Scootering April 2019 by Mortons Media Group Ltd

Racing

Supplement

Complementing

An Englishman

AF Rayspeed

A look

abroad

a classic

inside SSC

Team Lambretta

#394 April 2019

PLUS

FREE Scooter

ish Spatin ons! Revolu

Original AA Riders’ Club Lambretta looking for a new home

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& Myths

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RIDING THE HO CHI MINH TRAIL: JOURNEY’S END ROYAL ALLOY & LAMBRETTA 200CC ON TEST: TRIUMPH OR TRAVESTY? Rally reports: Burton Brewers & Scooterist Meltdown ■ Scooter Boy Tales ■ Kev’s Chronicles ■ Readers’ Rides ■ Show us your scooters ■ Readers’ Letters ■ Scooter Trader ■ Subs Extra ■ Events Guide and more…

Editor: Dan Clare Email: dan@scootering.com Publisher: Tim Hartley Publishing director: Dan Savage Designer: Charlotte Turnbull Picture desk: Paul Fincham, Jonathan Schoﬁeld Production editor: Mike Cowton General queries and back issues: Tel: 01507 529529 24hr answerphone Mon-Fri 8.30am-6pm, Sat 8.30am-12.30pm help@classicmagazines.co.uk www.classicmagazines.co.uk Archivist: Jane Skayman 01507 529423 Email: jskayman@mortons.co.uk Subscription: Full subscription rates (but see page 36 for offer): (12 months 12 issues, inc post and packing) – UK £49.20. Export rates are also available – see page 36 for more details. UK subscriptions are zero-rated for the purposes of Value Added Tax. Subscription manager: Paul Deacon Circulation manager: Steven O’Hara Marketing manager: Charlotte Park Commercial director: Nigel Hole TRADE ADVERTISING Gary Thomas – gthomas@mortons.co.uk Tel (01507) 529417 Emma Buxton-Rockley – ebuxton-rockley@mortons.co.uk Tel (01507) 529410 Divisional advertising manager: Zoe Thurling 01507 529412, zthurling@mortons.co.uk Group advertising manager: Sue Keily ADVERTISING DEADLINES The advertising deadline for the next issue of Scootering (May 2019) is Thursday, April 4, 2019 On sale in newsagents Thursday, April 25, 2019 SCOOTERING (USPS:020-245) is published monthly by Mortons Media Group Ltd, PO Box 99, Horncastle, Lincolnshire LN9 6LZ USA subscriptions are $60 per year from Motorsport Publications LLC, 7164 Cty Rd N #441, Bancroft WI 54921. Periodical Postage is paid at Bancroft, WI and additional entries. Postmaster: Send address changes to SCOOTERING, c/o Motorsport Publications LLC, 7164 Cty Rd N #441, Bancroft WI 54921. 715-572-4595. chris@ classicbikebooks.com

Welcome to the April edition of Scootering

ight off the bat, this month I want to quickly make mention of the new videos we have been placing on our Scootering Facebook page. In this age of social media, it would be remiss of us not to get involved and move with the times, so I’ve dipped my toe in the water and had a crack at a few videos. I hope you enjoy them. Online presence is not our primary focus here at Scootering, even though we have a fantastic website (scootering.com), which is full of interesting stuff, a wellestablished scooter forum (scooterotica.org) where scooterists can interact and share info with each other, and a popular Facebook page (with over 64,000 likes). We do like to stay old school. Well, I do, anyway. It just seems there is a new platform at every juncture, and for me that’s video content. Don’t worry though, we save all the really juicy stuff for the magazine, although we do give away teasers as to what’s coming up, and tips on what you can look forward to in the mag. We’ve put a few videos out there, so take a peek via our FB page and enjoy. I’d love to hear feedback from you as to what you’d like to see on the video stream for

future concepts, so feel free to email us with your ideas. Racing, tuning, rebuilds, custom shows, rally reports... if you want it, and we can do it, then we will try. Back in the world of print, the mag is looking mighty good this month. We undertook test rides side by side on the Royal Alloy and Lambretta 200cc models, to see what we made of them. Check out our reports on pages 48-53. Stan has also delivered the ﬁnal instalment of his epic journey along the Ho Chi Minh trail; Jamie brought us back a cracking report from the Scooterist Meltdown in Germany (p106); Stu delivered us this year’s Burton Brewers updates (p94); and I started on the Targa Tech updates. It’s a great start to the season for us all. Anyway, that’s enough of my ramblings. It’s another belter this month… enjoy the issue. Dan

