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B

eau Brummel, Regency-era dandy, was the pioneering innovator of men’s style. He introduced bespoke, fitted suits more than a century and a half before Mods took men’s peacock-

like obsessional fashions to fastevolving levels during the ’60s.

‘Clothes maketh the man’ is a phrase that harks back centuries. Likewise, a contemporary update could be applied to another time-honoured nugget, ‘you can tell a man’s worth by their shoes’. Six centuries ago people were judged on their footwear. So who are the brightest and best purveyors of fashion these days?

Sarge takes a look…

Brogue Trader

When he was a young mini-Mod, lifelong scooterist and Brogue Trader owner Chris Macnamara dreamed of owning and wearing top-of-the-range, British made, proper, quality shoes such as Trickers and Loake, among others. He opened his first, flagship Brogue Trader outlet in Cardiff in 2013, since when his exclusive empire has grown; he employs several scooterists in his shops. Chris explained: “Classic British-made leather shoes are, to me, similar to classic Italian scooters – treat them right, look after them and they won’t let you down, they’re timeless in

90 | SCOOTERING | SEPTEMBER 2020

appearance and quality. We have outlets from Cardiff to Canterbury, Edinburgh to Exeter and all points between, in mainland Britain; you’re no more than about an hour from a Brogue Trader outlet. We offer an in-store fitting service for personal callers, it’s a family-run business with attention to customer service our priority; our shoes are the real deal, top-of-the-range footwear for gents with a passion for fashion.”

Brogue Trader offers top quality footwear for discerning gentlemen via the company’s retail outlets as well as online.

Immediate Clothing

Originally a fishmongers, some of its features have been retained by the current

IKON Original deliver on beautiful designs and high quality footwear for those who are passionate for all aspects of music. occupants Immediate Clothing, who are located in the North Lanes area of Brighton.

Taking their name from Andrew Loog Oldham’s independent ’60s record label – home to, among others, Small Faces, Chris Farlowe and PP Arnold – it doesn’t take a genius to ascertain who their target market is. It was a second-hand clothes outlet until five years ago when Darren teamed up with Ollie. “We’ve moved away from second-hand over the last few years.

We stock brands such as Art Gallery as well as our own brand items, which is ’60s Modernist apparel. We have a customer base that includes many scooterists, especially those with a Mod leaning.”

Mazeys

Mazeys’ main man David, who is based in Yorkshire, said: “I’ve basically spent my whole life in retail. I used to help out my dad on his market stall selling Docs, desert boots and monkey boots across the North East. Mazeys started about 12 years ago – we offer clothing, attire and footwear for both males and females aimed at various music-driven scenes, which reflect my wide tastes in music. Mods, Skinheads and Scooterists are all catered for, along with Punks, Rockabillys and other alternative scene clothing and footwear.”

Ikon Originals

These guys have been a well-known and much-loved footwear brand for some years

Immediate

@XLNTBRTN

and set about rectifying this. For example, the value and outstanding quality of the Adaptor Two-Tone mohair suit is well known. It has been a tough few years for the menswear market, our ‘niche’ has been affected, with the demise of several named brands. Future plans involve filling those gaps with our own label, and sister brand, Get Up.”

Visual Impact

now, and during the lockdown there has been a change of ownership with David at Mazeys having taken the company over.

“For me it’s kind of gone full circle. Ikon Originals was the first trade account when I started Mazeys up. I’m quite excited about progressing with Ikon Originals; the first new shoes from Ikon in five years are set to launch in a few weeks.”

Located in Newport, Isle of Wight is Visual Impact, owned and run by Steve, who has been a scooterist since the Mod revival of ’79. “I’ve had the shop since 1985; it’s more of a fashion shop as opposed to a Mod/Scooterist

Adaptor

Closing in on its second decade of trading, predominantly to many members of the scootering fraternity, and helped by having a dealer’s stall at many rallies and events, Adaptor Clothing is a well-established business. Phil, head honcho at Adaptor, says: “When we started up we identified areas of our market that were not well catered for

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shop per se, although we stock brands such as Fred Perry, Gabicci, Levi, Pretty Green, Lyle and Scott.

“We do carry some items for women but primarily it’s a menswear shop. I’ve had a couple of scooters on display in my shop, and have a lot of support from scooterists based on the island. Visual Impact is a bit of a hub for local scooterists.”

Jump The Gun

Brighton’s Jump The Gun celebrated coming of age, having been running since ’92, by putting the lockdown to good use

and having a complete refit. Adam, who is JTG proprietor, has been a scooterist since the early ’80s, and at times one of his Lambrettas has been on display in the shop. “It was a struggle for the first few years Jump The Gun was trading,” said Adam. “Britpop was what gave us a massive boost, with local band These Animal Men buying four Lonsdale T-shirts.

Since then we’ve gone from strength to strength, we’ve developed our own label, cut and styles. We don’t and won’t compromise, our exclusive cut suit isn’t for everyone, it’s the nearest to bespoke

without being hand-tailored.

“High-quality men’s clothing for those who want something a cut above, 95% of what we offer is exclusive to us.”

Sherry’s

Carnaby Street in London’s West End was the place to go for original ’60s Mods. Sherry’s first opened there back in ’79, and has been successfully trading for 41 years, numbering many A-list musicians and actors among its clientele. For the entirety of its 40-plus years of trading, Sherry’s has been catering for the Mod and

adaptorclothing.com The home of vintage and alternative cothing, footwear and accessories for the contemporary era.

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92 | SCOOTERING | SEPTEMBER 2020

Quality & Style • Since 1985 •

Fred Perry, Pretty Green, Gibson London, Loake, Gabicci Vintage , Levi's, Farah Vintage & more.

21 Holyrood st, Newport, IOW po30 5az www.visualimpact.co.uk

In 1979, as the Mod Revival exploded on the streets of Britain heavily influenced by The Jam and the release of Quadrophenia, Sherry’s opened its doors on Carnaby Street for the first time.

40 years later, Sherry’s is Carnaby Streets’ longest serving independent retailer, specializing in 60’s inspired clothing including our own label made-in-England suits, parkas, Harrington jackets, knitwear and footwear.

Sherry’s London: Celebrating 41 years of original British style • Online • In-store • Ready-to-wear • Made-to-measure • Bespoke

’60s-inspired markets. Predominantly, but not exclusively, menswear, Sherry’s offers several ranges of female clothing. As well as stocking the vast majority of known brands, Sherry’s has some items on its own branded label.

Bubbles at Sherry’s explains: “Our branded items are manufactured in the UK, some of them are made in London.” Sherry’s currently has a 20% off everything in-store sale.

terms in search engines was Mod Shoes.

I initially started up with the hope I might get a few pairs of free shoes! Since starting, Mod Shoes has grown organically – we’re constantly sourcing shoes, for both males and females, in ’60s Mod and Mod-inclined styles. It’s all-consuming, a bit like owning and riding scooters. Our range of ladies’

63 Broadwick Street, Carnaby, London, W1F 9QX T: +44 (0)20 7734 5868 E: sherryslondon@aol.com www.sherryslondon.com

shoes has increased with lots of new additions. Since adding our 66 Clothing range to what we offer, things are getting busier for me. 66 Clothing isn’t pure Mod, unlike the shoes. I’m looking at adding American-style surf jackets as well as Rockabilly-style jackets to our clothing range shortly.”

Words: Sarge

Mod Shoes

Andy, an ’80s scooterist, worked as a web designer before starting up his company Mod Shoes in his Peterborough home town in 2005. “Name for my company no-brainer, was a no brainer one of the most used

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Handling’s crisp, acceleration’s impressive, fun factor’s high.

Can I have an E please?

I

n an ideal world we’d be free to use our two-strokes wherever we wanted and without fear of bureaucratic interference. Sadly we don’t live in that world and the U K, in common with just about every nation on the planet, is committed to reducing carbon emissions.

One casualty of the drive for cleaner air is the fossil-fuel engine. W ith cities around the world either banning or restricting the use of anything other than low-emission vehicles, manufacturers are falling over themselves to create a new generation of personal transport. W hile this is good news for retailers it’s also wasteful as many perfectly usable vehicles will be consigned to the scrap heap. One man on a mission to save the classic scooter from oblivion is Niall McCart, owner of W althamstow-based Retrospective Scooters. W e featured the history of his kit in last month’s issue and an extended interview with Niall can be found at www.youtube.com/ TheScooterFactory In summary the kit, which retails at £3495, provides everything needed to convert a classic scooter to electric power without any cutting or welding. It’s a novel idea that’s found customers from America to Asia, but what’s it like to ride?

Getting acquainted

For the test rides Niall had prepared a selection of scooters, notably a L ambretta GP and a largeframe V espa, in this case a Sprint. Although these represent the most commonly converted machines, the kit can be adapted to suit almost any marq ue. At first glance the scooters look completely standard, which is exactly what Niall and the design team intended from the outset. It’s only when getting down to street level that the new swinging arm becomes apparent.

The early prototypes were fitted with dummy

Last month Stan reported on the progress of Retrospective Scooters’ electronic conversion.

This month he takes the kit for a spin.

engine covers but customers haven’t seen these as a priority and for the moment they’ve been discontinued. One deviation from standard on older machines is the need for 10in wheels. Sadly there aren’t any hub motors being manufactured that are compatible with 8in rims. Fortunately Niall offers a fork conversion for wideframe V espas that’s based on machines supplied into the Scandinavian market. As the idea of an electric conversion is to build a scooter that’s fit for modern use, upgrading to 10in wheels is no bad thing.

Retrospective: the future is now.

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Ignition, on

Preparing for departure is simplicity itself.

Depending on the model and customer’s specification, up to three batteries are fitted.

These aren’t wired in series so operate as individual power cells with each providing around 30 miles of service. E ach battery is provided with its own charging unit and, with a charge time of around 3.5 hours, a cheeky recharge under the desk at work will make for a very usable daily range.

Switching between batteries is simplicity itself because the fuel lever’s ‘ off/ on/ reserve’ positions have been repurposed to change from one battery to the next. One feature Niall’s not entirely happy with is the battery gauge’s position. Currently it’s located under the seat but customer feedback is that they’d like to see it incorporated into the scooter’s instrumentation. W hile drilling a hole in the top of a PX toolbox isn’t seen as a problem, owners of scarcer machines are understandably more reluctant to make such modifications. A potential solution is to produce a bespoke speedometer but for now it’s necessary for the rider to do a little old-school mile counting. U nlike a standard scooter there’s no start-up ritual, simply turn the key and the scooter’s ready to go.

Pro totype wa s unveiled at V W D Belfast.

T he k it can be fitted to almost any tw o- w heeler….

Under way

W hether the idea of an electrically powered scooter appeals or repels, I’d recommend it as an experience. The best way I can describe it is by thinking back to childhood and your first bike; there was always a steep hill nearby and the first ride down it was exhilarating, speed built up q uickly and effortlessly as you stopped pedalling and free-wheeling took over. All that could be heard was the rush of wind and perhaps the sound of laughter. That’s what riding an electric scooter is like, except it happens on the flat. The kit is supplied with a 3kW motor, which is roughly eq uivalent to a 125cc petrol engine, but it’s like no 125 I’ve ever ridden. Twist open the throttle and the acceleration is instant as there’s very little friction for the motor to overcome. H old the throttle open and speed builds surprisingly q uickly. A top speed of 55mph is q uoted but these kits aren’t built for long distance

Niall and the sumptuous Prima.

