- Vintage Motorcycle Club

A monthly publication of The Vintage Motorcycle Club Johannesburg, South Africa.
Volume 29. No 2.
February 2015.
CHAIRMAN’S MESSAGE:
After a break of almost six weeks, it’s time to get our proverbial rear ends into the swing of
motorcycling again. There are a number of important events taking place over the next 2 months.
The BIG one is the 2015 DJ. Ian Holmes and the team are working against all odds to ensure a
safe and enjoyable event for everyone. Let’s all try to avoid the typical South African mentality of
“leaving it to the last minute”. Entries for the DJ close on the 31st of January (yes, that is only a
few days away!). Please get all your details together and submit your entry forms to Gwyneth and
ease the admin burden. All forms are available on the VMC website, under events.
Scrutiny opportunities prior to the DJ weekend are being held at the VVC premises at 3 Athol
Oaklands Road on Sunday, 22 February and again at the CMC premises on the corner of Power
and Refinery Roads, Germiston on Sunday, 1st March.
On Sunday, 8th February, CMC is hosting the Pre DJ & Autumn Rally. The event is a Regularity
Trial over 160 kilometres starting and finishing at the CMC Club House, Germiston. Again, all
forms are available through the VMC Events page. Can we try for a big VMC contingent at this
important ride in preparation for the DJ.
Good luck to all our members that will take part in these events, we have a tradition to uphold of
“bringing back the Silverware!”
Safe Riding
Pierre.
1
Edward Turner
By Ken Wiggins
Edward Turner—designer of the Ariel Square Four, Daimler V8 engine & the world beating Triumph Speed
Twin —was finally awarded a coveted Blue Plaque in recognition of his service to the motorcycle industry.
The plaque was unveiled on Sunday 25 October 2009.
Blue Plaque unveiled in 2009 at Turner’s former
residence, 8 Philip Walk, Peckham, London SE15
Edward Turner
Voted by the people. That's what it says on the plaque, and that's exactly what it means. By the people.
They don't, after all, hand out Blue Plaques to all comers. To get one, you have to really deserve one—and
that means more than unearthing a hitherto undiscovered dinosaur, or designing a wind up heart
pacemaker, or doing any of a million other things to put yourself on the map of outstanding human
achievement.
To be awarded a Blue Plaque in the United Kingdom, you need to have a groundswell of people pressure
behind you—either from members of your professional or society, or simply from the common man. Most
importantly, though, you need to be dead.
Edward Turner, arguably the greatest motorcycle designer that Great Britain ever produced, fitted the
criteria and was finally recognised by the authority under their own "Blue Plaque scheme" as a man of
outstanding achievement, and it was people power that put him there.
Erum Waheed, a Triumph owner, barrister and "elusive" member of the Mighty South London Triumph
Owners Club felt that Edward Turner—or ET, to those who knew him—deserved to have his name up on
the bricks, and sought support from pretty much anyone who could put some muscle behind the fulcrum of
official local government approbation. One thing led to another, and soon Southwark Council recognised
that they had another live one on their hands, so to speak, and threw a borough historian into the mix. And
before you knew it, the house at 8 Philip Walk, London SE15 (where ET lived and worked in the 1920s)
was rediscovered—along with a workshop building at the rear. With that, the remaining cogs and gears fell
into place.
Much has been said about Edward Turner; tales of his temper and petulance and inability to gladly suffer
fools. Others decry his achievements citing more worthy motorcycling candidates for the Blue Plaque
treatment. But the fact is that there's no progress without a little friction, and in his time Edward Turner
made more progress than anyone else in the British motorcycle industry. His designs, flair and intuitions
seeded a generation of motorcycles not only from Triumph but from rival manufacturers including Ariel,
BSA, NORTON AND AMC. Edward Turner's legendary 500cc 5T Speed Twin of 1937 was the most
exciting motorcycle of its age, a bike that metamorphosed into the 650cc Triumph twin that set the world
alight in 1956 when, piloted by Texan tornado Johnny Allen, it hit 214mph at Bonneville Salt Flats, Utah,
USA.
