Innholdsfortegnelse for January 2020 i Real Classic

I’d had another great idea. These are not entirely infrequent here at RCHQ Bude, as you may know – and if you do already know, you are immediately forgiven for moving swiftly on to the next page! The great idea? Instead of whining piteously about my lack of progress with – well – anything in The Shed, I would instead write cheery, positive and possibly uplifting stuff about getting out and about to a couple of great events. Not just any old events, no! These would be as different as I could fit into what is in all truth a fairly uncrowded schedule. So, the great big new bike bash which is held at Brum’s NEC each year, and the great grubby bits extravaganza hosted by the Somerset section of…

I wonder whatever became of my 1959 Triumph 5TA Speed Twin, registration 613 JUP, which is no longer on the DVLA records. This pic was probably taken in 1975 and, as I moved on to larger bikes, was the last time my feet could lay flat on the ground for many years. Paul Narramore, member An enterprising reader found some info on the isitnicked.com website which shows this bike was last MoT’d in 2012. At that time it had covered just seven miles since 2006. Maybe someone out there knows more……

For me a large part of enjoyment in our bizarre hobby is messing about in the shed with my Bullet on the bench. This occasion started out as a routine service preparatory to our forthcoming club bash in the mountains. As the centrestand was getting a bit stiff and squeaking, I took the opportunity to investigate. A thorough gander in the nether regions showed that the only way of lubricating the stand bushes was to drip few drops of oil where the spindle protrudes a little way past the frame plates. This was completely useless because no lubricant could get to the spindle to stand inside area at all. Worse, the OE spindle was rotating with the stand movement, thus putting all the weight on the 3/16” thick frame plates.…

I’ve just read John Robinson’s letter regarding the Bullet’s brake problem in which he says ‘and the disc rotation can’t push the pads back into the caliper.’ There is a common misconception about how disc brakes work. When the brake is applied, the amount of brake fluid moved by the master cylinder is quite small and, because the caliper pistons are so much larger than the bore of the master cylinder, the movement of the pads is minimal. The pistons are sealed with O-rings. When the pistons move, the seal does not; it distorts and when the brake lever is released this distortion is what pulls the pistons back. As the pads wear, eventually the limit of distortion is reached and the seal moves into a new position and the…

The time has come to part with my BSA A10 due to bits falling off me; the bike is in better condition than me. Question is: do I sell the registration number off the bike as I have had an offer on it? Or will this devalue the bike significantly? What do readers think? David Malins You might try advertising the bike for sale with its original number and quote the valuation for the registration; see whether anyone is prepared to pay a premium to keep them together. You never know, an earlier owner might be out there searching for this actual machine, and a Small Ad might do the trick… Rowena…

Electrical problems usually start with the battery. Each component in the charging circuit should be checked in turn with an appropriate multi-meter, starting with the battery. BATTERY: Before looking elsewhere for electrical or ignition faults, the first rule is to establish the battery is fit and healthy. A 12V system such as on Jimmy’s converted G80 should give a battery reading of 12.5V or higher (6.4V minimum on a six Volt system). RECTIFIER: Is the regulator/rectifier sending a charge to the battery? To check the charging system is functioning correctly on a 12V set-up, a reading of around 14.0V - 14.4V should be recorded across the battery with the bike running at a fast idle (7.0V - 7.2V for a 6V system). Less than 13V suggests there is a problem,…

As Karl’s confidence increased, he took on more demanding tasks until his Bullet became completely unique 2008-09: English brake linings; heavy duty front brake cable; Progressive fork springs 2009-10: 350-style, deeply valenced mudguards; raised handlebars; 1950s-style dualseat 2010-11: 5-speed gearbox; 19 (from 17) tooth gearbox sprocket; 5-plate clutch; dual rate springs; English rear chain; Hagon rear shock absorbers; windscreen; Rickman top box and self-made carrier 2011-12: Avon Roadrider tyres; top end engine rebuild including oversize exhaust valve; cylinder head internally ported and gas flowed, externally deburred and vapour blasted plus 20-thou rebore; high compression forged piston; Amal Mk1 Concentric carburettor; K&N air filter; high capacity oil pump; English worm and pinion; oil pressure relief valve; petrol tank chromed; petrol tank, mudguards and toolboxes repainted…

