Newsletter May 2014 Classic Motorcycle Club of Natal

137 Tara Road
Bluff, Durban
Shoptorque
The Newsletter of
The Classic Motorcycle Club of Natal
Affiliated to SAVVA and The Vintage Motor Cycle Club – UK
P.O. Box 21759
Bluff
4036
South Africa
info@ncmc.org.za
www.ncmc.org.za
May/June 2014
Your Committee:
Position
Name
Email address
Patron
Alan Young
youngjay@telkomsa.net
Chairman
Rod Thomas
rodthomas@telkomsa.net
Vice Chairman
Theo Alberda
mjalberda@gmail.com
Clubhouse Manager Mike Mathews
Treasurer
Aubrey Cilliers
salaub@telkomsa.net
Secretary
Salome van Niekerk salaub@telkomsa.net
Club Registrar
Andrew Mather
mathera@durban.gov.za
Outings Co-ordinator Vacant
Dating Officer
Rod Thomas
rodthomas@telkomsa.net
Show Manager
Barbara Sink
Spares Manager
Eugene Watson
Asst. Spares Manager Kevin Tebutt
Regalia Officer
Jill Alberda
mjalberda@gmail.com
Rally Manager
Thomas Schubert twowheel@lantic.net
Librarian & 100 Club Dave Stone
SAVVA Club Rep
Ken Sink
Editor
Thomas Schubert twowheel@lantic.net
BANKING DETAILS
Bank:
Branch:
Branch Code:
Account Number:
Standard Bank
Bluff
051001
05-155-629-4
Page 1 of 17 pages
Home
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031 465-5831
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Cell
082 465-8273
073 365-6494
082 377-8580
083 922-0133
072 040-9000
083 309-0233
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076 686-4194
031 776-3648 074 471-3407
031 262-9953
083 627-4220
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078 679-5000
083 627-4220
Announcements:
The passing of Des Pistorius
It is with regret that we have to advise of the passing of Des Pistorius. Des was well known in the motorcycling
fraternity throughout South Africa and attended many rallies on his Honda Goldwing with his poodle Boswell sitting on
the tank.
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Page 2 of 17 pages
The passing of Russ Collins
From the Single Over Head Camshaft (SOHC) forums
Russ Collins, showman, professional drag racer, and problem-solver, has died of cancer, aged 74. I phoned Collins’
former employee, Byron Hines, for some insight. Collins had hired Terry Vance as a rider, and Vance and Hines
became friends and, later, business partners.
“You could write a whole book,” Hines began. “He was the pioneer of the Big Show. In the heyday of Leo Payne and
T.C. Christenson, Russ came and upset the whole apple cart.”
Before Collins, motorcycle drag racing had been a modest affair—little more than a tuned Triumph or HarleyDavidson engine in a modified frame. His flair for the radical and unusual transformed the sport into a freestanding
show all its own. Those were the days when truly, if a little was good and more was better, then too much was just
enough.
With apparent ease, Collins put all the high-performance technologies—supercharging, fuel injection, and high-energy
fuels—to work, putting down run after run that challenged everyone to come up to his level. He saw the potential of
the Honda CB750, both in drag racing and as a market, hundreds of thousands strong, for high-performance parts.
He built a series of ever-more radical and successful drag bikes, powered by one, two, and three CB750 engines.
Beginning with a four-into-one exhaust pipe, he took his ideas beyond sport to create an industry.
“He was the go-to guy on hot-rod parts,” Hines said. “He knew a lot of people in the industry. He liked to say that he’d
opened his business [RC Engineering] on April Fool’s Day, 1971. The thing was, when he went to match racing, he
was the premier guy. Everyone knows that. If anyone doesn’t acknowledge that, it’s because they’d been
overshadowed by him.”
Curiosity, imagination, and intelligence are powerful tools. In 1969, they sent Americans to the moon and returned
them safely to earth. When Collins needed information on fuel injectors and their flow and pulse rates, no one seemed
to know anything. He built a test rig and used it to rate every injector on the market, then went on to provide the
injectors that the market didn’t even know it could sell. This was a man who had learned in the best way, by doing, as
a natural experimentalist. Starting as a mechanic and body man, he learned basics skills, then took them to California
where motorcycling was growing explosively. “RC Engineering was a pretty good place to be in the ’70s,” Hines
concluded. “We were just fortunate to have been in his wake.”
