BMCT July 2016

THE

BRITISH BIKER

OFFICIAL magazine OF THE BRITISH MOTORCYCLE CLUB OF TASMANIA inc.

winter EDITION july 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 - Vincent sidecar - National Automobile Museum of Tasmania

M: 0417 001 426 E: bmctsecretary@hotmail.com M: 0417 585 954 H: 03 6265 1237

www.britishmotorcycleclubtas.com

Nuts&bolts

President's Report

Hello BMCT folks,

Well, first of all let’s address an obvious issue - the weather. Yes, it’s been a cold and wet start to winter this year with a few rides cancelled. Hopefully this doesn’t dampen spirits too much.

If anything I’m all the more enthusiastic to hit the road with the club as soon as possible.

With a varied and interesting calendar of events we’re sure of some more good rides over the next few months.

So pull on some long johns under your riding pants and a few extra layers under the winter jacket.

Talking of cold and winter, I test rode some bikes recently and just discovered the joy of heated hand grips. Having never used them before I thought to myself ‘how good could they really be?’ Turns out they’re great. So all of you who have them, I envy you during these winter months.

Take note of the revised club calendar on the back page. A few rides have been moved later in the year to make room for other events. We also have the addition of the much anticipated club trailer. I don’t want to see anyone break down, but having the new trailer following, just in case, will ease the minds of a members running older bikes and is a welcome addition to the club.

On a personal note, thank you for the patience of members as some of the roles within the club have changed hands. It’s been a learning curve for some (including myself) and the support of more established members is greatly appreciated!

See you on the road.

John Menezies

meltonmowbray& bothwell It was a perfect day for a ride out to Bothwell along the Hollow Tree Road. A large group of riders met at Salamanca where it was decided to head out towards Granton and cross at the Bridgwater Bridge.

We then rode along the east bank of the Derwent following Boyer Road and regrouped at the bridge in New Norfolk where we waited for some members who were meeting us there.

From New Norfolk we rode along the Lyell Highway towards Hamilton and this is where things got a bit confused.

We all knew we had to take a right turn off the Lyell Highway to head out to

Bothwell, but the group I was riding with was a little unsure of which road to take. The first two attempts ended up on dirt roads, so we had to double back.

Well, third time lucky. The correct road was quite obvious really, with a huge, green road sign displaying “Hollow Tree Road”. This was my first ride along there Hollow Tree Road and I was looking forward to seeing what all the fuss was about, having heard quite a bit about it over the years. I’m not sure I can add to what has been said by other riders in the past, other than that it’s a fantastic road to ride, even if you have

John & Dan It was with great anticipation that myself and Dan Teague headed over to Motorworks to test ride the new Bonneville 1200. Dan runs a 865cc 2013 Bonneville and I have a 790cc 2004 Carby model so we feel a great affiliation with that particular triumph and eagerly anticipated testing the newer and more powerful version. Dan had booked us in earlier in the week so we showed up early on a Saturday afternoon to take it out.

There was only one Bonneville so a Moto Guzzi 1400 ‘Audace’ was also test ridden. We buttoned up the sanctioned ‘flouro vest’ and headed out. The general idea with a test ride is a short squirt around the block or up the highway and back. So we took a 90 minute return trip the long way to Richmond. (Our bikes were parked outside the store so we were definitely coming back) The Bonneville, well, it sounds like a dumb statement really, but it feels like a Bonneville. It’s comfortable and predictable. Certainly no race machine but that’s not why we love them. But the crowning glory is the motor. Even in it’s restricted ‘just

03 april to dodge a dead wombat the size of a large tree stump. Members met up in Bothwell for a pie and a chin wag for and hour.

From then the group split with some heading to a local distillery and others, well John Menezies and I, heading back to Hobart to pay a visit to the pub.

A great days riding.

Dan Teague

TEST RIDES

out of the box’ guise the extra power is obvious with plenty of torque in the lower revs. Riding position is just as you’d expect, comfortable.

My only criticism is that while riding I found myself making a long mental list of things I’d change. There is nothing wrong with the bike, but the urge to ‘improve’ it and change things is hard to resist. Of course that’s both a blessing and a curse. Personally I’d need to add a few thousand dollars in hop up parts.

