Scootering Magazine - October 2018 - Preview

Uber cool DTC Lambretta

ISLE OF WIGHT RALLY REPORT INSIDE

Modern classic

SCK Sei Giorni Factory Racer #388 October 2018

PLUS

Torque of the Town

A boy’s dream Classic dealer special replicas

WILD THING: EVOLUTION OF A SPECIES – A CLASSIC RETURNS SURREY SCOOTER SERVICES: DEALER SPOTLIGHT Scomadi and GTS reader review ■ VCB Club news ■ Street racer build guide ■ Stone Foundation interview Nosferatu nostalgic customs ■ ‘Subs Extra’ benefits for subscribers ■ Events Guide ■ Scooter Trader and more…

Editor: Dan Clare Email: dan@scootering.com Publisher: Dan Savage Designer: Charlotte Turnbull Picture desk: Paul Fincham, Jonathan Schofield Production editor: Dan Sharp General queries and back issues: Tel: 01507 529529 24hr answerphone Mon-Fri 8.30am-7pm, Sat 8.30am-12.30pm help@classicmagazines.co.uk www.classicmagazines.co.uk Archivist: Jane Skayman 01507 529423 Email: jskayman@mortons.co.uk Subscription: Full subscription rates (but see page 48 for offer): (12 months 12 issues, inc post and packing) – UK £49.20. Export rates are also available – see page 48 for more details. UK subscriptions are zero-rated for the purposes of Value Added Tax. Subscription manager: Paul Deacon Circulation manager: Steven O’Hara Marketing manager: Charlotte Park Commercial director: Nigel Hole TRADE ADVERTISING Gary Thomas – gthomas@mortons.co.uk Tel (01507) 529417 Emma Buxton-Rockley – ebuxton-rockley@mortons.co.uk Tel (01507) 529410 Divisional advertising manager: Zoe Thurling 01507 529412, zthurling@mortons.co.uk ADVERTISING DEADLINES The advertising deadline for the next issue of Scootering (November 2018) is Thursday, October 4, 2018 On sale in newsagents Thursday, November 22, 2018 SCOOTERING (USPS:020-245) is published monthly

by Mortons Media Group Ltd, PO Box 99, Horncastle, Lincolnshire LN9 6LZ USA subscriptions are $60 per year from Motorsport Publications LLC, 7164 Cty Rd N #441, Bancroft WI 54921. Periodical Postage is paid at Bancroft, WI and additional entries.

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WELCOME

Welcome to the October edition of Scootering

J

ust as I sat down to write this month’s welcome column, I was faced with the sad news that scooter luminary and LCGB legend Kev Walsh had passed away.

Normally this column is the editor’s chance to frame some of the current content for the Kev Walsh – RIP. reader and convey the ethos of the edition. I was going to wax lyrical about the brace of Nosferatu customs we have, the ‘quick rides’ series Stan has started, the SCK factory race rep, and certainly Wild Thing being back with a bang.

But none of that somehow seemed to matter at the time of writing, not with the news of Kev’s passing. A few months ago Scootering writer, and close friend of Kev’s, Stu Owen set to work on a collaboration with Kev, to chronicle his life’s work.

This would give Stuart access to Kev’s vast collection of historical documents, computer files and archive of thousands of previously unpublished photographs. We were of course delighted about this, and work had already enthusiastically started on this project when the unfortunate and distressing news of Kev’s diagnosis was first received. This took us all by surprise, but ever the optimist and determined to the end, Kev proceeded to invite Stuart to stay at his home for a few days while handing over the legacy of work to Stuart. The sheer wealth of knowledge and history was overwhelming; at one point Stu worried that he was going to run out of

containers to carry the documents and photographs, not to mention storage space on his digital recorder as Kev regaled him with story after story. Even with the diagnosis, and knowing what was coming, when the news came that Kev had passed it was far sooner than we had expected, and it knocked the wind out of me.

I can’t claim to have been particularly close to Kev, I only knew him personally for the past few years as my role as editor here at Scootering took off and I ended up getting to know him through my seat at the BSRA committee table, and the subsequent (LONG) telephone conversations we would have on certain topics. But I think anyone who has studied the history of Kev and his role in the scooter scene couldn’t help but immediately warm to him, I know I certainly did. To me, he was the voice of reason, and the glue which held a lot of otherwise fragile situations together; I hope that mantle is taken up by those who follow in his footsteps. ‘King Kev’ will be sadly missed, that’s all I’ll say on the matter for now, and Stu has written a goodbye article on page 59 of this edition which I hope you’ll take the time to read. Our tribute to Kev’s legacy will hopefully be worthy of the man, but we’ll let you, the reader, be the judge of that when we release the first part of the series dedicated to Kev’s life and work, starting in the January edition 2019.

