Apr 09 - British Motorcycle Owners Club

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Good
vibrations
the newsletter of the british motorcycle owners club
british columbia canada
April 2009
T U R N S I G N A L R E T RO F I T
Larry Lebel does a safety upgrade
W I N T E R WA N D E R I N G S
Jim Bush’s New Zealand vacation
A B S A F RO M S C R AT C H
Ron Hill gets his Lightning the hard way
N O R TO N N O N S E N S E
Tony Duffett turns a basket case into
an award winner
2009 VANCOUVER MOTORCYCLE SHOW
BMOC member Tom Mellor’s much modified T150 dubbed “The World’s Fastest Trident” by Moto-Writer Alan
Cathcart was the highlight of the club’s booth at the 2009 Vancouver International Motorcycle Show
Jim Bush’s Thunderbird and Commando S, Bill
Sargeant’s Bonneville, and Ryan Goslings Trident
represented the 70’s, 80’s and 90’s
Robert Smith’s BSA B44 and Wayne Dowler’s TRW
2
Pete Gagan’s 1928 Brough Superior SS80 and
polished aluminum Brough sidecar attracted much
attention
Alan Comfort’s 1937 Velo
Info
CLUB
E D I TO R ’ S R A N T
2009 EXECUTIVE
Bevin Jones
PRESIDENT
Gerry Philbrick
604 986-2687
jubilo49@hotmail.com
VICE-PRESIDENT
Dave Woolley
604 298-6775
caferacer@shaw.ca
SECRETARY
Alan Comfort
604 431-0553
alan.comfort@gmail.com
TREASURER
Paddy Mahaffey 604 985-5312
patmahaf@shaw.ca
REVIEW COMMITTEE
Ian Bardsley
604 941-8164
ian_bardsley@telus.net
Jim Bush
604 535-5800
jim@jba.bc.ca
Ron Hill
604 980-1688
hillog@shaw.ca
Bill Sarjeant
604 921-6200
bill_sarjeant@telus.net
Peter Farrar
604 803-5343
pgf47@hotmail.com
GOOD VIBRATIONS
Editor
Bevin Jones
604 574-9543
editorgoodvibrations@telus.net
Assistant Editor 604 535-5800
Jim Bush
jim@jba.bc.ca
GOOD VIBRATIONS
The newsletter of the Westcoast British Motorcycle Owners Club,
British Columbia, Canada
April 2009
FINE PRINT
The Westcoast British Motorcycle Owners Club (a.k.a. BMOC) is
a registered not-for-profit society dedicated to the preservation,
restoration and use of British motorcycles.
Our newsletter, Good Vibrations, is published sporadically and is
intended to inform and entertain our members. Articles appearing
in this newsletter do not necessarily reflect the opinions of the
BMOC. Technical and other information contained in this
newsletter should be treated with a measure of common sense, as
we cannot test or vouch for every word written..
Article Submission
We welcome all contributions from our members. Want Ads and
For Sale Ads are free to members and non-members. Ads must be
limited to motorcycles or related items. For Sale Ads are printed
with the good faith that the seller’s description of the goods is fair
and accurate. BMOC assumes no responsibility for the accuracy of
advertisements.
We reserve the sole right to accept and reject, edit and revise any
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Articles, reports, photographs, and ads may be emailed to
editorgoodvibrations@telus.net
Great News – Japanese researchers have
discovered that riding motorcycles helps
keep drivers young by invigorating their
brains. So put down that crossword or
sudoku and ride!
"The driver's brain gets activated by riding
motorbikes" in part because it requires heightened
alertness, Ryuta Kawashima said after his research
team and Yamaha Motor conducted a string of
experiments involving middle-aged men.
"In a convenient and easy environment, the human
mind and body get used to setting the hurdle low,"
he warned. "Our final conclusion is that riding
motorcycles can lead to smart ageing."
Actually this is something that BMOC members
have known for quite some time. Riding a British
bike not only keeps your brain lubricated, it also
improves the memory function enabling events
from the past to be recalled and retold with
absolute clarity if not with absolute accuracy.
As Gerry will tell you on the next page, there are
enough events on this year’s BMOC calendar that
even with our busy lives everyone should be able
to participate in one or two.
There must be a lot of bikes in garages and
basements that haven’t seen the light of day for
some time and should be brought out. So as not to
be seen as a pot calling the kettle black, look for
the reemergence of a certain BSA Victim
sometime soon.
The Minutes have gone AWOL for this issue.
What do you think? Should we continue including
the minutes as we have in the past or perhaps just
give the highlights, such as upcoming events,
motions etc.
Give us your views.
Cover - Tom Mellor’s 180 MPH 1969 T150 was
featured at the BMOC booth at the 2009 Vancouver
International Motorcycle Show
Check out the BMOC website
bmoc.ca
3
P R E S I D E N T S M E S S AG E
Gerry Philbrick
Our newsletter editor Bevin is so pushy, he wants another President
message. At present I’m recovering from surgery with a new knee made
from a Triumph kick start, with a little more time to write.
Isn’t life a head ache some times, for two years the Velocette would not run, I get it running
last year, then, I have to sit and wait for the leg to get working? I bet the dam bike won’t start
when the legs fixed.
By the way have you ever seen the engineering on knee replacement prosthesis, it’s a superb
piece of work; the finish is nearly as good as a Gill Yarrow rebuild? After only three weeks in,
(if you’re thinking of a hip or knee replacement don’t wait) it is pain free already. The only
thing is I can’t get my leg over, the bike that is, and the TV is crap so there’s only eBay left,
we can only dream. .
Winters almost gone and riding is just around the corner, if the temperature ever goes above 5
degrees that is. Global warming is over; Carbon tax came and made all the difference then hey
presto the world has got a lot colder. Well done Gordon we don’t need any more tax this year
you’re a miracle worker.
Vancouver Motorcycle show was another success thanks to all the hard work put in by
members, not least Dave Woolley. It’s not time to sit back and think its all over, we have the
Tsawwassen swap meet and help is still needed. The date is 19th April, then the Ride and
Tune, then VanDusen, then the shakedown ride, then Duffy Lake Ride, then Saltspring BBQ
& Campout and we are only half way through the year!
There is a lot going on, you have no excuse not to get out there
Global warming is over; on the bike.
Carbon tax came and made Talking of VanDusen on the 16th May, eight bikes is not a good
all the difference ... presto showing from Vancouver’s premier club on British motorcycles.
It never ceases to amaze me that some members won’t pay $15
the world has got a lot colder to enter; but will come on their bike, two up and pay $10 each to
get in! You know you can bring your bike in if you don’t want
to be judged, then go early as long as you walk your bike out, I know walk is a four letter word
but it is only 200 yards. Perhaps the club should provide a free lunch, then you may come, you
all turn up for a free BBQ. Yes, yes thinking about it that’s a good idear.