Electric’s at home in the city.

cruising. Their natural environment is the stop-start riding of city centres and it’s a world that they’re perfectly suited for.

The lack of engine resistance is also responsible for one of the electric engine’s q uirks, a lack of engine braking. This manifests as a slight overrun. If it had been a petrol engine I’d have thought that the throttle was sticking ever so slightly. The team has considered fitting a regenerative braking system that converts the kinetic energy caused by braking into an electric charge for the battery. This has the added benefit of feeling similar to engine braking but the cost and complexity eq uation didn’t stack up in terms of added range.

H aving been weaned on a diet of throttle blipping and clutch slipping to keep moving in low-speed traffic, I q uickly found that applying the same techniq ue resulted in an unpleasant ride. Thankfully Niall was in front and remained oblivious to the amount of times I nearly rear-ended him with the GP! I found the best techniq ue was to hold the throttle at low revs while using the brake in a similar way to slipping a clutch. It’s not a complicated techniq ue, just different.

H aving mentioned the brake it’s probably time to discuss the control layout. I’m used to autos with both brakes on the handlebars and geared scooters with brakes spread between the headset and footboards.

Wideframes can be converted but need 10in wheels.

Conversion requires no frame modifications.

4kW engine’s fitted with a rear disc brake.

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A GP Electronic but Innocenti never foresaw this!

Thebestw ayIcandesc ribe it is by harkingbacktochi ldhood and your first bike;ther e was always a steep hill nearby andthefi rst ride down it was exhi larating, speedbui lt up qui ckly and effortlessly as you stoppedpedalli ngandfr ee-w heeling took over .Allthatcouldbehear dw as the rush of windandper hapsthesoundof laughter.

That’sw hat riding an electric scooter isli ke,excepti thappensont he flat.

 | SCOOTERING | JANUARY 

Riding something that’s effectively an auto with a footbrake was disorientating to say the least. The layout takes a little getting used to but, as with the techniq ue for throttle control, it’s not difficult.

Less can be more

H aving honed my techniq ue on the 3kW L ambretta I moved over to the Sprint. This is part of Retrospective’s development fleet and boasts a full 4kW of power. This motor isn’t being offered as an option because its hub motor comes fitted with a hydraulic disc brake. As the kit’s designed to be fitted by an average home mechanic, the added complexity of fitting a hydraulic master cylinder wasn’t felt to be worth the extra power. Being a typical scooterist I’d been looking forward to this. After all if three is good, four must be better? Sadly I couldn’t bond with the Sprint, the extra power made throttle response even more rapid. Fantastic out on the open road but on the back streets of W althamstow it felt uncomfortable. Back at Retrospective’s workshop Niall listened carefully to my feedback, promising to look again at the motor’s programming.

E ven though modern petrol engines are controlled by an on-board computer ( E CU ) they’re still mechanical beasts. Not so the electric engine as its performance is entirely dependent upon software programming.

The kit’s acceleration profile is programmed to be much better than a normal 125, but it can programmed to mimic any petrolengined scooter. For now the team has decided it should be set to ‘ Fun’.

RETROSPECTIVE RESURRECTION

Battery’s removable for charging.

O ne advantage of Retrospective’s kit is the ease by which it can be adapted to suit different frames. Although efforts have focused on Innocenti and Piaggio products, Niall has also brought some rarer machines back to roadworthiness. My own favourite is an NSU Prima. H ere the combination of a luxurious standard saddle and the electric motor’s vibration-free running made for the most opulent scooter ride I’ve ever experienced. H owever Niall’s a man who practises what he preaches and his daily ride is far more exotic.

“I bought this at an Italian autojumble for £30,” he laughed. By ‘ this’ Niall means a 1962 Guiz z o 150. Built in Bologna, this scooter is a rare survivor of the little company’s final model, one of less than 2500 built before production ended.

With a missing drivetrain and incomplete electrics the little Guiz z o’s road-going days seemed to be over. H owever after a minor modification to the kit’s swinging arm and the installation of a simple loom the scooter was ready for a new life.

Admittedly the Lambretta seat won’t see it win any concours awards but it’s a great example of how ‘ scrap’ machines can be reinvigorated.

Niall loves the Sprint, Stan less so.

Electrifying?

At heart I’m a lover of the two-stroke engine.

If Mrs Stan would allow it I’d wear the scent of two-stroke as aftershave and it’ll be a draconian piece of legislation that makes me hang up my oil measuring jug for good. That said, I’m warming to the electric experience.

On my trips across Europe I’ve noticed an increasing intolerance for noisy, smelly engines while, in contrast, the lines of a classic scooter still draw admiring glances.

If Retrospective’s kit allows both worlds to meet half way while still allowing a rider to have lots of fun I won’t argue. I might even join them.

Battery gauge’s location isn’t finalised.

Words: Stan Photographs: Gary Chapman

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It’s a deal…

S

Supertune Ltd is pleased to announce that it has agreed on a deal with Casa Performance to become a stockist of its entire product range. These will be branded Casa Performance by Supertune and certain products will be marked with the official Supertune trademarked logo.

upertune owner Gary Seale had been facing the stark possibility of never riding a Lambretta again after an accident in the summer of 2018. “An injury to my left hand had made it almost impossible for me to pull in the traditional-style Lambretta clutch lever with any conviction,” he said.

Thankfully a solution to the problem has been found by way of the Casa Performance Casa-cover. Thanks to its innovative ratchet-designed pressure pad, control even on the strongest of clutches is far easier. Using a traditional Lambretta side casing, Gary found clutch lever operation almost impossible but by switching to the Casa-cover this is no longer a problem. The force required to pull the lever in has now been drastically reduced. At the same time, the ability to hold the lever in the correct position with regards to feeling the biting point is also much easier to control. This means that the biggest problem Gary had – pulling off in first gear – is no more.

To aid him even further is the possibility of a sequential gear change, which is currently being manufactured by Motorino Diavolo. The system works in a similar way to that of a motorcycle gearbox in that it returns the twist grip on the Lambretta handlebars to its original neutral position after each gear change. Those who suffer from arthritic joints and struggle with the traditional Lambretta clutch and gear change operation will benefit greatly from the new

design. Gary intends to try the system out and if it works successfully along with the Casa-cover it will be offered as an option to customers. Just another way in which Supertune is making the Lambretta riding experience even more accessible to everyone in the future.

Electric start

The heart of the new development though is the electric start mag flange, which is offered in two variants using a clever piece of UK pattern making to produce two castings from the same master pattern.

Product 1 is the traditional mag flange we all know and love, albeit with the cable outlet moved slightly for better access and mount point for the electric start motor, a more heavily wound and therefore more powerful version of the Vespa starter motor.

Product 1 is aimed at the standard Lambretta engine for S1-S4. Most effort has been on making a kit easy to fit, a simple switch now operates the solenoid that energises the starter motor, which can be fitted anywhere on a Lambretta.

The favourite mounting point seems to be in the glovebox or on an extension arm mounted off the throttle alloy fixing screws. This can have an optional choke lever that pushes rather than pulls.

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Product 2 is the mag flange which suits the Casa X218 CNC mag bearing. Both can fit the Casa case, giving the user the choice of which product to use, and both come with a modified Casa cooler cover.

The kit consists of a battery, mag flange, cover, flywheel, Scootronics stator, solenoid mount bracket, switch and power leads. The battery box features curves in line with the contours of the fuel tank so as not to look boxy, which is a feature of many quick-fix solutions.

The kit, if the user wants to use their own stator (which can provide a charge circuit for the battery) will retail for less than £700 as the new castings come on stream. “There has been much talk by

some of the electric start as a ‘toy’, yet so far everyone who has had one fitted likes the option of being able to start regardless of ability/infirmity.

“Also, Targa and Variotronic electric start projects are under way with a very nice machined mag flange cover being available soon for the Targa,” Gary explained.

On the horizon

In the wings has been the development of the GPS speedo, which unlike others enables the GPS sender to be mounted in the polymer headset, thus not impeding the satellite signal.

As well as the GPS speedo, in the same style is a fuel gauge – big, bold and very easy to install.

Specials

Concessionaires currently have four special custom scooters under way, all with electric start easy-clutch and sequential gear shift: a Quatrini, an Avanti, an SS200 and a rather special Casa 265. More than 40 frames and bikes are carried in stock, which are available for someone who wants that extra bit of scooter longevity without resorting to an auto solution. Easy start, easy gear change and easy clutch… the future?

Words: Stu Smith

30 | SCOOTERING | JUNE 2020

With its new factory, new management team and fresh vision, Scomadi is determined to separate itself from the herd and the SSS is its statement of intent.

B

ack in the 1980s, choosing a new car was very straightforward. It didn’t matter which showroom was visited, the choice ran along the lines of base model, L, GL and luxury.

While these were ‘meat and potatoes’ for manufacturer and sales team alike, it was the special models which set pulses racing. There was nothing wrong with a Fiesta Popular but the XR2 was what we really craved. The Scomadi Special Series (SSS) brings the same concept to the TT200. It’s a premium product with a unique cosmetic appearance and improved performance.

FA D E T O G R E Y As scooterists we’re used to the concept of dealer specials, but the SSS machines are completely different. These will be factory specials with full warranty and spares support. While Vespa plays on its heritage by using ‘Sport’ and ‘Super Sport’ to denote levels of trim rather than any increase in performance, the SSS will be a complete rework of the standard machine.

The factory opening was chosen to reveal the concept, with two machines on show. The first was a grey full-body that illustrated the SSS’s cosmetic appearance and the second a more radical cutdown.

Although still in a relatively low state of

Based around completely standard mechanics, this full-bodied TT has been built to illustrate Scomadi’s vision of the SSS’s appearance. With LED ‘Pathfinders’, billet calipers, anodised master cylinders and red rims, this is a good-looking scooter, and the metallic grey adds a touch of class to the panel work. The level of detail befits a machine pitched at the top end of the market, seat stitching that co-ordinates with rim colours being my favourite detail. So far as the suspension and engine were concerned this was a completely standard machine.

However, for a taste of things to come in the performance department, Scomadi had prepared the yellow cutdown.

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IT’S A KNOCKOUT With the opportunity to test-ride both machines it seemed rude not to make some direct comparisons, particularly as a Vespa GTS300 had wandered into view.

Scomadi’s factory is situated on a private trading estate, just the place to disturb the neighbours but not the authorities. We found a mixed circular route starting with a very approximate quarter mile straight and then a mixture of twists and straights.

There’s no hiding that I’m heavier than the average Thai and as I could certainly give my companion a few pounds, the circuit was run at least twice, swapping machines over to balance out the results.

Round 1: Grey v GTS

This wasn’t really a fair comparison, after all the GTS has the best part of a 100cc advantage over the Scomadi, but it did give a good baseline to compare the effect of tuning on the TT’s 180cc lump. Over the quarter mile the Scomadi was left trailing in the GTS’s wake but in corners the gap was less distinct. I’m a big fan of the GTS, after all I bought one, but no one can seriously describe the handling as ‘crisp’. In contrast the Scomadi’s ride will be familiar to any Lambretta rider. The lower centre of gravity and 21kg weight advantage makes for a much more enjoyable ride. If I was planning a long distance motorway thrash I’d take the GTS but for country lane fun, even in standard form, the Scomadi definitely has the edge.

