first words the scott e-newsletter subscriber profile – jan...

For a global grouping of Scott lovers

In this Newsletter…..

First Words

The Scott e-newsletter

Subscriber Profile – Jan Buchwald

Techno Speak – Securing the Outrigger Sprocket

2 stroke, 2 cylinders, 2 speed and… 2 pieces of wood !

Technical Q & A’s

Scotts in Competition 1 – Cadwell – September 29/30

Scotts in Competition 1

Where Are They Now?

Supplier List

Disclaimer

The Final Word

November 2007 Edition 16 of 22

First Words

Good God we must love these things!!

In the July edition I mentioned that by helping Roger compile the Scott eNL, it was, for me, one small way in which I could repay not only Steve Enticott for his work in getting it going, but all of those other people who had contributed to previous editions, and in so doing, had helped provide support, guidance and advice to me and countless other readers. One key member of “those” people must surely be Erik van Dongen.

His web-site in itself is an exemplary case study for any budding web-site designer/developer. More importantly (to us), his ingenuity in repairing, adapting, developing and creating a whole range of well thought out engineering modifications is surely an inspiration to us all. And on top of all this, he takes the time to jot it all down, photography the various stages of progress, write it all up and then publish it (don’t underestimate the time and effort in this alone), all so that the likes of you and I can enjoy the benefit from the knowledge therein – and all for free!! Not a business model that the Hayes Manual emporium is about to adopt that’s for sure.

How terribly ironic, therefore, that such an appalling piece of ill-fate should befall him on commissioning his meticulously re-engineered engine. Reminiscent of the fate that befell Richard [Moss] at Mallory, though seemingly for completely different reasons, the outcome was equally catastrophic. The details of this are well documented on both the Scott web-site forum and in the October edition of Yowl.

I have no desire to re-publish the associated mechanical carnage in this edition (I assume, rightly or wrongly, that if you can access the eNL, then you have the ability to access the Scott Web-site form pages). I do however, want to relay to Erik, that there are many, many people out there who have the greatest empathy with his current situation and we wish him, as the French would say, “Bon Courage” in picking himself up from this set back (and despite all this, he still has time to send a small article in for this month’s edition!).


The Scott e-newsletter

Produced by Roger Moss with assistance from Graham Parker as a private non profit making project. It is intended for all who have an interest in Scott motorcycles, their variants and their history. The objective of this free monthly newsletter by email is to promote a sense friendship, fellowship and objective mutual help and interest, using modern communication technology.

This newsletter is not connected with “The Scott Owners Club” or any of its sections. We do, however recommend membership of the SOC to those with serious long term Scott interests.

Roger Moss and Graham Parker are both members.

We are very happy indeed to receive your suggestions and especially your contributions to improve and develop this newsletter. In truth, if you like the concept, please help with the contributions, as the organisers will find it difficult to continue to supply regular new copy unaided. Help us to help you!

Other languages .

We publish this newsletter to help others. We do not reserve copyright. We would be very pleased if any person wished to translate the published information and make it freely available in any other language.

For commercial re publishing in the English languag e.

Please contact us first, but hey we need the publicity, just acknowledge your source, this is all we will ask.

To receive your free newsletter, send us stories for publication, feedback, support or simply to be removed from the circulation list contact Graham Parker at [email protected]

To send technical copy please contact Roger Moss via [email protected]

If you enjoy our newsletter and have any friends who you think might find it interesting, why not forward it to them? If they then wished to have it on a regular basis, they only need to tell us.


Subscriber Profile – Jan Buchwald

Sincere thanks to Jan Buchwald for responding to our plea for subscriber profiles. Scotts are unique machines and their owners are discerning people who appreciate their unusual character…

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Greetings fellow Scott Owners, let me introduce and tell you a little about myself.

My name is Jan Buchwald. I am 54 and live in Denmark, in a district called Zeeland with my wife Lotte.

Lotte runs our modest farm with sheep, and goats etc and has two Matchless machines, a G9 and a G80, so we can enjoy runs together. My occupation is working with environment measurement on power plants.

