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Essex Advanced Motorcyclist Group

August 2018

Welcome to TUG Dear Members, For various reasons I have not been taking advantage of the fine weather for runs, something which I shall undoubtedly regret once normal British weather resumes. My current great ambition is, however, to have five minutes alone with an iron bar (a baseball bat would not do justice to my feelings) and the guy from KTM who thought that a rubber sealing band was an adequate way of allowing tubeless tyres to be used on a spoked wheel! This edition of TUG has been prepared in the gaps between multiple re-runs of this fantasy. Final copy date for the October issue is 21st September 2018 and I am, as usual, desperately short of material. Any and all submissions gratefully received, particularly short ones to ‘fill in the gaps’. Chris

Editor (TUG@eamg.org.uk)

Chairman’s Piece


Test Passes


Membership Info


Observer Coordinator


New Members


BSA Gold Star


Membership Form


Dates for the Diary


Picture Gallery




Motorbike Jokes


Phil ‘Dipsy’ Jones


Events Report


Observer Profile


Further Training


What’s happening next?

Log into www.eamg.org.uk, then

Runs and Rides Forum

And follow us on Twitter and Facebook.

Essex Advanced Motorcyclist Group Promoting Excellence in Motorcycling Since 1982

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CHAIRMAN’S PIECE August 2018 .

Wow, hasn’t July been a hot month, almost too hot to be out on the bike. Thankfully I invested some summer gear last year and it has proved well worthwhile.

I hope our newly weds enjoyed the sunshine. I’m sure you will all want to congratulate Doug & Maz and Nigel & Laura and wish them many happy and healthy years together. In June we held the first slow riding day of the year, it was well attended and if you didn’t make it do your best to get to the September one. We all admit we don’t practise our emergency braking enough. It’s a skill that could save your skin so please take time to practise next time you’re out. The stand was out for the Maldon motor show and contact details for 17 potential members where colwww.eamg.org.uk

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lected. We collect details on a double size business card, with half being retained by the potential member for reference. We then offer them a free trial membership for 2 months to learn about the club before they join. If any of you get chatting to a biker you think may want to join please extend the trial offer to them. It was lovely to see so many of you at the BBQ, if anyone has any ideas for a social event around Christmas let me know and we can see what we can do.

Essex Advanced Motorcyclist Group Promoting Excellence in Motorcycling Since 1982

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EAMG Senior Observer Phil Jones 25th May 2018 :Senior Observer retest: Assessor: Richard Parker

Stephen Green

Phil Jones

14-18 May 2018 RoSPA Diploma

14-18 May 2018 RoSPA Diploma

Examiner: Ian Burchell Examiner: Dave Stewart

Examiner: Ian Burchell Examiner: Dave Stewart

Craig Carter

Steve Marks

19th July2018 RoSPA Silver

9th June 2018 RoSPA Bronze

Observer: Geoff Preston Examiner: Mick Jones

Observer Geoff Preston Examiner: Mark Anderson




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T: 0844 888 0999 F: 0844 888 4190

www.ridemaster.co.uk “If you have a crash and it wasn’t your fault we can manage your claim free of charge. That means we will represent you and communicate with your insurance company, the at -fault insurance company, your repairer and, most importantly, YOU to resolve liability in your favour and manage your claim until your bike is back with you, fully repaired. In the unfortunate event that a bike is damaged, bikers may not be aware that once their insurer is notified, the insurer will arrange for their approved repairer to collect their bike. This may not be ideal for a number of reasons, that’s why Ridemaster will work with your chosen local repairer where they know you and know your bikes’ history. Call Ridemaster first and we’ll take the pain out of a bad day.”

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Membership Information Dear Members & Prospective Members, The membership form is on the website or page 22 if you wish to join or if you are renewing.

Also please remember to spread the word about EAMG, recommendation is such a valuable tool and current members are always the best advocates for what a good group this is.

Membership Fees for 2018 

New Associate Members

...£55.00 (Includes AGT Training)

Associate Member Renewal

...£40.00 (Includes AGT Training)

Full Member Renewal


Social Member


Full Member Training

(For more information on Full Member Training see page 42)
















Essex Advanced Motorcyclist Group Promoting Excellence in Motorcycling Since 1982

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OBSERVER COORDINATOR John Tullett Editor: Sorry about mixing up your formatting, John, but importing tables successfully from Word to Publisher is hovering just over the top of my current pay grade. Observer Coordinator This may well be my last Observer Coordinator column as, by the time you are reading this, Jaques de Klerk should have taken over this role. It has been a privilege and pleasure to be Observer Coordinator for the last 6 years but it is time for me to move on. My plan is to get out and ride my bikes more. I might even manage to cross some of the longoutstanding jobs off my never-ending DIY 'to do' list before I get too old to care (it is a bit embarrassing to see how many things are still there from when I retired 15 years ago)!

Slow Riding Day We had a very successful Slow Riding Day on 3rd June, with 16 individuals signing up for the training. Due to unexpectedly high temperatures we ended up running out of water very quickly, despite me loading up the VFR with as many bottles as I could carry. Graham Simpkins kindly volunteered to visit the local supermarket to replenish supplies. Thanks to all Observers who supported the event including: Mick, Alan, Colin, Eddy, Jaques, Phil, Andy & Chris. Also thanks to Graham Simpkins for arranging EAMG's booking of the test track facility. Ten riders competed in the Slowest Rider Race, over three heats. The 4 slowest non-observers progressed to the final and Ian Brady deservedly won the much coveted snail t-shirt with the 2 slowest times - 43 seconds in his heat followed by 39.32 seconds in the final. The new hut at the test track proved to be extremely popular, given how much hotter it was on track, particularly after someone discovered the air conditioning!

