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

Volume 29. No 2. February 2015.

CHAIRMAN’S MESSAGE:

After a break of almost six weeks, it’s time to get our proverbial rear ends into the swing of motorcycling again. There are a number of important events taking place over the next 2 months.

The BIG one is the 2015 DJ. Ian Holmes and the team are working against all odds to ensure a safe and enjoyable event for everyone. Let’s all try to avoid the typical South African mentality of “leaving it to the last minute”. Entries for the DJ close on the 31st of January (yes, that is only a few days away!). Please get all your details together and submit your entry forms to Gwyneth and ease the admin burden. All forms are available on the VMC website, under events.

Scrutiny opportunities prior to the DJ weekend are being held at the VVC premises at 3 Athol Oaklands Road on Sunday, 22 February and again at the CMC premises on the corner of Power and Refinery Roads, Germiston on Sunday, 1st March.

On Sunday, 8th February, CMC is hosting the Pre DJ & Autumn Rally. The event is a Regularity Trial over 160 kilometres starting and finishing at the CMC Club House, Germiston. Again, all forms are available through the VMC Events page. Can we try for a big VMC contingent at this important ride in preparation for the DJ.

Good luck to all our members that will take part in these events, we have a tradition to uphold of “bringing back the Silverware!”

Safe Riding

Pierre.

1

Edward Turner By Ken Wiggins Edward Turner—designer of the Ariel Square Four, Daimler V8 engine & the world beating —was finally awarded a coveted Blue Plaque in recognition of his service to the motorcycle industry. The plaque was unveiled on Sunday 25 October 2009.

Blue Plaque unveiled in 2009 at Turner’s former residence, 8 Philip Walk, Peckham, London SE15 Edward Turner

Voted by the people. That's what it says on the plaque, and that's exactly what it means. By the people. They don't, after all, hand out Blue Plaques to all comers. To get one, you have to really deserve one—and that means more than unearthing a hitherto undiscovered dinosaur, or designing a wind up heart pacemaker, or doing any of a million other things to put yourself on the map of outstanding human achievement.

To be awarded a Blue Plaque in the United Kingdom, you need to have a groundswell of people pressure behind you—either from members of your professional or society, or simply from the common man. Most importantly, though, you need to be dead.

Edward Turner, arguably the greatest motorcycle designer that Great Britain ever produced, fitted the criteria and was finally recognised by the authority under their own "Blue Plaque scheme" as a man of outstanding achievement, and it was people power that put him there.

Erum Waheed, a Triumph owner, barrister and "elusive" member of the Mighty South London Triumph Owners Club felt that Edward Turner—or ET, to those who knew him—deserved to have his name up on the bricks, and sought support from pretty much anyone who could put some muscle behind the fulcrum of official local government approbation. One thing led to another, and soon Southwark Council recognised that they had another live one on their hands, so to speak, and threw a borough historian into the mix. And before you knew it, the house at 8 Philip Walk, London SE15 (where ET lived and worked in the 1920s) was rediscovered—along with a workshop building at the rear. With that, the remaining cogs and gears fell into place.

Much has been said about Edward Turner; tales of his temper and petulance and inability to gladly suffer fools. Others decry his achievements citing more worthy motorcycling candidates for the Blue Plaque treatment. But the fact is that there's no progress without a little friction, and in his time Edward Turner made more progress than anyone else in the British motorcycle industry. His designs, flair and intuitions seeded a generation of motorcycles not only from Triumph but from rival manufacturers including Ariel, BSA, NORTON AND AMC. Edward Turner's legendary 500cc 5T Speed Twin of 1937 was the most exciting motorcycle of its age, a bike that metamorphosed into the 650cc Triumph twin that set the world alight in 1956 when, piloted by Texan tornado Johnny Allen, it hit 214mph at Bonneville Salt Flats, Utah, USA.

The 1959 650cc T120 , capitalising upon that success, was an instant hit and became one of the most famous motorcycles of all time. Under Edward Turner, Triumph was always a profitable,

2 successful and happy firm. In hard CASH terms, the company brought home a fortune in much needed Yankee dollars during the post-war "export or die" years, and ET also turned a worthy but otherwise unremarkable British motorcycle marque into an international icon. Edward Turner's unique ability to bridge the gulf between engineering, styling and marketing far and away puts his star at the top of the tree.

