THE
BRITISH BIKER
OFFICIAL magazine OF THE BRITISH MOTORCYCLE CLUB OF TASMANIA inc.
autumn EDITION : april 2016
official magazine of
THE BRITISH motorcycle club of tasmania
CONTACT Please address all correspondence including membership inquiries to: The BMCT Secretary postal- c/o South Hobart Post Office, Tasmania, 7004 e-mail- bmctsecretary@hotmail.com monthly meetings Last Tuesday of each month, 8pm. in the Social Club Rooms, upstairs at the Tas Fire Service building, Argyle Street, Hobart.
All welcome, please come along.
office bearers President
John Menezies
M: 0418 297 234 E: mezzabolicsteroids@gmail.com
Vice President
Daniel Teague
M: 0408 308 676
North West VP
Mick Lemon
Secretary
Matthew Shepperd
M: 0400 660 926 E: mick.pam59@bigpond.com
Treasurer/Public Officer
Nigel Reid
Librarian
Dan Murphy
Magazine Editor
Kyle Hohne
M: 0419 197 516 E: kyle.hohne@live.com.au
Webpage
John Menezies
M: 0418 297 234 E: mezzabolicsteroids@gmail.com
Clubman Records
Rob Walch
M: 0417 514 450 E: robert@walchoptics.com.au
Technical Officers
Ken Hall Jim McCulloch John Rettig
H: 03 6265 9017 H: 03 6249 8731 H: 03 5267 2510
Club Auditors
Francis Hall Casey Overeem
Committee Members
Peter Jones John Rettig Gary Smith Rob Walch
front cover - 1953 Red Vincent Rapide
M: 0417 001 426 E: bmctsecretary@hotmail.com M: 0417 585 954 H: 03 6265 1237
www.britishmotorcycleclubtas.com
Nuts&bolts
President's Report
2016 AGM If the health of a club can be measured through the level of membership participation in general activities, then the BMCT is tracking well. Throughout 2015 we continued to see strong involvement in almost all of our scheduled events. Apart from a couple of exceptions members have turned out in force for most Sunday runs and scheduled weekend overnighters. Importantly, our monthly meetings have seen regular attendance often in excess of 30 members, enabling the committee to take advantage of the broadest possible member input and advice. Early in 2015 we saw our first ‘Slow Bike Run’ take place around the Channel Circuit. This run was so well received that two additional runs were scheduled later in the year, all with great success. With a key club objective of keeping older British motorcycles out on the road, I am sure that the scheduled 2016 runs will continue to be well supported. Our annual Richmond Classic Bike Show ran for a full week this year and proved to be a significant income source for the club. Of course this could only happen through the efforts of those members who contributed their time in organizing the event, plus those who volunteered to sleep in the hall each night to ensure bike security. A special mention must be made of Howard Burrows who successfully brought it all together.
With the weather gods smiling on the event, the 30th Annual VMCCT Ross Rally saw almost the entire membership of BMCT participate either on the day itself or camping out on a very enjoyable evening the night before. Everyone saw a great range of bikes and a number of BMCT members carried away prizes on the day. We finished 2015 with a healthy 90+ membership, a strong financial position and a keen membership interest in all club activities. Confidence in the club growth and direction is demonstrated through the recent decision to proceed with the purchase of a club bike trailer, which will enable us to better support riders in our many events. Of course no annual report can wrap up without mentioning some key people for their efforts throughout the year. These include special thanks to Matthew Shepperd for his work as Secretary and astounding ability to remember peoples names; Dan Teague in the role of VP providing advice and stepping in when I have been away; Ian Bonde for the invaluable help he gave me this year with the Club Magazine; Rob Walch as Club Records Officer and source of general advice and Nigel Reid for his precise work as Treasurer and through him our access to the Fire Station Club Rooms. Last but certainly not least, thanks must go to the many more experi-
enced longer-term members from whom I have sought advice this year. Your input was much appreciated. While I am unable to stand as an Office Bearer in 2016 I will nevertheless try to get out on as many runs as possible, and look forward to seeing members out on the road in what I trust will be a very enjoyable year. Owen Smith
NEW royal enfield Whilst at the World Super Bikes at Phillip Island earlier this year, I had the opportunity to look through the bike vendor stalls one of which, being the Royal Enfield. It was nice to see some of their range of modern motorcycles on display. The bikes themselves still hold a classic styling and definitely look the part. Some of the highlights were the “Continental GT in Red and Black” this is a 535cc single putting out 29 bhp, with Brembo front breaks and Pirelli tyres. The “Bullet 500” was also on display in green. This one is pretty basic specs wise compared to the GT. It was a 499cc single that makes 26 bhp with a standard assortment of brakes, suspension and carburetted fuel supply. That aside it presented as a quality build and looked the part as well. The “Classic 500” was also on display. This was very much a 1930’s looking bike made in 2016, with a standard set of equipment on board. Some awesome bikes on display indeed, I definitely would consider owning one. Kyle Hohne
channel &
port huon 10 January
The scheduled run was to have been down the Channel to Cygnet but with the Cygnet Folk Festival in full swing and the town chocka block with people we took up an invitation from Peter and Frances Bender to check out their new ‘Well Boat’, which was currently berthed at Port Huon. Fair enough, so off we went via the Channel and up over the hill at Woodbridge. Frances set a cracking pace and we arrived as a group on the wharf in front of a fairly impressive vessel that was somewhat more than just a ‘boat’. Peter and Frances proceeded to give us the grand tour. A ‘Well Boat’ is in layman’s terms a ‘dirty big Salmon bath’ and is set up with some impressive technology and capability. A further tour of the dock ended in a quick look at the collection of bikes in Peter’s shed before we headed off back to town. Many thanks to both Frances and Peter for their invitation to the club. A great day. Owen Smith.
