Classic Scooterist December 2016 / January 2017 preview

RESOLVING FUELLING PROBLEMS

THE B MODEL LAMBRETTA – a potted history

WIN

TIM MASON’S £14K

A COP Y NEW OF THE READ BOOK Y

TT 250

ST GIRLSEADY

See in for de side tails

1960s STYLE 2016 PRICES

BLAST FROM THE PAST

TWO-STROKE TUNING

YELLOW SUBMARINE LAMBRETTA

NSU PRIMA

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WHATEVER HAPPENED TO

A Classic Scooterist exclusive interview, including previously unpublished material SCOOTERAMA! – A FELICITOUS FANFARE OF FACTS, FEEDBACK & FACES

Issue 112 December 2016/January 2017

FIVE-STAR

Issue 112 December 2016/ January 2017 Founding Editor: Mau Spencer 01507 529408 mauspencer@classicscooterist.com Publisher: Steve Rose Contributors: Gill Beecham; Pete Davies; Dave Dry; Ashley Lenton; Jayne Morris; Andrew Spencer; Phillip Tooth; John ‘Caspa’ Varey; and Chris Wainwright.

Apologies to anyone we’ve forgotten.

Some of the articles within these pages express the opinions of the contributors and are not necessarily those of Classic Scooterist.

Design: Fran Lovely Picture desk: Paul Fincham, Jonathan Schofield Divisional advertising manager: Martin Freeman mfreeman@mortons.co.uk Advertising: Emma Buxton-Rockley 01507 529410 ebuxton-rockley@mortons.co.uk Subscription manager: Paul Deacon Circulation manager: Steve O’Hara Marketing manager: Charlotte Park Publishing director: Dan Savage Commercial director: Nigel Hole Associate director: Malc Wheeler Editorial address: CLASSIC SCOOTERIST MAGAZINE PO Box 99, Horncastle, Lincs LN9 6LZ www.scooteristscene.com General queries and back issues: 01507 529529 (24hr answerphone) Archivist: Jane Skayman 01507 529423 jskayman@mortons.co.uk Next issue (113) published: January 11, 2016 Editorial deadline: December 2, 2016 CLASSIC SCOOTERIST (ISSN:1756-9494) is published bi-monthly by Mortons Media Group Ltd, PO Box 99, Horncastle, Lincolnshire LN9 6LZ UK. USA subscriptions are $36 per year from Motorsport Publications LLC, 7164 Cty Rd N #441, Bancroft WI 54921. Periodical Postage is paid at Wisconsin Rapids, WI. Postmaster: Send address changes to CLASSIC SCOOTERIST, Motorsport Publications LLC, 7164 Cty Rd N #441, Bancroft WI 54921. 715-572-4595 Email: chris@classicbikebooks.com www.classicbikebooks.com Distribution: COMAG Tavistock Road, West Drayton, Middlesex UB7 7QE Subscription: Full subscription rates (but see page 62 for offer): (12 months 6 issues, inc post and packing) – UK £22.50. Export rates are also available – see page 62 for more details.

UK subscriptions are zero-rated for the purposes of Value Added Tax. Customer services number: 01507 529529 Telephone lines are open: Monday-Friday 8.30am-7pm, Saturday 8.30am-12.30pm Printed by: William Gibbons & Sons, Wolverhampton © Mortons Media Group. All rights reserved.

No part of this publication may be reproduced without prior written permission.

34 CONTENTS 4

Back when we had hair

Nostalgic memories from times gone by

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Scooterama

A felicitous fanfare of facts, feedback and faces

14 Trials and tribulations

The Andora 500 – a new place to test your Lambretta

15 Douglas period publicity

A quick glance at early Vespa advertising material

16 “You’ve got mail”

Readers express their views, ask questions and show us their pictures

18 What’s going on?

Having trouble finding a copy of this magazine?

Why not Just Ask your local newsagent to reserve you a copy each month?