--------------------------------------------------------------------------------The passing of Massimo Tamburini: The “TA” in “Bimota”
It is a great and tragic loss, much too early in life for him to leave. I met him once, in Italy, and he was kind and
gracious when we were introduced. He returned my compliments warmly. He was class.
Page 3 of 17 pages
In my opinion, Tamburini was this era's great designer and motorcycle visionary. Not only were his drawings artful and
unique, but they led the industry in making better, more capable motorcycles. His work at Bimota introduced his
brilliance, and later, through Cagiva/Ducati he cemented himself as the industry's brightest star. Truly and profoundly,
those who attempted to follow him fell far short of the standard he established. The 916 stands as a prime example of
this, while many are still trying to match what was accomplished with the F4. Someone has to be the best, and he
was.
By Nolan Woodbury, editor and publisher of Vintage Motorcyles Online
--------------------------------------------------------------------------------The passing of Friedl Münch
Friedel Münch, the creative genius behind the iconic and evocative Münch Mammoth, passed away April 26, 2014,
after a lengthy illness. Born in Dorn-Assenheim, Germany, on February 6, 1927, Münch’s love of motorcycles led him
to work with Horex motorcycles. When Horex ceased production in the late 1950s, Münch started building his own
Horex-based specials. His most famous creation, the Münch Mammoth – Mammut in German – utilized a 996cc 4cylinder air-cooled overhead cam NSU engine originally designed for the NSU Prinz car. Considered outrageous in
their day, surviving Münch Mammoths are today highly collectible.
From MotorcycleClassics.com
--------------------------------------------------------------------------------The CMCN Newsletter: ShopTorque
We have had a number of queries of late regarding the ShopTorque. We hope that this note clarifies the situation.
As many will recall at our December 2012 AGM it was proposed that the club reduce the number of prints and
postage of our newsletter. It was suggested that all those who had access to the internet could read and download
the ShopTorque on the clubs’ web site www.ncmc.org.za One of the advantages would be seeing all photos etc. in
colour. It was calculated that the cost reduction on printing and postage would amount to a substantial saving to the
club and for that reason the annual subs were not increased. It was recognised that some members do not have
access to the internet and they would continue to get their hard copy in black and white as usual either by collection at
the monthly meetings or by post.
Sadly, in spite of this approach the number of copies printed and posted continued as in the past. At the December
2013 AGM the issue was again tabled. It was suggested that those members who wished to continue getting their
ShopTorque in hard copy and posted would pay an additional R60 on top of the annual subs.
It is worth noting that all clubs are facing the same pressures on reducing costs and as a last resort many published
their newsletters through the internet. In fact one of the bigger car clubs in the Durban area is charging an additional
R200 on top of their annual subs for those wishing to continue getting a black and white print copy of their newsletter
by post.
For 2014 each member must decide if they want to continue getting their ShopTorque as in print in the post in which
case they will be charged the additional R60 p/a.
Kind Regards,
Your CMCN committee
Attracting younger members into the club.
This has been a topic under discussion since the beginning of the year. This editor for one believes that the age
profile of the club’s membership is skewed towards older people. The following article appeared the UK’s The Vintage
Motor-Cycle Magazine (January 2014). Unfortunately some parts in the beginning of the article are illegible, but here
goes.
“… members 12 000 were bold enough to give their ages. It will come as no surprise that the average age is 65. In
fact this may be on the low side as some members are intent in attracting a… Demographics show that if this average
is not reversed or is stabilised the VMCC will cease in its current form within 12 years.