Riders Rosco - Commando Dallas Wilson - Thunderbird 900 Jegs Nuttal - RE 500 Ian Bonde - Triumph Thruxton Fred Bennett - BSA Thunderbolt Dan Teague - Triumph Bonneville Phil Sanger - T160 Mark Osbourne - BSA B31 Peter Hesman - Duke 750 Nigel Reid - Triumph Thunderbird Peter Bender - Hesketh Frances Bender - Triumph Bonneville Kim Bolwell - 750/4 Greg Simson - BSA Thunderbolt John Rettig - Triumph T120 Jim McColloch - Indian Enfield Howard Burrows - BMW Phil Clark - BMW Dave Branch - BMW?????? Rob and Deb Avery - T160? Rob Walch - Matchless G80?? Owen Smith - Triumph Thruxton Kyle Hohne – Something not British Brian Backhouse (visitor) - Triumph Rocket III Mark Salter (visitor) - Triumph 1050 Tiger
bmct library Sorting through the club’s library. Sorting out what is relevant to keep and what is not. Technical books and journals, keep. American monthly magazines, with little or no British content. Not so sure. Making headway into cataloguing the clubs library and finding out what we have and what is missing. The technical books would be a great read. Invaluable in helping with a restoration. “I can see a copy of one of the rarest editions known to man.....VMCC of Tas magazine!” Howard Burrows Dan Murphy Club Librarian
newnewtriumphs
Ever since the beginning of production of their own motorcycles in 1905, the Triumph brand has been synonymous with the manufacture of quintessentially British machines. The fortunes of the company have waxed and waned during the past 114 years, ranging from being the largest maker of motorcycles in Britain at the end of the First World War to Triumph Engineering going into receivership in 1983. John Bloor established Triumph Motorcycles Ltd shortly after the collapse, pouring in millions to rebuild the mark in a new image. Similarly, his endeavours were thwarted by a major fire in 2002. Since then, the company has established manufacturing facilities in Thailand and a global distribution network with, according to Wiki, announcements of capacity increasing to 130,000 motorcycles.
Post WW2 saw the development and popularisation of the venerable Meridian twins to eventually include the esteemed ‘T’ and Bonneville ranges. These bikes proved to have a serious racing pedigree, also attaining many speed records. They have become synonymous with iconic cinema legends such as Steve McQueen, Clint Eastwood, Marlon Brando et al. Their reputation as ‘cool’ motorcycles unfortunately goes hand in hand with a reputation for oil leaks and poor reliability, at least according to many non Triumph owners.
Revived and expanded by Bloor, the company then embarked on a range of what our knowledgeable and respected club committee member Rob Walch would simply title, “New Triumphs”. Alongside a variety of sports bikes, tourers and adventure bikes with triple cylinder engines, Triumph also reinvented the classic look of its earlier twin cylinder machines in the form of the Hinckley Bonneville, which includes the standard Bonnie, Thruxton café racer and off road Scrambler. Since initial introduction, in 2001, of the 790 cc (later to 865 cc) these bikes have proven to be immensely popular. As a proud owner of one of the very first Thruxtons (2004), I can testify to the level of reliability and to a clean garage floor! As well as tapping into its own heritage with echoes of styling, these machines, with their solid and dependable motors, have been at the core of the new customisation trends with a wide range of aftermarket parts now available all over the world. Last October, Triumph announced a new generation of what Rob might have to call the ‘New, New Triumphs’. Rumour mills were rife with speculation and the internet abuzz with clandestine shots of the eagerly awaited new machines. Indeed, as well as updates to many of their ‘Adventure tourers’, ‘Cruisers’, ‘Roadsters’ and ‘Supersports’, Triumph introduced a new range of ‘Modern Classics’. This includes the 900cc ‘Street Twin’, the 1200cc: ‘T120’, ‘T120 Black’, ‘Thruxton’ and ‘Thruxton R’.
