scott newsletter 11myinnovativetest.com/scott/wp-content/uploads/2019/08/scott-e... · edition 11 -...

From the Editor

Simply a must…

The Scott e-Newsletter

A subscriber profile 1.

Quick Profile

A subscriber profile 2.

Technical Q&A

The Gearbox and the Book

A technical case study

Interesting Find

Lifestyle section.

Scott’s in competition.

Supplier lists

Disclaimer

The Final Word

Contact [email protected]

mailto:[email protected]

Edition 11 - 2 – December 2006

From the Editor Well it’s now Dr. Steven Enticott , without harping on about it if it interest you, you can read all

about my recently awarded (October 2006) doctorate at www.enticott.com.au and my story on

“what a doctorate does to your brain” to understand what it meant to me. I must offer many

thanks to everyone (those who knew) who passed on words of encouragement in the past few

years. Needless to say it’s a huge relief and my brain is now firmly in “party” mode.

On a sad note I report that Bill Jamieson has (in his words) “decided to stop riding and resign

from the Club (for health reason) Having decided to stop riding before something silly happens,

I would be most unhappy as an inactive Club member - hence the decision to resign. Not an

easy step to take, but in my mind I am certain it is the right choice for me. I have greatly enjoyed

the time we have spent together (Steven), and your efforts with the CD of Technicalities and the

eNewsletter are much appreciated”

A brief tribute from Roger Moss “Whatever you do from now on in your life (Bill), please

recognise that in compiling Technicalities (refer www.scotttechnicalities.com.au), you have

provided an invaluable help to Scott owners for generations ahead. It will most likely be the

most long lasting tribute to your memory. I, for one, thank you sincerely for your humanity of

spirit that focussed you on helping others, present and future, rather than just yourself.

In my best Australian manner “Cheers Bill you’re a bloody champion” – Steven Enticott.

What an absolute “49-page” bumper issue this is, we have been bombarded with copy in the

past couple of months which is great, thank you to all our contributors some who have been

waiting patiently for insertion into this newsletter.

Carl Stormer amongst others (left) tale is coming up next year and if

you’re planning on spinning a yarn or two over Christmas your

submissions will be most welcome. The next edition will be March (not

Feb) as January in Australia is a holiday month and I have been

working on another Scott technical “surprise” and promise to launch

this upon you early next year. Till then Merry Christmas and a safe new

year. Life is good… Dr. Steven Enticott!!!

http://www.enticott.com.au/

http://www.scotttechnicalities.com.au/


Simply a Must…

You MUST visit the following link, it is awesome (trust me).This site was recommended by

Vincent sidecar racer Chris Chant to whom we express our grateful thanks.

http://www.flashbackfab.com/pages/excel00.html

We invite any reader who knows of a website that might be of interest to positive thinking

individuals, to send in the details and we’ll publish the best each edition…

Think of this editions funny photo when you go to pick up your Christmas ham!

http://www.flashbackfab.com/pages/excel00.html


The Scott e-newsletter

Produced by Steven Enticott and Roger Moss as a private non profit making project. It is

intended for all who have an interest in Scott motorcycles, their variants and their history. The

objective of this free bi-monthly newsletter by email is to promote a sense of friendship,

fellowship and objective mutual help and interest, using modern communication technology.

This newsletter is not connected with “The Scott Owners Club” or any of its sections. We do,

however recommend membership of the SOC to those with serious long term Scott interests.

Roger Moss and Steven Enticott are both members.

We are very happy indeed to receive your suggestions and especially your contributions to

improve and develop this newsletter. In truth, if you like the concept, please help with the

contributions, as the organisers will find it difficult to continue to supply regular new copy

unaided. Help us to help you!

Other languages.

We publish this newsletter to help others. We do not reserve copyright. We would be very

pleased if any person wished to translate the published information and make it freely available

in any other language.

For commercial re publishing in the English language.

Please contact us first, but we love the publicity, just acknowledge the source, this is all we ask.

To receive your free newsletter, send us stories for publication, feedback, support or simply to

be taken of the list contact Steven Enticott at [email protected]

To send technical copy please contact Roger Moss at [email protected]




Subscriber profile 1. [email protected]

Scott’s as Art

We are very lucky to have Pete Gagan as a contributor, Pete is the president of the American

Antique Motorcycle Club www.antiquemotorcycle.org overseeing 12,000 members but most

importantly he is a Scott owner, here is his tale, Welcome aboard Pete.

The world famous Guggenheim Art Museum in New York City launched their most successful

travelling exhibit ever- “Art of the Motorcycle” in 1998. The art critics were horrified. “Motorcycles

are not art! The Guggenheim Museum’s curators should be impeached!” they wrote in various

art publications. Nevertheless, when opening day came, they showed up as invited guests,

where they sipped free cocktails and nibbled on caviar along with movie stars, and humble


http://www.antiquemotorcycle.org/


motorcyclists such as the lenders. Art it was. The art critics began to appreciate the artistry of it

all, particularly given that two blocks of Park Avenue had to be closed during the entire New

York show just to accommodate motorcycle parking for visitors. After a held over run in New

York, the show moved on to the Field Museum in Chicago, the Guggenheim in Bilbao Spain, the

Venetian Casino in Las Vegas, and it was continued after a temporary shutdown, travelling to

Memphis Tennessee, (home of Elvis) and finally winding down after a run in Orlando Florida

earlier this year.

During this time, over two million paying customers went through the doors.

I had the honour of being one of the curators, and being in charge of choosing bikes, had a few

of my own in there, including my 1929 Scott Super 2 speeder. Of all the machines in the show,

the Scott perhaps qualified as “art” more than any, as it is a signed piece by a recognized artist.

It is an interesting tale.

Hollywood actor Steve McQueen was an enthusiastic collector of motorcycles, and an excellent

rider. He was also a good friend of ex motocross world champion Bud Ekins, who was also a

Hollywood stunt man and stood in for Steve in movies such as “The Great Escape” and “Bullet”.

It was Bud, not Steve, who jumped the fence on the Triumph in “Escape” and wrecked all the

Mustangs in “Bullet”.

Another friend of both Bud and Steve was Von Dutch, a prolific artist in automotive paint who

worked for Steve, and later for Bud. Von Dutch made his fame as the inventor of those flame

paint jobs which became so popular on American hot rods and custom cars and bikes during

the ‘50s and 60’s. The bulk of McQueen’s collection was sold at auction following his death

from cancer, but prior to his passing, he gifted some of the finest to his friends. Bud received

several early American machines, and Von Dutch received the Scott. He had restored it, and

rode it while working for Bud. Paint-wise, it is a little over the top in the originality department,

but fortunately there are no flames. There is a little extra striping, and the oversize Scott

emblems are not transfers, but beautifully crafted gold leaf hand done paintings. The front

number plate incorrectly describes it as a ’26, but again is part of the artist’s interpretation,

along with one discrete spelling mistake. Dutch obviously didn’t like Scott purple, and used a

very dark maroon instead. The toolbox lid carries the signature, which is a flying bloodshot

eyeball, the Von Dutch trademark.


I met Von Dutch when he was working at Bud Ekin’s shop in North Hollywood. It was nearly 100

degrees, and he was wearing an old jet style motorcycle helmet as he worked. I asked him

why, and he explained it was to keep the green and orange worms, which were floating about

everywhere out of his ears. Dutch was somewhat affected by a combination of nitro-cellulose

lacquer fumes, and the overuse of substances of the liquid and chemical variety. He lived

behind the shop in an old LA City bus, which had a lathe and a milling machine in it along with

the necessities of basic living. The floor was liberally carpeted with metal chips, cigarette butts,

and flattened beer cans. He was single, as no woman would allow a man to live in such

comfort. His overindulgence killed him not long afterwards.