The reasons lie in our hobby itself. A gifted engineer and enthusiast mentioned recently that ‘once interested, a
motorcyclist never loses it’ and I agree. Our hobby requires a delight in riding and in maintaining our machines. We
are fortunate that there is an endless range of designs to interest and challenge us. Genetically a VMCC member will
have an extra engineering chromosome yet most of the time appear reasonably normal. They will also find
Page 4 of 17 pages
contentment particularly when eating in the company of engineers, toolmakers and those who fiddle with things to
make them better. Many have managed to acquire substantial collections of interesting bikes, machinery, tools and
parts, kept in well-equipped workshops. The demise, some would say collapse of our manufacturing industries,
engineering apprenticeships, opportunities to work as machinists, fitters etc. in mechanical environments are all but
gone. Our youth is largely denied the opportunity to become infected with a love of mechanics. Blame is not implied,
so many items may not be repaired and the benefit of understanding how it is made, works and how it may be
repaired denied.
So what to do?
End the apartheid of 1930s, flat tank or girder fork-only runs, meets etc. Our club 25 year rule is sensible and fair. My
suggestion is that we add to all regs and invitations that ‘We welcome all with an interest in Vintage motorcycles’.
Now this does mean that Superbikes will turn up. Frankly, if a 1300cc DOHC Turbo machine wants to join a 1930s
run, welcome them, they heighten the advances made and illustrate the achievements of those early designers. For
example, Hondas from the 60s, 70s and 80s include many true classics. These have innovative designs. Singles,
XBR, twins CB72 and CB77 and early Honda Fours are undeniably classics. These early machines offer safe,
comfortable riding with ease of starting, good lights. Above all they are affordable to younger members. To us
over 65s they provide an extension in enjoying a good motorcycle and motorcycling.
How?
Appoint a club member to specifically welcome those arriving on a ‘modern’ machine AND take an interest in them.
You may be surprised where this will lead!”
Submitted to the Shoptorque by Wayne Bagley.
--------------------------------------------------------------------------------Events Past
Showbike of the Month: Day of the Rising Sun
Will Mac Gibbons’ show-stopping Suzuki 125 Stinger
---------------------------------------------------------------------------------
Page 5 of 17 pages
Fragram Natal Classic Rally 2014
th
rd
th
The 29 Fragram Natal Classic Rally was held on the 23 and 24 May 2014, using the Drakensville resort near
Bergville as a base. The results are listed in the table below.
Pos
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
DNF
DNF
DNF
DNF
DNS
DNS
Name
Walton
Robertson
Ward
Nancekivell
Kraehmer
Meyer
Lumley
Mather
Cronje
Maizey
Davis
Lewis
Nienaber
Pullon
Kaiser
Beckmann
Plit
Sawkins
Helm
Zoller
Sink
Stone
Alberda
Patterson
Vermaak
Burton
Hall
Maizey
Raatgever
Haesloop
Thompson
Wooding
Wiles
Vermaak
Mulder
Jervis
Wilsworth
De Kock
Vermaak
Mathews
Nell
Steyn
Hoekstra
First Name
Gavin
Kevin
Mike & Glenda
Roland
Fritz
Raymond
Gavin
Andrew
Pierre
Rikki & Diana
Martin
Ric
Gawie
Denis
Martin
Bevan
Renney
Richard
Steven
Rolf & Jenny
Ken & Barbara
Dave
Theo
Craig
Gerhard Snr & Anneke
Des
John
Dick
Hank
Robert & Brodie
Robert
Hal
Robert
Ruben & Leilani
Eugene
Brian
John
Winston
Gerhard & Vanessa
Michael
Ray
Martin & Susan
Rick
Machine
AJS Model 18
Honda Black Bomber
Kawasaki Z1000
Velocette Viper
BMW R80/7
BMW R50
BMW R75/6
Honda CB 400F
Triumph Speed Twin
BMW R90/6
Ariel VB
Sunbeam 5
BMW R50/2
Triumph Bonneville
Sunbeam 9
BMW R50
AJS Model 18
Norton Model 18
Harley Davidson
DKW RT 350S
Honda CX 500
BSA C12
Honda CX 500
DKW SB 200
Harley Davidson
Velocette
BMW R60/2
Triumph 3T
Moto Guzzi
Ural Combination
Honda CB 650 C
BMW R50/2
Moto Guzzi