This is a very exciting development as the bikes all include a swathe of new features, including all new engines and the opportunity to choose from a variety of ‘inspirations kits’ or to personalise your ride from a wide range of Triumph accessories. The advent of these new machines presented a significant design challenge to the Triumph team. They took their design cues from the legendary classic and hot bike of its day, the 1959 Bonneville T120. A great documentary about their development, The Styling Story: Behind The Scenes At Triumph can be viewed at https://www. youtube.com/watch?v=rDKgJMe5MPE.
Last month, the Street Twin and T120 Black arrived on our shores. Our local dealer, Motorworks had a couple of demo bikes available for eagerly awaited test rides. Upon first look, side by side with the old T100 Black, the new Street Twin maintains the character and ‘feel’ of the venerable 865. However, the new base model is clearly a different machine. Triumph have spruiked its contemporary appeal. This includes the new 900cc, 8 valve, high torque, 270° crank engine. According to their figures, despite a peak power of only 54 bhp, the motor produces a huge peak torque figure of 80Nm at a low 3200rpm, continuing across the whole rev range.
t120 & Street Twin This is significantly more than the previous Bonnies with maximum power peaking at much higher 7400 rpm. Likewise, the T120 Black initially looks quite similar but is in fact quite a different machine. The rides – Street Twin Once the inevitable paperwork and formalities were dealt with, Owen Smith (on the T120) and I (Street Twin) were finally able to go for a spin up to Richmond. The new frame and new suspension plus the lower seat
height make for a very comfortable riding position. The bike is very easy to control and handles incredibly well. It has a dynamic feel and turns beautifully through curves. Conscious of the new motor and very fresh tyres I maintained a relatively mild pace. However, without going silly, the ride felt spirited. The power is delivered in a very smooth, consistent manner with very direct feedback through the ‘ride by wire’ throttle. Notably, say Triumph, the fuel economy has also been greatly improved. Sadly, the 5 speed gear arrangement carries through into this new model, resulting in shorter legs reminiscent of the 865’s.
The new Vance and Hines pipes in conjunction with the 270° crank, create a pleasing and distinctive sound. Although quite different to the previous Hinckley 360 it has a rich throb. The upswept pipes look sharp. The alloy wheels and tyres are a familiar 100/90 R18 front with a 17 inch rear sporting a 150/70 configuration. The wider rear tyre gives a meatier look without compromising the
handling. The new wheel casting pattern and coloured rim trims also add a contemporary flair. Triumph’s intention for the Street Twin is to provide a “…contemporary and fun” machine where the base model can be customised from over 150 accessories. Indeed, the new ‘Scrambler’ is in fact a combination of these new parts. Other ‘versions’ such as a ‘Brat Tracker’ or ‘Urban’ can easily be conjured, or any combination of bits that a punter would care to choose. Providing they are fitted by approved workshops, the machines remain in warranty. This should appeal greatly to the younger generation. Not sure
how third party companies feel about Triumph capturing some of their ‘aftermarket’ share. However, given time there is sure to be a range of further mods available. T 120 & the T120 Black With a suitable comparison of first impressions over a refreshing coffee, Owen and I swapped bikes. I parked my posterior into position and immediately, the T120 felt more substantial. As we headed out of town, I nestled perfectly onto the seat, bars in a neat and comfortable configuration and my knees landed squarely on the quite chunky tank pads. In fact the Street Twin suddenly felt ‘smaller’ and less substantial. At first I was wondering why there didn’t seem to be 1200 cc’s worth of power, then I realized that the bike was showing ‘rain’ mode on one of the multi functioning but classic looking
dials. A flick of the switch soon had me underway in ‘road’ mode. With the high torque at low revs philosophy, there was a substantial amount of power available, 54% more that the previous T100, according to Triumph. The grunt is there when you need it, delivered across the entire rev range
with ample to drive the new six speed gearbox up to (and well beyond) a comfortable cruising speed. This feature is a very welcome change as many 865 riders will testify to their lack of highway legs and forever changing up to that non existent ‘top gear’. Despite a ‘heavier’ and ‘taller’ sensation over the Street Twin, the T120 handles superbly. Each and every turn feels like you are solidly grounded but gliding through the
curves. Slotting into that ‘comfortable run through the countryside’ ride, as well as the ability to lope along at a descent pace, it fits our Tasmanian roads perfectly. Coupled with more go are better brakes, two disks each with two Nissin callipers. Having swapped the old two pot Nissin on my Thruxton to a Pretech 6 pot, I appreciated this increase in stopping power. Add to that the new ABS, tighter chassis, sharper
dunalley run 17 january This run had been planned for South Arm but upon hearing that the local shop was not stocking any decent food for the Sunday it was decided by the group to head for Dunnally and pull up at the fish and chip shop down near the jetty. The ride out was fine though the volume of traffic prevented any spirited riding. Being a fairly short ride it was probably a bit early for a feed but most ended up getting a serve of fish and chips anyway from what must be one of the countries more original take aways. The return trip found us taking the back roads through to Lewisham in the search for more bends and less traffic. Not a bad morning all up.
