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Essex Advanced Motorcyclist Group

June 2018

Welcome to TUG Dear Members, I was plagued by computer problems until the final copy date for this issue so the usual leisurely analysis of available copy and careful planning of content and layout did not occur (and if you believe that you’ll believe anything!). It has all been a bit of a rush and I hope I have not made too many glaring errors. We include the first part of an article by Roy Hems about the BSA Gold Star, which for an old fogey like me was a fascinating read. You youngsters with reliable bikes which can brake hard and do not shed bits and fluids along the road do not know what you are missing. Final copy date for the August issue is 29th July 2018 and I am, as usual, desperately short of material. Any and all submissions gratefully received.

Chairman’s Piece

2

New Members

3

Test Passes

4

Membership Info

7

Observer Coordinator

8

BSA Gold Star

17

Membership Form

22

Dates for the Diary

24

Picture Gallery

28

Equipment Review

30

Events Report

35

Observer Profile

38

Further Training

42

Chris

Editor (TUG@eamg.org.uk) 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 June 2018 . I hope you are all out there enjoying the dry roads and the sunshine.

We supported the first event of the Season a couple of weekends ago. The club stand was taken out of storage and we eagrly waited the riders on the Herts leg of the Essex and Herts Ambulance run. We had a busy few hours and enrolled 1 new member with a further 13 giving us their details I want to thank Steve Devine for offering to store the stand and take it to the shows this year. I’m saddened to report that Simon Enticknap has said this will be his last year as Secretary for the Group. He has done a fantastic job setting up the mail outs, helping to get Lloyds bank finally accepting the extra signatories for the bank account, taking minutes and just being a thoroughly organised chap! Is anyone able to take over from him please? It would be good to have some overlap.

Our 3rd annual BBQ will be on 28th July, the last 2 years have been very successful with scrumptious food, excellent DJ, and fun and games. Tickets on sale at Group nights and most AGT’s at £5 each, under 12’s go free. If you want to reserve tickets can you email me on info@eamg.org.uk. I look forward to seeing you there!.

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New Members

Full Members: Ian Badcock Ian Darrell

Michaele Apostolides Arek Habuda

Associate Member: John Arrowsmith

The editor has now been given 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!

Essex Advanced Motorcyclist Group Promoting Excellence in Motorcycling Since 1982


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CONGRATULATIONS Recent Test Passes

Graham Cooper Andy Parnham Neil Bullock Colin Digby

EAMG Observer/FFMT 19th April 2018: Observer retest:

By: John Tipper

25th March 2018: Trainee Observer: By: John Tullett

25th March 2018: Trainee Observer: By: John Tullett 8th April 2018: Trainee Observer:

By: John Tullett

EAMG Senior Observer Simon Enticknap 25th April 2018 :Senior Observer retest: By: Richard Parker

Graham Cooper & Mick Hewitt

11th May 2018: Senior Observer: By: Richard Parker, Chris Reed, John Tipper & John Tullett

Dave Bailey

Dawn Alexander

Observer: Mick Hewitt Examiner: Mick Jones

Observer: Graham Cooper Examiner: Stuart Dix (Wales)

20th April 2018 RoSPA SSilver

May 2018 RoSPA Gold

Dawn Alexander May 2018 IAM FIRST Observer: Graham Cooper Examiner: Scott Tulip (Scotland)

r

www.eamg.org.uk


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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

...£25.00

Social Member

...£25.00

Full Member Training

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

...£20.00

Membership

Number

Full

93

Associate

32

Social

2

Observer

15

Life

13

Total

155

Essex Advanced Motorcyclist Group Promoting Excellence in Motorcycling Since 1982


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OBSERVER COORDINATOR John Tullett Training Team I am pleased to confirm that there have been a number of recent additions and changes within the Training Team. Graham Cooper and Mick Hewitt successfully passed their assessments to become Senior Observers and Andy Parnham, Neil Bullock & Colin Digby are now Trainee Observers. Congratulations to them all. If you have been a Full Member of the Group for at least a year, hold RoSPA Gold and would like to give something back to the Group by becoming an Observer then please get in touch with me and I will provide further details of what is involved to become a Trainee Observer.

Communications Breakdowns You would think that joining EAMG and being allocated to an Observer for 1-to-1 training would be a straightforward process. Usually this is the case but occasionally, despite our best endeavours, thing do not always go quite to plan! For example, over the past week I have been made aware of two members who paid via direct pay early in 2018 and e-mailed their membership forms through to the listed account ( membership@eamg.org.uk ) - only to find that these e-mails never reached Paula, our Membership Secretary. Hopefully there are no other members out there who have paid, sent off their membership forms and are still patiently waiting to hear something back from the Group? If there are, please contact me via the details listed below and I will be happy to try and expedite the situation. This year I have also experienced a new 'communications' related phenomenon, relating to some Associate members and Full members who sign up for FTFM (Further Training for Full Members). As Observer Coordinator I am provided with details of all new members who sign up for training and I then e-mail these individuals to request confirmation of their availability for 1-to-1 rides. This helps to ensure trainees are allocated to the most appropriate Observer.

