

Only a few weeks after reviving KTT470 I rode her on one of the Velocette Club of North America’s annual 1000-mile Summer Rallies. I soon discovered the machine was a revelation, weighing only 275lbs but having 35hp, with an instant power delivery that thrust the rider forward in total smoothness, like a very quick magic carpet. The handling was impeccable and totally intuitive, and I could run rings around brand new motorcycles on the twisty roads favored by the Velocette Club. A week in the saddle might sound torturous on a rigid-framed racer, but I thought it ideal, and fell in love with Eddie Arnold’s creation. KTT470 gained the nickname ‘The Mule’ on a Summer Rally (one of the ten it was used on), which I had organized. A map-making slip-up for the rally included a ‘shortcut’ in far northern California, through the mountains near Red Bluff, just off the legendary Highway 36. Mule Town Road was not really a road at all, more like a trials course, but as I’d laid out the map, I thought it prudent to take the road! Mule Town Road had no signage, and included several confusing branch routes, one of which I mistakenly took, and managed to kill the motor in the soft dirt. Starting a full-race motorcycle with no kickstarter and high compression requires a run-and-bump technique, pushing the machine with the clutch in and hopping on the saddle to gain traction for the rear wheel. Despite the 100deg F air temperature, KTT470 fired up immediately, we got un-lost, and all was well. After the day’s ride, John Jennings, who was visiting from Australia, dubbed my machine ‘The Little Mule’ for its accomplishment – she’s tough!


History of KTT 470 – ‘The Mule’
KTT470 was originally dispatched from the Veloce factory on May 19th, 1933, and is one of 3 KTTs sold originally to the United States, although it was supplied as an engine only, to Mack’s Motorcycles in Everett, Massachusetts. Only five KTTs were sold new in North America between 1928-49, the others being: KTT53 a very early MKI which I owned in the 2000s; KTT102, another MkI sold originally to ‘Oglasud’ in New York (and still in New York today); KTT 454, a MkIV sold to Otto Ling in NY (where now?), and the MkVIII KTT929, which Eddie Arnold owned. As ‘road racing’ was virtually nonexistent in the USA in the 1920s/30s, racing was on dirt tracks, just as it was in Australia, New Zealand, and South Africa – the largest foreign markets for Velocettes. The European customers (Italy, Germany, Austria, Holland, etc) generally raced on paved roads by the late 1920s, although there were plenty of dirt/pavé combos to race on as well. We English speakers share a ‘backwater’ history as dirt racers, a tradeoff to our wide open spaces and low population density, and long may it remain so!
A photograph owned by Rick Haner, and AMCA club member in Chico CA, showed his father racing a Velocette for Mack’s Motorcycles before WW2, which is undoubtedly KTT470. Mack’s was a motorcycle dealer and race sponsor, and KTT 470 was their ‘tool’ in 30:50cu” racing from 1933, installed in a 1928 KSS chassis, which is how it sits today. While the standard MkIV engine is reasonably fast when on alcohol, as allowed on dirt tracks in the ‘30s, its competition would have been Harley-Davidson ‘Peashooters’, converted Indian Princes, or Rudge/JAP speedway racers. The Velo would have been the equal of any of these, at least in the 350cc capacity. Most speedway racing in the US was 500cc, and so the KTT was at a capacity disadvantage. How the KTT did in East Coast racing is something I’m still investigating.