Owen Smith
Owen Smith - Triumph Thruxton Rosco - MkIII Commando Jegs Nuttal - Suzuki Bill Frodsham - T150 Rob and Deb Avery - XS650 Kim Bolwell - Honda 750 Nigel Reid - Thunderbird Greg Eaves?? - ???? Dean and Mason Metcalf - Triumph Bonneville Peter Bender - Vincent Rapide (Red) Peter Hesman - BSA Rocket III Dave Sowerby - BMW Mark Osbourne - BSA B44 Mick and Sherryl Beale - Triumph Rocket III Mat Sheppherd and Sharon Munnings - Kwaka Dave Branch - Suzuki? Jim McCulloch - RE Phil Clark - BMW Bob Findlay - Panther Jan Blyton - Triumph Tiger 800
more interesting features, which can be viewed on the Triumph website http://www.triumphmotorcycles.com.au
rake and improved suspension and the new bike really delivers a comfortable, safe and enjoyable experience. Owen was similarly impressed and clearly coveted a potential new addition to his growing stable of bikes. The Street Twin sports a simplified livery with tank decals including the familiar logo with a vertical stripe. Albeit in an updated form, the T120 maintains the familiar classic sculpted and chromed tank badges, which look superb. Likewise, the twin throttle bodies - fake carbies with brass detailing, look like a breathing/fuel mixing assembly from past eras. Indeed much of the modern tech is cleverly hidden within a clean silhouette. The much larger 1200 cc engine occupies a similar cavity volume to the 865. Water cooled to meet new emissions requirements, it employs a discreet radiator, which is not much larger than the previous oil cooler. It has fins, which are stylistic but also functional according to Triumph.
With a switch back of bikes, we headed home through Grass Tree hill. Again, the corners unfolded to a very smooth, controlled and comfortable ride. The last leg through suburban streets felt equally easy and ‘natural’. Zipping through the traffic and city streets felt safe and also reliably smooth. Reluctantly we had to return these superb bikes to Motorworks. Discussions naturally turned to the forthcoming Thruxton and Thruxton R, which will hopefully be featured in the next edition of the BMCT magazine.
Upon reflection, the only negatives for me were that the “Torque Assist Clutch”, particularly on the Street Twin, felt far too easy. Used to the meatiness of the Barnett Green Springs on my Thruxton, they seemed odd. Another concern is that whilst the pricing of the Street Twin, at a base $14,750 is similar to previous models, the base pricing of the T120 at $18,500 seems a bit steep. Of course add to that the inevitable items from the highly desirable accessories list, eg. performance pipes, comfort seat, panniers, levers etc. and you are talking serious bickies. There have also been a couple of articles online
Attention to fine detail on the T120 is everywhere, from the faux ‘points inspection’ cover, to the polished aluminium clutch cover, the form of which is strongly reminiscent of the 1960’s machines (not T120 Black). The clutch cable now runs under the cover, resulting in a much cleaner appearance. The Vance and Hines peashooters not only look the part with a straight line header pipe but they sound superb with a glorious ‘throb’. They truly hark back to the sound of classic British twins but detailing recalls relating to defective with a ‘roll’, which is distinctly different wiring. Clearly first generation issues, which have since been resolved. Any to the previous 360’s. There are many
other criticisms would definitely fall into the ‘nit picking’ category. These ‘New, New Triumphs’ have been introduced as “British Icons, Global Legends”. Evolved as the next generation of the “Modern Classics” they offer contemporary technology in a superbly stylish, functional and desirable format. As Triumph states, they are “devoted to riding” and these new bikes are certainly a very nice ride. Ian Bonde
twilight runs
wednesday evenings
The introduction of the twilight rides have been a great sucess, with many members enjoying the ride to a local pub and having a chat over a meal and a pint. The last ride to the Horseshoe Inn saw around 12 members meet at Geilston Bay for the short run over grass tree hill to Cambridge. There has been a great turnout for these rides, so It looks like the twilight ride will be a permanent fixture on the BMCT calendar. Dan Teague
BMCT
British Motorcycle Club of Tasmania’s annual,
Richmond Classic Motor Cycle Show - 2016 Just a short report for members regarding this years show and to say thank you to all involved. Without setting out a massive list of everyone involved I would very much like to thank everyone especially those that lent machines for the show, we ended up with just short of 50 bikes. The machine we decided should sit straight in front of people as they walked in through the door was a Russian Ural outfit restored by new club member Chris Owen (he was not even a member at this time) and Chris also helped with 4 full days on the front door! Thanks a lot Chris… .Chris has since joined the club is now looking for a British bike.