This year also is the 40th anniversary of the Heritage Day with the MG & Jaguar Clubs. We are
invited to this event once more and they are hoping for 40 bikes, they get 40 MG’s and 40
Jag’s so we should be able to do the same. Maybe the free lunch may do it. Who wants to
make the sandwiches?
Our web site is still up and running, thanks to Jim Bush so please keep an eye on it, for all the
club news.
As this is April, club fees are now due, if you have not paid this years membership, this will be
your last newsletter. We need your money there are no free lunches. I have tried to get a
government bail out but all the money want to AIG, or should I say USA the United Scam
Artists.
Be safe and ride between the hedges black side down.
4
N O R TO N N O N S E N S E
Tony Duffett
It all started innocently enough. A phone call from a friend who said “I’m
thinning out my shed and I’ve got a project with your name on it”. Well, my
name’s not Norton, but I have answered to it in the past, so off I went to view
this collection of treasures.
Upon arriving at aforementioned friends shed, I was greeted with a warmth that can only be
attributed to a fellow Norton enthusiast and the conversation quickly took shape. “Matching
numbers”, he said “and only 2200 miles on the clock.” The barrels are standard and the fuel tank
has a fresh coat of paint. Oh, and here’s a picture of her before the disassembly.” First thing I
noticed was an octagonal oil tank tucked in neatly, right where the battery box wasn’t…
Well, beauty may be in the eye of the beholder, but ugly goes right to the bone. It’s hard to
imagine, but the rolling, running motorcycle in the photo appeared to be a looser collection of
parts than the ten boxes that lay before me. “No matter” I thought, “I’ve restored a Commando in
the past, building this basketcase will be fun!” Those of you in the know are quite aware that the
terms ‘basketcase’ and ‘fun’ should never be used in the same sentence. But more about that
later.
My goal was becoming clear, resurrect this sorry collection of bits, haul her back from the abyss
and prove that, at least in this case, anything’s possible. A price was agreed upon using a tried
and true method of trade, think of a number, add $4,000, divide by two and subtract 20%. “Sold”
I said and started loading boxes into the pan of my truck. Upon
arriving home SWMBO could hardly contain her excitement Folly…A costly undertaking
when she said “I thought you were going to roll at least part of it
having an absurd outcome.
into the garage!”
What next? Lists had to be made to see what I needed. Much Basket Case…See above.
pondering, to figure how I can turn these boxes of alloy and steel
into something truly special. It must have all the upgrades but still look stock, lots of flash but
not be a trailer queen, and an awe inspiring drive train. Well, it needed a hot-rod motor, or so I
thought. More about that later…
The gathering of bits began in earnest, along with the clearing of the garage in order to make
room for the fettling. Sort the parts that I will be using in like groups (alloy for polishing, steel
for powdercoating, etc.) start with the solvent cleaning and explain to my lovely wife that there
will be no need for her to park her automobile in said garage for quite some time. After all,
priorities must be set.
Timing is one aspect of a basketcase restoration that some folks take for granted. I was one of
those folks. In my excitement to get as much done as quickly as I could, some items were
completed too far in advance. Like the polished alloy bits, which I kept wrapped in newsprint for
safety, and were found upon the unwrapping, to have corrosion all over them and in need of
polishing AGAIN. Well, there were many things which I did correctly however, and one that
comes to mind is learning how NOT to assemble a Dominator sleeve gear into a Commando
gearbox. Believe me, from a basketcase point of view these things are important. And we all
know that other people’s basketcases can be funny, something like a poke in the eye, when it’s
someone else’s eye. But I digress…
The updates would be fairly easy to install and would add greatly to the rideability of the
machine. An oil filter and a Mk.III kick start lever for example, or even a mod to the side stand
would make a difference. Ever have a stranger come up to you in a restaurant and, because
you’re the only one there with a leather jacket, say so everyone can hear, “Is that your bike out
there? I just picked it up because the side stand broke and it fell over. Arrrggggghhhhh. Side
stand mods DO make a difference.
5
The flash would be added by choosing a metalflake paint job carefully applied with the generous
help of Clown Painting, White Rock, BC…and I have the pictures to prove it. Note: (I know
some of you are thinking “trailer queen” but while she is trailered to some events, the trailering
is indicative of her caretaker’s lack of stamina, not the bikes’.) However, the drivetrain, built
using a ‘hot street’ cam and flowed cylinder head, did inspire awe but unfortunately it was
‘awww crap’ as the components used would have been more suitable to fit to a race bike. And
how many of us race around town anymore…Ton Up Boys notwithstanding? While the engine
produced more power, it was at a higher RPM, in a narrower band and actually decreased abouttown performance (those of us who DO race about town love a torque motor). The long and
short of it is, I wasn’t happy with the power delivery. Gone was the maniacal grin usually
associated with the low RPM torque of a Norton, replaced with a heart stopping “what the f….”
as I tried to control the second gear wheelie whilst climbing Mount Tolmie at WOT. But that’s
another story…
Before
After
Well, the engine ran very well for about two thousand miles with no leaks or smoke (yes it IS a
Norton and I’m NOT lying) but after a
fairly high RPM shift from second to
third it developed a peculiar rattle in
the LH exhaust pipe. I immediately
panicked and assumed it was fatal, but
after limping home and applying some
logical thought and an hour of
exploratory surgery, found that it was
“only” part of the high performance
cylinder head modification that had
been relocated into the exhaust header.
Did you know that 7000 RPM on a
Norton Commando translates to
4086.8 feet per minute piston speed?
Suffice it to say that 7000 RPM is
“fairly” high…
I was warned of the possible outcome
by aforementioned friend who said,
“lots of guys hot-rod Nortons…and
race them…and blow them up…” Also
by my father some 35 years ago when
he said “It takes a certain kind of fool
to think he can second guess what it
took a team of engineers to develop in
the first place.” What, me listen? Well
if there’s any consolation, I suppose
I’ve dodged a completely catastrophic
failure…$$$.
Well, I thought, as much as I don’t want to tear down a fairly new motor, if I want to be happy
with the little tart I’ll have to return the engine to stock. After all, I have another stock cylinder
head and a cam can’t be too hard to source…can it? The re-rebuild will be “fun” and give me
some (expensive) entertainment during the next few weeks of cold weather. Unfortunately the
crow won’t be very tasty as I try to live down performing my own pet-peeve. Generally directed
at bodgers, there’s a wonderful saying, by Murphy I think, that goes ”There’s never time to do it
right, but there’s always time to do it again.” I may have become my own worst critic…
My spare stock cylinder head is currently at Mongoose Machine where it’s having a broken fin
repaired (a DPO never heard the saying “If you need a prybar to remove the cylinder head,
there’s still a bolt that you’ve missed.”) and a fresh, stock cam was wrangled (or was it wrestled)
from aforementioned friend to replace the lumpy bumpstick that I had thought would be best.
