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A monthly publication of The Vintage Motorcycle Club Johannesburg, South Africa.

Volume 32. No 02. February 2017

CHAIRMAN’S MESSAGE: Excitement is growing as the weekend of the legendary 104th Durban to Johannesburg Motorcycle Rally approaches. Well, to be honest, there haven’t been 104 rallys but you do get my meaning (I hope!). There were 20 all-out races prior to the events “Race” status being denied in 1936 and 48 rallys since 1970 so technically if you add the missing years we do get 104. However, none of this detracts from the fact that the quintessential event in our calendar is definitely not for sissies. To all entrants (I believe from Claude Stander, the Clerk of the Course, there were over 100 entries received) on this year’s event, I would like to wish you all an enjoyable, trouble free and dry weekend, old ladies don’t take too well to inclement weather. With this said, we have a sad situation in which our die-hard ralliest, Les Sim, will not be at the 2017 DJ because of ill health. Dane Fraser, from Witbank Classic Motor Club, has also had to withdraw, again for health reasons. Please keep these gentlemen in mind while you enjoy your event. On Sunday, 12 February, the Pre-DJ Rally was held from CMC. This event was noticable because of a field of 4-wheeled vehicles. Pierre Cronje had organised the BNRC (Blind Navigators) to partake in the day and also boost the entry numbers, for a total field of 72 entrants. Fortunately, the drivers had their sight (and their wits) about them and a good day’s rallying was had. This again raises the issue of participants of all our events. For the sustainability of the movement we need to become more active and the VMC committee will strive to have events available. With that, may I again wish all DJ participants a fantastic event and as we head into winter, I hope our enthusiasm for the club won’t wane in the coming, colder months. Yours in biking and bike restoration. Ken

VMC Calendar of Events 2017 (For next 3 months) March

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5 CMC Club Sunday CMC Germiston

10-11 D.J. Commemorative Time Trial 2017 VVC Durban / Jhb

12 D.J. Prize Ceremony VVC Oaklands?

19 Piston Ring Swop Meeting (Big one) PR Modderfontein

27 VMC Club Night VMC Oaklands

April

2 Angela’s Picnic SAMCA Delta Park

2 CMC Club Sunday CMC Germiston

16 Piston Ring Swop Meeting (Easter Sunday) PR Modderfontein

23 Century Run 2017 VMC Kromdraai

24 VMC Club Night VMC Oaklands

May

1 Dam Busters Rally Sunbeam C. Harties Dam

1 CMC Club Sunday CMC Germiston

4-7 Jaguar Simola Hill Climb Knysna

19-20 Natal Classic CMC Natal Natal

21 Cars in Park Natal VSCC Pietermaritzburg

21 Piston Ring Swop Meeting PR Modderfontein

22 VMC Club Night VMC Oaklands

26-28 South Africa Bike Festival Kyalami

Dates, events and locations may change. If anyone has information on changes or additional events that they would like included, please contact Rob Pattison-Emms at 082 891 8399 or

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avonrod@mweb.co.za

From the Treasury

Subscription increase

Unfortunately, due to the sliding value of our currency, it is necessary to review subscriptions from time to time. While we would like to retain our subscriptions at a constant level for as long as possible, it is now necessary for an increase. In view of this and due to the pressures experienced by many pensioners, we have included a discount. The new fee structure, applicable from 1st July 2017 is as follows: Joining Fee R50 Full membership R300 Country membership R220 Discount for over 70’s 50% Discount for over 80’s 100% Family membership (no discount applicable)

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Discounts only apply to members with at least 5 years of continuous membership. If you qualify now for a discount or will shortly qualify, please send me your ID number or birth date. This can be done by email to treasurer@vintagemotorcycleclub.co.za or via SMS to 082-650-9880.

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Logger Purchase We have a new batch of loggers in stock for sale to members. Due to an unfavourable exchange rate, the price has increased. These will be sold to members either at a subsidised price for first time buyers or at our cost price if this is a second logger purchase. Prices are: First time buyers R500.00 Normal price R750.00 Please refer any queries to me at treasurer@vintagemotorcycleclub.co.za Peter Vlietstra

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Past Events

Pre DJ Run 2017 By Ian Holmes

There were over sixty entrants for the 2017 pre DJ run organised by Clerk of the Course Pierre Cronje of the CMC and following registration and formalities the competitors set off from the CMC in perfect weather for the event. Getting out of the built up area is always a challenge and the rally route did this very neatly. The route meandered to the South past Suikerbosrand eventually leading us to the picturesque hamlet of Henley on Klip for the fuel and refreshment stop. From there we went East to Heidelberg and back via an interesting loop to the CMC Clubhouse in Germiston. Braai fires were going well and many made use of these while waiting for the results. An interesting feature of the run is that there were five classes of entrant including a blind navigators section and it was good to have these folk enjoying the run as well as the usual categories. A rally that ends without any incidents is an excellent one and I am very happy to report that this was the case here. This event is always an excellent test for the DJ readiness of machines as well as good practice as well and there are one or two competitors who have some work to do before the 10th March. All in all an enjoyable event and great to see the level of support which it enjoyed. The results are as follows: Winner of the DJ section was Kevin Walton with brother Gavin second and Mike Ward third. Well done to them as well as all the other category winners.