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So far this year I have had no less than 6 Associates and 3 Full Members signed up for FTFM who have not responded to my e-mails - I can only think that my messages have ended up in spam/junk folders? My attempts to expedite this situation by sending text messages to mobiles has also not yet elicited any responses! I am seriously considering dusting down the EAMG carrier pigeon to try an alternative solution that might work (I appreciate that not all Associates are 'active' - so there is no problem if you are mainly interested in the social side of the Group and do not require any active training - but it helps if I know this). In conclusion please could I ask anyone who has signed up for some training and not heard anything from the Group within a few weeks or so to get in touch with me. Associate Group Training (AGT) AGTs offer a combination of a roadcraft talk from one of our Observers and the opportunity to attend observed rides with different Observers. We have a great venue at Longmeads House and our Observers demonstrate a lot of commitment in preparing for the talks and making themselves available to take trainees out for an observed ride. Unfortunately, at May's AGT just 2 Associates attended (along with 2 Guests) wishing to participate in an observed ride, which is pretty poor odds out of 35 Associates and 10 Full Members signed up for FTFM. We had 9 Observers and 2 Trainee Observers on hand to offer observed rides so allocations were rather undersubscribed. Obviously most members have to juggle their riding time with EAMG against other commitments including work and families but the Group may need to reconsider whether we should continue to run 11 AGTs a year if they are not better attended! Jim Aim Motorcycles Moving on to a more positive note and following on from their talk at the March Group Night meeting, Jim Aim offered EAMG members an exclusive preview evening to inspect the KTM

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790 Duke on Friday, 6th April, the day before the official UK launch. At least 30 members attended, making short work of the excellent buffet and drinks provided. I must admit that I found the new showroom and set up to be very impressive. In terms of a marketing strategy it would seem that Jim Aim are definitely doing something right, as on a recent Full Member social ride the majority of riders attending were on KTMs. A big thank you to Alastair and his team for their kind invitation. Reiten Motorrad Purely in the interests of maintaining EAMG's impartiality I attended the Reiten open day on 19th May at Glemsford in Suffolk. The organisers thoughtfully arranged the bike parking in an adjacent field with very long grass which gave everyone a chance to check out their bike's off-roading capabilities. Fortunately my R1150GS passed with flying colours but some of those arriving on sports bikes were somewhat less impressed. From what I could gather quite a few ex-Cannons staff are now at Reiten and they seem to be enjoying considerable success judging by the number of bikes displaying 'sold' stickers. There were a lot of bikes to check out and I was interested to see a 1975 R75/6 BMW for sale, complete with an 'old style' EAMG sticker on the windscreen. Yours for just ÂŁ4,500. Various activities and stalls were available, including a stunt display, but the food was a bit of a let down for me and given the choice between expensive pizza and very un-veggie German sausages I opted to not bother. A very extensive BMW test fleet was present and I signed up to try two of the bikes I would be most likely to buy if I were to discover some spare cash down the back of a sofa. The ride was over an enjoyable and simple preset route taking about 45 minutes (TL A1092 Clare, TR B1063, TL A143, TL B1061, TL A1017 & TL back on A1092), with marshals at the front and back providing directions and strict instructions to not pass them. Rides were every hour but there was a bit of confusion at the start of my second session when some individuals did not know which bikes they were due to ride, having just booked anything that was unallocated.

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An R1200GS Adventure was my first choice and proved to be amazingly smooth & progressive, making an overtake on the A143 that I would not have attempted on my 1150 absolute child's play. The rate at which the revs climbed when opening/ closing the throttle and the way the TFT screen lit up was most un-boxer like. My first surprise was that the previous rider had kindly left the heated grips on full power making the bars almost too hot to hold! The second was having just one indicator button. This was also the first bike I have ridden with electronic suspension and in 'road' mode on some of the bumpier sections it almost felt like being on a boat. Probably not a bad analogy as the GSA seems to be about as wide as the average barge from some angles. It is amazing how the weight and bulk disappear when you are moving and even slow control, when we got stuck behind a steam engine at 6mph for too long, was so simple with the bike perfectly in balance. While it would be easy to criticise the bike for being almost too refined I could imagine it would be very easy to fill the tank, cover 300+ miles and reach your destination fresher than when you started. Downsides? The main one has to be cost. Also I am not a fan of keyless ignition I could just imagine leaving the fob somewhere and then not being able to restart the bike. Unfortunately the bulk reappears when manoeuvring at a standstill - so I would definitely have to step up the frequency of my gym sessions before trying to wrestle a GSA along my gravel drive... but this would not necessarily be a deal breaker. The RnineT Urban G/S is like chalk and cheese compared to the GSA. The bike felt really small and light. The info button scrolls through: odometer; three trips; engine temperature; and clock. No riding modes. No gear indicator. No rev counter! Straightforward telescopic forks and monoshock rear suspension. As you blip the throttle the bike comes alive rocking from side to side with the torque reaction. There was even some welcome vibration through the handlebars. The exhaust note is addictive and you start to wonder how it ever got through the EU's latest