Anyway that’s enough of my ramblings, it’s another belter this month… enjoy the issue.

Dan

S C O O T E R I N G WA S B R O U G H T T O Y O U W I T H T H E H E L P O F. . .

Stu Smith

Vespa & Lambretta owner, scooter obsessive, amateur home mechanic, rally goer, Mod sympathiser, music lover and general all round good egg. He writes your rally reports, be nice to him.

Nik Skeat

Vespa P-range obsessive, well-travelled rally rider since the 80s, and founder of the once notorious Scooterboy World online forum. He’s also a brilliant beer-brewing bearded Scootering feature writer.

Paul Green

Vespa & Lambretta scooter enthusiast, BSSO professional and general good egg. Our Paul has a long history of scootering both on the road and on the track, with the breakdown bills and crash scars to prove it.

Stuart Owen

Life member of the LCGB, 100mph LambrettaClub owner and scooter restoration expert to boot. Scooter rider, rally-goer, racer, restorer and author. Reaches the parts other scooter journalists just can’t reach.

Darrell Taylor Dave Oakley

Two-stroke tuning guru, scooter engine building maestro, technical aficionado, and dyno tuning specialist. When it comes to a true understanding of scooter engine top-ends, he is THE man.

Riding and building scooters since 1983, Dave has been a contributor to Scootering since the 90s. His builds include chops, cutdowns, street-racers, autos and the most infamous custom of the 80s!

Big Stan

80s scooterboy turned long distance rider. Be it local, national or international, he’ll ride anywhere in his quest to bring you the tastiest scooters, best roads, trade interviews and hidden gems.

Sarge

With over four decades of riding, rally-going and competing on both Lambretta and Vespa scooters under his belt, this former Freddie Mercury lookalike is still going strong.

He’s a top DJ too, don’tcha know.

CONTENTS letter from the and Arthur 03Welcome Editor 68Armandos Francis Dealer Replicas A warm welcome to the October issue of Scootering.

06Kickstart

The upfront section with all the latest news, views and product reviews!

14Torque of the Town

We all love a DTC paintjob, it’s a classic… but this colour scheme is something special.

21

Rally Report: Isle of Wight

For some this rally is the pinnacle of the season, for Serena… that certainly seems to be the case too!

31Rally Report: Oddballs

Shiver me timbers! Serena forgets to pack her favourite eye patch but still dives head first into the thick of the action at the pirate themed Oddballs rally.

Report: 34Rally Great Yarmouth

Sarge braves the elements to bring us the best bits of the Sidewinders SC rally.

38

Wild Thing

‘Iconic’ and ‘evolution of the species’ just two of the well-deserved phrases which Stan has used to sum up the return of this stunning beast.

44

Mailbox

46

Show Us Your Scoots

48

Subscriptions

Readers’ letters, laughs, feedback and fury – get it off your chest man!

The best of our readers’ rides as sent in by you.

Get your mag delivered to the door, earlier than news stands, and save money… cool. Plus – gain access to all the benefits of the NEW ‘Scootering Extra’ subs-club.

51

The ‘Coolest’ scooter ever

Stu Owen beings us another hidden gem from the past… The Cooler.

56Readers Ride: Nosferatu

The much adored Vespa version of this blood curdling theme by Mike Davis.

61Dealer Focus

Sarge gets his hands dirty at the very well laid out and bursting at the seam premises of Surrey Scooter Services, and finds a rare Karslake treasure.

4 | SCOOTERING | OCTOBER 2018

Unquestionably two of the most iconic names when it comes to dealer specials, owner Mickey has created his own versions of these classics… and they are stunning.

Sei Giorni 74SCK Factory Racer

Those clever men at Scooter Center have taken the modern GTV and worked their magic to create a factory racer replica.

82Club Do’s & Events

Your essential guide to the scene – What, Where & When!

Words 88Scootering & Sounds

The best of Scootering words and music as reviewed by Nik and Sarge.

91VCB Club page

104

Russ Machin brings us the latest news in the official VCB newsfeed.

Race Report 92BSSO – Pembrey

Wales unleashed the worst of its weather on the BSSO racers, who were once again sharing track time with the cars of the Time Attack.

Torque: Build 97Tech yourself a street racer

Stu Owen introduces our new series: his guide to building a street racer.

Never miss from only £20 an issue Subscribe today on page 48

104An Interview with…

Sarge tracks down Jonsey and Sheas of The Stone Foundation for a quick word.

112Patriot

I can feel the flurry of letters in the mailbox before this one is even printed! It’s nothing if not controversial… it’s Patriot.