richmond march 5 - 13
Special mention must go to members who made a great effort to help…they are…Peter Bender who gave us some expensive exotica to show off the club well, Ken Hall who also lent 6 fantastic machines (always reliable), Owen Smith / Dan Teague / Rosscoe who ran around well before the show picking up bikes all over the place… .and spending a lot of time at Uncle Kens drooling. We had no problem finding volunteers to stay overnight on guard duty and indeed no lack of volunteers all through the show… .thank you to you all. Special thanks to Garry Smith for organising the signs (yes… .next year we will have more signs) The general public and the tourists loved the show and expressed it all day long…I reckon most of them sat on one of my bikes and had their photos taken and loved it.
We had organised for local professional Photographer Phillip England to come along 3 times during the show and take “Tin type” photos of members with their bikes and quite a few members took advantage of his generosity (they were free)…thank you Phillip (Phillip’s website is at WWW.tasmaniatintype.com, Phone No 0400181659 and emailphillip@phillipengland. com) Nice bloke too! The show benefited the club to the tune of $4500 with hall rental yet to be paid of $396 so a nice little kick along for the club coffers! See you all there next year. . .
Thanks everyone. Howard.
geeveston run 07 February
With Kennedy Lane finally cleared of building equipment the place was buzzing with a couple of clubs meeting up and many tourists taking the opportunity to see a wide variety of bikes. Of note was an impressive entrance made by Casey on his 1929 (?) AJS which was quickly surrounded by admirers. It was decided to head for Geeveston via Mt Wellington. With the usual throng of half-lost tourists also heading up the hill, the group ended up getting strung out. Unfortunately Casey’s AJS picked up a flat somewhere near Neika but he ended up making it to Geeveston later in the morning. A roadworks detour near Huonville caused the group to string out even more and arrival in Geeveston was a dribs and drabs affair. Peter Bender had 4 very impressive machines on display and the selection of bikes overall was an improvement on last year’s event. Fred Bennett ended up picking up the main prize of the day for his very well-fettled BSA Thunderbolt. Owen Smith.
Owen Smith - Triumph Thruxton Rosco and Catherine - BMW Howard Burrows - BMW Dan Teague - Triumph Bonneville John Menezies - Triumph Bonneville Jack England - Triumph Casey Overeem - AJS Mark Osbourne - RGS Fred Bennett - BSA Thunderbolt Tony Smeekes and Karen - Triumph Explorer Kyle Hohne Jan Blyton Peter Bender - 4 bikes on display Rob Walch Peter Jones - Triumph Steve Jones - Triumph Tiger? Bob Findlay - Panther Dallas Wilson - Triumph 900 Greg Simson - BSA Lightning Kim Bowell - 750/4 Dan Murphy Bill Frodsham - T150 Gary Smith John Rettig Dick Calvert - crutches Iain Campbell - Triumph Jegs Nuttall - RE
Kyle & Dan's
At the end of February, Daniel Murphy and I departed Hobart bound for Victoria to spectate at the World Superbikes on Phillip Island, then ride our bikes into the Victorian/NSW High Country, over the course of two weeks. The bikes we used were Danny’s Suzuki Vstrom V Twin 650cc and my Yamaha MT09 Tracer Triple 850cc.