6
Now the engine parts are awaiting assembly in the garage again, the ones that should have been
installed in the first place, and excitement is growing, especially with my significant other who
said “Didn’t you build that once already?” and “Will I be able to park my car in the garage THIS
year?” She is also always there with words of support such as “That colour’s a bit gay, don’t
you think?” and “I’ll betchya that thing will never run again!” I have to admit that without her
inverse optimism, I wouldn’t have the drive needed to complete the folly that is a Norton
basketcase restoration.
FO R K I N G A N D C O U N T RY
Christine Guay as told to Grant Surbey
While manning the Club booth at the motorcycle show, Grant Surbey struck
up a conversation with a woman who was interested in the Dispatch Rider
display. She told him about her uncle, who was a D.R. She sent Grant the
picture and comments.
“His name was Fred Luckett, he was born and raised in Wallingford, Oxen (was Berkshire
then). England. He was mad about motorcycles, as
he was not in the position to have a personal bike,
he was in his glory to be riding for King and
Country, on an Enfield I believe. He served all is
time as a Dispatch Rider, with the Royal Army
Service Corp, (RASC).
During the North African campaign Fred was
captured at Tobruk, and sent to a Prisoner Of War
camp in Italy. The Brits and Allies had a great
respect for Rommel, saying he was an officer and a
gentleman, even though they had been through so
much at the time of the siege.
One of his most unforgettable memories of that
time was while he was a P.O.W. Working in a
fields a German soldier in a tank called him over
and gave him some bread and cheese, which was
most welcome as they were all starving. During the
time of the Italian capitulation, the gates of the
prison were opened by the Italians and the inmates
were told to go home, afraid of being recaptured by
the Germans, Fred and an Australian P.O.W. went
and worked for a local farmer, who would hide
them down a well when the Germans were around.
With the help of the Italians they were fed and kept
safe until the British army arrived.
After spending many months in a convalescent
hospital, he was discharged and sent home. He
never forgot his time as a Dispatch Rider, and
never owned his own motorcycle, although he did
spend time on his younger brother’s.”
A happy man, RASC DR Fred Luckett, Lybia, North
Africa circa 1942 aboard a 350cc side valve Royal
Enfield 350 WD/C
7
TECHNICALLY SPEAKING WITH THE BUSHMAN
TRIUMPH T140 Upgrades continued
Jim Bush
Last issue, I recommended the 7 Plate clutch conversion for the T140 (and all other unit Triumph
Twins I might add), this article will look at other upgrades that will help transform your 70’s
T140 750cc Triumph into reliable, enjoyable classic ride. Here’s a couple more things to
consider.
HIGHER FINAL DRIVE GEARING
This can be accomplished in several ways. Change the gearbox sprocket
from stock 20t to a 21t and/or go to a smaller sprocket on the rear wheel.
On my T140D Special, I did both, which is quite radical. To install a 21t
on the front, it will involve milling the engine cases behind the clutch
cover plate with 21 notches so the sprocket can be installed and removed
at a later date. I did this with the cases on the bench, but it could also be
done in situ. The sprocket on the rear wheel I also changed to the
smallest I could find – a 45 (stock was 47).
I am very pleased with the result – at 2800rpm it is doing 50mph, which
makes the bike feel very lazy and smooth, bags of torque and a most
relaxed ride. At 70mph highway speed it is doing 3800rpm, very smooth,
little vibration and on the cusp of the torque curve/power band when
wanting to accelerate. The T140D takes on the personality of a Norton Commando.
PERFORMANCE (Torque) CAMS
It is well known that the T140’s used a racing cam on the inlet and a mild
cam on the exhaust for noise/emission reasons. I replaced both of these
with a pair of Mega Cycle 510-05 – these are street cams, designed to
increase torque at low-mid range, whilst keeping a good top end. These
are pricey at $550/pr but the result speaks for itself. There are quite a
few choices of cams out there – I would avoid race cams as you lose the
low –mid performance, which is what makes these bikes enjoyable.
HIGHER COMPRESSION
When upgrading cams it is good to consider also increasing the
compression ratio. The T140’s come with a low 7.9 compression, whilst
the 650’s came with 9:1. I found a set of Powermax (1980’s old stock)
high compression pistons on Ebay and these have been installed.
Compression ratio is 10.5:1 and the domes on the pistons look quite
impressive, when compared to stock.
My motor now feels incredibly strong, with bags of torque and nice crisp
mid to top end. The T140D also benefits from having a Lucas Rita ignition and Amal MkII Carbs
in the best cylinder head Triumph ever produced.
UPGRADED MAIN BALL BEARING
The later Triumphs (including T120’s) use a metric 6306 main ball
bearing on the timing side (part# 70-3835). Whilst this is generally a
good choice of bearing, there is a high load version available - called the
306.
The benefit here is three extra balls to share the load – these have 11 balls
instead of the usual 8. It is important to get the proper C3 clearance spec on these. These are also
readily available from most local bearing houses. These are also direct replacements for the ball
bearing on the Norton 750’s instead of going to the really expensive Superblend bearing.
8
I am not a believer in trying to overdo upgrading these 30 year old engines to match modern
performance standards, the result is often limited reliability and a broken engine.
On a recent Top Gear English TV Show, they compared a 70’s E Type Jaguar and an Aston
Martin DB5, (both very high end performance cars of their time) to a current Honda Accord
Japo Box. The Honda was a clear winner and who would have thought that – an E Type,
surely that is a rocket. My point here is modifications and upgrades should be geared to
improving reliability and rideability. If you really want your bike to go fast, handle and stop
well, your dollars are better spent on a modern bike that comes with over 100hp, great
handling and real brakes...right out of the box.
COMMANDO SWING ARM
BUSHINGS VS NEEDLE BEARINGS
Steve Snoen
Some six years ago I had the ingenious idea of replacing the original bronze bushings in the
swingarm on my 73 Commando with needle bearings.
The bushings require oil for lubrication which constantly leaks out making quite a mess, even
with new o-rings installed. My thinking was that by replacing them with needle bearings which
would be lubricated with grease, the problem would be eliminated.
Well, I recently decided to pull the swingarm spindle and have a look at the bearings. Here’s
what I found.
The needles have clearly dug into the spindle. Needle bearings are fine bearings but not for this
application (in my opinion).
So, it is back to bushings, oil and mess.
A Huge Selection of Parts for British Motorcycles
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9
OKANAGAN VINTAGE RACING REPORT 2008
George Cameron
Our race bike, the Yellow Peril, had a very good year indeed. We ran all
season with no major breakdowns, and only minimal repairs were needed.
