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2 NEWS

January 2020

Editorial

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I

’m not the sort of chap who indulges in new year resolutions – never have been, never will be. Partly because I’m a procrastinator who struggles to get even the things that I really want to do completed, but also because, quite frankly, I keep promising myself enough things without using the fact that the calendar has rolled around by another digit to bring in yet something else that I need to do…

But then, I can understand why some folk may find the need to have a resolution to drag them out of the post-Christmas stodge and lethargy.

Not everyone needs it, as many folk will have already been out and about over the festive period, either riding their classic machinery or indulging in a bit of classic bike voyeurism at Boxing Day meets and mid-winter autojumbles. But some folk need a bit of a shove in getting stuck into doing the sort of things that they know they really want, or need, to do. The traditional resolution is usually focused on health – in giving up smoking, reducing the alcohol intake, or in spending some time sweating and over-exerting in a pressurised environment that demands a subscription fee.

Which seems a little odd to me, as I can simply stroll out to my shed and do plenty of sweating, exerting and straining without paying any kind of money, and often with a greater result at the end, even if the only thing I have to show for it is a pile of freshly chopped logs for the woodburner.

Incidentally, that newly finished logburner is one of the garage jobs that has been procrastinated over for a long time, after I picked up an old gas bottle for the very purpose of creating a heating source in my cold and damp garage. But actually avoiding a little bit of procrastination, and knuckling down to getting the burner somewhat haphazardly MiG-welded into functioning form, has resulted in the fact that I have one less excuse for not going out to the garage during these long, cold winter nights. I don’t need a new year’s resolution to get more work done on my expanding flock of projects, I just needed a warm and cosy work space. And of course, for our little corner of the two-wheeled world, any kind of resolution is inevitably directed towards getting a bike finished, or in doing more riding, or both.

After all, spending your spare time twirling the

spanners or riding a classic bike is far better for physical and mental health than the lethargy of watching Christmas repeats or binge-watching streamed box sets on Netflix. Who needs to spend a small fortune on a gym membership when you can get a far better cardiovascular workout by tying to kick-start a recalcitrant classic back into life?

Aside from festive fun, since my last editorial the UK has experienced something of a political shake-up. Now, I’m perhaps the least political person you’ll ever meet (I find it difficult to generate any kind of enthusiasm for the subject, and lose interest quicker than you can say House of Commons), but I am very much aware of the fact that now is the time when we should, as the voting electorate, be at our politically most active. Whether an MP has retained his or her seat, or is new to the position, now is the time that they want, and need, to know what we require from them. So, while the election is fading into memory, it’s time to drop a line to your MP and remind them that motorcycling is a viable and sustainable form of transport that can not only reduce congestion but, in the process, result in lower emissions too, and that classic bikes are not only part of the answer to congested roads, they’re part of the future too. After all, unlike all the new electric and hybrid machinery that’s being built (from freshly sourced materials) our classic bikes are being maintained with very little dependence on new materials – and, following that train of thought, classic motorcycles are therefore among the most environmentally friendly vehicles on the planet. Naturally, I’ll neatly avoid the fact that some machinery (classic two-strokes…) doesn’t really look like it’s especially green, with a hazy exhaust plume following each and every trip, but one does have to wonder how much environmental damage is caused in the mining and production of the materials used to make a brand new form of transport, and how this can be balanced out by an older machine that has already been built but is higher in emissions? And does a smelly old Bantam have better green credentials on the daily commute through standing traffic than a new hybrid car that is standing stock still in that

very traffic? This is an especially important point when you factor in that many older machines are especially frugal with their fuel consumption…

It’s easy to assume that folk such as the VMCC, MAG and FBHMVC have got our backs as far as political campaigning is concerned, and you would be partially correct, but things would be a whole lot better if every one of us dropped our MP (and even our MEP while we’ve still got them) a quick letter or email to express our views.

I hope to have at least a further 30 years of riding motorcycles, and writing a letter or two is a quick and easy way to help ensure that. After all, if you don’t put in a little bit of effort in writing to your MP, how can you complain if they ban classic bikes from the road in five years’ time?

January 2020

NEWS 3

Telford gets classically dirty Bringing sunshine and life to the dreariest part of the year is the Classic Dirt Bike Show, sponsored by Hagon Shocks, at the Telford International Centre on the weekend of February 15-16, 2020.

Aside from the expansive off-roadfocussed autojumble outside, the show also features an incredible array of off-road

machinery indoors, from highly-spec’d trials bantams through to ultra-rare machinery such as the ’57 Moto Guzzi V8, the five cylinder radial-engined 1914 Verdel and the four pot 50cc (yes, that’s 12.5cc for each thimblesized piston) 1959 Mitchell, all brought from the Sammy Miller Museum. And, naturally, there’ll be products,

Bernie Schreiber and his Bultaco in parc ferme.

clothing and accessories for the avid classic offroader with cash in their wallet.