28 | SCOOTERING | MAY 2020

Round 2: Grey v Yellow

Being honest, my expectations of the cutdown were limited. Having been brought up on a diet of porting, big carbs, gearbox ratios and expansion pipes I couldn’t see how much difference a variator and pipe would make. How wrong I was. On the quarter mile the cutdown left the standard grey machine standing. Over the quarter mile it gained around five or six lengths and was still pulling away. On corners the cutdown continued to show its dominance; low-end torque found it pulling away with every twist of the throttle, while the rear Öhlins made the rear end feel far more planted. A set of front shocks are currently on the Öhlins test bench and it would be interesting to see whether they cure Scomadi’s somewhat ‘Marmite’ front end.

Round 3: Yellow v GTS

This was the big test – after all, the GTS is the bike all manufacturers need to beat.

Before going further it’s worth pointing out that the captive GTS wasn’t an HPE variant, but even so I wasn’t prepared for the results.

Comparing a tuned 200 against its standard sibling is one thing, pitching it against the market-leading 300 is another matter entirely. We ran this test time after time, swapping riders and even mixing up the route but however we compared the two machines there was an inescapable conclusion. On a straight line the Scomadi kept pace with the GTS, on corners the Scomadi left it standing.

Considering the cutdown’s low state of tune this was astounding. Tantalisingly Yuminashi is currently developing a revised cam set that should boost performance even further, and a remap is also being worked on.

Engine covers also receive the SSS treatment.

Seat adds a touch of class.

Anodised master cylinders are a nice touch.

NOT SO MELLOW YELLOW If the full-bodied SSS was a night at the opera, the cutdown was a weekend rave. I’ve never been a big fan of cutdowns but the SSS demonstrator is one of the few examples that I could happily own.

The TT’s legshields are the most shapely of modern autos and I’m not convinced that much is gained by trimming them down, but the rear end looks better than its full-bodied siblings. Other cosmetic improvements include clear hydraulic master cylinders, rear sets, mini indicators and shortened footboards. Dare I say it, the underpinnings exposed by the cutaway panels also look right.

Admittedly they’re not a patch on Innocenti’s efforts, but they’re by no means unsightly. Although the cutdown’s lines are pleasing, it’s what’s beneath the engine’s bespoke stainless steel covers that counts. For demonstration purposes this SSS was served up in a relatively low state of tune. A Yuminashi variator and free flow SSS pipe were the only upgrades and even Frank concedes that the pipe adds more to aesthetics than performance. Notably the engine hadn’t been remapped.

Of major interest to all Scomadi owners are the Öhlins shocks.

Although many specialist manufacturers have little interest in becoming Original Equipment Manufacturer (OEM) suppliers they’re quite happy to serve the aftermarket. With its Öhlins livery this cutdown marks Scomadi’s territory very clearly. Their accessories may not be cheap but they’re determined to work with the best out there.

Although fitted with only a Yuminashi variator and free flow pipe the cutdown still illustrated the SSS’s performance potential.

As to whether there’ll be a factory cutdown, the jury’s out. My money’s on the cutdown being a concept machine, the type of prototype wheeled out at shows to gauge the interest of trade and public alike. Judging by universally positive reactions at the factory opening, Scomadi’s design team have some serious thinking to do.

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tune, the cutdown was a revelation. With plenty of tuning tricks left up its sleeve, this could be the auto which changes many people’s minds.

As a breed, scooterists, perhaps more than their motorcycling counterparts, are obsessed with engine capacity. ‘Bigger is better’ could be our mantra, but capacity comes at a price. With new 300cc machines hovering around the £5k mark it’s time to think more frugally. A variator-equipped Scomadi 200 may not beat a 300 in a motorway dash but on twisty lanes, or a club ride-out, it’s more than capable of showing it a clean pair of heels.

We’re still waiting for prices but all indications are that a brand new SSS will be in line with the list prices of its 300cc rivals. More enticingly all of this kit will retrofit to a used TL200. Could Scomadi’s SSS range be the scooters which finally persuade us to say goodbye to big capacity and hello to big fun?

Words and photographs: Stan

BANG FOR BUCK Frank’s old dyno chart from the Scomadi Cup days shows the 180 engine’s tuning potential. This compares a standard Vespa GTS 300 with a Scomadi 200 that’s been fitted with a lighter roller set, advanced remap and free-flow muffler. This shows that for a parts cost of around £500 it’s possible to take the 200 past the GTS in terms of available power. Factor in the Scomadi’s better handling and that’s a recipe for fun. It’s also worth noting that this kit fits both new TT and used TL machines.

We’re still waiting for prices but all indications are that a brand new SSS will be in line with the list prices of its 300cc rivals. More enticingly all of this kit will retrofit to a used TL200.

Free-flow exhaust adds to sporting appearance.

NEXT MONTH We take James Richard Amatavivadhana’s Scomadi for a run. He’s not just the CEO of one of Scomadi’s parent companies, he’s also a keen rider. Unsurprisingly, he’s blagged all the best tuning parts for himself. It’s a mean green machine….

30 | SCOOTERING | MAY 2020

The Other 300…

Royal Alloy’s TG300 may be grabbing all the headlines but they’ve got another 300 in the stable. Stan takes their GP300 for a spin.

Accessories are extra, metal legshields allow a front carrier.

I

t’s hard to imagine but only three years ago the future of many British scooter dealers hung in the balance.

W ithin a few months of each other Piaggio ceased production of the PX and L ML entered receivership. Dealers of new machines were left with nothing to sell while for buyers who didn’t fancy a budget scooter from China, the choice was between V espa’s GTS or Primavera, neither of which sat easily with those in search of classic lines. It would have been incomprehensible to think that the launch of a classically styled 300cc scooter could be overlooked, yet that’s exactly what’s happened.

No one puts baby in the corner…

Even with Stan’s 6ft 2in frame, mirrors were usable.

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H aving emerged from nowhere with their GT range, Royal Alloy saved more than one British scooter showroom from a very dismal future. W ith the launch of their Grand Prix ( GP) range, Royal Alloy proved that they were listening to the voices of enthusiasts worldwide. Out were the plastic panels of the previous GT models, in was a high metal content. The new panels heralded a new design, heavily influenced by the classic L ambretta SX 200. Other improvements included revised suspension, finally curing the GT’s rigid front end. In a short space of

time the 125cc models became a common sight at scooter clubs across the nation.

W hat enthusiasts wanted was more speed and when rumours began to circulate of a 300cc version, the future began to look very bright indeed. Incredibly when the GP300 was unveiled at last year’s Milan Motorcycle Show it barely registered on most scooterists’ radar. The problem was the simultaneous launch of Royal Alloy’s Tigara Grande. W ith styling inspired by L ambretta’s classic Series 2 and boasting a 300cc engine, for scooterists it was undoubtedly the show’s main talking point. H owever it wasn’t the first 300cc Royal Alloy to hit the showrooms; that honour went to the GP300 and q uite frankly it’s time for that model to emerge from its sibling’s shadow.

SX’y

Although the SX influence is clear to see in its side panels this is no Series 3 clone.

The ‘ Darth V ader’ style horn grille adds a touch of menace while the circular headlight of pre-production models has given way to a trapezoid style, more reminiscent of a V espa SS180. If that sounds like a mishmash it isn’t, the entire look hangs together extremely well. My only doubt is the legshield profile. To accommodate a larger glovebox with its U SB charging point

SPECIFICATIONS RRP: £4799 ( + OTR) Displacement: 278cc Rated output: 16.6kW ( 22.26bhp) / 7250rpm Certification: E uro 4 Gearbox: Automatic Cooling system: L iq uid Frame: Steel cradle Front suspension: Double hydraulic Front brake: ABS disc 220mm Rear suspension: Double shock Rear brake: ABS disc 220mm Front tyre: 110/ 70/ 12 Rear tyre: 120/ 70/ 12 Lighting: L E D front and rear.

Length: 1845mm Width: 670mm H eight: 1115mm Wheelbase: 1390mm U nladen weight: 142kg U sable tank volume: 11 litres

There’s certainly no talk of a geared version.

There’s no doubt such a machine would sell well in the UK and perhaps Germany, but in comparison to the insatiable Asian demand for autos, the numbers simply don’t make mass production a viable proposition. the legshield profile has been flattened out ever so slightly and in the process has lost some of the Series 3’s sensuality. It’s a minor point as even on the stand the GP looks poised for action. In contrast to the TG’s wafer thin seat, the GP’s upholstery is positively opulent and suits my 6ft 2in frame perfectly. Although I may not be convinced about the legshield profile I must admit that the extra legroom is welcome. If the GP’s padding proves to be too much of a leg stretch, shorter riders should note that all Royal Alloy seats are interchangeable.

Substituting a slimmer one from either the TG or GT is a straightforward swap.

Information is conveyed to the rider via a digital clock which is a completely new design for the GP. It’s no secret that the early GT’s dials were problematic and Royal Alloy are confident that this new unit isn’t just clearer to read but will also be reliable in use. The machine allocated for the test ride was fitted with a Scorpion pipe, straight from the Royal Alloy catalogue and fully compliant with the GP’s factory warranty.

Although fitting a pipe to a four-stroke doesn’t have the instant impact on power that we’re used to with two-stroke motors, this one does look the part. It also sounds throaty, making a lovely thumping sound that the 278cc lump deserves. It’s also possible

to turn the same pipe into a neighbourhoodannoying screamer by removing the decibel limiter. Or so I’m told…

Road runner

The TG and GP both share the same frame geometry and as such it’s no surprise to find that they handle identically. Cornering is a joy, indeed the GP was built for twisting country lanes. Although Timsun may not be the brand that instantly springs to mind when discussing scooter tyres they’re factory fitted and hold a good line, even on a damp day such as the test ride. The main act here is of course the engine. W e all know what it looks like and having spent some time in its company I can confirm that it also performs like a pre-H PE GTS. In fact, thanks to a remap and revised cylinder head, Royal Alloy claim to have sq ueezed out an extra bhp. In use it has plenty of get up and go, particularly in the mid-range where throttle response is crisp. H andling is a vast improvement on previous models, the completely reworked front end gives excellent feedback while smoothing out all but the worst that Saddleworth Moor’s roads had to throw at me. The riding position feels so L ambretta-like that I find myself repeatedly searching for the rear brake pedal, something I’ve not done on my GTS for a long time.

Front suspension is revised and much improved.

Engine has very obvious origins.

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Handling is crisp.

Eye of the beholder

In truth there’s very little to choose between the TG and GP. E ven the £100 saving a GP offers over its stablemate will only sway the most frugal of buyers. The main difference is in styling and that’s a purely personal preference. As much as I enjoyed the time I’ve spent with the TG, if I were parting with my own cash I’d plump for the GP and that’s a decision not entirely swayed by the extra seat padding. My own preference is for the L ambretta GP and thanks to its combination of retro styling and modern engineering Royal Alloy’s namesake is a more than worthy tribute.

Stick or twist?

The past two years have seen Royal Alloy produce an array of new machines so potential buyers could be forgiven for thinking that it’s worth waiting to see what else is around the corner. H aving spoken to senior figures in the company I think that we’re going to see a period of consolidation. E very manufacturer likes to maintain interest in their products so there’ll inevitably be some detail changes and fresh colour schemes. It would also make sense to streamline production by designing one frame cradle to take both GP and TG bodywork and electric power can’t be far away. If there is a gap in Royal Alloy’s range it’s probably a mass-market commuter scooter and the company has already exhibited a concept model to plug that gap.

There’s certainly no talk of a geared version.