His family sold the rights to his name, along with the use of the bloodshot eyeball logo to a

clothing company, which has become a runaway success. Von Dutch clothing is now worn by

Hollywood stars, and is seen on fashion models on the runways. I was approached by the

clothing company about buying the Scott at well above market value, but demurred, as it would

be hung in a storefront, and never would yowl again.

Bud Ekins summed up his thoughts on the clothing business as follows: “A clothing company

named after Von Dutch? It’s a bit ridiculous, because Von was a slob. I never saw him wear

anything but those old bib overalls with the holes in them, and no underwear underneath. It

wasn’t a pretty sight. The guy could sure paint, though, and he was a pretty good machinist.”

The bikes earlier history is unknown. I did find a California title in the toolbox showing the owner

as BB King- The famous blues singer? Who knows? The engine number is Y2373A, in case it

rings a bell with anyone.

This piece of art is now going to have another artist apply his talents to it, as Roger Moss has

agreed to breathe some new fire into the engine, so it can really yowl.

Pete Gagan


Quick Profile

From: Eric Chris

[email protected]

Thought you might like to see my SCOTTON now it’s finished, it comprises Norton frame forks

wheels combined petrol and oil tank seat, all from a scrap Triton. an LFZ bottom end with a

detachable head 600 top end, Velo gear box and clutch, Triumph silencers Kawasaki radiator

water pump and starter motor, Lucas 12 volt alternator with twin coils and points, runs petrol oil

with drip feeds to the mains, having twin exhaust I can tell if one side is getting more oil than the

other, makes it easy to get both sides the same.

We would love to hear other “quick profiles” if writing an epic is too time consuming!



Subscriber profile 2 Jeff Meehan Part 10

[email protected]

Editors Note – My sincere thanks go out to Jeff for his contribution, what a read it has been, this

final offering provides the link into Scott and again it is a great read, cheers Jeff!

It was Boris that also provided the link to the Scott motorcycle in the title of these scribblings but

it was, as seem usual for me, an extraordinary set of circumstances that he set in motion.

The occasion was the annual MOT test to ensure roadworthiness and as normal I had used my

local ‘Biker Friendly’ garage. Arriving back to collect the bike at the satisfactory completion of

the test Ken, the garage owner called me into his office. “Did I still have a van and if I did could I

do him a big favour?” It turned out that a lady who lived on the estate immediately behind the

garage had been to ask Ken for help and although he had agreed to get something done he

was finding it extremely difficult to make the time necessary.

She had been widowed some two years earlier and her garage was so full of rubbish that she

could not use it. There were also two sheds filled with all sorts of material that needed to be got

rid of. Ken had been asked by the lady if he could organise this for her and she had offered the

inducement that if there was anything Ken found useful in the contents he could have it.

The previous day Ken had been round to assess the situation and was dismayed at the size of

the task that he estimated at several days’ full time work. He had however espied something in

one of the sheds that would he knew be a perfect inducement for me. “There is an old

motorbike in one of the sheds, do the removal for me and you can keep that as payment.” He

said.

As an old customer of Ken the husband had been known to have several bikes. Ken said that

he had seen him on a Harley and that he had an old AJS sidecar outfit and a Scott. That the

bike in the shed was none of these was certain because from what he could see above the piles

of boxes and assorted rubbish the bike was an incomplete, small capacity, swinging arm four-



stroke of indeterminate age and manufacture. Still it was a bike and more than enough of an

incentive for me.

Ken took me round to the ladies house and we got a set of keys plus the information that there

was also another small outbuilding that needed clearing. Ken left me to the job and I started on

the garage, this looked to have been vandalised as all the contents were strewn everywhere

with several of the containers of various fluids spilling their contents onto the boxes and items

thrown all over the place.

After disentangling a couple of the larger objects like car exhaust pipes, broken stepladders and

car tyres I loaded them into the van and took them to the skip. I decided that to do the job

properly I needed to be organised so on my next visit I took several plastic crates so that I could

first divide the rubbish into different categories. Most was to go straight to the rubbish skips but

some like old tools, cleaning materials and lubricants I put into separate boxes for Ken to see

whether he wanted them or not.

I know how much stuff we all seem to accumulate over the years and the previous owner had

been quite reluctant, it seemed, to throw anything away that might in the future have come in

useful. But even at my most acquisitive I could not imagine that I would have kept over fifty part

used cans of aerosol paint!

It was not however the quantity of the rubbish so much as how it was all jumbled together with

broken glass, lengths of wire etc. that took so much time. Even so I made nearly ten visits to the

skips before I could finally sweep the garage floor, put up on the shelves the items like heater,

electric tools and radio which I thought should be retained and stand back and admire the

results of my labours. I had deliberately concentrated on the garage but could not resist a squint

through the broken, dirty window of the shed containing the bike but all I could see was just

enough to confirm Ken’s description.

I spent a total of three full days transferring debris, cleaning the small shed and outbuilding and

even the taking away garden rubbish until at last I could get into the shed with the bike. Partly

this was due to self-restraint but a contributory factor was that none of the keys fitted the two

padlocks keeping the contents safe.


The lady of the house was never there while I was carrying out the work so each day I left her a

note on progress and what I had left in each of the areas to keep her informed and to make sure

I had not inadvertently taken away something she wanted to keep. I also got a bit of a fright

when clearing the smaller of the sheds when I disturbed a hedgehog of impressive proportions

and again I left a note explaining why that particular corner still had a couple of items

undisturbed so that the occupancy could continue in what I dubbed ‘Hedgehog House’

I never actually saw the lady during this period and although my telephone number was on my

notes she communicated only through Ken. So when I wanted to start on the large shed I took

Ken with me as the only way I could see to gain access was to remove the hinges from the door

and lift it clear.

With this done I could contain myself no longer and I stepped in to start and clear away some of

the cardboard boxes to finally identify my prize. The first box I picked and passed out to Ken

had a very old and battered Scott radiator in it. “Ah yes” Ken said “He did have a Scott this must

have been a spare or something” The next box I lifted contained a Scott crankcase and this

stopped me in my tracks because underneath that box was now revealed an unmistakable very

dented Scott tank. Looking round the dimly lit shed I could then make out hanging on a pair of

nails what was definitely a Scott frame. This was obviously valuable ‘Treasure Trove’ and was

not, I was sure, part of the ‘Keep what you want’ agreement. I said to Ken “Does she realise that

there might be a Scott in here”

Ken agreed with me that we needed to consult with the lady to make sure of the situation, we

put back the door and replaced the screws in the hinges and I went home to await

developments. Ken phoned me the next day to say, “Yes, she did know about the Scott bits and

perhaps the Scott Owners club would like them”

I went back and continued the clearance work, the bike we had seen turned out to be a 1960’s

Royal Enfield Clipper that looked as though it had been in the middle of a restoration before it

had been consigned to the leaky shed. As a consequence all the paintwork had deteriorated

and the chrome and aluminium needed to be re-plated and re-polished. It was however nearly

complete and looking up the exhaust port (the exhaust pipe and silencer were there but not

fitted) it looked like a new valve had been installed.


I knew that it was not a bike I wanted to restore, it was too modern and although I could see that

it had potential to be worth considerably more if all the work had been done I couldn’t

contemplate such a mercenary attitude as I like to think that I am going to keep a bike when I

finish it. All the Scott parts were transferred to my garage and I made out a list of all the items

although I did not know enough about Scott’s as to be able to identify the model or year. I typed

out the list for Ken to pass on to the lady and as, fortuitously, as it was the time for the Stafford

Show I prepared a copy to take down to consult with officials of the Scott Owners Club as how

best to get the parts to them.