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noise regulations. There is even popping and banging from the silencer on the overrun, reminiscent of riding a 'proper' classic bike. The G/S was great fun, being easy to throw around and the twin cam oil/air cooled engine was superbly responsive. Even the knobbly tyres seemed to offer highly satisfactory levels of grip, but it could be a different story in the wet! Surprisingly, after escaping with my wallet still intact, I was not that disappointed to be going home on my R1150GS. The GS 'dna' is still there and the 1150 definitely has an old school charm. The engine vibrates just the right amount and the standard exhaust note sounds good. Handling is excellent, which is just as well as speed is definitely well down compared to the 1200s, although on the plus side this gives you the opportunity to hold each gear a little longer and use more of them. I was reading an article recently that suggested the optimal number of bikes to own is 5 - after making allowances for being able to ride them all and sort out things like servicing, MOTs, road tax, etc., etc.. Therefore in theory I have room for 2 more but, somehow, I do not think that such a proposal would meet with approval from my Finance Director (a.k.a. Kay).

BMW Track Day My preparations for the BMW Club Track Day at Snetterton on 8th May did not get off to the best of starts when I discovered a puncture in my Fireblade's rear tyre whilst carrying out my initial pre-ride checks. The hole was definitely beyond the scope of my 'crafty plugger' and I was beginning to think I would need to switch allegiances to my VFR, but I sent a picture to Rob at Probike in Chelmsford (07943 191738) and he confirmed he could complete a professional repair. I popped the loose wheel in to Rob and ÂŁ10 later everything was back on track again. The only downside with the BMW Track Day is the need to set off by 05:30 to arrive in good time to sign on from 07:30, unless you opt to stay overnight somewhere nearer the track. It always amazes me how many people commute at this time every day but surprisingly I did not spot any other bikes! After a quick refuel at Thetford I got to Snetterton at about 07:15. One rider with a Multistrada was very unimpressed at failing the noise test, with his bike reading 105db when the track limit is 102. During the pre-ride briefing the 'unofficial' advice on how to pass a retest was to hold the revs slightly lower than requested! By comparison my Fireblade managed a paltry 89db at 5500 revs. While I thought my journey was long enough at about 93 miles from Billericay, I got chatting to someone in my garage on a Street Triple who was travelling 180 miles each way from North Yorkshire. We were really luck with the sunny and dry weather and the day was run efficiently as usual. There were a few incidents which is quite rare for the BMW Club (mainly involving the 'experienced' group, around the Bomb Hole section of the track and

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Essex Advanced Motorcyclist Group Promoting Excellence in Motorcycling Since 1982


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towards the end of the 20 minute sessions - when riders are starting to lose concentration or trying to go a little faster! Fortunately, in total only 18 minutes of track time was lost). If you have never previously attended a track day this is definitely one I would recommend, but sadly the remaining 2018 dates at Oulton Park and Snetterton are now fully booked. All bikes must be fully road legal and you are not allowed to use tyre warmers, etc. The day is billed as 'rider friendly' so you will not get an aspiring Marc Marquez diving up the inside and taking your line as you enter a corner. A number of instructors are on hand to assist you and, in the 'cautious' group you can continue to receive as much guidance as you want throughout the day. ---ooo0ooo--Should any members have any training related queries then please contact me on 01277 623860 (before 21:30 please), text 07570 992801, e-mail jtullett@eamg.org.uk or training@eamg.org.uk or send me a PM via the EAMG Message Board.

Editor: Another of John’s pictures from Reiten Motorrad appears on the front cover

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Essex Advanced Motorcyclist Group Promoting Excellence in Motorcycling Since 1982


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THE “GOLD STAR” Roy Hems

Ex Manager of Godfreys Ltd, BSA East London Main Dealer Specialists Part 1 An in depth look at the marque and others in general. The B.S.A Gold Star.M24, 1938-1939 B31,B32(GS),B33, B34(GS) M20/21, M33 . 1949 – 1962 Why do motorcyclists everywhere look so reverently upon this model of motorcycle from the 1938- to mid 1960`s. Unfortunately, like so many things when they start to become history, have an aura built about them by people that even had no experience of them at all! However, the Gold Star was, in itself, perhaps one of the most unique pieces of equipment ever built as a motorcycle. The first was built in 1938 as the replacement for the Empire Star range that had been so successful in the latter 1930`s. The new model was named following the racing successes of Walter Handley`s 500cc Empire Star in 1937. 1938 saw the introduction of the new model M24 Gold Star as a 500cc. The resurrection of the Model came, following the interruption of the 1939/45 conflict, in 1949 when it was reintroduced in one capacity as the B32 Gold Star in 350cc form only the 500cc`s following the year later. the modes it could adopt were Trials, Scrambles, General Road use, and Clubman`s Racing. All this from a Glorified B31 or B33. WB 1946, XB/YB 1947/8, Engine/Frame no.s were not considered for the model as the ancillary parts , frame, Gearbox were not suitable, they were much too lightweight for hard Sports use, as had been proven by the YB B32 series. A toughened up ZB series 1949 to 1952, BB Series 1952, CB Series 1953 , DB 1955 DBD 1956/63 series followed rapidly. The WB 1946 was really a non-starter. It was the gathering of company back into civvy street, Plans that had be laid during the conflict for the resumption of business following the war were completely disrupted by immediate post war governmental controls on almost everything. Companies had no idea whether there would even be an allocation of material supplies let alone the ability to run viable companies in the turmoil that followed the war. There was a total reorganisation from the wartime production schedules ie, Outside Contracts were very quickly reassessed for Work in house to fill the wartime production void. Changing production from making Bren gun carriers and tanks to motorcycles is a daunting process!! 1947 saw a change to a nearer form of sanity. Governmental Draconian controls were rife; bearing in mind that the political party that was in power at the time were very new to government and therefore totally inadequate at making economic decisions, which became very obvious, these controls