I bought my Scott seven years ago from a private trader in “Classic Motorcycle”. It is a Birmingham type Scott that I think has been built from 1950 Flyer components, built into a 1960 Birmingham frame. Someone once called it a “conversion model”, but I normally call it a ’56 model, as that is what it looks like.


There are only about 15 Scotts in Denmark, so you don’t have the nitpickers telling you what’s right and what’s wrong.

The bike was fairly original and complete when I got it, but I had troubles with the cylinder. Luckily Roger was able to supply a new barrel from stock. The gudgeon pin holes in the pistons were rebushed by a Danish cylinder shop.

At one time a crank had failed and the con rod had punched holes in the crankcase, this had been repaired by welding, but, as it turned out, not well enough, as there was an air leak and I was able to lower the needle one notch when I had the welding redone. The glands have been changed to oil seals and I run without non return valves, but it functions well with normal oil consumption. Ignition still uses contact breakers but is otherwise electronic and utilises my own electronic regulator, which I make and sell as conversion kits for other vintage and classic motorcycles.

The original Dowty forks leaked very badly, so I tried new seals, but that didn’t help, so I decided to rebuild the forks, using springs. With the help from a picture from “Yowl”, we copied the internals of the later forks and had a local spring maker make springs, he had to make several before we got it right.

I have changed the gearing as it felt like it was over revving in second gear. I now use 3 teeth less on the back sprocket and this feels more suitable. The Scott is fun to ride on a narrow twisted road and is running well, but it would be interesting to ride another similar Scott to see how mine compares.

I feel that the bike would be improved if it had four gears, but even without that, I really enjoy riding it.

I use it to go to work on fine days, on runs and to rallies and exhibitions, where, it gets a lot of attention.

I must thank Steve Enticott for making “Technicalities” available on CD, on behalf of the great number of Scott Owners who have derived great help from this. It has been an invaluable help in maintaining my Scott!

I have three other bikes: A ’58 BSA A10 (not much used), a ’62 Russian Dnepr K-750 with sidecar (so ugly and solid, that you have to love it), and a ’77 Yamaha XS 750 (sometimes it is nice to ride something with brakes).

My other big interest is black powder shooting, and a bit of gun collecting, especially British guns. It is interesting to consider that sporting gun manufacture was also a tradition of the Birmingham area where my Scott was made.

My future ambitions are to get more time for riding - more weekends and paydays might help.

I like to read travelling stories,


especially if bikes are involved.

We send Kindest Regards from Denmark to Scott owners worldwide and wish you many happy miles.

Jan and Lotte


Techno Speak – Securing the Outrigger Sprocket

There are problems with finding good undertrays as many are cracked and need extensive welding.

This is due to the rear chain pulling the outrigger bracket rearwards, as the face clamping is not sufficient to hold it in position.

This puts great strain on the gearbox mainshaft, which in turn, causes frictional wear and power losses in the high gear bush.

The final result is extensive cracking of the undertray, as the gearbox tries to twist on its tenon.

The best answer is to hold the outrigger from moving. There are various methods, but I prefer the snail cam method.

The snail cam is made like a special washer between the rear LH undertray mounting lug and the undertray, with the securing bolt running through it.

Slacken this bolt, adjust the gearbox, tighten the outrigger bolts, knock round the snail cam to contact the rear of the outrigger bracket, tighten the rear LH lug bolt.

No more power loss, no more high gear bush wear, no more broken undertrays. It makes sense.


2 stroke, 2 cylinders, 2 speed and… 2 pieces of wood !

With my kick-starter slipping very badly I tried out several other methods of starting my two speeder. Getting tired of push starting all the time I figured out that giving the back wheel a firm spin with the bike on the stand and in high gear would get the motor purring.

I decided this was the way to go until I had time to fix the kick-starter properly. And so I found myself doing just this at the very first VMC rally (the Dutch version of the VMCC) I attended on the Scott.

