Welcomes all two-stroke enthusiasts, and all two-stroke machines,

especially those of British manufacture.

THE BRITISH TWO-STROKE CLUB LIMITED

Mole Benn with his racing Bantam at the

Ace Cafe in 2013.For more Bantam

Racing Legends seepages 15-17.

FOUNDED 1929

IINNDDEEPPEENNDDEENNTTINDEPENDENTTThheeThe September/October 2016

Luc-sur-Mer.Pages 3-5.

Eddie CreightonMemorial Run.Page 10.

SuzukiGT 185.Pages 18-19.

Plus News, Contact Info, SectionReports, Run Reports, Technical

Articles, Trade and Small Ads.

web: www.britishtwostrokeclub.org.uk email: theindependent@live.co.uk

DisclaimerThe British Two Stroke Club Ltd accepts for publication in The Independent articles, letters, etc. on an “as is” basis and the Club

makes no representation or warranty of any kind with respect to the contents and disclaims all such representations and war-ranties. In addition the Club makes no representation or warranty about the accuracy, completeness, or suitability for any purposeof the information and related graphics published in the Independent. Whilst every reasonable effort is made to ensure the accura-cy of information, it may contain technical inaccuracies or typographical errors. All liability of the Club howsoever arising for any

such inaccuracies or errors is expressly excluded to the fullest extent permitted by law. Neither the Club nor any of its directors, officers or other representatives will be liable for loss or damage arising out of or in con-

nection with the use of The Independent. This is a comprehensive limitation of liability that applies to all damages of any kindincluding (without limitation) compensation, direct, indirect or consequential damages, loss of data, income or profits, loss or

damage to property and claims of third parties. Notwithstanding the foregoing none of the exclusions and limitations in this clauseare intended to limit any rights you may have as a consumer under local law or other statutory rights which may not, by law, be

excluded nor in any way to exclude or limit the Club’s liability to you for death or personal injury resulting from its negligence orthat of its directors officers or other representatives.

British Two Stroke Club Limited. Company number; 485138. Company address; 8 Pagham Gardens, Hayling Island, Hants, PO11 9SS.

I wanted to grow my own food,but I couldn’t find any bacon seeds.

BTSC Dating Officer : Howard Blakeborough, Little Hadley, St Veep, Lostwithiel, Cornwall, PL22 0PA. Tel: 07793 674 698 Email: machinedatingbtsc@live.co.uk

Club Section MeetingsAVON/BRISTOL Contact Stan, Tel: 01179 821611 e-mail: stanley-white@hotmail.comCAMBRIDGE Contact: Mike, Tel: 01480 880217. 3rd Thurs each month at The Lord Byron Inn, 22 Church Lane,

Trumpingoton, Cambridge, CB2 9LA., 8pm.CHILTERN Contact: n/a. Meetings:- 1st Mon of month at The Five Bells, by the green in Stanbridge.COVENTRY / WARKS AREA Contact: Bob, Tel: 02476 677874.CROYDON (S. LONDON) Contact: Peter, Tel: 01293 410976. DORSET Contact: Peter, Tel: 01258 721356. 1st Thurs each month at the Cock & Bottle, East Morden,

near Wareham, Dorset, 7:30 pm.KENT Contact Simon, Tel: 07949 248 029. 3rd Sunday each month at 10am the Hollyville Café,

West Kingsdown by Brands Hatch on the A20.LANCS / LAKES AREA Contact: Neil, Tel: 01253 730666. 32 Cleveland Road, Lytham, Lancs, FY8 5JH.LEICESTER AREA Contact: Eric, Tel: 0116 2750532. 2nd Tuesday each month at the The Lady Jane, Hall Lane

(off Meadow Lane / Broom Leys Lane), Whitwick, Leics.LINCOLNSHIRE Contact: Robert & Maureen, Tel: 01526 345720. Last Tuesday each month 7:30pm at “Sans Souci”,

Conningsby Moorside, Mareham Le Fen, Boston, Lincs, PE22 7SS.LONDON Contact: Dave, (Technical Officer), Tel: 078910 14595.

1st & 3rd Tuesday, Queen Victoria, Southwark Park Road, London SE16. NORTH EAST WALES Contact: Jayne, Tel: 01244 545119. 2nd Sunday each month from 12 noon at the Ponderosa,

Horseshoe Pass, Llangollen.NORTHAMPTON Contact: Keith, Tel: 01604 701925. The Cock Inn, Roade, Northants on 2nd Monday of the month.SOLENT Contact: Brian, Tel: 02392 343203. 2nd Friday each month 7:30pm, 56 Lysander Way,

Waterlooville, Hants. S. SUSSEX Contact: Nick, Tel: 01273 275309. No meeting place at present.WEST MIDLANDS Contact: John, Tel: 01384 372869, Mob: 07811 097524. 2nd Wednesday every month.

Marlbrook (Toby Carvery), A38 between J4 M5 and J1 M42. WEST SURREY Contact: John, Tel: 01483 275309. 3rd Wednesday of each month, 8:00pm at the

Horticultural Hall, Bellfields Road, Guildford, off the A320 Woking Road.Meetings usually start at around 8.00pm unless otherwise stated.

AUSTRALIAN CONTACT Malcolm Day, 145 Nell Street, Greensborough, Victoria, 3088, Australia.CANADIAN CONTACT Allan Johnson, 51 Market St., Georgetown, Ontario, Canada, L7G 3C4. Tel: 1(905) 877 1565.

Please note:- When writing to any of the above people, please don’t forget to enclose an SAE if you would like a reply. In the case of Malcolm Day and Allan Johnson, an International Reply Coupon.

1My friend just spent15 minutes searching for his phone in the car,using his phone as a flashlight.

British models like FB’s and James up toa high powered Yamaha RD. Thank youto all those who helped out, either bybringing bikes to display or by support-ing the Club on the stand, it is appreciat-ed.

As I have little Club business to report, I willthank our nice editor for his kind words in the last mag-azine and far from disputing them, I am afraid I have toagree with most of them. On my last trip out on my trustyFB, not only did I get hopelessly lost in sunny Kent, butI also suffered a breakdown on a small local road. Whileparked up, my two riding companions stood by as yourstruly attempted feebly to find some spanners and attackthe stricken machine.

Knowing how Mr Ed has a long and varied his-tory with the boys in blue, it seems now that he haspassed my details on to them (thanks Martin) because nosooner had I stripped my carburettor and was pouringpetrol on the tarmac, than two of Kent’s finest rode upand stopped beside us. The first words they uttered werenot can they be of any assistance, but “you can’t parkthere”, after which seeing that we were looking at some-thing from the 1960’s that was light years behind theirown machines, they promptly rode off, great help!

We did get it going for a few miles before itpacked up again outside a pub where I spent a few nicehours in the beer garden waiting to be rescued, but that isanother story. On that note I will finish, enjoy the niceweather while you can and may the spark be with you.

It has been a quiet few months on the committeefollowing the successful AGM and Rally and I writethese notes before our next committee meeting as there islittle for me to report back on. I hope that many of youhave been out and about enjoying the summer months ontwo wheels.

The change of some of the committee positionshas happened smoothly and the only hiccup I have heardis from people like me forgetting who does what andsending items to the wrong people. In my case this mustbe an age thing!

There was a good BTSC turnout at the recentVMCC International West Kent Run and I lost count ofthe number of them who overtook me but it was good tomeet up with many of them over the course of the week-end and it was especially good to see many of them wear-ing our printed BTSC hi-vis tabards. These really are agood idea, not only from the safety perspective but theyare also a splendid way to advertise our Club. As to howI faired on the main run, you will have to wait and readabout my exploits on my little Yamaha moped.

The Club put on another good display ofmachines in the Avenue of Clubs on the Sunday, thankyou Brian Boult and his team of willing helpers. Theyhad a good mixture of machines ranging from our normal

Keith ClarkeChairman’s NotesImportant (and non-important) information and messages from the Club leadership.

BTSC ChairmanEmail: btscchair@live.co.uk

Post: BTSC Chair, 64 Poole Road, West Ewell, Surrey, KT19 9SJ.

ContentsClub Section Meetings ........................................... IFC

Chairman’s Notes .................................................... 1

Editor’s Bit ............................................................. 2

Membership Matters ............................................... 2

Rallye International Luc-sur-Mer ........................... 3-5

Classic Clubs Bike Show ......................................... 6

IPT and Changing Insurer ........................................ 7

Letters ..................................................................... 8-9

Obituary - Bryan Partridge ..................................... 9

Tribulations with an Ariel ...................................... 10-12

London Motorcycle Museum in Danger ............... 12-13

Sections ................................................................... 14

BSA Bantam Racing ............................................... 15-17

Meet the New Class; The 185 ................................ 18-19

Members Ads, ......................................................... 20

Forthcoming Events ................................................ IBC

Friends of the BTSC ............................................ 7, 13, BC

“I’m calling in to give myself up. I’m a wanted man. Ibroke the law twice, stopping on double yellow lines

due to a breakdown, and polluting and destroying theQueen’s Highway with a flammable substance.”