Mack’s Motorcycles, Everett MA
Clarence A. ‘Mack’ McConney owned Mack’s Motorcycles in the 1930s-70s in Everett Massachusetts, a suburb of Boston, which was a Triumph dealership in the 1930s, among other brands. He was an active supporter of racing and racers, and built KTT470 as a racer in 1933 from the engine supplied from Veloce into a 1928 KSS chassis. It’s unknown if he was a Velocette dealer at that early date, or whether he had simply followed the news of the KTT’s racing successes in Europe, and wanted a hot motor. The racing history of KTT470 under the sponsorship of Mack’s Motors is still being researched; apparently Erwin ‘Pop’ Haner raced the KTT in the 1930s. Mack was member #1 of the East Coast regional AMA district, and sponsored many races and field events over the years. From his June 5, 1996, obituary in Cycle News:


Eddie Arnold
A founder member of the Velocette Club of North America, Eddie was a passionate collector of Velocettes and other British motorcycles. He finished restoring KTT470 in the mid-1970s, and only when he attempted to race her did he begin the process of improvement that made her into a winner. Here’s Eddie’s take on that process from the Jan/Feb 1983 edition of Fishtail West, the Velocette Club of North America’s magazine:
“A Vintage Racer the Hard Way
I spent six or seven years getting all the parts together for the ‘32 KTT, both in England and here in the US. Parts were not as hard to find in the early 1970s as now. Add to that another year for restoring it between more important things like cutting the grass, painting windows and all the other crap that comes before one can restore a bike in peace and quiet. I was proud of the finished bike and took it to all the rallies and classic shows. I even took it to riding it around the parking lots, making noises like everyone else. Somehow, the parking lots just didn’t get it. I wanted to really race it. You know, turn it on and scare the hell out of myself and anyone riding near me. I joined the ARRA racing club in Southern California along with my friends Paul Adams and Richard Ong. Paul, ‘Mr Norton’, was riding a Velocette and so was Richard. The first vintage race was at the ‘Big O’; Ontario Motor Speedway. Big, fast and very smooth with banked turns, that’s Ontario. On the first outing I learned that a lot of things would have to be changed if I wanted to be in the running or even finish a race. Six laps on a two-and-a-half-mile track doesn’t sound too far, but following a bunch of Gold Stars and watching the nuts and bolts bouncing along the track, I wondered what was happening to my bike? At least there was no one behind me to see my parts falling off! I remember seeing Paul go past in a turn, wide open with both wheels drifting. I could even hear the valves hitting the piston. Flying fighter planes and getting shot off aircraft carriers by steam catapults has definitely affected his mind.







Of all the Velo’s you’ve featured ( yours and others ) THIS is the one that makes me smile .
Suffice it to say … it aint no Vincent .. but regardless .. its a damn fine looking bike . I assume it rides equally well ?
Rock On – Ride On – Remain Calm ( despite a world literally and figuratively on fire ) and do by all means – Carry On
😎
It’s way better than a Vincent, and will blow any Vincent single or twin into the weeds on any patch of road with a corner. And I’ve ridden plenty of Lightnings and Norvins…I’ll take a simple OHC single over a lumpy pushrod V-twin any day. It’s why I’ve never owned a Vincent in fact, they handle like crap on the bad roads of California.
I’ll share a story: at the 2006 Legend of the Motorcycle ride after the event, I was leading the ride on my 1928 Sunbeam TT90 over Skyline Blvd, which is a wonderful motorcycle road snaking along the ridge of the Coast Range. Following immediately behind me was Alain deCadanet on the original-paint Vincent Black Shadow he’d owned for decades. At one point along a short straightaway there was a deep pothole camouflaged by the dappled light through the Redwood forest canopy. I went through it at 80mph on my Sunbeam, with its 2″ front suspension (Druid forks) and no rear suspension, and while shortly airborne, the TT handling of the ‘Beam saw me through. Alain was not so lucky, and his Vincent tied its chassis in knots from the bump, casting bike and rider down the hillside. Broken bones and broken bike for Alain. He’s never really forgiven me, and I can tell you stories over a beer.
Anyway, no Vincents for me. OK, maybe an Egli.
