A monthly publication of The Vintage Motorcycle Club Johannesburg, South Africa.

Volume 31. No 10. October 2016

CHAIRMAN’S MESSAGE:

This being my first message as Chairman of our Club, I want to thank members for the support they have given to VMC over the years; may that support continue and enable the current committee to realise your expectation from the VMC. At our first committee meeting, we agreed to provide interesting motorcycling and social opportunities, over the coming year, which will strengthen our common love of motorcycles.

I can’t believe we are already at the end of September, which implies there are only two major events left on our Club Calendar, the October “DJ Ride in Memory” and the Fairest Cape Tour. Regs for the 31st running of the Fairest Cape are available on the Cape VMC website, a link to them is on the Upcoming Events page on our website. That being said, I hope you realise that the 104th DJ Supplementary Regs are also accessible from this location, as a link to the VVC website.

It is my fervent wish that our members make an effort to honour past competitors of the DJ in October, supporting the event organisers. I would be proud to also see VMC dominate the two big, upcoming Regularity events.

As a final word, may the beginning of our South African summer bring the prospect of fantastic, safe riding exploits. I wish everyone favourable economic prospects that will allow for continued restoration and use of motorcycles of yesteryear.

Regards and pleasant riding,

Ken

1 Upcoming Events

Please send any event info or comments to the Chairman, the Editor or any committee member. Contact details are available on the last page of Kickstart.

Calendar for 2016 October 2016 November 2016 2 October CMC Club Meeting CMC Germiston 5 November Ford Heritage Day VVC Club 24 October VMC Club Meeting VVC Club 6 November CMC Club Meeting CMC Germiston Sports Cars & Bikes and 30 October Flea Market VVC Club 21 & 22 Nov Fairest Cape Tour Goudini Spa Annual VVC year-end Bash. Ride / Drive to Kenjara Lodge – Cradle of 27 November Humankind. VVC Club 28 November VMC Club Meeting VVC Club

December 2016 Ride in Memory. Ride to Cullinan. The Lemon Tree?? 08:00 am Founders Hill. 10:00 am 4 December Bapsfontein. VVC Club VMC Chairman’s Christmas Party. Last VMC Club Night for the 12 December year. VVC Club A ruddy faced, aged, bearded delivery man sporting red and white motorcycle apparel. On an unidentified motorcycle, probably of Nordic origin? (Nimbus???) To deliver an assortment of elusive parts and complete, “much coveted” fully restored vintage Broughs, Vincents, Sunbeams etc. to deserving old boys. You better be good!!! Remember to send off your wish-lists and letters to Santa early. He knows exactly what you want……….cause he 25 December is Magic!!!!!

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Cape Vintage Motorcycle Club

31st Fairest Cape Tour 21st & 22nd November 2016

The 31st Fairest Cape Tour will include both motorcycles and cars and will be based at the Goudini Spa, near Rawsonville and Worcester, in the Western Cape. Both cars and motorcycles will compete on an even footing, over the same course and, for the most part, for the same trophies and awards. Details of all the awards can be found in the Supplementary regulations which are enclosed with this invitation.

The following is a brief timetable for the event:

Sunday 20th Nov.: Competitor registration, Documentation and Scrutiny for entrants from 12h30 to 16h00. Competitors and Marshals meetings at times to be advised in the final instructions.

Monday 21st Nov.: Start the Competitive event (Day 1) from Goudini Spa. Start times and numbers will be advised in the final instructions. First day results will be posted at a time / place to be advised in the final instructions.

Tuesday 22nd Nov.: Start of the Competitive event (Day 2) from Goudini Spa. Start times to be advised in the final instructions.

3 The Prize Giving Dinner and posting of final overall results will be held at a time and venue to be advised.

Wednesday 23rd Nov.: Departure of participants from Goudini Spa.

Entries are now open and will close on the 30th September 2016. In order to ensure a smooth flow of documentation, we draw your attention to the following:

ENTRY FORMS MUST BE COMPLETED IN FULL AND BE PREFERABLY EMAILED, OR FAXED TO REACH US BY THE CLOSING DATE OF 30th SEPTEMBER 2016.

1. The original of all required documents such as Drivers Licenses, Vehicle Insurance, Indemnity and Club Membership cards must be produced at documentation. (NB : Proof of Vehicle Insurance is now required) 2. Confirmation of the dating of your vehicle by SAVVA must be available. If you are not in possession of a dating plaque or certificate, a letter from SAVVA confirming the date of manufacture is required. Letters from individual Clubs are not acceptable. 3. All monies due per the Financial/Accommodation form must reach the organizers by the closing date of 30th September, 2016. 4. Please note the request on the entry form for your medical aid and next-of-kin information. We do not wish to alarm entrants but this information will be of vital importance should it ever be required.

The course will traverse some very beautiful and interesting areas of the Western Cape and will include several mountain passes which only the Western Cape can provide.