Editor’s Bit

2

Welcome to another Independent. This time I wish toexpress an extra special and very big thank you to all whodonated articles for this edition. Thank you very much! Becausewithout them, and the assistance of Lavenham’s Press, therecould well have been no magazine!

OK, sit back and I will tell you a story. While Iassemble the mag on my PC I listen to music, also played onthe PC. But this time, for some reason, Media Player was play-ing up. I decided to check it out and discovered that there weretens of thousands of tracks. Somehow it had duplicated manytimes a portion of my music library and this was causing it torun slow.

No problem, I thought. I will remove all of the effect-ed library. It was on the same drive as the magazine. This iswhere I keep absolutely everything to do with the magazine.Old articles, new articles, archive copies, pictures, photos, roadreports, letters, basically everything, as well as music, and theedition of the magazine I was working on.

So I instructed Media Player to remove the musiccontent of this drive from its library. Appearantly a straight for-ward procedure, no sign of any danger there. After all, it didnot say that it was removing anything from the drive, only thelibrary (which was on another drive).

I had to halt production of the magazine while thistook place, so I went to watch the ParaOlympics. I occasional-ly peeked at the PC to see if I could continue work, but it wasalways busy. As time went by I became more and more con-cerned. Eventually, after several hours, I decided that enoughwas enough and halted whatever the PC was doing.

When I searched for the magazine I could not find anytrace of it anywhere! 99% of the contents of the drive weredeleted. I just had a few randonm files left, and absolutelynothing of the mag. No old road reports, no aricles, old or new,

Martin Green

What is the difference between Bird Flu and Swine Flu?One requires Tweetment, the other reqiures Oinkment.

The Pedestrian Patter of a Pomeranian Pedant.no previous editions from which to copy the lay-out. Absolutely nothing.

I did not panic. I am not normally onefor panicking. I get annoyed. I worry. I drink abit. Then I run about like a headless chicken.

So I got annoyed, worried, drunk a quite bit, and thenran about like a headless chicken for a while. It turned thatLavenhams Press still had a copy on disc of the last edition.They posted it back to me. Yahoo, at least I have a startingpoint. Meanwhile letters arrived, articles came in via email,etc. And eventually, I had a full magazine again! What a relief.Many, many thanks to those people.

I do not know all of what was lost. There will besome articles, and possibly some adverts. If you do not seesomething you sent and thought may have been in the maga-zine, the previous paragraphs explain why. Pleaes feel freetosend again.

I can remember doing some research as a result of aletter sent in about membership in various counties. I cannotremember the writer, but I believe he lives in mid-Yorkshire. Iintended to put that in this mag, but it is lost now. Apologiesto that mid-Yorkshire person (not just for living in Yorkshire,but also for losing his letter and my reply).

Hope you like the end result, and if you want to writesomething then it will be gretefully received!! The cupboard iscurrently bare!

NOTE : Closing date for adverts and “date important” copy for the next issue is November 9th.

Email: theindependent@live.co.ukPost: The Editor, 9 Ashdene Road, Ashurst,

Southampton, Hants, SO40 7DS.

MembershipWe extend a very warm welcome to the following

19 new members : -David Stracey SurreyGeoffrey C M Wellman West MidlandsPhilip P Crouter HampshireDavid E Hoskin KentDenis Crompton BristolAndrew MacLean West SurreyF Tiso SomersetBarry Thorpe North WalesNeil Gelder CheshireA Haylor SurreyTimothy White DorsetPeter Wright HampshireStephen Moore LancashireMichael J Hornegold NorfolkKeith Browning CambridgeshireAdam Kijowski Surrey

David Norris LincolnshirePhilip R James LondonColin D Webster Preston

and two overseas new membersRainer Hindrischedt FranceDinant Delcher Holland

This is my last report as Membership Secretary.I leave the job with membership at its highest since Itook over 10 years ago. I am looking forward to my newjob as Treasurer and have taken over the accounts andrecords from Keith Gibbins.

My first task as Treasurer is to report that a pastmember, Gavin Fellows, has left a bequest to the Clubafter his death in December 2014. The bequest of £2667has now been received and added to our Memorial FundAccounts.

Annual Membership RatesFull UK ..... £15 European ...... £19 Rest of the World ........ £23

Membership Matters Robert Hill

BTSC Club and Membership SecretaryEmail: robertbtsc@live.co.uk

Post: BTSC Sec, 8 Pagham Gardens, Hayling Island, Hants, PO11 9SS.

2016 2015Renewing Members 653 713New Members 97Overseas Members 16 14Hon Members 6 7Total Membership 772 734

Notes from the Club and Membership Secretary.

I have so many problems that if another one comes along today it will be at least two weeks before I can worry about it.

Bonjour mes amies.The 28th International Luc-sur-Mer Rallye was

held over the weekend of 18/19 June and again the BTSCwas well represented. Attendance at the Rally was as usualorganised by Robert Hill and the group comprised of Don,Victor, Ron, Andy, Mike, Dean, Ted, Paul, Philip, Georgina,Ian, David/Carol, Jim/Maria, Lionel/Patricia, Nick/Louise,Eddie/Irene and myself. Bike marques were Ariel, AJS,Bantam, BMW, DMW, FB, Greeves, RE, Suzuki, Triumphand Yamaha.

As in previous years we travelled to France onThursday on the 08.15 ferry from Portsmouth toOuistreham, which for a number of us means an early start.I tumbled out of bed at 04.15 and was on the road at 05.00for a scheduled meet up with Andy and Ron on the A3 at06.00. At the appointed hour there was no sign of eitherAndy or Ron. Then Andy arrived and advised that the infa-

mous A3 tunnel was again closed andthat this had caused the delay. We waiteduntil 06.15 for Ron but had to leave with-out him in order to meet the ferry schedule. After a consid-erable detour Ron eventually arrived and he and Victor whowere on a shared ticket were just about the last to board. Thecrossing was uneventful but we arrived in France in a down-pour. Wet gear on, we followed Robert on to the D35 only tofind a "Route barrée" sign but following diversion signs wearrived at our hotel in Port en Bessin in due course.

On Friday thesky was grey withrain threatening butwe set off on ourplanned ride. Deanhad planned theroute and led theway. We rodethrough the minorroads to St. Lowhere we had astop for coffee.Back in the saddlewe headed forCoutances forlunch but had tostop a few kilome-

Rallye International Luc-sur-MerThe BTSC journeys to France for a large rally.

3

Bill Drummond

The group after a short stop to don wet weatherclothes outside Coutances.

Andy, Robert and Don looking pleased

A Rhony X - rare classic French machine.

Rhony-XDescribed by Tragatsch as a French

manufacturer of a wide range of modelsfrom 98cc two-strokes to JAP and

Chaise (sv and ohv), engined models upto 498cc. They were in production from

1924 to 1932.

4 I’m starting meetings at my house for people who have OCD.I don’t have it, I am just hoping that they will take one look and start cleaning.

tres outside the town to don wet gear when light rain startedto fall. This persisted over the lunch break but had clearedby the time we left for the run back to base. Joining theD514 near the American Cemetery and about 10 kilometresfrom the hotel the heavens opened. Streams of water randown the road which in some places was flooded. And so itwas a wet and soggy end to what had been an excellent day'sriding in the French countryside.

Saturday as usual is "signing on" and autojumbleday. Some interesting and rare French machines for sale tothose who want a project as well as the usual collection ofrusty parts. I bought a metre of heatshrink sleeving for 3Euros and a small petrol filter for 2 Euros. Last of the bigspenders. We left the autojumble in Luc and rode down theD514 to Ouistreham for lunch. Then out and over the canal,down to Pegasus bridge and on to Arromanches for an icecream break. By this time the sun had appeared so weenjoyed some touristy time sitting on the sea wall peopleand bike watching. The tide had gone out and the MulberryHarbour ruins were fully visible and accessible. Then a

pleasant ride back to the hotel and preparations for theRallye.

The weather forecast for Sunday was good mean-ing it would not be raining. We departed the hotel at 07.30arriving at Luc-sur-Mer about 08.15. Petit dejeuner (coffeeand croissants) was available for those who had skippedbreakfast. There was the usual collection of bikes - somevery old and some very new - bringing a new meaning to theterm "Classic or Retro".

The Rallye peleton set off at 09.00 sharp, this timeled by an ex-WD Norton 16H. After a pleasant run wearrived at Evrecy around 10.00 for a drink/cake stop. Forthose requiring comfort there were no toilets, so in goodFrench fashion we watered the hedges surrounding the carpark. OK for us blokes, but pity the girls who also neededsome relief. Back on the road at 10.30 we headed for St.Pierre Sur Dives. After a few miles we came across Robertwho had stopped with machine trouble. His new back wheelhad developed a wobble rendering the bike almost uncon-trollable. We checked the wheel nuts - yes OK. There wasno alternative but to seek recovery. Along came the recov-

A large load, a small bike.