Yup … in a straight line a Vincent could kick the crap out of most anything Still can as a matter of fact . Can still scare the crap outta even the most ardent Pocket Rocket rider as well . . But handling ? High powered cruisers comes closer to reality . But ….. a Norvin ? Ahhh .. no Mr d’O ! I aint buying that in the least . Norton Featherbed handling with Vincent power underneath …… yeeee haaaaw .. Beep Beep Zip Bang and see yer ( cuss ) later ,, lol
But ahh … come on Mr d’O .. I knows ya’s a major league Velo fanboy … but seriously … 1930’s technology versus flaming at the gills 1950’s … GTF outta my way afer I runs ya into a ditch Vincent ? .Errrr .. no Mr d’O … put a serious Vincent rider on board … and it’d be you having a little coming together with the infamous ” Sausage Creature ” as I recently did . Not that I’d wish that on you or anyone else for that matter
Begging the question … what actually [and truthfully ] went wrong mechanically with Alain’s bike ? Cause err … methinks you and I both know without a mechanical mishap … that’d of never happened . Alain aint no pro rider …hell he aint evenone of the top 20 Vincent manhandlers .. but he’s a helluva lot better than that … as is the Vincent in question
As for an Egli … most definitely my choice as well ! Especially a Godet Egli Vincent with one of Godet’s recreation motors beneath me ( no leaks … modern clutch.. reliable metals etc )
But …… err …. from a purely investment perspective … aint y’all just wishing like ( cuss ) you had bought a Vincent or two back when the likes of you and me could buy a Vincent ? I know I do . ‘ specially those two ‘ basket cases ‘ I practically had thrown at my feet .. damn it
Now about that beer ( or three ) hmmm … if ya ever makes it out Denver way .. I’d take you up on that . Cause as things stand I aint traveling any time soon .And … Hell .. it’d even be my treat .. and I’ll toss in a bit of food to boot ( Park Burger baby …. great burgers … great beer selection … funky fun albeit still family atmosphere.. the original location on ole S. Pearl is my fav )
Now go enjoy the hell out of that fine little Velo featured here .. as well as the CA weather … before all literal hell again breaks loose your way
( as a small source of commiseration … As it goes in CA .. so it now goes in CO as well …. sigh … ” Fire … da da da .. dada da ,, you’re [ we’re ] gonna burn … da da da dada da ” .. damn Arthur Brown anyway ! )
After a night of consternating over this conversation ….
From the Department of Corrections ;
1) Vincent V Twins are the polar opposite of lumpy , not to mention being one of the most compact 1000cc motors in M/C history , as well as the longest running both as fastest .. as well as being raced successfully for the longest period of time ( hell them Aussies is still racing them in their sidecar racers )
2) Pardon me mate .. but aint yer that thar fellow what constantly advocates for the glories and joys of Brough Superiors ? By far the lumpiest as well as bulky over weight of all V-Twins ?
( don’t get me wrong Pd’O .. I love B-S’s … but you’ve got to admit .. in your criticism of Vincents there’s more than just a bit of hypocrisy going on )
3) When to comes to ‘ lumpy ‘ mi amico … there’s a reason Singles have been labeled ‘Thumpers ‘ . Cause thats what they do .. even the best and most modern [ over balanced ] of them … they thump the ( cuss ) out of you !
( apologies Pd’O .. but every time I’ve ever ridden a single .. of any kind or era … I always feel like I’m riding an over grown fat ( cussed ) MiniBike … my bad no doubt .. but there it is .. my ‘ opinion and I’s holdin to it )
4) Your criticism of Vincent handling characteristics . Any competent Vincent rider knows …. one does not simply throw a leg over a Vincent and ride like ( cuss ) . Fact is there is a lengthy pre-check … rivaling that of flying an aircraft necessary .. to make sure everything on that complicated ( over complicated would not be an over statement ) chassis and suspension is in line … tightened and fully adjusted .
Begging the question … did Alain ( and yourself ) forget /ignore those lengthy steps before twisting the ( cuss ) outta the throttle and diving into corners ?
5) Finally … thinking about your Tale of Alain again . Suffice it to say … NO competent , responsible , adult rider/driver blames another for his or her mishap … unless that other ran into or cut you off causing the mishap .