Turner was born on 24th January 1901 in Southwark, South London, the third of seven children. Edward served in the Merchant Navy as a radio telegraphy officer from 1916. In the early 1920s he bought Chepstow Motors in Peckham Road, South East London, which was a Velocette agency. By 1925 he had designed his first motorcycle engine; a geared OHC 348cc single. Within two years another machine, built to a similar design, had been completed and was known as the Turner Special.

In 1928, the Ariel Square Four; a compact 500cc unit with twin (geared) crankshafts and a one piece cylinder block, appeared. Ariel, under the control of Jack Sangster and with Val Page as its Chief Designer, saw the potential in the 500cc four-cylinder engine and promptly offered Edward a position in the firm. Working under Val Page, Turner further developed the Square Four. It was first shown at Olympia in 1930.

By 1936, Turner moved from Ariel to Triumph and was now Chief Designer—also with Jack Sangster in control of the firm. Triumph's existing range of 250cc, 350cc and 500cc Singles (designed by Val Page—who had spent four years at Triumph before moving to BSA) — were revamped into the more sporting Tiger 70, Tiger 80 and Tiger 90 models. And in 1937, the legendary 498cc, 27bhp 5T Speed Twin was unveiled.

In 1949 the 649cc 6T appeared; essentially an enlarged Speed Twin. Ten years later, in 1959, the T120 Bonneville was launched. By this time, Edward Turner had already made a serious and positive impact on the American market which was buying every Triumph they could get - supply of bikes to the USA was, apparently, carefully controlled by ET to avoid saturating the market and thereby lowering the price. When BSA group owned Triumph and Sunbeam, after 1960, Turner visited Japan and was mildly shocked at what he saw. The Japanese motorcycle industry was clearly gearing up for a full scale assault on the west, and Triumph—along with the other British manufacturers—was ill-prepared.

Edward Turner resigned in 1963 as Chief Executive of BSA-Triumph. He retained close ties with Triumph until his death in 1973. He lived through tumultuous times beginning with the Edwardian era, passing through two world wars, a depression, and some of the biggest political cock-ups Britain has ever made. Throughout, he maintained his focus and served both his country and British industry, and made an indelible mark on the world of motorcycling. Today, Triumph has re-emerged as one of the most prized brands in the motorcycle arena - and it was largely Edward Turner's drive, energy, enthusiasm and sheer genius that made it so. ADELAIDE TO DARWIN RALLY 2014 An Adventure submitted by John Wightman The Veteran Car Club of Victoria organises a biennial rally for veteran vehicles and following on the very successful Perth to Sydney event, in 2012, the organisers selected Adelaide to Darwin as a suitable route to follow in the wake of a previous epic. The event is open to two wheelers as well, and so it was, that on the 3rd of August, in the middle of our mild, southern hemisphere winter, 35 veteran cars and 23 motorcycles departed from the Birdwood Museum, in the hills just to the north of Adelaide, at approximately 34 degrees south in latitude. Organiser Mark McKibben and his wife, drove a magnificent 1909 Sizaire Naudin. In the pack were five Western Australian riders, Greg Boothey on a 1911 Triumph, Dave Alderson on a 1913 Triumph, Graeme Hammond on a 1918 Indian Powerplus and myself on a 1929 DKW, 3 300cc single. I was able to convince the organisers that my motorcycle, though not veteran, was slow enough and old enough looking to not raise eyebrows along the route, nor perturb fellow participants. The fifth Western Australian rider, Neil Bromilow, very graciously supported a 1912 Rover, to be ridden by a pair of young Victorian women, whose elderly father passed away in 2013 and who had almost completed the preparation of the machine for the event. Neil, an owner of a 1912 Rover himself, brought his own bike along and it was used on a couple of occasions, when the entered bike was out of service, pending repairs.

Graeme Hammond and his 1918 Powerplus, Coober Greg Boothey and his 1911 Triumph, Coober Pedy, S.A Pedy, S.A.

Yet another Western Australian, Carl Montgomery, had to pull out of the event, at the last minute, as a result of an urgent medical procedure, which curtailed any riding for the whole duration of the journey. Carl had faithfully prepared his 1915 B.S.A. a full year before the event and had trialled it on various local Club events leading up to the big event.