A classic Amazon delivery?

The lead bike on the run - Norton 16H.

Lunch stop line up.

I am a Seenager!I have everything I wanted as a teenager, but 60 years late!

5

ery vehicles and the FB was lifted into a van which in it'sday job was a builder's van with girls driving and navigat-ing. Robert had a seat in another vehicle, so Don and I whohad stopped with Robert followed the van with Robert'sbike. It soon became apparent that the girls driving/navigat-ing the van were lost. We performed a number of U turns onmajor and minor roads, and stopped every so often so theycould get route advice on their phone. Then when they weresure of their location and on good roads they went like hell.Eventually, and not much behind schedule we reached ourlunch destination.

The lunch venue in St. Pierre was a lovely oldmedieval hall in the centre of the town. After lunch weinspected Robert's bike, checking the wheel nuts and mak-ing adjustments to the wheel bearings. He rode it around thecar park and thought it would be OK. We then visited amedieval festival being held close to the hall with knightsenacting hand to hand combat, and stalls with stall holdersin period costume selling medieval fare but not at medievalprices. Then it was off on the last leg of the Rallye to Luc-sur-Mer. Initially Robert's bike seemed OK, but after about5 miles the wheel again developed a dangerous wobble tothe extent that the tyre rubbed against the frame. Recoveryplease, and who should turn up but the van and the girlsfrom the morning rescue.

With the FB loaded we set off with the van beingfollowed by Eddie, Ron, Don with Robert on the pillion andmyself. About 2 miles down the road the van turned into aside road, and we prepared to follow when the hazard lightscame on - wrong turning. Attempting a U turn a traffic bea-con came close to being demolished but then Ron the gen-tleman parked his bike and helped the driver to extricateherself.

At this point Don and Robert roared off in a cloudof smoke to make their own way back to Luc, but we stayedwith the van for some way before leaving to make our ownway back. At this point Ron was having clutch problems soEddie and he went straight back to base while I stopped inLuc to meet up with the rest of the group and bring them up

to speed with the situation. Such was the speed of theGreeves with Don and Robert on board that they were firstto arrive back in Luc and well before the peleton. TheRallye ended as always in a car park by the beach with theusual scrummage to find space to park a bike, find some-where to pee, listen to speeches in French, and presentationof awards. Anticipating an award to the BTSC, Robert askedme to collect this on his behalf while he went off to collecthis bike from the recovery van and arrange for campingfriends to store it overnight. Then it was hit the road backto the hotel.

The problem of how to get Robert's bike to theFerry terminal on Monday was solved by Eddie who wasusing the Luc event as part of a caravan holiday in France.Using his caravan tow vehicle the Barnett was collectedfrom the campsite in Luc-sur-Mer and transported toOuistreham where Robert wobbled it carefully on to theferry for the trip back to Portsmouth.

Of course it is tradition for Robert to present theBTSC award to a member of the group who has had someform of misfortune - usually a major bike problem. On thisoccasion (as I was still in possession of the award) I decid-ed to hold a referendum among group members to decidewho should be the recipient of the 2016 award. There were2 nominees - Ron with his clutch problem and Robert whohad to recovered twice with wheel bearing problems. Theresult was as follows: Ron got 1 vote (from Robert) andRobert got the remainder. And so by an almost unanimousvote I presented the award to Robert.

Thus ended our 2016 visit to Luc-sur-Mer. Theweather was mixed but we had some excellent riding inNormandy, good food and good company. Thanks go toRobert for his organisation of the event, and to Dean forleading us on our outings. To conclude I leave you withthese few words on the recovery:

The recovery man says follow my van,And don't dilly dally on the way,Off went the van with Rob's bike in it,We came behind with our Greeves on the limit,We U-turned and U-turned,U-turned and U-turned,Lost in France and don't know where to go,But you can't beat the Frenchies,On the Luc-sur-Mer run,For we did find our way home.

Au revoir mes amies.

A classic Dollar.Dollar

Tragatsch states that Dollar was at onetime a leading French make building

models from 98cc to 748cc. The smallermachines being two-strokes, and thelarger machines being four cylinder,

some with shaft drive. The company ranfrom 1925 to 1939.

IPTAs you may have seen in the UK Government

Budget (March 2016), the standard rate of InsurancePremium Tax (IPT) will increase from 9.5% to 10%from 1st October 2016. This means that, where UK-based, your insurance premium will be subject to thenew rate of 10% tax. Please note that new business andrenewals effected prior to 1st October will be subject tothe current rate of 9.5%. If your policy renewal date isbetween 1st October – 1st November, you may noticethat the increase in premium for you is from 6% to 10%.

This is because, effective from 1st November2015, IPT was increased by the UK Government from6% to 9.5% on motor insurance policies. However, asyour policy has not renewed since the new legislation,you will see the increase from 6% to 10% directly, whilecustomers who already renewed their policies after 1stNovember 2015, would have seen an increase in theirrenewal from 6% to 9.5% and will see a further increasein IPT at renewal from 9.5% to 10%.

For example, if your insurance premium is cur-rently £100 the rate of IPT will increase from either£6.00 or £9.50 to £10.00 – making a total of £110 (pro-viding there are no other changes to your policy whichcan lead to a change in premium). We trust this infor-mation to be of benefit to your members.

Switching Insurer

There are quite a few things in life that mostof us would generally try to avoid. Walking through asafari park, for example. Bungee jumping without abungee rope. Or, perhaps scariest of all, changingfrom one bank, telecoms or energy service provider toanother. For many of us, this is the purest definition ofhassle.

For motorcycle collectors, the equivalent sce-nario is switching your fleet from one insuranceprovider to another. Given that the number of

I can remember every word of a song from 1964,but I can’t remember why I walked into the kitchen!

6

Info regarding IPT and Switching ProviderInsurance Premium Tax rises and changing Insurer

Racing royalty once again visits the BTSC stand at this year’s Classic Bike Clubs Show.The 13th Classic Bike Clubs Show, once again organised by our friends in the VJMC,

was held at Donnington Park on the 6th and 7th of August 2016.The Club stand once again contained an eclectic array of two-stroke machines that

included Berkley James, Excelsior, Yamaha, Motobi, Simson, Francis Barnet, Kawasaki, RoyalEnfield and Sprite. The mix of machines portrayed the basic mantra of the Club that we are notjust catering for machines manufactured in Great Britain, and the stand attracted a large num-ber of visitors, although it was fairly noticeable that numbers visiting the show appeared to bedown on previous years.

You will have noticed my introduction mentions ‘racing royalty’ visited the Club stand. This year we had none otherthan Jim Redman and Steve Parish on the standat the same time. I have included a photo show-ing the pair of them in front of the Club banner.

Once again it was a great week end for theClub. Many thanks to Ian Hathaway for organis-ing the event on our behalf and all the memberslisted below who kindly provided machines forus to show off the Club.

Phil James 1968 James Sports Captain

Ken Pinches 1954 Motobi Spring Lasting

Keith Day 1962 Francis Barnet Fulmar

Ian Hathaway 1958 James CaptainScott Hathaway 1988 Kawasaki KH125Phil Hartshorn 1961 Royal Enfield PrincePhil Hartshorn 1965 Sprite Graham Higgs 1957 BerkleyBarry Wilson 1954 Excelsior TalismanRaith Seaman 1986 Simson S51BKen Wallace 1995 Yamaha RXS 100

Classic Clubs Bike ShowDonnington Park, August 2016.

Keith DayVice President

Camping :-when you spend a small fortune to live like a homeless person.

7

Emma AireyAccount Executive at RH Specialist Insurance

machines owned is always one short of the ideal, it’sall too easy to build up a battalion of BSAs, Benellisor (if you’re very lucky) Brough Superiors. Theprospect of revaluing every single bike in a big col-lection just to satisfy a new insurer’s needs can be toodaunting to even contemplate, let alone carry out.

More often than not, the easy choice – to stickwith our current provider – is the choice we reluctant-ly make.

No longer. RH Specialist Insurance has justtaken all the complexity and aggravation out of theswitching process. Bike-by-bike revaluation has beenconsigned to the bin of history. Now, the motorcycleenthusiast can get instant cover for his or her entirecollection in one quick phone call.

For collections, or single motorcycles, valuedup to £3,000, RH is happy to accept the owner’s ownvaluation.

For collections, or single motorcycles, valuedbetween £3,000 and £50,000, RH will accept the

terms of your existing insurance schedule, providingthe cover is already on ‘agreed’ as opposed to marketvalue.

RH will only arrange an in-house confirma-tion (at no extra cost) or request a valuation from arecognised motorcycle club or independent specialistif your collection is worth more than £50,000.