The World Super Bikes was a fantastic and exciting experience for me as it was the first one I had attended. It was also my first big Mainland tour that I was embarking on. I was very lucky to have Danny show me how it’s done, as he is a seasoned traveller and to have a riding companion for the trip. After Phillip island we headed east towards Lakes Entrance and Metung, where we going to meet up with a local rider and Danny’s life long friend Ian Swann. We embarked on a day trip to Dargo, before packing our bikes back up to head off on a 5 day trip into the Victorian high country, with Ian
joining us for some camping and mountain pass twisty’s to hook the bikes into. We rode over Mount Hotham, Mount Beauty, Falls Creek. Staying at Lightning Creek camp ground, before we headed up the Omeo
a bit more rain than I am used to in one hit. It was an odd experience to be soaked up in the mountains, then to be blow dried back to being dry by the 38c heat, by the time we came back down the mountain.
Highway to Corryong. We then crossed into NSW and passed through Khancoban on our way up to the Snowy Mountains in the Mount Kosciuszko National Park. We proceeded to ride around there for a few days staying up at
After all that adventure it was time to start making our way back to Melbourne as our departure date was looming ever closer, although we still had time up our sleeves. We planned a direct but unavoidably long route back to Melbourne which would take 3 days and two nights. We rode out of NSW back into VIC and down to Mita Mita on the Omeo Highway to stay at the caravan park. I got sick on this part of the journey, when I came down with
3 Mile Dam and Ghee Hi Flats. We rode through the great dividing range and past Thredbo and into Jyndabyne. We encountered two mainland thunderstorms during this part off trip. which carry quite
heat stroke/dehydration. With Dan’s help I recovered slowly and we then made our way to Seaspray for our second night on the return trip. We then made our last hop to Melbourne where we both caught
up with relatives and friends before departing a couple of days later on the Ferry on our way back to Tasmania. We covered 3,500 KMs on this trip averaging 300Kms 400Kms for each day of riding. We both had an average fuel use of 4.4 Litres to every 100KMs travelled. with each bike using 154 Litres of fuel for the whole trip, for a combined total usage of 308 Litres of Fuel used for both bikes. It was a thoroughly enjoyable trip for both of us. Kyle Hohne
derwent bridge 20 & 21 February
Our first overnighter for 2016 saw around 15 of us depart the fire station around noon heading for Derwent Bridge. Our planned stops were at Hamilton to stretch the legs and a longer lunch stop at Tarraleah. The café was a bit short on tucker but the old Hydro town is looking quite good in its current guise as a mountain resort. Following a detour into Lake St Clair, we finally ended up at the hotel and had our rooms and bedding allocated. The day didn’t end without some drama with the rear brake torque arm on Jeg’s Suzi coming adrift just as he was turning into the pub. In traditional Australian fashion fencing wire was used to jury-rig a solution and Peter Bender took great delight is seeing his Hesketh tool kit being used to repair the Suzi. With dark descending the day riders left and it was time for wine, beer and tucker for the rest of us. The food and service was friendly and reasonably quick despite being quite busy. A good night. The accommodation was simple but clean and the water was hot, though some ambiguity about which showers were the gents and ladies resulted in some interesting encounters. Early riser Dan Teague arced up his Bonny at 6am and took off in heavy fog while the rest of us dozed on and wondering where the bloody hell he was heading (the lake it turned out).
Breaky was at the local servo. Another good meal and by the time we finished the fog had lifted. Some of us headed to check out progress on the ‘The Wall’ down the road. An amazing project and it was suggested that the hall might be a model for Peter’s future bike museum! A pleasant and uneventful ride home followed. Owen Smith.
Overnighters Owen Smith - Triumph Scrambler Peter Bender - Hesketh Jegs Nuttal - Suzuki Bottle Kim Bolwell - 750/4 Dan Teague - Triumph Bonneville Jan Blyton - Triumph XC Tiger Kyle Hohne – Yamaha something Matthew Shepherd and Sharon Munnings Kwaka Dean Metcalf - Triumph Bonneville Graeme Gullick - BMW
Day runners Simon and Anna Beard - Buell Bill Frodsham - T150 John Menezies - Triumph Bonneville Dan Murphy - Something not British
The winner of our clubman of the year award for 2015 is Owen Smith. Congratulations! I do not expect anyone to be surprised as the award is given to the person in the club who collects the most points for contributing to the club. Basically, overnighters 4, Day runs 3, Newsletter items 2, Meetings 1
and DNFs 1 (DNF means did not finish) and Owen topped the pile on most counts except DNFs. Since I have been totting the numbers up 2015 goes down as the most clear cut winning punter. However, even though Owen is hoping to be less involved in everything in 2016 a terrible mistake was made with the engraving of the plaque and he is currently shown as the 2016
winner!! The only solution is for him to put his “less involvement� plans back for at least a year. After all, almost every winner has won it at least twice!!! Roll on 2016 and well done Owen. Rob Walch
howard's
Bennett & Barkell motorcycles were built from around 1910 till c1920 and personally I think even well into the 1920’s, B&B had quite a few “depots” sprinkled throughout NSW with locations in Sydney (124-6-8 & 130-2 Castlereagh Street) and country branch depots at Dubbo, Maitland, Newcastle, Tamworth and Wagga.
