Classic Dirt Bike Summer 2016 preview

Z

THE BEST SPORTING ACTION

LAST SEASON AND THIS SEASON

DIRTbike CLASSIC

#39

MARTIN LAMPKIN

ISSUE thirty-nine

Summer 2016

A legend in pictures

CDB AT TELFORD Number One Show

NOT FORGOTTEN GREEVES MXER

PLUS MAGNIFICENT MAICO // HAGON SUZUKI // MONTESA COTA // PROJECT IT

Contents 03 In Balance

34 You need…

06 News, views and reviews

52 Dicko’s view

Getting spares used to be easy when the factory was open – these days it pays to have a few bits in stock so maintenance is stress free.

Our regular look at what’s happening in the off-road world, events to go to, series updates, perhaps a book or DVD or two.

16 Subscribe! Subscribe! Subscribe!

Yes, subscribe to CDB as it is the simplest way to get hold of your copy.

Other ways include popping along to one of our shows, or seeing us at events.

… a HL500 in your shed. Yes, our regular section where we tell you what you ought to be riding or having in your shed, feel free to argue.

This issue Dicko becomes a ‘people person’ as he listens to those around him at Telford show and realises it is all about the people.

61 Smith Tales

The elder statesman of motocross comes over all philosophical over his analysis of his failures…er…just read the column.

18 Original and unrestored

72 Dirt Talk

22 Something Special

82 Moto memories

A mid 1970s Montesa Cota with original tyres and sprockets on? How come? It’s been in a private collection that’s how.

Things rarely come much more special than a bike with a sheet alloy chassis, even better if it’s the only one ever fitted with a particular engine.

How to 44 King of the IT crowd

With lots of bits away it was time to strip the engine and see what the damage was inside… a mix of worn-out and pristine.

48 Dirt Products

Got something to help the off-road world go faster, keep their feet up longer? Tell us, we’ll put it in this bit.

50 Tech Talk

It seems such a simple idea, find a topic of interest to off-roaders and do a spread on it… this issue is about ignitions

What are you talking about in the CDB world? All sorts of things as it happens, bring it on we say.

This is where we delve into the archive at CDB and pull out a tasty image for your delight. Here we have two riders vying to be world champ.

Events 54 Sporting world

Just because it’s been winter doesn’t mean the sporting action stops. Okay maybe it does mean we’ve the chance to use up some held over events but that’s the way it is and anyway, summer is on the way for a full sporting calendar.

62 Show Time!

Wrighty’s show got a new name The Classic Dirt Bike Show and a new sponsor, Hagon Shocks. Were you there?

We were and here's our snapshot of the show and the Classic Dinner Bash.

Features 10 Forgotten 500

68 A chat with…

27 Martin Lampkin – a tribute

76 Magnificent Maico

Colin Sparrow reminds us that Greeves did have a few ideas to pursue as the Japanese took over the MX world.

It’s never an easy thing to document someone’s life in a magazine. Not so much what do you put in, but what do you leave out?

37 The winners

The Classic Dirt Bike backed classic British scrambles championship has two classes. Dave Gittins tells us all about the two winners for 2015.

…Mike Barnes. Chris Montignani catches up with ‘The Border Raider’ and finds out what makes him tick.

It is possibly easier to custom-build a Maico to an individual spec now than it was when they could be bought from the factory. Iain Clark’s 1974 400 is superb.

11

Time and time again proof arises that the British industry wasn’t short on ideas or talent. Finance on the other hand…

Colin Sparrow looks over the Greeves 500.

Words: Colin Sparrow Pics: Colin Sparrow, Greeves Archive

B

Nothing sticking out, nothing likely to get damaged in the cut and thrust of the off-road world.

y the beginning of the 1970s clouds were gathering for the British motorcycle industry and by the end of 1970 Royal Enfield and Velocette had gone, soon to be followed into mergers and eventual oblivion by all the great names.

The hitherto successful Essex firm of Greeves had not been immune to the ills of the industry. They had been forced to cease production of road machines when Norton Villiers stopped making their 4T twin cylinder engines in 1966.