Furthermore, unlike the majority of RH’scompetitors, there are no stipulations to re-declare anagreed value every two or three years.

The final sweetener is that, unlike manyinsurers, RH charges no broker admin fees.

So, by switching your collection to RH, notonly are you avoiding the hassle, you’re also savingup to £70.00* – a nice starter on that next essentialaddition to the stable.

* Some competitors charge new business set-up feeswhich typically range from £10.00 to £70.00.

Before attempting to remove stubborn stains from a garment, always circle the stain in permanent pen, so that when you remove the garment from the washing machine you can easily locate the area of the stain and check that it has gone.

8

Bantam Chrome Tank TrimsI have a small number of new manufactured chrome tank trims for the

D1-D3 petrol tanks which I am selling of as seconds as the chroming on the frontbracket is not first quality. The main section which runs over the tank, and is vis-ible is fine. I have these trims manufactured new in brass to avoid the rustingproblems of the originals.

The picture is a representation of the trim and not the actual trim youwill recieve. These usually retail at £32.00. Delivery Uk mainland £3.80 no addi-tional delivery charge for multiple orders. Chrome tank trim D1-D3 £24.Bournemouth Bantams, Saint Veep, Cornwall, United Kingdom.

Howard BlakeboroughSouth Wales

I have just received my copy of the Independent this morning, on flitting through I came across Tony Trent’s page, it was apity I did not have the chance of meeting up with him. I live in Merthyr Tydfil and could have shown Tony some of the real heritagesites. In 2014 I was the organizer for the National Jawa-CZ O. C. Rally and as part of the ride outs I took members to various heritagesites. One in particular was a visit to Cyfarthfa Castle previous home of the Crawshay's, this is now a museum containing history ofthe great iron works established in Merthyr Tydfil in 1759 and which, by 1780, exported iron bars to the America's, Russia and SouthAfrica.

That's enough history but it was a pity I did not meet Tony and John. Only half a mile from the Bessemer is the first everrailway bridge, and still standing is the original engine house. If any other members have a mad thought of visiting my area I wouldbe only to glad to act as guide.

I am the Jawa-CZ O.C. South Wales Rep and try to attend as many rallies as possible through out the year and at some pointwould like to attend a BTSC rally. While I do own a collection of Jawa-CZs I also own a selection of British motorcycles some beingtwo-strokes. For example I have Ken Pinches 1966 Royal Enfield Turbo Twin which has been completely restored to show condition,plus an Ambassador 197, 2 x Ariel Leaders one being a ex-Kent Police Leader, Panther 10/3, Bantam D1 + D3 and a few German two-strokes MZ, DKW and a Maico Blizzard. Some awaiting restoration, just can't find the time to work on them. My details are listed inThe Torque, the monthly magazine for the Jawa-CZ OC, so have no problem with you supplying my contact details. Its nice to knowthat there is at least one other member of the BTSC in South Wales.

Phil BuddingLandline: 01685 731 491

Mob: 07516 519 379 Email: buddingphillip@yahoo.co.uk

The Power of Advertising!I advertised Payen Gaskets for a 322cc twin British Anzani in the last Independent and almost the same day, Friday, I got a

copy I also got a phone call from an interested party. I posted them that very same day and on Saturday got another call to say thatthey had arrived! Well done The Independent and Royal Mail.

Lawrence CloseMember data

Returning to the area of Arlesley for the AGM brought back many fond memories after 56 years as my up market girlfriend(Mar/Apr 2015) was born there and we used to visit her relatives on my LE Velocette. I usually call on her when visiting my wifeand was able to update her on the improvements around Arlesley rail station.

I am always rebuked for living in the past but thought it would be interesting to see the locations of Club members plottedon a map of the UK. There seems to be few members in my neck of the woods now. Or am I expecting too much from modern tech-nology?

Derek HaswellHi Derek, Thanks for your letter with its interesting question. I was working on this when my PC went down. So I have lost

the data. I will re-create it and publish it next time, however, a map may be beyond my technology! You may have to make do with alist of counties. From memory, I think there were 7 or so members within 20 miles of you. Martin.

LinklyfeI have a tin of the liquid version and address on the container is Edward Joy and Sons Ltd, Leeds 10. This was in an era

prior to post codes. That was the same firm that made a range of small tins of enamel paint.Also, if anyone is thinking of re-painting a green Fanny-B I have found that the dark green aerosol and brushing paint from Hammeriteis a very good match. It is easy to apply and preparation is minimal. Mind where you buy it as prices vary greatly.

John WalthalCalling Kent members

Hi, I am a new member in Kent who likes riding a James Superswift and watching Kent Kings. Are there any members inmy local area of Sittingbourne? I live in the same road as Kent Kings Speedway and am there each Monday.

Geoff Marriott61 Church Rd, Murston, Sittingbourne.

Hi Geoff, a quick look at the membership database shows a couple of members in Sittingbourne, and many more in Kent. Itmay be worth getting in contact with Simon, see inside front cover for his contact details.

LettersLettersHave a gripe, supply info, voice opinions, spread news, etc.

9

A Very Particular GreevesI’ve been looking at cars and motorcycles that were

on offer at a Brooklands Historic Auction, with memories, goodand bad, some comical, almost hilarious when I think back.

But I found a familiar item on Page 2 which as I rec-ollect was, or is, owned by Dave Benson - the Greeves in theattached photo.

This is a very strange coincidence at this time of yearbecause I have a photo of him with this machine in August1990, the occasion being the Chiltern 100 rest stop at the cafeat Stokenchurch on the A40, twenty five years ago.

The other pic is at the finish in the field behind thepub at Beaconsfield in the heart of the Chiltern Hills, Dave’sbike is parked next to the Bond, those were the days!

Ralph Mynn

It is with deep regret that I have toreport the death of BryanPartridge after being knockedoff his Yamaha by a van. Heand the medical team bat-tled for ten weeks, includ-ing amputating his rightleg, to save him but in theend did not make it.Bryan was a long stand-ing member of the BTSCand regularly campedwith Joy his wife at theInternational West Kent. Ibelieve he only missed threeof them. He was a VMCCmember and a former racer ofclassic bikes.

As a motorcyclist he will beremembered as good, solid,

safe rider who was fun tobe with no matter whatthe weather. As a manhe was a dry, quickwitted, mild man-nered gentlemanwho will be muchmissed by thoselucky enough tohave ridden with him.

He leaves his wifeJoy, two sons Mathew

and Andrew and familiesalso a whole host of

friends both motorcyclingand otherwise.

Rod Gant

If a small child is choking on an ice cube, don't panic. Simply pour a jug of boiling water down its throat and hey presto!

The blockage is almost instantly removed.

Obituary - Bryan King Partridge17th June 1938 - 25th July 2016

Sunday morning started bright and dry. Just as I opened the front door to start my CZthe phone rang. It was Pete to say he could not make the ride as both his bikes had problems.

Fourteen bikesstarted the run from theBroadbridge Heath gar-den centre car park. Agood turnout of BSA,Greeves ,Francis Barnett,

MZ, Honda, Suzuki, Triumph, CZ and Mash left for the 30mile ride though narrow Sussex country lanes.

We rode past Itchingfield on to Dragons Green acrossthe 272 to Shipley and on to Dial Post to cross the A24, where2 bikes headed up to London to meet other bikers. The restslowly rode on to Ashurst, Ashington, and Thakeham to ourdestination the Five Bells at West Chiltington. An early lightlunch was part taken in the Pub garden. Dick from Horshamarrived in his car just as we ordered our food and drinks. Whatbetter way to spend a warm summers Sunday than with goodcompany, good conversation and good beer.

10 Don't waste money buying expensive binoculars. Simply stand next to the object you wish to view.

The Eddie Creighton Memorial RunMid-July run in memory of Eddie

When I first agreed to become the MarqueSpecialist for Ariel two strokes it was not because I was anysort of expert with the models and, in fact, there are nodoubt other Club members now who have much moreextensive knowledge of them than I will probably ever have,It was just that at that time I had probably, and not so will-ingly, had done quite a bit of tinkering with a couple ofLeaders. In fact my relationship with them over the yearshas been rather a love/hate sort of partnership in fairly equalmeasure.

As a small boy in the early 1950s when visiting mygrandparents I used to watch for my uncle coming homefrom work on his motorcycle. It was a 197cc Francis Barnettand I remember asking him one day why he didn’t have oneof the green BSA Bantams like so many others that I sawpassing while waiting for him. It was because the Barnettwas better, he said, and having owned examples of bothmodels since I can now see his point, with the greater powerof the Barnett and the extra comfort of the swinging armsuspension over the plunger sprung Bantams. But back thena plain black bike just didn’t impress a six or seven year old.

I was intrigued as to why theexhaust gases came out of a slotin the side of the silencer insteadof at the back, as on his biggerbike, but nothing else about theBarnett really impressed me atthat age.