A look at the scooterist calendar

20 Events round-up p

Coverage g of recent events

ARE YOU A SUBSCRIBER? 34 “Full speed ahead Mr Boatswain”

Dean Shaw’s psychedelic Lambretta

38 ‘Bella’ – ahead of her time Rob Carter’s stunning Zundapp

43 Whatever happened to On Target?

Exclusive interview with editor ‘Caspa’ – plus unpublished material

52 Twintronic Lambretta Tim Mason’s Targa Twin

56 No.12 off the production line

See page 62 and take advantage of our money-saving offers

64 Lambretta B Model An evocative concept

70 The BSSO Production Class appeal The concept explained

76 Three chairs pt3

The saga continues…

78 Fuelling issues

The side effects of petrolrelated problems

80 Scooter clubs

Meet and greet your local club

82 Aberdeen CSC A potted history

Darren Barber’s early Lambretta Vega

60 In a class of its own The NSU Prima Five-Star

86 Scooterist classifieds

For all your wants and needs

90 Blast from the p past Two-stroke tuningg

Gone but not forgotten

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ver time, some magazines fall by the wayside for varying reasons.

One such publication – On Target – seemed to have everyone going for it; from a design point of view, there was nothing to touch it, and although a scooterist-based publication, it heavily concentrated its coverage of the surrounding music scene.

At the end of the day though, only nine editions were ever published.

So what happened? What went wrong? In our centre eight-page supplement, Classic

Scooterist carries out an exclusive interview with OT’s founding editor, John ‘Caspa’ Varey who relates the full story, reveals previously unpublished material from issue 10 (that was never published) and gives some closure to the whole OT saga.

GOOD LUCK DAVE!

We may be short of our normal prose from the pen of Dave Dry over the next few months. As I write this, the poor fella is about to go into hospital for an operation on his

foot and the prognosis is that he could be out of action for up to six months. I’ve already done the usual quips about gout and too much port; I’ve even got a mental picture of him trying to ride while his foot is in plaster; but most importantly I’ve told him that his hands and arms won’t be affected, so he should still be able to pen articles while he’s on his back. But seriously Dave, I hope it all goes well and that you’re soon back on the road – even if it is with a whee el fitted to your plaster cast…

MAUSPENCER@CLASSICSCOOTERIST.COM

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SCOOTERAMA!

Vespa 70th anniversary gift collection RRP: £9.99 upwards The first Vespa rolled-off the Pontedera production line in 1946. Its simple, economical, 98cc engine, enclosed pressed steel body and easy handling instantly struck a chord with postwar commuters.

To mark the 70th year of production, Vespa has added an anniversary collection to its genuine accessories and lifestyle ranges, so Vespa fans can join in the celebrations both on and off their scooters. The 70th Anniversary Collection includes a helmet, T-shirt, key ring, mug, baseball cap and top boxes.

Info: 01179 725552 // www.uk.vespa.com

Holeshot jeans win award

The next generation Here’s a picture of Ronnie, Frankie and Tobie Watts, taken at their first Isle of Wight scooter rally earlier this year. Grandparents Ruth and Paul Whitehouse already have a number of scooters between them, so they only need another two for their daughter Charlotte (aka ‘Sherbert’) and the grandchildren to have one each as well.

(Picture reproduced with the permission of the parents)

Malossi gear kits

£ ask Malossi manufactures a range of gear kits for the Vespa PX, Cosa, and T5 scooters, which are available for w 6-, 7- and 8-spring clutch assemblies.

6 Ra atios available: VM673730: 23/64 ratio for 6-spring clutches (PX125/150) VM VM673888: 23/64 ratio for 7-spring clutches (Cosa, PX200, T5, Rally) VM675235: 24/63 ratio for 7-spring clutches (Cosa, PX200, T5, Rally) VM676720: 24/63 ratio for 8-spring clutches (Cosa, PX, T5, Rally 200) VM676721: 23/64 ratio for 8-spring clutches (Cosa, PX, T5, Rally 200) VE (UK) is the official factory appointed sole UK importer for Malossi performance products and stock the full range for classic and automatic scooters.

