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Messages - 33d6

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766
Japanese bikes came on the market in Melbourne well before they appeared in England. Mayfair Motors imported the first Hondas in 1956, the first Yamahas by Milledges in 1957. Mayfair Motors also imported Suzuki in the late 50's but I don't know the exact year. I do know I had a couple of year of  Suzuki ownership up by the time they appeared in England in 1962.

There was a broad range of makes on the market here  in the late 50's of which the English makes were fast disappearing and Japanese coming in.
Cheers,

767
I think Finlays miscalculated the market and were slow to move in to Japanese brands. They never got an agency for any of the major makes. I do remember as a teenager looking in their window at this beautifully finished Japanese bike (make forgotten) and going inside to look more closely. I remember being very impressed with it. Lovely paint, magnificent alloy castings and controls. It was very smart.
I then noticed a new Ariel Leader at the back of the showroom, the only new one I'd ever seen in Melbourne. I could see why they  didn't put it up beside the Japanese bike. It did not compare well and looked really cheap and nasty. Very poor paintwork and poorly finished pressings. As an Ariel rider at the time I was very disappointed. No wonder Finlays never sold many.
Its surprising how some memories just stick with you and I've never forgotten the comparison. Finlays just seemed to fade away after that.
Cheers,
     

768
British Bikes / Re: Binks/Amal carburettors
« on: April 15, 2013, 12:07:59 AM »
It's not so much a stepped electrode but looks like a long life platinum tipped electrode to me. I had a similar style of plug fitted to my business van when it was stacking up a fair annual mileage and they certainly lasted very well.

I'm not sure why one would feel the need to fit a long life plug to a lawnmower but who knows what the owner had in mind.

Cheers,


769
Identify these bikes! / Re: Grandfather in World War 2
« on: March 19, 2013, 10:46:22 PM »
There are other interesting details in your photo.

Look at most photos of WD bikes and they have a standard blackout mask fitted to the head light. The ID number is painted on the tank (no number plates) They are painted standard forces colours, khaki, desert, RAF blue etc.

Your Grandads bike is quite different. It looks like a normal civilian model as if it may be one of the civilian models impressed by the forces in the early days of the war before wartime production really got going.

An old boy I knew years ago told me about policemen standing by the side of the road stopping motorcyclists and taking their bike right then and there if deemed suitable for war use. For that reason he always rode a two-stroke because they never took anything two-stroke.

To finish off, yes, Ariel.

 

770
Identify these bikes! / Re: Some help
« on: March 11, 2013, 07:17:43 AM »
The identity plate on the headstock will give the make, year and capacity. Problem solved.

771
The engine is a 150cc Mk12C Villiers manufactured 1932-40. Quite possibly the engine number could tell us more as Villiers would use a unique identifying prefix for anyone who talked nicely to them and was buying in quantity.

 The front forks are normal pressed steel Webbs, available from the early 30's  on many lightweights right up to a last gasp on Ambassadors in the early 50's.  They are a heavier duty version of those shown on the Waratah. They work surprisingly well for what they are.

The gearbox is an Albion but not enough is shown to say exactly which one or whether 2 or 3 speed. If you were remarkably lucky it could be 4 speed.

The headlight appears to Lucas. Its definitely not Villiers although its easy enough to wire in.

The frame number could tell us more.

Off hand the only British lightweight with a pressed steel frame I can think of is the Coventry Eagle but that doesn't look Cov Eagle to me. I don't think it is European as the engine, gearbox, forks and wheels are all standard English stuff. 

Unless you have a well equipped machine shop/workshop stay away from it. Except for the engine there are virtually no spares available for this type of bike. You have to either make it yourself or pay someone else to. If you have the right trade skills they are a cheap and simple restoration. If you are the average punter they are expensive to restore with a low value when you've finished.

What's it worth? Very little as is but that won't stop someone from buying it for more than its worth. Worth also depends on what country you live in.

Have a nice day.

772
British Bikes / Re: 1957 model 88 basket case value?
« on: January 23, 2013, 11:04:15 AM »
The speedo reading is irrelevant. Given the environment the bike has come from and that it's a dismantled basketcase what makes you think the speedo is the original from the bike, that it actually works or that the reading bears any relationship to what the bike has covered?
Is the original speedo cable present? If there's no speedo cable in the pile then how many years was the bike ridden without a working speedo? After all, an mph speedo is pretty useless in Bali. 
R's post says it all. Its only worth money if its all there and not an utter ruin. Even then, it ain't worth a lot.
Circumstances require the Balinese to run their machinery beyond all limits we consider acceptable. Don't be surprised if your basketcase shows this. Inspect it carefully and make your offer accordingly.
Cheers,