The 1959 650cc T120 Triumph Bonneville, capitalising upon that success, was an instant hit and became
one of the most famous motorcycles of all time. Under Edward Turner, Triumph was always a profitable,
2
successful and happy firm. In hard CASH terms, the company brought home a fortune in much needed
Yankee dollars during the post-war "export or die" years, and ET also turned a worthy but otherwise
unremarkable British motorcycle marque into an international icon. Edward Turner's unique ability to
bridge the gulf between engineering, styling and marketing far and away puts his star at the top of the tree.
Turner was born on 24th January 1901 in Southwark, South London,
the third of seven children. Edward served in the Merchant Navy as a
radio telegraphy officer from 1916. In the early 1920s he bought
Chepstow Motors in Peckham Road, South East London, which was a
Velocette agency. By 1925 he had designed his first motorcycle
engine; a geared OHC 348cc single. Within two years another
machine, built to a similar design, had been completed and was known
as the Turner Special.
In 1928, the Ariel Square Four; a compact 500cc unit with twin (geared) crankshafts and a one piece
cylinder block, appeared. Ariel, under the control of Jack Sangster and with Val Page as its Chief
Designer, saw the potential in the 500cc four-cylinder engine and promptly offered Edward a position in the
firm. Working under Val Page, Turner further developed the Square Four. It was first shown at Olympia in
1930.
By 1936, Turner moved from Ariel to Triumph and was now Chief
Designer—also with Jack Sangster in control of the firm. Triumph's
existing range of 250cc, 350cc and 500cc Singles (designed by Val
Page—who had spent four years at Triumph before moving to BSA) —
were revamped into the more sporting Tiger 70, Tiger 80 and Tiger 90
models. And in 1937, the legendary 498cc, 27bhp 5T Speed Twin was
unveiled.
In 1949 the 649cc 6T Triumph Thunderbird appeared; essentially an enlarged Speed Twin. Ten years
later, in 1959, the T120 Bonneville was launched. By this time, Edward Turner had already made a serious
and positive impact on the American market which was buying every Triumph they could get - supply of
bikes to the USA was, apparently, carefully controlled by ET to avoid saturating the market and thereby
lowering the price.
When BSA group owned Triumph and Sunbeam, after 1960, Turner visited Japan and was mildly shocked
at what he saw. The Japanese motorcycle industry was clearly gearing up for a full scale assault on the
west, and Triumph—along with the other British manufacturers—was ill-prepared.
Edward Turner resigned in 1963 as Chief Executive of BSA-Triumph. He retained close ties with Triumph
until his death in 1973. He lived through tumultuous times beginning with the Edwardian era, passing
through two world wars, a depression, and some of the biggest political cock-ups Britain has ever made.
Throughout, he maintained his focus and served both his country and British industry, and made an
indelible mark on the world of motorcycling. Today, Triumph has re-emerged as one of the most prized
brands in the motorcycle arena - and it was largely Edward Turner's drive, energy, enthusiasm and sheer
genius that made it so.
ADELAIDE TO DARWIN RALLY 2014
An Adventure submitted by John Wightman
The Veteran Car Club of Victoria organises a biennial rally for veteran vehicles and following on
the very successful Perth to Sydney event, in 2012, the organisers selected Adelaide to Darwin as
a suitable route to follow in the wake of a previous epic. The event is open to two wheelers as
well, and so it was, that on the 3rd of August, in the middle of our mild, southern hemisphere
winter, 35 veteran cars and 23 motorcycles departed from the Birdwood Museum, in the hills just
to the north of Adelaide, at approximately 34 degrees south in latitude. Organiser Mark McKibben
and his wife, drove a magnificent 1909 Sizaire Naudin.
In the pack were five Western Australian riders, Greg Boothey on a 1911 Triumph, Dave Alderson
on a 1913 Triumph, Graeme Hammond on a 1918 Indian Powerplus and myself on a 1929 DKW,
3
300cc single. I was able to convince the organisers that my motorcycle, though not veteran, was
slow enough and old enough looking to not raise eyebrows along the route, nor perturb fellow
participants. The fifth Western Australian rider, Neil Bromilow, very graciously supported a 1912
Rover, to be ridden by a pair of young Victorian women, whose elderly father passed away in
2013 and who had almost completed the preparation of the machine for the event. Neil, an owner
of a 1912 Rover himself, brought his own bike along and it was used on a couple of occasions,
when the entered bike was out of service, pending repairs.