From Left to right: Mike Ward Kevin Walton Gavin Walton.

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Group B

Position Name Comp No Day 1

1 Andre Otto 18 638

2 Bill Lance 11 1042

3 Ruaan de Witt 30 1076

4 Roy Irvine 33 3715

5 Elene Bothma 22 8400

6 Stewart MacGregor 59 8400

7 Shawn Fulton 60 8400

Group C

Position Name Comp No Day 1

1 Brenda Brett 68 107

2 Brian Askew 65 265

Group D

Position Name Comp No Day 1

1 Schalk van Niekerk 69 15

2 David Gilson 70 22

3 Nadine Naude 64 23

4 Robin Ross 67 61

5 Luisa Gomes 71 62

6 Cobus van Dyk 63 83

7 Chris Andrew 66 160

8 Reserved 54 161

9 Stephen Watson 61 212

10 Meryl de Lange 62 628

11 Sara Cabeleira 72 660

12 Dean Wilson 41 4231

13 Reserved 44 8400

14 Reserved 45 8400

15 Reserved 46 8400

16 Reserved 47 8400

17 Reserved 48 8400

18 Reserved 49 8400

19 Reserved 50 8400

20 Reserved 51 8400

21 Reserved 52 8400

22 Reserved 53 8400

23 Reserved 55 8400

24 Reserved 56 8400

25 Reserved 57 8400

26 Reserved 58 8400

A selection of photographs follows.

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The winners in BNRC (Blind Navigators) event.

Frome Left to right Jerome Paice (driver), Adelene Barnes (navigator) and Pierre Cronje (Clerk of the Course)

Winners of the Blind Navigators Index.

From left to right: Pieter v Niekerk (navigator) Lynne Coetzee (Driver) and Pierre Cronje

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Winners in the Sealed Odometer Cars.

From left to right: Syd Brett (navigator) Brenda Brett (driver) and Pierre Cronje.

Winners in the cars Open Odometer category.

From Left to right: Pierre Cronje Susan v Niekerk (navigator) Schalk v Niekerk (driver).

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Father of the present DJ. This article appeared in the official journal of the Member Clubs of the South African Veteran and Vintage Association (SAVVA) in the summer of 1971. With the DJ around the corner we thought it appropriate to reprint this here in memory of the man who was responsible for starting the Commemorative Durban to Johannesburg rallies in 1970. Member John Allison is the only remaining member who actually took part in the first Commemorative run in 1970. Personality Profile R C Osborne. Bogwheeler Born in Johannesburg in 1922 (the year of the miner’s strike) and educated in the same town Dick became interested in motorcycles at the age of fourteen. Being under the legal age for a licence he had to contend with riding around the garden and in the lane behind his home. It was here that he had his first harsh introduction to the ground when the front fork snapped and he took off downwards. His first machine was a Triumph Model “H”. According to Dick he only had two spills in all his years of bogwheeling the second occasion was in 1939 having had his 1926 Chater Lea 545 side valve tuned by the motorcycle wizard Romney Sterndale. Collected his machine started it up and took a fistful of throttle zig=zagged up the drive and finished up in the hedge. The two wheel form o transport served him well until the war years when he did a tour of duty with the Rand Light Infantry. Even during the war he managed to play around with motorcycles and in North Africa came across several wrecks which he managed to restore only to have them taken over by the signal corps after he got them working. Saw the rest of the war years as a guest of the German army (taken at Tobruk no doubt) and returned to the Republic in 1945. After the war he took to four wheels for transport but the love of bikes remained. The interest came to the fore again when he started to look around for motorcycles he would have like to have owned when young (Sound familiar??). Asked why he liked bogwheeling the reply was “I think that it is the throbbing beat of the exhaust in my ears and the smell of burning oil in my nostrils which give me so much pleasure. As long as I have the strength and breath enough I shall continue to enjoy a burn up on a bike even if it is not a ton up. This article has been shortened from the original. ILH Although Dick left us many years ago now I do know that I speak for most of my fellow motorcyclists that Dick’s sentiments about motorcycling are as valid today as the were when he expressed them.

