It was a weekend a long time ago and on the Saturday morning Brooklands was shrouded in mist as the competitors lined up for the 7 am start of the British Motorcycle Racing Club (BMCRC) 500 mile race. The 2nd July 1921. HRH The Duke of York, later King George V1, had entered his chauffeur S.E. Woods on a 350 Douglas. Maybe this explains the interest in motorcycling by the Princes William and Harry over 90 years later. But it was another Harry that day. The DOT-JAP snarled into life, scornful of the mist which threatened to limit her speed and the 500 mile race was on. But at 80 miles an hour later that morning, just at the Vickers Sheds, a tyre burst and a rider was thrown off. He picked himself up, received medical attention and re-joined the fray it was Harry Reed and his DOT. And it was7 hrs 59.6 secs later, when the great Bert LeVack and his Indian crossed the line to win.
That 500 mile race was never to be run again: 12 hours of noise, no matter how tuneful, raised many complaints. There were 32 finishers, Reg Weatherall coming in last after 11 hrs 6 minutes. And our man? The book “Brooklands” by David Venables omits to tell us. But no matter. What does matter is that the Dot name is still embroiled in successful competition to this very day, that’s what matters. And that leads in nicely to me reporting that Colin Fray on his round tube 197 has won, again, the Northern British Bike Vintage two stroke class. A superb performance. And then Andrew Cooke was runner-up in the Clubman championship. But it was a bit of a disaster. At the October event, and the final round in Lancashire, Andrewjust needed to finish well up to win but he was to become a victim of electronic ignition failure and two “easy” fives scuppered him.
It would probably be better if you used your own wording here to describe his feelings but nevertheless a great result after many weekends of competing. A special accolade to Jez Bray, (not a club member by the way.) who took his John Bull machine to victory in the two stroke Experts.
An exclusive, or better still a proper “SCOOP” is something a wannabe hack reporter like Hammertight thrives on. But they are hard to come by a bit of luck, a chance phone call, a good contact a never before seen photograph? Well, thanks to a chap by the name of David O’Toole who had a camera in his pocket and was there at the right place and at the right time, I’m able to submit this picture of three men and a bike. Now there will be some of you who’ll recognise the setting, the people and perhaps the machine? But I’m someway confident that you will not know the full story and that’s simply because it hasn’t actually happened yet. But if the future goes as planned, then the Spring Journal will reveal all. Rebuilding a known genuine machine takes a bit of care if the original features are not to be lost. This is especially the case if the machine is going to be used competitively.
The all alloy 1963 factory bike pictured, courtesy of Mike Lewis (The Classic Motor Cycle) as she 1s these days, and as ridden by Doug Theobald in 1964 (black and white photo courtesy of Gordon Francis) was mentioned in the Autumn column, but it was forgotten to mention the paintwork. The frame was very rusty in places, but in other areas was pretty much original. Now, you might judge this a bit over the top, but it was decided to save the good paint. And where the oxidation had occurred, to prepare and feather in the factory approved finish.
Okay, it takes a while to do, but definitely no powder coating for this machine. Now, you probably know that Andy Green and the Bloodhound rocket car are destined to go to Hakskeen Pan, in South Africa’s Northern Cape province, to attempt to exceed 1000 mph in 2014. What you may not know 1s about a record attempt being made at Bonneville next year? A small group of BSA Bantam enthusiasts are building a record breaker. Team Rooster Booster are off to the salt flats on 10th to 16th August, 2013 for an attempt on the land speed record for Vintage Gasoline Class machines. Find them on www.facebook.com/ bsabooster It’s well worth a look. The team are working against the clock to prepare the machine and get it crated and on the ship. Remember Burt Monroe and The Fastest Indian film. And its costly in the region of £20,000. So wish them well. Who knows, maybe a Bonneville Dot next.
You remember the electronic ignition failure? Well, the Factory issued the following instructions with new machines in the early sixties, and they are worth reading. Entitled “The Power Unit”, it reads “Full details and instructions are given in the Villiers engine instruction book, but it would not be out of place to give more precise instruction regarding the ignition timing of the engine. There are two different timings to be considered. The timing of the “break” in relation to the magneto so that the break occurs at maximum electrical intensity. This has been allowed for in the design of the magneto, and occurs when the contact breaker points begin to open providing THEY ARE FIRST SET TO A GAP OF .015″. Therefore, before proceeding to time the engine make sure that you take advantage of this maximum electrical current by setting the points at .045″. Rotate the flywheel until the position where the points open to their greatest extent, then carefully set the gap at .015″. Now time the engine so that the piston is 5/32″ before top dead centre (TDC) when the points are just beginning to open. A thin cigarette paper, of the type used by people who roll their own cigarettes, placed between the contact breaker points is a near enough guide to when the points begin to open. The points will firmly grip the paper, but when they begin to open it will be possible to gently slide the paper away with a gentle pull of the fingers. A depth gauge is useful in ascertaining the correct position of the piston before TDC, but if you are measuring from the top of the cylinder you should add to the 5/32nds of an inch the clearance above the piston crown which is usually 13/64ths of an inch before the top of the cylinder machined face, and at that position the paper can just be withdrawn from the points. Having adopted this procedure, your timing will be “spot” and to maintain it so, all that is necessary is to maintain the original setting of .015″. If, due to wear on the cam or fibre pad, the gap closes down, then the points will open later and you have retarded ignition. To set the points correctly to .015″ it is necessary to have feeler gauges .014″, .015″ and .016″. Care should be taken in setting the points. It is quite easy to insert a .015″ feeler into a gap of .012″ especially if the points are new and slightly convex. It is also easy to insert .015″ feeler into a gap of .017″ and if not inserted true to the faces, the slackness may not be felt by the operator”. So, there you have it, good stuff and can anyone remember who might have written these so precise instructions? If you know, then let this column know. And maybe also provoke some comment from you on electronic versus points ignition? And to finish off, that great trials rider Don Smith used to carry two Kawasakis on a rack on the boot of a Ford Granada with the front wheels up over the roof and so based on that idea, a Dot rider constructed an “Irish Jig” device to carry his machine. Oniginally fitted to a Mk. 1 Ford Cortina Estate back in 1979, it later evolved to an Opel Manta. The hoop could pivot so that it touched the ground, so all that was required was to blip the throttle to aviate the front wheel skywards, ease the back wheel into the hoop, a push forward of the jig to latch it at the upper attachment point and Bob’s your uncle. And, yes, some air 1n the tube would have been good. If you are reading this, wherever you may be, greetings at this Festive time. And don’t forget our Stand at Telford Off Road Show on the 9th and 10th February in the New Year. Say Hello.
From Dot Motorcycle club journal volume 55 winter 2012