The motor did so well in fact, that we are not going to strip down for the
2009 season.
We started off in the spring of 2008 trying to get the bike running smoothly. We did everything
our combined forces could think of and so many times we thought we had it. We would trailer up
and take it to our local test road (the bike was too noisy to be run around my house), but we were
disappointed each time, no matter how we tried to tune it. It even ran ran terrible on the dyno. I
finally found the problem. The little plate that covers the idle jet had come off on one of the
Concentric carbs, also we had the wrong needles in it. Those damn needles are so easy to
confuse.
Alex Dumitri our rider was phoning me nearly every day as we were nearing the date of the first
race. We ran it on our strip once more, and off it went to Mission, never having been dyno'd or
properly tuned. The first race was the SOTP (Sounds Of The Past race series), and not being sure
of what to expect, we watched Alex do the circuits with our hearts in our mouths waiting for all
kinds of things to go wrong. Luckily enough, the bike ran great, and we came in second out of
eleven. Needless to say we were thrilled!
The rest of the season also went well for us, the bike
ran great, Alex was enjoying riding it, and other than
one spill in the rain, it handled superbly. Thankfully
Alex was OK and the bike only sustained minor
damage.
After that event the bike came back to the Okanagan,
had new mufflers fitted and some cosmetic changes,
then stayed with Alex for the rest of the season, still
untuned and not yet dyno'd.
There was not a lot of competition in the Vintage
class, so we ran Vintage if there were any others and
Yellow Peril, Mission Raceways April 2008
if there were not enough vintage we ran mixed in
with another class. We thought our bike was fast till we ran in that mixed class with modern
Japanese bikes WOW.
The final outcome was that the Peril came first in the Vintage class at Mission, thanks to the
great riding skills of Alex, and, except for the one spill, finished every race. Quite an
achievement for a machine put together by a group of amateurs with a pipe dream.
The machine is at my shop again, and was run on the dyno at a local dealership. The BHP at the
rear wheel was 45, which we feel can be improved on substantially. After some modifications we
will take it to Roger Goldammer's shop to go on his Dyno. With tuning and changes, and
Roger’s input, hopefully we can get more horses to help Alex on his way.
Alex is hoping to take the bike on the SOTP circuit in 2009. First race is Mission, then onto
Seattle, Spokane, and possibly Portland.
I will post dates for Mission, I urge the club members to attend. It is very exciting watching
motorcycle racing, but when your own steed is involved it is THRILLING.
Thanks again to the BMOC for the funds forwarded to us to help with the expenses. The Yellow
Peril was put together with parts donated from all the members of the Okanagan Chapter, and
approximately $5000 dollars from those same members. It shows what can be done with
teamwork and minimal funds. We also had great response from local suppliers who were very
generous with parts, paint, and machining but we still need a Norton disk brake front wheel, so if
anyone has one that they are willing to part with, it would be gratefully accepted.
10
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11
12
2 0 0 9 I N OA R A L LY, M A N C O S , C O LO R A D O
Bill Sarjeant
Norton Colorado, an affiliate of the International Norton Owners Association (INOA), will be hosting the
2009 INOA Rally in Mancos, Colorado, from July 20 - 24, (Mon-Fri). Both the Utah and Colorado INOA
chapters are very active and if the 2007 Rally in Torrey, Utah is any indication of turnout, incredible
hospitality and outstanding British machinery, the Mancos rally should not disappoint.
BMOC has distinguished itself for partying and taking many of the top honours for best in class --- we have
2 traditions to maintain!
BMOC members from both the Vancouver and Okanagan Chapters are planning on attending this event by
motorcycle and other means. Doug Dibbens and I have planned a spirited, roundabout ride to and from the
Rally. The routes will be mainly secondary roads and will include Beartooth and Sawtooth Mountains,
Yellowstone and Teton National Parks plus Cody, WY on the return. Travelling to the event will take
approximately 1 week and the return 3 or 4 days. The Rally is 5 days so at total trip will last 15 or 16 days.
A campsite has been reserved in Yellowstone for July 16 & 17 and will hopefully be a rendezvous point for
BMOC members! A motorcycle tour of Yellowstone has also been planned stopping at most of the notable
sites. After ralaxing in Yellowstone for a couple of days we will then proceed to Mancos, another 1.5 days
of travel.
Anyone interested in joining us or meeting up enroute, should contact me at bill_sarjeant@telus.net or call
(604) 921-6200
All BMOC members are encouraged to attend INOA 2009 since the 2010 Rally will be hosted by our
Okanagan Chapter and held again in Lumby, B.C.
I look forward to seeing you all at INOA 2009.
Carp’s Cycles
Gary Carpenter-Owner
#150-5751 Cedarbridge Way
(Rear of Canadian Chopper Distributors Ltd.)
Richmond B.C. Canada V6X2A8
Ph: 604-788-5569 Fax: 604 278-1831
Email: carpscycles@gmail.com
Tuesday to Friday 10:00am to 5:00pm
10:00am to 3:00pm
Saturday
Specializing in Vintage to 1990’s
H-D Indian BSA Triumph Norton
“We
love old-school choppers”
Machining
NOS and Repro Parts
Restorative Repairs
Fabrication
Gas Tank Repairs and Sealing
Welding. Gas and MIG
Wheel Building, Spokes, Truing
Tire Sales and Service
Engine, Transmission Repairs
Custom Painting
Motorcycle Pickup & Delivery Service Available
13
B 4 4 S H O OT I N G S TA R T U R N S I G N A L S
Larry Lebel
I decided to put turn signals on my 1967 BSA B44 Shooting Star, but it proved to not be a
routine retrofit. The reason for fitting turn signals was to simplify my pending motorcycle
license road test but it also seemed like a good idea from a safety point of view. Knowing hand
signals is a requirement of a drivers license but the use of hand turn
signals might be a lost skill in the general motoring public and I on my
rides I sometimes felt vulnerable on turning.
Repro components off eBay
Switch - looks simple enough!
Flasher installed to tool box
Completed project - a good
looking safety upgrade
14
I did have reservations about altering my motorcycle. However, it is
equipped with side reflectors on the headlight mounting ears and the
taillight housing, the mounting holes of which could be enlarged to take
the turn signal stalks with minimal resultant damage. I could reinstall the
reflectors if need be easy enough with a large washer and wiring required
for the lights and flasher could be removed easily.