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were badly arranged and very badly thought out if thought about at all! Life very difficult indeed. There was also the return of a workforce that had been in the services, they didn`t want to accept the rigid discipline of the foreman and chargehand that they had suffered pre-war bearing in mind that very many of these people no longer existed, however the ethos was there. Considerable unrest within the workforce. BSA fared better than most under the very pragmatic Chairman; Sir Bernard Docker. As with all reviews let us start at the beginning. 1937. BSA felt it had a need for a specialised sporting machine, this was a far reaching decision, as the company had had experienced disaster in an earlier TT, they added to their range a special M24 in the form of a 500cc special, top of the range showpiece. The only real difference at that time was the Alloy Head and Cylinder Barrel. With only minor cosmetic differences engine wise to the model that followed in 1949. Further development of the necessary ancilliary parts, although they had been designed in 1937 and were off the drawing board, never become other than prototype parts ready for future manufacture. With the outbreak of war on the 3rd September 1939 all production of peacetime machines ceased. In actual fact this had happened some many months before September, hence the very low number of 1939 machines that were produced. Thanks to the breathing period that Mr. Neville Chamberlain, the then Prime Minister, had produced in Munich in 1938. Had production been up to the usual peacetime level there would have been a number of inovations such as the forerunner of the B31, the B29 with Hairpin valve springs. There was also a Gold Star produced with Hairpin valve springs. Hairpin Valve Springs were the “in thing� for racing in those days. The widespread belief was that they helped to overcome valve bounce at high revolutions, which they never did. Each of the manufacturers were able to get their post war models into some sort of production by the end of 1949. This period was a hotch pot of pre-war models with new inovations. So we have the 1946 – 1948 period, This was when BSA introduced their first vertical twin the Herbert Perkins designed A7 in 1947, a variation on the Turner Triumph design. The 1949 to 1952 period, when BSA introduced the Bantam An adapted German DKW, and the Bert Hopwood redesigned `A` and the original Val Page designs of the & M series and `C` ranges and also introduced the first post war Gold Star as a member of the `B` range. The difference between the pre-war M24 and the Post -war `B` models were in Gear Box and Frame predominently. This new look in the motorcycle industry was widespread to other manufacturers also, and the start for the industry to get back to normal, for some, by 1953,

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Bear in mind that this period was the Pool Petrol Period, when octane values were in the upper 80`s and lower 90`s. The accepted norm` for us in the 21st Century is a very different thing from the Accepted norm` of the 1940`s and 50`s. Austerity and shortages was the by-word for everything. Export was the current government craze, although they had no idea how to provide the materials and equipment for that to happen.Another sweeping change occurred when the broadly used BSA single spring clutch started to be replaced by the Multispring version universally used within the Marque post war. The WDM20.21 had the Pre-war single spring for a time until stocks were exhausted and then changed to the clutch as we know it post war. Perhaps the greatest changes for the M20.M21 from the WD version was the Multispring Clutch, The Alloy Cylinder Head, Telescopic Front Forks, and rear suspension. Back to the better things in life “Gold Stars”. At this time, the industry were having a very tough time, raw materials and `New Machinery` were very hard to acquire, for even the most important of projects. Waiting lists for almost everything. As a main dealer for East London for BSA and most of the other manufacturers,, in order to get the spares that were in very high demand, and really were like Gold Dust to obtain, like clutch plates, Chains, Bearings, Valve Springs, Valves, Exhaust pipes, Handlebars, Levers, and many of the specialist Gold Star parts, it was necessary for the writer to make a run to BSA every Wednesday, this went on from 1949 to 1954 to ensure that if the parts required were in the bin we could get them. Why Wednesday? Simple, there was a greater production of spares during the weekend and the parts took two days to get into the bins of the main spares departments of all the manufacturers. Also bearing in mind that very little was actually produced by the main manufacturer but sub contracted out to smaller engineering suppliers. The trip included a visit to the Experimental dept to see what was new, and could we have some please? My own Gold Star, Ordered in two forms Trials and Racing took 15 months to get, Bearing in mind I was working for a main dealer. The public were very receptive to the new look motorcycles, if you could get one, which were still the working mans transport. Race meetings, wherever they were held, were very well attended. Sporting clubmen were usually using modified ex W.D. Ariels, AJS`s, Matchless`s for Trials and Scrambles, Nortons, Velocettes, and Triumphs for road racing. Then came the Gold Star, in the B32 form first for 1949 followed by the B34 in 1950. These were a sensation. They won the Clubman’s TT several years running, Bill Nicholson of the Experimental and Competition Dept, Basil Hall Ex AMC, John Draper, John Avery, Arthur Lampkin, John Burton, Brian Stonebridge Ex AMC, with Geoff Smith and John Banks, Brian Martin later to be Completion’s Manager after Bert Perrigo and Ted Fithian., in the latter years. riding works machines were winning trials and scrambles all over Europe, Norman Vanhouse, with Freddie Rist winning the ISDT`s. Also in the background were Jack Amott in charge of the Experimental Workshop, a BSA employee of longstanding, with Ted Fithian the Competitions manager of the day. Roland Pike the engineering wizard of the Gold Star inno-