SCOOTERING is published by: Mortons Scooter Media, a division of Mortons Media Group Ltd © 2019 All rights reserved. No part of this magazine may be reproduced in any way without the written permission of the publisher. ISSN 0268 7194 Distribution: Marketforce UK Ltd, 5 Churchill Place, Canary Wharf, London, E14 5HU. Tel: 0203 787 9001. Printed by: William Gibbons & Sons, Wolverhampton

The Professional Publishers Association Member

S C O O T E R I N G WA S B R O U G H T T O Y O U W I T H T H E H E L P O F. . .

Stu Smith

Vespa & Lambretta owner, scooter obsessive, amateur home mechanic, rallygoer, Mod sympathiser, music lover and general all-round good egg. He writes your rally reports, so be nice to him.

Nik Skeat

Vespa P-range obsessive, welltravelled rally rider since the 80s, and founder of the notorious Scooterboy World forum. He’s also a brilliant beer-brewing bearded Scootering feature writer.

Paul Green

Vespa & Lambretta scooter enthusiast, BSSO professional and general good egg. Our Paul has a long history of scootering both on the road and on the track, with the breakdown bills and crash scars to prove it.

Stuart Owen

LCGB ‘life member’, 100mph Lambretta Club owner and scooter restoration expert to boot. Scooter rider, rally-goer, restorer and author. Reaches the parts other scooter journalists just can’t reach.

Dave Oakley

Riding and building scooters since 1983, Dave has been a contributor to Scootering since the 90s. His builds include chops, cutdowns, street-racers, autos and the most infamous custom of the 80s!

Big Stan

80s scooterboy turned long-distance rider. Be it local, national or international, he’ll ride anywhere in his quest to bring you the tastiest scooters, best roads, trade interviews and hidden gems.

Sarge

With over four decades of riding, rally-going and competing on both Lambretta and Vespa scooters under his belt, this former Freddie Mercury lookalike is still going strong. He’s a top DJ too, don’t cha know.

CONTENTS letter from 03Welcome the Editor

A warm welcome to the April edition of Scootering

06Kickstart

The upfront section with all the latest news, views and product reviews

Feature Scooter: Team Lambretta

Mention AF Rayspeed and the legendary S Type is what we instantly associate with the company. But we should never forget their other timeless classic

21Scooter Boy Tales

Another cracking Scooter Boy story from the annals of scootering history

Riding the Ho Chi Minh Trail Part 3: Journey’s End

Last month we left our riders in Hoi An, running out of time to complete their ride to Hanoi. Are they about to throw in the towel?

Feature Scooter: Shipshape and Bristol Fashion

Four years back Chris Eldridge started in earnest on realising the twin scooter aspirations he’d harboured for as long as he can remember. See the beautiful results for yourself

Mailbox

Readers’ letters, laughs, feedback and fury – get it off your chest, send us a communication to air your point of view

36Subscriptions

Get your mag delivered to the door, earlier than newsstands, and save money…cool. Plus – gain access to all the beneﬁts of the ‘Scootering Extra’ subs-club

38Show us your scoots

52Lambretta V200 Test Ride

Relaunching the Lambretta scooter was one of the most controversial decisions in scootering for decades. We test rode the V200 to see whether the decision was justiﬁed

54MoT Hits & Myths

The second part of our helpful guide, to try and ease the pain of MoT time

58Kevin’s Chronicles

Part 4 of our homage to scooter legend Kev Walsh. This time we take a look at number ones, nationals and millionaires

Sarge takes us through Kev Cocklin’s journey to achieve his dream scooter, using the very desirable TV175 as his base model