Meeting the Scott Owners at the show was a nice surprise in that they were all very friendly and

so enthusiastic. I say this only because for the last few years I had walked past their stand

without ever stopping, as I had not ever envisaged owning a Scott. I discussed with them the

options that the parts offered and they came up with three different approaches. The one that

had the least favour was to offer the parts in the Club auction. The problem here they said was

that the more desirable items could realise their worth but the more mundane or unwanted parts

could be sold off very cheaply as this is the nature of an auction.

The second alternative, to advertise the parts in the club magazine also had drawbacks. The

magazine was only printed at three monthly intervals and there was still the real possibility that

only the desirable bits would sell leaving the rest still to be disposed of. Added to this was the

problem of correspondence with potential buyers and the long timescale that could be

envisaged before all the parts were sold.

Further complications were that not only could I not identify the parts with enough clarity to

describe them as items for sale I also had no real idea of what they were worth. In order to at

least eliminate this ambiguity it was arranged for a Scott club member to come to see the parts

and help catalogue and price them.

However it was the considered opinion of the club members there on the day that, if the parts

had been collected as the basis for building a Scott the best opinion by far was that all the parts

stayed together and another Scott could therefore be put back on the road.

With the startling clarity of vision that hindsight bestows I can now four years later, at last, see

where the fundamental mistake has been made. It now seems much more likely that these

parts, far from being the start of a second Scott, were in fact the detritus left over from when the


husband had built his first Scott. But all this is jumping the gun, in order to arrive at this level of

knowledge it was necessary to undergo several cringe making, wallet shrinking exercises and to

take up a position for the ‘Girding up of the loins’ or whatever the saying is that is meant to be

used when one has thrown so much money, effort and time at a project that it impossible to

withdraw.

So now to continue with the narrative of how and why I became a Scott Owner. The first stage

was to occur when a Scott club member Geoff, looked at the parts, he brought with him a

couple of knowledgeable friends and together we mulled over the components. What I had

assembled in the garage was all the parts, not as I found them but in some sort of order and by

working through all the major and large parts first gave us a better idea of what the collection

contained.

The frame it appeared was from about 1930, the crankcases somewhat later. The barrels were

of the ‘Blind Head’ variety so they were probably even earlier than the frame. There were two

sets of oversized pistons both very second-hand and probably only just useable, three conrods

and some pieces of the big end assemblies. The crank itself had witness marks, which

suggested some misuse but looked recoverable.

The gearbox was complete and as such impossible to assess without stripping but there was a

lot of play in the mainshaft that did not bode well for the state of the internals. There were quite

a lot of clutch components but they seemed to be from different set ups. The front forks looked

ok but had pieces missing; the front wheel was not Scott but might be made to fit. There was no

back wheel, mudguards, handlebars, control levers or cables, carburettor, Pilgrim oil pump

footrests, magdyno, lights or saddle and the tank was actually flattened down one side so that it

nearly touched the central tube.

There were however a few new parts such as a door, gearbox sprocket, exhaust pipe and

radiator hoses and some gems like a brass tyre pump. There were two radiators but they were

both damaged and one had been partly dismantled. There was also a box of assorted, mostly

rusty nuts, bolts and smaller items out of which we identified a few Scott bits but in general they

were just normal nuts and bolts.

The view of the Scott club member and the ‘committee’ was that in total if everything was sold it

would make somewhere about eight hundred pounds. However this figure had a big plus or


minus factor to be applied as a variable defined by who wanted the parts and how many of them

would actually sell.

Still it made for a substantial sum and I sent to the lady the news, list of parts and the comments

of the Scott Owners I had met at Stafford all with a covering letter to say that whatever she

decided was her best option I would endeavour to carry out her wishes.

Again the lady did not contact me directly but spoke to Ken. She apparently wanted me to have

the parts so that they would be assembled into a viable machine, in a way a form of

remembrance of her husband. She also did not want any money for the parts, as she was more

than satisfied with the work I had done and Ken’s assurance that if I restored the bike the job

would be done properly.

When Ken informed me of this development it put me in a difficult position. Obviously the Scott

was, in my eyes, a thoroughbred in the same class as a Norton International, BSA Gold Star or

Brough Superior. Looking at the parts it was evident that even disregarding the purchase price

the total needed to renovate just the cycle parts and replace all that was missing would involve

a four-figure sum. Added to this was the mystique surrounding the Scott name, even the

assurance from Geoff that, in their day, Scott were for a lot of people just everyday transport, all

the reviews I had read tended to make the water cooled twin something special and I doubted

my ability appreciate the finesse of the machine.

It really was Geoff that provided the catalyst for the project. He was of the opinion that there

were so many possible faults that could be built into a Scott engine that he recommended that I

have it rebuilt by a specialist. This would at least resolve the ‘Black Magic’ element of the

renovation. He also had three Scott’s all in various states of repair so the borrowing of parts as

patterns was not a problem and finally there was his assessment of the Scott Owners club that

sounded anecdotal but had an appealing ring of truth, of that more later!

The desire to own such a machine was of course intense but even so I could not have taken the

offer for free. I could, I realised, raise some capital by selling the Royal Enfield in ‘As Found’

condition. The Bantam had not really been used very much in the previous year so if I sold that I

as well I would at least be approaching the value of the parts, the restoration costs could wait

until funds were available.


So dependent on the lady giving me the time to sell the two bikes I would be in a position to buy

the parts. I wrote her a letter asking if this would be OK and to my surprise her response was to

phone me. We found it difficult to arrive at a satisfactory position as she would not accept any

money and I was not prepared to take the parts for nothing. It was however a pleasant dilemma

as we both appreciated each other’s position. In the end she suggested a compromise, if I

would make a suitable donation to her favourite charity we could both say that our conditions

had been met. I immediately wrote out a cheque to the Vintage Horse Society and took it round

to her house. The amount of money was more a reflection of what I could afford rather than

what the parts were worth but as she said it was an honourable solution for us both. I

immediately went home and roughly assembled my bits to get a first impression of what I had

bought.

Scott bits - first assembly

As can be seen there looked to be a good basis externally, it was only when I took the parts up

to Ken Lack in Sheffield that I began to realise the depth of the hole I had dug for myself.

I turned up at the most famous shed in Sheffield with what I thought was a complete engine,

dismantled, that would obviously need some of the consumables like rings, bearings and seals

replacing but basically a good start to the project. The look of horror on the Ken’s face was


definitely a clue, his opening remark. “Who sold you this load of rubbish?” confirmed suspicions

that perhaps all was not too well.

The thought that I was somewhat committed to the project by getting the parts cheaply and the

promise to the previous owner that I would take the bike round to show her when complete

prompted me to ask Ken could he not make a usable engine from the remains I had bought. I

was about to get my first lesson in how, just because they are Scott bits is no guarantee of

compatibility. This was to come as quite a severe shock to someone more used to Ariels where

apart from the Square Four’s all the four-stroke singles and most of the twins shared common

components that gave a degree of interchange-ability that was not apparently a consideration in

the Scott factory.

Carefully Ken laid out my assorted components and explained; the barrels were not compatible

with the crankcases. This meant I needed a new set of barrels; these needed to be of the later

type with a detachable head, therefore I also needed a cylinder head. With the new barrels

being standard bored I needed new pistons of which he had blanks that would need to be

machined to fit. All three conrods were from different engines and no two matched, what I really

needed was a new pair.

The crankshaft was not only scored the taper was damaged, probably beyond economical

repair and in a final death blow he showed how someone had carried out what was probably a

‘Racing Mod’ and taken an eight of an inch off one side of the flywheel.