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vations, of which there were many. Bill Nicholson, Jack and Ted were perhaps leading lights of the Gold Star`s rise to fame as they did so much in the background, at this important early development time. What a wealth of ability, know-how and mechanical experience. The scene was set for this wonderful machine to explode in the market place. In whichever form it was assembled, it was a winner. No other machine could claim that! This machine evolved from the very simple M24. The engine was a very unpretentious push rod system, the suspension system was completely outdated plunger type, (Norton had been using it since 1936 for their racing machines). The basic design was a alloy headed and cylindered `B` model. Both the M24 and the ZB series did away with the separate push rod tube, building it integrally in the head and barrel. There was a particular method of removing and replacing the head, when the engine was still in the frame for the M24 and ZB series. After removing all the ancillary parts, Carburettor, Exhaust Pipe, etc, undone the four external cylinder head bolts and the one hidden under the tappet adjustment cover, holding the pushrods with two fingers, and raising them along with the cylinder head, at the same time, lifting and rotating the head anti clockwise to remove it. To refit the reverse procedure, being sure to locate the pushrods accurately.

There in lies the tale. For trials the head used a small induction orifice and scrambles a slightly larger one and for road racing a much larger one, the latter two used either a remote needle 10TT carburettor or a standard type 29 Amal Carburettor with matching bore. This applied to both capacities. The flywheels were many and various depending upon what you wanted to use them for, the Big End and Con Rods were standard, except for the GS the crankpin was slightly different and fitted with a much larger nut. GS Connecting Rod was polished. Pistons were many and various, Although B32 and B34 non Gold star pistons could be used, their clearances were different as were the piston rings, Gold Star P/Rings were made of Britest steel as opposed to cast steel for the Standard non Gold Star B32 and 34. There were available three alternative sports cams, once again depending upon their required use, Matching exhaust lengths, again depending upon the use and combinations of Head Compression and carb` size. Oddly the valve sizes remained fairly constant although the later Gold Star was different to the earlier B32 and B34. material used was of a harder steel and the collets were totally different. Valve springs had less coils to accommodate the extra lift, Although the strength was the same, the valve guides and spring seats changed in design so many times that it was confusing. For factory mounts the Half time pinion varied slighly to give slightly varying valve timings. Ignition was provided by Lucas Magdyno for those machines fitted with lighting and BTH Racing Magneto for the competition machines, although the Lucas Wader Magneto was an alternative. For trials and scrambles the BTH was the preferred unit as it had platinum contact points and was more reliable. BSA had a variety of engine sprockets from 16t for trials to 23t for Road Racing. However these were not special they were from the rest of the BSA Single Cylinder range. The Gear Box used only two sprocket sizes 16T for Trials and Scrambles and 19T for road and

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road racing. The Gear box had options of Wide, Medium and Close ratio clusters. Generally that was it. The clever bit was which bit do you use with which part or setting? The 1949 to 52 Gold Stars had an optional saddle with narrower rear width and shorter springs, this was compensated for by a very tall (Some 3”) post to which the springs were fitted at the bottom with considerable up and down adjustment. This was to stop saddle sway at speed. For the Clubmans model a Racing Pad was available, this was hinged to the rear of the special saddle and was anchored by two chromium plated struts attached to the top of the rear part of the frame, it was far better than a dual seat. (With the introduction of the Swinging arm frame the dual seat was introduced.) When the Gold Star was ordered for Trials use, it came with a rigid frame to which rearward footrest could not be fitted, in other words it was a standard B31 Frame. However, in sprung form it came with lugs for rearward footrests that none of the other standard B range models had. The G S primary chaincase was always chromed, even though the government decreed otherwise. Front wheels were all 21” and Rear Wheels 19” All Road and Road Racing Machines to leave the factory were fitted with the A10 650cc Golden Flash 8” Front Brake all other were fitted with the standard 7” ”Stop if you can brake”. Suspension springs that were alternatively available for Forks and Rear units were of different progressions and poundages.

My first 350 GS before being used in competitions, fitted with B32 Comp tank in Green.