I went to Ebay for the appropriate parts and bought a set of reproduction
lights and a generic switch. My idea was to fit the switch on the right side
between the throttle control and the brake lever clamp where it could be
easily ‘thumbed’. Unfortunately the switch proved to be too wide for the
narrow gap on the handle bar and it was not tall enough to clear the
throttle twist housing. I looked at another generic switch on Ebay and
asked the right questions this time but it was inappropriate as well. I
considered adapting the switch I had but then came up with the idea of
controls from a later model that had turn signals. I eventually bought
some right and left controls said to be from a Triumph on Ebay by
exercising a buy-it-now option, after bidding on another set but losing
out. Although it seemed like a good idea at first, when I got the items I
realized I did not want to change the stock BSA controls.
To make the switch I had work I would need an adapter to raise it and fit
in the narrow gap on the handle bars and longer clamp straps. For the
adapter I bough a piece of ¾” black plastic material from North Shore
Plastics as the switch needed to be raised approximately ½” to clear the
throttle twist housing. From this I carefully sawed, whittled, filed and
sanded an adapter albeit somewhat crude looking. This took the better
part of a day because to make a mistake meant starting over from scratch.
For the clamps I used a piece of thin gauge stainless steel I had lying
around and patterned the straps after the straps that came with the switch
making them longer as required. I got a flasher and bracket from my
favourite British car parts place and mounted it on the back of the tool
box next to the rectifier and I made a wiring harness sheathed with shrink
wrap. The wiring harness that came with the switch was just long enough
to make the connections in the headlight bucket.
Removing the rear reflectors exposed 2 mounting holes. To cover the
unused hole I found a small stick-on reflector at Canadian Tire which
trimmed to size. Overall the cost was about $100, made up of lights $35,
switch $25, flasher/bracket $10, spacer plastic $10, shrink $10, reflectors
$5 and connectors and wire $5. I didn’t think I would like the look of turn
signals on a classic motorcycle but its not too bad really and I’m quite
happy with the way they turned out. The only trouble really is the shiny
new turn signals are incompatible with the patina of my bike, I guess I’ll
have to restore it now.
A B I T O F S M A L L H E AT H I N N O R T H VA N
Ron Hill
Being born and raised through my early teens in Birmingham it was appropriate that my interest
with British bikes lay with B.S.A (Birmingham Small Arms).
In my teens I competed in some time trial events with a BSA Bantam 175 c.c. and campaigned a
BSA 250 in some scrambling events. When I arrived in Canada I worked for Firth Motorcycles on
Notre Dame Street in Montreal, the local Norton and Suzuki dealer. While in Montreal I tried my
hand at ice racing and dirt track on a converted old BSA 250.
My first foray back into motorcycle-building were two Honda XL600Rs which I reassembled
from boxes of parts, followed by a Honda Interceptor that had been in a garage for some years
after being reassembled incorrectly and didn’t run.
Then at the end of 2007 I decided to build a BSA 650 Lightning from scratch. This is surely the
hardest way to get into a BSA and the first order of business was to get a parts manual and service
manual for the Lightning.
I bid on several pieces on eBay which were obviously all from the same bike but the only part I
won was the gear box.
The first major piece I acquired was the frame, again from eBay. It was from a 1964 model, was
straight and true, and, after sandblasting and painting, looked new. Al Comfort supplied the front
forks, front wheel and gas tank so by April 2008 I had a recognizable motorcycle.
The next step was to get an engine. I turned to eBay again and
picked up crankcases, a crank, a cylinder head and valve cover
but the crankcases, crank and con-rods that I eventually used I
found at the Tsawwassen Swap meet. After some machining and
polishing by Alec’s Automotive Machine Shop I started to build
the engine.
I decided to build a 650
Lightning from scratch.
This is surely the hardest
way to get a BSA
I got the cylinder pots from Bent Bike in Langley and I hunted
through their stock for some of the internal parts. The cylinder pots were machined and honed by
Mongoose Machine and Engineering in Port Coquitlam. The pistons were obtained from British
Italian Motorcycles. They were imported from Japan but the price was more attractive than
genuine replacements.
With the pistons now in hand I was ready to begin assembling the engine however I soon noticed
that several small parts were missing. It took a few more visits to Bent Bike and a few more
orders with British Italian before I had most of the pieces to assemble the main part of the engine.
The head and valve settings were torqued
as per the BSA manual and the exhausts,
which were purchased from Al Comfort,
have been mounted. I picked up a rear
wheel, complete with the tire, and a brake
drum and hub on eBay.
Bent Bike supplied a primary drive along
with the rotor and stator. During December
2008 I worked on getting the parts for the
clutch and the alternator, again the
challenge is the small pieces such as the
shims and spacers. It still needs the wiring
leads soldered on to complete this stage.
15
M Y R AC E W I T H A G S 1 2 0 0
Not Exactly As Contributed By Dave Haydon
I raced a new Beemer today and after some really hard riding
I managed to PASS the guy. I was riding along one of those
really, really twisting sections of the Duffy Lake Road, You
know the bit I mean, just east of the lake, no straight sections
to speak of and most of the bends have warning signs that
say "MAX SPEED 30 KPH".
I knew if I was going to pass one of those monsters with
those big-cubic-inch panniers, it would have to be a place
like this where handling and rider skill are more important
than width alone.
I saw the guy up ahead and knew I could catch him, but it
wouldn't be easy. I concentrated on my braking and
cornering. Three corners later, I was on his trunk case.
Catching him was one thing; getting past the vortex caused
by those cylinders and huge aluminum boxes, especially on a
wet one-lane wooden bridge would prove to be another.
Two corners later, I pulled up next to him as we sailed down
the mountain. He was shocked to see me next to him, and I
nearly got by him before he could recover. Next corner, same
thing. I'd manage to pull up next to him as we started to enter
the corner but when we came out he'd shift his butt on his
sheepskin-covered seat, get on the throttle and out-power me.
The capacity of his fuel tank was almost too much to
overcome, but this only made me more determined than ever.
I knew my well-oiled chain would outlast his driveshaft
warranty eventually but my only hope right now was to outbrake him. I held off squeezing the lever until the last instant.
I kept my nerve while he lost his. In an instant I was by him.
Corner after corner, I could hear the whine of his knobby
tires and the resonance of his plastic bits as he struggled to
keep up. Three more miles to go before the road straightens
out and he would pass me for good.
But now I was in the lead and he would no longer hold me
back. I tucked in and stretched out my lead so that by the
time I reached the Seton Lake viewpoint I could no longer
see him in my rear-view mirror.
Once over the last wooden bridge the road straightened out
and it seemed like it took miles before he passed me, but it
was probably just a few hundred yards. I was no match for
the width of those cylinders, but it was done. In the tightest
section of road, where bravery and skill count for more than
weight and deep pockets, I had passed him. Though it was
not easy, I had won the race to the bottom of the mountain
and I had preserved the proud tradition of one of the best bits
of Brit iron.
I will always remember that moment. I don't think I've ever
pedaled so hard in my life. And, some of the credit must go
to Raleigh cycles, as well. They really make a great bicycle...