Graeme Hammond and his 1918 Powerplus, Coober
Pedy, S.A.
Greg Boothey and his 1911 Triumph, Coober Pedy, S.A
Yet another Western Australian, Carl Montgomery, had to pull out of the event, at the last minute,
as a result of an urgent medical procedure, which curtailed any riding for the whole duration of the
journey. Carl had faithfully prepared his 1915 B.S.A. a full year before the event and had trialled it
on various local Club events leading up to the big event.
The duration of the Rally was 23 days, and the distance travelled, nearly 3000 miles. The route
followed the Stuart Highway, virtually due north, the whole way, via Coober Pedy, Ayers Rock,
Alice Springs and Kakadu National Reserve. Each night was spent at a pre-booked motel at a
remote outback roadhouse, some camping, while others booked rooms.
The W.A. quartet, N.T
Just south of Kakadu Reserve, N.T.
The oldest vehicle to participate was Joy Rainey, a U.K. resident of Australian origin, in her 1904
Oldsmobile, which ticked along beautifully at 25 miles per hour. There were naturally, several
breakdowns along the way but most were resolved, on the run, with only 4 vehicles having to
totally withdraw from the event.
4
At Coomalie WW2 Airstrip 50 miles south of Darwin. N.T.
Quantas Hangar.
On the 25 August, the huge procession entered Darwin, at approximately 12 degrees south
latitude, to a tumultuous welcome at the old Qantas Hangar. The continent had been crossed and
the belated dream of an elderly Victorian man had been realised, with his two daughters having
ridden the Rover every inch of the way.
Qantas Hangar
WAR HORSES – MOTORCYCLES IN THE ARMED FORCES
Article by courtesy of the Velocette Owner’s Club
The Military MAC’s(Extracts from Fishtail 408 by Colin Goodwyn, and Velocette, by Dave Masters).
At the last 1000 Bike show, the guys looking after the Velocette stand were asked on several occasions
about ‘military Velocettes’. As they are not well known in South Africa, I decided to do some reading and
include some information in this newsletter.
As World War 2 approached,the MAC was chosen by Veloce as a basis for a military motorcycle and was
produced in 1939,40 and 41. Known as the MDD/WD or MAC/WD, they were initially supplied on contract
to the French government. Despatches to France were however curtailed by the successful German
campaign in 1940 and no definite details exist as to the extent of delivery and the fate of those
manufactured but not delivered. However, digging into details of the available despatch book records, it
seems as if about 82 bikes left the shores of England destined for France.
Thereafter, the French contract was taken over by the British Ministry of supply who despatched orders of
between 6 and 50 bikes to various regiments scattered all over England. In all, 1201 MDD/WD models
were built, numbered 1101 to 12201 and unusually for Velocette, the engine and frame numbers matched.
Gearbox numbers were random, however. The frame numbers were all marked MDD and the engines
were stamped with the full frame number to match.
The bikes were basically the same as the 1938/9 MAC’s, but with several modifications for war use. They
had a steel crankcase shield and lower compression ratio, a stronger rear brake pedal, a lower first gear
ratio, a cylindrical fishtail silencer and an improved torque-arm mounting for the rear brake plate. Of course,
they were painted khaki and were fitted with an extra toolbox and a rear carrier instead of a pillion seat.
In 1942, the British Government required more motorcycles and placed an order for another 2000
Velocettes, which were an improvement on the MDD’s and more suited to military duty. These were
designated MAF and in fact some 5000 were built, mainly for the RAF. Engine numbers start at MAF 1001.
The bottom frame tubes were now a one piece alloy forging which replaced the steel crankcase shield and
the timing case cover and gearbox end cover were cast iron. Two large pannier bags were fitted on either
side of a pillion seat and there was a guard for the lower run of the rear chain. A different folding
mechanism for the kickstart was employed and the gearchange operation was changed to one-up three
down to match the other British bikes supplied for military duty.
