Scootering Magazine - July 2013 - Sample

CONTENTS

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03 Editorial

Can we shoot middle laners?

06 News & New Products

All the latest scooter news, new products, news from the trade and other bits ’n’ bobs too!

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08 Workshop Essentials

Behind the scenes with PSN in Yorkshire.

14 Scootering Sounds Madchester – Let’s ’av it!

16 Bone Machine

A tasty Vespa with nifty bit of Teutonic engineering.

20 Feedback

Your letters, emails, personals, questions and other stuff you’ve sent us.

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24 La Legionaria

If you can’t find the scooter you truly desire out there, then why not create it yourself?

48 A Way of Life

Our cover star Vespa PX in all of its glory.

52 Club do’s & events

A calendar of scooter related events

56 The Rules – Part 4

Essential guidelines for successful scootering – the first of a two part guide to camping.

62 Kelso BSRA National Scooter Rally

Venturing into Scotland for the big one of the year up there.

42 31 Blast from the Past

25 years ago this month… Scarborough was the big rally reviewed, camping up in Oliver’s Mount. Remember it?

38 Dave’s Nostalgic Custom Corner

Where are they now? Dave returns for look at some old custom scooters that are still out there, albeit in disguise…

40 Gathering Dust

Old custom scooters that have matured like a fine wine...

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42 The Pete Smith ‘Cray’ Special Scrambler

A classic Lambretta Durkopp DKR sports scooter has been rediscovered and recommissioned.

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98 Secrets of the latest Vespa PX125

Is it really the same as the older model?

102 Vespa PX 125-180 Mega Exhaust Shoot-out Part 1

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This month we have 10 pipes on test.

112 Back to Basics

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70 Behind the Scenes…

At a scooter rally. What goes in to hosting a BSRA event. All the pitfalls and red tape explained.

How to drop a Lambretta engine.

116 Specialist Services

Whatever you want, you’ll find them all here.

78 Recommended Listening 84 You Got The Love

138 Various Club Events

80 The Strypes

A Lambretta TV175 named after a Candi Staton house record, with artwork and engraving. Now’s there’s a combination!

BSSO racing at Darley Moor.

82 Wigan Casino 40th Anniversary

A motor museum full of scooters to take in while on holiday in Florida.

The latest albums reviewed, by us for you.

Caught live in concert.

An interview with Russ Winstanley about how it all began.

83 COMPETITION Win Northern Soul Weekender Tickets

Plus Wigan Casino Anniversary tickets for five runners-up!

88 The Dezer Collection

119 Scooter Trader

146 Scooter Sport

148 Scooter Sport

Thrills and spills at Three Sisters with the BSSO.

150 FEP Race Special

Fast Eddie paints a Lambretta for himself.

Classified and business advertising, for all your scootering needs.

136 Show Us Your Scoots!

154 Into the Sunset More of your scootering tales.

Sharing your pride and joy with the scootering world.

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www.scootering.com www.scootertrader.com Editor: Andy Gillard Email: editorial@scootering.com Publisher: Steve Rose Contributors: Sticky, Richie Lunt, Barrie Braithwaite, Iggy, Nik Skeat, Andreas Reinhold, Tony O’Brien, Marcus Broix, John Churchill, Steve Dawson, Terry Walters, John Woods, Lee Hollick, Dave Oakley, Paul Hooper-Keeley, Mark Sargeant and Lee Daniels.

Many thanks to all other scooterists and clubs that have also contributed to this issue in some way.