Editor: Roy’s account will be continued in subsequent issues of TUG

Essex Advanced Motorcyclist Group Promoting Excellence in Motorcycling Since 1982


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

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)

June

3rd 5th 10th 16th 17th 24th

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

1st 3rd 8th 15th

Maldon Motor Show Group Night (Steven Green on accidents and the Law) Associate Group Training (AGT) Observer Peer to Peer Ride (1803)

Diary 2018

July

(Continued on page 29)

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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)

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Picture Gallery ■ Picture Gallery ■ Some a

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are Old! ■ Picture Gallery ■ Picture Gallery

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Equipment Review Patricia Stiemke

Rev’it underlay – a second skin for winter riding I did not do any research before buying a set of Rev’it Trinity Ladies Trousers and Shirt (sold separately) as a winter underlay. It was October and I had a premonition that it was going to be an arctic winter. Well, ok, who am I kidding, I just freeze easily and my existing set of thermals were the loose fleecy type that would ride up to my thighs when pulling up my motorcycle trousers or sleeves ending at the elbows getting into my jacket. I decided on “female clothing” as, unlike the jeans of old, the anatomical differences between men and women is taken into consideration in the tailoring of these garments. These thermals are very comfortable and are like a second skin. I could certainly wear them all day long. They feel very thin but still insulating. As the photos show the shirt is fitted with extra ribbing around the shoulders and breathable vents in the armpits and along the spine. While I appreciate the need to have open weave to prevent getting too hot and sweaty, it may be a bit much for garments designed for the winter. How-

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ever, as said, it still feels very insulating. The different textures make both shirt and trousers stretchy but still firm. The stretchy bit is just as well as the largest size available is L, which is classed as sizes 12 – 16. So, this product is not for anyone a bit more curvy. I probably started out at size 16 when I bought them and it was quite a push and pull to operate myself into the trousers. The shirt was slightly easier. I have dropped a few sizes since then and they are still quite huggy. The obvious advantage of this is that they don’t seem to be losing their shape.

There are a few nice touches that are worth pointing out. The weave around the back of the knees and the elbows run in vertical ribs so there is no bunching of material underneath the outer clothing layers every time you bend said joints. The zipper on the shirt hides under a little flap when it is all the way up and the neckpiece lies against the skin, unobtrusive and non-strangulating. The seams are all where they are supposed to be and the ankle and wrist cuffs are long enough to give a firm but soft grip on the skin. Everything you put on over this layer just slides over the underlay so my describing this as a second skin is very apt. The material is polyamide and I would definitely recommend following the washing instructions, 40 degrees, no dryer and no fabric softener. I speak from experience. There are few things that I take issue with, like the advertised anti-bacterial and anti-odour finish. As I am a bit knowledgeable in Microbiology (it’s kinda my profession) I can safely say that this anti-microbial finish will not last more than a few washes and anything that your body “expunges” will get trapped in your closest clothing layers, no matter how open the weave is and, I hope you’ve had your breakfast, women are more acidic than men. Essex Advanced Motorcyclist Group Promoting Excellence in Motorcycling Since 1982


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That’s as specific as I’m going to get on this as I don’t want to start any scientific lectures here. The other issue I have is with the durability of some of the stitching. I am no seamstress but I do know that you create weaknesses in the seams when you stitch two very different kind of fabrics together. As you can see from the picture below the inner seam on the beltline has opened. I can live with it. My dear daughter has a sewing machine and, unlike me, the skill to fix that. She has already fixed the seam at the crotch, which is hard to see in the photo (right hand side if anyone is interested). I know that I have been wearing it on my commutes all winter but I didn’t expect it to start tearing quite that quickly. This is where clothes, manufacturers should be smarter. These are the places where most women’s clothing usually falls apart first. If all the other stitching is bombproof, these places should definitely have been reinforced more. My budget doesn’t stretch to comparing this to something like Skins compression wear (highly praised by a woman sports rider I met at Cadwell Park) or Dainese D-Core Thermo Lady Pants. If anyone has experience with these please feel free to comment below. Now, how does it live up to the purpose I bought it for? Yes, it is warm, yes, I definitely feel colder without it on, but at about 2 degrees I really needed to start adding 2 more layers underneath the (lined) motorcycle jacket and trousers. I have fleece leggings over the underlay and a pair of Swedish ski trousers over the underlay and under the outer trousers. Said outer trousers are £35 Motero jobbies from eBay and are disintigrating. Yes, you get what you pay for…. The upper layers consist of Rev’it, cotton undershirt, sweater, Forcefield body armour vest and my Triumph jacket, which is a really hardy, good looking jacket, despite again being a bargain sell from eBay. (I got lucky.) I

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can report that despite having a severe problems with cold hands, I have never been cold anywhere else on my torso, arms or legs, despite the mercury hovering at -2 some mornings, and the wind blowing rather colder than that. So, thumbs up for Rev’it as it is definitely fit for purpose. It also makes me look very slimline. I feel the inner catwoman stirring when I put these on. Despite my criticisms, I can definitely recommend this underlay and at about £35 for each, I think the Trinity set is fairly priced.