5
Interestingly, several MAF’s found their way to South Africa and I have seen a couple of MAC’s with the
one-piece lower frame forging and with the kickstart that folds as a unit. No cast iron timing covers or
gearbox covers however.
VOC has asked members who may have more MDD or MAF information or bikes relating to these models,
to let the club know as it all adds to the history and information on the machines.
HOW MAGNETOS WORK
Taken from Paul Dempsey’s Motorcycle Repair Handbook
A magneto begins with a double-wound coil of enameled wire, mounted to cut through a magnetic field.
Nearly all motorcycle designs have the coil fixed to a stationary plate known as the stator. The magnets are
located in the rim of the flywheel and rotate with it.
The exceptions to this are the early Lucas and BTH magnetos, which used a rotating wire coil on an
armature and a single magnet fixed in the magneto body. As Faraday discovered back in 1831, a moving
magnetic field induces a voltage (an electrical pressure), in a conductor. Likewise, a wire coil moving
through a magnetic field, will produce the same effect.
But merely doing either listed above, is not enough to generate the very high voltages required to fire the
spark plug. Many years ago, engineers discovered a way to increase the speed of approach, without
increasing the number of revolutions of the flywheel and it’s magnets. How this is done takes a little
explanation.
Let’s take the flywheel type magneto as an example. Picture one – at the top of the next page - shows a
simplified drawing of the generating section of a flywheel magneto. The coil is represented by the shaded
block. It is mounted on a triple-pronged core that forms part of the magnetic circuit. The flywheel rotates
clockwise in the drawing. Small arrows represent the movement of magnetic lines of force.
Starting from diagram above, the north magnetic pole aligns with the centre leg of the core at the
same time the south pole is in proximity with the left leg. The air gap between the stationary core
and the magnets is critical, but not wide enough to break the magnetic circuit. Lines of force,
moving from north to south, induce some current in the windings. Continued rotation of the
flywheel brings the north pole to the right arm of the core and the south pole to the central arm. At
this point, the magnetic field reverses through the core. In theory, he action is almost
instantaneous and the coil “sees” this flux reversal as extremely rapid movement – voltage output
jumps. In practice, the flywheel actually travels a small distance past the core before reversal
takes place and this distance is known as the E-gap. In the older Lucas instruments, the process
6
is reversed – the armature does the moving while the magnet is stationary. The moment of flux
reversal passes quickly and must be timed with piston movement.
Because of space limitations, most motorcycle coils are wound on a straight core without the
central leg. The principal however, is the same. Near TDC there is a flux reversal though the core.
The coil consists of two separate windings, electrically distinct, but sharing a common ground. The
primary is made up of some 350-400 amp turns (one 360 degree wind of a single strand of wire
around the core = one amp turn), of relatively heavy wire that is enamelled to prevent shorting – to
the core and between the various turns. Additional insulation is used between the primary wire
and the “cheeks” of the core. In a rotating coil magneto, there is insulation between the primary
windings and the core, no insulation between primary layers other than what is on the wire and
insulation between the primary and secondary windings. The secondary is wrapped over the
primary and consists of 20,000 or more turns of extremely fine wire, as fine as a human hair.
The primary circuit includes a capacitor in parallel with the points. The capacitor – sometimes
called a condenser – consists of a metal can and a double row of tin foil rolled together. One roll is
grounded to the stator plate; the other is “hot” and connects to the primary circuit. The rolls of tin
are insulated by a very thin strip of plastic known as the dielectric.
The function of the capacitor is to momentarily store electrons as the points “cam” open.
Electrons are attracted to the hot side of the capacitor because of its proximity to ground. If the
capacitor were not in the circuit, the contacts would arc and soon burn into uselessness. In
addition, the charge in the capacitor gives an added boost to the primary coil. When the points
close again, the condenser discharges through them and back through the primary, which induces
additional voltage in the secondary, resulting in higher voltage at the spark plug.
To recap, the primary winding and its allied circuit consists of several hundred turns of relatively
heavy wire over the soft iron core. It is connected to the contact points in series and a capacitor is
placed across the points. The secondary consists of thousands of turns of much finer wire over
the primary windings. One side is grounded to the stator plate (usually internally in the coil), the
other goes to the spark plug – via the high-tension cable. But this is only half the story!