Cover: Photography by Richie Lunt Designer: Charlotte Turnbull Reprographics: Simon Duncan Group production editor: Tim Hartley General queries and back issues: Tel: 01507 529529 24 hr answerphone Email: help@classicmagazines.co.uk www.classicmagazines.co.uk Archivist: Jane Skayman Tel: 01507 529423 Email: jskayman@mortons.co.uk Subscription: Full subscription rates (but see page 34 for offer): (12 months 12 issues, inc post and packing) – UK £47.88. Export rates are also available – see page 34 for more details. UK subscriptions are zero-rated for the purposes of Value Added Tax. Distribution: Comag, Tavistock Road, West Drayton, Middx UB7 7QE Tel: 01895 433600 Printed by: William Gibbons & Sons, Wolverhampton

TRADE ADVERTISING

Gary Thomas – gthomas@mortons.co.uk Colin Smith – csmith@mortons.co.uk Tel (01507) 524004 Fax (01507) 529499

Divisional advertising manager: Sandra Fisher Email: sfisher@mortons.co.uk

ADVERTISING DEADLINES

The advertising deadline for the next issue of Scootering (August 2013 326) is Thursday, July 4, 2013 On sale in newsagents July 25, 2013

Free ads, personals, club do’s & events These are all to be booked via the website at www.scootering.com or via post to: Scootering Magazine, PO Box 99, Horncastle, Lincs LN9 6LZ The next free ads deadline is Wednesday, July 3, 2013

Member of the Professional Publishers Association

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Subscription manager: Paul Deacon pdeacon@mortons.co.uk Circulation manager: Steven O’Hara sohara@mortons.co.uk Marketing manager: Charlotte Park Email: cpark@mortons.co.uk Production manager: Craig Lamb Publishing director: Dan Savage Commercial director: Nigel Hole Associate director: Malcolm Wheeler Managing director: Brian Hill 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.

Postmaster: Send address changes to SCOOTERING, c/o Motorsport Publications LLC, 7164 Cty Rd N #441, Bancroft WI 54921. 715-572-4595. chris@classicbikebooks.com SCOOTERING is published by: Mortons Scooter Media, a division of Mortons Media Group Ltd © 2013 All rights reserved. No part of this magazine may be reproduced in any way without the written permission of the publisher. ISSN 0268 7194

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

a i r a n o i g e L a L It all started in 2007. Back then, I was looking for a frame so I could build a whole scooter from spare parts. Those who know me well know that I love building ‘bitza’ scooters, so frames are always a challenge to me.

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I

saw a frame for sale in Tarragona, Spain from a classic motorbike and scooter parts shops online. It was in very bad condition, the person who was selling it said that the frame numbers had been erased with an angle grinder, so I let it go and sourced another frame from somewhere else which was also much cheaper.

In 2008 I wanted a 125 Series 2 frame for my girlfriend. The idea was to make a Series 1 replica, since I love this model of Lambretta and it had never been produced in Spain.

I started asking around and found that a friend of a friend had one for sale in no less a place than Eibar, the town where the Spanish manufacturer Lambretta Locomociones was formed in 1954.

The seller’s name was Kepa, and to my surprise it was the same frame that I saw back in 2007 sold via the online shop. I asked Kepa for the registration details and

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he explained that he was able to rediscover the numbers using some chemical products. He offered the frame, an engine, a set of legshields, handlebar, forks and several other parts to complete the project for €500. A 125 Series 2 is somewhat of a challenge to find these days, so even if the condition was rough, a deal was made – and a good friendship was born. Kepa was not only a salesman but his grandfather had worked in Lambretta Locomociones and proved to be a very nice fellow too.

While Kepa was packing the parts to post to me, I went to the Novegro Fair in Milan, Italy, which took place in November.

There I found a metal Series 1/ 2 mudguard and handlebar top in decent condition.

I already had a Series 1 horn casting, bought previously with building a replica in mind, and I eventually found a S1 handlebar bottom on eBay for a decent price as well.

OWNER DETAILS Name: Jaime de Prat Salomone.

Scooter club: Ratbrettas Worldwide and Club Lambretta de España.

First interest in scooters: Growing up as a kid in the 1980s in Barcelona. My older brother and sister both had ugly plastic scooters to go to work when I was a kid, they still do now and they manage to look suave on them!

First scooter: 1963 Lambretta Innocenti Li 125 Series 3.

Favourite model: It’s a close tie between a Lambretta Innocenti S1 and an Eibar Lambretta Jet Mk.II in ochre.

Favourite rally: The 2011 Spanish National Rally in Marbella.