The duration of the Rally was 23 days, and the distance travelled, nearly 3000 miles. The route followed the Stuart Highway, virtually due north, the whole way, via Coober Pedy, Ayers Rock, Alice Springs and Kakadu National Reserve. Each night was spent at a pre-booked motel at a remote outback roadhouse, some camping, while others booked rooms.

The W.A. quartet, N.T Just south of Kakadu Reserve, N.T.

The oldest vehicle to participate was Joy Rainey, a U.K. resident of Australian origin, in her 1904 Oldsmobile, which ticked along beautifully at 25 miles per hour. There were naturally, several breakdowns along the way but most were resolved, on the run, with only 4 vehicles having to totally withdraw from the event.

4

At Coomalie WW2 Airstrip 50 miles south of Darwin. N.T. Quantas Hangar.

On the 25 August, the huge procession entered Darwin, at approximately 12 degrees south latitude, to a tumultuous welcome at the old Qantas Hangar. The continent had been crossed and the belated dream of an elderly Victorian man had been realised, with his two daughters having ridden the Rover every inch of the way. Qantas Hangar

WAR HORSES – MOTORCYCLES IN THE ARMED FORCES Article by courtesy of the Velocette Owner’s Club

The Military MAC’s(Extracts from Fishtail 408 by Colin Goodwyn, and Velocette, by Dave Masters).

At the last 1000 Bike show, the guys looking after the Velocette stand were asked on several occasions about ‘military Velocettes’. As they are not well known in South Africa, I decided to do some reading and include some information in this newsletter.

As World War 2 approached,the MAC was chosen by Veloce as a basis for a military motorcycle and was produced in 1939,40 and 41. Known as the MDD/WD or MAC/WD, they were initially supplied on contract to the French government. Despatches to France were however curtailed by the successful German campaign in 1940 and no definite details exist as to the extent of delivery and the fate of those manufactured but not delivered. However, digging into details of the available despatch book records, it seems as if about 82 bikes left the shores of England destined for France.

Thereafter, the French contract was taken over by the British Ministry of supply who despatched orders of between 6 and 50 bikes to various regiments scattered all over England. In all, 1201 MDD/WD models were built, numbered 1101 to 12201 and unusually for Velocette, the engine and frame numbers matched. Gearbox numbers were random, however. The frame numbers were all marked MDD and the engines were stamped with the full frame number to match.

The bikes were basically the same as the 1938/9 MAC’s, but with several modifications for war use. They had a steel crankcase shield and lower compression ratio, a stronger rear brake pedal, a lower first gear ratio, a cylindrical fishtail silencer and an improved torque-arm mounting for the rear brake plate. Of course, they were painted khaki and were fitted with an extra toolbox and a rear carrier instead of a pillion seat.

In 1942, the British Government required more motorcycles and placed an order for another 2000 Velocettes, which were an improvement on the MDD’s and more suited to military duty. These were designated MAF and in fact some 5000 were built, mainly for the RAF. Engine numbers start at MAF 1001. The bottom frame tubes were now a one piece alloy forging which replaced the steel crankcase shield and the timing case cover and gearbox end cover were cast iron. Two large pannier bags were fitted on either side of a pillion seat and there was a guard for the lower run of the rear chain. A different folding mechanism for the kickstart was employed and the gearchange operation was changed to one-up three down to match the other British bikes supplied for military duty.

5 Interestingly, several MAF’s found their way to South Africa and I have seen a couple of MAC’s with the one-piece lower frame forging and with the kickstart that folds as a unit. No cast iron timing covers or gearbox covers however.

VOC has asked members who may have more MDD or MAF information or bikes relating to these models, to let the club know as it all adds to the history and information on the machines.

HOW MAGNETOS WORK Taken from Paul Dempsey’s Motorcycle Repair Handbook

A magneto begins with a double-wound coil of enameled wire, mounted to cut through a magnetic field. Nearly all motorcycle designs have the coil fixed to a stationary plate known as the stator. The magnets are located in the rim of the flywheel and rotate with it.

The exceptions to this are the early Lucas and BTH magnetos, which used a rotating wire coil on an armature and a single magnet fixed in the magneto body. As Faraday discovered back in 1831, a moving magnetic field induces a voltage (an electrical pressure), in a conductor. Likewise, a wire coil moving through a magnetic field, will produce the same effect.