Build quality is of course great. You can change nothing about the bike and it’d be good commuting, on club rides or hooning up the highway. I’m sure the bike wouldn’t blink an eye if you were two-up. Although I’d love to hear the Bonnie with a set of louder pipes. The Audace obviously isn’t a Brit bike but it needs a mention. Rev this transverse V standing at the lights and the whole bike tilts and flexes under the power. Riding behind it on the Bonneville I was struck by just how wide the rear tyre is, and the sound –throaty and loud. It feels and sounds

powerful. It’s a big comfortable cruiser and it’s just right straight away. No list of things to change. Having said that it is about 10k more expensive than the Bonneville and a cruiser. I don’t think there’s much room to modify things anyway. It seemed rather ‘moulded’.

Oh, and it’s easy to scrape the pegs on corners, ahem, not that I’d know… The bikes performed beautifully on the twisties of Tassies back roads. We had grins ear to ear on both bikes, flouro vest flapping in the breeze! Then it was back to the shop, jump on our ‘Old’ Bonnies and head to the pub for a much deserved ale.

John Menezies

allBritishrally

All British Rally 2016 (The 40th) Having booked the ferry some time ago, and having paid entry fee to the rally even earlier, you would have expected me to be well organised and ready early. Not so. I went and did about an hour of paid employment then went home, to then go to the local bike workshop to collect my bike. My side stand had worn and had far too much play in it. So some welding and machining was carried out to cure the slack. Unfortunately in taking the slack out the side stand it now fouled

on the centre stand, with potentially dangerous consequences when taking left hand corners. Hence bike being at the local work shop to have the side stand adjusted. Finally by late morning the bike was home and packing could begin. I was trying out some (new to me) second hand saddle bags. They have their good and bad points. The weather was quite Sydney- like in that it was warm and humid with constant rain showers. It was miserable actually.

I had finally packed and left home at 4:15pm.

Normally I head north and cross the Tamar River via the Batman Bridge and go to the ferry terminal by Frankford highway. Due to the damp and gloom I chose the main highway and promptly got a heavy shower with my wet weather gear strapped to the

bike and not covering me. ‘It won’t last long’ I thought as I got wet.

Arrived at the ferry terminal where fellow All British rally participants from Tassie included Mike on his Harris G80 and Mick Lemon on the trusty Royal Enfield Interceptor. We were soon joined by Martin and Kate

on their Aerial Square Four and later Steve Bailey on his Triumph Rocket 3. Good company on the boat and a smooth crossing.

In Melbourne we regrouped except for Steve and did the ‘get out of Melbourne quick’ by taking the west gate bridge, the ring road, then the highway to Ballarat, stopping at Bacchus Marsh for a cooked breakfast.

Just outside of Bacchus Marsh heading west is a minor road called the Pentland Hills Road which gets you off the highway. Riding then becomes a lot more enjoyable. We lost Mick briefly but were soon a unit once again.

We ignored the 80km/h signs as we enjoyed the climb into the hills to Trentham. The road was damp and it was cold but we enjoyed ourselves. At

Daylesford we refuelled both bikes and ourselves. While drinking we watched some fellow British motorcyclist going through town no doubt on their way to the rally. Immaculate machines polished to a micron of perfection in trailers and utes and more sensible machines being ridden with their weekend possessions strapped to the back. Having explored a 50’s shop, we left Daylesford with me solo via Hepburn Springs and the others heading to Castlemaine.

It was a good ride, though the countryside is looking very dry (drought stricken, just don’t tell the politicians that!) Soon the three M’s (Mike, Mick and me (Martin)) were reunited just shy of the rally entrance.

Once in we set up camp and then dispersed as we went looking for lunch.

By now the day was glorious, warm and sunny; just about perfect.

Back at the rally site the numbers had grown considerably with over 600 pre-paid entries and another 150 or so late entries with more to arrive on the Saturday. It is a big affair. My father

April 23 • 24

aBr continued in law and oldest brother arrived by car. Likewise my brother Roland from Moree with his Trident on the trailer. The Heatley clan had dinner in Castlemaine. The night was very cold, which made me realise that I am due for a new sleeping bag as my 26+ year old just lets the cold in. If you wanted to go for a wander during the night

there was no need for fancy torches, the near full moon was amazingly illuminating.