During primary current flow, the secondary windings are saturated by magnetic lines of force.
These lines of force have nothing to do with those emanating from the flywheel magnets, but are
generated by primary current. At the moment of flux reversal, when primary voltage is at its
highest, the points open and the lines of force collapse suddenly.
We are not on familiar ground since these collapsing lines of force move relative to the secondary
winding. As they cut through the secondary, a very high voltage is generated. This is the purpose
7
of the exercise. How much voltage will be induced is a function of the ration of primary to
secondary turns, the primary voltage and the overall efficiency of the magneto design. The limiting
factor is first, the turns ratio. A primary coil wound with 100 turns on the primary and 1000 turns on
the secondary should, in a perfect world, boost voltage by a factor of 10. If you have 300 V in the
primary, 3000V should be induced in the secondary; if the primary generates 600V, there should
be 6000V in the secondary. The second limiting factor is electrical resistance and the third is how
fast the magneto can rotate before it “fluxes out” - but most of this matters little, as the magneto
will only generate enough voltage to fire the spark plug. It functions on demand.
As you can appreciate, the magneto is a sensitive device. The moment of flux reversal must
coincide with the point opening and both must be timed to piston movement. Ignition occurs at a
fraction of a second after the points open. Each component must work together, or all fail and no
ignition spark is delivered. Vibration and heat, both of which are abundant in a magneto, make a
very unhealthy environment for electrical components. In addition, the contact points are a
mechanical device that suffers wear, misalignment and metal fatigue. This is why we ALWAYS
suspect the ignition system first when an engine won’t start, is hard to start, or runs poorly in any
part of the rpm range. The ignition system is guilty until proven innocent!
Checking for spark is a basic and easily performed function of basic fault diagnosis. All one has to
do is hold the high tension wire 3/16” – ¼” away from a grounded part of the machine, turn over
the engine and observe/listen for a spark to jump from the wire to the ground. It is advisable to use
additional insulation – a dry rag or paper – as many high tension wires are old and leak voltage.
On a magneto, you can experience an uncomfortable shock. In some of the other systems, the
shock produced will throw you across the room.
WORKBENCH WISDOM
Courtesy of Doug McLaren
Fitting Nuts and Screws
A piece of rubber tubing, slipped over the blade of a screwdriver, can be of inestimable value
when fitting nuts and screws in a confined space. Thin-walled tubing should be used for holding
nuts, while fairly thick walled tube for screws.
Protect your Handlebar Grips
When carrying out maintenance or repair jobs, even the most methodical motorcyclists have been
known to grasp handlebar grips with greasy hands. To protect these rubbers, slip over them short
lengths of cardboard tube. Discarded centres from toilet rolls are excellent for this purpose.
8
MOTORCYCLE HUMOUR
Salary Equity
A mechanic was removing a cylinder-head from the motor of a Honda Interceptor Deluxe when he
spotted a well-known cardiologist in his shop.
The cardiologist was there waiting for the service manager to take a look at his bike when the
mechanic shouted across the garage "Hey Doc, want to take a look at this?"
The cardiologist, a bit surprised, walked over to where the mechanic was working on the
motorcycle. The mechanic straightened up, wiped his hands on a rag and said, "So Doc, look at
this engine. I open its heart, take the valves out, repair any damage, and then put them back in,
and when I finish, it works just like new.
So how come I make a pretty meagre salary and you get the really big bucks when you and I are
doing basically the same work?"
The cardiologist paused, smiled and leaned over, then whispered to the
mechanic................................
"Try doing it with the engine running."
Harley chics?
On the farm lived a chicken and a horse, both of whom loved to play together. One day the two
were playing when the horse fell into a bog and began to sink. Scared for his life, the horse
whinnied for the chicken to go get the farmer for help!
The chicken ran back to the farm. Arriving at the farm, he searched and searched for the farmer,
but to no avail, for the farmer had gone to town with the only tractor. Running around, the chicken
spied the farmer's new Harley. Finding the keys in the ignition, the chicken sped off with a length
of rope hoping he still had time to save his friend's life.