There’s no doubt such a machine would sell well in the U K and perhaps Germany, but in comparison to the insatiable Asian demand for autos, the numbers simply don’t make mass production a viable proposition.

W hile that may disappoint many Scootering readers, it’s worth remembering that only three years ago we were dreaming of a retro-styled 300cc scooter. Thanks to Royal Alloy we now have two to choose from and the GP certainly deserves more attention than it’s received to date.

Words: Stan Photographs: Gary Chapman

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PROOF OF T H E PU DDI NG With both the GP and TG, Royal Alloy have entered the exclusive £5k scooter club. It’s an arena that’s been dominated by V espa for years and inevitably comparisons will be drawn. The 300cc engine has obvious origins but simply sharing genetics won’t be enough. U ltimately both of Royal Alloy’s 300s will be judged on reliability and that verdict will only come with time. With a new machine it’s almost inevitable that things will go wrong; what matters is how any hiccups are dealt with. From past

experience U K distributors Moto GB try to make the customer experience pain free and they aren’t afraid to tie up their cash in spares. Their aim is to have a rolling 12 months’ stock of commonly requested items. U nfortunately we live in a world where supply chains are affected by Covid and unfortunately some items do fall into short supply. Currently that includes speedo pick-ups for the GP, an identified weakness that the factory is working hard to resolve.

Epic Tribute Never judge a book by its cover, is how the old saying goes; and that timeless nugget certainly can be applied to this particular Vespa chop.

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lthough this scooter is obviously a V espa chop, and a memorial to a poignant happening in the not-too-distant past, it isn’t q uite as simple or straightforward as it seems. Granted, there’s been a profusion of V espa scooters that have been used as a blank canvas for a whole variety of custom projects. The vast majority have been, in the main, of Italian or Spanish origin, with occasional E nglish or even French-made V espas.

Comparatively few custom builders, however, have selected an Indian-made L ML 125 as the base model for their creation, even less for a full custom scooter.

Custom scooters with a theme that pays homage to selfless acts of heroism are nothing new. There have been countless creations that are tributes to campaigns, wars, conflicts and the like. Fewer have a subject acclaiming one specific incident, fewer still commending a non-military occurrence. Generally, the term ‘ chop’ applied to a scooter either refers to the forks being extended or modified, and/ or the frame being raked, along with a degree of the bodywork extensively cut away. But this particular V espa chop has had very little if any of the bodywork panels trimmed; the forks consist of part V espa ( stock L ML stem) and part Gilera auto ( standard fork legs) , a Below: Against the backdrop of the RNLI building.

Man and machine.

“The greatest act of courage that I have ever seen, and am ever likely to see, was the penultimate courage and dedication shown by the Penlee (crew) when it manoeuvred back alongside the casualty in over 60ft breakers and rescued four people shortly after the Penlee had been bashed on top of the casualty’s hatch covers. They were truly the bravest eight men I’ve ever seen, who were also totally dedicated to upholding the highest standards of the RNLI.”

Those lost in the disaster.

An epic tribute indeed.

combination of which provides something like a rake from the standard wheelbase. V isually this gives the appearance of the forks having been extended, though the reality is contrary to how it both seems and seems to look.

Owner and rider of Cornish L egends, Kelvyn W earne, rides with Section 8 SC in Truro, Cornwall.

H e has been riding scooters since the early 80s when, as a young skinhead, along with many of his mates, he discovered the delights of two small wheels, attending his first National rally, E xmouth ’84. The base model for what would eventually become Cornish L egends was bought from a mate in 2016. H is mate had bought the L ML V espa as a brand-new scooter.

At the time of changing from its first to second owner, the Indian-made V espa was still sporting its original factory white paintwork. Kelvyn had something of an idea in mind for what he intended for the V espa. But it took a while before the project was embarked upon, with that idea formulating into a solid direction of what he actually wanted and what was both practical and attainable. Once the project had been embarked upon, it took a reasonable timespan of eight months from physically commencing work to final completion.

W hat helped immensely was everything more or less coming together as it should, with only one slight rethink req uired: “To start with it was going to be a 12-inch Gilera front wheel, it didn’t handle q uite right, it didn’t look right either. I went for a 10-inch front wheel, off a Typhoon. H anding and appearance were both sorted.”

The murals adorning both side panels as well as the legshields ( and horncast) depict artist’s impressions from the scenes on the night of December 19, 1981.

They were created by Cornish-based Perran Signs, who also provided the airbrushed photographic likenesses of the eight Cornish lifeboat volunteers who lost their lives while attempting to rescue others, and who are reproduced on the toolbox door, as well as a roll of honour incorporating each of their names on the front mudguard. Base paintwork in sea blue is

MAN & MACHINE Name: Kelvyn W earne.

Job: H GV driver.

Scooter club & town: Section 8 SC – Truro.

First interest in scooters: In the 80s when I left school most of the skinheads had them. Got my first scooter in ’83.

First scooter: V espa PK 50.

Favourite style of custom scooter: I do like a well-built L ambretta chopper.

First rally: E xmouth ’84.

Name of scooter: Cornish L egends.

Scooter model: L ML .

Date purchased & cost: 2016, £900.

Inspiration for project: Penlee lifeboat disaster December 1981.

Time to build & by who: About eight months by Darren, owner of DL Scooters.

Any specialised parts: Gilera runner front forks done by Steve Rowe.

Paintwork & murals done by: Jack Dunstan ( family friend) for the paint, Perran Signs for the pictures.

Overall cost: £2400.

Thanks to: DL Scooters, Jack Dunstan, Perran Signs.

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PENLEE DISASTER 1981 A few days preceding the Penlee disaster a mini-bulk carrier ship, Union Star, left Denmark on its maiden voyage. Its cargo was fertiliser, being transported by sea to Arklow, Ireland. Setting off with a crew of five on board, Union Star made an unscheduled stop at the Essex coast en route, where the ship’s captain’s wife and two teenage daughters got on board, increasing the number to eight. A short number of miles from Wolf Rock, off Cornwall’s south coast, Union Star’s engines failed, the cause of which was later found to be seawater contamination. Although the crew were unable to restart the ship’s engines, the captain didn’t make a mayday call. Assistance was offered by a tugboat, which was initially refused by the captain of Union Star. After consulting with the ship’s owners the offer was accepted, but too late.

Conditions deteriorated into a storm of hurricane levels, with

Below: Time to reflect.

winds of more than 100mph, force 12 on the Beaufort scale, with waves towering over 60ft high.

Powerless, at the mercy of the elements, Union Star was carried helplessly across Mounts Bay towards rocks near Boscawen Cove. Falmouth coastguard called for assistance from a Royal Navy Sea King helicopter but the hurricane-force winds proved to be too violent to winch any of the eight on board Union Star to safety. Earlier, difficulties were encountered by the coastguard trying to contact Penlee RNLI station near Mousehole, situated on the west side of Mounts Bay. Coxwain of the lifeboat was (personally) contacted by the coastguard to put the Penlee lifeboat on standby.

A crew of volunteers were assembled by the coxswain, who picked seven men from those answering the call to accompany him, should the lifeboat be called upon. After the Sea King

helicopter found it was impossible to winch anyone to safety, Penlee lifeboat Solomon Browne was launched at 8.12pm. Following several attempts by the lifeboat to get alongside the stricken Union Star, the Solomon Browne radioed through the message: “We’ve got four off.” It was the last that was heard from either vessel. The pilot of the Sea King helicopter was later quoted as saying: “The greatest act of courage that I have ever seen, and am ever likely to see, was the penultimate courage and dedication shown by the Penlee (crew) when it manoeuvred back alongside the casualty in over 60ft breakers and rescued four people shortly after the Penlee had been bashed on top of the casualty’s hatch covers.

They were truly the bravest eight men I’ve ever seen, who were also totally dedicated to upholding the highest standards of the RNLI.” Sixteen lives were lost on the night of December 19, 1981

the handiwork of a family friend of Kelvyn’s, namely Jack Dunstan. Annually, Mousehole in Cornwall holds a memorial evening to mark the disaster of almost 40 years ago; Kelvyn has yet to take his tribute scooter along to the occasion. “I’m intending to ride my V espa chop to this year’s ( 2020) memorial on December 19, as I’ve not been able to get along to one since my scooter was finished. Though I have sent a few pictures of my scooter to the Penlee disaster website.

– the crew and passengers of the Union Star, and the entire volunteer crew of the Penlee lifeboat. Despite the disaster decimating Penlee lifeboat crew, within a day of the incident an entire new crew of volunteers had been formed by the people of Mousehole to man the lifeboat.

Two years after the disasters a new lifeboat station was opened nearby, housing a faster, larger lifeboat. The old Penlee lifeboat station has been preserved, complete with its slipway, along with the creation of a memorial garden commemorating the heroic crew of the Penlee lifeboat disaster. In 1981 a public appeal raised £3 million (around £12.5 million in today’s values), which was subject to public outcry after Margaret Thatcher’s first Government attempted to impose a tax on the donations.

Thankfully public outcry halted the then Government’s heartless intentions.

“I’m also a boatman myself. I have a cabin cruiser and when the Covid lockdown was coming in, I decided to spend three months out on my cruiser. It’s good to be able to get back out on the road on two wheels, for the time being, I’ve missed riding both my V espa chop and my skinhead-style L ammy Skelly too.” W hile not the usual run-of-the-mill custom V espa chop, given its subtle differences, Kelvyn’s Cornish L egends is a captivating machine both in its makeup as well as its theme. The latter is a poignant reminder of the heroic bravery of the volunteers who man the lifeboats around the coasts of Britain.

Words: Sarge Photography: Gary Chapman

F n r i a t n s c o e L M210

TS1

For decades the TS1 has been the preferred kit of rally going scooterists but how does it compare to the new kid on the block from Quattrini? Stan and Brad braved travel restrictions to find out.

W

hen a mate asks if I’m available to help fit a kitchen I usually find that my diary’s suddenly full. When that kitchen’s in the South of France and there’s room in the trailer for two scooters it’s suddenly a very different proposition. That’s especially true when there’s an opportunity to compare Scootering’s long-term Quattrini test engine with a well set up TS1. Our scooter test playground straddled the region of Languedoc Roussillon, close to the Spanish border. If the name sounds familiar it’s probably because it’s one of France’s main wine growing regions. It was thanks to the low priced local produce that we had more than one late start on this trip. Even without Covid, at more than 700 miles from the channel ports, this isn’t an easy part of France to reach. However once there, the riding is superb. From the Mediterranean coastline to the National Park’s rolling hills and low mountain passes, this really is a region designed for two wheels. That’s not just my opinion, it’s also that of the locals.

Two kits go head to head.

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I’ve never received a standing ovation before, but that’s exactly what we got when riding past a group of diners seated outside a village restaurant. One thing’s certain, in this part of France they love a two-stroke.

Out ’n’ about

Thanks to a tip from a local petrolhead, the highlight of our trip was to Saint-Pons-deThomières. Although it’s only situated at 1026 metres (3366ft) and is little more than a scattering of roadside cafes, it’s become something of a mecca for those in search of fantastic roads. For motorcyclists St Pons marks the apex of a circular route through the National Park, a trip that features stunning scenery and a descent that’s one of the best I’ve ever encountered. While our eastward ascent was gentle the descent was a different matter entirely. Sweeping curve followed sweeping curve, while a complete lack of tree cover gave clear views and plenty of opportunity to plan for the road ahead.