73Club Do’s & Events

Your essential guide to the scene – What, where and when

Scootering Words & 76Sounds

The best of scootering words and music as reviewed by Nik & Sarge

81VCB Club News 82Spanish Revolutions

The ofﬁcial newsfeed from the VCB

Pike-nuts, grass skirts and a pristine Lambretta Lince. An unlikely combination but, as Stan discovered, they were all part of the 1980s rally culture – a stunning brace of Spanish Lambrettas

Tech Torque: Don’t lose your head. Keeping Lambretta cowlings secure

The very best, funniest and most endearing of our readers’ rides photographs, as sent in by you

The head and fan cowl are a fundamental part of the Lambretta engine cooling process. If they come loose then overheating will occur

42Dealer Proﬁle: SSC

92Project Street Sleeper

Big Stan jets off to Saigon, to meet the lovely people behind the Saigon Scooter Centre

Royal Alloy 200cc Test Ride

Can an auto scooter ever be described as having character? We rode Royal Alloy’s GT200 in an attempt to ﬁnd out, and were pleasantly surprised

4 | SCOOTERING | APRIL 2019

106

Feature Scooter: TV or not 64TV, That Is the Question

Dan’s new project, no fancy paintjobs, just a discreet pocket rocket. With V5 in hand, Dan now focuses on the tech specs of his Targa-Twin project

Report: Burton 94Event Brewers

It’s a long-time favourite for many, and a great way to kick off the season. Stu Smith reports on the Burton Brewers event

Never miss from only £20 an issue Subscribe today on page 36

100Reader’s Ride: Bonzo

As we all know, football fans are passionate about their team, and scooterists are passionate about their scooters. This machine combines those passions

106Rally Report: Meltdown Jamie is back from the Meltdown, and what a great time he had. There is no other rally like it; Jamie explains why

117Scooter Trader section

The sales and classiﬁeds

Nostalgic 128Dave’s Custom Corner

This month’s trip down memory lane from DNCC is the stunning… Hard to Handle

94 WWW.SCOOTERING.COM | 5

KICKSTART LEG GENDARY LIDS

Who do you think you are, Barry Sheene?

X70 also available in silver and black

he 1970s are Limited in numbers, back... and but not in comfort we’re not just talking about street racers. Whether it’s cars, motorcycles or music, the decade of our childhood is cool once again. Helmet manufacturer AGV has noticed this trend and guard’s sculpted as Agostini has produced the Legends requested; so he could get range of helmets, merging closer to the tank and further cutting edge safety with behind the fairing. 1970s styling. Such concerns aren’t Unlike many companies AGV relevant to most scooterists but is proud of its heritage and the classic silhouette will most of its national importers perfectly complement any have a museum of classic 1970s themed scoot. helmets worn by legendary The Sheene replica that ﬁgures such as Barry Shene Stan has on test is an object of and Giacomo Agostini. These helmets have provided beauty, with a ﬁnish that any custom artist would be proud the template for the X3000, a of. Unfortunately a good full face helmet that’s almost proportion of these limited indistinguishable from the edition pieces will never travel originals – even the chin

X3000 – if you wear a full face, make sure it’s a good one

further than a collector’s cabinet, which is a shame. The X3000 exudes quality and the removable, washable interior is exceptionally comfortable in use. Anyone who recalls using press stud fastening visors knows what a pain they were, but despite appearances the X3000’s visor is much more sophisticated than that. Thanks to a very clever fastening system the 1970s press stud look is retained but the fastenings are cleverly designed to click into place, drawing the visor on to the rubber seal keeping water and draughts at bay. Those same fasteners open instantly when the visor’s ﬂicked with the left hand, it’s all very cleverly engineered. Although it’s not pinlock compatible, tinted visors are