But merely doing either listed above, is not enough to generate the very high voltages required to fire the spark plug. Many years ago, engineers discovered a way to increase the speed of approach, without increasing the number of revolutions of the flywheel and it’s magnets. How this is done takes a little explanation.

Let’s take the flywheel type magneto as an example. Picture one – at the top of the next page - shows a simplified drawing of the generating section of a flywheel magneto. The coil is represented by the shaded block. It is mounted on a triple-pronged core that forms part of the magnetic circuit. The flywheel rotates clockwise in the drawing. Small arrows represent the movement of magnetic lines of force.

Starting from diagram above, the north magnetic pole aligns with the centre leg of the core at the same time the south pole is in proximity with the left leg. The air gap between the stationary core and the magnets is critical, but not wide enough to break the magnetic circuit. Lines of force, moving from north to south, induce some current in the windings. Continued rotation of the flywheel brings the north pole to the right arm of the core and the south pole to the central arm. At this point, the magnetic field reverses through the core. In theory, he action is almost instantaneous and the coil “sees” this flux reversal as extremely rapid movement – voltage output jumps. In practice, the flywheel actually travels a small distance past the core before reversal takes place and this distance is known as the E-gap. In the older Lucas instruments, the process

6 is reversed – the armature does the moving while the magnet is stationary. The moment of flux reversal passes quickly and must be timed with piston movement.

Because of space limitations, most motorcycle coils are wound on a straight core without the central leg. The principal however, is the same. Near TDC there is a flux reversal though the core. The coil consists of two separate windings, electrically distinct, but sharing a common ground. The primary is made up of some 350-400 amp turns (one 360 degree wind of a single strand of wire around the core = one amp turn), of relatively heavy wire that is enamelled to prevent shorting – to the core and between the various turns. Additional insulation is used between the primary wire and the “cheeks” of the core. In a rotating coil magneto, there is insulation between the primary windings and the core, no insulation between primary layers other than what is on the wire and insulation between the primary and secondary windings. The secondary is wrapped over the primary and consists of 20,000 or more turns of extremely fine wire, as fine as a human hair.

The primary circuit includes a capacitor in parallel with the points. The capacitor – sometimes called a condenser – consists of a metal can and a double row of tin foil rolled together. One roll is grounded to the stator plate; the other is “hot” and connects to the primary circuit. The rolls of tin are insulated by a very thin strip of plastic known as the dielectric.

The function of the capacitor is to momentarily store electrons as the points “cam” open. Electrons are attracted to the hot side of the capacitor because of its proximity to ground. If the capacitor were not in the circuit, the contacts would arc and soon burn into uselessness. In addition, the charge in the capacitor gives an added boost to the primary coil. When the points close again, the condenser discharges through them and back through the primary, which induces additional voltage in the secondary, resulting in higher voltage at the spark plug.

To recap, the primary winding and its allied circuit consists of several hundred turns of relatively heavy wire over the soft iron core. It is connected to the contact points in series and a capacitor is placed across the points. The secondary consists of thousands of turns of much finer wire over the primary windings. One side is grounded to the stator plate (usually internally in the coil), the other goes to the spark plug – via the high-tension cable. But this is only half the story!

During primary current flow, the secondary windings are saturated by magnetic lines of force. These lines of force have nothing to do with those emanating from the flywheel magnets, but are generated by primary current. At the moment of flux reversal, when primary voltage is at its highest, the points open and the lines of force collapse suddenly.

We are not on familiar ground since these collapsing lines of force move relative to the secondary winding. As they cut through the secondary, a very high voltage is generated. This is the purpose 7 of the exercise. How much voltage will be induced is a function of the ration of primary to secondary turns, the primary voltage and the overall efficiency of the magneto design. The limiting factor is first, the turns ratio. A primary coil wound with 100 turns on the primary and 1000 turns on the secondary should, in a perfect world, boost voltage by a factor of 10. If you have 300 V in the primary, 3000V should be induced in the secondary; if the primary generates 600V, there should be 6000V in the secondary. The second limiting factor is electrical resistance and the third is how fast the magneto can rotate before it “fluxes out” - but most of this matters little, as the magneto will only generate enough voltage to fire the spark plug. It functions on demand.