Funniest experience with a scooter: Probably riding naked up and down the road during a party in Lexington, Kentucky, USA.

If you were a rally organiser, what one thing would change? On the last Club Lambretta de España meet up, I arranged an engine rebuild course, and it worked really well with loads of interest and interaction.

Favourite custom/ featured scooter of all time? The most legendary scooter of all time has to be Dave Webster’s ‘Cooler’.

If you had to recommend one scooter part what would it be? The Jockey’s BoxenStop new rear brake setup.

Tested and thrashed, works a treat.

Most useless part ever bought for one of your scooters? Either a Vietnamese made halogen headlamp 12v bulb or a ‘C’ clamp spanner off a reputable dealer. Both broken within seconds of use.

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The Cray Special is arguably an altogether more compact configuration of scooter-sourced parts than the exotic and complex concoction of the rival Stingray scrambler and its various motorcycle components.

The Pete Smith ‘Cray’

Special Scrambler

rediscovered A Lambretta Durkopp DKR sports scooter

||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||| In contrast to the motorcycling world’s vast sporting vaults, scootering can only muster a relatively miniscule heritage over which we get to pass the metaphorical metal detector. So when buried treasure bleeps on the radar screen, you’ve just gotta take notice.

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Stripped down to an un-appetising kit of dusty, rusty parts.

Potted history

ThestratosphericriseinscootersalesinBritain inthe1950sledprettyswiftlytoavibrantclub andrallyscene,eggedonenthusiasticallyby manufacturers’repsofcourse.

Fun-filled rally days of somewhat innocent egg-and-spoon races and keenly contested gymkhanas were soon supplemented by navigational road trials and the like that became increasingly competitive. Events such as the Isle of Man Scooter Week and the Esso Scoot to Scotland are now legendary, but one of the earliest forms of out-and-out scooter sport that took off was scooter scrambling, later known as ‘scootercross’. As you may have gathered, this form of scooter racing was entirely off-road and although a good few machines were left full-bodied initially, very soon most competitors were entering on drastically stripped-down ‘bangers’, as they were termed in those days. This was proper headto-head stuff where they all set off together en-masse and fought it out over several laps on a bumpy course that could vary between either a dust-bowl or mud-bath depending on weather conditions. The most famous venue, as many might know, was the Royal Common of Elstead.

One of the leading protagonists of the late 1950s/early 60s scooter scrambling scene was Peter Smith, riding for The Bats Scooter Club of London. This club’s members, together with others from clubs such as the Guildford Gremlins, were the prime movers in promoting this exciting and rugged scooter-based craziness.

Now, I don’t propose to give an in-depth history of the man and his machine’s development as this has already been admirably done some 20 years ago in this esteemed publication. Therefore I can recommend that you buy a copy of Scootering Issue 89 from February 1993, where young Sticky actually got to interview Pete Smith himself.

Now obviously time has moved on, and before going any further we have to respectfully state that Pete Smith himself sadly died a number of years ago. That makes his recounting of his glory days all

An early, ‘as acquired’ snap. Hopes of a straightforward identification of this hybrid (pebble)dashed!

the more valuable to those of us interested in our sporting scooter heritage. As regards the story to-date though, a potted history is essential to properly set the scene.

Starting an apprenticeship in the mid1940s as a motorcycle mechanic at really quite a young age, Pete’s subsequent proficiency and enthusiasm led him in due course to take part in trials events on British bikes, with a good deal of success. In the 1950s he moved onwards and upwards in career terms to the workshop of another motorbike establishment which eventually morphed into S S Scooters of Lee, South East London, as scooter sales rocketed.

Following a flood at the business’s scooter storage premises, Peter had a waterdamaged 125cc Lambretta Model D donated to him. This he stripped of unnecessary componentry and prepped for his first scooter scrambles outing. As time went by, his humble Model D scrambler underwent a gradual but eventually radical metamorphosis into the machine that has recently been dug out of a shed and put back into a functioning, very close semblance of its former glory.