Well you do not have to guess twice to figure out what happened next… The bike fired up at once, quickly jumped of the rear stand and went for a ride of its own!

Luckily no bystanders or other bikes were hit and the damage was down to only the (already badly welded) footrest. And so I ended up making a temporary footrest of two pieces of wood….

But I did finish the 100 mile run and with every mile I started to like my little Scott more!

Roadside repairs rule!

Happy Scotting,

Erik


Technical Q & A’s

Q) If I was to install your high flow transfer ports on my two speeder without any other modifications (well carb setting perhaps), would it make any difference or would it just be a waste of money? A) A waste of time I think. Main problem with two-speeder as regards efficiency, is the side mounted carb. It is necessary to starve the LH inlet with a deflector to balance the lower volume input to the RH side. You could consider balancing them with a “T” branch inlet, but then it would not be "Original"

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Q) Could you explain why the mixture on my 2-speered is not equally divided over both barrels? A) Gas / air and water all react in the same way.

If you want to learn about gas flow, study water flow in brooks / rivers etc. e.g. a brook going round a RH bend.

Imagine this as being similar to the inlet tract on a Two Speed Scott. Water will be faster on outside of bend i.e. on the LH side. It will act like when you tie a weight to a string and swing it in a circle.

Now look at the speed of the water current on the RH side of the bend, i.e. the inside radius. Water is slower and the depth is less.

If the bend finishes and the stream continues in a straight line, then the water entering the straight section will have much more speed and energy on the LH side.

If you were now to divide the stream into two channels like the inlet of a Scott Super, then about 66% of the water flow will go down the LH channel and about 33% will go down the RH channel.

This ratio changes with speed and inertia, so the balance becomes progressively worse as revs rise.

Scott’s answer to this was to fit a metal deflector plate to restrict the flow on the LH until it was more balanced to the flow on the RH side.

Next time you are near an old stone bridge with pillars, look at the side and see the width of obstruction to the water flow caused by the pillars. It is usually about pillar width plus 60%


This is why I remove some inlet pillars in the central area of greatest flow.

If you want to retain the original Two Speed inlet tract, but try and make the induction more balanced between the cylinders, you could remove the majority of the centre two bridge pillars on the RH bore, so it deals more efficiently with the lesser flow that is delivered to it.

Learning theory from books is fine, but if you watch nature in action, you get a better understanding of the basic principles.

With principles you can solve tomorrow’s problems.

Scotts in Competition 1 – Cadwell – September 29/30

A short report from Roger on the Cadwell weekend

Two Scotts were out and were well received, but I would love some more bhp to give to Paul [Dobbs] as he is such a gifted rider. Richard and I had both rebuilt our engines but Paul still had no answer to Ian Bain, who, with 50+BHP with dope, has such a power advantage.

Every lap they came round with Paul right on Ian’s tail, until the straights. He used every ounce of the cornering capacity and every square millimetre of his brakes to the limit, but at the end of the day, there’s no substitute for cubic inches and on the straights, Ian just stomped away. Having said all this, Paul was chasing Ian in the joint race with “500 specials to 1962” and they were well clear of the rest of the field. Paul’s efforts and skills did not go unnoticed and he was awarded “Rider of the Meeting” which he richly deserved.


Richard's gearbox was great when he got away, but he lost a lot of ground starting with a very [too] high bottom gear. Despite this he did very well, especially considering that there were some very good riders and machines in the rest of the field - I was immensely proud of him.

Since the latest engine rebuild Paul has noticed a significant change in the engine’s characteristics; it used to pull strongly from 1000rpm out of corners, but now it only pulls from 3000rpm, so the power band is much reduced. On the flip side, it now revs to 6000 rpm, whereas before it ran out of steam at about 5500 rpm.

When I built Richard’s previous engine, we based our bump clearance on what I had used, but forgot the important fact that I was using a four bearing crank. My findings from the mid 70’s were that the assembly stretched 0.027" with an overhung crank and that you needed at least 0.035" bump clearance or more. Naturally fitting up overhung crank engines with 0.022 / 0.024" bump clearance brought trouble.