On Saturday, the day gradually warmed up becoming very warm with clear beautiful skies. Roland had to go to Ballarat to get a battery for the Trident. Meanwhile more bikes arrived, swelling the numbers further still. Did they crack the 1000 mark? I

wouldn’t be surprised. Not only were bikes still arriving but some were gathering for the group ride to Maldon including Mick and Mike. I was waiting for Roland so we could get the Trident running. He arrived as the run started.

There was a major wrestle to get the wiring hooked up to the battery which was eventually achieved long after the last of the bikes had left. There is nothing like the passage of time for various modifications to lead to the slight shortening of the wiring lume.

Once done, we took the first left in the vain hope we could catch the organised ride, all to no avail. We passed a couple of singles and then followed a 60’s Triumph twin. He was reasonably confident of where we were heading but at no time did we see any other

bikes. We got to see many ex mining sites and to take in just how dry the countryside is. Our last attempt to catch the run was Castlemaine Botanic gardens as I knew where that was, but still no joy. A local told us we had missed them by 5 minutes or so and that they had turned right. So right we did, eventually arriving at a packed Maldon after dodging a leaner truck driving rolling back upon us. “Scary stuff” indeed.

At Maldon the main street was closed and jam-packed with lots and lots of British bikes and people come to see this amazing spectacle. After a basic bakery lunch we wandered around, trying to take in this scene.

Gradually the bikes began to leave and the numbers dropped so that there was probably only 100 or so left as we headed back to the rally ground.

So what bikes had taken part in the rally? Lots of Hinkley Triumphs, lots of 60’s and 70’s Triumphs, mainly twins. BSA of all types. Norton Commandos and Atlas’s with couple of slimline Dominators and a few singles. No new Nortons spotted nor any wideline models. Not many Aerials

or Sunbeams but a good number of AJS and Matchless singles with a couple of twins. Royal Enfield singles plus another Interceptor, Velocettes and Vincents were present also. No Silks or Heskeths this year, so maybe next year?

On Saturday night we took part in the spit roast dinner at the rally, dressed in our thermals as it was cold yet again, while the “Wild One” was being played in the marquee. The bonfire was not a great success; pine not the best wood for it and the band was the same as last year, which were okay but time for something new I think. We had another cold night.

Sunday started off cold but soon warmed up to be a beautiful day again. No one we knew had won the door prize, A BSA 500 twin “Royal Star” which was very nice. There were awards for all sorts of stuff. The Longest distance was someone from Coffs Harbour on a 1976 Triumph T140, a good effort. We were all going our separate ways; no one was staying back another night at the rally. Steve Bailey headed off to the Alpine Way, hoping to get to Omeo that night. Martin and

Kate had gone searching for Jaguars.

We had lunch in Castlemaine after which the car clan headed east and north, Mick headed off to Ballarat, leaving Mike and myself on the two Harris Matchless. Mike lead taking us back to Newstead, past the rally for one last time then back to the outskirts of Daylesford from which we retraced our steps of Friday’s arrival. This time it was Sunday afternoon with lots of slow moving traffic.

The highlight of the ride for me was when in close proximity to Mikes bike you get a wonderful aura of harmonics of the two singles. Great ‘wah wah” effect. After a couple of stops we arrived back at Port Melbourne. We had a Pizza dinner and a discussion about important bike matters with the same tram driver we had talked to three years earlier. The discussion then was similar. Very entertaining.

So to the ferry where we were joined

by Martin and Kate. Had a late night talking about - amongst other things- bikes, great! Another smooth crossing. Monday morning arrived in Devonport. There were lots of Police at the ferry terminal, “these are not

the bikes you are looking for” ( in an Alec Guinness voice) Martin and Kate headed off, Mike and myself had breakfast at the Argosay then we too went our separate ways to our respective homes. Cold morning but always good to get home, especially when William my six year old son runs out to meet me. As always, very tired but happy to have participated in yet another All British rally. Next rally? - the Jampot here in Tassie, but that’s another story!

Martin

newThruxton

Thruxton 1200 Following the review of the “New New Triumphs”, including the Street Twin, the Bonneville and the Bonneville Black in the Autumn edition of the BMCT magazine, it is now time to turn attention to the much anticipated new Thruxtons. Completing the new ‘Modern Classics’ line-up are two versions of this machine, the standard Thruxton and the Thruxton R.