We’d love to share motorcycling photos from your own family album. So if you’ve got a snap of grandma and grandad on the old combination, or maybe your father on his first bike, then send them to us for this page. There may be prizes for TP’s favourite photo each month… It’s probably easiest to take a digital image of your original pic and send it by email to RCHQ@RealClassic.net but you’re equally welcome to send actual photos (but not prints of scans, sorry) by post, and include an SAE if you want them back. And don’t forget the younger generation – photos of your offspring and their close encounters with classic bikes would be wonderful as well!…

You don’t have to spend very long with older riders of older bikes to realise that a number of views seem to regularly crop up when comparing the modern day with The Past. However, I’ve begun to wonder how many of those views are actually based on fact and how many are based on what suits our take on the wider modern world. So, I’ve picked out a few of the ‘facts’ that I hear regularly aired and given them a thorough inspection – other opinions are, of course, available. EVERYONE DID THEIR OWN REPAIRS To disprove this statement, I didn’t have to look any further than my own family. My father and uncle both rode bikes for economic reasons but neither had an ounce of mechanical understanding. If they…

I feel obliged to question the accuracy of the information given by PUB in RC188 on the recent Stafford auction results about the Eric Patterson Viscount. A handful of bikes comprising Vincent Black Shadow engines were built into Manx Norton cycle parts by a Black Country businessman named Tom Sommerton in a small workshop in Lawrence Lane, Old Hill in the autumn of 1959. My late father, Frank Shaw, was one of the small team who assembled the bikes. They were given the name ‘Viscount’ which was emblazoned in gold on the large black petrol tank. I still have the faded copies of the articles published in Motor Cycle News of the road test on July 20th 1960 where Peter Howdle was very impressed with its performance. Not sure where…

Alan Cathcart’s piece in RC187 brought back memories of the Horex I rode in 1996. My good friend Henry in Norway (see ‘Marathon Man’ in RC151) has a 1956 400cc model and I get to ride it every time I visit him. It has the gear change and rear brake on the correct sides, so I don’t get my feet in a tangle, and it rides very sweetly, just like a plunger BSA B31. When I took it up the road for the very first time in 1996 it was, fortunately, on a suburban side road – when I got back Henry had turned grey. Being mainly concerned with not doing any harm to his precious bike, I had ridden on the left side of the road (as one does)…

At the Ace Cafe, at the break of day The bikes, they are lining the roadway. The rumble of twins, raising the grins of the assembled leathered and weathered. As the engines all start, they begin to depart, Bikes rolling down to a seaside town. Some people on trikes, well it takes all types, Ride the way from London to Brighton Now down by the beach, along the waterfront reach There and then once again they’ll assemble In front of the seaside hotels, around the burger van smells They gather in devotion to two-wheel motion. There’s bikes of all sorts, Harleys ’n’ Japanese imports There’s some pride and joys, and some weekend toys, Some funny looking critters and some ear-splitters, And they’ve ridden the London to Brighton And amongst the…

Could I thank you for the article on the 4-cylinder Bantam. I live near Northampton and over the last few years I’ve seen this bike parked at lots of local events – I’ve even heard it disappearing up the road at a brisk rate of knots! The sound is awesome. But – and here’s the rub – I’ve never been able to find out more or chat to the bikes builder. Frustrating? Highly. A quick flick through the December magazine and there it was. I couldn’t believe it. Hopefully it’s the answer to all my questions and RC hasn’t disappointed – excellent as usual. Anyway, after reading it several times, I have to say that I’ve the greatest respect for the gent whose imagination and engineering prowess have spawned such…

