsay Neill loves his Mobys and also wanted to sponsor the article to bring it on to publication.  Well, fine by us—thanks Linz.

Support feature: Kieft K50—Racing Heritage Moped

Our Kieft K50 ‘Racing Heritage’ moped article had been in the tubes for quite some time … and like the article, it’s another long story…

Its previous owner first made contact with an enquiry after the special metalastic front suspension bushes, which can be something of a problem with these machines when they fail.

Kieft mopeds are unquestionably rare machines, and we were pretty interested in getting access to this vehicle for a feature—if only it could be returned to roadworthy condition.  Initial pictures of the machine looked promising because it was in reasonable original condition, but there also looked to be a fair amount of other work to be done at this stage.

A deal was struck if the bike could be completed, then we could access it for test.  The workshops managed to re-bond the old metalastic units, and the owner was continuing with further work on the machine … then it all went quiet for a while…. until we were contacted by the owner again with the news that he’d subsequently decided he wasn’t going to complete and ride the machine due to health problems, so he was now wishing to sell it on.

Not wanting our opportunity to slip away, we decided to buy in the bike and complete it ourselves, collecting the machine in December 2013.

It turned out that although the bike was accompanied by its old buff logbook, it’d never been put on the DVLA computer, so we progressed recovery of the original registration number under the V765 scheme.

The bike was sorted out over September 2014 for road test and photoshoot at the end of the month, and in time for display on the EACC stand at Copdock Show in October.  Our Kieft was bought in purely for the article, and with this purpose completed we had no further plans for it, so the workshops sold it on to make space for another project.

Collating the Kieft research was an interesting exercise.  While there is lots of information about Cyril Kieft available, since he was such an active entrepreneur, the various sources tend to focus toward the particular interest areas of the authors (racing cars, scooters, industrial, etc), and didn’t really present much of the broader picture, while actual detail on the Kieft mopeds themselves was quite scant.

In collating all the research and cross referencing the material, it’s surprising how many of the sources differed on so many historical points, so it became necessary to further research this fine detail to make sure as best we could, that the information presented was accurate to the best of our belief.

Development of the text file consequently became the most complicated task of all the articles presented in this particular edition, and the Kieft feature was by far the longest of the three to develop—but we think all the work was worth the effort, because this now has to be considered the most comprehensive reference piece published on the Kieft moped.

As the text file compiled, it became quite apparent that Cyril Kieft was a very versatile entrepreneur.  The companies he bought, developed and sold, the projects he became engaged in throughout his life, and achievements in all the things he became involved in, demonstrated what a remarkable man he was.

Many motor cycling writers of references to Cyril Kieft casually dismiss him as ‘a former sportscar racer who also made scooters’, but when reading the broader picture of his achievements its easier to appreciate he was so very much more than that.

Our Kieft moped involved quite a lot of time and work to collect the bike and sort it out properly for the road test, and a considerable number of hours researching and drafting the text—but it had to be done, because there would probably be few opportunities to get another example of this machine.  K50s really don’t turn up too often.

Sponsorship of the article was credited to Terry Snow, a moped enthusiast in the East Yorkshire area, whose modest donation covered the low production cost of this feature.

Phillips badgeRex badgeSecond Support feature: The Lion and the King

Our third feature was another cyclemotor article which became titled The Lion and the King, represented by the lion logo of Phillips badge, and the regal crown of the German Rex brand.

We’d been after one of these Phillips P36X Motorised Cycles for absolutely ages, but though we’ve known a number of people working on them for some time, the bikes either never seemed to get finished, or were in geographically remote and distant locations that never seemed to fit in with our travels.

Our Motorised Cycle was another machine that came from the Derek Scott collection, which was purchased in its entirety by the workshops as a commercial project, who returned the bikes to operational and registered status for selling on, but presenting an opportunity to IceniCAM with the pick of any vehicles wanted for roadtest as they became completed.

The Phillips Motorised Cycle was exhibited in as-it-came condition on the EACC stand at the Copdock Show in October 2014, shown as cosmetically restored, though still requiring extensive mechanical attention to make it operational.  The workshops had to apply considerable efforts to sort this one out!

The key-pin to the magneto flywheel had sheared, displacing the ignition timing, and it looked as if its historical succession of owners had failed to pull the flywheel and resolve the timing issue, instead fitting, removing and changing spark plugs for decades until the plug thread in the cylinder head became stripped out.