So out of what I thought was a complete engine the only part retained was the crankcases! Still

the good news, being so little of it I tended to grab at it like a drowning man, was that Ken could

offset at least a bit of the cost by putting some of the parts into his stock. Even so it was an

impossibly big estimate that I was presented with and the only offsetting good point was that I

would be getting what amounted to a practically new engine although some of the internals

would of course be second-hand all the moving parts would have been replaced. It was also a

plus that Ken was so busy that his estimated time for completion extended well into the next

year and with the optimism that is an essential for a professional fisherman I could not imagine

that I would not earn enough in the interim to be able to afford it. The long time scale to have

new radiator built was also the reason behind ordering it immediately even though the cost was

more than the money expected to be raised by the sale of the Bantam but at least now the

project was underway.


Because of the lack of cycle parts I decided on a ‘Dry Build’ stage so that I could carry out any

work fitting out the bike without danger of messing up paintwork.

The frame itself was in reasonable condition but had a badly brazed extra bracket, probably for

a left handed silencer Geoff thought, which I removed and it had a couple of brackets for the

seat and tool box missing. Using Geoff’s frame as a pattern I manufactured and fitted the

missing items before starting work on the forks.

Scott Frame – January 2002

Two years later in was time for an honest assessment of what I had achieved and what still

needed to be done. Effectively it fell into two separate areas, good new and bad news.

The good news was that I had decided on how I wanted the bike to look when completed.

Mainly the inspiration had come from the wealth of pictures I had accumulated; I had also had

my opinion shaped by some of the comments in the Owners Club magazine Yowl. I had joined

the club as soon as I had acquired the parts and had gone through several years of back issues

that Geoff had loaned to me. From all this information it was obvious that I was never going to

be able to satisfy the purists but as no two bikes, even of the same year and model seemed to

be the same, I was on pretty safe ground using the brief that I was building the bike for me – to

ride - and the finished product would not be so different from the others as to make it stand out.


I really liked the ‘rakish’ effect of keeping the bike free from clutter and one of the factors in this

was not fitting any lights. This would not really hamper my use of the bike but also meant that I

did not need the magdyno set up and al I needed was a twin magneto. If one imagines the bike

shown below sans lights, this what I aimed for.

Scott publicity photograph

The most obvious deviation and therefore compromise is the exhaust system. I had just

removed the bracket that would have carried a left hand mounted silencer, plus the exhaust

pipe I had was a right hand type. However the fussy battery carrier and the wiring for the lights

could be dispensed with and although my original engine had been the same as the one shown

the detachable head will not I think detract too much.

I had to have both mudguards made, the rear because on the Scott the circumference of the

circle that is used is much greater than standard and means a much longer mudguard is

required. Several of my pictures revealed other bikes where this had not been done and as a

result the rear number plate and end of the mudguard finished at a very high and ungainly

position. The front guard was easier in that it only needed the extra valancing.


Front guard and forks offered up to check fit

Further good news was that the tank was back from repair although it was not all glad tidings

there either. I knew that the tank was in poor shape but it was only when it had been stripped

down that the full extent of the damage had been revealed. One of the internal walls that

separate the oil from the petrol had been creased and the joint had failed. Obviously with its all

soldered construction and tank inside a tank complication any repair would be more involved

than normal.

Eventually it was decided to replace the central tube, manufacture a new oil compartment and

then fit a complete new bottom to the tank. During this time several tanks had become available

via club members, Yowl and the website but as usual with the Scott I was already committed to

the repair simply by having to pay for the strip down and assessment of my original tank.


Getting there! – All major components in place at last

It was however the chance to take pictures like the one above which helped keep me going

despite the bad news. When I picked up the engine I took the opportunity to present Ken Lack

with the gearbox and clutch. His assessment of these two items was even more dire that his

prognosis on the engine!. It took several months for the whole story and the subsequent

repair/replacement necessary to bring them to a state where they could be installed but briefly,

honestly this is briefly is still quite a catalogue.

The outer main casing was cracked and distorted. This was undoubtedly due to over tightening

of the two large studs that pass through the undertray and it had to be replaced. There was also

a major defect with the mainshaft in that it had a bend of over forty thou. This would not only

need replacing it had also damaged some of the internal gears and turned the main bearing in

its housing. The only shaft that Ken could find was of a later type that also meant that the main

clutch basket would not any longer fit. Mind you this was so worn it was very doubtful that this

would have been classed as useable anyway. The kickstart bush had to be replaced and even

the kickstart lever itself had to be changed so that I had one with the correct amount of offset to

suit my right handed exhaust system


All the items Ken needed that were not part of his stock were purchased from the clubs spares

scheme with the parts sent to Ken and the bills to me. Even ‘Losing’ half of them the total had

reached frightening proportions and to be added to that was a pilgrim pump plus service, rear

brake cross over assembly, petrol and oil tank filler caps, outrigger bearing housing, carburettor,

handlebars, control levers and all the other various bits and bobs such as engine mounting

bolts, radiator mounting kit, rear stand and clip. I was also kept busy with the manufacture of

various brackets to carry the advance retard arrangement, footrests and the saddle.

A further set back occurred when I put water into the system for the first time; water spurted

from round several of the head studs. I phone Ken who suggested that the head gasket could

have settled and advised me to torque down the head bolts. This was unsuccessful as the very

first nut I tried would not tighten and was obviously drawing the stud up through the head. I

returned the engine to Ken who Helicoiled the stud and refitted the head with unfortunately the

same result i.e. as soon as water went in the radiator it ran out round at least three head studs.

The engine was despatched to Ken for a third and final time and it was discovered that the head

was ‘Too thin’ probably as the result of being skimmed and I needed a new set of shorter head

bolts and a solid spacer to reduce the compression. Since getting the engine back I have put

water in and it has, this time stayed inside so I am hopeful that at last I might have a viable

power unit.

Another major element in keeping going on the project was the Owners Club itself. I had met

several of the members and corresponded with a few others and I was now coming round to

see that several of the comments that Geoff made earlier had a resonance that I thought quite

uplifting.

It begins with the name Scott Owners not Scott Riders or Scott Enthusiasts as both these would

have implied riding Scott’s. Scott Owners however could be construed as having a device,

usually in a shed, that needn’t be out in the wet, dirty cold conditions so often found on the road

but would still allow the owner to go down the pub and talk knowledgeably about the marque

without much chance of finding anyone to contradict them.

That the smooth bottom of the crankcase and the under-tray provide an ideal surface to which

to applied a liberal coating of grease so that the bike could be slid easily in and out of the back


of a van. That on rallies it was unknown for a Scott rider to be tailgated and in fact no one ever

got lost on club runs because of the persistent smoke and aroma caused by the passing of a

Scott could provide a trained nose with a clue to the correct exit at a crossroads for anything up

to an hour.

There were also the physical side effects of Scott Ownership such as adopting the pose at a

standstill to cater for he fact that when the bike was put into gear it could, dependent on the

whimsical nature of two strokes actually take off either forwards or backwards. Or the other

feature that the members who did ride Scott’s, ‘Fanatics’ Geoff called them, ended up

developing a squint from constantly trying to look ahead and monitor the pilgrim pump output

simultaneously.

It was from this pool of people that I have drawn most inspiration and I am extremely grateful for

all their encouragement. I am now, as the summer of 2005 draws to a close, still only an Owner

myself, I have yet to ride the beast although now I only need a rear brakeplate and Barry

Jackson has that in hand, both wheels to be rebuilt though the finances are not yet in place they

will be plus tyres and tubes. The last missing piece from what has been a seven thousand three

dimensional jigsaw puzzle is a klaxon type horn as shown in the Scott publicity photograph so if

anyone has one gathering dust on a shelf I would love to take it out for a ride.


The final photograph (previous page) is of the state of play as of today so as you will see Spring

next year looks to be an attainable target. The only real worry is that when I have talked to

people who have ridden Scott’s regularly about their experiences the most common remark is

“Eh lad I could write a book” So beware readers who knows another edition called ‘Profile of a

Scott Rider’ could be next on the cards.