As in the past, accommodation will be available in a few luxury Villas and in fully upgraded Rondawels. The Rondawels will all be in the same general area. These groups are in reasonable proximity to each other with the Slanghoek Villas being slightly further afield. The Rondawel units now have 2 x bedrooms and a lounge/dining area and can sleep 4 x persons. The 1 x room has a double bed, and the other 2 x single beds. The Slanghoek Villas can sleep a maximum of six persons in three separate rooms, one of which has a double bed, and includes a Lounge and Dining area as well as a built in braai facility. The extended list of available B&B accommodation is again included. This information is supplied by the Rawsonville Publicity Association but we cannot give any details of their suitability. They all, however, appear to be of a good standard. All of this accommodation is within about 10kms of the resort. Should you wish to make use thereof, all bookings and arrangements are your own responsibility.

We look forward to welcoming you to the 31st Fairest Cape Tour, and hope you will enjoy the event.

With kind regards,

Gavin Allison

Clerk of the Course. Tel. 021-782-4321 ( h ) Mobile: 082 335 4005 Fax: 086 719 1820 ( Gwyneth )

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BURT MUNRO

Part 1:

Burt Munro corresponded over many years with his friend John Andrews in England, an American V-Twin enthusiast. John found Burt’s letters had no equal for showing the determination, ingenuity and persistence in trying to make, both the Indian and the Velocette go faster. This article is compiled from a letter to John dated 21 March 1970 which has been edited slightly as it was a bit rambling! But it does express Burt’s style and tells of his trials, tribulations and success in the quest for more speed.

First printed in Beaded Wheels issue 188 and 189.

Well it is a bit hard to cram a brief history and spec of a bike I bought new in 1920 for £140 cash and have been developing since 1926. It has gone 3 ¼ mph faster each year for 44 years which is about average for some factory bikes over the same period. I have been riding since 1915 and owned a Clyno v-twin in 1919-20 which I sold to a blacksmith and then bought the 1920 Scout, engine No 508627. I have made five heads for it, countless pistons and conrods, carburetors, magneto parts, scores of cams, valves, flywheels, frame mods, fork changes, many wheels were built as tyres and rims changed. The last one was for the front wheel last July when I changed from 19” to 18” as I cannot get high speed 19x2.75 tyres anymore. Then I cut the tread off with a knife and smoothed it down to the bottom of the non-skid groove.

For the first 22 years, after 1926, it was weekends and nights getting ready for hill climbs, trials and standing ¼ and flying ¼ mile events and 1 mile dirt sidecar races at Penrith Speedway in NSW. Between 1926 and 29, I had records in hill climb, standing ¼ and flying ¼ and petrol consumption runs, one of 116 mpg. This covers the start of my turning efforts which have continued up to the present time. I rode second to Les Weatherby in the World’s first mile TT at Chatswood in North Sydney. The track was cut out of the bush with stumps and roots left, and a high jump out of a deep creek. This is now known as scramble or motocross.

Then in 1927 solo on Aspendale Speedway, Melbourne, I jumped off at 90 mph+ when in a bad speed wobble at the end of the straight with one hand on the oil pump. I hit a deep gutter and took off on the bend, landed with the bars pulled around a little and my heavy 29” oversize tyre on front just kept the wobble and was heading for the post and rail fence. The 10,000 spectators were told in the paper that I was unhurt but I was pretty sick in bed for a week or two with concussion and many bruises. The Saturday before this at Inverlock Beach in Victoria my flathead Scout won the gold medal at 90.01 mph equal with a 1928 Chicago Harley- Davidson ridden by an Air Force pilot from Point Cook, Victoria.

During 1929 I returned to NZ after four years in Australia when work could not be found. This was the Great Depression. I spent the next ten years as a motorcycle traveler. This was finally given up around 1941 when one of my rare (by this time) crashes put me off for 11 months.

5 When I returned to New Zealand I was invited to join the local motorcycle club and am now a life member and have been for many years. After joining I just lived for beach races, grass track, mile and ¼ mile, hill climbs, speed trials, trials, road racing, drags and I think the beach was the greatest in 1940. About seven years ago I averaged 83.43 mph in a six mile race which I won. This was on a championship fancied beach course, a few miles from Invercargill. This is where I do most of my testing nowadays.

About 1948 I decided to give up work and concentrate on getting a good run out of my old bike as by this time I thought I was getting better at designing parts and would go to the Canterbury Speed Trials held each year north of Christchurch. I went for 22 years. This was 1,000 mile round trip from home. I broke New Zealands records more than once but was only three times satisfied that I had gone as well as I could and on those three runs the timer failed for me. The last time was 10 or 11 years ago and the ACU rep said, never mind, next year we will have cable buried inside the road. Then they could not get it anymore because of the increased use of this long straight road known as Tram Road, North Canterbury, New Zealand.

I will try and give you a rough specification of the past and present engine and cycle. I have and still hold some records in the 37ci class, under 750cc class, 55ci class, and lastly 61ci class, all with my 1920 flathead Scout.

My first major record was the NZ Open Road established on the Aylesbury straight in 1940 at a mean 120.8 mph. This was held for 12 years. The under 750cc Road record at 143.43 and the NZ Open Road record at the same time. Also NZ Beach record in 1957. Although it is still attempted each year it remains unbroken at 132.38mph.