So with the latest engine rebuild we have increased the piston to head clearance. My engine before having to make new pistons to fit the oversize bores had 0.024" bump clearance and a head volume of 23cc. After rebuild it had a bump clearance of 0.053" and a head volume of 26cc, giving a capacity of 654cc. Now that the season has finished I will send off the bike to get a new pipe made and will fit a new head.


Scotts in Competition 2

A retrospective of the Moss racing (and other) acti vities during 2007 from Roger

I had a slow start in 2007 as I was waiting for the frame and tank to be modified by Spondon engineering. If you want quality, you must expect such a company to be busy and have patience. They had shortened the tank and moved the saddle fixing mounts to allow the rider to sit further forward and have more weight on the front wheel to improve handling. While there, the footrest mounts were changed so that in the case of a crash causing the footrest to dig in to soft ground, it would not distort the frame. It was then necessary to get the tank refinished and this was sent to Dream Machine of Long Eaton.

Again a job to be proud of, but you must wait. I had hoped to have a new exhaust pipe made but we had no time for this, so the existing pipe had to be re fashioned to fit through the areas of the frame that had been altered. I am not skilled at sheet metal work and the result was neither pretty nor, I suspect, as efficient as it could be.

At the end of 2006, I had decided to “freshen up” the engine. The bottom end was sound, but I knew that there was some wear in the chromium bore of the aluminium barrel I had made in the mid 1970’s. Things have changed significantly in my life since then, when our family had a company making special machinery for the production industry that used to be such an important part of the British economy. I no longer have a heavy duty internal grinder or gear cutting facilities for example. The company who did the electro plating of the chromium, claimed that they could remove the old plating deposit without removing any of the underlying aluminium and thus save grinding out the old chrome. Unfortunately (A word that can strike terror into the bravest heart!) their confidence was misplaced.

The bores finally cleaned up at 77mm, rather than 75.596mm needed to use the lightweight Silk pistons. A black day!

I should explain here, that when we use Silk pistons in a Scott engine, we grind them down so as to minimise the amount we bore from the iron block.


We were now more than half way through the season with the bike assembled with rebushed forks, overhauled brakes, head bearings, mudguards etc, but no engine. Thirty years ago, I had some oversize piston blanks cast in the old Rolls Royce piston alloy “Y Alloy” (LM14), so I set to and made some new pistons. Y alloy cuts beautifully, and is much less susceptible to wear in the gudgeon pin bosses than later alloys that were selected for being more easy to cast.

After final grinding I was well pleased with them and was lucky to find that Triumph T140 plus 40 rings suited perfectly. For anyone doing this job, remember Scott rings are 0.110” radial depth whereas many others including Triumph are 0.125”.

I assembled the engine with a little more piston to head “bump” clearance to allow for the slightly heavier pistons and the bike was finally ready to go.

It had been a long cherished ambition that father and son would at last ride their own Scotts on track together. We achieved this at the “Beezumph” on 17 / 18 August and competed at the VMCC races the next day, all at our favourite Cadwell Park.

Paul Dobbs asked if he could use the bike for the last two day vintage race meeting at Cadwell on Sept 29 / 30. I like to see the Scott shown to its best advantage, but then I would be a spectator and I much prefer to be involved in the action. Although it is not a comfortable fact to dwell on, at 66, I should take the opportunity to participate when and while I can.

I decided to enter on my 1955 MM, which is a 250cc SOHC long distance racer of 1955 built for the 1000 mile road races in Italy. It had huge flywheels and takes ¾ of a mile to get up to speed. Definitely not a short circuit scratcher! Paul found my Scott down on power but rode like a demon to come second each time to the much faster Dope Norton of Ian Bain. I am resolved to get a new exhaust and cylinder head fitted for 2008 to complete the job. Richard rode his Scott with spirit and it proved fast and reliable but his first gear ratio was so high that he lost much ground at the start. I was nowhere on the MM. It went beautifully, but is just not suitable for this kind of racing.