By 1958 my uncle had moved away from mygrandparent’s house and I didn’t see his bikes so often, butone day he visited our house on his new bike which had justreplaced the Barnett and I remember thinking, “wow!” thiswas really stylish. It was the first Ariel Leader that I hadseen, my uncle having ordered one from his dealership assoon as they were announced and he had just received thefirst that the dealer had got in stock. I still think that they arestylish looking today but that is somewhat tempered with afew negatives that I have found along the way that I didn’tappreciate (and probably my uncle didn’t either just then) in1958 when I still had some years to go before I could actu-ally ride any bike at all and was then more interested in rail-ways than motorcycles.

Mick Way

How early life can effect your motorcycle preferences!

Tribulations with an Ariel LeaderColin Atkinson

Clumsy? Avoid cutting yourself while slicing vegetables

by getting someone else to hold them while you chop away.

11

My uncle continued to use the Leader for trips toand from work up until 1970 but as I was living some wayaway I didn’t see it much while I was more interested inrailways and it wasn’t until 1963, when I was 15 and knewI was only a year from being able to have my own bike thatI started to take an interest in my uncle’s bikes once more(and his knowledge of them). After an impoverished firstyear on a Cyclemaster motorised cycle my uncle steered metowards a 197cc Francis Barnett (not an Ariel Leader orArrow, interestingly) as being a good first bike. The one Igot was not black but bright red and green and, as he said itwould, it proved to be a good bike, and indeed I still have it.

The Barnett was joined a year later by a twelveyear old BSA Star Twin and, like the Barnett, it also provedto be a good bike, so I was happy with my choices andthoughts of Leaders and Arrows were not only forgotten butmy new found knowledge of their pressed steel constructionand possibility of rust damage even led me to write a bit ofa scathing piece about them (and indeed all pressed steelframed bikes) in the “Independent”, my having joined theBTSC a couple of years previous to that, in response to thethen editor’s request for thoughts on favouritetypes of motorcycle. However, that same year mymiddle brother passed his own motorcycle test andhe wanted an Ariel Arrow. I went with him to lookat one, rode it home for him and a few more timesafterwards and had to agree that they did go quitewell, handle well and was comfortable. He had itfor a about a year and then a friend of mine boughtit from him and accompanied me on several ralliesand a trip to the TT one year on it, so I had to revisemy view of them again, even though he did havestarting problems a few times. Then in 1972 myyoungest brother was also old enough to ride and Iwent with him to see an Ariel Leader which hadbeen standing unused for quite a while. It was notrunning at first but we eventually got it going andas it was cheap we bought it and I rode it home -fortunately only about a mile as the crank sealswere shot and it left even greater clouds of smokethan usual. He then set to and sorted everything outfor it to pass its MOT.

He used it for about a year and then want-ed something more powerful, so I got it in one of

our regular multi-deals, which saw him happywith the BSA Star Twin. At that time I wantedsomething to use for work where I wouldn’tkeep getting covered in road filth and the Leaderseemed right for the job. Unfortunately theengine was totally clapped out by then (in fact itwas amazing that it was still able to run at all itwas that bad inside) and so I started on my firstAriel two stroke twin engine rebuild. Bearings,seals, pistons and gaskets came from a motorcy-cle shop local to my work place at the time whilea nearby engineering workshop rebuilt the twocrankshaft units for me. Being that I had to doall of the work outside in the open I was quiteimpressed with how easily I could actually dothat work on the engine and I started to gain arespect for the design of the bike.

Once on the road again I started to use itfor both work and some other trips to bike

events. This was the time of the fuel crisis of 1973/74though and the small fuel tank nearly stranded me a coupleof times during that period, leading me to no longer using itfor longer journeys, which sort of defeated the object for amachine primarily sold as a touring bike. The other thing Iwasn’t too happy about was the braking, especially whenmy wife Pam was riding pillion. Around this time I startedto notice a vagueness in the steering. I checked the spoketension in the front wheel but that was OK. It turned out tobe the steel spoke nipples had rusted and fretted in the steelwheel rim, so although the tension was alright they wereallowing the wheel rim to move around. I managed to getanother wheel from someone locally and was pleased to seethat it was one of the later cast iron hubs as I had heard thatthese gave better braking. However, if they did make animprovement then it wasn’t enough for me to notice, whichwas somewhat of a disappointment. Since then though,whenever I have had a wheel rebuilt I always specify brassnipples and am very wary when I find steel nipples on any-thing, making sure that I keep plenty of oily residue aroundthe spoke area.

Always poo at work. Not only will you save money on toilet paper, but you'll also be getting paid for it.

12

The future of the London Motorcycle Museum is indoubt after its landlord, Ealing Council, reduced its rate sub-sidy resulting in a potential yearly bill of £30,000 for nextyear. Not only that but they have backdated the demand,meaning the museum is already in arrears to the tune of over£10,000!

Blaming the decision on government cutbacks, thecouncil say it has no choice and it is not singling out themuseum, recognising its contribution towards putting thearea on the map and bringing tourism income to the area.

However, kind words have not helped and thetrustees have come to the difficult decision of raisingentrance prices, see here for details, and launching an appealto help pay the bills for the next year whilst working onother revenue possibilities for the longer term that will allowthe museum to remain.

They are reluctant to move outside London, whereproperty prices and rates are cheaper, as museum founder

Bill Crosby is passionate about providing a motorcyclemuseum for the capital – the only one in London. He isfighting to prevent the doors closing and breaking up thecollection of nearly 200 bikes including many rarities andprototypes.

The news came as a harsh blow as the museum vol-unteers recently put in a lot of work improving the inside ofthe old farm buildings to showcase the Derek Minter collec-tion of trophies as well as being recognised by the NationalLottery who had awarded a small sum of money to themuseum to allow it to promote itself on a wider scale.

The trustees have vowed to explore all legaloptions, such as asking for donations, however small, to bemade to the ‘Just Giving’ page that has been set up, for peo-ple to visit the museum over the next few months and maybedonate directly, a Membership Scheme, and an Adopt a BikeScheme.

I can’t really say that what followed was all the faultof the front brake as a lack of concentration on my part andno indication by other vehicle was partly to blame but short-ly afterwards I “modified” the front panelling of the Leaderagainst the back of a large lorry. Ironically, in 1975 it wasnowhere near as easy to get parts for the two stroke Ariels asit is now, as although the firm Draganfly were already tradingand were then still in Walthamstow, not too far from where Iworked, they then only dealt with the four stroke models, andthe “classic bike” era had yet to begin. At least it proved thestrength of the box section frame as although the rear wheelgained a “flat” on its rim for having come up so high and thenthumped back down again the only other damage was to thepanelling. So, as I didn’t have replacement parts, or the timeto search for any, I sold the bike on to someone who thoughtthey could do something with it and bought something elsefor work use. The episode had given me a new respect for mypreviously despised pressed steel frame though.

In 1980 my uncle decided that he needed the spacein his garage which his Leader had been taking up and hegave it to me on my say so that I would use it and not just sellit. It had been standing untouched since 1970, when he lastused it for work and would need a good checkover and test-ing before putting back on the road. I had hoped that I wouldbe able to do this and persuade my uncle to get riding again.However, with lots of other things going on at the time andmy new interest in sidecar outfits the Ariel never got touchedfor another ten years or so, other than for a regular cleaningand occasional look at various bits and pieces. Sadly myuncle died before I finally got around to putting it on the roadagain and when I did so it was obvious that I was going tohave to strip this engine to renew the crank seals. At least Ihad previous experience if only I could remember just what Idid before.

Unlike the previous bike, this time I did not have torenew the big ends or pistons. My uncle could not rememberever taking the engine apart, but it had done over 50,000miles by then, had been fitted with a set of the later 10:1 com-pression cylinder heads and, unless Ariels sent bikes out with

+20 pistons, then he must have rebuilt it at some stage and allwas in good order apart from the oil seals. I also changed themain bearings at the same time though as it would have beena false economy not to. While it was in bits I also took theopportunity to fit a set of front forks with the later brakedesign in another effort to improve stopping power - onceagain with no noticeable worthwhile improvement. Differentbrake linings seem to make no difference either. MOT testsalways remained problematical and the rear brake most defi-nitely more than just an ornament.

And that is how it has been ever since then. Stillstylish and comfortable and quite nice to ride on routes that Iam happy with and where I can anticipate braking to anextent, i.e. keeping away from the cut and thrust of busy towntraffic. My biggest problem, and the cause of my love/hatefeeling, is that I find starting unpredictable. Although theyseem to start reasonably well if used every day this does notseem to be the case otherwise, at least for me. Following theAriel handbook advice to the letter it sometimes starts andother times just sulks. If I then take the side panel off and“tickle” the carb’ then it might just start straight away. So,with that success I leave the side panel off and next time it’spetrol and choke on, tickle carb’ then kick - nothing! Justsulks again. So then I sulk too, put Ariel back in garage, getthe Barnett out, first kick and it’s away, as it nearly always is.In a fit of annoyance say to wife, “I don’t know why I keepthat Ariel (she knows very well why) as I can never rely on itand I can’t stand bikes that don’t start.”