55ci AMA world record 1962 at Bonneville, engine that was 51ci at this time. 1966 engine 56ci 168.06mph. American 61ci record 1967 183.6 with a best qualifying run of 190.07. In 1969, the record number of runs for a streamliner, 14 in 4 ½ days. I had magneto and carburetion troubles and finally burned-up pistons when gas tap shut off on my last chance of a qualifying run. I have hauled the bike or engine to the USA eight times in my attempt to get one good run but this has always eluded my greatest efforts.

The last 22 years have been full time on the bike as I could never get enough hours to do things. After finally getting 94mph from the flatheads and running on Borneo aviation gas I had a go at making ohv heads. A foundry told me how to go about making patterns and I finally had them finished after a year of work. Believe it or not the first runs were slower than my best on the side valve but over the years I gradually got it going faster until in 1937 I was getting 110mph from it. Unfortunately also breaking conrods. About then a mate and I returning from a beach meeting with another pair of broken rods, when he said why not write to the Indian factory and get special rods. This got me thinking. I acquired a broken Ford truck axle and carved out two rods in five months. These were in it for 20 years and were standing up to over 140mph. By 1950 I was getting 150mph streamlined.

I have had many terrific blow-ups. The last two were during this last 11 months. I will describe one I had at Muriwai Beach Auckland in 1969. I hauled my Munro Special up there 1130 miles and blew a piston. I had just made thirteen new ones for the year. The rod and pin tore up and down, put tram tracks and split both new cylinders, punched large hold in front of case, bent mag armature, broke slip ring and magneto on ML into five pieces. I hauled all home and eight and half weeks later had it running again. Eight more new pistons, two new homemade rods, magnets cut from an old Bosch magneto.

The brief history is almost impossible to put together but I should give you a rough idea of some of my best crashes. 1916, out all day after landing on my head. 1921, riding standing on seat of Scout waiting for Uncle Alf to get his King Dick going. I looked round and woke up that evening after a whole day’s absence from what was going on. 1927, jumped off a dirt track at Aspendale Speedway at over 90mph, concussion and bruising from feet to back of neck. 1932, I stopped to get a rider going in Western Southland when on my traveling job. I told the guy I would follow behind in case it stopped again. We came to a farmhouse and a dog ran at him. I caught it on the rebound and came round later concussed and bloody and from a deep scalp wound. 1934, crashed in Clifton Gorge, when I struck a wash-out before I could pull up. Came round concussed.

In 1937 during a 20 mile beach race, I was doing 110 when H Currie, BSA Special, the last rider I had to catch, turned in front of me. I hit the 6” brake and tried to steer behind him but hit as he banked over to turn. My bike climbed up and over his and sailed 120 feet clear of the beach before landing. He was knocked out and had a broken collar bone. My bash-hat was split from crown to rim in two places. Weeks later he told me what knocked me out and split the hat. The underside of his engine had landed square on my head. When he was repairing his bike he found the varnish marks from my hat on the cases. I had all my teeth knocked out and my brother picked up numerous gold filled ones from the sand, this was one of the saddest moments of my life when I found my priceless teeth no more. 6 On to 1940, now running on home built gas producer. Still travelling for the motorcycle firm and running at a top speed of 56mph on coal. I hit a ridge of wet gravel and ran off to the side of the road but regained control of the fence line. However, before I could let go of the bar and shut off the gas and air lever, I hit a 18” deep cutting into a farmhouse. The bike struck the far bank and shot up into the air and back onto the gravel road. My head hit the road and I was out for 1 ½ hours and came to blind from dried blood in the eyes. I had haemorrhage of the brain for a week, was concussed and off work for 11 months. I had part concessional headaches for about 15 years so gave up the traveling as I did not care to travel by bus or car to sell bikes.

In 1959 I was in a drag at Teretonga International track when at 110mph the bike got into a sudden fast speed wobble. I jumped off the side, rolled and skidded and bounced 15ft high, (so they tell me). I finished up in hospital for 7 ½ weeks. When I finished the crash I had the bash hat on, waistband of pants, tennis shoes and pieces of socks. I was only slightly concussed. It was the missing flesh and skin that took some building up again. One finger was ground half-way through the bone but still works but one joint is crook. All the other crashes involved just bones or scars or burns and one arm ripped apart at the shoulder. In five and a half months it grew back but still hurts at rest when I lie on it.

Part 2 to follow in the next Kick Start magazine…

Reference: Burt Monro. (No 283. December 2006/January 2007). Beaded Wheels.

7 Library Corner

August has been quite an eventful month being the first month since moving the library and the fact that quite a lot has happened during this period. Firstly I have managed to get round to starting on the magazine archive and secondly the number of books have been donated. These books, 20 of which are motorcycle related, and the rest (about 30) are mainly car workshop manuals – so if you are in need of a pre-1990 workshop manual for your Datsun, BMW, Lancia, Skyline etc., come and see me.

With many of the duplicate magazines and books being sold the library had sufficient funds to purchase some more books. As I do not get too much feedback from the readers of “Library Corner” or library users, I have to decide what books to purchase and this time I have opted for some biographies, a couple of historic books and a book on early Japanese bikes. The biographies are of Barry Sheen, Bill Lomas, Gary Hocking and Mike Duff. A while back somebody asked if we could get “The Vincent in the Barn” by Tom Cotter and their wish is my command and this has now been ordered.