Historically, the café racer was a post war phenomenon, which sprang out of the Rocker era, whereby teenagers of the day would pick up relatively cheap machines and customise them for maximum performance and handling to both look ‘cool’ parked outside cafés (pronounced caf in England) and to ride at breakneck speed along the English streets and motorways.

Folk lore has it that a song was put on the Juke box and the ‘ton up lads’ would race to the next café, breaking the magical 100 miles per hour barrier to return before the song’s end.

Individual personalisation of machines ranged from engine modifications, to seating position (clip-ons or clubman bars and rear-set foot pegs), to longer hand made tanks, seat cowls to even mixing and matching a variety of different manufacturers’ parts. For example, the classic ‘Triton’, which combined a Norton Featherbed frame with a Triumph

Bonneville engine. Other renowned combinations include hybrids of Norton and Vincents, Triumphs and BSA’s.

Furthermore, racing frames were even included in these changes. Indeed, this esteemed tradition is alive and well with hand built ‘Egli Vincents’ based on the original bikes produced by the venerated Swiss racer and frame specialist, Fritz Egli.

These gorgeous machines with new engines are still available today (at a price).

Triumph tapped into a newly revived interest in custom bikes, particularly the café racer, with their 2004 Thruxton.

The standard factory machine, like the ‘Scrambler’ was essentially a variation of the standard Bonneville, sporting the air cooled 865cc Hinkley twin. However, the company offered a host of café racer style features, including - low clip on bars, rear set foot pegs, single seats with a cowling, longer rear shocks, preload adjusters on the forks, alloy rims, chequered racing stripe (later plain) etc. , all from the factory.

The punters were very pleased and these machine have proven popular for over a decade. There is also a huge number of aftermarket parts available from a variety of manufacturers to further customise the Thrux. Indeed this has blossomed into a substantial industry with a variety of designers also going well above and beyond the standard configuration.

As with the design of the new 1200 cc Bonnies, the cues for the latest Thruxton 1200cc machines were just as crucial.

Apart from the requirement to meet strict new emissions standards, there was an imperative to continue the long and highly respected tradition associated with the Thruxton name. This lineage harks back directly to Triumph’s global racing success in the 60’s & 70’s. , including the Isle of Man TT. Also, there is now more than one generation of café racer and custom bike enthusiast who would expect the new machine to have a focus on ‘high performance’. Of course, when directly matched against the plethora of modern superbikes of today, the new Thruxtons pale by comparison. However, they certainly extend and develop the long held heritage and traditions of previous decades and seriously outstrip their air cooled predecessors of 2004 - 2015.

The new machines are also definitely not just a variation of the current standard Bonneville T120. They have a host of different design features ranging from a different chassis, to the tank form, to the paintwork, to the seat, the cowl, the suspension (R) and to the engine. Triumph have introduced all new 8 valve water cooled engines to their entire ‘Modern Classics’ range. All are advertised as having much more torque than the previous 865cc

Hinkley. However, they fall into three basic categories, the standard 900cc in the Street Twin and two versions of the new 1200cc motor. The Bonneville T120 has an “HT” or ‘High Torque’ label. However, in keeping

with their stated goals, the new Thruxtons have an “HP” or ‘High Performance’ badge.

Triumph boasts, “112Nm” torque at just under a very usable 5000 rpm. Indeed for old school bikers, this translates to a healthy amount of grunt at 82.6 ft lb! This was achieved in part by employing a lighter crank, higher compression and a different airbox. Of course Triumph have included their new “ride-by-wire fuel injection”, on both Thruxtons, touting an instant throttle response.

A walk around of the Motorwork’s demo machine (standard Thruxton) is a very pleasing activity. As with the T120, the level of finish and attention to detail is exemplary. This particular machine has “jet” black paintwork and it looks superb (also available in “Competition green” and “Pure white”). As with the T120 it echoes many of the elements of the past, from the ‘Amal carbie & old style breather’ like throttle bodies, to the ‘points inspection cover’ and beautiful clutch cover, which recalls the earlier castings of 1960’s machines. It has virtually the same exterior design of the T120 water cooled engine and a very discreet water cooler. However, as with the older Thruxtons, only half of the engine fins have been machined (the other half remain black), which I personally think looks much better than the fully machined T120’s.