When the mag flywheel was pulled, it revealed the sheared part of the pin still in the keyway, so it was obvious it’d never been taken off, and was certainly the primary reason the bike originally ceased to run.  Judging by the remarkable lack of wear to its engine components, the bike had relatively little use before it failed, but the following decades of non-use had also taken a further toll.

It took a lot of trickery to remove the sheared part of the key-pin from its blind-end hole in the mag-side journal, but was finally teased out by some very careful precision drilling, and could be directly replaced by a new pin of identical size.

It’s rare for any machine that’s been disused for 50 years to be unaffected by half-a-century of neglect, and there will invariably be things that deteriorate over time, to prevent a motor from working again without further attention.

In this case the piston rings were stuck in the piston, resulting in tight rotation of the crank as the piston dragged in the bore.

No, the seized rings are never going to free up with a squirt of WD40, or by trying to get it to run … the engine really does have to come apart … at which it was felt that the bottom-end might have condensated, so the crankcase was flushed with petrol, which poured straight out through the main seals.

If the crankcase seals won’t hold fuel inside, then they certainly won’t hold undercase compressed two-stroke gas, so that’s now a total motor strip for new bearings and seals.

Beyond the motor rebuild, there was the clutch, carb, exhaust, and on to the cycle parts of wheel bearings, brakes, tyres, chains, control cables, control levers, bottom bracket bearings, mudguard fittings, stand, and so it went on, until the only thing that hadn’t been taken apart was the steering head, which just goes to show that it was not all bad!

This was becoming ridiculous, an entire bike rebuild just to get an article!  Starting with the engine in December 2014, the workshops rolled out the finished machine by the end of January 2015—all completed in just two months,

The road test and photoshoot were completed in early February, during what was proving to be a particularly mild winter & spring, after which a deal was done to sell the bike on to Geoffrey Clark at Napier, so our Phillips Motorised Cycle that we had sought for years, and struggled so hard to rebuild, was sold on and shipped away to New Zealand in March 2015 (in the same shipment as the Bridgestone BS41).

Our Phillips Motorised Cycle only came in as yet another part of a major commercial project by the workshops, so it was always bound to be sold on, but so quickly gone…

Fortunately it gave us the feature we’ve wanted to produce for so long.  As Phillip’s first motorised foray, its story was interesting, while the bike was attractive and elegant, though suffered particular weaknesses with its poor clutch and hopeless brakes.

The P36X hardly seems to have received much mention in any publications since it went out of production in November 1958.  Nearly forgotten by history, following 50 empty years in the doldrums, though examples have always attracted the interests of collectors, so few seem to continue in running order.  Hopefully our efforts to refresh this machine to present the article might inspire some owners, and flush a few more of these bikes back onto the road for occasional usage, because they are an interesting and attractive bike to see.

Jeff Lacombe of the Leicester Enthusiasts bags another classic feature for his sponsored articles collection, and what a lovely little bike to get your name pinned to.

What’s Next?

Next Main Feature: Our main feature actually answers some of those classic and time-honoured questions, all in one article.

What came first: ‘The Chicken or the Egg?’

The bicycle or the moped?

And whatever happened to the RM7 in Raleigh’s moped numeration series?

Next Support Feature: Our support article follows a brief diversion from the usual feature format, to an oddball presentation called ‘Fifty Quid’.

As ‘big classic bikes’ have become older and more collectible (though rarely actually ridden) over recent years, their value has disproportionately risen, often putting them out of reach for impoverished enthusiasts.  Meanwhile, interest in cheaper and practical small capacity machines has correspondingly boomed, retro mopeds have become cool and fashionable, and even the humblest economy commuter may now be fetching rather more than it used to in the good old days when you could easily buy something for £50 … so what might you now get with fifty quid?

Let’s face it, whatever it is, unless you’re very lucky, it’s going to be a semi-dismantled broken wreck, and probably with no documents.  You’re obviously going to have to be prepared to spend a little more money and do a lot of work, then if you’re lucky, what you end up with might work out OK—or it might still be a load of junk!

Next Second Support: The third feature for next edition continues our on-going ‘Siege of the Cyclemotors’, this time with a particularly elegant French offering, which conveniently plugs a gap in our list of this manufacturer’s model history between the vélomoteur and the moped.

This cyclemotor’s very title seemingly came about as an abstraction from the original Bicyclette à Moteur Auxilaire (BMA) specification of May 1926.

We’d never actually ridden one of these machines before getting this tester, while several people had said they were a good cyclemotor, and we’ve got to say—we were quite impressed!

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, Kerry Capitano, 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 ...


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