A few days later I return after taking my sidecar out-fit for its MOT and, while putting it away in the garage theLeader is just in front of me. Having mellowed a bit I just turnthe petrol on and pull the choke out and using the Ariel hand-book drill try to start it - it starts after four kicks. Fine, exceptthat I didn’t want to go anywhere just then. So it seems that ifI want to actually use it then I have to catch it unawares, orperhaps threaten it with replacement first and then see if itwants to cooperate. I must be almost back to the love stageagain at the moment as I washed and polished it the other day,and I shall expect it to be grateful when I next try to use it.

Info from Museum Web siteLondon Motorcycle Museum in Danger

13Thicken up runny low-fat yoghurt by stirring in a spoonful of lard.

The new Membership Scheme has created severaltiers of membership with appropriately varying privileges.Gold Member:

£50 per year - Unlimited free entries to the museumover your membership year with half price entry on eventdays.

Plus you will receive our newsletter with the latestnews and information on our events.Individual Member:

£12 per year - 3 free entries to the museum overyour membership year. Plus you will receive our newsletterwith the latest news and information on our events.Joint Member:

£20 per year - 3 free entries for 2 people over yourmembership year. Plus you will receive our newsletter withthe latest news and information on our eventsTell Your Friends:

£0 per year - If you know of someone who wouldenjoy the museum tell them about us!

ADOPT A BIKE SCHEMEChoose from one of the Museum's bikes and ensure

it's future on exhibition. Adopting a bike at the LMM is aseasy as 1.2.3... 1.Visit the LMM, 2.Choose the machine that you want to 'take care adopt'.,

3.Give us your details (and £20) Couldn't be easier!! You willnow ...a.Have your name displayed on your chosen machine at theLMM, b.Receive a named certificate (suitable for framing) confirm-ing your adoption and our thanks, as well as ... c.A free entry to check on your adoptee's welfare. d.Know that you have helped contribute to the LMM's future.

378 / 380 Essex Road,London, N1 3PF.www.burwin.co.uk

Tel: 07726 000 075(10 till 5pm, 6 days a week)Fax: 020 7704 2327email: martinb@burwin.co.uk

RACEWe manufacture a full range of racing spares

Burwin Motorcycles Ltd.

ENGINEERINGCrank rebuilds, 300 conversions,race tuning, wheel rebuilds, dis-

count tyres, full range of bearingsstocked.

SPARESA full range of sparesfor MZ and Kanuni(new and s/h) MailOrder.

Dieting?When your knees become fatter than your legs, start eating cakes again.

14

SectionsTwo-stroke activities around the nation.

Kent SectionThanks to Brian Boult and his merry men for all

their sterling work on the Club stand at the West Kent Show.As ever, they were the best of British!

Tommo was a cheery face which was great to seeand collected his pennant to add to his unbroken collection.James Abrahams put two bikes on display, well done.

Well done all.

Simon RotgansLincs Section - End of Summer Report

The weather improved as from the middle of July.Our first event was a meet at Newark Air Museum. 12 mem-bers were all surprised at the number of aircraft and memo-rabilia they have, including a Vulcan Bomber. It's the sameold story when something is within 20 miles, you tend notto visit. Everyone spent a excellent day and those whomissed it missed a treat.

The Summer Run from Coningsby Moorsideattracted 22 bikes. A 55 mile run with a comfort stop. Goodviews around the Lincolnshire Wolds. All returned safelyfor a buffet, attracting riders from Leicestershire, Sheffield,Peterborough, together with our local Lincolnshire riders.The breakdown started when leaving for home. The car &trailer were commissioned. When sorted it was a dodgyplug! Having the same thing happen this summer we haveevery sympathy

July Club night was an open meeting with aBBQ. 60 plus turned up, including some from Leicester.When all food consumed only 2 sausages left. At theclose of a long evening a raffle was held for our Clubfunds and the Local Radio Bus.

The second Wednesday in August we met atLudborough Steam Railway. A good turn out of 20 bik-ers, some new faces, the word is spreading! It was the

first midweek event and proved popular. August Clubnight was an open meeting with a speaker from LIVES.We all learned a lot on how to cope in a emergency andhow to do CPR. 22 members including a new face whohas moved to Lincolnshire.

The Biking Season is slowing down as we arenow into Autumn. We have a visit to Gayton PumpingEngine on September 11th and the Autumn Leafs Run onOctober 8th. 2 more Club nights followed by our AnnualDinner. How the seasons fly when you can have fun withthe Lincolnshire Section

All inquiries Bob & Maureen 01526345720 Bob & Maureen

Newark Air Museum

Ludborough

Australian Bantam Road Racing DevelopmentThe engineers at DKW who designed the power-

plant for the Bantam were some of the best two-stroketuners in the world having over 150 engineers working ontheir racing team. This later lead BSA to build a dedicat-ed racing Bantam tuned to burn alcohol which wasexported to Australia and New Zealand and was clockedat 120 mph. Most credit must go to the Australians, thosegreat enthusiasts and do-it-yourself innovators who reallycreated the legend of the Bantam, developing it to aremarkable degree. In their quest for speed they soonrecognised the humble Bantam’s full potential, a machineused by the Post Office telegram delivery service and soloved by the British commuter.

Eric Walsh was the most famous AustralianBantam tuner whose models over a number of years wereproven invincible. He was a pre-war racer who sustaineda bad injury and turned to the Bantam for racing develop-ment. Developing the little 125cc rooster for racing onroad and across country. In 1957 Eric decided to try andget his name in the Australian speed records. He sourceda cheap telegram boy’s mount, turned it into a runaboutand over a period of time developed it into a fully stream-lined Bantam reaching speeds of 115 mph until ignitiontroubles prevented much higher.

In 1953 Maurice Quincey rode a Walsh tunedBantam to first place in the Australian TT and repeatedthis feat again in 1954. The saga continued throughout the50s and 60s with Don Cameron and Ron Miles finishingfirst and second in the Australian TT on Boxing Day 1957at Mildura, Victoria on 125cc Walsh-Bantams.

Later in the 1950s Bill Lomas and Dickie Daleboth Moto Guzzi works riders were invited to road testWalsh-tuned Bantams thought to be the fastest 125ccpowered machines in the word at that time. Both went

through the 100mph mark on anumber of times.

Road Racing in the UK

Next came the roadracing Bantams, a formulawhich specified such features asthe standard frame, three speed gearboxes, steel tanks andrims this promoted affordable racing with models beingtuned to top 90mph. Racing Bantams were so successfulthat in 1949 Bunny Armstrong was 1st to race a Bantamat Silverstone, he was followed by George Todd and FredLaunchbury. George Todd spent a lot of his time andmoney developing the Bantam and was an expert rider.He also tuned bikes for other riders including one suchracer Fred Launchbury who had a shop in Raynes Park inLondon, selling racing gear for Bantams.

George Todd wrote a book in the 1950s entitled“Boost your Bantam” and during my communicationswith him in the 1960s and while ordering one of his cylin-der heads to make my ride to work D7 go a bit quicker, hesent me his papers on Tuning Bantams and the spares andtuning part costs that Raynes Park Motorcycles could pro-vide. I still have those publications.

Mike Spencer - Bantam Racing Club Photographer

I have recently been contacted by a Mike Spencerwho at one time in the 1960s was one of the officialBantam Racing Club photographers along with SidFossey and Cyril Cain. Mike has kindly given me severalphotographs and Bantam Racing Club publications. Inthese publications there are photographs of Bantams fit-

Athletes:- Disguise the fact that you've taken steroids by running a bit slower.

15

In this photograph you see Mike Kilvert’s racing Bantam, alovely little machine and capable of well over 100mph. Note

the stopping power of the front brake drum and the much spe-cialised expansion chamber.

125cc Bantams assembling just before a race, note theplunger and rigid rear ends.

BSA Bantam RacingThe evolution of a sedate commuter into a racing legend

Colyn Thomas

Smokers:-Save on matches and lighters, by simply lighting your next fag from the butt of your last one.

16

ted with early types of fuel injection, NSU hubs, mysterybig end oilers, Chinese carburettors, Ram induction, LEVelo Forks etc.

One of the reports that he has supplied me withis the Bantam Club Racing team -125cc T.T. June 10th1964. The team consisted of No 44 Fred Launchbury, No46 Mole Benn, No 47 Roy Bacon, No 65 Bob Smart andNo 70 Alan Blundell.

In the 1965 TT Fred Launchbury was 23rd withan average speed of 76.46mph, his bike was speciallyprepared by George Todd with Todd’s own special exper-

imental 4 speed gear box and was clocked at SulbyStraight at 103mph. F.M. Cripps was 41st at 65.97mphand I James was 42nd at 64.7mph.