Our next slow riding day is booked for Sunday, 16th September - so please remember to pencil this date in to your diaries.


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Training Team Overview In view of recent changes I thought it might be helpful for me to clarify who is who within the Training Team, as at the end of July 2018. I have also included several FAQs to try and assist members in working out the most relevant member of the Training Team to contact, should the need arise!



Primary Responsibilities

Trainee Observer (TO)

Neil Bullock, Colin Digby & Andy Parnham

Undergoing Observer training with a Senior Observer or Senior Observer Assessor.

Observer (O)

Eddy Brazier, Alan Burke, Michel Couque, Jaques de Klerk, Andy Hems, Geoff Preston, Paul Reynolds & Jill Winn

To observe Associates and Full members signed up for Further Training (FTFM) both on a 1-to-1 basis and at Associate Group Training days (AGTs).

Senior Observer (SO)

Graham Cooper, Same as Observer plus training of Trainee Simon Enticknap, Observers. Mick Hewitt & Phil Jones

Senior Observer As- Richard Parker, sessor (SOA) Chris Reed, John Tipper & John Tullett

Same as Senior Observers plus the assessment and reassessment of Training Team members.

Observer Coordinator

Allocation of Associates and Full members to Observers for 1-to-1 training.

Jaques de Klerk

Essex Advanced Motorcyclist Group Promoting Excellence in Motorcycling Since 1982

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1. Who do I contact if I have Jaques de Klerk in his role as Observer Coordinaa general query relating to tor. training?

2. How do I book to attend a Full Member Training (FMT) day?

FMTs are organised by John Tipper and individuals wishing to attend should contact John directly (details of how to do this appear elsewhere in TUG). Please give as much notice as possible when booking.

3. How do I sign up for Fur- Full members wishing to participate in 1-to-1 obther Training for Full Mem- served rides should notify Paula Hockey, EAMG's bers (FTFM)? Membership Secretary and pay their additional

ÂŁ20 fee. Allocations will be handled by Jaques as Observer Coordinator.

4. How do I register my interest in giving something back to the Group by becoming an Observer?

Full members wishing to be considered for Observer training should speak to one of the SOAs, who will provide further details of what is involved.

Associate Group Training (AGT) The June and July AGTs were very well attended, which was very pleasing to see after the relatively low turnout in May. On both dates 11 individuals signed up for observed rides (9 Associates, 1 Guest and 1 Full Member signed up for FTFM in June and 10 Associates & 1 Guest in July). Usually at AGTs you will not be allocated to your 1-to-1 Observer, which provides you with a valuable opportunity to get a second opinion on your riding (particularly useful when you are preparing for a test, as the Examiner will almost certainly adopt different following positions to your Observer) over different roads. What did the Romans ever do for us? Anyone who has seen the Life of Brian may well recall Reg, of the People's Front of Judea, questioning what the Romans had ever done for them, only to elicit responses that included: the aqueduct; sanitation; roads; irrigation; medicine; education; etc., etc.


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Well, moving forward a couple of millennia, I imagine that some IAM & RoSPA members may have questioned just what these organisations do for them, in addition to the obvious opportunity to take an advanced motorcycle and/or car test? I was recently taking a look at the IAM member benefits page and was shocked to see something that could actually be very beneficial - if you happen to be in the market for a new BMW. You just fill in a form with your details and the bike you are interested in, which is sent to two Motorrad dealers (Chandlers and Park Lane) and then one of the dealers will get back in touch with you. Offers will vary periodically but in July 2018, for example, a S1000 XR Sport SE that would have cost £15,341 was quoted at £14,257 - representing a £1,084 saving. This would cover quite a few years of membership fees, even at the IAM's rates!

It seems that RoSPA are also waking up to the fact that their members would welcome some benefits and they are due to announce more details relating to their benefits platform soon. This might help to soften the blow of their annual membership fee increasing to £40 in September and the initial bike test fee going up to £73 (or £68 if you are under 26). ---ooo0ooo--Should any members have any training related queries then please e-mail training@eamg.org.uk or send a PM to the most relevant member of the Training Team via the Message Board on EAMG's online forum.

Essex Advanced Motorcyclist Group Promoting Excellence in Motorcycling Since 1982

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New Members

Full Members: Ian Peacock Gerry Rafferty

Harry Brien Ken Potticary

Associate Member: Monica Soria Gomez

The editor has viewing access to the membership database and hopes he has not missed too many people this time., or got their names too badly wrong

We wish you all heartily welcome to the Group, and hope that you can take full advantage of the wide range of training and social events which we offer, We all aim to be, not just better riders, but happy better riders!


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Essex Advanced Motorcyclist Group Promoting Excellence in Motorcycling Since 1982