I also had a bit of luck with finding a number of PDF copies (50 to be precise) of workshop manuals, Owners manuals and parts lists for various machines ranging from a BMW Isetta to a Zundapp so these have now been added to the hard drive and brings the total up to 45Gb of files. Talking of computers, since our last one was involuntary donated to the RDP, another one has been donated and fulfils the library requirements to a “T”. With 1.5Tb storage space we should be able to store more than enough manuals, parts lists and information to see us through the next few years.

Over the past number of years since I last did anything with the magazines, the addition of new magazines and the turmoil of moving them all, made for a complete sort out imperative so I sat down and contemplated the task ahead. Firstly I sorted out the new donated copies (adding to the pile of duplicates that are for sale) and then putting the unique ones in chronological order. This I did for Classic Bike Guide, Real Classic, Classic Motorcycle Mechanics, Motorcycle Mechanics, Classic Bike, The Classic Motorcycle and a few other less popular magazines. All this leaves me to do is to finish off sorting out “Motor Cycle” and “MotorCycling” and them comparing all the newly sorted out piles of magazines with the original library archive and discard any duplicates. Hopefully after this mammoth effort any further sorting out should be a lot easier. Then what remains is to make a database of the all the titles that we have so access to specific dates or articles can be done a lot easier.

Many of you may know that at one time I was trying to corner the market in Motorcycles and had about 5 of them plus spares for another couple so the following may not come as a complete surprise; I think that the Italian motorcycle industry, during the 1950 and 60’s, had the beating of the British in the styling and performance of motorcycles in general and the smaller capacities in particular (<250cc). Over the years the club has accumulated a number of parts for various Italian models and fortunately someone has started to do something with them and turn the parts into “Café racers”. Barry Allan has started building a special from one of the Moto Rumi 125cc 2 stroke twin engines that we have had knocking around for a number of years so at least the engine will be used (the spares never came with a frame or bodywork) in the future. I always thought that the Moto Rumi 125cc which pushed out 10bhp was a lovely looking engine and also looked “the dogs boll***s” when installed in either the motorcycle or scooter frame and when Barry asked if I had any other books on the marque I looked around and found some but also found a lot more information on a number of other Italian lightweights of the 1950 and early 60’s. As was the case with the Italian industry, of the time, the styling was similar with high performance motors ranging from 50cc up to 250cc and either one or two cylinders, two or 8 four stroke and having power outputs between 3.2bhp to 13.5bhp (significantly more than the British equivalent). The names that come to mind, apart from Moto Rumi, are , Moto Parilla, , , Itom, Minarelli, (although this company did manufacture “normal sized” motorcycle engines in the above 250cc bracket) and of course Ducati,. So what has happened to all these Italian beauties – there are many Japanese tiddlers, coming out of the woodwork now-a-days but where are the Italians?

Having sorted out many of the magazines in the archive I found a couple of anomalies which I am hoping some of the club members might be able to shed some light. 1. There seems to be predominantly copies of “The Motor Cycle” (Blu’un) when compared to “Motor Cycling” (Green’un) and this seems true well into the 1960s when all sorts of other magazines came onto the market, both local and overseas. 2. There appears to be many volumes of “The Motor Cycle” for all the decades from 1912 up to the 1960’s but there is significantly fewer from 1940 – 1949. I know there was a war on but that never stopped the purchase of the magazines during the 1st World War, as we have full copies for 1914 to 1919.

While helping Pierre Cronje in his garage we regularly come across old tools of various descriptions for which we have no idea for what practical purpose they could be put to. So I challenge all the club members / readers to send in some photos of strange and unusual tools, with or without a legend on their use, so we can educate ourselves on old tools and their uses.

(I just hope Pricilla does not read this last paragraph, as she might get the wrong idea!)

Bob Harpin CMC Librarian.

The 1957 Parilla 175cc Sport

Bianchi 1960 Bernina 125cc

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ITOM Astor

ATS have the following Avon classic bike tyres available:

10 OEC, ZENITH, AND THE STOLEN RECORD

In a funny twist of lingering history, the FIM book of Motorcycle Land Speed Records notes that on 6th November, 1930, Joseph S. Wright took his Temple-O.E.C. (Osborne Engineering Company) with supercharged JAP 994cc engine to 150.7 mph down the rod- straight concrete pavé at Cork, Ireland. The 1930 record was a significant advance on the Ernst Henne/BMW record of 137.58mph, achieved only weeks prior at Ingolstadt, Germany, on a supercharged 750cc ohv machine. But in this case, the history books are all wrong.

The O.E.C. was an unusual motorcycle, using 'duplex' steering; an OEC trademark, although not all of their bikes used this system. The advantages of this arcane steering system on these early motorcycles was great stability at speed, plus the possibility of front wheel suspension which didn't alter the steering geometry when compressed by bumps, giving totally 'neutral' steering under all conditions. In practical use, the OEC chassis was reported to be very stable indeed, although resistant to steering input! So, while potholes and broken surfaces brought no front wheel deflection, neither did a hard push on the handlebars...perfect for a speed record chassis actually.