The sprocket cover has a very tasty three holed design with a perforated heel guard attached that looks as if it has slipped backwards. A functional design solution that looks very sharp. This three holed detailing is also echoed in the new side covers. As well as all the electronic info, the twin dials have a beautifully recessed silver background with black digits. Nice also to see the new logo on the tank as a raised metal badge. A very simple but elegant touch!

The greatest difference to the T120, is its stance. The Thruxton has magnificent poise – a slightly more aggressive tail up, nose down racer look. The tank is a lower, elongated form with two sculpted indents, giving it a very narrow back half when viewed from above. Notably there was an absence of tank pads. The single seat with a peak at the rear is striking and also has an option for a matching seat cowl.

The upswept reverse megaphone pipes complete the package.

The Thruxton ‘R’ is set up as Triumph’s ultimate machine in this genre. Whilst it has the same “high performance” engine, they have added premium handling gear with Twin Brembo; disks, racing callipers and master cylinder, Showa big piston forks, Öhlins fully adjustable rear shocks and Pirelli Diablo Rosso Corsa tyres as standard. It also has a luxury seat with cowling, a tank strap option, a stunning

kettering & bruny island 17 april Twenty bikes took the ferry over to Bruny for a little jaunt around the island. After the short trip on the ferry, it was decided that we’d head to Adventure Bay. The main road on North Bruny Island is in really good condition with long sweepers and long straights, ideal for passing the many tourist cars on the island.

That is until you reach the neck, which is still unpaved. Though I was informed by the barman in the Alonnah Pub that it should be sealed later this year.

After reaching Adventure Bay we stopped and stretched our legs for a bit, had a snack and chatted. The weather was great and the views across the bay were stunning.

Back on the bikes we headed off to Alonnah to have lunch at the pub.

The road to Alonnah was really poor, with plenty of potholes and gravel to dodge. Still great fun though, riding in a group of bikes.

Most members had a meal and a pint ant the pub, but having to get back to Hobart, I set off with John Menezies to make the 2pm ferry.

The ride back to the north of the island was brisk, but we just made the ferry.

All in all it was a great day out on Bruny and I look forward to our next ride there. Maybe an overnighter?

Dan Teague

newThruxton continued

polished top yoke and three different colour options – “Diablo Red”, “Silver Ice” and “Matt Black”. I am personally not a fan of ‘golden’ upside down forks and yellow/ gold Öhlins, which seem to be on most bikes these days. At best they can look like polished bronze but at worst, a chintzy looking rose gold. However, having viewed

approximately $20,500, the basic Thruxton R comes in at around $23,400. Add the above kit and you are looking at closer to the $27,000 mark, which is a serious outlay.

It should also be noted that Triumph have announced a forthcoming “performance race kit” for competition and closed circuit racing, promising even more power and torque coupled with less weight. So, these bikes certainly look the part but how does the new machine perform?

The ride – standard Thruxton

the new silver Thruxton R in the flesh at Motorworks, I must say that the overall effect with the polished engine covers and stainless pipes is a ‘symphony in metal’.

As with the Bonnie T120’s there is a plethora of over 140 optional extras available for the Thruxtons from Triumph.

They also have custom ‘inspiration kits’ for these machines. Quite a few club members have been drooling over the silver “track racer” option with performance pipes, café racer half fairing, lower clip-ons, tail tidy etc. Of course these all cost. Whilst the shop floor standard Thruxton is

Nestled into the comfortable seat, I instantly noticed that my knees slotted into the substantial tank scallops. These makes it much easier to grip the tank (useful for downhill braking). However, the bike seemed quite small and I wondered how a very tall rider might find the corners of these indents. The overall position is low and forward. The bars are clip-ons but are raised and inclined to the rear, which made for a ‘crunched’ riding position. On the road with some wind pressure, this seemed to be less of a concern.

Underway, the bike sounds fantastic, with an even better low, throbbing resonance than the T120, plus it has a bit of a ‘growl’ when decelerating. The ride is very spirited.