121Scooter Trader

The sales and classifieds section presented for your delectation.

Nostalgic 128Dave’s Custom Corner

Nostalgia master Dave Oakley pulls out another stunning blast from the past – this month it’s the original and classic Nosferatu… Lambretta Style!

130Reader’s Ride

Our favourite road ridden scooter this month, it’s always something special. This time it’s a British 50.

56

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KICKSTART

NEW MALOSSI 177CC SPORT KIT FOR

VESPA PX125 NOW AVAILABLE AT VE Designed for fast road use and touring, the new cylinder is manufactured from plated aluminium and features seven enlarged transfer ports and a steel screw-in exhaust stub. The included twin-ring piston has also been lightened to improve performance. For ease of use the 177cc cylinder kit has been designed to use a crankshaft with the original 57mm stroke. Malossi hasn’t stopped at modifying the cylinder and piston either – a newly redesigned head is also included that has been computer-designed to allow for optimal cooling. Quoted performance figures from Malossi are from 18-25bhp depending on the final setup (exhaust/carb etc.).

VE (UK) also recommends the use of a fast flow fuel tap.

To order the above or view the complete range of Malossi products available from VE (UK) visit: www.ve-uk.com/malossi

ARMED FORCES CHARITY PATCH (AFSC) The Armed Forces Scooter Club have a long association with BLESMA, a charity that supports limbless veterans. Although full membership of the AFSC is restricted to serving and former members of the Armed Forces, it enjoys considerable support among the wider scooterist community as a whole. It is this continued and valuable support that the Armed Forces Scooter Club hopes to harness, with the release of a special edition patch. Embroidered in the UK, £1 from the sale of each patch will be donated to BLESMA in support of its valuable work.

The only way to add this patch to your collection is by sending £5 via Paypal to sewemb@virginmedia.com, not forgetting to include details of the delivery address.

For more info: www.blesma.org

PARTS FAIRS TO CONTINUE Since the sad passing of scooter legend Kev Walsh, there has been a little confusion over the continuation of his parts fairs. Rumours have been circulating that the events would now be cancelled, but we have been assured that this is not the case. The up to date news here, is that the parts fairs will definitely continue for the full schedule, and into the future, under the continued and experienced guidance of Julie Tudor.

Anyone wishing to book a stall, or clarify any other details regarding the events, can ring Julie on 07841 990485, or her daughter Stacey on 07834 556 338 and is also available via email: lammygirl1982@outlook.com

RUST BULLET Keeping rust at bay while maintaining patina is a constant battle for owners of original paint scooters. It’s two years since Stan completed his DL ‘rusteration’ project and so far Rust Bullet has prevented any deterioration. Although it’s available in different colours, ‘Clear Shot’ is probably most interesting to Scootering readers.

Applied by brush, roller or spray gun it has a clear, high gloss finish that’s exceptionally hard. Although it can be applied directly over rust, the surface needs to be spotlessly clean as any dust will tint the product.

There aren’t too many tins of paint that come with seven pages of instructions but trial and error suggests the best way to apply it is by a ‘dry brush’ technique,

6 | SCOOTERING | OCTOBER 2018

covering areas of rust with several very light coats. As the recommended solvent comes with more warnings than a nuclear isotope it’s also wise to use disposable brushes. One other tip is to use a piece of clingfilm as a gasket when replacing the tin lid. Rust Bullet has similar properties to epoxy resin and experience shows that if this isn’t done the lid won’t ever come off!

This isn’t the easiest product to use but is worth the effort. The areas of Stan’s DL that are coated with Rust Bullet have resisted everything the road’s thrown at them.

Priced at £49.99 for a litre it isn’t cheap but fortunately a ‘touch up’ pot that’s big enough for most projects is available for £18.90 plus p&p. www.rustbulletuk.com

THE COMPLETE SPANNERS MANUAL NEW

I

was delighted when the phone rang last month and it was former long-time Scootering contributor Martin ‘Sticky’ Round at the other end, asking if I’d like to review a copy of his new Complete Spanners Manual – Third Edition. I own editions one and two and have found them invaluable over the years, so I hoped edition three would include some serious additions and updates… and I was not disappointed!

I don’t care how long you’ve been in the game, or how much you know about Lambrettas… there’s always some paint code, gearing combination, or wiring diagram you need to refer back to on each build. That’s where editions one and two of this book have been such gems, over and over. So, what could edition three add to an already comprehensive manual?