Info: www.malossiuk.com

Lambretta shiny stuff HAVE YOUR PRODUCTS REVIEWED WHERE IT COUNTS...

PHONE 01507 529408 10

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£ ask From chrome stand feet to spare wheel carriers and everything in between, scooter owners can choose a Lambretta accessory from the VE range that not only fits their requirements but also their budget.

The bodywork protection range shields paintwork from scuffs and scratches in the form of crashbars and front bumper bars. Pillion riders are also catered for with a selection of backrests.

Info: www.ve-uk.com

Draggin Jeans has been awarded ‘Best of Best’ in the German Design Council’s Motorcycle Brand Contest for its CE-approved Level 2 Holeshot jeans.

Launched in 2016 by the German Design Council, the Motorcycle Brand Contest is a unique international competition for outstanding brand, product and communication design within the motorcycle industry.

Judged by an independent jury of experts from the media, design and brand communications industries and educational institutions, the awards were highly coveted with many brands vying for the top spot.

The family-owned Draggin Jeans Company took the ‘Best of Best’ award for its market-leading, CE-approved level 2 Holeshot jeans, which feature a full-length lining, military grade DuPont Kevlar and Dyneema, a comfortable Roomoto lining and a smart blue stonewash finish. The jeans provide 7.45 seconds of road abrasion protection.

Info: www.dragginjeans.net

The BSSO had a stand for the first time at the rally with a wide range of race scooters and sidecar outfits on display. The new Production Class has made it much easier for people to get into racing and if you haven’t checked them out yet, get yourself down to a race track near you

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Live music is a big part of the Mersea Rally experience with eight bands playing over the weekend to cover all tastes from Rockabilly to Northern Soul

Mersea Island September 2-4, 2016

A week after the official IoW Rally on the August Bank Holiday, this event signifies it’s once again time to head over to Mersea Island for the Colchester DVLC rally. Sadly no longer on the official National Rally roster it’s still my favourite rally of the season and one not to be missed.

O Col Frost made his annual pilgrimage from Lincolnshire to Mersea Island with an eight hour ride on the Friday, numerous fuel stops and a few breakdowns helping to lengthen the journey time

ver the last couple of years the number of four-wheeled vehicles making it onto the camp site seems to be creeping up. But it’s still a great rally with a well-attended parts fair and entertainment throughout the weekend.

Rain moved-in on Saturday, which saw the traders packing-up earlier than usual.

But it didn’t dampen people’s spirits in the evening with a choice of rooms offering all

Okay, so it’s not a Lambretta, or a Vespa, or even a Zundapp Bella for that matter. But it does look bloody cool. We’re starting to see more and more of these modified Hondas on the scene

Lloyd Watts came along on his Rusty Innovations emblazoned Eibar, which may look like an old worn-out scooter, but it’s packed with many well thought-out and trick modifications

Lowestoft Lambretta Works supplied the Dyno for this year’s rally and they were offering power runs giving a top speed reading

I spotted this standard-looking LD in the camping field, but a closer look shows a later model engine nestling neatly under the panelwork

the scooterists’ favourite tunes and a selection of live music.

The smell of two-stroke oil was heavy in the air from early on the Sunday morning as people made their way home, no doubt already looking forward to next year’s rally and hopefully the return of the sunshine which normally makes its appearance for the whole weekend.

Jon Betts

Danny Loder was on the BSSO stand with his home built Group 5 racer. He’s currently in his first season of racing with the Group 6 boys as he’s the only one with a Group 5 machine and it’s been a steep learning curve as Danny told us: “I’m 10th out of 25, but I’ve been learning so much about racing and building race engines!”

MAUSPENCER@CLASSICSCOOTERIST.COM

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The Beaches tour June 22, 2016

With so many scooter rallies now on the annual calendar some may say we’re spoilt for choice as to how we choose what to do. Whether you enjoy organised LCGB or VCB events, National rallies with VFM do’s or local club scooter gatherings, it seems more and more are looking to travel further in search of that unique riding experience.