‘Cheers’ and thanks for reading’

Jeff Meehan

Jeff’s collected scribblings are available in book form direct from the Internet at ; www.lulu.com/Jeff-Meehan Highly recommended for the bookshelf….


Technical Q& A

Technical Tips – 1 (updates at Moss Engineering)

Super forks head stems. Today (09-11-06) we were visited by Richard Tann and Colin Morris

bearing a set of Richard’s Super forks that needed a new head stem. This highly stressed

component really needs to be made from the strongest steel available

I had thought previously about using the special steel we use for our replacement Scott

crankshafts for this application, but had rejected the idea. True, the steel grade was totally

capable with a very big margin of safety, it is used in the construction of Airbus landing gear, a

very safety sensitive area. I had rejected the idea because the cost of hiring the furnaces for

the heat treatment in an inert gas environment is much too expensive for a few head stems.

When we looked at Richard’s forks, I realised that we had an opportunity to do the job properly.

We are currently making 26 sets of our high strength cranks and will be hiring the furnace in mid

January to heat treat these. As we must hire the complete furnace, however full it is, we can

process some head stems with the cranks without incurring excessive costs. The cost of the

head stems will depend on the quantity manufactured.

We invite anyone who wishes to have a high strength head stem to contact us while this

opportunity exists. It is not necessary to have the stem fitted to your fork immediately, if this is

inconvenient, but to have such a stem while they are available might be of interest to some

owners. If an owner wishes to investigate further, we would need to know the length of your

stem, as several types were made.

Any enquiry is totally without obligation but will enable us to calculate costs on the basis of a

possible quantity. We also invite any owner interested in obtaining a set of High Strength long

stroke cranks to register their interest.

Other spares. We now hold most sizes of 600cc long stroke piston rings and other sizes can be

supplied to special order. New gudgeon pins in standard and oversize are stocked.


Technical Tip – 2

From: [email protected]

Re: Burnt Oil Leaks on the Forum. I was looking at some stuff on Steve Enticott site and

found your reference to above on June13, 2004. Do you still recommend outboard motor oil?

What plugs do you use? I am having problems with oiling up on slow - 40kph - runs with Vintage

motor Cycle Club.

I no longer recommend outboard oil, it turned out, that it burned at too early (too low

temperature). I now use Agib Speed, an Italian two stroke oil, but it is difficult to set the oil

pump, it is set on the edge of nothing, and then I put approx. 1% in the petrol (we call that

wearing braces and belt). I think it is a question of finding a good, but thick, two stroke oil, the

pilgrim pump was made to handle 40 - 50 oil.

As of plugs, I use NGK BP 6

The gearbox and the book

By: Roger Moss

Sometimes an answer to a puzzle comes when you are relaxed, but when you have natural

curiosity, your mind is often too full of speculative thought for the answer to a puzzle to find a

quiet moment to arrive.

The two puzzles that I had “on the back burner” were these—Strange gearbox and Y branch

inlet manifold.



Strange gearbox. Some weeks previously, I had been to David Holders factory to collect some

spares as per our agreement. The spares I most needed were gears, as some customers had

gearboxes with wide ratios and we needed different gears to convert their boxes to “modern

medium close”. The spares are stacked in a number of stillages, which, as space is at a

premium, are located in corners around production machinery, which is in daily use. A certain

amount of climbing and sorting is needed.

During the search, the man who was helping came to me with a strange looking gearbox. “I can

see inside”, he said “and the gears look like Scott gears so they might be useful. I looked at the

gearbox. He was correct, it had internal gears like a normal three speed gearbox, but where the

mainshaft normally extends through the clutch mounting, in this case it did not.

I looked at the RH kickstart side, but there was no kickstarter and the gearbox end cover had a

large boss with a needle roller bearing carrying an extended main shaft and final drive sprocket

on this RH side. I could see that there could not have been a kick starter fitted as with the final

drive chain being on the RH side of the bike, rather than the LH side, the chain run would not

allow space for a kick starter. I looked for the gear selection and noted that the gearbox end

cover had no provision for a Willis positive stop mechanism. If a remote Willis mechanism had

been used, then the box would have needed a detent plate attached to the front of the case. In

this case there was none and only the single arm that was used on three speed gearboxes that

used a hand change.

My wife Marina and I had been kindly invited to visit long time Scott owner Roy Smith and his

wife Jeanette who live near Birmingham. Marina enjoys driving and so, as I was a passenger, I

took some reading matter.

After years in the highly competitive machine tool industry, it is not only a great pleasure to

rebuild Scott engines, but to meet some really nice human beings is an extra joy. I had taken

with me a small book of pen and ink drawings of different Scott’s drawn by another long time

Scott club member Cliff Bowman.

I tell you honestly, I know envy is a sin, but I must confess that I do envy those who have such

natural talents as drawing or playing musical instruments. The drawings are excellent and I was

happily browsing through the book when one drawing captured my total attention. This bike had

the final drive chain on the RH side and had hand change! This was the answer! The gearbox


was from one of the vertical twin engined racing machine built for the 1930 TT races. The

machines were used for practice but never raced due to excessive vibration.

The gearbox had been lying in store for 76 years. When I have time, I will clean it up and strip it

to see what ratios they had intended using. I talked later to by good friend Titch Allen and

mentioned this gearbox from the 1930 vertical twin engine. He told me that in his travels as a

representative of a motorcycle accessory company, he found, in the 19560’s, one of these

engines mated to a BSA gearbox, in a garage in Lincolnshire.

Browsing further through Cliff Bowman’s book, I came across a drawing of a single down tube

Squirrel of early 30’s with some very clever modifications. One of these was a Y branch twin

carb manifold, so arranged that the carbs straddled the single down tube. In vintage racing we

have several age classes and we can use modifications that were made in the relevant period.

For instance, I made a reed valve conversion for my brother’s Scott that mounted on the

crankcase doors using reeds from a Mercury outboard motor in 1967. I could not have used

this for vintage racing at the time, but with the passage of time, it would now be eligible. Sad to

relate, my brother never used it and it has remained in his garage for the past 39 years.

I made enquiries about the bike with the twin carbs and discovered that it was owned and

modified by Colin Bradshaw. Colin is unfortunately now unable to ride the bike, due to the

passing of the years that affects us all eventually. Colin has two sons, Ian and John and John

now looks after his father’s bike in Cumbria.


I was intrigued to learn, that the two carbs fitted were arranged to work in two progressive

stages like a twin choke carb and that this arrangement enhanced efficient carburation at lower

speeds. I am hoping to learn more about this bike and the date that the Y branch manifold was

made, as if it was before 1972, then the Y branch manifolds made by my good friend Eddie

Shermer would be eligible for vintage racing as “replica’s of a modification with a confirmed

date.

The book of line drawings of various Scott models and specials can be obtained directly from

the artist for the bargain price of £10 including post and packing (£12 for all non UK

destinations) BUT - members of the Scott Owners Club can get it at a “special” price by reading

the December 2006 Yowl. Even at the non SOC member price it’s a bargain…

Cliff Bowman

4 Field Close

West Haddon

Northampton NN6 7AB

UK

Non UK residents, can buy this book from Moss Engineering at Moss Engineering’s cost price

for £12 and pay by pay pal (Ed. Many thanks Roger, you have my order, cannot wait!!!)


A technical case study

Waterdome troubles Erik van Dongen

[email protected] You might think: "What's to write about the waterdome?" Well, more than you might think!

During disassembly of my engine I noticed that the waterdome which was fitted on my

cylinderblock was not flush with the wall's of the cylinder. The dome seemed to be a few

millimetres to large all around the edges. As I did have a spare one that had a much better fit I

decided on simply swapping them. Simply...