A pair of machines was present at Cork that day; the OEC which had been prepared by veteran speed tuner Claude Temple, and a 'reserve' machine in case it all went pear- shaped. The second-string machine was a supercharged Zenith-JAP, of similar engine configuration to the OEC, but in a mid-1920s Zenith '8/45' racing chassis. Zenith at that 11 date was technically out of business, so no valuable publicity could be gained for the factory from a record run, nor bonuses paid, nor salaries for any helpful staff who built/maintained the machine. While Zenith would be rescued from the trashbin of the Depression in a few months, and carry on making motorcycles until 1948 in fact, the reorganized company, with its star-making General Manager Freddie Barnes, never sponsored another racer at Brooklands or built more of their illustrious special 'one off' singles and v-twins, which did so well at speed events around the world - from England to Argentina!

Joe Wright had already taken the Motorcycle Land Speed Record with the OEC, back on August 31st at Arpajon, France, at 137.32mph (see top photo with news story), but Henne and his BMW had the cheek to snatch the Record by a mere .3mph, on September 20th. That November day was unlucky for Wright and the team, as the Woodruff key which fixed the crankshaft sprocket sheared off, and the OEC was unable to complete the required two- direction timed runs to take the Record. As you can see in the photo below, the engine mainshaft drove the supercharger as well as the primary chain/gearbox, and was a one-off for which there was presumably no replacement, with probably no time for repair in any case.

Supercharging a v-twin motorcycle is a difficult business, as the compressor blows fuel/air mix at a constant rate into a shared inlet manifold for both cylinders, but as the cylinders aren't evenly spaced physically (as they are on a BMW, for instance), one cylinder inevitably gets a much bigger 'puff' of built-up pressure. Figuring out how to accommodate a different charge for each cylinder led to all sorts of compromises, from restricting the inlet port of one cylinder, to the use of different camshafts/compression ratios/valve sizes for each cylinder, in an effort to keep one cylinder from doing all the 'work' and overheating. It was an imperfect science, as supercharging was still relatively new to motorcycles, and only a handful of blown motorcycles were truly 'sorted out' for racing or record-breaking before 12 WW2. Typically, these had flat-twin or four-cylinder engines, with even intake pulses! (Although, of course , typical of their genius at the time, had a lovely 250cc ohc blown single-cylinder which worked a treat).

With the OEC out of action, and FIM timekeepers being paid by the day, as well as the complicated arrangements with the city of Cork to close their road (and presumably police the area), a World Speed Record was an expensive proposition, and the luxury of a 'second machine' (above) was in fact very practical...although this may be the only instance in which the second machine was of a completely different make. Imagine Ernst Henne bringing a supercharged DKWas a backup for his BMW; simply unthinkable!

But, such was the English motorcycle industry at the time; several very small factories (Brough Superior, Zenith) competed on friendly terms for national prestige the in record books, while the largest makes (BSA, Triumph, Ariel), nearly ignored top-tier speed competitions such as the Grands Prix and Land Speed Records.

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In the event, Wright did indeed set a new Motorcycle Land Speed Record with his trusty Zenith (above, setting the record, quite clearly on a different machine than the OEC below) at 150.7mph, although the press photographs and film crews of the time were solely focused on the magnificent but ill-fated OEC, as Zenith was out of business and OEC paying the bills. Scandalously, all present played along with the misdirection that the OEC had been the machine burning up the timing strips, and the Zenith was quickly hidden away from history, a situation which still exists in the FIM record books!

Photographs from the actual event show the Zenith lurking in the background (above), while Joe Wright poses on the OEC, preparing himself for a blast of 150mph wind by taping his leather gloves to his hard-knit woollen sweater, and wrapping more tape around his turtleneck and ankles to stop the wind stretching them, and dragging down his top speed. His custom-made teardrop aluminium helmet is well-documented, but the protective abilities of his wool trousers and sweater at such a speed are dubious at best...but there were no safety requirements in those days, you risked your neck and that was that. Nowadays, when any young squiddie can hit 150mph exactly 8 seconds after parting with cash for a new motorcycle, Wright's efforts might seem quaint, but he was exploring the outer boundaries of motorcycling at the time, and was a brave man indeed.

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The record-breaking Joe Wright Zenith was a rumour for decades, becoming a documented story only in the 1980s via the classic motorcycling rags, the whereabouts or existence of the Actual machine known only to very few. I've had the great pleasure of making the Zenith's acquaintance, it does still exist, and is currently undergoing restoration, to be revealed when the time is ripe [Update: the ex-Joe Wright Zenith was shown at Vintage- Revival Monthléry in 2011]

As the OEC also still exists and is in beautiful restored condition, a meeting of the two machines is almost a certainty, at the right event. If motorcycles could talk, I bet the Zenith would have something to say to the OEC...

From “The Vintagent”

15 Micrometers - Measuring instruments

Micrometers are used for more accurate measuring than can be achieved with a measuring rule or a slide calliper. Micrometers are available with metric and imperial graduations. The micrometer consist of a semi-circular frame having a cylindrical extension, the barrel (sleeve), at its right end and a hardened anvil at the other end. The bore of the barrel (sleeve) is threaded and a spindle screws into the bore. The spindle carries a graduated thimble which turns at one with it.

There are three types of micrometers which are commonly used: the outside micrometer, the inside micrometer, and the depth micrometer.