As you can appreciate, the magneto is a sensitive device. The moment of flux reversal must coincide with the point opening and both must be timed to piston movement. Ignition occurs at a fraction of a second after the points open. Each component must work together, or all fail and no ignition spark is delivered. Vibration and heat, both of which are abundant in a magneto, make a very unhealthy environment for electrical components. In addition, the contact points are a mechanical device that suffers wear, misalignment and metal fatigue. This is why we ALWAYS suspect the ignition system first when an engine won’t start, is hard to start, or runs poorly in any part of the rpm range. The ignition system is guilty until proven innocent!

Checking for spark is a basic and easily performed function of basic fault diagnosis. All one has to do is hold the high tension wire 3/16” – ¼” away from a grounded part of the machine, turn over the engine and observe/listen for a spark to jump from the wire to the ground. It is advisable to use additional insulation – a dry rag or paper – as many high tension wires are old and leak voltage. On a magneto, you can experience an uncomfortable shock. In some of the other systems, the shock produced will throw you across the room.

WORKBENCH WISDOM Courtesy of Doug McLaren

Fitting Nuts and Screws A piece of rubber tubing, slipped over the blade of a screwdriver, can be of inestimable value when fitting nuts and screws in a confined space. Thin-walled tubing should be used for holding nuts, while fairly thick walled tube for screws.

Protect your Handlebar Grips When carrying out maintenance or repair jobs, even the most methodical motorcyclists have been known to grasp handlebar grips with greasy hands. To protect these rubbers, slip over them short lengths of cardboard tube. Discarded centres from toilet rolls are excellent for this purpose.

8

MOTORCYCLE HUMOUR

Salary Equity

A mechanic was removing a cylinder-head from the motor of a Honda Interceptor Deluxe when he spotted a well-known cardiologist in his shop.

The cardiologist was there waiting for the service manager to take a look at his bike when the mechanic shouted across the garage "Hey Doc, want to take a look at this?"

The cardiologist, a bit surprised, walked over to where the mechanic was working on the motorcycle. The mechanic straightened up, wiped his hands on a rag and said, "So Doc, look at this engine. I open its heart, take the valves out, repair any damage, and then put them back in, and when I finish, it works just like new.

So how come I make a pretty meagre salary and you get the really big bucks when you and I are doing basically the same work?"

The cardiologist paused, smiled and leaned over, then whispered to the mechanic......

"Try doing it with the engine running."

Harley chics?

On the farm lived a chicken and a horse, both of whom loved to play together. One day the two were playing when the horse fell into a bog and began to sink. Scared for his life, the horse whinnied for the chicken to go get the farmer for help!

The chicken ran back to the farm. Arriving at the farm, he searched and searched for the farmer, but to no avail, for the farmer had gone to town with the only tractor. Running around, the chicken spied the farmer's new Harley. Finding the keys in the ignition, the chicken sped off with a length of rope hoping he still had time to save his friend's life.

After tying the other end to the rear bumper of the farmer's bike, the chicken then drove slowly forward and, with the aid of the powerful bike, rescued the horse! Happy and proud, the chicken rode the Harley back to the farmhouse, and the farmer was none the wiser when he returned.

The friendship between the two animals was cemented: Best Buddies, Best Pals. A few weeks later, the chicken fell into a mud pit, and soon, he too, began to sink and cried out to the horse to save his life! The horse thought a moment, walked over, and straddled the large puddle. Looking underneath, he told the chicken to grab his hangy-down thingy and he would then lift him out of the pit.

The chicken got a good grip, and the horse pulled him up and out, saving his life.

The moral of the story? (yes, there has to be a moral) "When You're Hung Like A Horse, You Don't Need A Harley To Pick Up Chicks"

9

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

DJ MACHINES

DJ Bike for a young enthusiast who doesn’t have a large bank balance to buy it! Any condition hopefully fairly complete. I rode a borrowed bike this year but must get my own! Martin Kaiser 071 865-4220

Paul Whitehead is looking for the following: 1. Sidecar to stabilize his DJ Bike 2. Quad Bike to get him mobile again Contact: Paul 083 450 2078 Caroline 083 653 6290 or email: [email protected]

1926 – AJS : Model G4 – Flat Tanker – 350cc Side Valve Gavin Allison has this DJ Bike - Licensed, registered, SAVVA Dated. It has won the “ Manner’s Trophy 3 x times, and Broker’s Trophy now in 2014 Bike is in Johannesburg – Please liaise with Hylton on 011-867-0842 or 078-234-7144 Asking R 65,000.00 : ONCO – Negotiable

