When did the motorcycle bug bite you?
It was all the fault of my older brother. He was always tinkering with bikes, and I was naturally curious. When I was 11 or 12, he convinced me to try out an old 175 CZ. Despite that rather challenging experience, my interest in motorcycling grew. The next bike I worked on was a 1936 350 New Imperial, exposing me to older bikes at an early age. By mid-teens, I got my first road-legal bike, the Yamaha FS1-E 50cc moped, thanks to the law that allows 16-year-olds to ride. At 17, I borrowed a Yamaha RS125, passed my test and got my full licence. Around that time, my brother offered me a 1948 G80 Matchless on the condition that I could mend it. The bike needed a total rebuild, which I attempted with minimal tools and experience. Despite my amateur efforts, the bike survived a trip to the Isle of Man Tourist Trophy (TT) before succumbing to my less-than-perfect rebuild.
Over the years, I owned a wide range, from a 250 Honda to various superbikes, and went on numerous tours to France, Germany and Austria. The Isle of Man TT and the Manx Grand Prix were regular destinations, with nearly 20 visits. While I never reached the skill level of legends like Eddie Lawson or Freddie Spencer, it was great fun! In fact, I once had the pleasure of taking Freddie, the three-time MotoGP winner, to my local pub. After seeing me ride on a track, he gave me a 30-minute tutorial over a pint, subtly suggesting that I had a lot to learn about racing!
How did this culminate in your role as museum director of the National Motorcycle Museum?
I became museum director at the National Motorcycle Museum in Birmingham in January 2014. It houses the largest collection of British bikes globally, with over 1,000 exhibits. October 2024 will mark 40 years since the late Roy Richards opened the museum. The museum’s collection appeals to families and casual visitors while continuing Richards’ policy of maintaining operational bikes. A favourite is the museum-owned Norton Rotary 588 “White Charger” that won the 1992 Senior TT. I have put many miles on the new BSA Gold Star 650cc, a project I have been involved with since 2016. My career has also afforded me memorable track experiences: Team Classic Suzuki lent me the Suzuki RG500 raced by Graziano Rossi (former MotoGP world champion Valentino Rossi’s father), and I have ridden [former Australian motorcycle racer] Garry McCoy’s Honda NSR500.
At the BSA launch in Mumbai, you spoke about the role that you and the museum collection played in helping shape the Gold Star.
My involvement began in 2016 when the team from Classic Legends (CLPL) visited the museum to view our extensive collection of over 100 BSA motorcycles dating back to 1904. In 2017, CLPL held a design consultation meeting at the museum, bringing together industry partners, stakeholders and some BSA owners. I was part of the original group and recall that the new BSA Gold Star was just a design on paper at that time. CLPL later set up a BSA office in Coventry, just a few miles from the museum. The team frequently visited the museum for design inspiration, as no other place offers such a comprehensive collection of BSA motorcycles. We were also honoured to host the UK launch of the Gold Star a couple of years ago. During our initial meetings, I suggested that the first new BSA should be a high-performance, twin-cylinder machine, contrary to prevailing opinion. I was happy to be proven wrong by the success of the Gold Star 650 single, and I look forward to future projects, potentially including a twin-cylinder model.
What do you think of the classic retro motorcycling space?
For the past 50 years, motorcycles have been my passion and career. In the process, I have seen a lot happen, including the collapse of the original Triumph company in 1983, marking the apparent end of the British motorcycle industry. Never did I imagine I would see the revival of four of the big five British motorcycle brands—BSA, Triumph, Norton, Royal Enfield and AMC (AJS/Matchless). Motorcycle preferences have shifted over the years, reflected in feedback from visitors to the National Motorcycle Museum. Today’s older riders aren’t looking for 1000cc superbikes like they did in the 1980s and ’90s. Instead, they seek easier-to-ride and -maintain machines that have character. Brands like BSA carry the image and history that appeal to these riders. With modern products like the Gold Star, BSA captures the essence of its heritage while offering contemporary appeal. Those preferences are also visible in the younger generation, whether it’s classic cars, furniture, clothing, music, or motorcycles. Timeless style and durability are what they seek, and this isn’t a fleeting trend. In a disposable world, retro motorcycles have an eternally cool factor.
What do you think of the role Indian brands are playing in bringing storied brands back to life?
Having worked with Classic Legends and seen other Indian companies resurrect classic motorcycle brands, I can confidently say that Indian companies manage to capture that elusive character; something even leading motorcycle-manufacturing nations like Japan sometimes struggle to achieve. They comprehend the investment, passion and motivation needed to bring back brands with storied legacy like BSA and get it on a soul-deep level. They have a deep understanding of motorcycling and what it means to own a bike with a strong heritage.