Unfortunately Mr Thomas was killed instantly when he was grinding the nipples on a newly laced up “trotting jig wheel”, the grinding wheel shattered and a large piece entered his brain. He left a wife and 4 sons…I think he was about 30 at the time (somewhere I have his death notice, funeral notice and Inquest into his death on file)
They built machines of their own design ranging in power from 2.5HP to 8HP JAP’s but it was really the big twins that sold very well indeed, incorporated as an option was a sprung seat arrangement that offered much need additional comfort for the rider remembering the road condition of the day.
No knowledge is known of how many machines B&B made but today they are quite rare which really falls in line with nearly all Australian made motorcycles.
AE Thomas was the workshop manager at the Dubbo Branch and designed a sprung sidecar chassis to fit the big B&B twins, I have chassis No13.
I know of probably 6 B&B’s in Australia and a single cylinder model that was exported to the UK 10 years ago, information on them is even rarer but I have been very lucky in my own pursuit of original literature for them now having 1913 sales catalog, 1915/16 sales
catalogue and also Mr Barkell’s very own Trade Catalog (A1 edition) which is a fairly thick book… anyone wishing to view it at a club meeting need only ask… .because of its rarity and condition I don’t let it leave my eyesight! Bennett & Barkell also handled Reading Standard, Rudge, Triumph, New Hudson motorcycles, I have what was first thought to be a couple of basket case B&B’s that had both been modified with the addition of Reading Standard rear stays (gearbox type). I am not convinced they are B&B’s (could be Lewis,SA), originally they were “Fixed Engine Single Speeders) both with V Twin JAP motors. They have been converted back to standard configuration. If anyone can add to this little note about B&B’s please come forward. Howard.
please note - all images courtesy of Howard Burrows
yester years
In typical fashion of the day, showing off the different makes they sold L-R Rudge and a couple of New Hudsons. B&B made cycles as well‌. ever seen one? this would be one of their country branch depots.
the magneto Ignition can be by spark or compression. The beauty of spark is that you have a reasonable chance of ignition occurring at the right time. In the early days opening a switch was source of spark and a solution so applying a few volts and opening a switch inside the combustion chamber did the trick. This is referred to as low tension ignition. A Magneto is high tension and the switch is moved to the outside of the combustion chamber and the spark occurred between an insulated electrode in the combustion chamber and earth or the actual engine itself. This electrode holder has been commonly called a spark plug and, like the Schrader valve, is one of the few items that has hardly changed over the past 100 years. High tension refers to a high enough voltage to get the spark to jump across the electrode gap. Lets say about 5000v. To achieve this we pass a wire in front of a magnet which induces a lowish voltage. By opening a switch and breaking this circuit just as it happens we get a spike in this voltage but it is still not enough to jump across a gap however as the wire passes the poles of the magnet it alternates from positive to negative and therefore can be amplified by using a transformer. Ie 100 turns wrapped with 1
switched turn will produce 100x the lowish voltage. All in a sudden we have the ability to get a spark to jump across a gap. Devices like a wimshurst machine demonstrated that very high voltages can be easily generated and within reason even controlled. Early magneto designs proliferated and one of the market leaders was Bosch. However, in 1914 when the world was turned upside down the availability of Bosch products dried up a bit. Other manufacturers unashamedly copied the Bosch design . Common on British machines were Lucas and BTH, both very similar. This design remained virtually unchanged until 1954 and then only to cheapen manufacture. So what do we need to know? Basic servicing is straight forward and reliability is high. (Possibly because the aircraft industry demanded it). Major servicing is specialist and, in Tasmania we have very few specialists. Probably the most prolific is Peter Bellenger in Westbury. Peter caters mainly for the stationary engine and tractor fraternity but certainly does his fair share of motorcycle magnetos. He does 3 main jobs: 1) Rewind the coils. Primary, low volage, a few 100 turns of 1mm wire and secondary, high voltage and 1000s of turns of wire about the same diameter as a human
hair!! 2) Replace the condenser 3) Remagnetise the magnets. He then cleans (or replaces) the bearings, sets up the points and bingo, a big fat spark. All easier said than done but the average user doesn’t really need to know the details. As long as the earths are earthed and the HT is not the reliability is outstanding. So, the most likely reason for an engine to be hard to start is lack of spark. After all, all you need is a bit of compression, some fuel and a spark and it will go bang. You can feel the compression on the kick starter (you don’t need much). Generally the is fuel sloshing about and if in doubt you can pour a bit in by hand or block the inlet. HT shorts are often the problem. Excess fuel/carbon/oil on the plug, a wet (with water) plug or magneto insulator. It is just a matter of getting the stars to align. Symptoms of a weak spark are hard starting and poor running. I was once told that a repaired magneto will fix your carburettor problems and I am prepared to concede that this may be true. Compression ignition is a bit trickier as it relies on introducing the fuel at just the right time but it doesn’t need any electricity. For some reason compression ignition engines have never really taken off in motorcycles. Rob Walch.