Then, in 1968, the Anglian trials bike and its derivatives came to a halt when supplies of Villiers 37A singles dried up. Their roadracers were no longer competitive and their new trials bike, the Pathfinder, was still in the development stage – and in fact did not start to reach buyers until quite late in 1970.

So for 1969 Greeves developed a pair of new scramblers named Griffons, available in two capacities – the 250cc Model 56 and the 380cc Model 58. Both had singlecylinder two-stroke engines manufactured by Greeves and tubular-steel frames. Launched in February 1969, teething troubles meant that they were not particularly successful when ridden in selected world championship rounds by Arthur Browning and Vic Allan. At home, however, Bryan Wade took the 1969 ACU 250cc Motocross Championship – this in the debut year of the Griffon.

Griffons were clearly competitive machines and sales going into 1970 were strong.

Something special

Success in competition comes through many factors – rider determination, lots of power or a light bike.

We look at a package probably combining all three.

W

I

t is no great revelation to say a lighter motorcycle is easier to manage in the cut and thrust of the off-road world. Riders, be they clubmen or factory-backed, have tried to shed weight from their mount.

With factories having to guarantee motorcycles for public sale, often they would play safe in component choice but their contracted riders would sometimes be seen with thinly disguised lighter parts on their machines.

Look back as far as pre Second World War where differences between the catalogue road machine and the competition version would amount to a smaller capacity fuel and oil tank, narrower mudguards and a single saddle.

Later, into the 1950s, aluminium components started to appear on even big British motorcycles, all in the drive to make life easier for the rider and machine.

The lighter the bike the less stressed it is and the less weight an engine has to move the easier time it has, thus ensuring it will last a race.

Once the Japanese factories got involved in this motocross sport, such thinking was taken to new levels, often thanks to careful design and thought rather than too much fancy material. Weights dropped and all of a

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:

Tim

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s: T Pic

Fox air shocks were state of the art for the late 1970s.

ritton and Nick Nicholls Co im B llec tion

Silencer bracket is welded to the pipe, bent over and has a single bolt to fix it in place.

27

Martin

Lampkin 1951-2016

Born Harold Martin Lampkin in December 1950, ‘Mart’ sadly passed away on April 2, 2016 aged 65.

Project IT 44 It is time to start work on the engine and see what’s inside, hopefully no horrors await us.

Project IT Put two off-roaders together and the first question from either is generally ‘what’ve you got on the go at the moment?’ This is often followed by ‘you’re doing a WHAT!?’ Occasionally it is ‘oh, one of those…’ but more often it’s ‘you must be mad’. You choose which of those statements is applicable to us as we head into Act Four of the ‘King of the IT crowd.’

Words and pics Tim Britton

T

he engine has sort of been ignored in this project for a while as there have been other things to deal with.

With the frame now straight and cracks welded thanks to Barry at Rod Spry’s, I found an aerosol can of black paint tucked at the back of a shelf and in one afternoon I gave the frame a light coating of gloss black over the top of the red colour.

Yes, you’re shuddering now and saying ‘what on earth has he done that for?’... or words to that effect. It gets worse too, as I did it outside... thus compounding every known crime against painting known to restorers. In my defence the frame will be

properly refinished once we’ve used the bike in an enduro or two and made certain it is mechanically sound.

With the bench swept off, engine in a support cradle made from some bits of wood and plywood, drip tray on hand, tools at the ready and various containers in which to store bits and pieces all close by, the strip could begin.

Earlier attempts at draining oil from the unit had failed as at some time in the past the drain plug had been mangled by someone using an inappropriate tool – only a guess but probably an adjustable... and not a very good adjustable either. Then the

The story so far… …is progressing slowly and involving sourcing parts from various places, be they enthusiasts with spares tucked away – thanks Mike in the US and Martin in south west UK – or businesses specialising in IT or rare Japanese parts.

Our previous issue saw a lot of degreasing, thread cleaning and tyre fitting.

job had been further compounded by use of a hammer and chisel, during which attention the drain plug had been fixed to the case and would now need drilling out. Luckily, taking off the clutch case meant the engine oil could drain out of the side… or at least if it had been a liquid instead of sludge. In anticipation of oil going everywhere I’d laid out newspapers, had plenty of cloths handy and a drip tray in place.