Let’s see…

The first edition of the Spanners Manual was released in 2004 and updated in 2010, now in 2018 edition three is out, and although they’ve not added any extra models this time (it still covers the Li-series 1, 2 and 3, TV S2 and S3 and SX, GP and derivatives) there have been so many changes in the Lambretta world that it’s been a struggle to cram the new information all into an additional 48-pages. The entire text has also been revised and updated. As before, many of the updates are highlighted in yellow as ‘new advice’ boxes so it’s easy to use and to find what’s new. The book and now also incorporates the following major additions: New tools and methods for: ■ Fork building ■ Ignition timing ■ Port timing ■ Layshaft fitting ■ Crankshaft fitting ■ Stud fitting ■ Carburettor testing and cleaning ■ How to reduce clutch lever strain.

EDITION 3

New electrical products covered: ■ High output CDIs with diagnostics LEDs for stator output ■ CDIs powered from the lighting coils ■ New ignitions ■ Full DC conversions – how to convert your AC stator, wiring diagrams New chapters: ■ Leak-down pressure testing ■ Dry building ■ Modernisation and safety Fully revised chapters: ■ Aftermarket parts (new cylinder kits, casings etc.)

New appendices: ■ Advance retard ignition maps ■ Five and six-speed gearbox appendix ■ Three additional wiring diagrams including full-DC ‘Wassel’ conversions ■ QR code links to useful videos (gearbox assembly, ignition timing, cabling etc.)

The core information for the text still comes from the same sources, and the book also receives input from the vast majority of tuning part producers, to update all the kit listings and appendices. The most notable transformation in this area is the colossal amount of previously unobtainable, or poorly manufactured, parts that have now thankfully been remanufactured by the likes of Casa Lambretta and Scootopia, among others.

Where previously you had to rework old parts or pay through the nose for unused NOS originals, there are now far more high-quality options available from a wide range of sources making Lambretta riding or restoration far less of a minefield than it was before. There have also been great advances in the field of scooter electrics which Jerome from Readspeed and Anthony Tambs from Scootronics have helped with. Want to know how to get home

if the LT coil on your stator packs in? Well, this book will help with that question, and many more besides. The past few years have seen some dramatic changes in the available upgrades, and this book makes sense of those related to the Lambretta in an organised and comprehensive way.

Editions one and two were worth every penny and edition three is too – plus there’s a cheeky subscription offer for Scootering magazine readers on page 66 of the manual, don’t miss out on that either.

The Complete Spanners Manual – Third retails for £24.99 + P&P and is available from Scooterproducts.com, SLUK shop and all good scooter shops.

WIN A COPY OF THE NEW BOOK! Kind Mr Sticky also sent us two copies of The Spanners Guide to offer as competition prizes. To enter, go to www. scootering.com/spanners and enter online. Closing date is October 31, 2018.

Never miss from only an issue £20 Subscribe today on page 48 WWW.SCOOTERING.COM | 7

KICKSTART

SIP COLLABORATE WITH NORDSPEED Tuning company Nordspeed from Bremen in northern Germany enjoys an almost legendary reputation for the design of racing exhaust systems for classic Vespa and Lambretta scooters... especially the 200cc Vespa Largeframe products of Tobi Rußmann. Despite the cramped space between the studs of the cylinder, with little space to work on, he knows how best to utilise the power delivery of the motor in his designs. SIP Scootershop and Nordspeed have recently decided to work together. The result is an exhaust system with a most powerful design, coupled with modern features such as O-ring flange, plus EGT and Lambda connection. These are the two latest versions...

SIP Racing exhaust R2

The R2 represents the absolute peak of the performance scale. With this product, performance levels can be achieved that, until it’s appearance, were considered impossible. It was specially developed for the Malossi MHR cylinder kits. The goal was to explore the possibilities of this cylinder to the limits. The result is a jaw droppingly impressive 50hp at the rear wheel. However, such a performance level cuts back on everyday usability. The R2 works in high rev ranges. This

leads to a similar highly strung behaviour, as with a heavily tuned Vespa Smallframe... only with much more power.

For the R2 to exploit its full potential, it is imperative that the other components of the engine provide the necessary environment. These include an intake manifold with a large cross section and a carburettor with at least 35mm diameter.

The cylinder should be a potently tuned.

Nordspeed prefers a Malossi MHR or a Quattrini M232/244.

The most important point that must be met for the function of this exhaust is the appropriate port timing sequence. If it’s not adapted to the needs of the R2, the engine cannot perform well. According to Nordspeed, optimal performance can be obtained with the very specific following timings: Transfer port timing: 138° Exhaust port timing: 198°

SIP Racing exhaust Camaro The Camaro is a high-torque exhaust, which convinces in everyday use with a nice speed range and balanced power delivery. Tobi has developed a very good peak performance. In town, on the way to work or touring, the Camaro, with its balanced characteristics and good torque, is hard to beat. Its strengths shows when it is installed on an engine that provides the right environment.