For 2008 . As this is the 100 year anniversary of the start of production of Scott motorcycles, It might be nice to fit the dustbin fairing and see if we can record a speed of 120mph or higher.

Paul Dobbs has offered to ride all VMCC racing rounds for the 2008 season to contest the VMCC Vintage class championship on my Scott, if I can give him financial support towards his air faires from New Zealand and reasonable expenses incurred attending the meetings. This, in


addition to all entries and running expenses would cost about £5000 in addition to my own involvement in time and sundry expenses and is beyond my means. If anyone wishes to assist towards the goal of having a Scott be championship winner in the centenary year, please contact me.

On a more general note, Richard has taken a contract to manage a machine tool project for a leading car company and so is less involved with the Scott work.

I have submitted an advert for this free newsletter and some text for the magazine of The Antique Motorcycle Club of America; Publicity is essential to finding tomorrows custodians for our treasured machines.

In the workshop, I have had new patterns made for a stronger short undertray, but typically, by the time it is made in high strength heat treated alloy and machined as a “one off”, it will be too expensive for most owners.

I want to have a little more time for myself to progress with my Silk Scott project, so I will cut down on Scott work to give me chance. As John Underhill said, “It’s a pity you did not start doing Scott work ten years ago”.

Ted Hills, our designer colleague is doing some great layouts to help us optimise our engines and we are in the early stages of discussions about a unique square four engine based on the Scott.

Kindest Regards to all, Roger


Where Are They Now? I read the following letter in the November edition of The Classic MotorCycle (Why do they always come out 4 weeks early?) and I thought it might be good to relay it on to a wider, but focused audience. So with thanks to the Editor of said magazine – James Robinson – I’ve reproduced it verbatim below. If anyone does have any info or details – do please let me know and I’ll pass the info on to James Robinson / Bob Hunter.

SCORD STORY

I found the article on Scotts in the August issue interesting and after owning four Scotts, I thought you might be interested in the last one I owned, which was registered as a ‘Scord’. I bought this machine in around 1958 and it was registered in about 1952, I believe.

Anyway, its specification was rather unusual in that it had the 596cc engine fitted and girder forks but the frame had been altered and it had rear suspension, similar to Vincent-style. The fuel tank was similar in design to the AJS porcupine and had a hinged racing pad on the top, which when opened allowed access to two filler caps – one for the oil tank, which was fed to a pilgrim pump, specially made so that it fitted under the folding sides of the large fuel tank. Also, the lighting system was direct from a battery, which made one think the machine had been constructed for racing purposes.

I was working as a haulage driver for a firm at Hebden Bridge at the time and once a fortnight used to run home to Tyneside on it and it used to perform well. I was told it had been constructed by a “Cyril Ord”, in conjunction with Scott.

The sad end of the story was that I’d bought it on the dreaded HP terms and, with working away from home, my marriage broke up and I returned the ‘Scord’ to Johnsons Motorcycles on Scottswood Road in Newcastle – the shop incidentally no longer exists.

I’ve wondered many times what happened to the machine. It would have been a shame if it was scrapped, as it was such an unusual motorcycle. I wonder if any readers had any experience with it or could shed any [more] light on the story?

Bob Hunter, Chester-le-Street, County Durham

(Since this appeared in the magazine, it has been suggested that the bike was built by a Mr Robin Ord, who worked for Newcastle Council Parks department?).

KU 7810

I wonder if anyone knows anything about the history of KU 7810. This my own machine and is freshly back on the road after being in boxes for the past 25+ years. It’s a 3-speed Super from 1926, though it seems that both the Frame is a 1924 item, as are the Engine/Gearbox. They both left the factory as separate machines in 1924, but for some reason (an accident / warranty return / who knows?) they appear to have been returned to the factory, combined into a single machine and dispatched from the factory as a new machine in 1926. I know it has sat in pieces since at least 1980. Prior to this it had sat in boxes with someone in the Derby area for some unknown period. How it came to be in boxes, get its broken big end, or anything else before that time remains unknown to me – so if anyone can supply me any details of on this machine I have a complete void between 1926 (1924?) and 1980 and to know something of its history in that period would be most intriguing. Thanks, Graham.