The originals at the museum of AGV’s UK importer, RST

6 | SCOOTERING | APRIL 2019

available and when it’s shut a cut-out in the visor can be opened to allow a cooling draught of air across the scalp. Although aimed at the classic motorcycle market, the schemes represent ﬁgures that cross cultural boundaries. But for those still not convinced, the X3000 is also available in non-replica schemes. Fans of fresh air haven’t been forgotten and the same amount of care to design and safety’s been applied to AGV’s retro X70 open face helmet. It’s been said many times before, you only get one head and a helmet bought from eBay might look the part but could do nothing to protect the wearer in an accident. Fortunately AGV has provided a solution that’s both stylish and safe. RRP: From £289.99-£549.99 depending on scheme www.agv.co.uk

ALL CHANGE Last month Stan reported on his ﬁrst impressions of the new HPE GTS300. He was so impressed with the new model that he’s put his money where his mouth is and ordered a brand new HPE Touring. By the time these words are read he should be clocking up the miles and will keep us posted on what the new machine’s really like to live with. Sticking with Stan for a while, unseasonably warm weather in February gave him chance to take his faithful Casa 185 engine for a ﬁnal spin and now his DL’s on the workbench. In the coming weeks it’ll be receiving a set of SIP Performance cables, a disc brake upgrade and most importantly the Chiselspeed-built Quattrini 218 that’ll take him to Poland this summer. With his Polini 210-powered P2 also off the naughty step that’s an awful lot of running-in to complete!

OILTEK’S TOOLBOX TOOLS As the rally season approaches it’s time to plan for the inevitable breakdowns. Fortunately Oiltek has come to the rescue of space starved scooterists with a range of compact, but effective tools Our favourite is a Lambretta clutch compressor that breaks down to be not much larger than a fag packet, but there’s also a compact flywheel holding tool that fits SIL electronic, BGM and Variatronic flywheels. Workshop needs are also catered for with a gudgeon pin extractor that won’t harm the con rod during pin removal and a layshaft holding tool that makes fitting a breeze. With prices starting at under £10, they won’t break the bank either. www.oiltek.co.uk

Compact compressor

Layshaft holding tool

Flywheels, sorted

WWW.SCOOTERING.COM | 7

KICKSTART

PROJECT POLAND BUILDING SUSPENSE(ION)

With the Quattrini engine nearing completion it’s time for Stan to think about upgrading both his brakes and suspension.

lthough it’s served me well, the DL’s front drum brake is really only a way of letting the scooter know I’d like to stop at some point, preferably in the near future. As I’m expecting around 25bhp from the Quattrini, I need an upgrade. Unfortunately I also want to keep things looking standard, after all, that’s the charm of my DL. Having considered the options and my riding style I’ve plumped for a standard cable operated inboard disc. If that sounds unusual I’m taking my cue from Pat at Saigon Scooter Centre who runs his Targa Twin with that set-up and it seems to work well for him. Finding a suitable unit was something of a challenge and it was Pat who came to the rescue during my Vietnam trip. He’d recently scrapped a TV175 and its disc accompanied me back to the UK as part of my hold luggage. Now refurbished by Russ at Chiselspeed and powder coated by Trev at Midas Touch, it’s better than new. Admittedly the standard disc isn’t the most powerful of units, and this time next year I may be looking for a hydraulic unit, but I think it’s worth a try, if only for the sake of originality. With the disc’s arrival I also needed to change the drum links over. Not my favourite job but it’s much easier with the forks removed. My tip for replacing the rubber buffers, indeed any grommet, is to soak them ﬁrst in a mug of boiling water. It softens the compound and makes them much easier to manipulate. The links I’m using have been remade to Innocenti’s original speciﬁcations by Tino Sacchi (around £150) and being forged in Italy are of exceptional quality. When

8 | SCOOTERING | APRIL 2019

165mm from centre to cut out on TV forks

Tino Sacchi links, affordable quality

Almost ready!