It was on the descent that the Heidenau tyres fitted to my GP came into their own.

Ask anyone who’s fitted a set of Heidenaus how firm the tyre walls are and once they’ve finished describing how they wrestled them into submission you’ll understand why they hold the road so well. I’m a recent but enthusiastic convert.

From the outset it was clear that the two machines were very evenly matched.

In fairness neither Brad nor I have pushed our kits to their absolute limit, indeed both machines are probably ‘over engineered’, something that may have helped them handle the extreme weather we encountered.

Although we were riding in temperatures of between 35 and 40C neither machine showed any tendency to flag or nip up. This was particularly surprising as the Quattrini has a reputation of running hot. I can’t comment on that as I prefer the blissful ignorance of an old-school speedo. I find it gives me much less to worry about.

No Covids were captured while writing this article.

I know which I’d sooner be riding.

Locals love a 2T. Oh we do love to be beside the seaside...

Thanks to the LTH manifold a TS1 can run with a left side carb.

Close call

Even though our scooters were closely matched in terms of power I’d still expected there’d be a clear winner. The truth is they’re both excellent products and the decision on which one to buy largely depends on a project’s starting point. While there’s less initial outlay for a TS1 kit itself, it does need a large block casing. Conversely the Quattrini kit is more expensive but can be built on any small block. Both require uprated internals so the final cost of a ground-up build will be broadly similar, perhaps within a hundred quid if all other internal components are evenly matched on quality/spec level.

In practical use, on the road, there’s little to separate the two kits and over the 600 or so miles we rode, both returned around 42mpg. In a quarter-mile drag race the TS1 was fastest off the line but the closer spacing on my gearbox meant that the Quattrini was more than capable of catching

up and keeping pace once it stretched its legs. From a practical standpoint the easy availability of service items gives the TS1 an edge in the financial stakes. Over the past three decades the TS1 has proven itself while been tweaked and ported by every scooter tuner worthy of the title. Its parameters are understood, as are carb settings and the appropriate gear ratios for the task at hand. In contrast the Quattrini’s attributes are still being explored and that’s an exciting prospect which I find seductive, as clearly do many other scooterists right now, judging by the way these kits are flying off the shelves.

One thing’s certain, rally favourite or new arrival, whichever a rider chooses they’ll both deliver plenty of fun.

Time to rubber up…

If the Quattrini has an obvious weakness, it’s the carb rubber. No matter how well they’re manufactured, every carb rubber needs replacing sooner or later, and at around £100 a pop, the Quattrini rubber is a very expensive service item. Both Chiselspeed and LTH have produced an adaptor plate which enables a TS1 manifold to be used instead. Admittedly the adaptor plates come at a cost but it only takes a couple of seasons to see a return on that investment.

We all know that carrying a spare carb rubber is a wise precaution but I let myself down on this occasion. Thankfully I’d fitted the Chiselspeed adaptor so when mine failed I could scrounge the TS1 spare that Brad always carries. If anyone still needs persuasion, try to find an emergency Quattrini manifold at a scooter rally.

Words: Stan Images: Stan, Brad, Anna Moseley

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In the Blue Corner With only the slightest capacity advantage at 223cc, Brad’s TS1 is home built but with porting and dyno work by JB Tuning.

Purchased as an older restoration back in 2015, it’s seen more than its fair share of European adventures. Although he’s owned faster and more expensive scooters it’s this Series 2 which has become Brad’s weapon of choice.

Engine: TS1 225 (223cc) built on Spanish SX200 casings.

Power: 23.33bhp @ 6900rpm.

Torque: 18.7ft-lb @ 6450rpm.

Carb: Dell’Orto 30mm PHBH. Crank: Mec Eur. Ignition: Casatronic.

Clutch: Five-plate Surflex.

Gearbox: AF Close ratio four-speed.

Exhaust: JL3.

Suspension: BGM front and rear.

Braking: PM tuning hub with SIP caliper.

Tyres: Bridgestone front 100/ 80/10.

Rear 100/90/10.

In the Red Corner Weighing in at 218cc is our long-term Quattrini test engine. Built by the team at Chiselspeed, it has carried me across Europe with no drama whatsoever. The build was covered in depth over several editions but for those without a library of back copies here’s the basic specification.

Engine: Quattrini 210 kit built on a Spanish casing.

Power: 24.46bhp @ 7000rpm.

Torque: 19.2 ft-lb @ 6400rpm.

Carb: Dell’Orto 30mm VHSH. Crank: SIP 60x116 (218cc).

Ignition: BGM. Clutch: LTH seven-plate.

Sprockets: 18 front, 46 rear.

Gearbox: AF Rayspeed Clo5e, five speed (34-tooth fifth gear).

Exhaust: CST 10.

Suspension: Front, BGM. Rear, Readspeed.

Braking: Inboard cable disc.

Tyres: Heidenau K47 350 x10.

T EC H T ORQU E F ROM T H E E DI T OR: So where and when does each kit make sense? Well, if starting from scratch, without any casings… there really isn’t much in it if building afresh. What you save on the TS1 kit vs the M210 kit, you then lose on the large-block casings, vs cheaper (though becoming rapidly harder to find) small-block casings. With all other components built spec-for-spec, the end bill is really not very much different. In my humble opinion, the TS1 is actually a very flexible all-rounder and has been ignored of late. I’ve seen the TS1 The young upstart.

effectively ‘de-tuned’ into mile-munching Clubman tourers, fitted as ‘bolt on’ items which give a massive performance boost over standard, or tuned into arm-wrenching 40hp monsters. So the TS1 can often be overlooked, in favour of something ‘new and shiny’… and who doesn’t love something ‘new and shiny’. The M210 also has a few nifty design features in terms of its piston shape, its offset cylinder/fin layout, as well as the cylinder ports themselves… these add up to an exciting little prospect. So the answer is, in my opinion, each kit makes absolute sense, if you already own the relevant casing… they are so evenly matched on cost and performance, that if you have to buuy from the casings upwards, there is no ‘bad buy’. The only thing worth addding is that it takes a long-stroke crannk (60mm) to get the M210 up to 218ccc. The TS1 already starts ahead at 223ccc, the equivalent long-stroke 60mm

The humble TS1. takes it to 231cc, and a 62mm takes it to 239cc, whereas an M210 with a 62mm crank is only just hitting the 225cc range at that point, so you now have a 14cc deficit when both stroked to the max. So despite choices of pipes and porting layouts, the TS1 will always have bigger cubes, if that’s your thing, and though the TS1 can be ported/ d/tuned / very well, the M210 already comes with a more superior port layout off the shelf. Both great kits.

Swap Shop Brad on the Quattrini

“I’d wanted to try Stan’s Quattrini for some time and I’ve been really impressed with the time I’ve spent on it. The motor feels to be well set up and it’s very responsive with a broad spread of power throughout the rev range. The big difference I’ve noticed is the gearbox, the AF five-speed is really well spaced and it doesn’t seem to take as much work to keep the engine in its sweet spot. Although fifth seems to be more of an overdrive rather than usable in its own right I think it’d make long distance touring a pleasure. If it were mine? I’d have to fit a

SIP speedo, I don’t know how Stan manages without the information it offers. I’d also have to do something about the front brake, that cable-operated disc is a shocker!”

Stan on the TS1

“I’ve borrowed Brad’s Series 2 on a few occasions so its performance comes as no surprise. The motor has nice low-end torque and very usable mid-range power. Although

the engine pulls well the gearing does seem to be very long, particularly when compared to my five-speed. Although we’re around the same height I struggle with the Ancillotti, I feel far too close to the floor. If it were mine?

I’d fit an AFR Clo5e gearbox, I can’t imagine owning a Lambretta without fitting one, they transform the riding experience.”

Join the Club…

Stan loves his Quattrini kitted DL but his quest for a quieter pipe continues. Does Darrell Taylor have the answer? Stan took his Quattrini 210 for a dyno to find out, while Dan took the Clubman equipped RB252 for a test ride.

Stan on the Quattrini...

I can truthfully say that in its current state my Quattrini 218 engined DL is by far the best scooter I’ve had the pleasure to own.

Its combination of reliability, performance and economy makes it my number one choice for both long distance touring and local cruising. Unfortunately as people become more aware of environmental issues I’ve found a hardening of attitudes towards expansion pipes. They still go down well at a rally, but a quiet continental market town is a different matter entirely! So are ‘subtle looks and low noise’ achievable, while still retaining great performance? Last year we tested BGM’s Quattrini specific Clubman and found a very usable pipe that certainly reduced noise, albeit with a loss of around 14% in power. That may sound dramatic but no Clubman is ever going to match an expansion pipe when judged on performance alone. The latest engine builder and tuner to launch a Clubman is Darrell Taylor and it was at his workshop that I tried both the Clubman and his own expansion pipe on my Quattrini. We must keep in mind, though, Darrell has developed the ‘perfect’ port timings which will bring out the best of these pipes, and he utilises those for his customer base, while the test here

Red shows CST 10, Purple shows TType Clubman, Blue shows TT-JL expansion.

was merely a ‘bolt on/bolt off’ affair, to see what indicators we could glean from the day.

Baseline test, my CST 10 (£365) Our first task was to baseline my CST 10 which was measured at 26.95bhp @ 6550rpm and 22.2ft-lb of torque @ 6100rpm. For the tests we replicated a home ‘pipe swap’ scenario, so no changes were made to jetting.

JL-TT Race (£340) The first test pipe to be fitted was Darrell’s tweaked version of the ever popular JL expansion pipe. Inside the JL-TT is a set of double cones and a larger stinger pipe, while the stub’s double slip joint helps to prevent any blowing. Although the JL has a well-known fitting system, the test exhaust wasn’t ready to ride so I can only report on dyno figures which were 27.92bhp @ 7350rpm and 20.2ft-lb @ 7100rpm. Those figures reveal that this pipe peaks slightly higher than the CST 10. There is a gain of just under 1bhp

and a loss of 2ft-lb torque. Though it must be noted, the JL-TT holds on to its power much longer. Personally I thought any decrease in noise was marginal, and ultimately eliminated by the slight 800rpm increase in peak power. Keep in mind though, 7350rpm is still incredibly low by Lambretta standards, as most race pipes peak well in excess of 8250+rpm.

The extra 800rpm will of course bring a welcome increase in top speed.

TType Clubman (price TBC) The TType exhaust is a unique derivative of what was the latest pipe from Ron Moss. Darrell’s development work on this pipe and extra input on the header pipe and other key areas internally have provided him with something quite unique, and again… Darrell’s ability to set the engines up to produce the best power from the pipe is a key attribute. The pipe itself sports a very neat design, with brackets that allow the box to be removed for painting or maintenance

Out on the road, quiet and smooth power delivery.

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without disturbing the end-can or header pipe. The end-can’s stubby shape is both purposeful and discreet in appearance.

On the dyno Darrell’s TType recorded 25.2bhp @ 7000rpm and 19 ft-lb of torque. That’s a loss of around 1.75bhp or just 6.5% which, for a Clubman, is pretty damn impressive! I cannot emphasise strongly enough though, this was merely a ‘bolt on/bolt off’ affair, which replicates what many users will do at home.

The jetting was ‘safe’ but not set to perfection, and certainly no adjustments were made to the top end which would have seen further increases in the peak power achieved.