As well as “rain” and “road” modes, the Thruxton has “sport” riding mode, which

really unleashes the beast. Ever aware of riding a borrowed bike with new tyres, I didn’t push it. However, when given the beans the bike performs. Very well. The power is solid from a lower rev range and just keeps delivering where and when you need it, plus a bit more. Although a much sharper feel than the T120, the cornering is solid, balanced and dependable. The dual pistoned, dual front brakes have some serious stopping power, which adds to an overall feeling of control. I can only imagine the suspension setup on the Thruxton R being even more effective, especially at high speeds.

Is the new Thruxton/ Thruxton R an authentic café racer à la the myriad of customised bikes from the past five decades? No, but then it doesn’t claim to be. Is it a modern British bike with modern features that echo the styling of the past?

Yes. definitely. For those of you with a passion for ‘older’ styled bikes who want excellent performance and handling, these may be the machines, which Triumphs states, “…live up to their legendary name”.

Ian Bonde

pub in the paddock

30 april • 01 May

The Run started at the fire station in Hobart with some 14 Riders and two pillions, the weather was nice and crisp with a blue sky and the makings of a good weekend away.

We then continued on to St Helens for Fuel and the last stretch of legs Before making the last leg to the Pub, Where all the bikes were parked under the Barn shed next to “Miss Piggy”.

For the second overnighter off 2016 the destination was the Pub in the Paddock in Pyengana. It was decided we would stop at Orford for coffee as the first stop. we would then run up the cost and stop at Devils Corner for lunch, our day rider’s left us here to return to Hobart.

We all preceded to get sorted with our accommodations for the night. Then settled into a drink or two before tea, it was a lovely meal for some but not others and it took a couple of hours to be delivered. It was still a great night enjoyed by all, We were very thankful Vorn our Club member from up north was able to

acquire some eggs so the club could have bacon and eggs the next morning for breakfast.

That morning after the predicted rain shower engulfed the pub, we all geared up ready for the damp ride back to Hobart. Some riders went to Vorn’s while most headed south, we stopped at Bicheno on the way back for coffee and some members elected to have a look at the motorcycle museum.

Everybody headed their own way from here back home, It was a great weekend enjoyed by all. It lives up to its reputation as one of the best Rides / Overnighters on the club calendar, a must for next year.

Kyle Hohne

Riders Gary Smith Jan Blyton “Van” Ian Bonde “Car” Daniel Teague John Menzies Nigel Reid Bill Frodgham Kyle Hohne John Rhttig Tony Smeeks / Karen Mikk Jack Overeem Bill Overeem Eugene Smith Vorn Phil Sangster Jeary Scott Jegs Mattew Shepard / Sharon Munnings Dean Metcalf / Susan Neil Darvall and wife

GLENLUSK NATIONAL PARK SLOW BIKE RUN 15 may PICNIC ON THE RIVER

SALMON PONDS 29 may ELLENDALE • HAMILTON

TAROONA 05 june TINDERBOX BROOKFIELD

richmond

04 june

IMPROMPTU RUN

The weather report said rain for Sunday and the last two rides had been cancelled due to poor conditions. If the June 5th Taroona ride cancelled (it did) that would be three in a row. So with that in mind a few from the club decided to try our luck for a small get together and ride on Saturday.

The meeting place was Chrome café in North Hobart at 11am. I got there and parked round the corner next to the other Triumphs. Beside Dan’s Bonneville stood a smart Triumph Tiger 1050cc, a new ride for Ian Bonde.

There was the obligatory civilian enjoying the bikes and wanting a chat as I pulled off the helmet, sadly as per usual not an attractive woman.

I went in to the café to find the two motorcycling ruffians enjoying a coffee.

Shortly after some others arrived, eight of us in total. Six bikes and two of the usual suspects, Kyle and Jan (it wasn’t raining) on Madass scooters.

We set off through Hobart with a plan to do a ‘long way’ to Richmond. This involved hooning up the highway to Cambridge, left towards Richmond but

diverting away towards Tea Tree. Then a right turn taking us in a loop towards Sorell and then right again back into Richmond. A total trip of about an hour with speed limits adhered to a surprising amount of the time. The scooters followed shortly having taken a slightly different route. It was a little bit chilly but most of us were rugged up almost enough.

Around 2pm we said our goodbyes to Ian Bonde as he pulled his wet weather gear on, clouds looking a little ominous, to make the trek up north.

We all parted ways while myself, Dan Teague and Owen Smith ended up at Salamanca enjoying another round of beverages. Strange how that happens.