fitting the nylon bushes it’s worth remembering that they should be a tight fit to the link but the inner sleeve should rotate freely. I found the best way to fit the bush into the link was by warming the link with a hairdryer. This expands it slightly but doesn’t generate enough heat to damage the bush. A drop of Vaseline on the bush helps get things started and I then use a g-cramp to ease it home. Just pray no one drops in to find that combination on the workbench… For front dampers I’m using a set of BGM’s Pro F16 Sports (£170), they’ve served thousands of scooters well and I’ve every confidence they’ll do the same for me. Because my DL’s in original condition I want any modifications to be reversible, so welded brackets aren’t an option. In their place I’m using a set of BGM’s bolt-on clamps (£50). Having measured a set of TV forks at Armando’s I’ll start by fixing them centred at 165mm (or 6.5in in old money) above the fork cut out, this seems to be a good point to measure from as it’s a good, fixed position. Once in place the shock mounts centre at 215mm,

which is line with those quoted in various sources. This only leaves the rear shock and I’m looking forward to trying Readspeed’s adjustable rear damper (£149.99). While visiting Jerome and the Readspeed team last year I was impressed with their attention to detail and quality of manufacture. If this performs well it represents fantastic value for money. While messing around with the forks I’ve also ﬁtted a set of SIP Performance cables

(£40) which are clearly in a different league to the generic examples I removed. With a family holiday, a couple of trips for touring features and the Scarborough rally to ﬁt in I’m very conscious that time’s running out. There’s a real risk the planned 1000 mile bedding-in period may not happen before setting off for Poland and the prospect of 3000 miles on a completely untested engine isn’t one that ﬁlls me with optimism. Still, what could possibly go wrong?

Above left: Stopping power? Above right: Readspeed Rear Shock

KICKSTART

BUZZWANGLE TIMING TOOL KIT

Here’s another item our old friend Martin ‘Sticky’ Round sent in for us to test and review. This kit contains all the items you need to accurately measure and set both your ignition timing, and/or cylinder port timing. A very useful and accurate tool indeed, every serious club/home mechanic, and trade operator should own one. The four-way engine mount tool will fit directly to the flywheel and in most cases can be used without you having to undo the flywheel nut. The tool comes pre-cut with four different threads so is suitable for use with a variety of different motorcycles and scooters, including our beloved Vespa and Lambretta scooters. The Buzzwangle-o-meter allows you to measure a full 360° within 1/10th of a degree accuracy around the centre axis of the crankshaft, thus helping you set your ignition timing (and/or cylinder port timing) in a very efficient and accurate manner. Machined out of 6061T billet aluminium, this tool winds directly into your spark plug thread to allow you to easily find TDC. The piston stop tool works with standard M14 x 1.25 as well as M10 x 1 type spark plugs. RRP: £89.95 More info: www.thescooterrepublic.co.uk

CNC ALLOY JET SPANNER FROM JPP What a great idea, a carb-sized spanner which holds your jets and needles! The product is made from aerospace alloys and is superlight. The large spanner end ﬁts the Dell’Orto ﬂoat bowl nut, and the spanner body lets you hold four main jets and two pilot jets. The handle body also holds a spare needle, clip, and atomiser. A magnet on the body means you can store the unit easily on a metal surface, like your toolbox. RRP: £35 More info: www.jpplambretta.co.uk

NEW

AVANTI EX-BOX

A new generation of Clubman style box pipe has arrived. The Ex-Box is available for both standard and TS1 type engines, and it comes in in three sections: stub manifold, stainless steel header pipe (U-Tube), and silencer with adjustable crankcase bracket. Some of the Ex-Box prototype pipes have been on road test for over a three year period and are still running well. After extensive development, the pipe is reputed to have bags of torque, which pulls from tick-over, and mid-range power delivery. Due to various design tweaks it also gets rid of exhaust gas efﬁciently on high capacity engines so that they do not overheat. Noise is also apparently very acceptable (so say the customers) and we are told that it purrs along very easily at 80mph (GPS) if your machine is capable. Made in collaboration with renowned exhaust manufacturer DEP Pipes Ltd. RRP: £276

Never miss an issue 10 | SCOOTERING | APRIL 2019

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TIMELESS EVOLUTION FROM Â£2,499

Even the mighty fall When things are good and going your way, sometimes complacency can set in. If it does, then the trend can be irreversible