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Ex Manager of Godfreys Ltd, BSA East London Main Dealer Specialists Part 2 (continued from June TUG) One of the oddities of Gold Star`s was that the 350 was only a fraction slower than the 500, in all the development stages, all the technologies were applied to the ZB32 and were only, when it appeared 18 months later, applied to the ZB34. The B34 was not the test bed. However, the ZB series did have a problem, maximum revs were 6,600, but when fitted with either the Scambles set of cams or the Road Racing set, should a gear be missed or the engine over revved, there was the very distinct possiblity that the heads of the valves would touch, causing the head of one to break off causing serious damage. The correction for this was made with the introduction of the BB series late 1952. As I mentioned before, Valve Guides and Spring Seats were constantly being changed to eradicate this problem At this time, with the BB series, there was a very distinct change in the engines from the standard B31 and B33., apart from the fact the G.S.`s were alloy top half and the standard B range were cast Iron. The Rocker boxes were separated from the Cylinder heads, The valve angles were changed from 37 to 33 degrees for both, Valves diameters were increased and the ports opened up. This change allowed the revs to increase to around the 7,000 mark with reasonable safety. The BB also saw the change from Plunger suspension to swinging arm and a duplex frame, long overdue. By the time the CB series was introduced in 1953 there were some more radical changes again. Massive engine finning, shorter Con Rod, with an oval Flywheel to accomodate the lower piston setting at BDC, creating a slower piston speed. Valve adjustment was obtained by an eccentric Rocker Spindle to reduce the reciprocating weight of the rockers. Crankpin material was changed to EN36 and Nimonic 80 Exhaust Valves were fitted. This increased the power considerably. Clip-on Bars were fitted as standard. For 1955 DBD`s, due to the regulations set down by the ACU for Clubman`s TT machines Lighting had to be a standard fitment, so the Racing BTH and Lucas Magneto was replaced by a standard Lucas Magdyno, as the standard “B & M” Range were already equipped. The `A` type Gearbox, which was operated by Cam plate instead of the shaft, with cosmetic changes. Practically all the necessary combinations of Compression Ratios, later variations had a compressed foil cylinder head gasket instead of the copper and asbestos of the ZB series. This facilitated a much closer seal by the adjustment of the fit through the removal of foil layers, This adjustment was very complicated to do properly requiring a high degree of skill, quite a rare commodity at that time. Cam combinations, Exhaust lengths, Ignition Timing etc etc, had been arrived at, Most other items were still the ancilliary parts from the ZB`s. For models other than the


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Essex Advanced Motorcyclist Group Promoting Excellence in Motorcycling Since 1982

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Clubman’s version, carburetion was still open to many and various types of Amal depending upon the requirement. The combination of Cylinder Head porting (by late 1949 there was a series of options available from the works by special order), Piston selection, Carburettor, Exhaust Pipe Length, Ignition Timing, Cam Selection, Gear Box Cluster either Standard, Scrambles or Road Racing, Gearbox Sprocket 16 Tooth or 19 Tooth, Engine Sprocket 16 to 24 Tooth. All these things were down to the owner and his expertise in the selection and purpose for which he wished to use the machine. The availability of most things was at time difficult. Materials were still very short even in the mid 1950`s. Rev Counters were standard on the Gold Stars but not the standard B32 & B34`s. The combination of Inlet and Exhaust Cams has been a problem, There were four options, 65-2420 Inlet and Exhaust standard as fitted, as standard, for ordinary road and trials use, then three special cams 65-2434 Exhaust, 65-2436 Exhaust, and 65-2438 Inlet. The 350 accepted all three, but the 500 only accepted two `36 and `38. Where the 500 is concerned the 65-2434 when fitted could be disaster. As many people have found out to their cost, when they have assumed the combination for the 350 was acceptable for the 500. Perhaps one very big disadvantage with the Gold Star that was not a disadvantage with other makes was its versatility. In the hands of a little knowledge and plenty of toolkit owner, who also had the finances to buy from the huge list of the optional parts, The writer has witnessed some terrible mixes. All of which did nothing to help the wonderful reputation the machine gained from those with the right mix. Tuning this versatile machine to a very high state of performance meant some very careful balancing of Carburetion, Compression ratio, manifold size, ignition timing, cam selection, fuel quality, internal and external gear ratios and finally the length of the Exhaust and fitments if any (megaphone and for road use the silencer). The mismatch of any of these things would make a great difference to the ultimate goal. At this point, it is useful to explain how the Gold Star, in `Clubmans` trim makes that little whistle from the exhaust that makes the model so different from anything else. It is caused by the overlap on the 65-2438 Road Racing Inlet Cam and the 65-2436 Road racing Exhaust Cam. This did not happen on other combinations. The silencer for the Gold Star, in the first place, (1939 M24 500) was fitted with a standard BSA Silencer, as was the first production of the post war G.S`s. Later in 1949, before the 500 GS was announced the 350 model was fitted with a Burgess Silencer, made especially for BSA by Burgess. This silencer was of the `straight through` type, patented by Burgess. The bulbous part of the silencer was filled with Wire Wool retained to the bulbous part by a heavily perforated central tube the same diameter as the exhaust it was fitted to. However, the clever part of the Burgess patent was a cupped plate that was welded at 45 degrees into the central tube, also heavily perforated to deflect the gases into the surrounding wire wool. This plate was also to stop the Police habit of putting their truncheon down the silencer to see if the baffles had been removed. No doubt the modern policemen has never been told about this in the PC world. Soon into the 1950`s this silencer was standard with the BSA group, Ariel, Triumph Etc.,

Essex Advanced Motorcyclist Group Promoting Excellence in Motorcycling Since 1982