Out on the road test, the TType is a very pleasant and flexible pipe. Darrell’s goal to

design a pipe with an abundance of low-end torque is noticeable from the outset, to the extent that it’s possible to set off in second gear quite easily, while the TType’s steady and linear power delivery means very little rider input during low-speed manoeuvres. In terms of noise, the pipe is also a winner with a pleasing, deep tone which ‘pops’ just like a scooter with a Clubman should. But wind open the throttle and the sound becomes more like an expansion chamber but certainly not to antisocial levels.

One thing the TType eliminates is the CST 10’s definite ‘kick’ or power-band.

Personally that’s a feature I like and would definitely miss if I swapped to the TType, but as editor Dan explained, that ‘psychological kick’ can induce you to believe there is significantly more power in one pipe than the other, but realistically, it just highlights the ‘off pipe’ lull or lack of power between a certain rev range with any expansion chamber. This can be seen between 4250-5250rpm where the expansion (red) dips and the TType (purple) still pulls before the expansion then powers past it. Though it cannot match the expansion at peak, it does still hold the power well after 7000rpm. For those wanting a surge of power on tap to get their thrills on twisty country roads, I think the CST 10 remains unbeaten.

However the TType is the exhaust I could definitely take on tour without upsetting the locals or feeling I’d sacrificed any of the Quattrini’s benefits.

Stan

TType equipped Quattrini on the dyno.

Dan on the TType Clubman RB252...

After Stan had test ridden the ‘bolt on/bolt off’ version of the pipe on the stock Quattrini 210, I decided to take the specifically tuned RB252 out, to see what happens when Darrell sets the engine up specifically to match the pipe. The result?

A 33-36hp (depending on owner’s final spec choice) RB252 fitted with a Clubman exhaust, which pulls 4.4 gearing, cruises at 20mph in fifth gear at just 1800rpm and can be rolled on in the same gear to hit just under 90mph when you stretch its legs.

Yes, this scooter kicks out circa 33hp and 26ft-lb which is unheard of in the world of Clubman pipes, but the most astonishing thing is the fact that you can ride this scooter in fifth gear at 20mph (that is only 1800rpm!) and then roll on the throttle to take it up to an easy 80+mph. So the scooter has a 60-70mph speed range in just one gear. Of course, you can just launch the thing through every gear, if you want, and believe me… it pulls! But not in the usual way often associated with tuned scooters where there is a rather underwhelming first few

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Dan took the specifically tuned, TType Clubman equipped, RB252 out for a test ride.

thousand rpm, before launching like a scalded cat. No, this is a torque-driven power delivery, pulling from tickover, and even at only 3000rpm it already has 15ft-lb, by 4000rpm it has 20ft-lb, and peaks at 6000rpm with 26ft-lb. The bhp peak is at 7000rpm, but will rev-on to 8000rpm. This combination of torque and bhp is what contributes to it being possibly the smoothest and most flexible/userfriendly engine I have ever ridden (as far as classic air-cooled two-strokes go). Oh, and did I mention that it can also return up to 60mpg if ridden sensibly?

So how do you get 60mpg out of a 33hp engine? Well, with a JL-TT expanion pipe on, this would be a 41+hp engine, but

would then completely lack this type of power delivery under 5250rpm. Thus… whenever anyone is riding ANY tuned bike on an expansion chamber, they are forced to ride above a certain rev range if they want the motor to be smooth and in its most efficient (in terms of power)… usually 5250-8250rpm on the most popular pipes. However, with this Clubman, you pick the speed and rpm range to suit, as it will pull at every point.

So you can easily plod along at just a couple of thousand rpm and the engine is completely smooth and compliant, yet when you roll on the throttle, it just picks up and goes. How is this possible? Well Darrell has developed every section of this

Dyno shows various 33-36hp configurations Darrell can offer.

Clubman from the header to the stinger, and every dimension of the internals in between. Thus he has got it to behave like a Clubman at low revs, and like an expansion once you open the throttle and push it to top revs. It’s truly a ‘dual pipe’.

Having ridden it myself, I now find myself comparing my current engine to it at all times, which is not good… as it beats my motor hands down. Do I want one? Yes. But, at the time of going to press, the exhaust is currently exclusive to Darrell Taylor, and is being reserved for the engine build packages which he completes for his customer base. Will that change with time?

It may do, but for now… I’ll just have to contemplate what package I would build should the pipe become available independently. I’m pretty certain a budget version of the RB motor, with just a four-speed box and a TS1 kit would still be one damn fine engine! But we shall see.

Next, Darrell has decided that his premier engine package (to date) will be his 265cc engine running a 72mm bore x 65mm stroke (with no crankcase porting) and will be available in both a high bhp road/race trim (43hp and 28ft-lb) with an expansion chamber, and flexible touring mode (36hp and 26ft-lb) with a Clubman.

Customers can elect to have either engine characteristic at any time by simply swapping the pipe and gearing supplied.

Dan

With 4.4 gearing, no work to the engine case transfers, and the TType Clubman fitted, this engine can pull fifth gear at just 20mph (1800rpm) and accelerate from that point to well past 80+mph in the same gear. Has the five-speed gearbox just become surplus to requirements?

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GET YOURSELF HOME AT ALL COSTS! Out on your Lambretta miles from anywhere and it breaks down.

How do you get yourself home if you don’t have the spares required?

Old-school ‘quick fixes’ might save the day!

A familiar sight of Lambrettas on the hard shoulder. One broken down and an emergency repair needed to get it going again.

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e’ve all been on the way to a rally or just on a ride-out when a breakdown occurs. It can be so frustrating, being stuck because you don’t have the spares to fix the problem. Maybe you have breakdown cover but even then, it can take hours for recovery, especially on a bank holiday. Over time I’ve had plenty of these occurrences and I’m not afraid to admit it.

Some happened to others when we were travelling in groups. Though some of the repairs or solutions were rather unorthodox, at the time they did work.

Many could be described as bodges and perhaps in a way they were. If the end result meant getting home, then it was worth the effort. It must be remembered

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these were solutions carried out when there were no other options available. They were not perfect answers to the problem and some carried risks of failing. Also, in today’s world of strict health and safety, some may be regarded as dangerous. They are not here to tell you what to do, more of how we thought our way out of situations, possibly giving you ideas of how to think around a problem. Therefore, no responsibility is taken if a roadside repair you undertake fails.

Snapped throttle cable

A real pain but unfortunately quite common on a Lambretta and, because it only happens when in use, usually that means when out on the road. Most times the cable snaps at the pulley end

If a throttle cable has snapped, the best exit point from the frame shell is the air scoop hole (number 1). The point to make a loop for foot control is best on the left-hand side of the legshields (number 2).

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therefore most of its length remains intact. The solution was to pull the broken inner out from the outer and then feed it through the engine area out on to the floorboards. This would depend on where there was an access point, such as the air scoop hole, certainly if side panels were fitted. Once on the footboards, a loop was made on the end to allow it to go over the end of your left boot. By getting the length exactly right it was possible to rest your foot on the footboards and control the opening of the throttle that way. The downside was possible scratches to the paint around the air scoop area and having to keep your left foot on the legshields at all times to keep control of the throttle.

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A holed piston like this may suggest game over but there is a possible fix to get it going again.

Split carburettor rubber

Not one for the faint-hearted and a real problem if the split is too bad. A spare should be carried but if that is not the case then some sort of emergency repair is required. If a car spares shop is close by then possibly a radiator hose of similar diameter would do the trick. If that isn’t an option then a true bodge is the only answer. The solution is to first take a cigarette packet, open it up and cut it to the same length as the rubber. This acts as the insulator to prevent air from getting in. Then the next step is to take a drinks can and cut it open, again making sure it is the same length as the hose. Care needs to be taken not to get cut on the sharp edges. Folding the ends over g You prevents this from happening. are then left with a piece of

cardboard that wraps around the split rubber followed by the piece from the tin, which acts as the support and prevents the card from ripping. Securing this with the two jubilee mounting clips was often sufficient to get home.

Flat tyre

When a puncture occurs usually there is a spare to hand but not everyone carries one because of space, certainly when carrying luggage. One answer is to carry an inner tube but if the puncture occurred miles from a petrol station then it would not be

A screw with a countersunk head similar to this can be used to fill the hole in the top on the piston secured by a nut underneath the crown. It will need to be cut to the shortest length possible. possible to fit the new inner tube and blow it up. The answer this time is to simply pack the tyre out. We’ve done this with pieces of turf pulled up from the roadside.

By compacting in as much as possible and then putting the wheel back on, it was possible to continue the journey. For safety this should be done at 25 to 30mph but as soon as a petrol station is reached it would be possible to fit the inner tube and inflate the tyre correctly. A bit of a pain having to clear all the soil out of the tyre but at least you’re not stranded in the middle of nowhere.

Holed piston

For an emergency support on a split hose rubber, one solution we used was to cut out a shape similar to this from a drinks can and a cigarette packet.

Fold a lip over on both sides of thhe drinks can and insert the cigarette card inside before wrapping around the split rubber. You can then clamp tight with the two jubilee clips.

The absolute nightmare of all breakdowns and back in the days of proper leaded petrol, far less common than it is today.

Usually, with a breakdown like this, it would be time to admit defeat. However, determined to get home, we found a radical solution. With the piston removed and cleaned up, it is possible to put a countersunk screw into the head and secure it with a nut on the inside. Things that could cause a problem were the bolt being too long so it would need to be cut as short as possible; also sticking out too far on the piston surface and so not having clearance with the head. It is a difficult one to get right, certainly with the tools to hand. The other risk was the nut

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A bolt similar to this with a shallow head and 8mm diameter will hold the wheel in place enough to get you home.

Believe it or not, a piston on its own without any rings will sometimes fire up if the engine can be turned over fast enough. coming loose, which could cause all kinds of damage. Not one for the faint-hearted but it has worked on several occasions.

Dropped piston ring

A dropped piston ring or circlip failure would mean an instant loss of compression, with the engine stopping immediately. This is not to be confused with a blown head gasket which, though showing the same symptoms, has a different outcome. Believe it or not, though there is no compression, if the engine can get up to enough revs it will fire up and run on the momentum of the piston alone. The problem is turning the engine over enough to do so. This happened once 50 miles from home, luckily near a petrol station. By filling the tank up to the top, the Lambretta now had a range of around 60 miles.

With two of us present a tow rope was bought, tied between the two Lambrettas, then towed up to about 30mph in third gear with the clutch held in. It was then released, allowing the engine to fire up. Once it was running we pulled over to undo the rope.

To keep the engine running it needed to stay at more than 2000rpm but once out on the road, it was possible to drive okay at around 40mph. Challenges come from having to stop at traffic lights, for

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instance, or at a junction where the only solution is to keep the revs up and selecting first gear can be a bit clunky, to say the least. On two separate occasions, it was possible to get home using this method; once on a standard 150cc Lambretta, doing 70 miles technically with no compression.

Remember the piston is scrap and the cylinder will need reboring, so no extra damage is being done.

Rear hub studs

The rear hub studs should always be checked for tightness, especially if you

have a powerful engine or are going on a long journey. However, if on a long stint on the motorway, for instance, and they have started to come loose then usually the first thing you know about it is when you get a clicking sound as the rim starts to cut through the studs. This happened on a couple of occasions and there are two stages to getting it sorted.

Firstly the hub needs to be removed and the studs extracted, the reason being the loose rim will have almost cut through them. The problem was not having any spare studs. The answer was some 8mm bolts which, being a bit long, needed to be cut down. Though not a perfect fit, with the thread done up tight enough they held as long as the power was fed in gradually, rather than hard acceleration.