OUTSIDE MICROMETERS Outside micrometers are used to measure an outside distance or diameter to an accuracy of .001 of an inch.

INSIDE MICROMETERS Inside micrometers are used to measure an inside diameter to an accuracy of .001 of an inch.

DEPTH MICROMETERS Depth micrometers are used to measure depths to an accuracy of .001 inches.

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Micrometers have been fitted with two refinements which are great help to the user. The first of these is the spindle lock which is a device which enables the spindle to be positively locked in any positions. The micrometer can be set to a desired position and then locked. The second refinement is the ratchet stop and this is a device placed on the end of the thimble. Only a relatively slight pressure on the thimble can result in a considerable force being exerted between the two anvils. If the force were to be excessive then it would be possible to overstress the frame thus causing permanent damage to the micrometer which would in turn lead to incorrect readings being obtained. To overcome this problem the ratchet stop is fitted and this drives the thimble through a ratchet device.

READING A IMPERIAL MICROMETER

Reading a micrometer is only a matter of reading the micrometer scale or counting the revolutions of the thimble and adding to this any fraction of a revolution. The micrometer screw has 40 threads per inch. This means that one complete and exact revolution of the micrometer screw moves the spindle away from or toward the anvil exactly 1/40 or 0.025 inch. The lines on the barrel conform to the pitch of the micrometer screw, each line indicating 0.025 inch, and each fourth line being numbered 1, 2, 3, and so forth. The bevelled edge of the thimble is graduated into 25 parts, each line indicating 0.001 inch, or 0.025 inch covered by one complete and exact revolution of the thimble. Every fifth line on the thimble is numbered to read a measurement in thousandths of an inch.

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TO READ A MEASUREMENT AS SHOWN ABOVE.

Read highest figure visible on barrel...... 3 x 0,1in = 0.300 in.

Number of lines visible between the No. 3 and thimble edge...... 1 x 0,025in = 0.025 in.

The line on the thimble that coincides with or has passed the revolution or long line in the barrel ...... 16 x 0,001in = 0.016 in.

TOTAL = 0.300in + 0,025in +0,016in = 0,341in

READING A METRIC MICROMETER

The same principle is applied in reading the metric graduated micrometer, but the following changes in graduations are used: The pitch of the micrometer screw is 0.5 mm. One revolution of the spindle advances or withdraws the screw a distance equal to 0.5 mm.

On the barrel the datum line is graduated with two sets of lines, the one below the datum reading in millimetres and the set above reading in half millimetres. The thimble scale is marked in fifty equal divisions, figured in fives, so that each small division on the thimble represents 1/50 of 1/2mm which equals 1/100mm, which is 0,01mm.

TO READ MEASUREMENT AS SHOWN ABOVE: First note the whole number of mm divisions on the barrel (major divisions below datum

18 line) ...... 15 x 1,0mm = 15,00mm

Then observe whether there is a half mm visible (minor divisions above datum line) ...... 3 x 0,50mm = 1,50mm

Finally read the line on the thimble coinciding with the datum line. This gives hundredths of a mm ...... 16 x 0,01mm = 0,16mm

TOTAL: 15,00mm = 1,50mm + 0,16mm = 16,66mm

DIGITAL MICROMETERS Digital micrometer is very accurate and does involve the computations needed by a standard micrometer. When the spindle and anvil come in contact with the workpiece, the measurement can be read directly from a digital display.

CARE OF MICROMETERS 1. Coat metal parts of all micrometers with a light coat of oil to prevent rust. 2. Store micrometers in separate containers provided by manufacturer. 3. Keep graduations and markings on all micrometers clean and legible. 4. Do not drop any micrometer. Small nicks or scratches can cause inaccurate measurements.

ST/AVBK/27530019/ Avon Motorcycle 275-300-19 54S RF 1 210,53 EACH 1 210,53 ST/AVBK/3250017 / Avon Motorcycle 325-17 1 750,00 EACH 1 750,00 ST/AVBK/3250019 / Avon Motorcycle 3.25-19 54S 1 263,16 EACH 1 263,16 ST/AVBK/3500019 / Avon Motorcycle 350-19 57S Safty Milleage 1 127,19 EACH 1 127,19 ST/AVBK/350S1957/ Avon Motorcycle 3500S19 57S Speed Master 1 127,19 EACH 1 127,19 ST/AVBK/4000018 / Avon Motorcycle 400S18 64S 1 640,35 EACH 1 640,35 ST/AVBK/5000016 / Avon Motorcycle 500-16 69S 1 916,67 EACH 1 916,67

How Old is Grandma? 19

Stay with this -- the answer is at the end. It will blow you away. One evening a grandson was talking to his grandmother about current events. The grandson asked his grandmother what she thought about the shootings at schools, the computer age, and just things in general. The Grandmother replied, "Well, let me think a minute, I was born before: ' television ' penicillin ' polio shots ' frozen foods ' Xerox ' contact lenses ' Frisbees and ' the pill There were no: ' credit cards ' laser beams or ' ball-point pens Man had not yet invented: ' pantyhose ' air conditioners ' dishwashers ' clothes dryers ' the clothes were hung out to dry in the fresh air and ' man hadn't yet walked on the moon

Your Grandfather and I got married first, and then lived together.