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either made by Burgess themselves or by Sackville & Co under licence to Burgess. Of course there is always the exception to any rule, some clever people would remove the cupped deflector and at the end of the bulbous section of the silencer would drill the silencer body in cruciform style and insert two pieces of rod, and conceal them with a circular mounting bracket to fool those inspecting the system. Having considered the list of options that were available, What about the modes the machine was required to be in? Starting with the standard roadster touring set-up, very little difference to the standard “B” range B31 and B33, perhaps a little more power due to the polished head and valve ports and Carburettor settings, The models fitted with the Standard `M` series Gearbox were made a much easier machine to ride on the road if the internals of the gearbox were fitted with scrambles Ratios, that removed the overlarge gap between second and third that most 4 speed models had suffered from the mid 1930`s. BSA never did learn from the complaints of that gap between 1st and 2md for the road machines. but other than that, for the 1949/52 models, very little difference. The later BB, CB, And DBD did tend to have sportier set-up in the engine tune, such as Larger inlet bore heads and Carb`s, depending upon the customers specific order requirements, which was very flexible. Trials Set-up. Mostly Standard B32/B34 with either alloy top ends or Iron, However there are some standard B32 & 34 fitted with alloy top ends, dressed up as Gold Stars and sold in this mode. Should Lighting not be required, BTH Competition or Lucas `Wader` Magneto. Small inlet manifold Cylinder Head with matching small bore carb`, 16T sprockets on both engine and Gearbox. Either swept up or High level Exhause pipes. 21” front wheel 275x21 Trials Tyre, with 7” standard brake, Rear Wheel 400x19 fitted with Trials Tyre security Bolts were fitted.. Two Gallon Fuel Tank had to be specified. Chromed Mudguards, Chromed primary Chaincase. The difference in this mode between Standard `B` Competition machines and G.S. was negliable. They were mostly chosen with rigid frame to keep weight down. The greatest difference was perhaps the Fuel Tank finish. And GS following the engine number.Scrambles, Grass Track and Hill Climb mode With the constant up/down movement of the new Telescopic Forks, the older problem of Brake snatch on the front wheel became greater. It was very necessary to find a better way to control the front brake, with the introduction of the rear swinging arm suspension this also became a necessary improvement. Braking When the Gold Star was introduced in 1949 at the same time as the A10 650 Twin, “Golden Flash” Each were equipped with the heavier Front Brake. Except the Trials and


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Scrambles versions of the GS. There was also a “Things to come addition in advance of the rest of the market, as follows. 1950 saw the introduction of the heavier duty “Bowdenite” cable. Whereas with previously fitted flexible cables, when flexed the inner became shorter, this imposed a snatch on braking systems. The New “Bowdenite” was to eradicate this problem. The winding of the outer cable previously was a single square section wire with an inner sleeve of a soft plastic type material. The “Bowdenite” was of two tapered wires one with the taper in the vertical and the other upside down Like a `V` and the other V inverted. This cable had a neoprene or nylon lining. When the cable was pulled into a bend the inner radius compressed greater than in the original type, one section sliding over the other and reducing the radius, hence no change in the free length of inner cable. The original outer sheath would expand on the outside of the radius and compress on the inside of the radius, this attributed to the shortening of the inner cable! A very great innovation, but taken for granted by the riding population. “They never noticed the benefit”. A very considerable improvement totally missed by the public. Reminiscent of a passing headache!

There was a very significant difference at this level. The Gold Star B34 GS was now the preferred model for the sporting rider. The head was usually a larger bore inlet manifold than the standard, with matching carburettor, sometimes specified with a 10TT Remote Needle Amal unit. The Carburettor specification was once again a complete compromise. For a Road Racing circuit, with little change of engine speed with the engine revs` being kept within the power band, a 10TT Remote Needle Carburettor was perhaps the best choice, however, For a circuit with lots of very slow corners, requiring rapid acceleration out of them a model 29 Amal would be a better bet. Mr Ward, the MD of Amal in the early 1950`s told me the difference would only be about .05% in favour of the 10TT RN. A type Six usually had a slightly smaller set of bores to choose from and the Type 29 the larger bores. Remote Float chambers were very popular for racing. Unfortunately, so few people that fitted them realised why they were remote, thinking they were for mounting in more convenient places. I have even seen works mounts with them in the wrong place. The intention of a Remote Float Chamber was to get the fuel level directly behind and in line with the centre of the Needle in order to allow for even carburetion when the machine was heeled to left of right. Which was the reason for the redesign in the early 1950 and production of the Mono-bloc Carburettor. Compression was usually 7.75 to 1 or later models 9 to 1 to run on Petrol Benzole fuels or 12.5 to 1 for Methanole. Please bear in mind that for the first seven years of production of the GS the only Pump fuel was “Pool” the octane value ranged between the upper 80`s to the lower 90`s a hopeless fuel, set the carburettor to run on one tankful and retune it for the next. Fitted with Scrambles Cams and Scrambles medium gear ratios, these were standard third and top but higher and closer first and second gears, but still with the 16T Gearbox

Essex Advanced Motorcyclist Group Promoting Excellence in Motorcycling Since 1982