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Events Report Chris Johnson Easter Saturday is the traditional day for the Super Sausage Run but Chris Reed, who equally traditionally organises it, was uncertain if it would take place. Two days beforehand the happy announcement was made - the run was ON! I felt sure I had made notes abut the run, but I am damned if I can find them, so we are left with the usual unreliable source of fading memory. We had fewer riders than usual, less than 40, because of the late announcement, and I think we had 3 groups. Richard led one, that much I know because I was in it, and I *think* the others may have been led my Mick & Geoff, or Mick and Chris, or Chris and Geoff, or was there a fourth group and was John Tipper involved?. This is not going very well, is it? Anyway it was a dry, but very grey sort of day. It was not especially warm either but after the evil cold we had suffered in previous weeks it didn't feel too bad. I acted as back marker, and must thus share some responsibility for the subsequent debacle but, honestly Guv, I never knew anything was wrong until it was far too late. The ride seemed to be uneventful and for some time I had been tailing about 5 riders. Nothing unusual in that; a slightly slower rider often gives that sort of bunching. I gradually became uneasy at the way we seemed to be making turns which were not obviously dead ahead without any sign of a marker. Eventually we seemed to be in an industrial area at a small offset roundabout where there would *have* to have been a marker. We had gone wrong. At that point we should have back-tracked until we found a marker but, as I was preparing to dismount and suggest this, we were off again and surprisingly quickly reached Potterspury. Jill phoned Richard, who eventually turned up and was not a happy bunny. I kept my head well down, a good position for scoffing a large breakfast. Since 50 limits have taken all the fun out of the Silverstone Loop, Chris then led many of us homewards. It was uneventful until the fuel stop at Grafton where someone, who shall be nameless, inadvertently filled up with diesel. Fortunately he realised his mistake before he tried to start the bike and, equally fortunately, we were yards from a Honda dealer and workshop. It was going to take ten minutes to fix and, since the sun had appeared, everyone decided to stick around

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and have a chat. It took considerably longer than ten minutes. Not only was the tank emptied but the bike was stripped down a bit to make sure the fuel pump was clear. They did a good job because, when the bike was fuelled up again (with petrol, this time) it started immediately and ran without the clouds of white smoke which I had secretly been hoping for. The run back to Buntingford was without further incident, and there I departed for my dull, but relatively short, trip back to the badlands of South London.

I went out to the AGT on 8th April to pick up copies of TUG, but had to leave before any ride in order to meet commitments at home. On 15th April Richard had a ride to Rushden. We had 12 bikes, 8 of which were KTM's. It was a cool, grey sort of day and the ride out to the tea break at Baldock featured roads which were dry, but shitty. Half the group wilfully ignored the instruction to follow signs for "A6 to Kettering" in Bedford, but they quickly looped round and got it right the second time, so no harm was done. The Blue Corner Cafe in Rushden lived up to its usual good reputation for tasty food, large portions, fast friendly service and humane prices. Distance there about 85 miles. We came back via St Neots and a petrol stop near Royston, where I left to get a shorter run home. By that time there was a bit of drizzle. Audrey did sterling service as back marker. I love having Audrey as back marker. Not only was she riding a distinctive bike (i.e. not a KTM) but she always sits up and waves cheerfully as she approaches a marker, taking the uncertainty out of the whole business. Just as I was reachng home the bike seemed to judder sharply once when I was accelerating. Traction control cutting in? I garaged the bike and forgot about it. Bad call. Mick's ride to an unspecified destination on 29th April was actually led by Alan, since Mick was training. I set out in good time and high hopes, but the judder under acceleration occurred several times in the first few miles, and I thought it wiser to turn back rather than risk a breakdown far from home. I still thought it was the traction control. Neil's report on the run was "A good ride today, ending up at Red Lodge for late breakfast. A dozen or so bikes made it out in the rather splendid late spring weather.....chilly and a bit damp in places! At least the spirit of our riders was not dampened in the least and we all (appeared) to enjoy the new roads that our intrepid leader, Alan, took us down. No incidents along the way and everyone returned safely. A round trip for me, from Billericay, of around 140 miles". I phoned in to get my KTM dealer to look at the bike, but they did not have a slot before 15th May, so I missed Group Night and

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the AGT. On the 15th I took the bike in, and then heard nothing for four days despite pestering phone calls. Late on the Friday they admitted it was ready and I went to collect it. The problem? Loose chain! I was struck with deep shame, but at the same time irritated that it had taken them four days to diagnose and correct this. I think they were slightly ashamed as well, since they didn't charge me. In my defence, even after I have meticulously adjusted the chain to have exactly the prescribed amount of play, it still seems ridiculously loose to me so I am not sensitive to chain droop. In future I shall adjust it till it feels right (which is how I got it back from them).

Back on the road again I then had a choice on 20th May between Richard's ride to North Weald and Mick's ride to ... North Weald. EAMG had a stand at the bike show there and both wanted to support it. I chose Richard's because it would probably be longer and I was rusty after nearly a month off the bike. I volunteered as back marker for the same reason, and Richard accepted this. He has a forgiving nature. It was a fine day, but with an initial slight nip in the air. I arrived just in time and so could only take a few hasty photos and make a rough count of 13 bikes, a respectable number of which were not KTM's. Mick's group seemed to be about the same size. We had a complicated route out to the Stradishall Cafe, and then on to the Rushbrooke Arms on a route which included a nice little bit of unclassified. I had one of the ÂŁ4.99 meals there. Pleasant and spicy but SMALL The sun was out by now and the day was getting quite warm. The return to North Weald for the show included some favourite stretches, and Richard even organised a U-turn to make me feel comfortable. The EAMG stand looked well, but by that time the day was really warm and those staffing it were feeling a bit hot. Distance 127 miles. Apparently we lost someone on the way back but the circumstances are unclear and he made his own way to the airfield. Otherwise it was a trouble free run.