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ull Drifters SC members have been no different over the last few years, I’ve been lucky to be invited to ride with them to many events like the Coast-to-Coast, Blackpool pre-season and even Scooter Meltdown in Kalkar, Germany, in the bleak early months of the year.

After many trips in Europe as part of the FOS Tours from Grimsby and Cleethorpes, the Drifters decided to arrange a trip to visit the Normandy beaches in France with club members and invited guests who’d enjoyed rides with them before.

It’s a big task to organise a road trip abroad and when around 13 riders are involved, it becomes even more challenging; Russ Barber took on the mantle of booking the ferry and accommodation; the route chosen was the obvious ferry from Hull to Zeebrugge, then ride down via Dunkirk to our base at Deauville, north west France, in the Normandy region

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– a stunning town. The hotel that Russ had booked was opposite a marina that looked similar to Marseilles.

The journey was going to be a decent ride in one day, but all the riders were on board GTS auto or similar modern auto scooters, so aside from a couple of punctures en route, there was little to worry about as far as breakdowns went. However with all of us not being 17 any more, it was probably our bodies that would feel the pressure of the trip more than our modern machines.

As usual the weather was very French – unpredictable and sunny, then wet; but it was cold, so with everyone in appropriate gear, we battled on towards our first destination. The lads had organised a surprise stop off on the way for Mark Howlett (his great grandfather fought in the First World War and was buried in one of the war cemeteries near Dunkirk, but Mark had never visited before). With usual

Drifters sat nav taking us on a mystery tour we eventually arrived at Nieppe Bois (Rue Du Bois) British Cemetery. Stunned Mark made an emotional walk along the gravestones until he came across 220019 Lance Cpl, Alfred Harrison of the East Yorkshire Regiment – a very proud moment for Mark to pay tribute to his very own family war hero.

Setting-off for another couple of hours’ riding, we arrived in the Normandy region, but a very spectacular Bridge en-route to challenge the nerves. Pont de Normandie looks amazing as you approach, but to be perfectly honest, it wasn't anything like our very own Humber Bridge (hee hee).

The town of Deauville is a superb place to visit and in the evenings it’s a hub of socialising with restaurants and bars spillingout onto the pavement seating areas until late in the evening. Next morning, on the first day of touring, everyone was up and ready; we had

“FULL SPEED AHEAD, MR BOATSWAIN”

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Dean Shaw owns a submarine – and a yellow one at that – but he likes to keep his head above water when he’s piloting it along the roads…

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n reality, Dean’s ‘Yellow Submarine’ started out life as a Series 3 Lambretta Li 150 Silver Special (not that there’s a speck of silver left on it now). Since purchasing it for the princely sum of £1780, Dean has made a few ‘visual’ alterations to the scooter, although mechanically it remains fairly standard (with the main exception being that the barrel has been bored out to 175cc).

It was 1960s Skegness that first sparked Dean’s interest in scooters – there were plenty around in those days. But back then he was too young to actually purchase one; then his life took another path with him eventually marrying his fiancée, Tracy and it was only during the 1980s Mod Revival period that his interest in scooters started to surface.

Going back a few years now, Dean was given

a record player by his now long-departed aunt; she also gave him a load of 7in singles which included the Beatles songs I Am The Walrus and Hello, Goodbye. The seed was then sown to him becoming an avid Beatles fan. So when he purchased a Lambretta Li 150 Silver Special for £1780, the thought of a themed ‘Beatles’ scooter slowly developed in his mind.

But the Beatles had so many hits and songs, so which one should he go for? In the end ‘Yellow Submarine’ came out the winner and that is reflected in the pictures seen here.