Reading Frank’s story about registering the BSA, I thought you’d want to know that the trip to the MoT station was superfluous. As bikes over 40 years old are MoT exempt, you can use form V112 instead. All you need to do for any vehicle over 40 years old is to put R in the category box and sign it. This worked for me with a 1912 Rudge first registered in Ireland. I have also used the V112 to tax a vehicle at a post office, so no need to bother with MoTs for anything over 40 years old ever again. Hopefully this will make it easier next time. Brian Petheram, member 2167 Thanks for that, Brian. I didn’t know! However, there was also a secret motive. It was possible…

Issue 185 had an article on the Triumph 350 3TA and the article asked for a witty caption involving a Triumph 350 and a boat... Well, this is more of a story than a caption, but may be of interest. The boat connection is that back in those halcyon days of the 1960s, the Triumph 350 had to arrive in NZ by this mode of transportation, and quite a few of them rocked up on the Shaky Isles Shores. As time passed and classic bike racing became popular, these Triumph 350 3TA motorcycles were morphed into classic racers. There were obviously enough of the originals still around to make this all worthwhile and to provide the necessary parts and spares to do the job. These 3TA classic racers soon got…

Going places? Grab your jacket, hat, gloves and get that old bike a-rolling! JANUARY 8 TH ➤ There’s an AUCTION OF BIKE BOOKS and other motorcycling ephemera at the Cotswold VMCC section’s meeting, from 8pm at the Churchdown Club, GL3 2ER. 01452 840489 JANUARY 11 TH  & 12TH ➤ The Carole Nash WINTER CLASSIC opens 9am at Newark Country Showground, NG24 2NY. Heated indoor halls with stacks of classic bikes, special scooter displays, motogymkhana and more, plus star guest GP and WSB rider Frankie Chili. Free motogymkhana: book your session online. Advance tickets £10, free parking. 01507 529529 /classicbikeshows.com JANUARY 12 TH ➤ There’s an indoor BIKE SHOW hosted by the NW section of the VMCC at the Junction Pub, Rainford, WA11 7JU. Free admission to exhibitors…

REX STOCKS TRI-SPARK KIT The Tri-Spark electronic ignition system comes highly recommended by owners of original Beezumph triples. These class-leading kits are now available in the UK from Rex’s Speed Shop who say they are extremely impressed by the ‘simplicity and quality’ of the Tri-Spark design for all kinds of classic Britbike. ‘In our opinion, Tri-Spark ignitions have taken pole position for owners looking for a high-end ignition for a twin or single cylinder British motorcycle with 12V electrics. They are simple to fit with all the electronics contained under the points cover and no external box in most cases. The digital electronics give starting with no kick back and stable idle plus first rate running.’ For three-cylinder Britbikes, the Tri-Spark set-up solves any low-voltage starting issues to give smooth…

It was the last day of Motorcycle Live (the UK modern bike show) before PUB remembered. The weather was not as dry as forecast, but what matter when the bike parking is indoors (except for a 100 yard walk to the halls)? Traditional brands seem to be doing well, with Royal Enfield, Norton, Triumph, BMW, Guzzi and Ducati (whose Scrambler range is treated and shown almost as a separate brand), but even the Chinese are joining in, having acquired Benelli and Mondial. The last one is the least easy to fathom, for the great days of FB Mondial were over 60 years ago (World Champions 1949-50-51 and 1957) so it is unlikely that the youngsters at whom their 125s are targeted will remember. They might notice that unlike most 10-11bhp…

Plenty of books have been written about Royal Enfield motorcycles, most of which concentrate on the popular and most numerous post-war models. Peter Miller has filled the gap most admirably, spending four years researching the origins of the company, from the production of needles in Victorian Redditch to the forming of Royal Enfield in 1893 and concluding with the very recognisable sporting 350cc motorcycles of the late 1920s. The first four chapters cover the company’s pursuit of the personal transport revolution commencing with the lucrative production of safety bicycles, before investing in motor quadricycles, motor bicycles, tricycles and motor cars, powered by well-developed engines imported from continental Europe, where horseless vehicles were unhindered by speed restrictions. The engineering talent of Robert Walker Smith, a former technical assistant to D Rudge…