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Observer Profile Name: Richard Parker When did you develop an interest in riding motorcycles/How old when you first rode and what the bike and circumstances. Before I was old enough to ride I got hold of an Ariel Square Four but never got it going properly. Once I was old enough I bought an Ex-WD Royal Enfield 350 with girder forks for 12 pounds 10s. My father wouldn’t let me have a motorcycle so I kept it round a mate’s house. Little did I know that having insured it Devitts would send the certificate in an envelope with their company stamp on the front. My father never told me he had intercepted the letter until one day when I had reached 17 I was having a driving lesson from the boss of my paper shop round an estate in Romford where my mate lived when I passed my father on his push bike out trying to catch me riding the motorcycle. Thereon after some arguments he let me have the bike at home. I was on ‘L’ plates and used it to travel to work at Harold Hill. On my way home one day I was nearing a ‘Y’ junction where I had to give way when a Ford Prefect turning right into my road cut the corner and hit me head on. The brake lever came back and crushed my right middle finger – hence the current deformity. This turned out to be good news because my Solicitor Gepps of Romford got me 40 pounds (sorry no symbol) in compensation. The bike was written off but I put another fork set on and sold it so I had enough to buy a sit up and beg Ford Anglia. This changed my world as not many youngsters had their own car but they became my hobby so in years to come I bought and sold cars that I had repaired including write-offs and in total I have been through around 150. Back to bikes-I was 19 working at Grays and got myself a Mobylette Pedal Moped to knock about on. My test came up for Chelmsford which this would never reach as it suffered

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intermittent fuel starvation so I laid it in the back of a mate’s A35 Van and took it to Chelmsford. I finished the test absolutely exhausted because the bike packed up on and off so I had to pedal it round for half the test but I passed. I then stuck to cars until I got promoted into a ‘day job’ and moved to Chelmsford. With weekends off I started Motorcycle Trials on a Greeves Scottish then moved on to a Greeves Anglian a couple of Ossa’s and Bultaco’s. I had three 250’s and a 325 but the 250 was the best bike as the 325 spun-up too easily. These were great years competing every weekend around the country. I reached Expert Status in the Eastern Centre but eventually had to pack up to improve career prospects by working shifts again. I then commuted to Colchester on a Honda C90 Sport and a Benelli Six. Of the bikes you’ve owned which was your favourite? I wish I still had one of my Bultaco 250 Trials bikes because once you stop you lose it and I wish I never had. My favourite road bike was a naked Norton 850 Commando. This was one of the last models made by Norton and in prestine condition with low mileage. I bought it at Auction because I knew the bike. It had been owned by Essex Police and only used on the Driving School so that at the end of every week students had thoroughly cleaned and polished with Solvol Autosol. Only problem was to start it I had to flood both carbs until fuel ran over the ground and then give it a full body kick. I also bought 8 Le Velocettes at the same Auction to sell on. Given the opportunity to own any bike what would it be? I don’t have a fantasy bike or I would be riding it! What is your favourite motorcycle related gadget? I would say heated grips – not really a gadget but essential so maybe a Tyre Pressure Gauge or a Tank Bag and an old envelope!! Where is your preferred ride in the Uk? I mostly ride in East Anglia on one - day runs but for longer trips I enjoy Wales Scotland and North Yorkshire. Anywhere with decent twisty roads and work to be done.

And Overseas? Europe but the best place I have been is New Zealand.

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Offered the opportunity of an extended bike tour family aside who would you choose? I do prefer to ride with trained riders as it cuts down on surprises. Good progressive stuff with sound safety margins.

When do you intend to give up riding? Never while I can – sorry! Describe your scariest moment on a bike. I was leading a ride around the Dengie up to the National on my CB1000R when a big Lurcher hare coursing came through the nearside hedge right in front of me. Too late for avoiding action so it was motocross time. I hit it mid ships front wheel up and over followed by the rear. The next bit was the scariest the bike went into a violent tank slapper that seemed to go on for ever before I came to a stop. How I stayed on I don’t know. The dog was dead and we were soon joined by 5 burly blokes of traveller type in a BMW. “That’s my dog” one said. “Looks like it’s been hit by a car’ said I. ‘OK mate thanks for stopping’ said he. Luckily I wasn’t injured nor was the bike damaged so we parted amicably. To be recorded later! .

Richard at the Stradishall Café recently

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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

29th July, 2018

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:

Tel:

Email:

Riding Experience:

Aspirations:

Typical annual mileage:

Machine:

FTFM - 2018 Membership Secretary

Observer Co-ordinator

Paula Hockey

John Tullett

membership@eamg.org.uk

jtullett@eamg.org.uk

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.

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