773
British Bikes / Re: 1957 model 88 basket case value?
« on: January 23, 2013, 07:13:15 AM »
A few years back I rebuilt a Model 50 Norton engine for a mate who bought the bike in Indonesia. It was the most utterly worn out engine I have ever seen to the extent that even the oil pump drive spindle was bent as was the conrod. In the end the only parts of the original engine to be returned to the bike were most of the OHV gear plus the flywheels and driveside crankcase half and even that needed considerable work.
The rest of the bike was in equally parlous state to the extent my mate never finished it as he said it was just an impossible money pit as barely any of it was reusable.
It was obvious the bike had been run in a country where spares or proper service facilities didn't exist and was just battered to death.
We were very impressed that it kept running so long to get in such a state. In many ways it was a good advert on how tough Norton were built but as a bike to rebuild it was a disaster.
Have a good look at your prospective purchase and be prepared to spend a lot of money and find unbelievable problems.
Sorry to be so gloomy but there it is.
Cheers,
 

774
British Bikes / Re: Sturmey Archer Gearbox
« on: January 15, 2013, 05:52:05 AM »
If that is the one at Lake Hume that Andrew Jeffrey is involved in organising, yes. Not riding a Matchless but one of AMC's lesser lights. Hips & knees dictate what I can ride nowadays.

Cheers,

775
British Bikes / Re: Sturmey Archer Gearbox
« on: January 14, 2013, 01:40:55 AM »
Sorry Doug,

I carried on and completely forgot to mention the obvious. It's available from the English VMCC Library.  Their site is www.vmcc.net and when you go there do a Library search for Sturmey Archer Gears. You'll find it listed as Sturmey Archer 1930 LS Type Instruction Book & Spare Parts List.

I've just looked it up to make sure of the exact title and found they also have previous Sturmey Archer LS Type Instruction Book & Spare Parts Lists for both 1928 and 1929 which will probably make life even easier for you. I only have a copy of the 1930 publication so can't say what other info may be included in the earlier versions. 

Unlike some other clubs the VMCC Library is open to all so you don't have to be a member to use it although I think the general public pay a little more for copying than club members.

I'm in Melbourne so a bit far to pop over for a weekend chat.

Finally, on the subject of those dowelled end cover nuts. Sturmey Archer fitted these fiddly litttle spring washers under each one. Commercial spring washers are usually too big to fit. In the past I have searched out an appropriate size of tension spring then cut off individual coils as replacements. It works but its fiddly.  I must have been nuts.

Sorry again about the brain fade,
Cheers

776
British Bikes / Re: Sturmey Archer Gearbox
« on: January 14, 2013, 12:08:26 AM »
Hi again Doug,

As we agreed above Sturmey Archer info is a bit sketchy but a really handy Spare parts List for you to have is that for the LS 3-speed Type dated June 1930.

This is the type of box fitted to your V2. The HW on your gearbox actually refers to it being a HeavyWeight (HW) version of the LS box.

This spare parts list goes into fine detail listing all the special parts Sturmey Archer made for each manufacturer and often gives dimensions. Given how Nortons are well served with spares nowadays its handy to know what gearbox parts are common between the two makes.

I know the publication date is 1930 but it refers back to the V2 and to my knowledge the 1928 and 1929 V2 are mechanically identical but have different frames so you should be alright.

I also am a member of the AJS/Matchy groups but as a vintage Matchless owner like yourself find they concentrate more on the later models and AJS which have little interest to me. Matchless didn't buy AJS until after the vintage period so the two makes have no relationship in the vintage period.

Cheers,

777
British Bikes / Re: Sturmey Archer Gearbox
« on: January 13, 2013, 12:28:03 PM »
What precisely are you after?

Sturmey Archer gave out very limited information in their literature. Back then it was expected that a skilled tradesman would have learnt appropriate clearances for the class of work he did during his apprenticeship so it wasn't necessary to provide it. Nevertheless there is certain amount of accumulated knowledge that may be helpful.

Often the easiest place to start is with Norton literature as they also used a three speed Sturmey Archer box in 28.

Tell us more.


778
Identify these bikes! / Re: Sheet metal bike
« on: January 13, 2013, 12:15:45 AM »
There's a  photo of this bike taken when it was "liberated" in WWII that seems to appear at regular intervals but no mention of what happened to the bike since then.

Obviously it has survived and its very interesting to see what was under the panelling. Hopefully you can tell us its history since 1945 and more about what is happening to it.

Its really good to see it surface again.

I'm with Leon, tell us more.

Chers,

779
British Bikes / Re: DOT Motorcycle Identification
« on: November 30, 2012, 11:20:59 PM »
It sounds like a photo is very much needed. Unfortunately your last photo won't download on my computer so could you try again please.
I'd also suggest a recheck of the engine number prefix, particularly if it shows signs of wear and tear.
Cheers,

780
British Bikes / Re: DOT Motorcycle Identification
« on: November 29, 2012, 11:44:32 PM »
Engine prefix 950A identifies a 250cc  2T twin that was originally fitted to several makes in the late 50's. Ambassador, Cotton, Greeves Panther and Sun.

DOT never made a Villiers twin powered bike but one example is known to be built by an enthusiast, perhaps soeone else did so as well.

I haven't time at the moment to chase up the frame number but a photo would be of help.

Cheers,

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