The fantastic guest line-up over the weekend includes American World Trials champion of 1979 Bernie Schreiber and British 500cc motocross champion Bryan Goss.

You can also join the dirt bike stars on the Saturday evening, for

a three-course meal with other like-minded enthusiasts. Between courses, the star guests will recount memories from their successful racing careers to assembled guests. At £33,

this is a fantastic way to make it a weekend to remember.

Further details of advance ticket sales and of the dinner can be found at www. classicbikeshows.com

Bryan 'Badger' Goss in action.

Stafford’s Roaring Forties

VMCC training days As in previous years, the VMCC will be running its rider training days, designed to give folk the chance to experience the joy of riding bikes built before the Second World War. Most of the bikes for the training days are from the Thirties, although occasionally there is something a little earlier, or later, and the line-up of machinery is rarely duplicated and usually too great in number to give time for a ride on absolutely everything. However, it is a truly eye-opening experience for those who haven’t ridden such machinery before and worth a day out for absolutely anyone with any interest in any kind of motorcycle, and not just classics. This year’s rider training days will be held on April 4 and September 5, and more details can be found on the club’s website at www.vmcc.net

While we may have been subjected to some strong wind at times (ahem), the Forties in question here aren’t those westerlies found in the southern hemisphere, but the 1940s, the focus for this year’s Carole Nash International Classic Motorcycle Show at Stafford’s County Showground on April 25-26.

The show celebrates its fortieth anniversary in 2020, and the Forties theme also coincides with the 75th anniversary of VE Day, which actually falls the weekend after the show.

With this in mind, the April Stafford Show will include a 1940s-themed hall, with a Spitfire and Hurricane taking centre stage, surrounded by an abundance of privately owned classic motorcycles and incredible displays from owners’ clubs too. Organisers have been in contact with the Battle of Britain Memorial Flight to hopefully secure a flypast from the Lancaster, Spitfire, Hurricane and Dakota, with confirmation due in March.

Classic motorcycle clubs are encouraged to theme their stand and make the most of the fancy dress element, with increased prize money up for grabs for the top three, courtesy of show sponsor Carole Nash Insurance.

Showgoers and traders will also be in with a chance to win a cash prize for joining in the theme, with two £100 prizes to be won per day for the best-dressed visitors, and a £300 prize for the best trade stand too.

Outside, the popular Classic Racer GP paddock will undergo a facelift and transform into a bigger and better Firing-up Area, with all manner of different machines and engines making some serious noise over the two-day event. Show organisers have teamed up with Historic Aero Engines – a group of enthusiasts who restore and display historic aero engines on a non-profit basis to encourage public interest in iconic aero engineering, and the team will be bringing a Rolls-Royce Merlin engine and an Armstrong Siddeley Cheetah engine to showcase and start up in front of the crowds.

The show will still be sticking to its roots as a classic bike show, with thousands of classic motorcycles to see, a huge indoor and outdoor autojumble and more than 900 traders in attendance. The Bonhams auction will be as spectacular as ever, with exciting news on the lots on offer coming soon.

Advance tickets are on sale now, with a 20% saving on the gate price, at www. classicmagazines.co.uk/stafford

Banbury Run 2020 Early news for this year’s Banbury Run, taking place on Sunday, May 31, is that entry forms are now available, as they went ‘live’ on January 2.

Known globally as being the largest gathering of pre-1931 motorcycles and three-wheelers, the Banbury Run begins and ends at the British Motor Museum in Gaydon, Warwickshire, conveniently close to the town which lends the event its name.

With a hugely impressive 500 veteran and vintage bikes set to take part, if you wish to participate you still need to get your entry in as soon as possible for this epic and iconic event.

Entry forms, and more details, can be found at www.banbury-run.co.uk

Riders leaving the Gaydon venue and heading into the Oxforshire countryside.

4 NEWS

January 2020

The main hall at Bristol sees club and private entries in the limelight.

Flares in fashion for a classic Bristol Show!

Thanks to the fact that the Carole Nash Bristol Classic Motorcycle Show is celebrating its 40th birthday in 2020, the focus for the show is going to be a light-hearted look back at the Seventies and Eighties.

The organisers will be throwing a ’70s/’80s-themed birthday bash and dressing up is positively encouraged, with a cash prize for the best-dressed visitor on both days. So flares, tank tops, platform shoes, shell suits and New Romantic frilly shirts will be flavour of the day!