16
BIGGEST SHOW IN THE WEST FEATURES BMW
Todd Copan
The biggest event of its kind in Western Canada and the Pacific Northwest, this year’s 24th
Annual Classic & Vintage Motorcycle Swap Meet and Show ‘N Shine takes place on Sunday
April 19 at the South Delta Recreation Centre in Tsawwassen BC.
Now filling three halls with European, American and Japanese vintage motorcycle parts, the
annual Classic and Vintage Swap Meet has become a calendar fixture for motorcycle enthusiasts
from all over North America and beyond.
This year’s feature marquee is BMW and we are inviting all owners of BMW motorcycles to
display their bikes at this years show. We hope to have a good variety of the famous German
manufacturer on display to showcase its 80 plus years of
production.
There will also be a rare sand cast 1969 Honda CB750 on hand to
mark the 40th anniversary of it’s world changing introduction. Not
one but two 1919 Excelsiors will be on display, the latest creations
from local notables Paul Brodie and Peter Gagan. As well we will
have our usual ride-in exhibitors in the Show ‘N Shine with
awards will be presented to the winners in 10 different classes this
year.
The South Delta Recreation Center in on 56th Street in Tsawwassen, British Columbia near the
junction with Highway 17, 20 minutes north of the US border and 30 minutes south of Vancouver
BC. Swap meet doors open at 10:00AM. Admission $8, under 12 free.
For more information, call Todd Copan at (604) 299-0020.
Visit us at www.classicbikeswapmeet.com or E-mail info@classicbikeswapmeet.com
Make a weekend of it Mount Vernon on Saturday, Tsawwassen on Sunday
Washington Vintage Motorcyclists Annual Swap Meet
Join us on Saturday, April 18 for the largest vintage motorcycle swap meet in Washington State.
Held in conjunction with the North Cascades Street Rod Club's Annual Antique Car And Truck
Swap Meet at the Skagit County Fairgrounds, Mount Vernon, WA.
Doors opens at 8 AM, Free admission.
Take Exit 225 off I5 (Anderson Road) and follow the signs to the fair grounds
www.washingtonvintagemotorcyclists.org
British Motorcycle Parts, New and Used
Telephone & Fax (780) 988-8198
motopartsinc•com
17
A N e w Ye a r s D ay V i s i t To Pe te ’ s G a r a g e
Steve Gurry
As the winter weather conspired to prevent the annual New Years Ride, someone smarter than
me made a secondary plan to replace the ride this year with a garage snooping! It's always fun to
snoop around someone else’s garage, however, checking out Pete Gagan's garage is like going
back in time.
Pete's gotten right into steam, with several accurate notable 2-wheeled examples on hand, as well
as a Stanley Steamer powered White that was quite lovely. The dramatic manner in which Peter
lit the headlights on his lovely sedan made me think it had to be a hardy folk who ran these early
machines. An angry little explosion when lighting them confirmed that there was indeed fuel
being delivered to each light. The last time I saw smoke coming from a headlight was when at 16
years old, I “borrowed” my Dad's old Oldsmobile Cutlass to go 4X4ing at Lafarge gravel pit in
Langley!
I'm a bike guy, so I'm really keen on his steam bikes, but I've always had a real soft spot for
Brough Superiors, and of course they run on gasoline, so I'm a committed gas engine guy. I like
engines to go bang instead of whoosh. And his Brough is a sweetheart, first one I've seen with a
side hack, just a lovely machine. Of course one cannot ignore names like Indian, Pierce,
Excelsior, Grindlay Peerless, and the Paul Brodie Excelsior overhead cam board track replica #1.
The morning garage visit was nicely garnished with great chili and cornbread courtesy of Al
Comfort, coffee, tea, cake, and foccacia bread courtesy our lovely co-host Mary-Jane.
Peter kindly planned an interactive segment with all of us visitors. Test rides on the Brough??
Nooo, way better that that! He saved the best for last, a team effort to relocate his 7000 pound
self-playing piano from his crowded garage into the basement. Quite simple really, load it into
his 30ft trailer, tie down, pull the trailer out and into the neighbour's driveway, crush a powerbox
against a fender, manhandle it through a terraced garden, and through a door way with 1/8" inch
to spare after we'd taken the door closure off. Never to be moved again I think!
Chiropractors around the world are nodding approval towards devices like that!
Many thanks to all involved for a great morning.
COLOUR PHOTOS OF PETE’S GARAGE ON PAGE 24
Tom’s Dilemma
© Dave Woolley 2009
18
UPCOMING EVENTS
April 19th (Sunday) 10 AM - 4 PM
24th Annual Classic & Vintage Motorcycle Swap Meet and Show 'n Shine
South Delta Recreation Centre, 1720 56th St., Tsawwassen
For reservations and information, call 604-299-0020 www.classicbikeswapmeet.com
This event marks the beginning of spring and many a dormant bike will quickly fill the massive
parking lot. This year the featured marque is BMW A sign-up sheet to help out with this event
(that guarantees you free admission) will be available at our next general meeting.
April 26th (Sunday)
BMOC Ride 'n' Tune
Jim Bush’s Shed 13657 - 20A Avenue, South Surrey
The idea is to bring your ailing bike for a little fine tuning with fellow members offering helpful
advice between mouthfuls of chili. Members will be leaving the Big Six at 10 AM for a leisurely
ride to the Bush manor, Jim has kindly offered to host this event again this year.
May 16th (Saturday)
All British Field Meet
Van Dusen Gardens 5251 Oak St. , Vancouver (37th Ave. X Oak St.)
www.westerndriver.com/abfm/
Hear all the details at the next meetings
May 23rd or 24th (to be confirmed)
BMOC Shakedown Run
The tentative destination is Ken Hartley's house in Blaine for an
afternoon BBQ. Details will be announced at the next meeting.
June 27th & 28th (Saturday Sunday)
BMOC Saltspring Campout (aka Isle of Lamb TT)
More details of this event will surface shortly
ALSO : Rides are planned following the next few
meetings. Ride your Brit!
BMOC has a booth at the Tsawwassen Swap
Meet. Drop by and say Hello!
Membership fees ($25) for 2009 are now due!
This will be the last issue you will receive if you
don't renew, so don't put it off any longer!