John Menezies John Menezies Dan Teague Owen Smith Ian Bonde Matt Shepperd Mick Beale Kyle Hohn Jan Blyton

The Richmond pub was strangely empty for a weekend lunch time. We stood in front of the wood fire putting the warmth back into our bones. There were the usual tall tales over counter meals and beverages. It was great to see how we’d taken over our area with helmets and jackets adorning surfaces and chairs.

Triumph Bonneville Triumph Bonneville Triumph Thruxton Triumph Tiger Kawasaki ZX14R Triumph Rocket 3 Madass scooter Madass Scooter

cvk carb rejet Hinkley Triumph Twin Tech – 790cc/865cc carb mod’s From 2001 to 2008, all Hinkley parallel twin 790cc/865cc engines were aspirated with twin Keihin CVK36 Carburetors.

The Keihin is a well designed bleed-type vacuum slide carburetor that offers considerable scope to improve overall engine street performance in combination with appropriate modifications to your bike’s exhaust and air inlet characteristics. For track work you would probably upgrade to 39mm Flat Slides.

I bought my ’05 model Thruxton second-hand in 2010 and it was not in the shed an hour before I was stripping it down in preparation for planned mod’s that I hoped would release some significant performance gains. Along with free flowing pipes and full airbox removal, carby mod’s were near the top of the list.

Without easy access to a dyno and experienced operator I looked for kit solutions to match my planned inlet and exhaust modifications.

Basic modifications to the stock CVK carburetors include changes to some or all of the following components:

drilled out the slide hole diameter, added a washer to the main jet and also polished a smooth radius on the leading edges of the floats.

• • • • • • •

According to Noel, who has done these changes on two Thruxtons that he previously owned, this is one of the simplest, easiest and cheapest mods to improve the performance of stock machines.

Needles and shims Slide hole diameter Slide spring tension Main Jet diameter Pilot Jet Diameter Float height Mixture screw adjustment re-balance

Owen Smith Addendum – Following in Owen’s experienced footsteps with a similar bike of similar vintage, I recently decided to embark upon a similar modification.

When purchased, my 04 Thruxton came equipped with TEC 2 in 1 exhaust, airbox removed, foam pod filters and was already rejetted to a 146 main and standard pilots.

Without the fancy Dynojet Kit but with the mechanical expertise and direction of Noel Saward, we

I previously added Nology hot spark leads and subsequent to the carbie mods, have added two new large K&N air pods.

I can now testify that my Thrux has great pick up, serious acceleration throughout the range and considerably more power where I need it. It is like a new bike!

Ian Bonde

swansea With the last three rides cancelled many in the club were itching to go for a ride. Around 35 bikes, a good turnout for such a cold day, sat around as we chatted and fuelled up with coffee.

The low temperature didn’t seem to dampen spirits as we set off from Salamanca. For the first time I wore an

old jacket on that I’d got from Gumtree and managed to squeeze a puffer jacket underneath, and I’m glad I did. The cold managed to work its way to the extremities but my core nice and toasty kept the riding comfortable. I took the opportunity to gloat about my warmth several times through the day.

Along the back roads I lamented not having a camera strapped to the front

of the bike to capture some of the amazing scenes. Occasionally the road stretched off into the fog with a line of seven or eight riders progressively disappearing into the distance, after the silhouette faded a red light curling around the corners the only evidence they were there. As we got to the final stretch before Orford the river on the left and the cliffs to the right set a gorgeous backdrop to race along.

19 june were really feeling the cold and began their way back to Hobart. The rest of us pressed on to Swansea. The road up the coast was sweeping and picturesque, the sun glistening on the sea. Some patchy damp spots meant the wits had to be kept about but for the most part it was a free and easy ride.

Coffee, Pies and Cakes filled bellies at the Bark Mill Bakery. On the way through the premises I caught a glimpse of myself in one of the windows and realised that while I was warm, I resembled the Michelin man with so many layers. Someone said ‘Cold isn’t it?!’ ‘I hadn’t noticed’ was my reply.

Some of us refuelled and the started the trip back towards Hobart. Keeping to the speed limits we were overtaken by a few, but the ride enjoyed by all. As per usual, Dan Teague and I finished off the day with a couple of refreshing ales at Salamanca.