After tying the other end to the rear bumper of the farmer's bike, the chicken then drove slowly
forward and, with the aid of the powerful bike, rescued the horse! Happy and proud, the chicken
rode the Harley back to the farmhouse, and the farmer was none the wiser when he returned.
The friendship between the two animals was cemented: Best Buddies, Best Pals. A few weeks
later, the chicken fell into a mud pit, and soon, he too, began to sink and cried out to the horse to
save his life! The horse thought a moment, walked over, and straddled the large puddle. Looking
underneath, he told the chicken to grab his hangy-down thingy and he would then lift him out of
the pit.
The chicken got a good grip, and the horse pulled him up and out, saving his life.
The moral of the story? (yes, there has to be a moral)
"When You're Hung Like A Horse, You Don't Need A Harley To Pick Up Chicks"
9
Classifieds NB! only remain in for 3 months then must be renewed
DJ MACHINES
DJ Bike for a young enthusiast who doesn’t have a large bank balance to buy it! Any condition
hopefully fairly complete. I rode a borrowed bike this year but must get my own! Martin Kaiser
071 865-4220
Paul Whitehead is looking for the following:
1.
Sidecar to stabilize his DJ Bike
2.
Quad Bike to get him mobile again
Contact:
Paul 083 450 2078
or email: sdfcxz@gmail.com
Caroline 083 653 6290
1926 – AJS : Model G4 – Flat Tanker – 350cc Side Valve
Gavin Allison has this DJ Bike - Licensed, registered, SAVVA Dated.
It has won the “ Manner’s Trophy 3 x times, and Broker’s Trophy now in 2014
Bike is in Johannesburg – Please liaise with Hylton on 011-867-0842 or 078-234-7144
Asking R 65,000.00 : ONCO – Negotiable
WANTED:
1969 Triumph Bonneville project: Eddie Kirkwood is looking for the following parts for a: Fork sliders and dust excluders
 Top fork shrouds/headlamp brackets
 Front and rear mudguards
 Rear chain guard
 Rear brake pedal and operating rod
 Headlamp shell
 Rear brake drum/hub assembly
 Rev-counter drive
 Handlebars
 Handlebar “P” clamp mountings
 Seat
 Cylinder barrel (9 stud type)
Contact Eddie on 021 7122934 or email: eddie.kirkwood30@gmail.com
FOR SALE:
Triumph Tiger Cub – Running, restored – R18,000.00 ONCO
BSA C11 Project – R3, 000.00
Pierre 072 513 9432
Paul Whitehead has the following for sale:
1.
2010 Yamaha T Max
R75,000.00
2.
1936 Velocette KSS & spares
R85,000.00
Contact:
Paul 083 450 2078
Caroline 083 653 6290
or email: sdfcxz@gmail.com
Matchless G12 1960/63 650cc twin been in continuous use since engine rebuild in 1982
R25,000. Licensed
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Triumph Daytona 500cc twin restored 4 years ago but never ridden, matching frame & engine
numbers R25,000 scrapping papers available.
WANTED:
Screw on Fuel cap – for 1928 OK Supreme. Please contact James “Hamish” Morrison
(083) 456-2768 or hamishm@mweb.co.za
Ariel Sq 4 Carburettor – needed to complete project. Roly (082) 377-4303.
Motoguzzi SP1000. Seat or seat base for John Hassall 082 886 7133
Triumph Tiger TR110 1954 model. I'm looking for the above bike as a restoration project.
Please contact me on 0832355519 if you know of one for sale. Graham Watters
graham.watters@actom.co.za
JAP 4B (Speedway) top end bits e.g. pushrods, pushrod tubes, rocker box & cover wanted
Triumph 3T (’46-51) primary chain covers, oil tank wanted
Triumph Model P (’26) exhaust pipe/silencer, carrier, rear stand, petrol tank, chain guard wanted
BSA M20 (’37-54) rear stand, front & rear rims & brake assembly, girder wanted
BSA Model B (250 sv. ’27) engine casings and carburettor wanted
Triumph Model N (deluxe ’28) any bits wanted.
BSA HM (’37) / JM (’38) / KM (’39) 22 or 23 any bits wanted.