MORE TEETH VICAR? VE (UK) now supplies clutch drive gears for the Vespa large frame, six- and seven-spring clutches, in several tooth counts. The new clutch drive gears allow you to either replace a worn/damaged drive gear or alter your overall gearing ratio to allow for further tuning modifications or to allow better performance. The six-spring clutch drive gear has a backing plate size of 96mm, while the seven-spring versions have a 108mm backing plate. To view the complete range of clutch products available from VE (UK)...

Visit: www.ve-uk.com

8 | SCOOTERING | OCTOBER 2018

This means a sufficiently sized carburettor, a revised inlet and of course a tuning cylinder having larger cross sections at the channels. For the Camaro to work optimally, it is again very important that the timing of the cylinder used matches the layout of the exhaust.

Nordspeed recommends: Transfer port timing: 124°-130° Exhaust port timing: 186°-194° Blow down timing: 30°-32° For more info visit: www.sip-scootershop.com

KICKSTART

GOING LOCO

Since featuring scooterists Daniel and Thomas of Loco Wheels in a 2016 edition of the magazine, swathes of readers have been out to see them and hire machines. So who better to ask for an impartial opinion of Loco Wheels than Mark Jepson, owner of the January 2018 cover scooter ‘The Jester’?

“We were over in Majorca for a few days and wanted to explore the island. I’d seen Loco Wheels in Scootering and it looked perfect, much better than a twist n’ go moped. I’d recommend taking a taxi to the office as it’s not easy to find but once there the whole crew are friendly and knowledgeable.

“They obviously love their scooters – their workshop is a tourist attraction in itself. I rented an Li150, which was in superb condition. The scooters they’re renting at the moment are all standard, but the Li was more than powerful enough to take two of us. After all we wanted to see the island, not scream around it!

“Our rental was €75 for the day which included insurance and a full tank of fuel. We were

given the option of a guided tour but Carol and I wanted to take things at our own pace.

Following their advice we went up into the mountains, stopping off for lunch in a little restaurant before heading back to the coast. It was a brilliant

day out, giving us the opportunity to see parts of the island that aren’t often visited by tourists. The herd of goats on the road took me by surprise though. Good job I wasn’t screaming around on a TS1!” www.locowheels.com

INDICATOR MOT FAILURES UPDATE – COMMON SENSE PREVAILS! As we reported a couple of months back, a change to MOT regulations was leading to completely standard scooters failing their test due to an obscure clause which meant that their rear indicators were too close together.

After this was queried by Scootering magazine and MOT stations across the country, an update was issued which claimed that the original change was a mistake, and that an update would be issued. That change is now in place, and it’s pretty much a return to ‘as you were’. Front indicators remain at 300mm at the front and 180mm at the rear. Furthermore, there is no requirement for testers to get the tape measure out unless there is a strong suggestion that the indicators are placed much too close together.

Nik

BATTERY ACID REGULATIONS UPDATE Regulations were introduced by the Government banning the sales of battery acid to the public in July 1, 2018.

So from now on, only those holding an Explosives Precursors and Poisons (EPP) licence will be able to handle the substance. This means that if you are buying a battery for your scooter it can only be filled with acid by your local dealer.

If you a buying a battery from them that is no problem. However, if you buy one from an online internet site it will only come dry charged. This will mean you will need

10 | SCOOTERING | OCTOBER 2018

to take it to a dealer to get it filled up before being able to use it. Under the new laws, sulphuric acid has been reclassified as a regulated substance. From now on members of the public wishing to possess or use sulphuric acid above a 15% concentration will need an EPP Licence.

This means that it will be an offence to buy an unfilled scooter battery with a separate acid bottle without a valid licence, where the electrolyte contains sulphuric acid above 15% concentration. Pre-filled and sealed batteries are exempt as a filled

battery is classified as ‘specific object’.

For dealers, the rules are slightly different and they will not need an EPP licence providing they are possessing or using sulphuric acid for purposes connected with their trade or business. Despite that, they may be asked to provide clear evidence of this and explain the intended use of the chemical.

For more information visit: www.gov.uk/ government/collections/hazardous-sitesand-substances Stu

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Call our friendly UK team for a quote.

0333 207 6017

or visit: footmanjames.co.uk *All cover is subject to insurer’s terms and conditions, which are available upon request. Footman James is a trading name of Towergate Underwriting Group Limited. Registered in England No. 4043759. Registered Address: Towergate House, Eclipse Park, Sittingbourne Road, Maidstone, Kent ME14 3EN. Authorised and regulated by the Financial Conduct Authority. Telephone calls may be monitored or recorded. FP ADGE.1084.5.18

Divided we fall

Opinions on what scooter you should ride seem more divided than ever; is it really a problem though?