The old dome had no intention of coming loose easy. One ferrule nut (that's the nut that is

screwed around the threaded part where the sparkplug sits in ) came off pretty easy. The other

one however had to be surgically removed with the use of my Dremel...

After lifting the head I faced a mess I had not expected! The inside of the cylinder water cover

and the inside of the waterdome were really

gross. The picture I took might not be as sharp

as I would have wanted but the general idea is

clearly showing. Bleehh!

After cleaning everything up I noticed that on

the replacement dome one of the recesses in

which the ferrule nut sits was cracked around

the edges. Obviously the waterdome had once

been over-tightened.

Nevertheless I thought the crack wasn't so severe that I could not

use the dome so I installed it on the cylinder using new 2 mm cork

gaskets in combination with some silicon sealant. On the lathe I

made a new ferrule nut and started tightening them. By the way, I

first made a special tool for fitting the nuts without ruining them.



The uncracked side went well but on the cracked side I just could keep on turning and turning

the nut... As you might have guessed the cracks had gone through completely and this left me

with a practically useless waterdome!

I'm afraid I did not take a picture of the actual head but

in this picture of the old head I shaded the part in red

that was broken out. And the sealant had already

hardened out so I could not even get the dome of

easily without scratching the freshly painted

cylinderblock! Quite depressed I sat down at my laptop

to write an email to the SOC spares scheme to order a

new waterdome.

But then I thought: "Why did you start working on pre-war bikes in the first place?... because I

like being challenged and making parts myself!" So of to the workshop once again.

I came up with a solution that seems to work

OK and looks nice too! This is what I did:

As the hole I was left with in the waterdome

did have a slightly tapered shape I thought I

could make a kind of recessed washer that

would grab the waterdome at a higher point

and thus making it possible to secure it to

the cylinderblock using the original ferrule

nuts. On the lathe I made such a washer

from a piece of aluminium and to my

surprise it worked fine! And to be honest, it

does not even look so bad too.

To give the dome a nice symmetrical look I

made a dummy one for the other side.

Again, I did not take any pictures, just being

http://www.flyingsquirrel.nl/picture_pages/pic_waterdome_2.htm

http://scottownersclub.org/spares/


to busy I guess. To illustrate my story I've made a drawing that shows both the original and the

new fixing with the washer I made.

As this seems to be a common Scott problem I hope

this might help other owners! After putting the bike

together the waterdome does not even sweat. My

solution seems to work fine!

Look at www.flyingsquirrel.nl to read more about the

work on my Scott!

http://www.flyingsquirrel.nl/


Interesting Find

Dear Sir - I don't know if you can help me or point me in the right direction. I have three old

motor bikes unfortunately not a Scott however. I have come across in a barn loft an old bicycle

or maybe auto cycle, normally this would not interest me. However the machine has two chains

driving it ,one from the pedals and one from the engine. The name Scott is clearly cast in the

engine housing and has a number stamped on it also J2340. I know that many motor bike

manufactures started out making bicycles but when I read the history of Scott's there is no

mention of bicycles. The machine is in a very poor state and the paintwork has gone so any

name or markings have gone with it. Could you suggest were I should look next to find the

origins of this machine?

Reply from Roger Moss - A company called Cyc Auto made an auto cycle from 1931. It was a

strengthened bicycle with special frame to allow the engine to be mounted in front of the frame

front down tube. It was fitted with their own engine. In 1938, this company was in financial

difficulties and the Scott motorcycle company purchased Cyc Auto. Scott’s designed and built

their own 98cc single speed engine for the Deluxe models and the economy version had a

Villiers unit

This model was called a Scott Cyc Auto model MAJ (Motor Assisted Juniors) I have never seen

one, only photos in books, so it is quite rare although only in recent years has there been an

interest in preserving older Auto Cycles.

As you describe, two chains, engine mounted as previously described. You can identify it as it

has a horizontal strengthening tube running from just above the rear of the cylinder head to join

the tube running from the bottom pedal bracket to the seat. Engine drive is taken via a worm

drive to a chain on the left to the rear wheel. A rear carrier is fitted with a petrol tank mounted

behind the seat. A simple rear stand is fitted.

A photo is included in Jeff Clews book "The Scott Motorcycle" with a brief description that I have

quoted from here. I am sure that there would be photos and descriptions also in one of the three

"Scott Selection" books available from the VMCC.


Motorcycling Lifestyle www.scotttechnicalities.com.au

TF – Tales

Beauty in the eyes of the beholder

The story of two 1980 Suzuki TF125’s that came into my life…

All bikes are beautiful, just give me anything with two wheels an engine a tank of fuel and I’ll be

happy. The TF a much chagrined agricultural single cylinder two stroke of the early 1980’s

(probably rightfully so) didn’t have a lot going for them.

But two have come into my life recently and here is the story of TF one and TF two.

TF125 No.1

December 2003 and can you believe it, someone dumped a motorbike in our street. Our street

of all streets and looking back at the carbie problems they had, it’s no wonder it was dumped,

what a dog!


For those who know me however I only saw the beauty of two wheels an engine and a fuel tank

even with its stale fuel. Promptly pushing it home, contacting Moorabbin Police followed up with

an advertisement in the “found” section of our local paper, a sign on the gate, word of mouth

and a Vic Roads check all ensured it was indeed dumped – Oh what joy.

Well after capitalising around $30 and after a few attempts at the carbie the bike whilst still a

dog is more than rideable and lives down at the farm. It still gives great pleasure each time I

take her out for a spin.

TF125 No. 2

August 2006 this TF was a flutter on EBay bought for just $107 dollars, again not going. After

capitalising a similar $30 and resoldering a few wires she roared into life. It doesn’t stop there,

the guy also sold me an IT175 frame and an IT175 rolling chassis all for the princely sum of

$140 delivered to my door.

The frame was on sold on EBay for $20 and the rolling

chassis a gift to a mate for his 40th – to be converted into

another “rocker-bike” by mounting on car coil springs

cemented into the ground.

This is another story in its self, but to answer your

questions with this picture of the kiddie attraction

cemented into our backyard. Am I consumed by

motorcycling? You’re my friends you’ll tell me wont you,

wont you?

Back to the TF, after a tidy up the pastor at my local

playgroup had mentioned how his son would like a bike

and that they were moving to Kyabram (rural Victoria). Got me thinking and I offered it to them

as a gift (again for those that know me, bikes have a special place in my heart – this was like

giving up an index finger) I well remember what a 13 year boy thinks of motorbikes and even


this ugly duckling would be seen as an item of beauty (all in the beholder remember). Well the

pastor informed me that when the bike arrived his son was wrapped, so much so that he sat on

it all afternoon ringing his mates who too came round and sat on it.

So there you have it the story of 2 * TF125’s, all bikes are beautiful remember that.

[email protected]


Scott’s in competition.

From: Pavel Simek [email protected]

I am sending several photos from 2006 season. Scott motorcycle will win the Czech Oldie Cup

2006 (I hope).

001 – Scott Flying Squirrel, 1930, author of picture: Pavel Simek

002 – Scott Flying Squirrel, 1930, author of picture: Pavel Simek



003 – Race in Horice (Czech TT) CZE, racer Pavel Simek, 1st place, author of picture: ProFoto

Opava, http://www.profotostudio.cz



http://www.profotostudio.cz/





006 – Race in Dvur Kralove CZE, racer Pavel Simek, 6th place, author of picture: ProFoto





007 – Race in Branna CZE, racer Pavel Simek, 1st place, author of picture: ProFoto Opava,

http://www.profotostudio.cz

008 – Race in Branna CZE, racer Pavel Simek, 1st place, author of picture: ProFoto Opava,

http://www.profotostudio.cz

I have got no picture from race in Nove Mesto nad Vahom (SK). It was cloudy and rainy. The

Scott has got 4th place.

Thank you.