Supplier List

Carburettors If you want good expert information and parts about carburettor contact Don Payne Hitchcocks M/cs Amal Specialists Rosmary Cott, Oldham Lane West Chadwick End, Solihull W Mids B93 0DL UK Tel 01564 783 192 Fax 01564 783313 [email protected] www.hitchcocksmotorcycles.com If you have problems that the special Scott carburettor body is worn, Jon Hodges could make a new body - [email protected] If you want a more modern replacement, then Moss Engineering can supply an adaptor to fit the Scott crankcase and a Mark 1 Amal concentric carburettor. ************************************************************************************************ Petrol / Oil Tanks and Tool Boxes Down to the last few traditional Biscuit Tin Petrol tanks, also Traditional separate oil tanks and Tool boxes. Colin Morris The Conifers, Noke Lane, St Albans Herts AL2 3NX UK Tel 01923 671 441 Sorry no email connection *************************************************************************************** Fork Repairs Elk Engineering. Contact Jake Robbins. Tel 01424 445460. Mobile 07986 254144. [email protected] I've had two pairs of Webb forks repaired/restored by Jake and he does a great job. He will straighten or retube (even taper tubes) and supply spindles, bushes and most other parts. ************************************************************************************************


Magnetos / Ignition Systems New Self generating electronic Magnetos. Vintage appearance BT-H Magnetos Ltd Leicestershire UK www.bt-h.biz/index2.htm BTH and Lucas Magnetos rebuilt for over 40 years Fred Cooper Tel UK (0) 1732 822030 Special ignition systems Rex Caunt Racing www.rexcauntracing.com/ Spark Plugs NGK Co We use NGK spark plugs in our racer with complete confidence. Check out this website for info: www.ngksparkplugs.com/techinfo/spark_plugs/techtips.asp?nav=31000&country=US And this one for the UK www.ngkntk.co.uk/ ************************************************************************************************* Instruments Rev Counters Electronic. “Scitsu” Pick up from HT lead. Vintage in appearance, works with mags. Dawson Harmsworth Ltd. PO Box 3606 Sheffield S6 2YZ Tel UK 0114 233 7460 ************************************************************************************************ Engine and Transmission Parts, Rebuilds, Services Scott big end roller plates Laurie Erwood (SOC member) [email protected] Piston Rings Made to order Phil Daintree 22 Hawkstone Road Whitefield, Manchester N45 7PJ - UK Tel UK 0161 766 4487 Oil seals and O rings Rhondama Ltd 5-6 Windmill Rd. Ind Est. Loughborough Leics LE11 1RA - UK [email protected] Engraving - degree graduations on flywheels, Crank screws, etc Robinson Engraving 15 Ruskin Avenue, Syston, Leics, LE7 2BY – UK Tel UK 0116 260 5998


Hard Chrome plating including bores Michrome Electro Plating Coventry UK www.michrome.co.uk Scott Engine and transmission rebuilding Specialist in 2 speed gears Ken Lack 5 Norton Lees Square Sheffield S8 8SP - UK Tel UK 0114 281 1250 Scott Engine and Transmission rebuilding Tim Sharp 14 Hazel Beck, Cottingley Bridge, Bingley, Yorks. BD16 1LZ - UK Tel UK 01274 567 528 Scott Engine and Transmission rebuilding Sam Pearce Motorcycles Unit 5, Stanley Lane Ind Est, Stanley Lane, Bridgenorth WV16 4FS 01746 762743 Scott Engine and Transmission rebuilding, New sports engines etc. Any challenging engineering project. Scott technical information on website Moss Engineering www.mossengineering.co.uk 33 Kings Lane, South Croxton, Leics., LE7 3RE UK Tel (0) 1664 840215 Fax (0) 1664 840215 ************************************************************************************************* Castings Engineering Patterns for quality replacement castings. Melton Mowbray UK Tony Pacey ( Tony has made my patterns for 35 years – says it all!) [email protected] Aluminium Castings. Top quality floor moulding in high strength aluminium. Heads, barrels, cases etc. Accrite Aluminium Ltd. Unit 10, South Leicester Ind Est Beverage Lane, Ellistown, Leicester LE67 1EU Tel UK 01530 263 038