BMW R50
Suzuki GS 850
BMW R80 GS
Kawasaki Z200
Matchless
BMW R50
Ducati 650 GTS
BSA Super Rocket
DNEPR Combination
BMW R100
Year cc
1965 500
1965 440
1979 1000
1960 350
1978 800
1967 490
1976 750
1976 408
1939 500
1975 900
1955 600
1929 498
1964 500
1969 650
1935 500
1958 500
1964 500
1936 500
1941 750
1958 350
1980 500
1956 250
1980 500
1936 192
1942 1200
1956 500
1962 600
1947 350
1980 500
1978 650
1981 650
1963 500
1980 850
1967 500
1979 850
1962 800
1957 200
1955 350
1968 500
1976 860
1959 650
1967 650
1981 1000
Group
B
B
B
B
B
B
B
B
A
B
A
A
B
B
A
A
B
A
B
A
B
A
B
A
A
B
A
B
B
A
C
C
C
B
C
B
B
B
B
C
C
A
B
Club
CMC
VMC
CMC
VMC
VMC
CMCN
VMC
CMCN
CMCN
VMC
VMC
VVC
VMC
CMCN
VVC
VMC
VMC
CMCN
VMC
VMC
CMCN
CMCN
CMCN
VMC
CMCN
CMC
CMCN
VVC
CMCN
CMCN
VSCC
CMCN
CMCN
CMCN
CMCN
CMCN
CMCN
CMCN
CMCN
CMCN
CMCN
CMCN
CMCN
I wish to thank my committee for the effort they put into organising this event. Our gratitude also goes to Fragram
Tools for sponsoring the prizes and to Drakensville for putting up with us for another year and for making a lucky draw
prize available.
I would also like to congratulate all the participants on their sterling efforts!
Thomas Schubert,
Clerk of the Course
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Page 6 of 17 pages
Club to club breakfast run - Sunday 11 May, 2014.
Arranged and reported-on by Alan Young, Photos by Jill Alberda.)
Hands up all those ninnies who indicated they were going to ride and then looked outside and saw a few clouds and a
sprinkle of rain and stayed home to watch Formula Yawn!
Well, you missed an enjoyable morning with fellow club mates and a slap-up breakfast prepared by a team of
volunteers.
Mike and Liz Mathews were at the club early to open up and start preparations. Others began arriving and skottels
etc. were set up around the braai area with tables and chairs set out under the awning. Liz had coffee, tea and juice
available at the bar with cutlery and crockery set up on the kitchen counter.
Eventually there were nine club members on their bikes and two visitors on modern superbikes. Also, a number of
members came by car or bakkie because of uncertainty about the weather, and they are thanked for making the
effort.
Before we could depart John Grobbelaar discovered that his Suzuki was only running on two cylinders and no plug
spanner being available he had to pull out of the run. Eventually five members departed the club for a short run which
went into Brighton Road past the Wentworth Hotel. Unfortunately, just beyond the hotel were road works and the
surface was extremely rough.
Steve Moffat got a wheel into a rut and went down on his Velo, fortunately without serious injury. Sadly the same
could not be said for his bike which was somewhat battered. The others helped get his bike started and Steve was
able to ride back to the club while the rest continued on the run.
From Brighton we went into Bluff Road and took a left into South Coast road, rode south and took a left into
Himalayas Road and down to Travancore Drive which runs past Mondi on the canal side. Travancore takes a left into
Marine Drive and we now rode north for the entire length of Marine Drive until it takes a left U-turn into Lighthouse
Road.
Lighthouse took us into Tara Road where it was a straight run back to the clubhouse where cooks were already hard
at work at the skottles and in the kitchen. Cooks were Jill and Theo, Gerald and Dianne and Marie with Yvonne
cooking and serving food onto plates. Behind the bar and in the kitchen Liz had everything in hand with coffee, tea,
rolls, etc.
Colin Flett was also in the kitchen brewing up delicious filter coffee and a large traditional loaf called a clothie
dumpling which members sampled with relish.
After the enjoyment comes the schlep of washing up, cleaning cooking utensils, returning tables and chairs to the
clubhouse and container and all the other details which have to be sorted before we can lock up and go home.