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Sprocket and the engine sprocket to suit the purpose. Competition magneto`s as trials models, usual frame spec was with rear suspension (Except Trials Spec). Wheels sizes as trials, fitted with Scrambles “Knobbly Tyres”, and always with a security Bolt. A must with both the aforementioned modes was the removal of the footrest rubber and cutting off at least 1 ½” of the footrest, the heat treating the ends and beating their ends to an upturned lip to stop the foot slipping off. Engine tuning was set for the power to come in, with the StraightThrough Exhaust, the diameter of each as set by the manufacturer but the length approx 66inches for the 350cc and 67inches for the 500cc at about 2,500 rpm. The length had to be tuned to the cam, ignition and Carburettor spec`.Very potent machines they were too. Clubmans and Road Racing Models, 1949/62. In this form the engines were very fussy and intractable, Gear Ratios were too high for anything but the purpose for which they were designed. Power was set at the upper end of the rev band, which meant clutch slipping at lower road speeds. With rearward footrests, very uncomfortable riding position. When well wound up, had a veritable sting in its tail. The `Clubman’s` model has always been the glamorous face of the Gold Star, however, for every one `Clubman’s` GS there were many more in Trials, Scrambles, Grass Track and Hill Climb trim getting support of the motorcycle club sporting enthusiast every weekend throughout the year, these machines were in a multitude of engine setting and states of tune, with many frame and fork arrangements. Due to the multi various modes into which a Gold Star could find itself the manufacturers had a very difficult task calibrating speedometers. These were not driven from the wheel, where only tyre size would have any adverse affect on readings but from the layshaft of the gearbox. There were a number of drive options 65-3402, 65-3367, 67-3175 these were only the early ones! unfortunately these were matched to the particular worm drive on the particular matching layshaft. Once G/Box sprockets were changed, the readings on the speedometer changed with them. Many reading were way above true and many were way below true. So be careful how you listen to the bar and club stories. Always bear in mind that the myths that have been developed around the Gold Star are many and various, as a Clubmans mount it was superb, it is always important to remember, Whichever way a Gold Star has been set-up all the combinations are a compromise, out and out racers did not have to compromise to the same degree!! therefore it was not in the class of the AJS 7R`s, Manx Nortons, or KTT Velocettes, which were out and out racers. These latter machines had to be started by spinning the rear wheel or push starting as there was no Kick starting. The GS was always fitted with the standard KS. There is one very important factor to consider and remember when thinking about the Gold Star. Whichever model, whichever year, The information that is about today is the information that is the final outcome of the development of the models from 1949 to 1960`s. The amendments and modifications that were endless, and the constant changes that took place on so many of the important parts. When, say, a valve guide, was ordered, one would quote the lastest modification, but when the part arrived, there would be a addendum note to “Use the number that was now supplied”. The part ordered is now old hat. This was the case all the time with the Gold Star, that is why Lovetts Ltd later to become Godfrey`s Ltd, of 418 Romford Road, Forest Gate E7, and 220, Barking Road, East Ham, E6 were the .


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leading Gold Star specialists, we kept a very close record of all the mods`. We were always up-to-date. Those records are now no longer in existence, only in the minds of very few people. Me being one of them. N.B. first year production dates often use the dates the machines were first displayed in exhibition, Dates quoted here are actual production dates. Tuning Rule of Thumb. Prime things to consider when tuning an engine for VERY High Performance is ever unlikely to change. The whole subject is controlled by elementary physics. Carburation, Matching Bores Carb` to Head, Bore sizes and jet settings. Swept volumes of bores and manifolds, inlet and exhaust. Cam choice. Compression Ratios/ Fuel choice. Exhaust capacity/Pipe diameter/length to match the correct exhaust factors. Further consideration should a Megaphone be used. Only a few of these can be included should the back pressure of a silencer be involved. There is a discourse, written by the author, on Inlet tracts and Exhaust systems for all purposes, For the interest of the technically minded the table below of Expansion rates under heat might be of interest! Material Aluminiun Bronze Cast Steel 3% Chromium Copper Copper Based Alloy Iron (Pure) Manganese Bronze Stainless Steel Approx Carbon Steel Zinc

Expansion % 13% 9% 7% 9 - to - 10% 11- to- 12% 6-to-8% 11.80% 9.60% 7-to-8% 19%

Revised April 2011 Unfortunately I do not possess a later spares list than the 1949/50, the part numbers of the 1951 list were in the process of change. Also the Spares List was changing its format to A4 and the items were in exploded layout. When BSA developed a part if the part was successful in the trials of the experimental depth they were included even mid-year. We had plenty of those to cope with Editor: Final part will be in the October TUG

Essex Advanced Motorcyclist Group Promoting Excellence in Motorcycling Since 1982

Diary 2018

All Full Member Rides will leave Sainsburys Springfield, Chelmsford, at 9.30am

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February 4th 6th 11th 18th March 4th 6th 11th 18th 25th 25th 31st April 3rd 8th 15th 29th May 1st 6th 13th 20th 20th 20th 27th June 3rd 5th 10th 16th 17th 24th July 1st 3rd 8th 15th

Richard's Full Member Ride Group Night - AGM Associate Group Training (AGT) Mick’s Associate/Member Ride Observer Peer to Peer Ride (1801) Group Night - Jim Aim (KTM Dealer) Associate Group Training (AGT) Richard's Full Member Ride Full Member Training (1801) Mick’s Associate/Member Ride Super Sausage Run (to be confirmed) Group Night (Jeremy Hill from the BMRC) Associate Group Training (AGT) Richard's Full Member Ride Mick’s Associate/Member Ride Group Night (Mick Croome, SpeedSkills) Associate Group Training (AGT) Observer Peer to Peer Ride (1802) Richard's Full Member Ride Essex Motorcycle Show, North Weald Mick’s Associate/Member Ride to Essex Motorcycle Show Full Member Training (1802)

Slow Riding Day Group Night (Andy Ibbott , ex-California Superbike School) Associate Group Training (AGT) SOA Peer to Peer Ride (1801) Mick’s Associate/Member Ride Richard's Full Member Ride Maldon Motor Show Group Night (Steven Green on accidents and the Law) Associate Group Training (AGT) Observer Peer to Peer Ride (1803) (Continued on page 29)


Building, Civil Engineering and Maintenance 

Extensions - Garages - Loft Conversions

Block paving Driveways - Patios

All Types of Roofing

Carpentry - Brickwork

Water Main and Sewer Repairs and Renewal

Fencing - Replacement Windows (uPVC, Hardwood, Aluminium)

uPVC Cladding, Fascias, Soffits

Underpinning - Landscaping

Painting and Decorating Fully Insured (But not yet Needed!)