WANTED:

1969 Triumph Bonneville project: Eddie Kirkwood is looking for the following parts for a:-  Fork sliders and dust excluders  Top fork shrouds/headlamp brackets  Front and rear mudguards  Rear chain guard  Rear brake pedal and operating rod  Headlamp shell  Rear brake drum/hub assembly  Rev-counter drive  Handlebars  Handlebar “P” clamp mountings  Seat  Cylinder barrel (9 stud type)

Contact Eddie on 021 7122934 or email: [email protected]

FOR SALE:

Triumph Tiger Cub – Running, restored – R18,000.00 ONCO BSA C11 Project – R3, 000.00 Pierre 072 513 9432

Paul Whitehead has the following for sale: 1. 2010 Yamaha T Max R75,000.00 2. 1936 Velocette KSS & spares R85,000.00 Contact: Paul 083 450 2078 Caroline 083 653 6290 or email: [email protected]

Matchless G12 1960/63 650cc twin been in continuous use since engine rebuild in 1982 R25,000. Licensed 10

Triumph Daytona 500cc twin restored 4 years ago but never ridden, matching frame & engine numbers R25,000 scrapping papers available. WANTED:

Screw on Fuel cap – for 1928 OK Supreme. Please contact James “Hamish” Morrison (083) 456-2768 or [email protected]

Ariel Sq 4 Carburettor – needed to complete project. Roly (082) 377-4303.

Motoguzzi SP1000. Seat or seat base for John Hassall 082 886 7133

Triumph Tiger TR110 1954 model. I'm looking for the above bike as a restoration project. Please contact me on 0832355519 if you know of one for sale. Graham Watters [email protected]

JAP 4B (Speedway) top end bits e.g. pushrods, pushrod tubes, rocker box & cover wanted

Triumph 3T (’46-51) primary chain covers, oil tank wanted

Triumph Model P (’26) exhaust pipe/silencer, carrier, rear stand, petrol tank, chain guard wanted BSA M20 (’37-54) rear stand, front & rear rims & brake assembly, girder wanted

BSA Model B (250 sv. ’27) engine casings and carburettor wanted

Triumph Model N (deluxe ’28) any bits wanted.

BSA HM (’37) / JM (’38) / KM (’39) 22 or 23 any bits wanted. Any other bits for the bikes above will be considered. Kindly call Francois Swanepoel @ 082 469 0627 or 012 344 3214 (AH) or [email protected].

BMW R50/60 1950’s 1960’s any condition for a restoration project. Holger 083 629 2840

Any British 500cc Bike between 1930 and 1950. Bike must be in running condition. Contact Trevor Jones 082 416 4650

Ariel Square 4 Carburettor – needed to complete project. Contact Roly Tilman (011) 803-1462 or (082) 377-4303

For 1955 AJS/Matchless Two Jampot rear shocks (circlip type) contact Kevin (082) 891-2869.

Honda CB250 in rally running condition. Contact Dick Maizey by SMS 073 864 4022 or Rick Maizey 082 653 9946 or Eric Mc Q on 083 700 0171 [email protected]

Biking Kit. Leather Kawasaki Racing Jacket. Nexo Sports 2XL Motorcycle Gloves, never used and - still in original packaging. Daytona Flash riding boots. Contact Stef (076) 726-3575.

11 VMC Quick Calendar and Upcoming Events of Interest Calendar

The VMC Committee wants to make the newsletter an essential part of your motorcycling life. The newest idea is the VMC Calendar, to provide information on events, primarily relate to our interest in older bikes, throughout the year. Please send or event info comments to the Chairman, the Editor or any committee member. Contact details are available on the last page of Kickstart.