The base yellow colour of Dean’s scooter was sprayed by Russ at Lincs Lambrettas and then it was adorned with Beatles decals made by Ross at Spalding Signs; the seat cover was manufactured by Alastair Else at Elsemade. Finally, a few finishing touches were

MAUSPENCER@CLASSICSCOOTERIST.COM

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TIM’S TT250

Lambretta Twintronic

Ever since he rode Stuart Owen’s Lambretta demonstrator, Tim Mason had always wanted a Targa Twin powered Lambretta – and now he has one in his collection…

NUMBER 12 OFF THE PRODUCTION LINE

Dar arr rrreeenn Bar arb rbbeeerr’s r

EARLY VEGA Frame numbers to most people are simply the thing that gives their machine its identity (whatever make/model it is). But in a world now seemingly obsessed by low numbers and early machines it’s impossible not to take notice of some machines and their numbers (I’m not a frame number spotter honest)!

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ake for example Darren Barber’s Lambretta Vega shown here. At first glance it’s a nice example of a 1969 registered (but built in 1968) machine. A closer look (well, one that would require you to kneel on the floor to examine the frame number) reveals a frame number that got me just a little bit interested…

After the Luna line was launched in Italy in 1968, it was clear that the Lui, Vega and Cometa machines would be destined for export to the many countries that Innocenti did business with. That of course included the UK which, for a long time, was the company’s biggest export market.

As with most models Lambretta Concessionaires had liaised with the Innocenti factory and had placed its orders for these new machines with the ‘Year 2000 look’.

Interestingly enough I have a letter written by Lambretta Concessionaires to Glass’s Guide in November 1969. Nothing unusual about that

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I hear you say, and yes, in the main you’d be right. However, the letter doesn’t just mention the range that was coming into the UK and when it was coming in – it goes on to list the first frame number of the machines coming in.

Now I guess that when Innocenti told Lambretta Concessionaires the frame numbers of the first machines they had some lined-up; but Darren’s machine is 179 prior to the first one listed on the letter. Yes, I know Innocenti could have listed a spurious number just to keep Lambretta Concessionaires happy, BUT here’s the important bit. Darren’s machine was registered in May 1969. So some months prior to the letter being issued by Lambretta Concessionaires and some nine months after being built on the Milan production line.

So, other than the low frame number, what’s the score with this machine I hear you ask? Before Darren had the scooter it had been owned by Luna line and general scooter maestro Jem Booth. Jem had acquired the

scooter from the original owner, a lady who lived in a village called Abbeystead near Lancaster. The original owner – Mrs Cooper – had used the scooter until its engine blew up after a number of miles. Jem didn’t find out what had caused the Vega engine to blow up; however, the original owner told him that her husband had then bought a G registered Lambretta Cometa, which he had taken the engine out of to fit in the Vega, in order to replace the blown engine.

Any Luna Line owners out there can probably guess the next bit. The Cometa engine runs off of an autolube system and the Vega doesn’t. The lady’s husband couldn’t work out how to connect the autolube engine to the non-autolube frame and by now the original Vega engine had been thrown out, so couldn’t be salvaged.

Faced with a scooter that they couldn’t use, the Vega was put into the owner’s garage where it sat as a non-runner for a number of years.

AN EVOCATIVE CONCEPT OF A BYGONE ERA

The Lambretta ‘B’ Model In the beginning there was the 1947 Lambretta 125cc ‘A’ motor scooter, Innocenti’s tentative step into the embryonic scooter market initiated by Piaggio’s Vespa in spring 1946. The success with the A Model stimulated production of the B Model.

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he B Model outwardly resembled the A, but was more refined, incorporating several new developments, especially road handling. Production commenced in November 1948, and ran until January 1950. Innocenti was delighted with the response to the new model – which had a production run of around 35,000 machines.

An automatic B Model was made with only a production run of two.

The standard B Model was not equipped with a rear pillion seat or folding footrests; these were only available as extras – the former clamped on to the luggage ring attached to the toolbox lid, giving the scooter a more balanced look – both original Lambretta accessories that are now fairly rare. Another rare accessory is the spare wheel holder, which attaches to the rear of the toolbox surrounding, the rear light and number plate.