The Bristol Show is well-known for its expansive display of owners’

clubs stands and they will be joining in with the themed fun too.

The wonderful and expansive mix of club stands packed into the halls at the Royal Bath & West Showground, deliver a rare treat for motorcycle enthusiasts. A quick browse of the A-Z list and all the big-hitters are there, from the likes of the multi-interest VMCC and VJMC through to the specialist owners’ clubs covering marques such as BSA, Norton, Suzuki and Kawasaki, among others. Alongside the machines on the show’s club stands, the private entries will compete for a host of show awards, including

the coveted Best in Show.

Of course, it’s not all about the bikes that are on display, as there will be hundreds of traders and vendors – selling spare parts, tools, books, magazines, signs and even complete machines - both inside and in the expansive outdoors autojumble area.

Additionally, the first 1000 people who purchase their ticket in advance will be given one free party bag per transaction, complete with an assortment of products and offers for any motorcycle enthusiast to enjoy.

To get your tickets go to www. bristolclassicbikeshow.com

New online venue for Kingpin n Kingpin Components, the supplier of specialist vintage motorcycle components, has a new website that now incorporates an online shop. This makes it both quicker and easier to search, find, order and pay for products, which can

subsequently be sent anywhere in the world. Aside from magneto parts and oil taps, there are replica Norton parts and workshop tools, all of which can been seen on the new website at www. kingpincomponents.co.uk and

the range of unique products not readily available elsewhere is everincreasing too.

Racing bikes return at the Palace Sevenoaks and District Motor Club have announced that they will again stage their popular Crystal Palace Car Sprint, bike and car show on May 24 and 25, but unlike 2019’s return to the venue, this year will also feature classic and historic motorcycles performing high speed demonstration runs to recreate the period when bikes raced at the circuit, starting in 1927.

The club resurrected the venue with a sprint event in 1997, although initially only for classic cars, with this year seeing the expansion into two-wheelers.

While they’re starting with demo runs for the bikes, we can hope that this may expand to match the car entries, which are split into classes divided by year of manufacturer rather than engine capacity.

There will also be trade stands, an autojumble, car shows and various attractions aimed at the young and further information

Combinations are part of the motorcycle demonstrations at Crystal Palace.

is available from Chris Judge on 07765 663258 or 01474 873628 or email judgece66@aol.com You can also find details at www.

sevenoaksmotorclub.com and www.motorsportatthepalace.co.uk and on Facebook, Twitter and Instagram.

6 NEWS

January 2020

Hoghton Sprint Sprinting along the narrow and heavily-cambered access road to Hoghton Tower, near Preston in Lancashire, has been happening for many a year and, despite claims to the contrary, it’s still ongoing.

Historically, the Hoghton Sprint has been in springtime, often close to Easter, yet, for 2020, there will be two dates on the calendar for this iconic event; April 5 and July 26, being the 44th and 45th Hoghton Tower Sprints respectively.

On each day, scrutineering will commence at 7.30am, with practice running

This view shows the incline of the sprint

It’s a narrow track, especially for sidecars!

Lining up for a crack at the sprint.

between 9.30am and noon, with the Sprint itself beginning at 1pm with each competitor having a minimum of three runs.

There are no less than 24 classes, split into Vintage and Classic and Modern, with capacity splits and race and road legal classes, including three-wheelers. All riders and passengers must be over 18 and either have an ACU licence or pay for a Marshalls North West membership which gives a one-day licence (at a cost of just £2). Entry price is yet to be confirmed, but more details can be

After each run, riders return down the hill.

found at www.acu.org.uk/ news/2015/04/hoghtontower-motorcycle-sprint or www.hoghtontower.co.uk or www.marshalsnw.co.uk

or by emailing secretary@ marshalsnw.co.uk The sprint is held at Hoghton Tower, Hoghton, Preston PR5 0SH.

8 NEWS

January 2020

Vic Eastwood RIP As one of the greats of British scrambling/motocross during the Sixties, Vic Eastwood was part of the Team GB winning team at the 1965, ’66 and ’67 Motocross Des Nations, while 1965 saw Vic claim his highest finish in the World 500cc Motocross Championship, with fourth place on the works BSA, and in 1968 Vic claimed victory in the 500cc British Grand Prix at Farleigh Castle.

His best year, 1965, was when he finished fourth overall behind Jeff Smith, Paul Friedrichs and Rolf Tibblin in the 500 World Championships.

Vic won two 500 GPs – that 1968 British Grand Prix at Farleigh Castle, and also the 1968 Luxembourg Grand Prix at Ettlebruck. And although it looked like 1969 would be Vic’s year to win the 500 World Championship, he broke his leg at the televised BBC Grandstand race at Hawkstone Park.