A water cooled racing 125 Bantam.

Mole Benn and Roy Bacon photographed racing in the 1964T.T. Note the twin DI brake drums on Mole Benn’s bike.

Fred Launchbury (Top) and Mole Benn in full flight atBallaugh Bridge.

Mole Benn with his special Bantam outside Ace Cafe in 2013.Note front to back tank.

(Mole Benn passed away shortly after the photo was taken)

Vegetarians coming to dinner? Simply serve them a nice bit of steak or veal. Since they're always going on about how meat substitute tastes exactly like the real thing,

they won't know the difference.

17

The Isle of Man TT

In the 1951 Ultra Lightweight TT on the Isle ofMan two Bantams finished the race, one ridden by L.Caldecutt who finished 9th at 56.30mph and C F Salt whofinished 13th at 52.50mph. It was reported thatCaldecutt’s Bantam was running rich and peaking at4,000rpm instead of the usual 6,000rpm. In 1952 HWilliams on another rigid framed Bantam completed the113 mile course at an average speed of 58.03mph finish-ing 7th. This was followed in 1953 by H R Jones in 12thplace at a 57.17mph average. L C Hartfield also enteredthe 1953 TT on a special Bantam, with a piston on theside of the engine which did the induction operating likea disc valve but it had a tendency to seize.

In 1962 Roy Bacon rode one into 16th placearound the famous Isle of Man TT course. 1967 saw anex-GPO Bantam tuned by and fitted with George Todd’sequipment with Fred Launchbury in the saddle finish20th in that year’s 125cc lightweight TT at an averagespeed of 73.9mph. And in 1972 Mick Scutt averaged 74mph around the course in appaling weather. 1974 sawTony Jones finished a very commendable 8th place witha best lap of 26 minutes 44 seconds.

Bantams are raced at Mallory, Lydden, Cadwell,Snetherton, Darley Moor, and Anglesey and are raced intwo formulas, 125cc or 175cc, the rules are basically thesame.

Ramsey Sprint

Ramsey Sprint takes place on a 1.6km straighton Ramsey Promenade, It is watched by thousands of TTfans. Bikes from all over the world can enter, many withspecial modifications to keep things interesting. It was onthe straight that I watched two Bantams owned by KarlMerideth and Stephen Roberts perform. I understand thatthey were veterans of the Bonneville Salt Flats.

They were extremely fast with Karl reaching90.542mph and Steve reaching 91.453mph.

Happy Two Stroking.

The 1965 IOM TT race team assembled, Alan Blundell, FredLaunchbury, Mick Cripps and Terry Bracewright.

Note the Ignition System, the hydraulic clutch, the flat sideBing carburettor and the modified induction stub and port

induction.

Getting ready for the OFF.

Manual clutch, flat sided carburettor feeding induction into thecrankcase via reed valves and a rotary disk valve -

so the owner told me.

A mouse trap placed on top on of your alarm clock will prevent you from rolling over and going back to sleep.

18

How often do we fall into the trap of expecting a Japanese bike to slot nicely on performance andgeneral behaviour into the capacity class that its cubic capacity suggests that it ought to fall? They have turnedall old fashioned notions of 250s topsy turvey and now they are at it with the 175/200cc class. Look at theGT 185 Suzuki. It is clearly unfair to compare it with the rugged 197 James of 20 years ago yet, for the lifeof us, that motorcycle still epitomised the up-to-200 cc class until the Japanese came along, and it takes a con-siderable amount of rethinking to find room for the Suzuki in our mental pigeon hole.

No matter how we looked at it, the 185 Suzuki really is an outstanding motorcycle, from its luxu-rious specification to its scintillating performance. Perhaps just about the only area where we could find faultis in its fuel consumption. If its power lifts it out of the 200 cc class its fuel consumption most certainly doestoo, for an overall consumption of under 60 miles to the gallon puts its performance very much into per-

spective and we could not help wondering, as we have done so oftenin the past, just who wins if we finish up with a 185 with both the per-formance and economy of an old-fashioned 500? There is still thesmall point of its initial purchase cost, of course, but the Suzuki, at£327, is not cheap and even today a traditional 500 does not cost allthat more, and who is to argue the relative reliability of the twodesigns?

Perhaps the most striking feature of the Suzuki is its sheer sophistication. It has all the usualoriental luxuries (?) such as flashing indicators, twin mirrors, positive oiling and excellent electrics plusthe now-standard wear for the 200 class, an electric starter. Starting was ridiculously easy even withoutsuch a refinement, and it was hardly a monster to kick over but we could not help enjoying it not the less.As an increasing number of machines carry these new fangled contraptions we are becoming spoiled.

We have always found the sound of the twin-cylinder engine the most acceptable in the two-stroke range, and the quiet burble of the 185 reminded us why. It is, of course, as quiet as most Suzukisusually are and with an oiling system set up so that the neighbourhood was not enveloped in a cloud ofsmoke a rapid start caused little offense. Oil consumption, at well over 700 miles to the pint, began toworry us as the test wore on for the writer likes to think that oil is needed somewhere. The more we usedthe little 185 the better we liked it and there was continual pleasure to be found from riding the attrac-tive little machine quickly. A fairly light five-speed gearbox, and good clean carburation, gave themachine a most acceptable turn of speed and the speedometer would shoot around to the 80s with justthe slightest provocation. Not only that but it would stay there for as long as there was petrol in the tank.Which, at this speed, would take it only just over 100 miles, on the 2+ gallon tank. At no stage of theperformance curve was there any noticeable vibration and the rubber-mounted handlebar mirrors ensuredthat even low engine speed mirror wobbles were eliminated.

Sheer sophistication (and heavy fuel bills) of Suzuki's latest.Meet the New Class; The 185 A Road Test from

Motorcycle Sport, December 1973with B&W images replaced.

19Avoid bickering and petty arguments by immediately punching anyone with whom you disagree.

When it came to handling, the bike behavedlike a true commuting lightweight. It was fairly softlysprung, so that for a change we did not have our teethrattled, but not so soft as to cause pitching and wal-lowing on corners. The seat was ample and comfort-able and the riding position was just about right. Infact the only less than perfect part in this area was thefront brake. It should have been excellent for it was atwin-leading-shoe type but it required a pressure outof all proportion to the weight of the machine. Whenreal pressure was applied it was more than adequate.

We do not really know what to make of themuch publicised Ram-Air cooling. It does nothing forthe looks of the machine but if we are to believe thesales blurb it helps the engine to get a steady flow ofcold air. Does it? All we can say is that after a goodlong run the engine was not unduly hot but there again we do notrecall pre-Ram-Air Suzukis becoming overheated during a test; sois there any real benefit? One of these days we will go all scientif-ic and do a comparative temperature test.

The 25/25w headlamp bulb seems to be common in thisclass and we found nothing to complain of in this. It enabled themachine to cruise at a safe 60 and the large rear light ensured thatfaster following traffic had ample warning. The instrumentation isvery attractive with twin tachometer/speedometer dials and stan-dard Suzuki switches, which is horn/dip-switch/light on/off switchon the left and starter button/kill switch on the right. One thing thatwe were very sorry to see had not been borrowed from the biggermachine was the diaphragm-type petrol tap. This one was typicalback to front oriental with the dot on the “blunt” end of the tap tobe aligned ‘with on/off or reserve. We bet that others have beenfooled by it too, just as we were when we first came across it.

We have become so accustomed to oil-tight Japaneseengines that we rarely mention this factor in road-test reports thesedays. It is still a real asset to have an engine that does not spew oilover one’s best plus-fours and after 700 miles of use all that was

needed to clean the little Suzy was a bucket of soapy water. Themachine was finished in a metallic blue. Not everyone’s favouritecolour, but very smart.

In spite of all our enthusiasm for the little Suzuki, andmake no mistake it is a very pleasant motorcycle, we could notmake up our minds who would buy it. With its 50/60 m.p.g. fuelconsumption, it is not really a practical proposition for the com-muter and we could not help wondering if it was really big enough,in spite of its big heart. Its greatest merit is that it sells at nearly £100 less than the equivalent 250 and certainly weighs, at 253 lb., asight less. Is this then the future for it: to replace a 250 class that israpidly becoming overweight? If there is a general move to lighter,sweeter engines for their own sake without the ifs and buts of fuelconsumption, then the GT 185 Suzuki is as good as any machinearound. It is fun to ride, well mannered and sounds right. The onlyproblem we had on the test can hardly be set at the door of Suzuki... just as we were due to return the bike to Beddington Lane theinternals dropped out of the right hand sparking plug and puncheda hole in a piston. It was the first time that we have ever had aninvoluntary stop on a Suzuki. We have not had a very good year forsparking plugs but we will elaborate on that when we review theyear’s machines.