Calendar for 2014/2015 January 2015 February 2015 04-Jan CMC Club Meeting CMC Germiston 01-Feb CMC Club Meeting CMC Germiston Zwartkops 11-Jan VMC Club Ride TBA VMC 1-Feb Day of the Champions Raceway CMC Autumn & Pre DJ 26-Jan VMC Club Meeting9 VVC Club 08-Feb Rally CMC Germiston Zwartkops 31-Jan Passion for Speed Raceway 14-15 Feb George Old Car Show SCOCC 22-Feb DJ Scrutiny VVC Club 23-Feb VMC Club Meeting VVC Club March 2015 April 2015 CMC Club Meeting and 01-Mar DJ Scrutiny CMC Germiston 05-Apr CMC Club Meeting CMC Germiston 2015 DJ Commemorative Hillcrest – 5-7 Mar Run Germiston 12-Apr VMC Club Ride TBA VMC 15-Mar Piston Ring Swop Meet Piston Ring 27-Apr VMC Club Meeting VVC Club 23-Mar VMC Club Meeting VVC Club ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ May 2015 June 2015 03-May CMC Club Meeting CMC Germiston 07-Jun CMC Club Meeting CMC Germiston VMC Club Ride - 10-May Natal Classic Shake Down VMC 14-Jun VMC Club Ride VMC 22 - 24 May Natal Classic CMCN 22-Jun VMC Club Meeting VVC Club 25-May VMC Club Meeting VVC Club ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ July 2015 August 2015 4-5 Jul CMC 1000 Bike Show CMC Germiston 02-Aug CMC Club Meeting CMC Germiston 27-Jul VMC Club Meeting VVC Club 02-Aug Cars in the Park POMC ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ 24-Aug VMC AGM VVC Club

12

Our Chairman received a request from Karen van der Merwe, Chairperson of the Southern Cape Old Car Club for any clubs wishing to participate, with 10 cars or more, in the February George Old Car Show. Registration is open and will close on 31st January. Online registration can be done through the SCOCC web site at www.scocc.co.za/show_registration.htm. Anyone needing the official club registration document can contact the Kickstart editor to receive a copy.

13

The end of January weekend each year see an amazing weekend of Historic Racing at the Zwartkops Race track, south east of Pretoria.

The Saturday is dedicated to Car racing, with a program for various classes, including the endurance cars that featured in the Kyalami 9 Hour.

The Sunday changes focus and is specifically for us motorcyclists. The program for this year’s event is duplicated below.

Hope to see a big contingent of VMC riders, and supporters, on February 1st.

14

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!

15

RESTORATION and other SERVICES

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

Ornate period brass spark plug nuts and connectors. Lloyd Du Bois makes these for HT leads. He also hand makes stainless steel/aluminium license disc holders and corks for the “Enots” push-pull type fuel taps, and light alloy tyre valve caps. Call Lloyd on 033 396 6471.

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.

16

17 THE VINTAGE MOTORCYCLE CLUB

P O Box 782835 SANDTON 2146 South Africa

Website: www.vintagemotorcycleclub.co.za

COMMITTEE AND OFFICE BEARERS

Incumbent Portfolio e-mail Home Work Cell

Pierre Cronje Chairman [email protected] 011 849 3008 072 513 9432 Pieter Vlietstra Vice Chairman/SAVA Dating Officer Gawie Nienaber Treasurer [email protected] 011 646 8983 083 326 4911

Ian Storer Secretary/Magazine distribution [email protected] 072 727 7382

Rob Pattison-Emms Committee Member/Century Run avonrod@mweb/co.za 011 460 1901 011 460 1901 082 891 8399 organiser

Les Sim Committee Member/Calendar [email protected] 011 673 1865 011 827 8954 082 552 4072

Roly Tilman Committee Member/Librarian [email protected] 011 803 1462 082 377 4303

Steve Trehair Committee Member/Register [email protected] 011 469 5900 011 886 0494 083 461 2751 Ian Holmes Committee Member/DJ CoC [email protected] 011 793 7304 011 791 6424 083 646 3089 Kevin Walton Club Dating Officer [email protected] 082 891 2869 Ken Wiggins Magazine editor [email protected] 011 793 7138 083 256 1949

Fees payable

Entry Fee: R50.00 Annual Subscriptions: R240.00 (R120.00 if joining after 1st Jan) Country member: R175.00 (+80km from club HQ) (R85.00 if joining after 1st Jan) Family members: R10.00 (i.e. Spouse & minor children)

Club Bank Acc No. 1970259841 at Nedbank. Sandton Branch 197-005. Please forward DEPOSIT SLIP to the Treasurer’s email address or the VMC postal address above.

Club Meetings are held every fourth Monday of the month (except December) at The Vintage and Veteran Club (VVC), 3 Athol Oaklands Road, Oaklands Johannesburg, at 20h00.

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

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