The other problem was the rim itself.

During the process where it was cutting through the studs, the four stud holes on the rim became elongated. By using the same rim the problem will reappear in a short space of time. If a spare wheel is present then fine, as that can be used. If not then the solution is to swap it over with the one on the front instead.

Though not ideal, the load on the front is only under braking and would be okay to get home. The rear hub now has a rim with perfect holes for the 8mm bolts and good enough to hold. It would be a process of limping home but as long as the throttle was not used too excessively the hub should hold out.

Lever pins

If a hub stud is cut through and weakened it will first need removing.

Another thing you may think won’t happen – but if the nut holding a lever pin comes undone then the pin itself can pop off. You may be able to find it down the road but if not, it stops you from operating that lever. If it’s the clutch then you are in trouble. When this happened to me the fix was done by taking the one from the front brake and putting it on the clutch side so it worked correctly. Then a side case stud was removed from the top

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The cable can then be fed around the frame tube and the other end fixed back into the same hole. If the cable is too long then it can be shortened by being tied in the middle until the tension is good enough. By using this method not only is the bracket held in position but you’re not exposing the bungee cord to snapping, which can happen if it’s just wrapped around the exhaust, due to the heat build-up.

Emergency gasket

By taking a side case stud and nut from the two shown by the arrows it is possible to make a temporary lever pin. Removing these temporarily will not cause any damage. of the casing and two 6mm nuts, this not doing any harm. The stud was then fitted through where the front brake lever pin was removed and both nuts fitted either end to stop it falling out. You may ask why was the stud put on the brake lever side, which is to do with its diameter been a bit too small. If fitted on the clutch side the free play may not allow the clutch to engage fully, whereas fitted to the front brake lever the slack can be taken up by adjusting the thumb wheel, giving adequate enough operation.

big problem as this is the main support bracket for the exhaust. While strapping a bungee cord around the exhaust will help, there is a way to secure the bracket with it. By bending the hook end outwards slightly it is possible to fit it into the stud hole.

Exhaust studs

Lambretta exhaust fixings were never the best design. If using a standard exhaust then a stud on the tailpipe can come loose and fall out, the other problem being that the sealing of the side case is now not as efficient and may leak oil. The simple solution is to pinch a stud from the top of the casing and fit it where the tailpipe one has popped out. In extreme cases, the two 8mm studs that hold the main bracket may have fallen out. This is a

A temporary get-yourself-home inlet gasket made out of a cigarette packet.

It is possible for the bigger 8mm exhaust studs to vibrate out on a long journey pictured by the arrow.

It has been known for the inlet manifold on a Lambretta to come loose. Unnoticed it will not only begin to allow air in but also burn away the gasket between the manifold and cylinder. The answer once again is a cigarette packet. By opening one up it is possible to cut a gasket to the same shape. Because the card is so dense, as long as it’s secured underneath the manifold it will not burn away. It should only be used as a temporary get-yourself-home fix then replaced immediately.

Take these spares…

The best way to prevent emergency repairs like this is to take the right spares with you. The problem is how much do you carry, certainly if travelling abroad. You can’t take a spare of everything but include things like studs, bolts, gaskets etc. General fixings are a help but they may be too long. Always carry a junior hacksaw and a pair of mole grips to hold something with. A cutting tool and small items that can help with an emergency bodge is the last resort.

Remember if you do ever break down in the middle of nowhere, quite often there is a solution that will allow you to limp home. It may seem rather radical or odd at the time but if it works it’s got you out of a desperate situation.

Words and photographs: Stu Owen

A bungee cord with the hooks on both ends opened up can be inserted where the stud fell out and secured by wrapping around the central frame tube.

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A couple of years ago Chalky White called up and offered a strip down, in front of the camera, of the BSSO Championship-winning Replay Group 4 race scooter. This kind of thing is very rare, but now, Team DSC race supremo Darren Scott has offered to strip his multiple championship-winning LCGB Production Class engine. Lightning can strike twice, it seems!

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his bike was originally built to be raced by Steve ‘Hammy’ Hamilton, a scooter racing veteran with a habit of retiring due to injury…and then returning again, which has been his habit for several years now. After (another) broken shoulder, his retirement gave Justin Price the chance to jump aboard the DSC machine. So a date was set to meet up at AF Rayspeed where Ben Kemp was going to strip the motor in front of the camera.

Now this was interesting for a variety of reasons. First-off, the Production Class is very rigidly controlled and the components used must remain standard and untuned.

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The RB20 cylinders are provided ‘off the shelf’ along with a set Franspeed exhaust and a range of other off-the-shelf components, to provide a standardised package and ensure a level playing field.

This has worked really well to provide super-competitive and relatively economic racing for the last few years.

But let’s address the proverbial elephant in the room. I’ve sat in the grandstands several times and listened as spectators discussed the possibilities of cheating.

The general rhetoric goes: “Some of these machines have to be cheating.” “They must be doing some tuning… they are too fast.” “A proddy bike slipstreaming a

Group 4 shouldn’t be happening, let alone passing one around the outside,” and so on. I’ve been around racing long enough to know that the top tuners like Chalky and Darren are not cheats. They are bloody good at what they do, take pride in their wins and do so with honour. But nonetheless, even I still found myself wondering if this superfast Production Class machine wasn’t tuned in some way… just like I had heard several people muttering. So on a bitter cold day in January there I was in the workshop of AF Rayspeed, with the bike ready to go on the bench after being brought straight from the last meeting.

The strip down

As Ben and Scott from Rayspeed set about stripping the motor, Ray Kemp popped his head around to see what was occurring before going back to the warmth of his end of the building where the heating was! Darren and I chatted while the engine was stripped and I took some pictures as parts came off. I’ve raced on and off for many years and am totally used to the job of stripping the engine fully between meetings in order to check every component thoroughly. The top teams in Group 4 are even doing this overnight at races. So I was really surprised when Darren calmly dropped into the conversation that the engine had not been apart all season. Come again? Not at all? This wasn’t from any form of laziness or lack of preparation, but stripping the motor in the normal way for the first couple of seasons rapidly proved itself to be a pointless job so Darren stopped doing it. I found myself frowning and slightly shaking my head! This machine that has won more races than any other has not been apart other than changing the gear oil and ratios. Hard to believe really.

Even some road scooters come apart more than that.

Engine drop

The engine bolt was dropped and standard cowlings removed to access the head and cylinder, which were swiftly removed. It’s always good to watch experts at work.

Off came the cylinder head to reveal the top of the piston.

There was carbon build-up, just as you would expect from an engine that has done a couple of thousand miles. Off came the Dell’Orto carb and the reed valve. Then the cylinder was slid carefully off. There was a little curse as the standard base gasket (yes really) was torn as the cylinder was removed. I think Darren may have thought it would last another year.

Exhaust

So, first off was the exhaust. This had actually stood up amazingly well to a couple of seasons of hard racing. The rider, Justin Price, had worn through the box on the right-hand side as may be expected and a hefty patch had been welded on by Darren for Justin to slide. But there were no cracks or holes. The manifold joint was worn and probably won’t do another season without attention.

Although you never know!

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Ignition and clutch

So my attention turned to the flywheel where somehow I was not surprised to find a Ducati electronic flywheel and a standard stator plate which had been trouble free. The flywheel fins were covered in the normal oily film.

Carburation is the standard Dell’Orto 30mm but one trick was used here

Measuring up

which is to regularly change the needles as they can wear very quickly and throw the carburation out. The carb was sorted when it was then taken to Martin Cook to set up on the Chiselspeed dyno. Martin has virtually a lifetime of experience and worked some magic with standard jets atomisers and needles to ensure that at every rev

The engine components were given a good coating with a fine layer of oil. This was one healthy set of components that certainly didn’t look like they had been thrashed flat out all year. Ben Kemp immediately got out calipers and feeler gauges and started noting down the cylinder and piston clearances. Perhaps it was no surprise that everything was in tolerance. The rings were a little worn but could still have done a good few miles. I picked up the RB20 cylinder and held it under the light. It was just exactly as cast. There were no tuning marks or any of the holes made bigger than they should be in any way. Looking at the piston reminded me of a conversation with Chalky about a healthy engine producing a vaguely Australiashaped carbon shape on top. No forest fires on it but it did have that vague shape.

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range the engine is just spot on. No rich spots – no weak spots. Discussion then turned to whipping off the side casing to reveal the AF clutch. Yes, you’ve guessed it… original plates all year, totally trouble free. The Casa pull-down chain guide is the only slightly trick addition which is allowed in the rules.

Reed, case and crank

Peering into the reed valve there was nothing but the slightly rough casting. The reeds were examined and no edge feathering or wear. You could certainly put them back in if you wished. I remember someone saying about transfer ports so I peered into the small-block engine casing to see chunky transfers with not a single mark on them. Definitely no Dremel had been in there. The MEC crank was in good health, no twisting or wear observed and the con-rod looked fine. You have to remember that there is no test bed harder than a season’s racing where you cannot avoid the odd missed gear or vicious gear change in the pursuit of lap times or position places.

But you could happily ride this engine exactly as is to the next rally (it’s actually been done to Europe by another racer).

Why so fast?

I was commentating at Snetterton, and remember Justin slipstreaming Group 4 bikes on the straight which shows his skill to help him hit 91mph using the hole made in the air to get the absolute maximum out of the engine. This is as fast as it has ever gone. So what has made this machine so quick? Well, I put it down to four reasons, as follows…

1) The engine has been built perfectly with everything set up just as it should be by Darren Scott. Years of experience of road and track have been put to good use with the motor being built absolutely spot on in every way.

2) The dyno set up by Martin Cook at Chiselspeed has given the engine

The man, the myth, the legend

So what does Darren get out of Production Class racing, I asked. The reply was typical modest Darren, that it was the chance to showcase the suppliers’ parts and show that racing in Production Class can be relatively cheap and the engine is reliable if you just do it right. Darren is passionate

Food for thought

perfect fuelling at every rev range. No weak spots and no rich spots. If anything, the carbon and oil build shows it’s not even on any weak range to get extra power.

3) Chassis set-up. The frame has been fully jigged to make sure it is absolutely spot on to give handling like it’s on rails. This is a common area which many fail on by building race scooters on whatever frame is available.

Many frames are twisted or out of line which doesn’t always reveal itself at low speeds in straight lines on the road.

4) A naturally talented and smooth rider in the form of Justin Price, who has piloted this machine to race and Championship wins.

about working closely with people like Rayspeed to take their standard parts and show just what can be achieved.

This scooter would make a fabulous and reliable road scooter. The RB20 cylinder allows use of the relatively plentiful small-block casings which people were throwing away a few years back. Darren’s skills were successful not only in Production Class road

So what did I learn during this engine strip? Well, Chalky’s Group 4, when stripped, showed the same overall care in building as you would expect but was full of some trick handmade one-off parts, cylinder ignition systems and exhaust.

Obviously it produces much more power but costs a small fortune to build and keep running. The well-built Production Class bike is surprisingly fast in comparison considering it is totally built off the shelf and would make you a solid, reliable bike that you could literally race and then ride to a rally.

ENGIN NE SPEC Gearbox: SIL (Indian) GP200..

Gear Linkaage: JPP Performancce.

Clutch: AF Road.

Layshaft: SIL. Ignition: Original AF Du ucatii flywheel and stator (more than 25 yeaars old).