’m pretty sure many people have seen the images of Lambrettas taken outside the old Innocenti factory in Milan. Now empty and slowly decaying, the site is used by those paying homage to its history, and as the ideal photo opportunity. Those pictures paint a sad story of a great empire that once was. The huge buildings once housed a thriving production line for Lambretta scooters, but those days are long gone. The question remains as to how and why it was allowed to happen? Innocenti had been around for a long time before the company even considered producing scooters. The company had been involved in heavy machinery and scaffold production, and only became interested in the idea of scooters after the Second World War. It was a plea from the Italian Government for an economical transport solution, which prompted the idea of scooter production. Though many other companies followed suit, it was Innocenti and Piaggio that led the way with their unique designs. At their peak, Innocenti was producing thousands of machines every week, with the overall total running into the millions. Perhaps that was where it went wrong, because it became all too easily. Though new models were introduced, many were only different cosmetically. There might have been some improvements on the mechanical side, but let’s face it, the GP was well out of date in the technology stakes by the time it was introduced. It could be argued that the philosophy of, ‘It isn’t broke so don’t try to ﬁx it’ was implemented. In the cut-throat world of the automotive industry, that way of thinking will never get you very far. Innocenti certainly looked to developing the Lambretta, which is clear to see now with the prototype twin models that were discovered years later. Project 137, as it was named, was part of a group of developments intended to make the Lambretta superior to its rivals. The problem was, if you look at it closely, no

12 | SCOOTERING | APRIL 2019

real new technology even existed with these developments. It almost seemed as if Innocenti wanted to do everything on the cheap, when it came to the future of Lambretta. By the time things did start to become bad ﬁnancially for the company, it was too late. If Innocenti couldn’t bring themselves to invest heavily in the future of the Lambretta before, they certainly weren’t going to do it now. By now, the Japanese revolution throughout the two-wheeled industry was beginning to make sweeping changes, and who could stop them? The large British motorcycle manufacturers had suffered the same problems as Innocenti through not updating models. They were simply happy to take the proﬁts whilst failing to invest, so their fates were already sealed. Though the Lambretta was part of the reason for the demise of Innocenti, blame also lay elsewhere. There were two other divisions at the huge factory, one which produced cars under licence from BMC, and the other responsible for heavy engineering. Between all three subsidiaries, they employed more than 4,000 workers. This was a huge number, and particularly so, should there be an economic downturn. There is no doubt that the industrial troubles that plagued the whole of northern Italy in 1968 and 1969, played a major part in the decline of Innocenti. The strikes that spread during the ‘Hot Autumn’ initially had nothing to do with Lambretta production, but even so, in the end the workforce downed tools in support. The damage done to sales during the nine-month lockout was almost incalculable, and was even more profoundly felt when it became apparent in the UK that the new GP model was doing so well. The shortage of machines ruined any chance the Lambretta had in turning sales around. With the company requiring an urgent cash injection, the vultures were circling and it wasn't long before the inevitable takeover happened. This was carried out by British Leyland in 1971, and we all

Twenty-four years of scooter production by Innocenti and all that’s left is the ideal location for a Lambretta selﬁe

know how that ended. Thinking that the future lay elsewhere, Lambretta production ceased. Although this could've been seen as the right decision at the time, it has since proven otherwise. Who could blame British Leyland, though they did see an aging product which needed millions in investment at a time when two-wheel sales were at an all-time low? Perhaps if Innocenti had developed the Lambretta when they had the chance, things may have been different. Unfortunately, the ideas of British Leyland didn’t fare much better, and by 1976 they had bankrupted the factory. The farcical takeover which, in the end, was won by De Tomaso, saw production carry on at the factory until the early 1990s, when it ﬁnally shut. Any chance of a revival of Lambretta was long gone, and perhaps history tells us that it’s best kept that way, proving to be an everlasting legacy. One must wonder what it was like during the glory days to see inside the factory, with its huge production line churning out Lambretta after Lambretta. Today, all that's left to remind us is a crumbling shell of a building, full of weeds; a stark reminder that a once great empire, which wasn’t looked after like it should have been, was left to crumble.

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