Best Regards

Pavel Simek

The Czech Republic




Moss “Racing”…

Paul rode at Mallory, Oulton and Cadwell and if he finished he won about 90% and was

second in 10% I rode at Lydden, crashed and broke my shoulder. It’s a good job that I am

better as an engineer than a rider. When I crashed it was a little painful as I broke shoulder

blade, collar bone and a few ribs, but this pain was nothing compared with the tongue

lashing I got from Marina when Richard delivered me home in damaged condition. I learned

that the Russian language has a rich seam of invective especially reserved for elderly men

who race and crash motorbikes. I must confess that when I looked in a mirror and saw that

my right shoulder was much lower than my left then I realised that I had no defence and

must endure my punishment like a man. The right shoulder had been damaged in the mid

1970’s when I crashed my Ducati and as a result of that, I only had about 30% movement

available. I am now having physiotherapy and have now progressed to be able to work all

my machines, but I would like to make some advance from that.

I could manage to get my arm to the horizontal position and have been working to get it

higher. I went into our cottage kitchen recently where Marina was cooking and raised my

right arm to about 110 degrees that is above horizontal, so as to demonstrate the

improvement. “What are you doing” she asked, as she had obviously not understood what I

was demonstrating. I am practicing to be a fascist I said, but I cannot quality yet!

The racer is getting a bit tired, so I am stripping it to tidy it up and do some updates. It was

built in this guise in 1977 and has had very little attention since then. It was a hobby project

and cosmetics were not important.

Tank. Repair damage and shorten by about three inches. Frame. Move saddle mounting

forward to move weight forward to improve handling. Make new mountings to allow fitment

of alloy footrest mounting plates with option of footrest positions. With the present

arrangement, if you crash, there is a danger of twisting the frame tubes.

Forks. Rebush. Front brake. Remove tyre and tube, unspoke wheel, true up rim, respoke

evenly, reskim drums, skim up brake linings and rebuild. Just a plea here. The old asbestos

bearing green AM4 linings were better than the current alternatives. If anyone has a secret

cache of 7” AM4 linings, I would love to buy some! Engine. Complete strip, polish cases,


barrel, make new head and polish, renew all bearings and total rebuild. Back in the 1970’s I

had patterns for high compression heads and deep transfer ports but loaned them to George

Silk and he had the castings made from them. Unfortunately the grade of aluminium was not

so strong and my head has been welded up where it has cracked. The patterns were

returned and I now have high compression head castings in LM25TF.

Exhaust. I will have a new exhaust system made. There is no doubt that to obtain the best

power output, then twin pipes would be good, but in racing the objective is to get to the flag

first and if you have to sacrifice ground clearance to fit twin pipes, then perhaps it is better to

keep with a Siamese system.

Scott four speed replica gearbox. This works well and we intend to build up our spare set

of components to make a box for Richards racer next year. We have loaned our

manufacturing drawings and all components to Colin Heath to assist him in rebuilding an

original Scott four speed gearbox, but to incorporate some of the modifications I developed

to make it operate more successfully. Clutch. I will change the worn clutch drum with a

better item with continuous bonded friction elements from my friend Ian Pearce and fit a new

set of plates.

I am aiming to have a bike that handles better, looks better, goes better and is a credit to

Scott’s, especially as it has often featured in popular magazines and this can help to interest

folks in Scott’s. If anyone is interested in doing some competition, we are happy to help with

any information or other support.

The extent of our racing in 2007 depends as usual on what we can afford and we want to

thank most sincerely, those who have helped us in 2006. As regards riders, then Paul

Dobbs will ride when he is available, but his other commitments become more numerous.

We have had discussions with Mike Powell who is a truly talented Bantam racer. Mike is

happy to ride whenever there is an opportunity. Another rider who would like to sample the

bike is Bill Swallow, whose father Ken Swallow was a Scott agent for years. Bill is a great

rider and character and you will understand that I would like to have the bike in tip top

condition for such riders. I also intend to fulfil a lifetime ambition to have father and son on

the track both on Scott’s. At very least I will ride at the Beezumph and any other convenient

opportunity.


We were happy to supply a new replica competition engine to Frank Feuerbeth in 2006 for

use in vintage racing.

Frank is a lecturer in the subject of Medieval History from Germany and we are very pleased

to know that there will be another prominent Scott in the public eye. We hope Frank gets

great pleasure from his Scott for many years. The engine was matched to a three speed

gearbox rebuilt by Eddie Shermer with special ratios for racing and needle roller high gear

bearing and our clutch release mechanism.


Supplier list ******New***** If you want good expert information about carburettor contact Don Payne Hitchcocks M/cs Amal Specialists Rosmary Cott, Oldham Lane West Chadwick End, Solihull W Mids B93 0DL UK Tel 01564 783 192 [email protected] Fax 01564 783313 www.hitchcocksmotorcycles.com AMAL Spares Stockists If you have problems that the special Scott carburettor body is worn, Jon Hodges could make a new body [email protected] If you want a more modern replacement, then we can supply an adaptor to fit the Scott crankcase and a Mark 1 Amal concentric carburettor. (Moss Engineering) ******************************************************************************************************************************* Traditional "Biscuit tin" type petrol tanks. The last three that will be available Traditional separate oil tanks, Tool boxes Colin Morris The Conifers, Noke Lane, St Albans Herts AL2 3NX UK Tel 01923 671 441 Sorry no email connection ************************************************************************************************************* Elk Engineering. Contact Jake Robbins. Tel 01424 445460. Mobile 07986 254144. Email [email protected] I've had two pairs of Webb forks repaired/restored by Jake and he does a great job. He will straighten or retube (even taper tubes) and supply spindles, bushes and most other parts. *********************************************************************************************************************************** Magnetos New Self generating electronic. Vintage appearance BT-H Magnetos Ltd Leicestershire UK www.bt-h.biz/index2.htm Magnetos, BTH and Lucas rebuilt for over 40 years Fred Cooper Tel UK (0) 1732 822030 Special ignition systems Rex Caunt Racing www.rexcauntracing.com/ Spark Plugs NGK Co We use NGK spark plugs in our racer with complete confidence. Check out this website for info


http://www.hitchcocksmotorcycles.com/



http://www.bt-h.biz/index2.htm

http://www.rexcauntracing.com/


www.ngksparkplugs.com/techinfo/spark_plugs/techtips.asp?nav=31000&country=US And this one for the UK www.ngkntk.co.uk/ Rev Counters Electronic. “Scitsu” Pick up from HT lead. Vintage in appearance, works with mags. Dawson Harmsworth Ltd. PO Box 3606 Sheffield S6 2YZ Tel UK 0114 233 7460 Scott big end roller plates Laurie Erwood (SOC member) [email protected] Tyres, oil, all types of accessories Ken Inwood. Hersham Racing Service 173 Hersham Road, Hersham Nr Walton on Thames Surrey Tel UK 01932 229 547 Amal Spares plus Classic British Bike Spares Hitchcocks Motorcycles www.hitchcocksmotorcycles.com Scott Radiators New and repair John Hodges Darrad Radiators [email protected] Dynomometer setting up and tuning Dave Holmes Operating a dyno is not enough. For good setting up you need a water brake dyno and a really skilled engine specialist who can interpret the readings. Absolutely the best way to set up any engine. Coventry UK [email protected] Control Cables T Johnson (Cables) G.B. [email protected] Hard Chrome plating including bores Michrome Electro Plating Coventry UK www.michrome.co.uk Engineering Patterns for quality replacement castings. Melton Mowbray UK Tony Pacey ( Tony has made my patterns for 35 years – says it all!) [email protected] Brake Linings, Clutch linings, British bike spares. Supreme Motorcycles Earl Shilton UK www.suprememotorcycles.co.uk/about.htm Authentication of Scott Motorcycles by SOC Registrar. Send details and photo by post with SAE John Underhill 74 Greengate Lane, Birstall, Leicester. LE4 3DL UK Aluminium Castings. Top quality floor moulding in high strength aluminium. Heads, barrels, cases etc. Accrite Aluminium Ltd. Unit 10, South Leicester Ind Est Beverage Lane, Ellistown, Leicester LE67 1EU Tel UK 01530 263 038