20 Every family had a father and a mother. Until I was 25, I called every man older than me, "Sir." And after I turned 25, I still called policemen and every man with a title, "Sir." We were before gay-rights, computer-dating, dual careers, daycare centers, and group therapy. Our lives were governed by the Ten Commandments, good judgment, and common sense. We were taught to know the difference between right and wrong and to stand up and take responsibility for our actions. Serving your country was a privilege; living in this country was a bigger privilege. Having a meaningful relationship meant getting along with your cousins. Time-sharing meant time the family spent together in the evenings and weekends -not purchasing condominiums.

We never heard of FM radios, tape decks, CD's, electric typewriters, yogurt, or guys wearing earrings. We listened to Big Bands on our radios. And I don't ever remember any kid blowing his brains out listening to Tommy Dorsey. If you saw anything with 'Made in Japan ' on it, it was junk. The term 'making out' referred to how you did on your school exam. Pizza Hut, McDonald's, and instant coffee were unheard of. We had 5 &10-cent stores where you could actually buy things for 5 and 10 cents. Ice-cream cones, phone calls, rides on a streetcar, and a Pepsi were all 5 cents And if you didn't want to splurge, you could spend your 5 cents on enough stamps to mail 1 letter and 2 postcards. You could buy a new Ford Coupe for $600, but who could afford one? Too bad, because petrol was 4 cents a litre In my day: ' "grass" was mowed, ' "coke" was a cold drink, ' "pot" was something your mother cooked in and ' "rock music" was your grandmother's lullaby. ' "Aids" were helpers in the Principal's office, ' "chip" meant a piece of wood, ' "hardware" was found in a hardware store and. ' "software" wasn't even a word.

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And we were the last generation to actually believe that a lady needed a husband to have a baby. No wonder people call us "old and confused" and say there is a generation gap. How old do you think I am? I bet you have this old lady in mind. You are in for a shock! Read on to see -- pretty scary if you think about it and pretty sad at the same time.

Are you ready?????

This woman would be only 64 years old, born in 1952. GIVES YOU SOMETHING TO THINK ABOUT. PASS THIS ON TO THE MÔRE SENIOR ONES. THE YOUNG ONES WOULDN'T UNDERSTAND IT.

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IMPORTANT NOTICE Dear Valued Client

We would like to take this opportunity to thank you for your valued support. The SAVVA scheme has grown rapidly over the past year and we thank you for your support and referrals received.

In dealing with more cover requests, we have established one area causing some confusion amongst our Clients, i.e. the definition of Club Use. We have therefore taken the time to review our policy wording to rectify this uncertainty.

We hereby give 30 days notice to amend the Club use as set out below. The amended wording will be effective 1 August 2016 for existing clients and immediately for new clients.

CLUB USE / USE 1 · Any activity by a recognized club affiliated to SAVVA or not affiliated, including displays, rallies, fun runs, processions, club meetings and journeys to and from such events, hire for weddings/matric dances and the like, but excluding: speed trails, circuit racing, off road events and hire for reward. Display beyond the immediate supervision and control of the Insured.

· Being taken for repair, restoration or maintenance under own power or by trailer provided this is not done in peak traffic time.

· Occasional journeys of a purely social and pleasure nature but excluding to and from a place of business, employment or education institution and business use.

We thank you for your kind co-operation in utilizing your Vehicles within the new perimeters, reflected above.

Kind regards

FNB INSURANCE BROKERS

23 Classifieds NB! only remain in for 3 months then must be renewed

FOR SALE:

2007 YAMAHA FZ6 FAZER 600 One owner from new, 25000 km, with crash bobbins, top box and spare (new) front tyre. Used for fun rides and open road commuting. Serviced regularly. Sadly, it must go due to space problems. Asking R40k. Kevin Robertson, 083 321 3234, 012 997 1554.

1981 BMW R100RT in good running order with (tatty) panniers. Elderly owner no longer rides it. R15000-00 ONO. Tel Ivan 0825060155 or 0117638879

1980 MZ 250cc motorcycle. Roadworthied, registered and data dotted. Includes workshop manual (in English). SAVVA dated. Motor has just been resleeved back to standard size. R10 000 Phone Stan at 021 7123232

1946 Harley 5/7 with side car – registered and licenced – R130k negotiable 1956 BSA B31 – Savva dated – R30k negotiable 1978 KZ 650 – fully reconditioned, registered and licenced – R35k negotiable 1978 KZ 650 – only 10 000kms – R25 negotiable 1978 KZ 750 Twin – (rare) – R30k negotiable 2002 Derbi Senda trail 50cc as new 50kms - R12 negotiable 2002 Derdi Senda trail 80cc as new 50kms – R14 negotiable 1992 KMS 200 trail registered but needs new main bearing – R6k negotiable Please contact Roy on 082 373 4716

Restoring your bike? Classic Restorer offers VAPOUR BLASTING SERVICES. We clean aluminium, brass, and copper parts using VAPOUR BLASTING method. It’s a gentle, water based, non-destructive process for aluminium cylinder heads, engine blocks, gearbox casings, carburettors, etc. Professional, British made equipment is used. There is no excessive metal removing, no blasting material embedded on metal surface. Just a smooth satin finish. Call Janus Gruska from Classic Restorer for details: 081 065 8275 (Benoni) or email [email protected]

Eddie Kirkwood has a selection of spares for mainly British bikes which he needs to dispose of. Go to "Spares for Sale" on Blogger website: http://britbikecapetown.blogspot.co.za/ 082 568 4913

WANTED:

BMW R26 or R27 to purchase and/ or spare parts. 083 326 4911 Gawie

Norton racing type oil tank to fit slimline frame Rod Thomas 031-762 1509 / 073 365 6494 24

Front exhaust pipes, with or without cross pipes, in stainless for an '81 BMW R100, 38mm OD. Right hand side silencer, in stainless. Call Gavin Lumley 079 556 7615 or sms.