I

always remember, you only had two real scooter choices back in the 1980s… a Lambretta or Vespa. If it was the Lambretta then along with it came a certain amount of reliability issues and the challenge of just trying to keep it on the road. If you took up the Vespa option and certainly the P range then it was seen as the easy way out. You risked being ridiculed by Lambretta snobs. Over time that died down, probably due to the fact that the P range became the rally hack of choice, and is now considered a classic.

Since that time other things have changed dramatically, not just the way engines are built, but also the materials they are made of, namely plastic. The consensus amongst ‘certain’ scooter owners these days seems if you do own a modern four-stroke scooter then you shouldn’t be allowed to be involved in the scene. When the P range was available new it had a plastic headset and horn casting and owners of other scooters would frequently point that out. It was only a token gesture compared to how they are made today but even then provoked a certain amount of controversy.

You have to look at the bigger picture sometimes and ask yourself why people within the scene make the choice of the modern auto. The manufacturers make these machines for the general market so they don’t worry too much about the small percentage that are sold to scooterists.

The scooterists themselves buy them for different reasons. It may be as they get older they prefer the comfort of an automatic compared to a manual gear change. Then there is the servicing schedule which is far less on a modern scooter as well as the reliability issues that are less frequent. Let’s face it, not everyone is mechanically minded and the thought of trying to keep an old scooter on the road just isn’t for them. What about the cost? Sometimes people’s budgets don’t stretch as far, they may be limited to what they can buy… especially as prices in the classic scooter market seem to rise

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on a continual basis!

Whatever the reason, it is personal preference which type of scooter anyone chooses to buy – whether it’s classic or modern and for whatever reasons. The problem seems to arise when those on modern scooters decide to go on a rally. That is when the comments seem to start and the argument heats up. It’s the same scenario as it was back in the 1980s only now it’s far more exaggerated.

Does it really matter though? Should those on a modern auto scooter be exempt from attending a rally? They may like the rally culture and enjoy the music but just choose a different way to get there and back, that’s all.

Anyone who is part of the scootering scene can’t fail to notice the people involved are aging. Though a younger generation is following the tradition the numbers are nowhere near big enough to support it in the future. The new generation of scooterists is a mix of both classic and modern scooter owners. And do not forget those that were also involved in the scene way back when and had time out only to come back in the last few years. For many of them, the modern scooter is the far easier choice when it comes to buying one all these years later.

What is the point though when there is this great divide and a barrage of abuse is thrown at them? The scene is not big enough to discriminate in that way and anyone who has an interest should be encouraged.

No one is suggesting that you have to like a certain type of scooter but if someone chooses differently, should they be made a social outcast? Many years ago when the VW camper van scene exploded a lot of the more modern ones began appearing at events. Today both types of vehicle share the same scene side by side.

The Vespa P range – once ridiculed for its token plastic parts – became the rally hack of choice for many and is now regarded as a classic.

This debate over scooters has gone on for years as was mentioned at the beginning of the article and over the years has raged on, the Italian or Indian Lambretta debate is just one example. There will always be supporters of both but does it mean they can’t share the same common goal?

As time goes by classic scooters become rarer and so more expensive. Modern scooters become more technologically advanced and affordable. We can’t go back in time, to where just the Lambretta and Vespa were the only scooter choice you had. Of course, those were great times but we are approaching 2020, not 1980.

Modern scooters will appeal to some and they will only get greater in numbers.

Surely there is room for owners of both types to share the same scene and get along. The people are the same, just their choice of transport is different and you shouldn’t judge a person by what type of scooter they own. As the old saying goes: united we stand divided we fall, and the scooter scene will always need as many people as possible within it, otherwise that statement will become reality.

Torque

of the town

For over 30 years it’s been a Maca classic but now his iconic DTC theme has been turned on its head…

A

nyone who has been interested in the Lambretta street racer scene over the last few decades will no doubt be aware of the DTC theme. Created

by Maca in the 1980s he has produced a countless number of Lambrettas all in the same style, not to mention a whole raft of replicas which have paid respect to the legendary design. For the first time, all this has been thrown out of the window and the red, white and blue colours have been radically changed, all with his permission of course.

Forty years in the making

When trying to come up with new ideas for a scooter both in the design and layout it can be very difficult and this was the problem that faced Dene Longstaff. No stranger to the scooter scene, Dene was first inducted into it by way of a Vespa Primavera 125 even if he didn’t have a licence.

This has given him plenty of time to ponder – 40 years to be exact, since it was 1978 and the mod revival that sparked his scootering journey into life.