I have just read my second book in about ten years. I don’t do novels, but factual books interest me, especially those with motorcycling content. ‘Stealing Speed’ is the story of the development of the two-stroke racing engine, and as somebody who likes to play with tuning Bantams it appealed to me. A fascinating tale of Ernst Degner’s defection from East Germany, to pioneer Suzuki’s race to win their first GP and world title, then subsequently dominate motorcycle racing. It also highlights life during the regime in East Germany under the repression of the Stasi secret police, where Degner studied under Walter Kaaden at the MZ race workshops. A great insight to racing during the early Sixties. Even the epilogue is interesting with many references to and by racers of…

I’m writing to say how much I enjoyed the wiring knowledge and tips shared by Stuart Francis. The article was a wake-up call for me from the opening sentence and in particular the section on the benefit of not soldering connections. I have been faffing about soldering connections for 45 years with varying results, finger burns and assorted splatter, and to learn that often it was better not to solder was enlightening and welcome news. The article also prompted me to review my wire stripping and connection crimping arrangements, very much in the DIY naughty corner, so it was an excellent excuse to research and treat myself to some new tools – brilliant! I found myself a lovely boxed pair of professional strippers and crimpers as recommended, and with the…

Parts and services have been sourced from many different companies over the years. The following deserve special mention for their skills and advice and, in many cases, their infinite patience with a sometimes over-enthusiastic amateur! JIM ALLEN of Holton-le-Clay garage for supplying the original motorcycle and early technical help HITCHCOCKS MOTORCYCLES for supplying most of the proprietary parts DAVID MIDDLETON & SON for supplying stainless steel nuts, bolts, washers, etc, as well as round and hexagon bar KAS RACEPAINT for paintwork, gold lining and transfers PRESTIGE ELECTRO PLATING for chromium plating PERFORMANCE CLASSICS and Paul Henshaw for splitting and rebuilding the flywheels and crankcases…

OFFERED FOR £12,500 by Moto Corsa, this import from Belgium has travelled under 550 miles since a complete restoration. Comes with Hepco Becker panniers and UK paperwork THIS 1975 UK EXAMPLE has clocked up under 20k miles from new and has been in the same family since 1989. Starts easily, runs, rides and all gears select. Good paint and new tyres. £8995 from Russell James Motorcycles UP FOR £9995 at Colwyn Bay Motorcycles, this 1976 edition has covered 40k miles and has been restored (stainless exhaust, stainless spokes, polished wheel rims, etc) SOLD AT AUCTION last autumn, this 1974 bike had been recently recommissioned after many years in a museum. Fitted with Keihin exhaust end-caps, aluminium indicators and a new instrument binnacle. Fetched £10,350…

PART TWO: BEGINNING THE BUILD Remember the Grand Plan whereby I would fit the complete roller crank into the Austrian cases and then assemble all the other bits on top? Well, the Austrian cases are exactly ¼” wider between the main bearings than the roller crank! No way of fixing that without changing other things to suit. Plan B is thus to use the plain bearing crank – which exactly fits the cases – in this build. Measuring the one plain big end rod shows that it’s 6.00” centres, 9/16” shorter than the ‘roller’ steel rods. Measuring the stroke of both crankshafts shows that the ‘roller’ one is exactly 77.00mm whereas the plain bearing one is 73.50mm. A close look at the cylinder bores showed a slight lip at…

In recent issues of RC a number of correspondents have queried Neil Cairns’ article on fitting an ‘Easycap’ to his magneto, which apparently restored easy hot starting. Quite rightly they ask whether the internal capacitor (the more modern term for the old condenser) should be removed first? Quite right, it should – usually. Readers will all know that the capacitor somehow magically suppresses sparking at the points, and enhances it at the plug. My simple explanation is that when the points open, the magneto primary current has to stop. But this stoppage of current and its associated electro-magnetic field, results in a high voltage – a few hundred volts, and will draw an arc at the points immediately they start to open. To prevent this, current is allowed to flow…