For free no-obligation quote, phone Clint on

01621 828276 (Office) 07836 277223 (Mobile) Domestic and Commercial Work Undertaken Insurance Work also Welcome Member of The Federation of Civil Engineering Contractors Flagstaff Farm, Green Lane, Althorne, Essex, CM3 6BQ

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22nd 22nd 28th 29th

Richard's Full Member Ride Mick’s Associate/Member Ride EAMG BBQ at Longmeads House Full Member Training (1803)

August Richard's Full Member Ride Group Night (Eddie Friggins Summer Quiz Night) Associate Group Training (AGT) Audrey & John's Cotswolds Ride Mick’s Associate/Member Ride Group Night Associate Group Training (AGT) Essex Air Ambulance Run/Show Slow Riding Day Richard's Full Member Ride SOA Peer to Peer Ride (1802) Mick’s Associate/Member Ride Observer Peer to Peer Ride (1804) Copdock Show (date to be confirmed) Group Night Associate Group Training (AGT) Mick’s Associate/Member Ride Full Member Training (1804) Richard's Full Member Ride Mick’s Associate/Member Ride Group Night Associate Group Training (AGT) Richard's Full Member Ride Mick’s Associate/Member Ride Group Night (Xmas Quiz) Associate Group Training (AGT) Richard’s Full Member Ride

Diary 2018

5th 7th 12th 19th 26th September 4th 9th 9th 16th 16th 23rd 23rd 30th ?30th? October 2nd 7th 14th 21st 28th November 4th 6th 11th 18th December 2nd 4th 9th 16th

Group Nights @ 19:30, AGTs @ 9:15 am

(Continued from page 26)

Essex Advanced Motorcyclist Group Promoting Excellence in Motorcycling Since 1982

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Picture Gallery ■ Picture Gallery ■ Picture


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Gallery ■ Picture Gallery ■ Picture Gallery

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EAMG BBQ July 2018 Jill Winn The team - Suzy, Clive, Andy & Mick had been planning the annual BBQ for many months and I am grateful to say my involvement was minimal. The tickets had been available for weeks before with a last minute rush the few days before. However, the day before the event I was still trying to find a volunteer to convey the 2 BBQs from my garage to Writtle. Ian Taylor finally came to my rescue and we hid them in the grounds sending Andy a snapshot clue where we had hidden them. The Saturday started with most of us being woken by thunderstorms. The weather had been so hot and dry over the last few weeks everybody wanted rain‌but why today? Thankfully the rain passed over and the sun shone again with plenty of cloud cover to keep us cool. The wind was a challenge, so planned gazebos and umbrellas were abandoned. On my arrival I found Suzy in the kitchen chopping salad and cooking onions. Suzy and Clive had shopped for all the buns and salad bit and Andy had collected the burgers and sausages earlier in the day which Clive was now completely in charge of. Eddie made an entrance and set up his music system and treated us to a day of music spanning many decades. He responded well to the jeers when he played some of his own very old favourites and professionally faded them into something a bit more modern.

The games I had hired were laid out on the


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field, the croquet and tug of war proving the most popular. There was also boules, kwik cricket, sack race and giant jenga, to entertain the crowds. The excitement mounted as the charcoals were lit and our guests started arriving. The members mingled, and their partners and families had a chance to catch up and make new friends. There were many children enjoying the relaxed atmosphere, mainly supplied by Phil, and we even had a couple of dogs who were generally well behaved although there was some confusion over a doll…no it’s not a dog toy!

The bar was open and food and drink were flowing. I was driving and had prepared myself a non-alcoholic Pimms which looked and tasted the part. Games were played and my team came a close second in the Tug of War and I’d had first pick of the team over Andy. The raffle was drawn and as the evening grew cooler the day drew to a close. Another successful day with massive thanks going to Suzy, Clive, Andy and Mick for organizing. Thanks also to Phillip for helping with the cooking and Paula for helping with ticket sales.

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It’s events like this that make me appreciate what a great bunch of members we have and I’m looking forward to next year already!


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Motorbike Jokes

Know what the hardest part of riding a scooter is? Telling your parents you're gay. It was only when I bought a motorbike that I found out that adrenaline is brown. What's the most dangerous part of a motorcycle? The nut that connects the seat to the handlebar. I saw a guy on his motorcycle and the back of his shirt said "If you can read this the b*tch fell off." Young riders pick a destination and go... Old riders pick a direction and go. I love my motorcycle - it's great for getting to the front of queues quicker. It does always terrify the other people in the post office though. How can you tell when a Gold Wing rider is having an affair? His helmet doesn't match the passenger’s Winter is natures way of telling you to polish. What's the difference between Amy Winehouse and a moped? A moped can make it to 30. What do you call a vicar on a motorcycle? Rev. What do you call a laughing motorcycle? A Yamahahaha.

95% of all the Harleys ever made are still on the road. The other 5% made it home. Three riding buddies were sitting in a bar after a long days ride having a beer. One looks up and says to the others, "Look at those old farts over there across from us. That'll be us in ten years!" His buddy responded, "That is us you idiot, you're looking at the mirror."

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Events Report Chris Johnson Since I do not seem to do AGTs any more the first ride I attended was Mick's Associate/Member Ride on 17th June to the Robin Hood near Cambridge. It had been raining earlier and the roads were damp. Do you remember rain? It was water that dropped out of the sky and made England a green and pleasant land rather than its current parched brown state. We initially had 13 bikes on the run but one dropped out. I overheard washroom gossip involving a 'Ken' and 'filling up with diesel', but this might have nothing to do with it. If so it seems that filling with the wrong fuel is a new trend in EAMG. The temperature was pleasant (something else you might remember) and there were some sunny intervals. The latter half of the outward route was on unclassifieds which were new to me and caused heavy use of markers. I liked this. Chris Reed did not. He is so picky. At the pub I shared a '2 for ÂŁ9.99" breakfast deal with Paula. This was very good value although they made repeated attempts to up-sell us. The route back was more conventional with dry roads but no sun. We ended the run at the Channels McDonalds after 120 miles (actually 119.7) as predicted for the run. As usual Alan acted as back marker.