Of the nine bikes the following five made the run:
Year
1932
1980s
2004
2007
2009
Make
Velocette
Suzuki
BMW
Honda
Royal Enfield
Model
GTP
GS850G
F650CS
CBR150
Bullet 350
Page 7 of 17 pages
Riders
Steve Moffat
Eugene Mulder
Winston DeKock
Alan Young
Gary Leonard
Thanks to all those members who helped with the setting up, cooking, washing, cleaning and tidying up and Jock
Adamson for taking care of the sweep. Pity about the weather! In conclusion some thirty folk had an excellent value
full house breakfast for R30 in the great company of fellow enthusiasts. The proceeds from the event, some R 300,
goes into the Rally account all in an effort to keep the costs down for future rally participants.
The cars out-numbered the bikes on the day. No problem it was great to have the members there!
It wasn’t clear what Corrie was showing June?
Page 8 of 17 pages
Ray and Theo excelling at cooking the tomatoes and keeping an eye on the simmering baked beans.
All good things come to an end and time for Gary and Veronica to depart for home on the RE 350 Bullet
---------------------------------------------------------------------------------
Page 9 of 17 pages
Events To Come
Event
CMCN Monthly Meeting
CMCN Breakfast Run
Date
07 June 2014
T.B.A.
Other Details
Clubhouse
----------------------------------------------------------------------Bike of the Month Competitions
January:
February:
March:
April:
May:
June:
July:
August:
September:
October:
November:
December:
Best of British:
Golden Years Trophy:
Day of the Rising Sun:
Best BMW:
Best Tiddlers:
Showbike Trophy:
Concourse Competition:
Best Post-Classic:
Best Sidecar:
Best Matchless/AJS/Norton:
Best Italian Bike
Moderns: any make, any size, 2000 to 2010, and Harleys, any age.
Page 10 of 17 pages
Other stuff: Adverts, Technical, News etc.
Toosie Hudson is a long-time member of the CMCN. Here is his story as told to Stuart Miller.
This is part One; Part Two will follow in the July 2014 edition of the Shoptorque.
TOOSIE (GRAHAM) HUDSON
rd
Born 3 February 1943
His Memories of Motorcycling
nd
The bug bit on the 2 August 1948 when my Dad, who owned many bikes, took me in his car to the Bluff Grand Prix
circuit to watch bike racing. I was only five years old and little did anyone realize this was the beginning of a lifelong
love affair. Many will testify that one does not forget the beginnings of a great love affair and although I was only five
at the time, I have not forgotten that day in 1948.
As a kid I was found to be sketching bikes many times instead of simply scribbling as many kids of that age were
doing. I did not have an interest in working or fixing bikes and never joined my Dad in the garage. All I knew was that I
loved the bikes I saw at that Bluff Grand Prix and the ones which stood out was Norton in particular. Why Norton, I
don’t know, maybe it was the sound or the way they looked and no doubt how the rider controlled it.
th
Then again on the 19 February 1949, my Dad took me to racing on the Snell Parade which was the ‘In’ thing in those
days. I must have shown great interest and although there were bikes and cars, my love of bikes was well seated in
my thoughts. Many top South African people used to
participate in these events.
Anybody that was somebody in racing could be found there. A local Lady, Isabel Henderson, who I believe was the
first South African woman to take part in racing. She stood out, always in her white overalls driving a Fiat car. Basil
Beall drove an ERA car, used to backfire his car with a flame through the exhaust. It was at one of these races that I
saw a 21 year old biker kill himself by colliding with a lamp pole. In later years this may have left me with the thoughts
not to be reckless especially on a bike.
th
April the 16 , 1949 saw us in Pietermaritzburg at the Alexandra Coronation racing and enjoying all the activities that
went with it before Roy Hesketh.
th
Then I went with my Dad to Burman Drive to watch the hill climbs there on 16 December 1950. I loved it and
developed a deep desire to ride a Norton in one of these events one day. The desire to ride a Norton there never left
my thoughts and in 1965 I rode my Honda 250cc there.