During his GP career, Vic raced GPs from 1964 to

BUG rides a new idea

Vic in action, aboard the works BSA Victor, at Hawkstone Park in 1965.

1978, and was the runnerup in the British National Championships no less than eight times. And while many people remember Vic Eastwood for his glory days in motocross Grand Prix, an important part of his career was his willingness to try

different ideas. Although he rode to fame on Matchless and BSA machines, he also raced the ground-breaking aluminum-framed bikes built by Alf Hagon, as well as Alan Clews’ CCM fourstrokes. After he retired from racing, he opened the

successful Vic Eastwood Motorcycles in Kent in 1980, still open to this day.

Vic will be sorely missed by many, and all of us here at OBM wish to offer our condolences to his wife Ann, sons Mark and Scott, and all his family and friends.

Those of you who have either fancied a little bit of gentle off-road exploring, or who have done it in the past but have lost track of which green lanes you’re actually allowed to use, may be interested in a recent development known as ‘BUG rides’.

Essentially, these are rides that cover BOATs, UCRs and green lanes, in which the route in question would be along BOATs (Byways Open to All Traffic), UCRs (Unclassified County Roads) etc, in a route joined by small quiet lanes.

Essentially, the BUG ride has a guide rider, who can direct others on a route for a donation of just £10 (paid through a Just Giving web page) which will then go directly to the Cancer Research charity. A prompt start time will be followed by a route of about 100-120 miles, maybe with a brew stop or two en route, and if the group is large it could be split into smaller, more manageable groups.

The guide rider will be just that – a guide – and will have no responsibility for breakdowns, running out of fuel, punctures, accidents, etc. All machines will need to be road legal, responsibility again lying with the owner, and all riders must follow the TRF code of conduct and be considerate to others, and not overtake others on the ride.

The idea has been floated

by Graham Lampkin, and he’d be happy to direct runs in the areas that he knows (namely the north of England, and areas in which he’s organised long distance trials), although it would be great to eventually supply this service all over the country in any scenic area, by enlisting volunteers in different areas to suggest routes, who could lead groups if they like.

For more details, and any interest, contact Graham Lampkin on 07989 446131 or at glampkin@btinternet.com

The annual Engineerium charity run, renamed and re-sited For several years Sussex British Motorcycle Owners Club has picked up the mantle for running an annual charity motorcycle run, originally organised by the late Mike Peters. The run either started from the Engineerium, a Victorian steamdriven pumping station, or visited the facility on the planned route. The present

owner of the Engineerium is, however, unable to open the facility due to personal reasons and it is currently up for sale, so continuing to organise the run using the existing title might be a little misleading.

The club is keen to carry on its fundraising efforts as it supports a local registered children’s charity, so will

continue by renaming the Engineerium Run as The Martlet Run (a Martlet being a heraldic bird that appears on the Sussex flag). In future the start of the run will be the SBMOC home base at Clymping Village Hall where there is ample parking, toilet facilities and, in the case of inclement weather, an indoor area to dry out. By

using this facility the club will be able to provide hot food and drinks both at the start and finish of the run which will follow a route to the north and east of Clymping.

The 2020 event will take place on Sunday, April 19 and full details can be found on the club website at www.sbmoc. vpweb.co.uk

10 NEWS

January 2020

Percy Tait RIP Known to many as a successful racer of Triumph motorcycles in the late Sixties and early Seventies, Percy Tait was much more than that.

Born on a farm close to Meriden and the Triumph factory, he was a farming boy through and through, yet after time in the forces, riding with the Army’s Royal Signals display team in 1950, Percy joined Triumph aged 21 to work on the production line, being transferred to the experimental department where he was encouraged to take up road

racing, winning his first race in 1951 at Silverstone on a 250cc Triumph T70 prepared by his boss, Frank Baker. The work undertaken at that point led him to becoming the factory’s main test rider – a task he relished covering upwards of 1000 miles each week, and reputedly more than a million miles riding Triumphs during his career – and then moving to the race department to work on frame development under Doug Hele. And he still continued with his work on the farm.

Percy, in road-testing garb, including rather tidy footwear.

Percy aboard the three cylinder Triumph at the TT.

Meanwhile, his racing talents continued, racing for Triumph to an international level, including finishing runner-up behind Giacomo Agostini’s MV Agusta triple in the 1969 Belgian GP; winning the 1971 Bol D’Or 24-hour race at Le Mans with Ray Pickerell, and the 500-mile Thruxton GP d’Endurance with Dave Croxford, as well as becoming Superbike Champion and British 750cc champion in the same year.