Any other bits for the bikes above will be considered. Kindly call Francois Swanepoel @ 082 469
0627 or 012 344 3214 (AH) or francoiss@tshwane.gov.za.
BMW R50/60 1950’s 1960’s any condition for a restoration project. Holger 083 629 2840
Any British 500cc Bike between 1930 and 1950. Bike must be in running condition. Contact
Trevor Jones 082 416 4650
Ariel Square 4 Carburettor – needed to complete project.
Contact Roly Tilman (011) 803-1462 or (082) 377-4303
For 1955 AJS/Matchless Two Jampot rear shocks (circlip type) contact Kevin (082) 891-2869.
Honda CB250 in rally running condition. Contact Dick Maizey by SMS 073 864 4022 or Rick
Maizey 082 653 9946 or Eric Mc Q on 083 700 0171 eric@anatomical.co.za
Biking Kit. Leather Kawasaki Racing Jacket.
Nexo Sports 2XL Motorcycle Gloves, never used
and - still in original packaging.
Daytona Flash riding boots.
Contact Stef (076) 726-3575.
11
VMC Quick Calendar and Upcoming Events of Interest Calendar
The VMC Committee wants to make the newsletter an essential part of your motorcycling life.
The newest idea is the VMC Calendar, to provide information on events, primarily relate to our
interest in older bikes, throughout the year. Please send or event info comments to the Chairman,
the Editor or any committee member. Contact details are available on the last page of Kickstart.
Calendar for 2014/2015
January 2015
February 2015
04-Jan CMC Club Meeting
CMC Germiston
11-Jan VMC Club Ride TBA
VMC
26-Jan VMC Club Meeting9
VVC Club
Zwartkops
Raceway
31-Jan Passion for Speed
01-Feb
1-Feb
March 2015
CMC Club Meeting and
01-Mar DJ Scrutiny
2015 DJ Commemorative
5-7 Mar Run
CMC Germiston
Hillcrest –
Germiston
15-Mar Piston Ring Swop Meet
Piston Ring
23-Mar VMC Club Meeting
VVC Club
08-Feb
14-15 Feb
CMC Club Meeting
Day of the Champions
CMC Autumn & Pre DJ
Rally
SCOCC
22-Feb
DJ Scrutiny
VVC Club
23-Feb
VMC Club Meeting
VVC Club
April 2015
05-Apr
CMC Club Meeting
CMC Germiston
12-Apr
VMC Club Ride TBA
VMC
27-Apr
VMC Club Meeting
VVC Club
^^^^^
^^^^^^^^
^^^^^
June 2015
03-May CMC Club Meeting
CMC Germiston
VMC Club Ride 10-May Natal Classic Shake Down VMC
25-May VMC Club Meeting
CMC Germiston
George Old Car Show
May 2015
22 - 24 May Natal Classic
CMC Germiston
Zwartkops
Raceway
CMCN
VVC Club
07-Jun
CMC Club Meeting
CMC Germiston
14-Jun
VMC Club Ride
VMC
22-Jun
VMC Club Meeting
VVC Club
^^^^^
July 2015
^^^^^^^^
^^^^^
August 2015
4-5 Jul CMC 1000 Bike Show
CMC Germiston
02-Aug
CMC Club Meeting
CMC Germiston
27-Jul VMC Club Meeting
VVC Club
02-Aug
Cars in the Park
POMC
24-Aug
VMC AGM
VVC Club
^^^^^
^^^^^^^^
^^^^^
12
Our Chairman received a request from Karen van der Merwe, Chairperson of the Southern Cape Old Car
Club for any clubs wishing to participate, with 10 cars or more, in the February George Old Car Show.
Registration is open and will close on 31st January. Online registration can be done through the SCOCC
web site at www.scocc.co.za/show_registration.htm. Anyone needing the official club registration
document can contact the Kickstart editor to receive a copy.
13
The end of January weekend each year see an amazing weekend of Historic Racing at the Zwartkops
Race track, south east of Pretoria.
The Saturday is dedicated to Car racing, with a program for various classes, including the endurance cars
that featured in the Kyalami 9 Hour.
The Sunday changes focus and is specifically for us motorcyclists. The program for this year’s event is
duplicated below.