The following week on 24th June the Full Member ride was, in Richard's absence, led by Ian Taylor to Grafham Water. The weather was brilliant since we were now into the start of the heat wave but despite this only 8 bikes turned up. I think the World Cup matches on TV may have had an effect. Ian's route out to Grafham was ingenious and, particularly after the pit stop at Duxford, involved a lot of roads I have never ridden before. Please do not press me for precise details. The meal at the Visitors Centre was distinctly average, but the air conditioning was very

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welcome. It was also a photographic occasion. You may remember that I spent many happy years teasing Chris Reed by taking every possible opportunity to photograph him when eating.. When he became ill I felt that this was in poor taste and so promised to take no more until he was recovered.. That lunchtime he was looking so much better that I decided that a celebratory 'scoff snap' was in order. It was, of course, all in the best possible taste but I hope that his health continues to improve so that the normal disservice can be resumed as soon as possible. The roads on the return became increasingly familiar. There was a pit stop at Flint, at which point I departed to get the usual quicker route home. It was a very enjoyable day and with Phil Reader and Louise acting as very recognisable back markers, free from that uncertainty you can feel when dropped as a marker. It was also a very brisk run back on occasion and there were times when I had the throttle fully open to hold the pace, something which I very seldom do. One consequence of this was that my rear tyre, which I had thought was good for a further 600 miles, was shredded when I returned home. Cue for a trip to my favourite Catford tyre shop for a replacement before any further runs. Mary & I then went off on 'holiday' to her house in the South of France, and the next run I could attend was on 22nd July. I had a choice of two, Richard's run to Attleborough or Mick's (actually Alan's on this occasion) which was probably to Red Lodge. The choice was immaterial in the event because at 07:45 when I went to get the bike out the new rear tyre was flat. I hastily pumped it up and sprayed the tyre and wheel with soapy water. Bubbles from the spokes. Despite my warnings they had damaged the inner sealing belt on the rim when they changed the tyre. Pumping the tyre up to 60psi reduced the rate of air loss dramatically, but I was not prepared to ride it like that. The bike was booked in to the dreaded In Moto Croydon for belt replacement on the 30th. I did ask on the forum for an account of Richard's run, but none has been forthcoming although I have a FaceBook picture taken by Colin Digby from the Route 11 Cafe, and another which seems to show 8 bikes. I have seldom mentioned Bob Cowl's Mid-Week Rides, which I do not attend because it would mean very unpredictable rush hour traffic for me (the only time I tried I missed the start because it took me nearly two hours to get to Chelmsford). However he does hold them every month and they seem to have at least half-a-dozen participants. This is his account of a run on the 15th May:

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Thanks to all who could make today 12 bikes in all on a lovely day . Really nice ride there to Super Sausage and back, at least until we got to Buntingford for refuelling when it went a bit pear shaped ( Joe, Dave and Graham departed so missed the next fun ) :1. Bob decided to do a 3rd gear start, ok in principal except when you don't know you are in 3rd gear! too busy looking out for the group I guess. Big stall 2 up resulted, but quick clutch help keep balance!! 2. Robs Pan had been smoking for a few miles but an oil leak from the manifold looked a bit worrying, top up on oil and limp back to Colchester being the way forward. 3. Road closed at Clavering for resurfacing, the diversion being quite long and very freshly gravelled, I think some might have tried to get through the road closed and we had the bizarre sight of 2 parts of the group heading different ways down Newport high Street. So the group pretty much splinted from there. Road again closed to Debden stopping us going towards Dunmow. In the end we went Bishop Stortford and M11 back to Chelmsford. So hope everyone got home ok inc Rob and the Pan as well. Longer than expected ride and I did about 200 miles in the end. For another dose of excitement the next ride 19th June, route etc to be decided, hope you can make it. Cheers Bob As you can see it seemed jollier and more interesting than many of the rides I normally attend, which have tended to be depressingly without incident lately. Ride reports are livelier when things go wrong.


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Observer Profile Name: Graham Cooper When and why did you develop an interest in riding a motorcycle? Motorbikes are not in my family. I first got interested when a sixth former at school turned up on a Honda 250. I thought it was pretty cool and I wanted one. I passed my driving test in a car when I was 17 and then went about persuading my parents that I needed transport for work but could not afford to run a car. Success, my dad guaranteed a loan and I bought a new Honda 250G5 from Eddy Grimstead at Ilford. The combination of speed and independence had me hooked. How old were you when you first rode a bike? Seventeen What was the bike and what were the circumstances? I was 17 and bought a two speed Puch moped, the yellow one, from a neighbour. On the first ride I thought it was really performing well until I came to slow down and realised that the throttle had jammed open. Having survived that I decided to mend it myself and it never ran again! Of the bikes that you have owned to date, which was the favourite? If there was one? On balance my favourite was my Honda CB400F. It was a great looking bike, the first Japanese bike that handled and a big improvement on my Honda 250G5. If you were given the opportunity to own any bike on the market which would it be? I have always lusted after an old Honda CBX1000 after riding one around Brands Hatch. Of modern bikes I would like a new Fireblade although I might need new knees first!