John Menezies

We arrived at Orford in sunshine and stopped for a coffee there. BMCT must have made up only about a third of the bikes in the car parks and banter ensued as we waited for our cups of the black stuff. A few mentioned struggling a little with the freezing air finding its way through their gear. It was at this stop that we lost a few that

howard's

National Veteran Motorcycle Rally to be held in Tasmania in 2019.

This rally is put on somewhere in Australia every two years, next year it is in the Barossa Valley SA…and then it is our turn in Tassie!

This gives both British M/C Club members and anyone else enough time to source a machine and restore it and get used to riding it before the rally.

It has been mentioned before veterans are the best thing to ride, guaranteed to put a smile on your face. To begin with… .what is a Veteran motorcycle?

It is a bike made before 1 January 1919, in other words a 1918 model or earlier.

Depending on a few circumstances such as your weight, age, health and of course the depth of your pocket there are plenty of machines available.

If you are able to push a machine along and then jump on it a “Fixed Engine” TT model might be the machine for you. Although they have that magic “TT” attached to their title it usually meant they were the basic model for that manufacturer and therefore needed a push start.

A “Fixed Engine” but fitted with pedalling gear is the next step up and that allows you to start the bike up whilst sat in the saddle, when the engine is suitably warmed up and levers adjusted correctly you kill the engine by pulling in the exhaust valve lever and then you can roll the bike off the stand and mount it again and all being well a short pedal away. . . drop the exhaust valve lever and the engine will start and away you go.

Next option is “Gears” depending on the age of the bike that could mean the popular choice of an NSU 2 Speed Gear mounted on the drive side of the crankcase giving 2 ratios and a neutral, Hub Gear in the rear wheel or a countershaft gearbox behind the engine (or in front in some cases)… .this variant usually gives a kickstart which is a very good thing to have if your getting on in years.

Engine options of course come into the equation…single, twin or multi cylinders. Whilst there are a few diehards who rally small capacity machines this means you need to start your ride a bit earlier than the rest and expect to be overtaken during the run. A 3 1/2HP (measured by the old RAC rating) is a popular choice and is probably in the majority of any veteran type rally.

Google “The Pioneer Run” to see some of the early machines taking part in the very popular UK run…take note the run is pre 1915 models (they have a different system to us) but you will see a lot more of the Pioneer types taking part.

Well what does all this translate to if you are really interested in taking part in our 2019 rally…you need to get your skates on particularly if you want to enter at the lower end of the price range and buy a basket case machine, several very interesting bikes have been on eBay lately at what I think are very reasonable prices ($5-7K)…a lot of money for a bucket of rust you say!

Get on your computer and spend 30 minutes prowling through “Yesterdays NL” who are nowadays the largest dealer in antique motorcycles, prices of restored bikes will make you go

wobbly in the knees…and they sell at these prices everyday.

Here are a few photos of veteran machines to wet your appetite… .give it some thought before you miss the boat.

Howard.

please note - all images courtesy of Howard Burrows

yester years

Facebookpicks The British Motorcycle Club of Tasmania has a solid presence on Facebook with a total of 39 members.

Our group page features posts of interesting and humorous images, videos, articles and stories of members’ travels and projects, plus club activities. It includes veteran, vintage, classic and new bikes. In fact there is something for everybody on anything bike related. It is classed as a ‘Secret Group’ with membership

only by invitation. For those who may be interested in coming on board - go to Facebook, simply do a search for “British motor cycle club members”, click on the group, open the page and proceed to ‘ADD MEMBERS’, enter your e-mail address and wait for a reply. Easy as. For those of you concerned about loss of privacy, we have a closed group, which is not available to the general public.

HYY continued

dreamruns We all know that on the whole, Tassie has some of the very best motorbike riding known to mankind.

However, for those of you with a penchant for travel, dramatic scenery and exotic roads, here are a few ‘dream runs’ to get you excited. See if you can guesstimate where they are.

1.

5.

2.

3.

6.

- all images courtesy of the inwerweb 1. Gotthard Pass Switzerland 2. San Bernadino Pass Swiss Alps 3. Col de Turini, France 4.

Tianmen Mountain China 5. Los Caracoles Pass Andes 6. Stelvio Pass Italy

4.

answers -

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