http://www.ngksparkplugs.com/techinfo/spark_plugs/techtips.asp?nav=31000&country=US

http://www.ngkntk.co.uk/


http://www.hitchcocksmotorcycles.com/




http://www.michrome.co.uk/


http://www.suprememotorcycles.co.uk/about.htm


Iron Castings including Malleable iron brake drums etc www.castmetalsfederation.com/home.asp Metalcast (Bilston) Ltd 93 Wolverhampton Street Bilston WV14 0LU -UK Piston Rings Made to order Phil Daintree 22 Hawkstone Road Whitefield, Manchester N45 7PJ - UK Tel UK 0161 766 4487 Engraving Leicester UK (engraves degree graduations on our flywheels and crank screws) Robinson Engraving 15 Ruskin Avenue, Syston, Leics, LE7 2BY – UK Tel UK 0116 260 5998 Scott Owners Club Spares Scheme (Please note the SOC Spares Scheme can only sell to SOC members) www.scottownersclub.org/spares/ Scott Engine and transmission rebuilding Specialist in 2 speed gears Ken Lack 5 Norton Lees Square Sheffield S8 8SP - UK Tel UK 0114 281 1250 Scott Engine and Transmission rebuilding Tim Sharp 14 Hazel Beck, Cottingley Bridge, Bingley, Yorks. BD16 1LZ - UK Tel UK 01274 567 528 Scott Engine and Transmission rebuilding Sam Pearce Motorcycles www.sampearce-scott.co.uk Scott Engine and Transmission rebuilding, New sports engines etc. Any challenging engineering project. Scott technical information on website Moss Engineering www.mossengineering.co.uk Aluminium Castings (not high strength alloys) Covers, guards etc often from existing pattern without new pattern by skilled 3 man foundry. Used by Ken Lack and myself for years. Victoria Street Foundry Ltd. Syston Leics LE7 8LF UK Tel UK 0116 260 8100 Hydraulic bike lifts in all sizes Amoir web http://www.freewebs.com/amoir_1/ Tel UK (0)7714 273247 email [email protected] Contact Amy Holder. Please note that Amy is the granddaughter of Matt Holder who rescued the Scott name and produced the Birmingham Scott’s. Your Scott should be cared for on a lift from those who help us

https://www.castmetalsfederation.com/home.asp

http://scottownersclub.org/spares/

http://www.sampearce-scott.co.uk/

http://www.mossengineering.co.uk/

http://www.freewebs.com/amoir_1/



Rubber saddles John Budgen Motorcycles Toddington UK PH/FAX: 011 44 1242 621495 Rubber / Dunlop Drilastic type saddles Can you check if we have the following listed also Oil seals and O rings Rhondama Ltd 5-6 Windmill Rd. Ind Est. Loughborough Leics LE11 1RA - UK [email protected] Technicalities – Bill Jamieson’s compilation of technical articles www.scotttechnicalities.com.au High quality black and white photocopy sets of manufacturer's original literature www.brucemain-smith.com Terry Doyle Kick start springs-$20, Stainless dog bone dampers engraved-$80 set, Ribbed brake drums ala TT Rep or plain $300, Sprockets dished $300. Looking for 1920 Motor can swap other bits let me know your needs. Terry Doyle, Melbourne Australia [email protected]

Wanted

Ted Heuerman needs a 3 speed clutch basket / drum or complete clutch for his 1947 Scott.

Ted is not on the internet so I put this plea in for him. If you can help please send info to us and

we will pass it on.

Pete Gagan, President of the AMCA in USA, is in need of a useable 600 short stroke non

detachable head barrel. If one is available as a set with pistons, then this is OK, otherwise we

have short stroke pistons.

Please note! If you can help a fellow member, please advise us at Moss Engineering, then we

pass the price on without applying a percentage mark up.


http://www.scotttechnicalities.com.au/



Disclaimer

The content in this newsletter is offered as being correct in as far as we, the publishers, are able

to verify.

We can not be held responsible for any loss or damage incurred whilst carrying out suggested

procedures or using recommended suppliers. In fact one editor Steven Enticott is an

accountant, what technical knowledge would he posses of any value. The other editor lives in

England has a heap of debt, defunct machinery and well noted for his erratic and eccentric

behaviour (many attest to it), no judge would call him sane – Sue us? No your lawyer could not

find enough for the fees as we both spend all our money on motorcycling and on brokers

“margin calls”

Seriously, we do our best to help freely, you should strongly consider anything we say, feel free

to test carefully anything we offer and always get a second opinion…

I think we have said enough, you get the gist… Try suing us now!

The Final Word’s...

Is this what Christmas has come too?

Please accept with no obligation, implied or implicit best wishes for an environmentally

conscious, socially responsible, low stress, non-addictive, gender neutral, celebration of the

winter/summer solstice holiday(tm), practiced within the most enjoyable traditions of the

religious persuasion of your choice, or secular practices of your choice, with respect for the

religious/secular persuasions and/or traditions of others, or their choice not to practice religious

or secular traditions at all . . . and a fiscally successful, personally fulfilling, and medically

uncomplicated recognition of the onset of the generally accepted calendar year 2007, but not

without due respect for the calendars of choice of other cultures whose contributions to society


have helped make this world great, (not to imply that this world is necessarily greater than any

other world or is the only "world" in the universe), and without regard to the race, creed, colour,

age, physical ability, religious faith, choice of computer platform, or sexual orientation of the

wishee.

By accepting this greeting, you are accepting these terms:

This greeting is subject to clarification or withdrawal. It is not transferable. It implies no promise

by the wisher to actually implement any of the wishes for her/himself or others, is void where

prohibited by law, and is revocable at the sole discretion of the wisher. This wish is warranted to

perform as expected within the usual application of good tidings for a period of one year, or until

the issuance of a subsequent holiday greeting, whichever comes first, and warranty is limited to

replacement of this wish or issuance of a new wish at the sole discretion of the wisher.

Now for the real Christmas Message from the editors…

Seriously, during 2006, we have been delighted to receive enquiries from people who were

interested in having a vintage / classic bike and needed information to dispel any fears about

buying a Scott. The open availability of information on the sites of Steve Enticott’s

“Technicalities” The SOC message board, Erik Van Dongen’s site and Moss Engineering, has

convinced almost all who enquired to go ahead and buy a Scott.

Once the commitment was made, they joined the Scott Owners Club. Although we here act

independently of the Scott Owners Club, we are not in competition to it. Our aims are the same,

to attract new owners.

When first taught Biology at School, the master drew attention to the requirements of any living

creature. The first and prime of these was that it should replicate itself. Obvious really. If not in

one generation the species would cease to exist. When I see cosy gatherings of long time

friends who are looking inwards rather than reaching outwards to their possible replacement

owners, I feel sad. It is like watching a species giving up on life! We of the internet age are


doing our best to make the true pleasures of Scott ownership known to a wider audience. If

anyone feels like having his own website, or contributing their experiences to inspire others,

then please help spread the word. There is no such thing as standing still. You either go

forward or backwards. We must not let the Scott scene become moribund. Every one has the

duty to be a living advertisement for the zest of Scott ownership.

Remember, you are never alone with a Scott! Just stop anywhere and watch the folks come

and gaze at this fascinating machine. It attracts like no other make, so when they come,

remember your sales pitch!

MERRY CHRISTMAS From: Steven Enticott and Roger Moss

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