Though he started out on a Vespa like many of us do, his real love was for the Lambretta.

His favourite models were the SX or GP but as custom scooters began to catch his eye the GP was his real desired choice. Though Lambrettas with custom artwork gained his attention with ‘Sign of the Snake’ being one of his favourites, Dene was far more interested in the emerging street racer scene. Though DTC examples had been around for a good few years it was the ‘Rosa Bianca’ GP that Maca produced in the mid-1980s that really caught his attention. Dene himself openly admits to owning a couple of replica examples but had the sole intention of owning one painted by the man himself one day.

Talk the torque

‘Torque of the Town,’ a Maca take on the Rosa Bianca style was originally owned by a member of the Darlington scooter club – the same club that Dene was a member of. At one point he had the option of buying it but for some reason or another didn’t take up the opportunity. For years it has always played on his mind that he hadn’t bought it so he made it a goal to get one done himself. Now the in present day it has become a reality and Dene’s version of Torque of the Town is complete.

The problem is when taking a scheme that has already been created, however long ago, yours will always be a replica even if it was done by the person who painted it originally. Dene now had the unenviable task of putting his own mark on the design and making it his but without radically changing things.

Colours of my mind

Building a Lambretta street racer now will always be different to one of the past as technology has moved on even in the Lambretta world. Many of the components that Dene has used wouldn’t have been available back then so his version of Torque of the town was never going to be exactly the same.

The problem is the majority of us look at the paint scheme rather than what’s underneath the panels as it were, so it was going to be difficult to shy away from the past.

Determined to succeed, he came up with the idea of leaving the design and layout the same but changing the colours used. Dare I use that horrendous cliché ‘putting a twist on it’? But that’s exactly what Dene has done. Usually when someone uses that phrase the result is rather dull and boring but in this case, it’s defiantly not. Though the white colour is still the same and used like the original as a divide between the main colours, those have been replaced by a purple and gold metallic instead. By using metallic it has further enhanced both colours and made them stand out even more.

Obviously the scheme now endorses Dene’s name and own unique number but otherwise, the rest of it remains the classic Rosa Bianca layout. The result is a rather stunning creation and one that plays on your thinking. For years and years, we have seen Maca’s take on it and the many copies all using the same red, white and blue colours programmed into our minds. Now by changing two of those colours – the red and the blue – and by adding a metal flake to them, a total transformation

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happens. Though the design is the same it looks totally new and unique like it’s never been done before. How many times have we listened to a hit record that we all know only for someone to change the way it’s performed and make it sound totally different? That’s the cleverness of it, taking something that is so well known but deceiving our minds just by making a subtle change. That was Dene’s philosophy behind what he was trying to achieve and he has executed it perfectly.

So what does the man who has painted the design so many times before think of it all? Maca explained that he always gives the customer the option to choose whichever colours they like with any paint job he is commissioned to do. In the case of the Rosa Bianca design, he highlighted that no one had ever thought of changing the colours until now. He likes what Dene has chosen and thinks they go well together adding that it makes it look totally different and refreshing.

Not over the top

When a street racer has such a bright stand-out paint job like this usually the rest of the scooter is laden with just about every conceivable all singing and dancing extra to complement it.

Sometimes though that can be too much and detract from what the overall look and effect are really about. Luckily Dene hasn’t gone down that route and has been rather careful in his approach to this aspect of the build.

The engine has gone down the lines of the traditional TS1 route. A race crank by local lad

OWNER DETAILS

The chromework offsets against the metallic paintwork in stunning style.

Above: The beautifully crafted hydraulic brake housing and lever displaying the perfection on this build.

Right: Still displaying the Rosa Bianca logo albeit surrounded by different colours to what we would normally expect.

Below: Fitted with a Snetterton seat, the perfect complement to a Lambretta street racer.

Name: Dene Longstaff Job: Decorator.

Scooter club: Darlington Scooter Club.

How and when did you first become interested in scooters: First interest in ’78/’79 during the Mod revival, God that sounds a long time ago.

What was your first scooter: First scooter a Vespa 125 Primavera – used it to ride around the streets with no licence, well you could in them days.

First rally or event: Scarborough, on the bus I was 14. Got butchered off me mam n’ dad when I got back as it had been on the news and there’d been trouble.

Funniest experience with a scooter: Funniest experience was coming back from Colwyn Bay back in the Eighties – no mobile phones or breakdown recovery in them days. Had a great weekend and set back off on the Sunday in torrential rain. Phil Greer my mate was having trouble with his bike as it was running badly – stator trouble. But like any good boy scouts we had come prepared with a bag of tools and a bag of spares, so after struggling on for a few miles I had to leave Phil and Deb in a service station under the protection of an artic trailer.