Fairly early on, his off-road mount was dubbed a ‘Cray’ special, and I’m pleased to

shed new light on the origins of this nickname, which reputedly came from the area where Peter lived at the time, North Cray. The river Cray also passes through this area and may or may not have flooded his employer’s scooter sheds, thereby furnishing him with his first scooter.

For poetical reasons I would like to believe the latter, although the more prosaic likelihood is that heavy rains made the drains overflow! There are also echoes of the Lambretta name coming from the river Lambro flowing through the factory site in the Lambrate region of Milan.

As an aside, the name ‘Cray Special’ bore an uncanny similarity to the ‘Sting Ray’ scrambles specials turned out by another legend, Ray Collins, at arch rival – and fellow Bat – Don Noys’ scooter shop. It’s a moot point which was christened first, and marginally less contentious than the old chicken and egg debate, but it’s likely that the Cray moniker preceded the Stingray. Discuss down the pub if you’re that bothered. No references to gangsters need be made.

The small but effective Lambretta D scrambler gained TV 175 front dampers and also a rear damper to improve suspension and thus handling. It also gained a 150cc

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PART 1

WHAT WE TESTED In this edition we will cover: ■ STANDARD-STYLE BOX PIPES: These offer the best ground clearance and unrestricted access to both the rear wheel and the clutch cable adjuster.

■ ITALIAN PRESSED STEEL RIGHTHAND PIPES: These offer unimpeded access to change the rear wheel but restrict access to the clutch adjuster.

Next month we’ll cover: ■ HANDMADE LEFT-HAND PIPES: These must be removed to change a wheel and some prevent the carrying of a spare wheel.

Clutch adjuster access is unimpeded.

■ HANDMADE RIGHT-HAND PIPES: As with the Italian left hand systems these restrict adjuster access. They also tend to have longer mufflers sticking further out of the back of the scooter.

WHAT WE MODIFIED Contrary to what it says on the dyno graphs, Tim’s ‘Poison Pixie’ PK is fitted with a Taffspeed-built reed valve PX motor using a Malossi kit, not a Polini.

T

his exhaust test covers 20 different exhausts for the PX125 engine, but we didn’t stop there.

Each of them was also tested on another PX engine fitted with a Malossi 166 kit and reed valve, to see how the pipes fared in conjunction with a popular performance conversion. Given that these exhausts can also be fitted to many of the two-stroke LML models, then this deluge of data should be useful to a large number of readers.

Also, consider that many of these exhausts are also available as PX200 versions, albeit with different downpipes. While the results won’t transpose precisely, the same general characteristics of each pipe will usually carry over in terms of fit, finish and the revs that exhaust likes to work at.

WHAT YOU LOOKING AT? If you own a PX 125, and particularly if you have a friend with a T5, then it’s difficult not to want a little bit more speed.

Almost any aftermarket exhaust will improve the performance of a stock catalysed PX, but before you buy one you need to decide what you want from it.

If you want a higher top speed then the only way to get it without altering the gearing is to make the engine rev higher, and for it to make more of its power at higher revs. The usual sacrifice with revvy pipes is a loss of power at lower rpm.

If you are satisfied with the top speed of the scooter but you’d like it to pull better up hills and into the wind then you need something that improves power over the whole speed range.

On most engines these objectives would usually be mutually exclusive – you could

have more top end power or more bottom end... but not both – however, the catalysed PX is so strangled by emissions restrictions that most of the exhausts here better the standard pipe in every measure of performance.

WHAT ARE THE CONS? Removing your catalysed standard exhaust system is not going to have any effect on global warming and will make very little difference to overall pollution. If you are worried about the ozone layer you could always do a little ‘carbon offsetting’ and shoot a methane-farting cow.

Losing your cat (alyser) will not affect your MoT either because currently we have no exhaust emissions test for motorcycles or scooters in Britain. Any change to your scooter from standard will affect the manufacturer’s warranty, but as long as you keep the old parts then you could return it to standard in less than 30 minutes if you ever needed to.