The clutch case itself was okay. It had been repaired with epoxy metal at some time but a friend, Martin Bratby, mentioned he was sure he had some IT bits from years ago tucked away and felt certain a new clutch

Products 48

DIRTproducts

Your product could be here! Do you make, import or otherwise supply bits and pieces, clothing or other things that the classic and vintage off-road riding community use? If so then your product could be on these pages.

Contact either Jane Farquharson in advertising on 01507 529419 or Editor Tim Britton on 01507 529404

1.Taking the right fork Eighteen months after its relaunch, REH Forks is offering assembled fork legs in three lengths, plus mix-andmatch spring rates and internally adjustable pre-load, so that riders can tweak performance further by using different weights of oil. This makes REH Forks’ products extremely adaptable, allowing riders to tailor the fork to their own style as well as to different terrain.

A full range of accessories, called REH Options, is available to customise the fork, including spindles (15mm or 17mm), gaiters, mudguards with brace and clamps, brake anchor plates and protective leg guards.

“We’ve responded to demand by offering three lengths of fork leg,” said the company’s Duncan Macdonald.

“Several customers have come back to buy a second or even a third pair of forks, and they are being ridden in Europe, New Zealand and Australia as well as Britain.”

A number of bikes in the Scottish Pre-65 Two-Day Classic will be sporting REH Forks, including Duncan’s Ariel: “Feel free to ask questions or have a go on the bike... just not when I’m heading into a section,” he joked.

2

2.On the case

REH FORK FEATURES: * 35mm diameter stanchions * Sliders machined from 2014A billet aluminium to replicate the original REH castings * Three lengths: 762mm (30in), 787mm (31in), 812mm (32in).

Measured from the centre of the wheel spindle to the top of the stanchion * Three spring rates * Internally adjustable pre-load * One slider has a brake anchor lug compatible with Tiger Cub replica hubs * REH Forks are designed for use with a push-through spindle * Pre-65 Scottish Two-Day Trial eligible.

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Who: REH FORKS LTD Price: £895 for assembled fork legs, Options priced individually Tel: 01751 417371 Email: REHforks@gmail.com Web: www.rehforks.com

There’s little doubt BSA’s unit single has taken the classic MX world by storm much as it did in the 1960s when Jeff Smith raced his factory machines.

As far as the classic scene is concerned, Joe Maxwell at JME – Joe Maxwell Engineering – has been at the forefront of keeping these unit singles working properly and producing their best. Sadly, even the newest of the BSA B50 bits are getting on for 50 years old and the stresses of racing them mean things can break. Luckily JME has developed brand new replacement crank cases and heads for these iconic bikes and had such bits on the stand they shared with NEB at Telford.

Joe Maxwell told us the crank cases have been cast from brand new patterns, beefed up where needed but still fitting everywhere an original B50 will fit.

Also in our picture is JME’s new four-valve cylinder head sitting on top of one of NEB’s Nikasil coated barrels – available in 500cc and 600cc capacities with pistons to suit the head. A complete engine is ready for testing and once all are happy the first batch of 10 cases and heads will be ready for August. Joe pointed out he’s not done this alone and would like to thank Alan Clews, Mark Hardie and Jonathon Hadson for their help.

Who: Joe Maxwell Engineering – JME Tel: 01848 330416 Mobile: 07836 209886 Email: joe@joemaxwell-engineering.com Web: www.joemaxwell-engineering.com

Sporting action 58 The winner of the 2016 Pre-65 Scottish Two Day Trial, Dan Clark, on a Triumph twin built by Graham Wilkinson. Look out for our test of this bike in a future CDB.

In the middle is winner Dan Clark, to our left of him is second-place man Ben Butterworth and on the right is Murray Whittaker. All three finished on three marks lost and each could so easily have been the winner. Ties are decided in accordance with SACU – Scottish Auto Cycle Union – rules.

2016 Scottish Pre-65 Two Day Trial

April 29-30, 2016 Kinlochleven, Lochaber Traditionally at the end of April trials riders head North for the ‘Scottish...’ we’re traditional so that’s what we did.