My very early years was no different to what the average boy up to. I kept a scrap book of bikes which I still have in
my collection. I know I was in trouble many times but that did not stop me thinking of bikes, so much so that my Mom
subscribed to the UK magazines Motorcycle and Motorcycling. Both were in competition to each other and were
known as the green and blue books because of the colour of the covers. I suppose my Mom felt it may keep me out of
trouble and possibly because my Dad was a biker with several bikes, she like most mothers, did not want to lose a
son in a stupid biking accident.
Then I moved into high school attending Queensburgh High. It did not take long before I had my own buzz bike and
was one of the first few at the school to have one and use it to school. This is when the dirty hands started to come
into play, my bike had to be better and quicker than the others and to do this I had to learn all about bikes and how
they worked and how I could get my 1957 50cc Mondial to go faster than the others. This I achieved and maybe
cheating here and there to get that little extra out of it.
We were allowed to park our bikes at school. Near to the school was a chemist shop and one day I rode a Triumph
650 to school and parked it behind the chemist shop so I could not be seen. We had a teacher, Mr Cox who rode a
350 Matchless and I think he had a good understanding of me.
I do not know how word got to the school headmaster of me riding a 650 without a licence to school, but I got four of
the best cuts for doing what I did. After that I was very cautious with my biking activities.
Several of us were given permission to use the Pinetown drive-in on Sunday afternoons for 50cc Buzz Bikes at 2pm.
This only lasted for six months when we were told to stop. I don’t know why, perhaps we were making a lot of noise
on a Sunday afternoon when old people did what they did and found our noise disturbing.
Page 11 of 17 pages
The bug was in my soul, and I used to bunk school on a Friday and ride to Pietermaritzburg to watch the pre races for
the next day. It took me two hours to get there on my Mondial. Obviously I was found out and got into the usual
trouble, but it was worth it for I was in love with motorbikes especially the Nortons.
Every Saturday my friends would meet me at home and we had a bike cleaning session using sheep dip as a cleaner.
On one Saturday morning one of our friends decided to take his bike onto the road after cleaning, maybe to make
sure all is well and on his way back a dog ran out in front of him and with no clothing for protection, not even a shirt,
th
he died on 12 December 1959. It was a dreadful sight which has lived with me ever since.
Upon leaving school I was accepted as an apprentice diesel mechanic. The first year was uneventful but I did not like
the dirty work involved and had doubts. In my second year the second year apprentices were circulated around the
workshop for three months at a time.
I found the repair of diesel pumps & injectors (a specialized trade) room activities to my liking, clean cool and well
organised. I was fortunate that I was a fast learner and soon found my way into working permanently in the pump
room.
My Mondial was now getting too small for the likes of me and I invested in a BSA, all this time my future visions
remained with me. At Westmead Pinetown I saw Peter Rowe riding a Norton. I had to have a Norton now. So I
exchanged my BSA for a Norton. From Day one the gearbox gave trouble and all my efforts proved useless. Before I
knew it I was called up into the army. The bike disappeared and that was the end of owning any bikes.
nd
On 2 January 1962 I did my first three months in Bloemfontein, then on to Ladysmith for the rest of my call up. I was
given lance corporal rank and was overjoyed with it and very proud. Through a mutual friend I developed a friendship
with a girl in Estcourt. Some of you may understand a man’s needs, without any sort of transport I had to do
something. So one Friday evening I commandeered an army BSA to go to Estcourt. Riding quietly in the dark without
the headlight on so that I would not be detected, I rode into a huge ditch and I was thrown off the bike. Needless to
say, all was revealed and I lost my lance corporal rank. After this army period I was attached to Durban Light Infantry
where, as with so many of us, had to attend a monthly parade on a particular Saturday afternoon.
This was not for me, plus I had a girlfriend in Morningside and chose to visit her rather than march around a parade
ground. At this time I owned a MGA soft top.