He also helped develop the legendary three cylinder Triumph ‘Slippery Sam’ but then retired when he crashed ‘Son of Sam’ at the 1976 TT. But between those times he also worked for Suzuki, aiding in the development of the 500cc GP bike ridden by Barry Sheene,

and also rode Yamahas, notably finishing second in the 1975 Classic TT on the Yamaha TZ750 he called Leaping Lena, after its steering damper broke on lap one. In fact, it could be said that Percy was one of the best riders to have never won an Isle of Man TT. After retiring from racing, Percy ran multiple Suzuki car dealerships until 2002, when he returned to the farm.

And success also came in his agricultural endeavours, winning at the Royal Show, the Royal Welsh Show and the Scottish Highland Show with rare Bleu De Main and Bluefaced Leicester sheep breeds from his Worcestershire farm.

Our deepest condolences to Percy Tait’s family and friends at this difficult time.

Tri-Spark ignitions Rex’s Speedshop have recently brought TriSpark ignitions into their range of aftermarket sparking options for classic Triumph and BSA owners, to offer alongside replacement points and condensers, a great value ‘revival’ for the Rita box, and the popular and reliable Pazon products.

In Rex’s opinion, the Tri-Spark ignition systems have taken pole position for those owners looking for a high-end ignition for a twin or single cylinder British motorcycle with 12v electrics. They are simple to fit with all the electronics contained under the points cover and, in most cases, with no external box to hide.

The digital electronics give easy starting with no kick back and a stable idle plus first rate running.

Rex’s preferred system for Triumph and BSA triples is the Tri-Spark as it’s a simple cure for the welldocumented low voltage starting issues. The

idling is smooth and the performance is as you’d expect from a worldleading digital ignition.

The Tri-Spark brings the triple’s ignition firmly into the 21st century.

Rex’s can advise on options – just e-mail their technical staff – and Tri-Spark ignitions start at just £47.50, with more details on the website at www.rexs-speedshop. com/product-category/ classic-bikes while contact is best by email, as the phone isn’t answered when the workshop’s busy – sales@ rexs-speedshop or tech@ rexs-speedshop.com or 01580 880768.

Fame-hungry sheds required!

Popular Channel 4 restoration show Find It, Fix It, Flog It is looking for sheds across the country filled with vintage vehicles and automotive memorabilia ready for the next series.

Following motorbike-obsessive Henry Cole alongside upcycling expert Simon O’Brien, the programme looks for vintage and unusual items gathering dust in people’s sheds, to restore and sell at a profit for their owners. Consequently, they want to hear from anyone with sheds, garages, lock-ups, barns, outhouses or even shipping containers full of mechanical

curiosities and anything automotive that they could bring back to life.

If you, or someone you know, has a fantastic assortment of vintage memorabilia or an automotive collection and needs a good oldfashioned clear out, drop an email to info@hcaentertainment.com for more information. The production team is always careful not to reveal the location of any sheds featured in the programme.

The upcoming series of Find It, Fix It, Flog It will start filming in March 2020.

Lamb Engineering’s non-identical twins A quick ‘stop-the-press’ news piece here, as we look at the new Triumph twin engines being built by Lamb Engineering down in Wiltshire.

Machined from aluminium billet, the barrels, heads and rocker covers are machined from solid in-house, while aftermarket cases are used containing cranks machined

from billet steel (also in the Lamb workshops) in a 270° configuration (just like the new Hinckley Bonnevilles).

Each individual part is designed to not only work with the rest of the newly machined components, but to also be compatible with standard Meriden twin parts, although the plan is for Lamb to assemble

an initial run of five complete engines, to be expanded with further units once the demand has been ascertained. We’ll be taking a closer look at the twin cylinder powerplants in a future issue of Old Bike Mart.

Lamb Engineering is based just outside of Salisbury and can be contacted on 01722 742532 or info@lamb-engineering.com

January 2020

11

12 EVENT/NEWS

January 2020

Roadkill Café MZ Camping Weekend

Wainfleet, Lincolnshire, October 25-27, 2019.

The self-inflicted ordeal of leaving the comfort of one’s home and family to get astride a motorcycle and head for distant climes, this with the mount already having seen some 30 years of use and abuse, seems to retain a surprising following, as Nigel Stennett-Cox knows only too well.

T

hat’s not all; said bike will probably be of less than 250cc and develop a power output low enough to leave anyone wondering how it could possibly carry full camping and cooking gear for anything up to about 400 miles (round trip) in a weekend.

Interestingly, the practice has been going on for a long time as anyone who is involved in attending the Dragon Rally, held in North Wales in mid-winter every year, could testify.