Chain: 81 Regina or 82 Iwis – depending on sprockets/circuits/ratio required.

Crankshaft: Home-built MEC/Tameni.

Cylinder: AF RB20-Cylinder (No. 5).

Head: Standard AF as supplied for production class.

Carb: 30mm VHSH Dell’Orto.

Exhaust: Franspeed Production Class.

Rear Hub: Scootopia.

Front Brake: Scoots RS-Outboard Hydraulic.

Tyre: Mitas MC35 Dry & Mitas MC20 Wets.

All parts supplied under the LCGB/BSSO Production Class sponsorship deal from AF Rayspeed, Andy Francis Scooters, Scootopia.

racing but also in endurance racing over six hours using a very similar range of components. Some have said that the BSSO RB cylinders are ‘special ones’… I can confirm that they are not! The only thing special is the extra stamping to track them by rider.

They are all listed in the same record book, cylinder by cylinder, as the standard ones.

Production Class racing gives serious bang per buck and relatively economic adrenaline fix. If you want to know more just go along to a BSSO meeting and check out the action. If you’ve ever fancied racing this is a very good way to go. After this strip down Darren tells me the only new part for 2020 is a new piston and rings which just goes to confirm that Production Class is probably the most accessible and economic race class!

Words and photographs: Paul Green Racing shots: Kev @ KRC Photography

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Power, performance and paint...

Ground-breaking scooters don’t come along very often, but this scooter might just be one of them…

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n 2014 Richard Coveney advertised a GP frame and body panels in primer for sale on social media.

The price also included a spray job of the buyer’s choice, which Richard would complete. Having seen the advertisement, Rick Sheppard bought the scooter and opted for an orange and silver metalflake AF Rayspeed S-Type paint job.

The scooter was then built by Paul at Oiltek and was fitted with a TS1 engine.

Rick covered around 40,000 miles on the scooter, and credit to Paul’s engineering and Richard’s paintwork the scooter ran and looked in tip-top condition for several years. However, in the summer of 2018 Rick decided that he wanted to make some changes.

Sparkle

Having spoken with Richard, Rick and his partner Jill went down to Leicester to discuss paint options with Richard and his partner Janine. “It was a lovely sunny day, we were in the back garden and I showed Rick and Jill the Lil Daddy Roth flake chart. We all looked through it and we just couldn’t get away from the Window Pane – Trippin’ Random Cut metalflake, it looked amazing,” explained Richard. Rick is a particularly fond of gin and his original idea was to complete the scooter with a Bombay Sapphire theme. With the theme agreed, after the initial blasting and preparation processes Richard applied the metalflake, which was then to be supported by blue Kandy.

However, when Richard was flatting back the metalflake, things began to change. “This particular metalflake is called Window Pane – Trippin’ Random Cut. The metalflake pieces in it are holographic and as the name suggests they are random in their shape; as a result their sparkle is spectacular and ‘Window Pane’ is an urban dictionary definition for LSD tabs.” Seeing the depth of the sparkle, new ideas started to develop in Richard’s mind. “Coupled with the name of the flake and its holographic properties I began to see an alternative, which no longer supported the gin theme but now supported a new one based around LSD and its effects. I could see the paint job in my head; the whole concept was moving to another level. The connections were almost endless and the potential to maximise the paint’s effects with multiple colours and effects were beyond belief. My objective for the scooter was for it to be over the top and the LSD theme opened itself right up to that, and possibly more!” smiled Richard.

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Now we’re in business.

Craftsmanship

Having realised the potential, Richard called Rick to explain. Rick was over the moon and said, “Yeah, wow! That’s brilliant! Crack on; it sounds amazing, forget the gin idea! Let’s go with that!”

After getting the initial silver metalflake paintwork completed, the Pure Acid logo was added to each of the side panels. “To complete this I called in the services of a pal of mine who’s worked with me on several previous projects, Lewis Williams from Bolton, who’s a tattoo artist by trade.

Lewis applied the Pure Acid logo in variegated gold leaf and silver leaf, which surrounds the ‘Acid’ element of the logo, and being a tattoo artist he completed all the work by hand, which adds more character.”

While Lewis was taking care of the logo, this gave Richard and Janine more time to get their heads together and start to think in more depth about the paintwork and what effects they could include. “Janine is exceptionally good at planning and organising the paintwork sections. We’d got the logo organised and the plan was to develop the overall theme outwards from the logos. Janine then lined off the

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sections of bodywork where the features were going to be, and from there it was all about adding the paint effects and graphics to maximise the look.”

Trippin’

Sections of the paint include kaleidoscopic swirls and patterns, which draw in the eye to deliver an inference of a hallucinogenic effect. LSD tab designs then appear all round the scooter, which have been cleverly thought out. The strawberries are particularly amazing, as in each of them every single seed had to be ‘weeded-out’ from the computergenerated stencil! After that, red and green Kandys were added to give the fruits their stunning effects. Other LSD tab designs include the Rolling Stones’ 40 Licks emblem, which reflects the influence the band had in the late 60s psychedelic era. Again the artwork on the 40 Licks tabs is fantastic, and if you look closely you’ll see that there’s an LSD tab being taken on the tip of each of the 40 Licks tongues! Other supporting LSD designs around the scooter include yin and yangs, purple ohms and little Buddahs.

If you know, you know.

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Custom rear light cover.

Strawberry… double-dip.

“This particular metalflake is called, ‘Window Pane – Trippin’ Random Cut. The metalflake pieces in it are holographic and as the name suggests they are random in their shape; as a result their sparkle is spectacular and ‘Window Pane’ is an urban dictionary definition for LSD tabs.”

Engineering perfection

Candy Can.

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With the paintwork complete, Richard delivered the frame and bodypanels to Paul at Oiltek. “In its AF Rayspeed form the scooter originally ran on a TS1 engine.

However, with the changes I had in mind and considering the mileage I tend to cover I took the opportunity to have the scooter fitted with a Casa SST 265 engine. As well as the engine, Paul’s also fitted the scooter with other trick parts, which include an octopus hub, Cyclone 5-speed gearbox, Casa cooler, ignition and Super-Tourer exhaust.” Rick explained.

During the build, Richard noticed that the plain looking alloy 34mm Dell’Orto carb looked completely out of place; having already completed the exhaust endcan in a candy-twist style paint effect something had to be done. As a result, the item was removed and taken back to Richard’s paintshop where it was given a stunning metalflake Tangerine, Apple Red and Pagan Gold Kandy paint job.

Other unique custom one-off themed parts around the scooter were completed

by Keith Newman from K2 Customs. To name just a few; they include the headlight grill, horncast badge, brake pedal, kick-start, fuel taps, rear brake adjuster and rear light.

The custom one-off seat was completed

by Corky and looks amazing. The molecular stitching on top of the seat looks fantastic and links with the areas of paint on the scooter which have a similar effect.

SCOOTER SPEC 1 1A

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Engine spec Kit & Case: Casa SST 265 Carb: 34mil Dellorto Exhaust: Casa Super Tourer Clutch: Powermaster Gearbox: 5-speed Cyclone Describe engine performance and scooter handling: Amazing!

Top speed & cruising speed: 90mph & 70 – 75mph respectively.

Paintwork by: Richard and Janine at Riding Dirty Customs.

Overall cost of work and components: I wouldn’t dare add it up. But like we tell our wives and girlfriends; “It’s £1 for each part!”

Tech tip or advice for anyone starting a project: Make sure you complete a comprehensive dry build first! There’s always little discrepancies. This bike was developed from and existing bike but even so a lot of the bits were slightly different.

Thanks to: Richard and Janine from Riding Dirty Customs for the paint, Paul at Oiltek for the build, tank and engineering, Keith Newman at K2 Customs for the custom one-off themed parts and Corky for the custom themed seat.

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“To complete this I called in the services of a pal of mine who’s worked with me on several previous projects, Lewis Williams from Bolton who’s a Tattoo artist by trade.

Lewis applied the Pure Acid logo in variegated gold leaf and silver leaf, which surrounds the ‘Acid’ element of the logo, and being a tattoo artist he completed all the work by hand, which adds more character.”

1A

Name of scooter & reason: Pure Acid. To go the whole hog.

Scooter model: GP200.

Date purchased & cost: Bought in 2014 as the frame and bodypanels from Richard Coveney.

There was no engine in the scooter, but the purchase included a full spray job from Richard.

Inspiration for project: I wanted it to be busy and loud. I let Richard flow with the subject and he did. I got more than I thought I would get!!!

Time to build & by who: I started to discuss the idea with Richard in the summer of 2018. Richard started the paint in June 2019 and it went to Paul at Oiltek in November. It was completed early in 2020.

Any specialised parts or mods: Frame welded and strengthened to support the Casa SST 265 engine and power, ceramic coated expansion pipe, K2 Customs one-off items, custom seat by Corky.

Engine mount brace

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OWNER DETAILS

40 licks

Unique

Rick is no stranger to high-end custom scooters and he knows the competition is tough. It’s true, we all enjoy seeing the superb engraving, chrome and intricate murals on custom scooters, and that will never change. But Rick’s decision to go down the no-holes-barred paintwork route, supported by amazing engineering gives

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this scooter a unique feel, and it works.

Pure Acid is an exciting and intoxicating scooter, which delivers unadulterated indulgence; to achieve this Rick called in the tried, tested and trusted talents of experts he’s worked with in the past; who in turn have pushed the boundries and have delivered incredible results… Could this scooter now be the start of a new genre

Name: Rick Sheppard Job: Project Manager (Building Company) Scooter club & town: Ilkeston Britannia S.C (Nottingham) & L.C.G.B First interest in scooters: When I was 14 and went to the Isle of Wight on a coach trip with my grandma. When we got there the I.o.W scooter rally was on and the only coach on the ferry was ours. All the rest of the room was taken up by scooters and it started from there.

First scooter: A GP200 bought in bits for £14.50 in boxes when I was 14 after I’d been to the I.o.W. It was a fair bit of money in those days!!!

Favourite scooter model: I like all Lambrettas. I have a series 1, 2 and a GP. Favourite style of custom scooter: Full fame and full bodywork.

First ever rally: I.o.W when I was 14; by accident!!!

How did you get there: By coach from Rotherham with my grandma!

Any funny stories: The furthest I’ve ever ridden in one day was 580 miles (Exmouth and back) to sign on at an L.C.G.B event in 2017. Believe me, I had a sore bum!

Favourite rally: Germany – Euro Lambretta Least favourite rally: Morecambe Funniest experience involving scooters: Back in the 80s breaking down nearly everywhere where you went because you’d done your own mechanics!

Furthest you’ve ever ridden on a scooter: Germany, approximately 1,500 miles.

What do you like about rallies: I love the people and the atmosphere. I’m looking forward to seeing more of a younger element joining the scene and I would welcome any younger scootesrist or potential younger scooterists who are thinking of coming along not to hold back and join us. They will be met with a warm welcome Favourite custom scooter of all time: Unforgettable Fire – Ty Lawler Your most recommended scooter part or related item: Good quality riding gear.

Boots, jacket, gloves and helmet.

Most useless part you’ve ever bought for a scooter: eBay parts!

of custom scooters called ‘Power, performance and paint’? Who knows? But no matter what you may think; but if this scooter inspires others to follow along a similar route, then I have no doubt that we will see even more exciting times ahead in our already fantastic custom scooter scene.

Words: Stu Smith Photos: Gary Chapman