In November 1933, Veloce Ltd announced a new 350cc class contender, the MAC, which met a demand for a long-stroke version of the MOV. There were cosmetic changes for 1936 and a year later both models gained an automatic ignition advance/retard mechanism, activated by sprung bob weights within the standard timing case, under a company patent. Both the MOV and, in particular, the MAC had become a sales success by the time that war intervened.
Roger’s 349 cc MAC dates from 1940 and owes its existence to an order from the French government, which was soon nullified by surrender to the Nazis in June of that year. The British War Department took on the contract, which eventually totalled some 1200 models to basic WD specification. These early bikes were designated MAC (WD) by Veloce Ltd, though they are more popularly known by their engine prefix of MDD. Following further development, another 947 units were built as MAF (M-series Armed Forces) by September 1942. Roger’s bike is the former type, and as such has relatively few modifications for military use. Aside from the obviously utilitarian cosmetics, there is a plain rear mudguard and no valancing on the front one. The frame carries a steel skid to shield the crankcase from rough terrain, and bump stops are fitted to the front forks, as was standard for all the military machines.
Purists may note that the fuel tank is actually a later MAF item, which can be identified by a substantial cut out at the rear for a high-level air intake, although Roger has since fitted the correct MDD type. The rear brake also has the MAF-type extended torque arm that mounts on the sidestand pivot, as this makes for much safer braking. The standard tubular silencer would have lacked a fishtail for this model, but the trademark Velocette item does not look out of place painted silver, while the green overall paint scheme appears to be a shade or two lighter than army-issue khaki drab.
The engine protests when I try to employ the same lazy kick that readily fired its smaller sibling, so in deference to the longer stroke I ease it over top dead centre first. The unit offers more torque than the smaller MOV, though its top-end performance feels about the same. It also feels like a heavier bike to ride, though there is just 5lb difference between the two, and it reacts less animatedly to rough road surfaces, particularly at the front end.
With its mild compression ratio, low first gear and heavy-duty clutch, the MAC in MDD form can pull like a side-valver and would certainly make the better tourer of the two. I find that I use fewer gear changes to maintain progress at cruising speeds, where there is also less intrusive vibration. Twin toolboxes and a hinge-up rear mudguard add to the practicality, and the rear stand secures with a spring clip instead of the MOV’s two bolts, which require a spanner to undo. On a foul-weather day like today, the military bike would also take a lot less time to make presentable for inspection.
When the war ended, a MAC was the first civilian machine to leave the Hall Green works in March 1946 and the MOV followed in May, with almost all models going for export. The MOV was discontinued just 18 months later after approximately 4500 had been built, the final production batch having Dowty Oleomatic front telescopic forks in place of now-obsolete Webb girders. However, it remained a popular mount in all forms of 250cc class racing for many years. The MAC continued, largely unchanged, until late 1951, when Veloce Ltd fitted its own front forks and cleaned up the engine appearance, using a light alloy barrel and cylinder head with cast-in rocker boxes. A new swinging arm frame option with dual seat saw the model through from 1953 to its demise in 1960, by which time around 25,000 had been built.
The rain has hardly eased as I navigate the island around St Nicolas Church, where Roger and Jane are waiting. We are all glad to be wearing full waterproofs and take a few moments to chat, in case the sun should make a sudden appearance for our ride home. Roger, who is now aged 60 and semi-retired from computer programming, tells me that he plans to ride his military bike over to France for the 65th anniversary of D-Day. He explains his faith in its reliability, “I love the Velocette’s basic simplicity and the fact that it’s well engineered. You don't have to constantly tinker with it because it’s been designed properly and tends to stay in tune. You can’t say that about all British bikes!”
Jane shares every bit of her husband’s enthusiasm and both are now collaborating on a new Velocette project. She explains, “I've got Roger building a 1926 EL3 Ladies’ model, which is a two-stroke with a step frame that I’d like to ride in the Banbury run. Like our two roadsters, it was in a sorry state when we got it and will take a lot of work to complete, but we’ll enjoy doing it together. I find it so satisfying to revive something that is so rare and of course, we are so lucky to be able to share our love of Velocettes by actually riding them on the road together.”
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