Hope to see a big contingent of VMC riders, and supporters, on February 1st.
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PARASKY
“The Skylight Professionals”
Established 1981
TEL: 011-626-2970 FAX: 011-626-1420
parasky@absamail.co.za
www.parasky.co.za
SKYLIGHTS: COMMERCIAL & DOMESTIC
+ Staircases + Patio & Balcony Enclosures
+ Balustrades + Walk-ons
+ Gazebos & Architectural Features
For us – the sky is the limit!
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RESTORATION and other SERVICES
Full restorations. Pierre Cronje does these as well as wheel lacing and building. Call him on 072
513 9432.
Ornate period brass spark plug nuts and connectors. Lloyd Du Bois makes these for HT
leads. He also hand makes stainless steel/aluminium license disc holders and corks for the
“Enots” push-pull type fuel taps, and light alloy tyre valve caps. Call Lloyd on 033 396 6471.
Ultrasonic cleaning call Henry Watermeyer on 084 800 8862.
Raw honey for sale. Remember Caroline is the honey queen – you can buy her various types of
honey at the club meeting for the bargain price of R50 per jar or carolinesrawhoney@gmail.com
Petrol taps Enots flat-slide type, made in brass to your order. In sizes 1/8”, 1/4” and 3/8” BSP as
well as Rally boxes made to your order with handlebar mounting brackets plus mountings for the
rally plate and three watches. Trevor Fraser on 013 656 3063 or 076 591 5560.
BMW Speedometers Ben Vandenberg has a large stock of old and parts. He is willing to pass
them on to anyone running a speedo repair service or is planning to start one. His contact number
is 021 712 2661.
Restoration and other services. Gravel Man Services offers full service of all BMW boxer twins
(old and new). Accident damage repairs and restorations. Please contact Markus Watson on 083
602 3503.
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THE VINTAGE MOTORCYCLE CLUB
P O Box 782835 SANDTON 2146 South Africa
Website: www.vintagemotorcycleclub.co.za
COMMITTEE AND OFFICE BEARERS
Incumbent
Pierre Cronje
Portfolio
e-mail
pierrecronje@mweb.co.za
Chairman
Pieter Vlietstra
Vice Chairman/SAVA
Officer
Gawie Nienaber
Treasurer
gawie@nienaber.co.za
Ian Storer
Secretary/Magazine distribution
hilian@isat.co.za
Home
011 849 3008
Work
Cell
072 513 9432
Dating
011 646 8983
083 326 4911
072 727 7382
Rob Pattison-Emms Committee Member/Century Run avonrod@mweb/co.za
organiser
011 460 1901 011 460 1901
082 891 8399
Les Sim
Committee Member/Calendar
les@turnkeyhydraulics.co.za
011 673 1865 011 827 8954
082 552 4072
Roly Tilman
Committee Member/Librarian
tilman@lasergroup.co.za
011 803 1462
082 377 4303
Steve Trehair
Committee Member/Register
stevet@matrixmarketing.co.za
011 469 5900 011 886 0494
083 461 2751
Ian Holmes
Committee Member/DJ CoC
ianhol@iafrica.com
011 793 7304 011 791 6424
083 646 3089
Kevin Walton
Club Dating Officer
kevin.walton@norcossa.com
082 891 2869
Ken Wiggins
Magazine editor
editor@vintagemotorcycleclub.co.za 011 793 7138
083 256 1949
Fees payable
Entry Fee: R50.00 Annual Subscriptions: R240.00 (R120.00 if joining after 1st Jan)
Country member: R175.00 (+80km from club HQ) (R85.00 if joining after 1st Jan)
Family members: R10.00 (i.e. Spouse & minor children)
Club Bank Acc No. 1970259841 at Nedbank. Sandton Branch 197-005.
Please forward DEPOSIT SLIP to the Treasurer’s email address or the VMC
postal address above.
Club Meetings are held every fourth Monday of the month (except December) at The
Vintage and Veteran Club (VVC), 3 Athol Oaklands Road, Oaklands Johannesburg, at
20h00.
The opinions expressed in KICKSTART are not necessarily those of the Committee or the Editor.
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