Pay at the next meeting or print a renewal form off the website
www.bmoc.ca and mail it, along with your cheque for $25 made
payable to BMOC, to:
BMOC c/o P. Mahaffey
3176 Mountain Highway, North Vancouver, BC V7K 2H5
Oregon Vintage Motorcyclists have an active calendar see it at
oregonvintage.org
CURRENT EXHIBITION
END OF
EMPIRE
An objective look at the
collapse of the British
Motorcycle Industry
DEELEY
MOTORCYCLE EXHIBITION
1875 Boundary Road
Vancouver
604 293-2221
Paid Advertisement
19
A SMOKEY RERUN
Al “Smokey” Greaves
Originally printed in Good Vibrations June/July 1994
In the fall of 1969 I got a call from a member of the Royal City Rockets Motorcycle Club,
wanting to know if I was interested in riding escort for funerals in Vancouver (motorcycle
supplied). I said, “Sure, I'll give it a try!” I made arrangements to pick up the bike in Kerrisdale
a few days later. They had 3 new BSAs with two amber flashing lights facing forward and a tiny
rotating light on the rear fender. They gave us Vancouver Police type helmets, safety vests and
whistles.
The bike that I got had such a stiff clutch that I had to use all of my strength to pull the lever in.
We arrived at the funeral home shortly before the service ended. The “Expert” told me that we
had permission from Vancouver City Police to speed ahead and block intersections so that the
procession could pass without a break. The first bike would stop vehicular and pedestrian cross
traffic at the intersection. When the last funeral vehicle passed you would fire up your bike and
ride to the front of the procession. The three bikes would leapfrog like this until we reached our
destination.
So up Powell Street at 50MPH, along Hastings at 60MPH and down Boundary at 80MPH! The
clutch cable either got stiffer or my hand got weaker. I ended up pulling the lever in with both
hands to get going and shifting on the fly. I complained to the “Expert”, who said, “Yeah. They
had a lot of trouble with the English cables breaking, so they (Deeley's) made them up out of
Harley cable.” So I said “Did anyone think of oiling them?”
When we were having a coffee after the escort, the “Expert” said, “My transmission is getting
hard to shift, like the last time I rode it. I just got it back from Deeley's this morning.” After
coffee we went to start our bikes and the “Expert's” wouldn't go into gear. He phoned Deeley's
for help while we returned our bikes to the office.
We headed along 12th Avenue, the other rider in the outer lane and myself in the curb lane.
When we caught up to a car in the curb lane, he stayed beside me instead of making room for me
to move over and pass. I said to myself, “I'll show him how to do this.” I switched lanes with
him. When we caught up to the next car, I moved to the left, he pulled in, we passed and he
moved back into the curb lane. Great.
Just past Oak Street, the car that we were approaching saw a child waiting to cross. I pull over to
the left, the driver of the car jammed his brakes on in a panic stop and my buddy ran right into
the back of him. This bent the forks right back into the frame and my buddy slid up the tank as I
watched in disbelief. No damage to the car. We dragged the BSA off the street. He got on
behind me and we headed back to the office.
The Boss says, “Where are the other bikes?” He tells us that he has a $250 deductible on the
bikes because that’s what it costs to fix the front end. The next time I got called the Boss said
that the “Expert” won’t be there and that it will be a 2-bike escort. Would I mind picking up the
bike at Deeley's since the transmission is fixed (We hope!). “No problem.” When I picked it up I
realized that it was a Spitfire, not a clunk like the other two. The funeral escort went I off
without a hitch
The next time I got a call the Boss said, “Uh, the other bike isn't repaired yet. Would you mind
riding your bike? I'll pay you extra.” I said, “OK”. So there I am on my '67 Matchless doing
60MPH on Hastings and 80MPH on Boundary.
On my last time out the other rider turns out to be Philip Funnel. His comment at the end of the
ride is “Not very dignified, is it?" I decided that although it was interesting, the pay was lousy. I
voiced my opinion on payday and didn’t get called again. The other rider “Crash” said, “Wow.
This is great. I just love it and I get paid too!”
Through a fellow Rocket member, I heard that “Crash” was at a red light, decided that it was
taking too long, turned on his lights and rode through. A Vancouver cop saw him and gave him
a ticket. Big laugh all around! Shortly after that the funeral escort service folded.
20
BUSHMAN’S WINTER WANDER DOWN UNDER
Jim Bush
Photos Jim Bush, Robert Smith
Another visit to New Zealand was on order in February, this time I convinced Robert Smith that
he should join me and I would show him some true Kiwi hospitality and the best motorcycle
roads in the world. He had arranged for a press bike from Triumph NZ (‘08 Sprint 1050) and I
have my own ‘01 BMW 1150R in storage at my friend Dave’s farm. We had set aside 8 to10
days for riding and had a loose plan to circle the North Island. There was the likelihood that
several of my old riding buddies would accompany us on the ride, so I was really looking
forward to rekindling the memories of my youth.
Coincidentally a 30 year reunion of Genesis Motorcycle Club was planned for the Sunday of our
arrival. For me this was the highlight of my trip, being able to pick right up where we left with
many of my lifelong friends. For some it had been over 25 years since we last met - many had
married and raised children and now were sporting pictures of grandchildren. I was so taken by
the realness of the relationships, nothing had changed. The afternoon BBQ was a delight feasting
on NZ finest culinary offerings and spectacular wines.
Monday the ride kicked off – Dave joined us on is ‘86 ZZR, we picked with Mark on a Harley
Fat-boy, journeyed into the city to meet up with Gillian on her 1200 Bandit and husband Dave
on a ‘08 Sprint 1050, then on to Hunua to pick Lloyd and wife Maria riding 2 up on a ‘05
Triumph Tiger. Quite a collection. In 1975 I helped Gill purchase a Honda 500/4 from a police
auction and transform it back to a stock bike - she rode that bike for 30 years, never having any
issues with it at all. She was now riding the Bandit and was enjoying being on a serious bike. We
regrouped at the Kaiawa pub for a fush-n-chups lunch – reputedly the best fush-n-chups in NZ
(they all say that), the tables under the huge trees in the beer garden was just the spot to plan our
ride.
Ride Day 1 – After lunch, it was to be the Coromandle Loop to Tauranga a 300km five smiley
face road through some of NZ’s fine coastal riding. Highlight was the fresh oysters, straight from
the ocean farm and Coromandle village.
Dave on his ZZR could only manage this one day with the group and we managed to sneak a
rumble together from Whitianga to Tairua, a lengendary road with a mixture of sweepers and a
tight twisities up and over the hill to Tairua. Dave is extremely competitive, but was
disadvantaged by not having had much ride time over the last 18mths and I was able to rail the
1150R well ahead of the beasty ZZR. It was clear to him that the time I spent on the Euro-Alps
ride last September had sharpened my riding skills. The ZZR lends itself to point and shoot style
riding – really fast in a straight line and hard on the brakes, then around the corner – the BMW
has a power disadvantage, so speed preservation is important, carefully picking a line, high on
the rpm’s, use the engine as a rheostat and punch it hard before midpoint in the corner and keep a
smooth line on exit, then setup for the next corner. A completely different style of riding than
Dave was up to. By hard braking before the corner, the bike’s geometry changes as the front
dives and actually makes hard to recompose and take a smooth line. By Tairua I was all smiles
and it so good to have a challenging rider on my tail. Dave had to leave for home, we were off to
spend the night at my Mum’s place in Tauranga.