20

FOR SALE :

I have a collection of various 197 Villiers engined motorcyclesthat I want to sell (lost the buzz, will, what have you).1947 Salira, 1949 Ambassador, 1954 Francis-Barnett, 1954 Hulsmann,1954 Sparta.

All have V5s are complete and have 197 Villiers units.Email or call for more info.Tel: Rob on 01446 79 3238 (South Wales)Email: r.huddleston45@gmail.com

Comet 98cc. A good example of James' 1954 hand gear-change lightweight. Owned by me since purchase from BTSCmember in 2010.

Tel: Chris on 07768 870 867 (London / Kent).or Email christopher.bantin@gmail.com for more details Offers invited.

James / Francis Barnett / Villiers etc. I have a number ofparts and items available, including, tyres, spokes (new), cas-ings, points covers, air filter, new Comet chain sprocketc,replica and new badges and books.Please send for list(s) via email to:-parkesanthony@yahoo.co.uk or Tel: Anthony on 07813 265 912 (Warwks)

Villiers 2T, L&R Hand-cylinder barrels, crankcases, outercovers, CB cover & points with key switch. All aluminiumparts, NO mechanical parts. Tel: Roger on 01895 638 545 (Uxbridge)

German Victoria KR26N Sport, 1955, 250cc two-stroke sin-gle in first paint condition, starts first kick, nice smooth motor,

Notes for AdvertisersThe BTSC prints member’s ads free of charge and in good faith. However, the Club cannot be held responsible for anything appear-ing in them and will not be involved in any disputes arising as a result of adverts. We regret that we cannot be responsible for thecorrect wording of advertisements. If posting photos please include your name, and some info, on the back. Send ads to the Editor:(Post:- Martin Green, 9 Ashdene Road, Ashurst, Southampton, Hants, SO40 7DS, Email:- theindependent@live.co,uk) bythe date shown on the editorial page and quote your membership number (see magazine envelope address panel). Ads received afterthis date will be held over and placed in the following issue unless requested otherwise.

Please also note that each advert is entered as a “one off”, we cannot run any members adverts on a continuous basis.

Members’ AdsDispose of unwanted items, or collect more!

Old telephone directories make ideal personal address books. Simply cross out the names and address of people you don't know.

September

11th Lincs Section - Meet at Mablethorpe for visit to Gayton Pumping Station Contact Bob or Maureen on 01526 345 720

25th Croydon Section - Run to the Sun10am start, Godstone Ponds.Contact Dave on 01883 623 049

25th Norman Motorcycle Club - Norman Club DayWillesborough Windmill, Ashford, Kent.10am start. For further details see Norman Club web site. Tel 01303 270 881 or email nobbynorman59@mail.com

October

2nd Leicester Section - The Rutland Borders RunThe Rose and Crown, Tilton, Leics.Contact Eric on 0116 275 0532

8th Lincs Section - Autumn Leafs Run from Coningsby Moorside.Contact Bob or Maureen on 01526 345 720

9th Lancs & Lakes Section - Autumn MeetMeet at Watershed Mill, Langcliffe Road, Settle, BD249LR, around 11am. (toilets & cafe)Visit to nearby Hoffman Lime Kiln.Contact Neil on 01253 730 666

9th West Surrey Section - Red Neck RunMeet at Wisborough Green for 10:30 start, run to QEII Country Park, Petersfield.Contact Bill on 01483 272 765

15-16th Classic Motorcycle Mechanics ShowClub Display, Stafford Showground, ST18 0BDContact Eric on 0116 275 0532

16th Kent Section - Autumn Shades Run10am for 10:30 start, Five Pointed Star, West Malling High Street, West Malling.Contact Simon on 01732 884 273

30th Malvern Classic Motorcycle ShowClub Stand, Three Counties Showground,if any members would like to show their bike please contact Ken on 01905 455 527

November

27th West Surrey Section - Christmas Run and lunchContact Bill on 01483 272 765

Forthcoming EventsTake part, meet fellow members, make new friends, or just turn up to see the bikes.

Notes for Event OrganisersAdvise the Editor of your event several months in advance to give time for the publicity to be circulated and read.

Mention the organising section, location (start of runs), start time, a contact name and number, and any other interesting bits, like run length, for charity, entry fee, Club display, etc.

Editor contact details and critical date on page 2.Inform the Club Events Co-ordinator (Eric Hathaway, 23 Finch Way, Narborough, Leicester,

LE19 2TP. Tel: 01162 19 2750 532) of the event to ensure you are covered by the Club’s public liability insurance. Use a signing on/off sheet containing any disclaimers, members for the day conditions, etc.

One tequila, two tequila, three tequila, floor.....

quality bike, comes ready for the road with reg number andV5C. Pctures can be seen at the www.carandclassic.comweb page. £2000.Tel: Bernie 01273 832411 (W. Sussex) or Email: adtrizun@tiscali.co.uk

Francis Barnett Cruiser, 1959, 250cc, non-runner, engineturns, bike 95% complete, no paperwork, spare reconengine, easy project. £800, No Offers.Tel: Ray on 01278 455 961 (Somerset)

Villiers 30C unit complete with known history and 30C bot-tom end. Rebuilt and have got engine parts for 30C, pleaseask.Francis Barnett Plover 78 front end, all in good condi-tiono, forks, wheel, mudguard and front silencer casting,sorry no pipes.Tel: Don on 01358 701 232 (Aberdeenshire)

Excelsior 98cc, 1957 or 56, no V5, in parts, it is about 90%complete. Plunger type frame, loads of new parts, tyres, tubes,exhaust pipe, clutch cables, levers, chains and much more.Loss of workshop. Looking for £625 or trade with cash for run-ning bike in Edinburgh.Tel: Colin on 01315 383 516 (Edinburgh)Mob 07928 421 012

WANTED :

Suzuki M15D (Sovereign), 1966, 12v version, requires leg-shields to complete the restoration.Tel: Lawrence on 0776 1291 801 (Co Antrim)

Francis-Barnett Merlin model 53, or Falcon 54 1949/53,headlamp, toolbox, rear stand.Villiers engine 1F, 4F, 6F and 6F/H would like a complete unit.Tel: Don on 01358 701 232 (Aberdeenshire)

Alf Snell EngineerPrecision and Motorcycle

Villiers and other Two-Stroke engines restored as new.Rebores while you wait. Cranks repaired etc.

Top quality results for reasonable costs.17, Drysdale Ave, Chingford, London, E4 7NL.

Tel: 0208 524 7688

When answering trade ads please mentionThe BTSC and The Independent.

The British Two Stroke Club is affiliated to the FBHVC

The British Two Stroke Club supports FBHVC(Federation of British Historic Vehicle Clubs)The FBHVC monitors UK and EU legislationand lobbies on our behalf to protect our free-

dom to use vehicles of all ages and types

MOTORCYCLE SEAT RENOVATION SERVICESUPPLIERS OF NEW SEATS FOR MOST BRITISH CLASSIC BIKES

LOOSE COVERS & FOAMS SUPPLIEDPlease phone for details and price list

R.K.LEIGHTON, Unit 2, Partridge Court, Price Street, Birmingham, B4 6JZ.

Tel: 0121 359 0514, Fax: 0121 333 3130Email: info@rk-leighton.co.uk, www.rk-leighton.co.uk

Tel: 01384 265797villiersservices@lineone.net www.villiersservices.co.uk

THE LARGEST VILLIERS STOCK IN THE WORLDEvery single part for every post war Villiers motorcycle engine in stock

Our in-house while you wait/same day services now includes;Villiers crank building, re-bores for any engine, flywheel re-magnetising for

2/4 or 6 pole flywheel, ultra sonic cleaning, vapour / shot blasting.Our in-house service includes;

Full engine rebuilds, inc. trials and scrambles preparation / tuning, subassembly builds, short engines, carbs, magnetos, gearboxes, brake shoe re-

lining for any vehicle. Motorcycle price £17.95 a pair including P+P. Other services we provide are; chroming, zinc plating and spraying to

show-winning standards. We are sole distributers for the Electrix world Villiers electronic ignition,

For a huge selection of transfers for all your requirements, many items unavailable elsewhere.

Fully illustrated website with secure online ordering onwww.classictransfers.co.uk

email address: service@classictransfers.co.ukSend 6 first class stamps for latest catalogue listing.

Marcia DerrickClassic Transfers, PO Box 17.

Wotton - Under - Edge, Glos. GL12 8YXTel/Fax 01454 260 596

TYRE - FINDERTyres for your Classic Vehicle

may be a problem to you, contact

Mick at tel: Portsmouth0345 230 1966

07796 188283E-mail : info@tyre-finder.co.ukWbsite : www.tyre-finder.co.ukOffice advice line 9am - 9pm

http://bournemouthbantams.yuku.com

07793 674698 / 01208 87137607793 674698 / 01208 871376Little HadleyLittle Hadley, S, St t VVeep, Lostwithiel, Cornwall, PL22 0Peep, Lostwithiel, Cornwall, PL22 0PAA