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What is your favourite motorcycle related gadget? My EDZ windproof layer. It folds up so small and works really well when it gets chilly. Where is your preferred place to ride in the UK? For me it is about finding some flowing roads through great scenery without too much traffic or 30mph limits. In the UK I love the Cotswolds because it is accessible for a day out. Mid and North Wales, Peak District and Yorkshire Dales all feature strongly. And, overseas? New Zealand is probably the best I have ridden with the South Island pretty deserted with huge views, lovely people and excellent unworn roads. If you were offered the opportunity to go on an extended bike tour who, family aside would you choose as a riding companion? My idol is Barry Sheene having watched his Silverstone duel with Kenny Roberts. I could learn from his riding and it would be fun trying to keep up on a night out!

How would you describe to a non-rider the attraction of riding a bike as opposed to driving a car? Riding a bike is much more fun. It gives a feeling of freedom and you are so much closer to nature. I do also love the nimble acceleration and feeling of speed. Whilst there is danger the extra concentration needed to ride a bike well is very rewarding. When do you intend to give up riding? When I can no longer get my leg over. Describe your scariest moment on your bike? I lived in Orsett when I was 19. They had an annual charity bed race which involved closing the High Road. I was riding my Honda CX500 home with girlfriend on the back. By some fluke I was allowed through the police closure and found myself behind my local pub’s entry. I decided to show them what I could do, flicked the bike right and left, gave it some throttle and found myself upside down in the ditch with bike and girlfriend on top of me.


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Certainly Scary but definitely very stupid. Luckily the pub team consisted of nurses from the local hospital so the rescue wasn’t all bad!



Donnington Park Essex Advanced Motorcyclist Group Promoting Excellence in Motorcycling Since 1982

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Further Training Opportunities for Full Members Have you ever wondered if your riding skill is still as good as it was when you passed your IAM or RoSPA Test? Is your RoSPA Retest fast approaching and you feel you’d like a refresher to check that bad habits have not crept into your riding? We are all only as good as the day we are actually riding our bikes. How good our riding was last year or even last month may not be as good as we think it is; complacency can be fatal. EAMG provide two Further Training Schemes for Full Members:

Full Member Training (FMT) – One-day training courses available four times a year Further Training for Full Members (FTFM) – Assignment to an Observer for 1 to 1 training These courses are provided to check riding skills haven’t deteriorated, for those wishing to take a higher grade of test such as RoSPA or for those preparing for qualification as an EAMG Observer. Full Member Training Four FMT Courses take place during ‘summer time’ between March and October. Participation is entirely voluntary and those taking part do not have to join each ride. Training is for your benefit and enjoyment; it is not a mandatory requirement that you go on to take a RoSPA test. To ensure the highest possible standard, Observers undertaking this training will hold a current RoSPA Gold certificate. You will not be riding in one large group. Where possible you will be riding with an Observer and one other Full Member giving you the opportunity to have a 'rest' while your partner is being observed. Every effort will be made to match your riding experience, ability and aspirations with your partner, any miss matching being addressed at the first refreshment stop. The routes, approx. 200 miles, will cover a variety of roads and include several debriefing stops and two refreshment stops. Joining details will be sent by email or post a few days before the event. Events this year:

Joining Fee £45.00

21st October, 2018

Contact John Tipper, 8 Carlton Ave, London N14 4UA. Email: jtipper@eamg.org.uk Tel : 0208 360 8590


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Further Training for Full Members You will be assigned to an Observer and rides will be arranged on a one to one basis when mutually convenient. Although not mandatory, unlike FMT, the training will be structured as preparation for a further test such as RoSPA. To apply to join this scheme: Apply to the Membership Secretary either at membership renewal or during the season. You will be asked to pay an additional Membership Fee (details below). Your Application will be passed to the Observer Co-ordinator who will assign you to the first available Observer. Where feasible, geographical location will be considered. You will be expected to pay the Observer a contribution (details below) towards fuel costs. Participation must be renewed annually.

Name: Address:

Post Code:



Riding Experience:


Typical annual mileage:


FTFM - 2018 Membership Secretary

Observer Co-ordinator

Paula Hockey

John Tullett



Additional Membership Fee

Contribution to Observer

ÂŁ20 pa

ÂŁ10 per ride

Essex Advanced Motorcyclist Group Promoting Excellence in Motorcycling Since 1982

Chris Johnson, Editor University of Essex Printing Services, contact Hannah 01206 872822 for more information. Please mention EAMG when replying to advertisers - it identifies you!

http://www.eamg.org.uk Affiliated to the British Motorcyclists Federation Registered Charity Number 1107703

Disclaimer and Copyright Notice: The articles published herein do not necessarily represent the views of the Essex Advanced Motorcyclists Group. They are the opinions of individual contributors and are published with a view that free expression promotes discussion and interest. Any spelling or grammatical errors are the responsibility of the editor .. Inclusion of adverts is not to be construed as EAMG endorsement, although most advertisers are excellent, but seek personal recommendations.Text Š EAMG 2017 Illustrations Š EAMG 2017, except where indicated otherwise. Group material may be reproduced provided acknowledgement is given to EAMG and the original author.

@EssexAdvMCgroup @EAMG.ORG.UK Pictures: www.edmxtech.co.uk/eamg.htm TUG email: TUG@eamg.org.uk Twitter:

Essex Advanced Motorcyclists Group Ltd, Registered Office, St Laurence House, 2 Gridiron Place, Upminster, Essex, RM14 2BE Registered in England & Wales, Registration No. 5258261


Essex Advanced Motorcyclist Group Promoting Excellence in Motorcycling Since 1982

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