I had lost my lights and had a torch strapped to the headset so had to leave as due to the weather we were barely visible. I set off in the knowledge that he knew what he was doing and would get it sorted and be on his way.

Unfortunately he did have all the tools but I had all the spares! Sorry mate, didn’t realise till I got home. Luckily we are still friends today.

What’s the furthest you’ve ever ridden on a scooter: Isle of Wight, Mersey Island and Aberfoyle there and back in one day 430 mile.

What do you like about rallies/events: The ride there and meeting up with friends from all over the country – talking scooters over a drink.

What do you dislike about rallies/events: Waking up in a cold tent, hungover, but that’s scootering.

What’s your favourite Scootering magazine feature: I like it all but look forward to reading the racing pages to see how me best mate Daz Westgarth is doing, he recently started racing.

Your favourite custom/featured scooter of all time: The original Dazzle but I’ve always had a soft spot for Mick Howard bike number 21, now Sign of the Snake.

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The classic Maca design we all know and love seen in a new light.

Scotty, Mikuni TMX 35, Devtour exhaust, AF clutch and Li150 gearbox with uprated sprockets. While it gives a good return of performance it’s nothing too over the top and should ensure good reliability, which is required as Dene intends to use it rather a lot. The front end set up has the use of an Italian disc brake utilising a Nissin GSXR 750 caliper expertly crafted by Stewart Westgarth providing ample stopping power.

The engine casing is powder coated silver which was done by Trevor at Midas Touch as well as the chroming with some additional chrome work by Carl Russell. The majority of the metalwork underneath the panels is chrome along with the forks, hubs, and rims which always offset beautifully against metal flake paintwork. There is the odd use here and there of some more modern trick parts such as the brake and clutch levers and a SIP speedo but that’s about it. The whole thing is finished off with a traditional black Snetterton seat which is essential equipment on any Lambretta street racer. There isn’t even a long range tank fitted, just a standard one – a real throwback to the 1980s.

Patience is a virtue

The whole project was put together by Dene himself from the dry build in the beginning to signing it off at the end. In all, it took him a total of 18 months from start to finish but there have been times when he was ready to chuck a hammer or just about anything that came to hand at it. It was the usual problem of poor fitting which happens even after a dry build on many a Lambretta project. Dene openly

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admits to having little patience in this area but thanks are due to his wife Marie who calmed him down every time there was a problem. Her soothing nature allowed him to push on finishing the whole thing off in exemplary style.

What Dene has produced is something totally unique even though it’s using a tried and tested formula. He has been clever by interpreting it in a different way just by using a different colour choice. The idea of owning a DTC Lambretta was the only option he was ever going to consider but if he had gone down the traditional route of colours most wouldn’t have given it a second look. Now he has created something vibrant and refreshing, giving a new slant perhaps on how the street racer style can be achieved in the future.

Words: Stu Owen Photographs: Gary Chapman

A nice clean uncluttered look with the side panels removed.

SCOOTER DETAILS Name of scooter & reason: Torque of the Town.

Always loved the name – I was going to buy the bike at one point and it had been in our club in the early days.

Inspiration for project: I’ve had two copies of a DTC and always wanted a Maca original.

Time to build & by who: About 18 months on and off by me, really at some points it has felt like it didn’t want to be built.

Engine spec: TS1, race crank by Scotty. Mikuni 35mm carb, stainless Devtour exhaust, clutch AF. Gearbox Italian LI 150 14/47 sprockets.

Describe engine performance, power delivery and scooter handling: Engine sounds really crisp.

If it’s as good as the motor in my S-Type built

by Scotty it will go like stink!

Are there any other unique details we have missed: Unique details outboard Italian disc brake with GSXR 750 Nissin calliper done by Daz’s dad Stewart Westgarth in his garage.

Is the scooter reliable: I bloody hope so!!

Paintwork & murals done by: Done by the master Maca at DTC – never before seen in these colours.

Is there any powder coating: Powder coating/ engine case by Trev at Midas Touch.

Overall cost: Wow! Shhhhhh my wife will read this.

Do you have any advice or tech tips for anyone starting a project: Dry build and still expect to make things fit by reworking it yourself (nothing fits).

Is there anyone you wish to thank: I would like to thank Maca for making my dreams come true, Shaun Burns, Darren Scott, Gaz White, Daz Westgarth and Stew Westgarth and better not forget the wife Marie – thanks babe if it wasn’t for your calming personality the bike would have been chucked on the scrap heap (I don’t have much patience when things don’t fit) so thanks for making me step away and taking a minute before going back in.

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