A Plexiglas windscreen was available to provide the rider with some protection against wind and rain. Even a sidecar was available, stretching the small engine to its limit. Whitewall tyres are an attractive option on these machines – with the added safety aspect of being more visible to other vehicles from the side (and rear, if fitted with a spare).

Each scooter was supplied with a handbook (Uso e Manutenzione) which provided basic information – including traffic regulations. A parts catalogue was also available (Catalogo parti di ricambi).

B Models were raced by enthusiasts and the author’s scooter was purchased with a racing exhaust/silencer. During restoration, it was tempting to reinstate it but although it gave the scooter an enhanced ‘sporty look’ and a marginally improved performance, it was unacceptably noisy. It left an unsightly hole in the frame directly in front of the cylinder too. Consequently, the standard type was reinstated.

An original dealer’s nameplate still remains intact on the steeringhead: COMMISSONAKIA S.A.I.F. LLI PRESENTI FIRENZE (Via 24 Maggio 34. Florence). The B Model’s two-stroke engine was a clean and tidy unit, being integral with the gearbox and all the necessary components.

As the engine was mounted transversely, so power was transmitted through a series of bevel gears via a shaft to the rear wheel. The engine was designed to be exposed with generous cylinder-head fining; no fan was required for forced cooling. cooling Before restoration; a very sorry 1949 B Model awaiting a sympathetic home

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Comfortably cruising along with engine purring happily in an Italian baritone.

Incidentally, both colour co-ordinated rider and scooter are of the same vintage!

Note necessary pair of contemporary style mirrors fitted to warn of the approach of large lorries, so evasive action can be taken against the ensuing air turbulence

DIMENSIONS

Length: 1.680m Width: 0.650m Height: 0.900m Weight: 68kg Wheelbase: 1.250m Fuel capacity: 6 litres (0.8 reserve) Engine power: 5bhp @ 5000rpm Engine capacity: 123cc Bore/stroke: 52mm/58mm Compression ratio: 1:6 Carburettor: Dell‘Orto (MA 16) Electrics: 6v three coils, ignition/HT, and two lighting coils Full restoration, and resprayed in a period metallic light blue. The B Model played an important role in what was to become quintessentially ‘Italian-sty tyle-and-design’ y

Front light: 6v 25/25W. Rear light: 6v 5W, (brake light 2watt) Top speed: 43-50mph.

Fuel consumption (@ 27mph): 1 litre every 31.07 miles Transmission: shaft drive.

Gears (three): 1st 1:9.25, 2nd 1:6.38, 3rd 1:4.35.

Colour schemes: the B Model was available in dynamic metallic colours: red, green, light blue and brown.

With thanks to Paul Brierley of Scooter Restorations

Meet the racers

ANDY WALKER – BSSO #90 – LCGB PRODUCTION CLASS This was my first year racing with the BSSO in the new LCGB Evo Production Class. The initial plan was to learn all about the circuits and what racing is all about – but most of all, have fun doing so. I didn’t manage do a full season due to other commitments; however my time on the track was spent learning how to ride and race a scooter.

My first event was at Mallory Park and to say this was a baptism of fire would be an understatement; I didn’t realise how quick it was and I got to the end of all four races, and not last either which was a massive boost.

Darley Moor was my next event and I now had a better idea of how things would go and went out and pushed hard against some fellow newcomers Shaun Nickells and Jer Crew. We had a brilliant battle all weekend at the back end of the field, leaving Baz, Hammy and James to fight among themselves at the front.

Once again I finished all four races.

Then came Cadwell Park; wow what a circuit! The TV doesn’t really show how much elevation there is on this track. Arriving on Friday I had the opportunity to walk round the track with a few other riders; this was the first time I’d done this and got some valuable advice from Hammy and James about lines and gears. This advice was put into practice the next day as I pushed hard in each race.

However, I’m old enough to have a part of brain that has self-preservation and found I wanted to go faster in places, but my brain just wouldn’t let me (something to work on for next visit to Cadwell). Once again I finished all four races, having a good race with Paul Kent on his Group 6 Vespa, as we overtook each other on more than one occasion.