hotbikes
BRITISH MOTORCYCLE CLUB OF TASMANIA INC.
The Secretary, C/o South Hobart Post Office, South Hobart 7004 Tasmania The British Motorcycle Club of Tasmania encourages the restoration and safe riding of British and other manufactured Motorcycles. Meetings are held on the last Tuesday of each month at the Tasmanian Fire Station - Social Club Rooms - Argyle Street Hobart.
MEMBERSHIP APPLICATION I wish to become a member of the British Motorcycle Club of Tasmania (Inc.) and agree, if accepted, to be bound by the Rules, Constitution, By-Laws or Directions designed to further the interests of Club Members. Name: Address:
Phone: Mobile: Email: Family Membership:
YES / NO
British Motorcycles owned:
Other Motorcycles owned: Date: Signature: Annual Membership Fee:
$35-00
BSB: 807-009 Account No: 51101523
Office use only: The above named person is known to us and we believe him/her to be a suitable person to be elected as a member of the British Motorcycle Club of Tasmania (Inc.) Proposer: Seconder: Approved:
TOY RUN 3RD BMCT & VMCCT BBQ 4TH
3&4
GEEVESTON - TAHUNE SLOW BIKE RUN
6
11
13
9
18
RIDERS CHOICE
ROSS RALLY OVERNIGHT
19&20
HUONVILLE
25
28
24
26
22
24
EASTER 25TH TO 28TH
27
NUBEENA
28 BETTER HALF RUN
25
27
STRATHGORDON CHALET OVERNIGHT
30
31
SALMON PONDS ELLENDALE - HAMILTON
29
24 AUSTRALIA DAY WKND 31 SOUTHPORT BBQ
16 RANALAGH - JUDBURY - 23
18
MT WELLINGTON - LOWER LONGLEY - CYGNET
20&21
TASMAN PENINSULA OVERNIGHT - VENUE TBA
17
KEMPTON - ELDERSLIE BRIGHTON
19
SWANSEA
15
GLENLUSK - NATIONAL PARK SLOW BIKE RUN 7 PICNIC ON THE RIVER
17
KETTERING - BRUNY IS ADVENTURE BAY
HUONVILLE - STRATHBLANE SLOW BIKE PICNIC RUN
20
20&21
DERWENT BRIDGE OVERNIGHT
SANDFORD - SOUTH ARM
17
23
19
14
20
23
17
20
29
25
27
30
26
28
31
26
29
23
AGM
26
Run desitnations are subject to change on the day. Sundays meet at Kennedy Lane, Salamanca Place at 10.00 am. If not accessible & on all other days, meet at the Fire Station, Melville St.
DEC
D
NOV
N
OCT
14
10
4 OATLANDS VIA RUNNYMEDE 11
CYGNET SLOW BIKE RUN
7MARGATE - OYSTER COVE -
HUONVILLE - PETCHYS BAY CYGNET - CHANNEL
3
TAROONA - TINDERBOX BROOKFIELD
5
12
8
30&1
PUB IN THE PADDOCK OVERNIGHT
NYRSTAR CHARITY RUN
10
RICHMOND CLASSIC BIKE SHOW - ENDS ON 20TH
12
14
HUONVILLE VIA CHANNEL
10
MELTON MOWBRAY BOTHWELL - HOLLOWTREE
3
5&6
GEEVESTON WHEELS IN THE PARK - HERITAGE PARK
7
3
O 2 ORFORD
SEP
S
AUG
A
JUL
J
JUN
J
MAY
M
APR
A
MAR
M
FEB
F
JAN
J
COUNTER-MEAL TWILIGHT RUNS
BMCT CALENDAR 2016