Another such masochistic practice would be the Elephant Rally in Germany, massively popular back in the Sixties when we seemed to get more frost and snow, and which catered primarily to sidecar outfit riders.

Nowadays, the real enthusiasts for, and active participants in, all-weather events seem to be riders of such bikes as any of the old Eastern Bloc makes, eg. MZ, Jawa/CZ, Ural

and Dnieper. The “working” types of British, European and Japanese bikes also appear and all are accepted without the slightest demur.

Anything would be welcomed, but who could blame the owner of a pristine original or restored bike which could be easily spoiled by, say, falling over in a muddy field, for not turning up?

For at least the last two of the “Roadkill” events held in the field adjacent to the famous Wainfleet brewery of Bateman’s, it has rained biblically. In this most recent case, the hard rain started about 20 miles in of the 110 it took to get there, and didn’t stop or let up for more than 30 hours.

By the way, the “Roadkill” title is the brainchild of the organiser and chief [sole] chef, one Charles Hancock of Owersby, North Lincolnshire. Breakfast and lunch are

Charles Hancock, feverishly at work in the galley (below).

Hard to believe that all this fits on to just one outfit.

all cooked and provided by Charles, with the entire kitchen and cooking apparatus – including the food for the varied menu – being stuffed into the box sidecar of his Ural. The outfit also doubles up as a worktop, and support for one end of the dining area which successfully contrives to seat about two people less than the number requiring to be seated. All should be clear from the pictures. At night-time, Charles occupied a brown tent so small and ovoid in shape that, given two small ears and a couple of buck teeth in the appropriate location, it would have passed for a huge brown rat guarding the set-up against all comers, clever, eh?

After traversing the sponge-like field on arrival, a traditional start was made on testing the facilities of Bateman’s Brewery’s eating, drinking and entertainment facilities. It’s worth mentioning that the staff and management of this facility, plus the fascinating buildings themselves, built integrally in and around a genuine old windmill, are all superb. Through a handgate and across a small garden was all of the ambulation we had to muster from the tents, and every kind of beer with simple food was available at almost all times. Additionally, said beer was produced on the premises! Charles had arranged a film show dependent upon the brewery supplying a compatible DVD player, and when this didn’t work out, the immediate compensatory offer of supplying all or any of us with a free beer took its place! The brewery had a band on one evening anyway.

Not a word of complaint issued from anyone.

When your writer was overcharged for beer and soup by some £1, obviously accidentally, complimentary further beers which seemingly weren’t even being counted ensued!

This may have arisen from the almost palpable goodwill displayed by the staff towards the bunch of amiable wierdos with their equally scruffy and unprepossessing bikes. The feeling was certainly reciprocated and a well-deserved whip-round for the brilliant staff changed hands at the end.

It only remained to heave-to and help push Charles’s overladen Ural-powered field kitchen, rear tyre flinging chunks of good Lincolnshire loam, off the site to immediately start to look forward to the next one!

New kit could see tank troubles resolved There’s been plenty of talk of late of how modern fuels have issues with fuel systems, and how they can attack the inside of your petrol tank. And a steel fuel tank that has stood for some time, whether with fuel in it or empty, will always have suffered a certain level of corrosion.

Here to help is a new product to add to the armoury of any restorer’s workshop.

Made by Wagners, and available from Custom Cruisers in Derbyshire, the full kit includes both rust converter and a tank sealer. The anti-rust treatment is pretty self-explanatory really – it is a phosphating fluid that removes any oxidisation inside a steel fuel tank – while the actual tank sealer itself is a resin

that will allow you to seal your fuel tank (and they can be steel, plastic, fibreglass or aluminium) while protecting it from oxidation. This resin is resistant to all types of fuel, including ethanol-based fuels (E5, E10 and E85).

Both of the component parts of the kit are available separately. Why would you buy them separately? Well, you may have a rusty tank that you don’t want to seal, maybe because you’re going to make some repairs, or perhaps you have a fibreglass or aluminium tank that won’t get rusty so you’ll only need the sealing resin kit.

The full kit is £34.20, the rust converter is £17.99 and the tank-sealing resin is

£23.94, and each will suffice for a tank of up to around 30 litres, which means a kit will easily do two motorcycle tanks. And, yes, the resin can be saved after the tin is opened, providing it is stored in an airtight container, and the sealing and rustremoval kits are very easy to use indeed.

There’s also a very convenient accessories kit that has all you’ll need to be able to do the tank sealing, with a pair of funnels, protective gloves, tape, cleaning cloths, etc, at £19.19.

Visit the website for more details, as well as a link to an instruction video on how to apply the tank sealer – www. customcruisers.com – or call 01773 835666.