After Cadwell I found myself in fourth in the class and looking forward to Lydden Hill.

However, things outside of my control meant I didn’t get there until Saturday afternoon and only clicked up two finishes on the Sunday, although I was pleased to finish in front of people who’d had practice, two races and the Memorial race under their belt from the Saturday. Next up the penultimate round at Croft in conjunction with petrol and

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pistons. Unable to make this one day event, I missed out on valuable points, especially as my nearest rival in the championship, Tim Simpson (fifth in Class) scored well and closed me down to within five points.

Back to Cadwell for the last round of the season. To say it didn’t go as planned is an understatement. I did manage in practice to go faster where I know I should and cracked it.

Looking forward to the first race and feeling pretty confident; a decent start and into the second lap the front brake started to lock-up, so I pulled up for my first DNF of the season.

On my return to the paddock, hydraulics drained, new fluid and lots of pumping and it was sorted just in time (only just) for the second race.

I had a great start in the second race; however due to a massive start line accident that I only just managed to avoid, the race was red flagged (get well soon Tom)!

The second race re-run took place on

Sunday. I made a bad start, but got on with it and finished the race trying not use the front brake too much in case it decided to bind on again.

The third race of the meeting. Another great start and I pushed hard to pass Paul Kent; once passed I managed to catch-up with new boy Taylor Sturgess, and we swapped places several times during the race until the last lap when coming out of the hairpin I drifted on to the grass. I held on until I crashed into the tyre wall. I got thrown over the handlebars, gaining a dead leg in the process – not the way I’d planned to finish the season, with a dead leg and bent forks!

Despite the problems at the last meeting I’ve had a great season, finished fifth in the overall production class championship behind some very quick experienced racers. I’ve had a fantastic time and made a load of good friends along the way. Looking forward to next season already.

PAT WICKHAM – BSSO #64 – LCGB PRODUCTION CLASS

I’ve never raced before. My first race was at Cadwell Park in July; I finished near the back in all the races, but loved every minute. I did the last three meetings at Lydden Hill, Croft, and then returning to Cadwell Park for the final meeting of the season. I went round a lot better than the first time, knocking seven seconds off my previous fastest lap time. I’ve met some fantastic people along the way and can’t wait until next year to do it all again.

A SUCCESSFUL FIRST YEAR

Aberdeen Classic Scooter Collective

Aberdeen CSC is a group of riders, whether in a club or solo, who meet up on a regular basis at Aberdeen Beach every second week for a chat about scooters and to help each other out repairing or upgrading scooters.

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here are no autos in the collective as the club prefers two-stroke geared scooters with Lambretta and Vespa models being the most popular – but there are also others around with Durkopp Diana and Maico scooters. Some of the collective go to rallies and events organised throughout Scotland with two club events to go to.

Among the Collective’s rank and file are scooterists belonging to The Wild Turkeys SC from Fife, Buchan Coasters SC from Aberdeenshire, and Peterhead SC from further up the coast. They also meet up with Dundee’s A92 Vespa Club for scooter runs.

Aberdeen CSC is keen to stress that they are not a club and don’t have any hard and fast rules. They let anyone who has a classic geared scooter have the chance to ride along with them without getting into the politics

that are often involved in running a club. Their riders are a mix of newbies and die-hards who come along at various times – although there are seven riders who are pretty constant in attending their meets and runs. The Collective is a year old now and it has started getting more well-known via other scooterists they have met around the UK. The Collective has both Facebook and Twitter pages and direct contact can be made via Johnny Street on 07825 068448 or email jstreet74@gmail.com for any info.

The pictures shown here are from charity rideouts, rallies and runs. Two of the Collective’s Street Racer scooters – a Darrell Taylor TS1 240 and a Quattrini – also feature.

Also shown are an ‘Old Skool’ patch and images of the Collective meeting-up and riding with other clubs on the way to Kelso 2016.

Armed Forces Day

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Vespa Quattrini