One Friday evening at home, barefoot and with the minimum clothing on I heard a motorcycle, the sound of which I
did not recognise. The bike motor stopped and shortly afterwards there was a knock at the door which my Mom
answered. A Uniformed MP sergeant informed my Mother with papers that I was under arrest for not attending the
army parades. I was carted out the house as I was dressed and put into the sidecar of the army Harley Davidson. I
was cold as it was a cold evening, and we rode for what appeared a long time stopping outside the MP’s girlfriend’s
house on the Bluff. He instructed me to stay put while he went inside. I was waiting so long that dew was starting to
settle on my head. I could see through the curtains that they were in the lounge talking, having tea and biscuits while I
was out there freezing to death.
Then I had the urge to swop the H.T. cable from the front to the back cylinder and let the wire loose on the engine
side I did, hopped out of the sidecar and started walking away from the bike.
I was not too sure which way I was going. My bare feet were sore. I was very cold and tried in vain to hitch a lift.
Eventually a white lady nurse stopped and took me home to Northdene for which I was very grateful. Now I was ever
so careful with my movements, expecting a re-occurrence of this event. Needless to say nothing ever happened,
which was a great relief to me and the whole family.
I always had the desire to have my own business and more importantly I wanted to go to the Isle of Man. I had books
on it, I knew the name of every place on the circuit and there was no doubt I was going to get there no matter what it
took. I planned for the trip and when I had completed my apprenticeship the time was right to implement my plan. We
had neighbours who had family in London and so it developed that I would be made welcome should I go over. This
was like an omen, I had to go. So when funds permitted, I sold my MGA and secured my passage to England then
onto the Isle of Man and back home. My Mom made sure she did the arrangements and I was set to go. I resigned
from Durban Corporation and was ready to complete my dream.
I sailed on the SA Oranja for England which took 18 days. It was not hell but heaven for the boys (men) were
outnumbered three girls (women) to one chap. This was something else and the voyage was over in no time. Time
flies when one has fun. I got to London and stayed with the neighbour’s friends/family and then flew to the Isle of Man.
Page 12 of 17 pages
At the Isle of Man I booked into the B&B as arranged with no problems. Now I was dying for a cold beer and I had
noticed a big garage down the road and there was a pub right there. How pleased I was, I was in the Isle of Man, my
goal had being for fulfilled and now for a nice beer to round it off.
As I approached the pub I noticed a lot of racing type bikes in the large garage next door to it and no doubt I was
going to enjoy my stay. Into the pub I went and of course the first beer never touched sides. With my second beer the
owner/barman & I started talking and he asked where I was from? My reply was Durban South Africa. A long and
interesting conversation followed during which he expressed his gratitude for the hospitality he and his military chaps
enjoyed when they stop to pick up supplies during the last war.
The conversation then turned to biking and of course I was proud to tell him a little about myself and my experiences
with a motorbike. Before I knew it he asked me if I would like to take a bike around the track and without hesitation I
said yes. He said I was to be outside the pub at six the next morning. I left the pub not knowing if the beer was having
an effect on me or what had happened was true needless I spent the whole night pondering this issue. I decided the
best to do was to be at the pub at six and if my understanding was wrong at least I could wander around looking at
the bikes for after all that is what I wanted to do.
I made my way to the pub before six and noticed a BSA Gold Star 500 parked outside the pub and realized I was not
the only one up so early. Before I knew it the pub owner/barman was next to me. He asked me what I thought of the
bike, I may have said she was beautiful or something like that. He replied, right then take her for a spin around the
circuit but first you must fill her up and do all the correct checks, gave me a helmet, goggles, gloves and left to go
inside. I did what he asked me to do and in the process noticed that it had brand new racing tyres on the front and
back. I don’t know if it was my heart beating with excitement or my legs trembling in fear, whatever it was, it was
exciting.
Being at the Isle of Man and now given a chance to ride a bike there admittedly not in a race but very excited. All on
my own on the road I rode very carefully and slowly after all it was not my bike and I was in strange territory. I left
going down Bray Hill, Quarter Bridge, Braddan Bridge, Ballacraine and Kirkmichael. It was unreal seeing all the
names I’ve known since I was 6 years old.
TT week is an adventure with much to experience. It is one of those once-in-a-lifetime events.