Soft going, but an MZ makes easy work of it.

MZ riders are known for their proficiency at loading luggage.

January 2020

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14 MADE IN JAPAN

January 2020

Suzuki’s TS185/TS125 While Steve Cooper has elaborated on a considerable number of Suzuki’s trail and pseudo-trail bikes of the Seventies over the last few issues, there is a duo that he’s hardly touched upon yet. Between them, they’ve been responsible for starting, enthusing and inspiring countless riding careers.

B

etween them, the TS125 and TS185 trail bikes proved to be the ideal machines on which to learn the basic riding skills and/or those initial, tentative, hesitant off-road forays. Both bikes first appeared on the Suzuki sales list for the 1971 model year and, with cosmetic, mechanical and chassis changes, would still be sold in similar recognisable forms as late as 1977. So successful were the two bikes that in certain markets analogues of either or both were still on sale as late as 2005. Sadly, by then, even so-called emerging markets were looking seriously at emissions issues and the two-strokes were justifiably culled… well, almost. The 125 is still available in Australia but sold as the TF125 and used for farm work. You might very well say Suzuki has got back its R&D costs for the 125, but we’ll get back to the bikes that better fit OBM’s time lines.

The diminutive TS125 first appeared for sale in the crucial American market. It was sold as the Suzuki TS125 Duster and its stylish looks, easy-going nature and rugged build quality made it an instant hit.

From the off, the 1⁄8-litre trail bike sported a low-slung exhaust mounted on the righthand side, exiting to the left of the single downtube frame then arcing downwards under the engine and transmission unit.

The lowest portions of the system were protected by a curved, pressed steel bash plate that also covered the motor’s exposed underbelly. In essence, the TS125 mimicked the exhaust layout of its big 400cc brother, the TS400 Apache. Quite why is anyone’s guess as both the TS185 and TS250 ran the far more conventional and less damage-prone ‘up-and-over’ exhaust but this is precisely the kind of design foible Suzuki was famous for. The very first R models were sold with silver side panels, pale blue tanks and cheese-grater exhaust heat guards but part way through the model run, the side panels were changed to the same colour as the tank. Colours varied across markets but Aspen Yellow and Daytona Blue seem to be the most common in America, with Candy Jackal Blue (turquoise to everyone else!) and Candy Orange being offered in Europe.

In 1972 the J model became available in Strip Orange globally with the exhaust heat guard changed to a six-hole chrome pressing. Little changed for the 1973 K model other than colour (Laredo Red)

The 125cc J version in its natural habitat – i.e. not on tarmac – and virtually the same model, named as the TF, still has the same role in the Australian market.

and a blue tank graphic which imitated the factory RM motocrossers in design. To further distinguish the K model the heat guard design was changed (yet again!), this time to six oval holes linked by a central open channel. In reality Suzuki was selling huge volumes of TS125s and consequently saw no real need to change a winning formula. The following year’s L iteration was essentially the K with mid blue candy paint and revised graphics, yet in some markets the previously high mounted and painted front guard was replaced with a tyre-hugging chrome one. One significant deviation from the previous models was the adoption of alloy lower fork legs with a pressed-in seal in place of the former steel units with screw-on seal holders. This move was carried out more in the name of build efficiency than any form of technical enhancement. Once again there’s no logic behind this and cynics might argue that the firm used whatever it had to hand. Yet again the TS125M of 1975 was a rehash of the previous model sold in one colour (Silver Mist) with decals in bright orange.

The styling was looking jaded by now so the 1976/77 A and B models were heavily revised cosmetically with non-metallic paint, in solid orange or blue respectively.

The now ageing motors were painted satin black and white, and plastic front mudguards were introduced. As might be expected by now the exhaust heat was again revised, utilising just three long oval holes. Amazingly, and despite only minor mechanical changes over a long model run, the TS125 was still selling well and if Suzuki could eke out a few more years it was certainly going to. In 1978 the arrival of the heavily changed TS125C at last addressed the issue of the low-slung exhaust, which had remained an issue for anyone riding the bike off-road with any serious intent.

The new system curled down, round and then upwards before disappearing over the cylinder head, snaking behind the right side panel and then exiting behind it. Suzuki had finally caught up with the competition and sales remained strong!

From 1979 through to 1981 the N, T and

The larger-capacity model was a late entry into the UK market.

X models were variously equipped with square gauges, box section swinging arms, angular tanks, black plastic indicators and faux competition side number boards. Even before the final air-cooled models had been made, Suzuki was selling the bike’s replacement. Water-cooled, monoshocked, with reed valve induction and a six-speed transmission, the TS125ER was ready and able to carry the flag of the smaller trail bike’s moniker.