Words: Tim Britton Pics: Fiona Watson

Telford Show 64

The first of the on-stage presentations was for the Kia-backed National Twinshock Championship. Seen here are Fredina Minshall – who keeps the series on the straight and narrow and is standing in for Best Lady Rider Jennifer Stephen; then Steve Bird; tucked behind him is Peter Salt; then we have Stephen Bisby; Lee Granby; David Carter and Gerry Minshall. If your series needs to have a presentation on stage at Telford, contact show supremo Richard Graham and arrange it for 2017.

Concours champions C oncours is the best of the best for those at the show and there are seven hotly-contested categories in our competition.

Thankfully, the editor of CDB doesn’t have to judge but, some brave people took on the task and sorted six bikes and a club to take the awards.

The winners were Dave McGregor, whose Greeves ISDT model earned him best enduro bike; Alan Arnott – recovering from a knee operation – had the extra weight of the best motocross machine trophy to take back thanks to his stunning ESO. Eddie Bull wheeled in a superb two-valve Jawa speedway bike and it was rightly voted best in the grasstrack/speedway category. David Woofe’s Cotton Conquest was a deserved winner of the road racing class and likewise Paul Rogerson’s Francis-Barnett Falcon was judged a stunning trails bike. The club stand worthy of ‘Best’ tag was Cumbria Classic Racing MCC and Ian Ridley stepped up to accept the trophy. The best in show award went to Adrian Moss with his Rickman Mk.3 G80CS Matchless. A stunning machine with a grand pedigree too.

Nick Jefferies presented the awards and Martin Hagon congratulated the winners.

Yes, we have a concours competition and these are the class winners. There is a simple formula for this and it is ‘The best…’ with seven categories from road racing, trials, motocross, enduro, grass/ speedway, club and best in show. Pictured from the left are: Dave McGregor, Alan Arnott, Eddie Bull, Adrian Moss, Nick Jefferies, David Woofe, Paul Rogerson and Ian Ridley.

Iain Clark’s Maico 76

Magnificent Maico The property of Scottish motocross rider Iain Clark from Carluke in Midlothian, this little beauty was captured on camera

by Chris Montignani.

Words and Pics: Chris Montignani

I

ain Clark has always been a lover of off-road machines of all descriptions and has been involved in the Scottish offroad motorcycling scene for many years.

Starting at an early age, Iain has taken part in just about all disciplines including trials, enduro and quad racing.

He acquired his first introduction to off-road motorcycling in 1978 – an SL125 Honda, which he says almost had a knobbly rear tyre on it!

His big turning point into the real world of off-road motorsport came along when he took delivery of his first ever race bike, a Mk 12 Bultaco Pursang, which he purchased from Ayrshire motorcycle dealer Jimmy Morton.

Iain still has some great memories from those days as he used to race against Jimmy at many of the club events in and around the Ayrshire town of Sorn in 1982.

Various other machines, including one exceptional water-cooled Armstrong twostroker with the radiator just below the headstock have now come and gone. But the memory of seeing a brand new YZ465 Yamaha in the local bike shop window was just about too much to bear for 17-year-old Iain, who could not believe how stunning the bike looked as he gazed at it in wondrous admiration.

Fast forward 30 years or so and Iain found himself at a ‘dirt bike crossroads’, taking stock of where his next off-road fix would be likely to take him.

As the years were starting to creep up on him, Iain planned to take his love of off-road motorcycling at a rather more relaxed and sedate pace.

After some thought and a bit of pondering he was soon prompted to look into the world

of classic and vintage motocross as this appeared to suit his age group and the kind of events he would most like to compete in.

Now, with his vintage grouping decided, what he needed at this point was a suitable machine and so it was time to have a look round to see just what was on offer.

With a comprehensive browse through various websites and classic/twinshock forums, Iain soon came to the conclusion that although there were many machines that would have suited him initially he would rather not go down the route of a second-hand buy and opt for something a bit more bespoke.

Iain was basically looking for a machine he could race at all classic and twinshock events but didn’t really want something that had been battered and beaten round the circuit for years, incurring all the associated