As long as you re-jet the carb to suit, then the only real risks of upgrading the exhaust are that you might use a little more petrol and slightly increase wear by revving the engine harder. On the other hand you might find your scooter much more enjoyable to ride. So where’s the beef?

With so many exhausts to test we’ve chosen to split them into four generic groups.

When we removed the catalysed exhaust we also upjetted the carb to suit the new pipes.

For most exhausts this meant moving from a 96 main jet to a 98 or 100 main jet. We also increased the pilot jet from a 45 to a 48.

Almost every exhaust here is a straight bolt-on fitment, though some fitted better than others. The only ones that specify any other modification are the JL-produced pipes for SIP and Franspeed (in part 2) which attach to the barrel with springs rather than a clamp onto the cylinder stub.

Spring fitting is preferable if using an alloy barrel kit or if the stub on an iron barrel is heavily worn, however, some sprung fit exhausts rely on one of the springs fitting into a hole that you must drill in a cylinder head fin. From my point of view the optimum set-up is a combination of springs and clamps so that you can use either or both depending on your set-up.

WHAT THE GRAPHS MEAN Each exhaust was given several runs to get the pipe up to temperature and a graph plotted of power (solid line) and torque (dotted line) against engine rpm. If you have trouble understanding the graphs in relation to rpm then they are displayed again at the end in relation to speed in fourth gear: In simple terms, if you want a stock PX 125 scooter to do 60mph on the road then you need the engine to still be making enough power at 6750rpm to overcome the prevailing conditions. These obstacles may include wind, incline, and aerodynamic hindrance of any bolt-ons. And the cakeretention levels of rider.

The standard exhaust is only making around 1.8hp at 6750rpm whereas the best ones in the test more than trebled that power. This kind of over-rev performance will make it possible to hit a true 60mph on a much more regular basis.

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BSSO scooter racing Round 4 – June 1-2

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Three Sisters in Wigan is the spiritual home of scooter racing, and for this year aka Crash Fest 2013.

A

fter running out of time to prepare two scooters, I had to race my Vespa 90SS on Darley Moor gearing and a knackered clutch.

Race 1

Joe Ravenscroft and Stuart Day continue their battles from Darley, this time Stuart Day leading. Stewart McKenzie crashes out unhurt before we have even done a lap.

Not to be beaten, Mikey Bonett and Steve Wright collide on lap one, taking both out, but both are unhurt. Got to mention a storming ride by Roland Davis on his old cast iron Honda 205 Group 4, finishing eighth against a host of modern alloy barrelled Lambrettas.

1 Ravenscroft, 2 Day, 3 Turner, 4 S Conneely

good second place for Jon Davis closely followed by his dad Roland. Also a good solid ride from Mark Hardy on his return after a two year absence.

1 Tunnicliffe, 2 J Davis, 3 R Davis, 4 Wright

Geared Race 2

Auto Race 2 A good start from Damon sees him hit the front on lap one and never look back.

Steve Wright and Jon Davis collide at the hairpin, both stay upright but Steve loses five places. He fights his way back up to fifth but not before overtaking Ryan while he grasstracks the first corner! A good safe race by all.

1 Tunnicliffe, 2 J Davis, 3 R Davis, 4 Cook

Joe fails to complete lap one when his crank fails. Three laps later, Chris Geyton falls off when his rear hub shears, and to top off a bad race for SRP, Stuart Day pulls off from leading the race with engine failure.

Darren Conneely gets the better of Mikey Bonnet to take Group 4 honours.

1 Turner, 2 D Conneely, 3 Bonnet, 4 McKenzie.

Sunday – Geared Race 1

Alan Hamilton on his Group 6 Vespa PX.

Roland Davies on his Group 4 Lambretta.

This race was red flagged on lap four due to a crash involving Stuart Day. He damaged his shoulder.

Auto Race 1 With a new PM Tuning Pro Street kit fitted, I was hoping for a bit better speed so here goes.

First corner and Mark Hullah falls off with a little assistance from Jon Davis. Three laps later, Chris Cook falls off at Lunar Bends unhurt. Damon takes the win and a

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