The larger TS185’s various cosmetic changes pretty much mirror those of the TS125 so there’s no need to repeat them.

However, it’s worth noting that the first, J, model was rather confusingly sold as the Hustler in Asian markets. In America the TS185 was always promoted as the TS185 Sierra and once again remained on the books from 1971-1981. The machine was a strong seller, weighing only a little more than the 125 but with an extra five bhp. Just like Yamaha’s DT175 or Kawasaki’s KE175, the TS185 proved to be arguably the best of the bunch; fast enough off-road to be fun but not too heavy when it became bogged down in mud. The TS185 was initially noticeably absent from UK sales lists despite Honda, Suzuki and Yamaha fielding equivalent models. Its arrival here was more happenstance than product planning when Suzuki Corporation USA spectacularly over-ordered far too many 1975 models.

Peter Agg of Heron Suzuki spotted the gaffe – or was made aware of it – and bargained incredibly hard with the parent company for a deal. This saw innumerable M models on sale at advantageous prices that significantly undercut the competition and introduced many Suzuki fans to a previously unknown bike.

Despite ‘only’ enjoying a decade of sales in Europe and America, the humble pistonported two-stroke single had sufficient appeal in certain markets to remain on general sale in parts of the Middle East, Australasia and Mexico well into the 21st century. You might very well say that, almost half a century since their inception, Suzuki’s TS125 and TS185 have acquitted themselves rather well!

Launched in 1971, this is the '78 version of the 125 with the high level exhaust.

Quite how long the classic motorcycle scene is likely to run for is anyone’s guess. There’s little doubt that various genres, decades, makes and models come into - and fall out of - favour and this is as much to do with trends as with rider demographics, levels of interest, monetary values and a whole host of other criteria. Despite what you might read elsewhere, classic Japanese motorcycles are emphatically not automatically a sound long-term investment and if anyone tells you otherwise, then ask them to quantify the how, why and when. Without question if you own, say, a Kawasaki GPz 750 Turbo its value is likely to rise in the medium term – but how long is said time frame? Is it five, 10, 20 or possibly more years? It will only ever remain an appreciating asset for as long as (A) folk aspire to own one and (B) are able to ride one. We’ve all heard the tales of little old ladies selling their late husband’s Brough, Vincent, et al to scrap dealers for £200. Given sufficient time, history will inevitably repeat itself with another generation of similarly lonely widows selling Kawasaki GPz 750 Turbos for pennies. The subject matter may change but not the sentiment etc.

There’s already a growing trend among older Japanese enthusiasts to move on heavier machines that require too much input to manoeuvre around the garage or driveway.

Now multiply that by the burgeoning demographic that are the riders of the ’70s, then stand back and ask how many, how much and for how long? Will a 75-year-old rider in 15 years’ time be able to hoist a Yamaha XS1100 on to the centre stand, or even push it out of the garage? Precisely!

By all means invest some money in Japanese classics but be prepared to sell at the right time, although don’t ask me when that is please. Others much smarter than me are already predicting that the bottom may fall out of first-generation Japanese superbikes within 10 years. As they say on all speculatory portfolios, the value of your investment may go down as well as up – so good luck with that!

Doom merchants have been predicting for ages that Japanese classics are doomed as there’s not sufficient spares to restore, renovate or rejuvenate all the dead, dying, disassembled examples that litter eBay, social media, forums and the like. They cite ever-increasing spares costs, and availability of same, as de facto evidence that old Oriental iron is a lost cause – sorry but ...WRONG! The parts are still out there but they’re not so easily obtained or accessed as per the so-called Golden Years of the late 20th century. The very day that this column was randomly assembled, there were numerous posts on social media of barns literally full floor to ceiling with used spares. Hundreds of engines, exhaust systems, tanks, seats, frames, suspension sets etc, etc. The seller had been collecting older Japanese bikes from dealers who’d paid cents in part exchanges and were then left with bikes they couldn’t sell. Times change and yesterday’s has-beens suddenly become tomorrow’s highly desirable assets.

The parts in that barn, and countless other spares caches like them, don’t sell themselves – you need to get off your chair, make contact and be prepared to haggle and negotiate. Yes, it will be hard work and unquestionably you will pay for the privilege, both in America and here in the UK with import duty, but if you want the parts that’s what you’ll need to do. Or… you can let another enterprising individual or business do the legwork for you. If you opt for the latter then please don’t gripe online or down the pub about how much dealers charge for spare parts. The very fact that you can still purchase a new rear brake cable for a Japanese trail bike that was made more than four decades ago should be reason to rejoice, not lament!

January 2020

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