Arriving back where I started the pub owner/barman was there to greet me and asked what was wrong because I had
taken so long and when I told him why he said take her around again and let’s see how you go. I did not only do one
more but several more circuits and by the time I had done about six laps, the bike traffic was getting busy and I felt it
was now time to stop, which I did.
Refilled the fuel as I had done several times and handed the bike back with all the gratitude I could muster. The rest
of my stay in the Isle of Man was out of this world. It was during this visit that I saw the Honda 250 six cylinder, yes 6
cylinders with 24 valves producing 60BHP at 18000rpm. The howl it gave was unforgettable and speeds of 153mph
(245kph) have been recorded. Hailwood won 10 out of 12 Grand Prix on the 250RC 166. Also in the 350 class took
the title when the machine was bored out to 275cc.
It was time to get back home and get on with my life and pursue my next aim which was to have my own business but
I had to get money in first and I would have to work for it. As I left the Isle of Man I realized I was not far from having
no money. When I returned to London, the thought of sailing back to Durban for 18 days with all the pleasures that go
with it but without money got me thinking and I successfully traded my passage ticket for an airline ticket and flew
back to Durban. At the Durban airport I did not even have a tickey to phone my Dad to come and fetch me, I had to
ask someone for a tickey so I could make the call. My family were surprised and of course my Dad collected me at the
airport.
Read Part Two in the July edition of the CMCN Shoptorque.
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Page 13 of 17 pages
SAVVA Technical Tip 85 – Axle Stands
Having been around for quite a few years and playing amateur mechanic for longer than I can remember I didn’t
realise how sloppy I was getting – until that is.
My trolley jack was getting a bit long in the tooth and not lifting as high as it should so I decided to spend some of my
hard earned cash and buy a new one. Great excitement – a big blue job and of course made in China. I couldn’t wait
to unpack it and see how high it would go. I placed it under the front cross member of the car I was working on and
jacked it to the maximum. Rightly enough, it went far higher than my old one.
Sometime later I was about to crawl under the car to check something or the other when all hell broke loose. Because
of all the oil under the front cross member and the high angle the new jack lifted it up to the jack slipped off the cross
member slipping between the cross member and the bumper. The damage to the grill and surrounding area was
catastrophic to say the least. After muttering a few obscenities I realised the damage was unimportant compared to
how my head could have been reshaped if I had been under the car. I was also reminded that if you jack a car up
using the front cross member it is advisable the release the hand brake and select neutral. Next to where this
happened stood four adjustable axle stands, which, if placed under the suspension, could have saved hours of panel
beating, re-painting etc.
There is an expression – something about teaching old dogs new tricks. Well, even after all these years I think this old
dog hasn’t necessarily learnt a new trick but has been reminded of one he was told about many years ago. Please
don’t fall into the same trap.
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Page 14 of 17 pages
Honda GL1000 GoldWing
The Biker gets the girl
Page 15 of 17 pages
Page 16 of 17 pages
Smalls (will only appear in two issues but may be resubmitted)
Wanted:
Eugene and Kevin need spares for the Club’s Spares Container. You can bring them any bike spares, old, new,
whatever, and let them decide if it is useable.
----------------------------------------------------------------------Wanted
I am looking for a barrel for my 1928 JAP motor, it is a 350cc with a bore of 70mm and stroke of 90mm. I recently had
it sleeved and it got damaged beyond repair in the process, so if you hear of anybody who has one please contact
Rod Thomas on the following numbers:
Cell 073-365-6494 and Home 031-762-1509
05-2014
----------------------------------------------------------------------Wanted:
Engine and Gearbox for a Sunbeam S-7. If you can help in any way please contact Theo Alberda at 031 262-9953
05-2014
----------------------------------------------------------------------Wanted:
Triumph Tiger TR 110, 1954 model for restoration. If you can help, please contact Graham Watters on 031 205-6570
05-2014
----------------------------------------------------------------------Wanted by the Umgeni Steam Railway Association.
A brass ships bell for use on the Inchanga station to enhance the period décor and use as signal to board. Bell size
should be 250 mm at the base or bigger.
Please contact Chris Brown on 031 764 1399 or chrisjill@worldonline.co.za
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Page 17 of 17 pages