BSA C-15 250cc Motocrosser
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Words and Photos By Gabriel Trench
Len Anderson’s BSA C-15 C-15C, BSA Competition frame
B-50 Patterned Seat
Pro-Taper Bars English Built Tank By Lyta
Ceriani MX Forks and Clamps
Excel Alloy Rims, Stainless Spokes, Rickman Hubs and Backing Plates
Alloy Bodied Works Performance Shocks
Photo - Seth Trench
Len Anderson with his immaculate BSA C-15.
he BSA C-15 has never been known for it’s dominating motocross prowess, but you wouldn’t think that after watching Len holeshot the field and take two completely uncontested first place finishes in both of his motos at an AHRMA National at Perris Raceway, California. Gated against a field of fellow BSA’s, a Greeves, and an AJS, Len was clearly in a class of his own. The question arises, how in the world do you get a BSA to flawlessly operate like a honed dirt weapon? Once we began speaking to Len we realized the answer is not a short one. Len’s gorgeous 250 started life as a 1965 BSA C-15 F series, but there are few parts left that would resemble a stock bike. The chassis is based on a BSA race frame labeled C15C , the “C” stands for competition. This race model frame is mated to one of the trickest swingarms you’ll ever find on a C15. The swingarm is an extremely rare part produced in small numbers by A&A, who used to manufacture trick race goodies out of San Jose, California in the sixties. The cast swingarm is solid aluminum and is about 1 ½ inches longer than stock.
Alloy Swingarm by A&A
Suspension is handled by 35mm Ceriani MX forks and clamps in the front and alloy bodied Works Performance shocks in the back. Modern styled Pro Taper bars use adaptors to fit the widened handle bar tubes to the Ceriani clamps. At the end of the suspension you will find Rickman hubs and backing plates laced to Excel alloy rims using stainless steel spokes. The running gear is all built with both weight saving and performance in mind. Probably the most eye catching piece of Len’s C-15 is the polished aluminum tank, which is made by Lyta in England. It matches perfectly with the B-50 style seat Len fabricated the seat pan for. The other body work consists of alloy fenders, plastic number plates, and hidden away in the frame an aluminum oil tank/airbox, another one of Len’s workshop creations. Powering the number 6x is a F-series BSA C-15 motor. Len was understandably hesitant to give away too many details of his race winning motor, but he did admit to a few of the standard tricks. The head has been cleaned up and “lightly flowed” as well as given lightweight stainless-steel valves that were both bumped 1 mm over stock. The rocker arms were also lightened
and polished. The crank has been lightened and balanced and when matched with the piston and shaved barrel produces a compression ratio right around 12.5:1. The transmission is admittedly not stock either. A close ratio gear box works in conjunction with a billet alloy clutch basket which houses alloy drive plates in order to put power to the ground in the lightest and less momentum sapping manner possible. A relatively small, but modified Amal 928 fuels the C-15 motor on the intake side and a titanium header exit’s the exhaust into a beautifully rolled stainless-steel reverse megaphone. When asked where someone could find such a sweet looking exhaust system, Len simply replied, “I made those.” Ignition is electronic, built by ARD. Len believes the overall weight of the BSA 250 to be around 224 pounds, which as we all know is miraculous given the fact that it is a British single of the sixties. Horsepower figures seem to be a bit vague, but given the bikes performance one could clearly say that it is enough.
Len and his BSA, in a class of their own. Photo - Seth Trench
Hand Rolled Stainless Steel Reverse Megaphone and Titanium Header
BSA C-15 (250cc) F-Series Motor with “many” performance modifications