Iron Castings including Malleable iron brake drums etc www.castmetalsfederation.com/home.asp Metalcast (Bilston) Ltd 93 Wolverhampton Street Bilston WV14 0LU –UK ************************************************************************************************ Brake and Clutch Linings Brake Linings, Clutch linings, British bike spares. Supreme Motorcycles Earl Shilton UK www.suprememotorcycles.co.uk/about.htm Clutch plates Sam Pearce Motorcycles Unit 5, Stanley Lane Ind Est, Stanley Lane, Bridgenorth WV16 4FS 01746 762743 ************************************************************************************************ Cycle Parts Tyres, oil, all types of accessories Ken Inwood. Hersham Racing Service 173 Hersham Road, Hersham Nr Walton on Thames Surrey Tel UK 01932 229 547 Control Cables T Johnson (Cables) G.B. [email protected] Scott Radiators New and repair John Hodges Darrad Radiators [email protected] Rubber saddles John Budgen Motorcycles Toddington UK Edition 12 - 36 – March 2007 PH/FAX: 011 44 1242 621495 Rubber / Dunlop Drilastic type saddles


Terry Doyle Kick start springs-$20, Stainless dog bone dampers engraved-$80 set, Ribbed brake drums ala TT Rep or plain $300, Sprockets dished $300. Looking for 1920 Motor can swap other bits let me know your needs. Terry Doyle, Melbourne, Australia [email protected] ************************************************************************************************ General Spares Scott Owners Club Spares Scheme (Please note the SOC Spares Scheme can only sell to SOC members) www.scottownersclub.org/spares/ ************************************************************************************************* Services Dynomometer setting up and tuning. Operating a dyno is not enough. For good setting up you need a water brake dyno and a really skilled engine specialist who can interpret the readings. Absolutely the best way to set up any engine. Dave Holmes Coventry UK [email protected] Authentication of Scott Motorcycles by SOC Registrar. Send details and photo by post with SAE John Underhill 74 Greengate Lane, Birstall, Leicester. LE4 3DL UK ********************************************************************************************* Literature Technicalities – Bill Jamieson’s compilation of technical articles www.scotttechnicalities.com.au High quality black and white photocopy sets of manufacturer's original literature www.brucemain-smith.com ***********************************************************************************************


Garage Equipment Hydraulic bike lifts in all sizes Amy Holder Amoir Motorcycle Accessories http://www.freewebs.com/amoir_1/ Meridan Coventry UK Tel UK (0)7714 273247 [email protected] Please note that Amy is the granddaughter of Matt Holder who rescued the Scott name and produced the Birmingham Scott’s. Your Scott should be cared for on a lift from those who help us ************************************************************************************************

Disclaimer The content in this newsletter is offered as being correct in as far as we, the publishers, are able to verify. We can not be held responsible for any loss or damage incurred whilst carrying out any suggested procedures or using recommended suppliers.

In fact the editor is a about as much use a petrol filled fore extinguisher when it comes to matters technical and the other spends his life in a shed, has a heap of debt, defunct machinery and is well noted for his erratic and eccentric behaviour (many attest to it), no judge would call him sane – Sue us? No your lawyer could not find enough for the fees as we both spend all our money on motorcycling and on brokers “margin calls”

Seriously, we do our best to help freely, you should strongly consider anything we say, feel free to test carefully anything we offer and always get a second opinion…

Enough said enough, you get the gist… Try suing us now!


The Final Word

Roger seemed to think there was something not quite right with the suspension settings in his new trampoline…

first words the scott e-newsletter subscriber profile – jan...

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