Alternator type primary chaincase for pre-unit swinging arm Triumph. I need two inners and one outer. Will buy or have parts to swap. Tony Dodsworth. 082 742 1742 or 011 453 2688

To fit BMW R50 : 2 x Bing 1/24 Carbs complete pair or 2 x 1/24 Bing Housings (blocks) OR 2x AMAL Carbs (pair), same size as above Contact Trevor Jones – (082) 416-4650

Single Trailer for off road bike Contact Michael Holley 082 856 8816

British Bike Spares, Specialising in classic British bike spares supplying parts from Wassell, the biggest new classic bike part wholesalers in the UK, has been purchased by Gavin Walton from Mike Lang.

All the stock has been moved from Benoni to Springs on the East Rand. Gavin’s intentions include enhancing and growing the business, web basing it to provide on-line browsing and ordering and shortening the time between import orders and delivery at a competitive rate.

Gavin’s details are:

74 Phoenix road Selcourt Springs 1559

Home 011 818 4055 Mobile 083 408 4296

Email [email protected] (this will change in the near future to [email protected] ) Please call to enquire or make an appointment to see him.

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PARASKY “The Skylight Professionals” Established 1981

TEL: 011-626-2970 FAX: 011-626-1420 [email protected] www.parasky.co.za

SKYLIGHTS: COMMERCIAL & DOMESTIC + Staircases + Patio & Balcony Enclosures + Balustrades + Walk-ons + Gazebos & Architectural Features For us – the sky is the limit!

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RESTORATION and other SERVICES

Full restorations. Pierre Cronje does these as well as wheel lacing and building. Call him on 072 513 9432.

Ultrasonic cleaning call Henry Watermeyer on 084 800 8862.

Raw honey for sale. Remember Caroline is the honey queen – you can buy her various types of honey at the club meeting for the bargain price of R50 per jar or [email protected]

Petrol taps Enots flat-slide type, made in brass to your order. In sizes 1/8”, 1/4” and 3/8” BSP as well as Rally boxes made to your order with handlebar mounting brackets plus mountings for the rally plate and three watches. Trevor Fraser on 013 656 3063 or 076 591 5560.

BMW Speedometers Ben Vandenberg has a large stock of old and parts. He is willing to pass them on to anyone running a speedo repair service or is planning to start one. His contact number is 021 712 2661.

Restoration and other services. Gravel Man Services offers full service of all BMW boxer twins (old and new). Accident damage repairs and restorations. Please contact Markus Watson on 083 602 3503.

27

THE VINTAGE MOTORCYCLE CLUB

P O Box 782835 SANDTON 2146 South Africa www.vintagemotorcycleclub.co.za

COMMITTEE MEMBERS

Pierre Cronje Chairman [email protected] 011 8493008 072 513 9432

Ken Wiggins Vice Chairman [email protected] 011 7937138 083 256 1949

Pieter Vlietstra Treasurer [email protected] 011 7934841 082 650 9880

Ian Storer Secretary [email protected] 072 727 7382

Ian Holmes Committee Member [email protected] 011 7937304 083 646 3089

Kevin Walton Club Dating Officer [email protected] 082 891 8399 Rob Pattison- Committee Member [email protected] 011 8495180 082 891 2869 Emms Roly Tilman Committee Member [email protected] 011 803 1462 082 377 4303 Chantal Committee Member / [email protected]. 083 708 3522 Madgwick Editor za Committee Member / Brandon Jarvis [email protected] 011 907 9432 082 410 8828 Assistant Editor

FEES PAYABLE Entry Fee R50.00 Annual Subscription R260.00 (Due on 31st July or R130.00 if joining after 1st of January) Country Member R190.00 (R95.00 if joining after 1st of January) Family Member R10.00 (i.e. spouse and minor children)

CLUB ACCOUNT DETAILS Account Number 1970259841 Nedbank Sandton Branch 197-005 Please use your name and surname as your reference when making a payment

CLUB MEETINGS Meetings are held every 4th Monday of the month (except December) at The Vintage and Veteran Club (VVC), 3 Athol Oaklands Road, Oaklands Johannesburg, at 20:00.

The opinions expressed in KICKSTART are not necessarily those of the Committee or the Editor.

We appeal for members to submit stories, articles, and photos – in fact anything you think would be of interest to our readers. No matter how insignificant you may feel your story may be, to others it may well be of great interest. A rebuild, an encounter with an old bike or

28 racing personality. An unusual part seen, just send it all in and let’s see what we can make of it. Address is [email protected]

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