Ride Days 2 & 3 – East Cape to Hastings. The East Cape of New Zealand is a remote, isolated
ride – about 400kms. The road follows the coast and weaves in and out of pristine beaches and
bays, with challenging twisty up and down hills between the bays. There is virtually no traffic on
this road, and little or no law enforcement, which really made for a relaxed, enjoyable ride.
We overnighted in back packers accommodation out the back of a pub at Waihau Bay. We were
cautioned by words in the “NZ Motorcycle Atlas” that if you are looking for lattes and Panini’s
you will be sadly disappointed and that the local Maoris’ have a penchant for anything deep
fried. The fisherman’s basket dinner was exactly that, a massive pile of deep fried delicacies,
unfortunately most previously frozen, despite the proximity out the front door of one of NZ’s
most bountiful fishing resources. The fish was a least fresh, but the shear mountain of battered
food proved even too much of a challenge for me. A word of warning about back packer
accommodation in NZ – is it is cheap, and you get what you pay for – we slept in 50’s wire wove
bed springs which meant next day many of us were sporting very sore backs. Robert pointed out
a lonely cockroach on the wall – what was in the bed?, I shudder to think.
The ride thru to Ruatoria was delightful. We found a cafe serving their own fresh baked meat
pies and washed down them down with a flat white (NZ lingo for a milky espresso, less milk
21
than in an latte). Robert was amused by the menu board that sported items like “blood and guts
for $5” – apparently a Maori favourite of mayo, ketchup and cheese toasted. Again there was a
long list of fried delicacies on offer.
We bypassed Gisborne and headed for the preserved Art Deco town of Napier. In 1930 the town
was razed by fire due to a massive earth quake and rebuilt in Art Deco style. This has remained
to this day and the original feel of the town has been preserved. Our destination was Hastings for
the night – we checked into a wonderful motel and relaxed in the swimming pool. Apparently
Robert’s cockroach stowed away in his luggage and was seen on the bathroom wall – I made an
example of it with my jandal (flip flop) above the bathroom door for all others to see (pity the
maid who had to clean up that one!). Our evening was spent at the Craggy Range winery – the
most wonderful meal and wine experiences I have ever had. It is amazing to enjoy wines that are
carefully selected and paired with the food on offer. NZ has some of the most exceptional wines
available – I am converted to NZ Sauvignon Blanc and Pinot Noir (readily available in Canada
from our liquor stores) – Shiraz is for the uncouth Auzzies who like wine in cardboard boxes.
Day 4: We headed inland to Taupo to stay several nights in Gill and Dave’s place there. From
Taupo we did a quick day-tour to the National Park to ride up Ruapehu, one of three live
volcano’s in the centre of the North Island. Whakapapa ski field hasn’t changed much in 30
years, except for new lift equipment. Tonagario and Ngauruhoe are featured in Lord of the Rings
as Mordor – a desolate rocky landscape.
Mark (on the Fat Boy) had to head home and we bid him farewell at Taumarunui. I take my hat
off to him for man-handling that beast of bike with skill and determination on the all twisty roads
we had been thru – never once did he slow us down and at times the voluminous exhaust note
was quite enjoyable. Mark had spent his early years on fast Norton’s and Ducati’s so he was up
to the task – As they say, “adventure riding is taking inappropriate equipment into out of the way
places.” Well done Mark!
Day 5 – Headed back to Taruanga via Rotorua to stay with my Mum again. Robert & I were
now on our own now as Lloyd limped home on a bald back tire. NZ roads are extremely grippy –
they are chip seal, fine sharp gravel set in a sticky tar bed and they do shred soft tires, but do
make for great cornering. We made a bypass at Paengaroa the small town on the East coast
where I lived for about 2 years before coming to Canada and out to the seaside Maori community
of Maketu. The estuary was full of families floating and frolicking, enjoying the warm waters
and abundant shellfish and fish. We dined on Maketu fush-n-chups nearby, these are legendary
as they only serve what comes in off the fishing boat – fish was meaty and juicy Terakei. The
Makatu Pie Company is also a major supplier of the NZ meat pie. Could this be the culinary
centre of the universe?
Day 6 - An early start saw us in Pukekohe by 10am for a day at the Vintage races. The NZ
vintage scene is very strong – the number of bikes prepared for racing in the pits was vast and
varied. Manx Norton’s have a class of their own. This year they featured Dave Croxford riding
the Norton Cosworth Challenge, Andrew Stroud on the Britten and there was the Konig 4
cylinder 2 stroke racer. The racing classes are very competitive – many pre-unit Triumphs,
Norton Featherbeds and Commandos, but what got my fancy was the pre-war hand shift class some rare machinery out there on the track giving it their all. Nice to see sidecars, Vincents and
MV Agusta’s on the track too.
Day 7 – Headed north to Russell and Bay of Islands. This was the only part of the ride where we
encountered rain. Lloyd was now on his new Bonneville (left the Tiger at home) and had not
packed suitable rain gear so he got soaked. My BMW riding gear proved its worth and kept me
dry. We made a b-line for the Duke of Marlborough Hotel on the waterfront in picturesque
Russell to dry out. We watched the game fishing boats dock and weigh their catch – 2 large
Marlin were the only catch that day – rich Americans’ just love the game fishing in NZ and
spend exorbitant amounts of money on this pursuit. What better way to finish of the day than a
feed of fush-n-chups on the waterfront and a six pack of beer.
Day 8 – Due to the inclement weather, we shortened our trip and headed back down to
Warkworth to pick up Robert’s gear and get him booked into a Hotel in Auckland. Next day he
would return the bike and head back to Canada. I stayed another 5 days – made the trip back
down to Tauranga to get some much needed recovery time and stay with my Mum.
What can I say – 4000kms later, this is one of those most successful and memorable trips I have
had. We didn’t get to cover as much of the North Island as planned, but being able to go with the
flow and enjoy each day as it unfolds, with really great friends is such a bonus.
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W H AT WO N D E R S AWA I T I N P E T E ’ S G A R AG E ?
Photos Alan Comfort, Bevin Jones
Every house should have a 1910 FN 4 in the den
Steve watches as Pete lights the gas headlight
Pete prepares to fire up the White steamer
Tony Duffett inspects the 1907 Pierce Four Cylinder
Indian, Excelsior and Roper steam bike greet visitors
Berhn Schalke admires the Stanley/White Steamer
Lot’s to talk about in Pete’s garage!
Pete explains 1907 American tech to the Bushman
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