So why the ( cuss ) does Alain hate you ..,,, and if that is true ( not making any judgment mind you whether it is or is not )
… and thats the dark side of Alain .. well .. suffice it to say my opinion of Alain d’C has fallen off the cliff … not that I’ve been much of a fan to begin with … but seriously …
Rock On – Ride On – Remain Calm ( despite the current Dept of Corrections post ) and do – Carry On … minus err … that hint of hypocrisy I mentioned .. LoL
GuitarSlinger ( aka Kafka on the High Plains ) 😎
OK, some simple comparisons:
Best race average of a standard-chassis Vincent in period at the Isle of Man = ~81mph in the 1953 Clubman’s 1000 TT
Best race average of a Velocette KTT (348cc) in period at the Isle of Man = ~86mph in the 1951 Junior TT
Best race average of a Velocette Thruxton (500cc) in period at the Isle of Man = ~90mph in the 1967 Production TT
This is why I ride Velocettes and other British racing singles, not Vincents. Don’t believe the hype; I’ve ridden them all.
Hi Paul,Rick up in Chico…..I hope your well….It brought a tear to my eye to read once again about uncle Mack and my dad who raced this very bike in the day….I really need to come down and swing my leg over this machine as you suggested back,many years ago when you were up here on one of our club rides….Just thinking about doing it gives me goose bumps….Some day when I do that,I’ll tell you about some of the parts Mack fabricated like the hand hammered aluminum primary cover a friend of mine in that area still has…..and some of the other parts that were found in the back of that old shop on school street when they bought him out (which I took a picture of while visiting there back in 2018) that I will share with you….All the best till then….Rick
Hey Rick, the offer stands! I need to do a little work on The Mule, so a ride will have to wait until she’s sorted. But, if you have a connection to any old parts or photos, I definitely want to know!
all the best, Paul
Hi Paul,
Great to read about Velo adventures stateside. KTT’s are beautiful machines, a friend of my fathers has 40 Velos including many KTT’s a MKIV included (such a great bike to ride). He’s even been building bikes he hasn’t got in his collection… So has built a MKVI and a MKVII. He has built jigs and made the frames, had all the lugs cast and made the girder forks, it helps that he is blacksmith and engineer. My Dad being a seasoned wood worker has been turning replica hubs etc to make the casting moulds, he also made a bung for tank to be panel beaten around. A real cottage industry. It’s great to see a couple of guys in their mid-70’s still tinkering. An art that will be lost before too long.
I too have the Velo bug so have 3 Venoms, 2 of which are Clubman’s. One of these used to be raced in the 60’s & 70’s and I’m the 2nd owner. Managed to get lots of photos of it racing and still keep in touch with the original owner. Managed to get in a UK bike mag after I took it for a spin to my local bike meet. I’ll include a link to the article in form. My other Clubman was the last bike to leave Geoff Dodkins shop in London and wasn’t registered until 1990.
My Dad and I are often the only Velo riders at meets here in the South West UK. When I first started going on the rides there often 10-20 Velos so it is sad to see fewer on the runs. Anyway great to see the passion still alive and revving in the US. If you are ever in the UK I’m sure I could arrange a visit to my Dad’s pals collection.
All the best,
Jody K
It is very precious to own a Velocete KTT, and I can only appreciate its heroism through the Internet.
Hi there. I am hopefully one of your gang can help me. I have a 1935 mk11 KSS I have had for over thirty years. I fitted a 17/8 cam and did a lot of fast miles.last year it started smoking so I decided to rebuild it. I have had a race engine for years so I put the barrel, piston and complete head on. The piston is around 11 to 1, the head has been extremely modified with a 2” inlet and an 1 1/2” exhaust. This has a marked up 17/8 cam with rockers that look to be pretty exotic knife edged. The carb is a 389 with a 320 main jet. The ignition is a competition BTH magneto. I have set the cam and ignition timing, which I have done numerous times, valves set to 6thou. I just cannot start it. There seems to be very little compression. If I wind the rockers off there is a ridiculous amount of compression. It dose not even go bang when I squirt petrol into the intake. I have checked and double checked the timing and spark. Any ideas (please)
TT – Trueth Tested.
Amen! If it can win a TT, it will last the abuse I give it.