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Motorcycle Cannonball

American Coast to Coast Endurance race for Vintage Motorcycles By Hans Coertse The Motorcycle Cannonball is an event for Antique Motorcycles which was started ten years ago when one man set out to become the first person to take a group of like-minded antique motorcycle riders across the United States on machines that were only often seen in museums and private collections. In 2010, Lonnie Isam Jr’s dream and bold sense of adventure took him and his friends from one ocean to the other, forever setting the standard of endurance for man and machine. Since 2010, history has been made and continues to be made; machines are coming out of the woodwork, they are being ridden, they are being enjoyed, and they are being put to the Motorcycle Cannonball test. The first Cannonball which ran in 2010, had a qualifying age of 1915 for the Motorcycles when some 45 riders lined up in Kitty Hawk NJ and set off for CA. It was during this event that I had joined the Antique Motorcycle Clubs of America and became aware of the Motorcycle Cannonball which was underway. At that stage, I had completed 11 DJ’s on my good friend Stuart Anderson’s 1909 Humber, and the year before, honoured to be the first person to ride a 100 year old Motorcycle from Durban to Johannesburg, and was therefore instantaneously inspired by the Cannonball story and the desire to complete could not be suppressed. When the next Cannonball was announced in January 2011, I immediately entered and was fortunate to be one of the accepted 100 entrants. At that stage, Stuart and I were in the early stages of restoration of two J series Harley Davidsons, a 1918 and 1921, however the completion of that project was still quite a mountain to climb. A visit to the swop meet in Davenport, Iowa during 2011 with the intention of buying a Motorcycle for the CB instead, inspired us to accelerate the Harley J Project. The logistics and potential pitfalls of buying a Motorcycle in the States were well realised, however that occasion allowed us to find all the remainder of parts needed to complete the 1921 HDJ. We were in a race against time and during a major rebuild – time is the enemy. The Black Harley coughed into life early July 2012, just 8 weeks short of the CB 12 start. The livery was inspired by the 1923 Harley on display at the Harley Davidson Museum in Milwaukee. Possibly the first time this bike had seen life for 50 years or more! Test riding the new machines first 1000km was completed by end July 2012, with all the gremlins resolved and in the second week of August, the bike was crated for airfreighting to New York and onto Newburgh, the start of second Cannonball and first attempt at this epic event. The Cannonball is not just about getting a motorcycle to the starting line-up so in the background all the other planning activities happened. My best friend and business partner Steve Thurtell, was my solo back-up team, we rented a 10ft truck from U-Hall, in Newburgh New York which was to be dropped off in San Francisco CA. 22 days later. A list of special tools and critical spares were packed with the bike and this list expanded as the days progressed. The rules of the Cannonball dictate that your backup team (or any other rider’s backup team) may not be on the same route as the rider on any stage, therefore the rider is left to his own resources and devices to get to the finish on every day. My first Cannonball Run was a big learning experience, however also disappointment.

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By day six of the race I had been doing well and was in third place, but at the end of day 10, my bike’s frame broke. I managed to repair the frame the next day in Jackson Hole WY, but had gained a lot of penalty points. The way the Cannonball race works is that, competitors have to cover a required distance each day and make each end of day checkpoint in a specified time. For each mile uncovered and trailed points are deducted, or else late arrival will also result in points lost. I had bought myself a 140-point deduction with the breakdown and although I finished the rest of the race without incident, that earned me a 27th place. After that race, I thought I was done with Cannonball. This is not a event to participate in and doing the equivalent of 10 DJ’s back to back in the space of 15 days, remains a challenge. My friend, Brian Wallace from Somerset West, was interested in doing the event and talked me into trying again, and I decided that I would give it another go — as long as I was sure that I would have a good chance to win. The 2014 event was from Daytona Beach, Florida to Tacoma Washington - a 6400km event again, run over 16 days with the 7th day a rest day. Brian had studied the rules closely for the 2014 Cannonball and we were convinced that an early version of an Indian Scout, a 1923 or 1924 model, would do it. The Cannonball Run has three classes: In that, Cannonball Class one was for bikes with engine sizes under 700cc; Class two was for those under 1000cc; and Class three was for bikes bigger than 1000cc. Because points are given for every mile completed each day, and the distance is set for each day, many competitors end each day on the same points — if they have no mishaps. So to set competitors apart, tie breakers are used: a smaller-sized bike on the same points will triumph over a larger bike; an older bike will win a more modern one; and an older rider beats a younger competitor. It’s a higher risk brings higher reward incentive for winning. The objective then was to get a reliable, older, Class One (small) bike.” A 1924 Indian Scout ticked all the boxes: it is known to be reliable for its age and size. The trick, however, was finding one. It took another five months, hounding all the contacts I had made at the first Cannonball Run, to eventually locate one right here in Johannesburg. By July 2013, I finally had the bike I needed, but the Scout was in poor shape. It needed a full rebuild and there were now just 14 months to go, until the start of the next race. The shopping list of rare parts needed was a long one too. We made another trip to the US to look for the parts again at the Davenport swop meet in Davenport, Iowa, we managed to fill most of the shopping list, but in the end, we ended up having to find parts all over the world — in Australia, Czechoslovakia, Germany, Holland.... We also had to fabricate a fair amount at work. We have a great team and good machining capabilities of the engineers and artisans at Anderson Engineering, and our company was behind me all the way. For instance, we only had one handle bar, of which just one side was undamaged. A friend in Pretoria helped us out by scanning the bar with a three-dimensional scanner. Then he inverted the scan and made up another handlebar, and we made a jig to assemble left and right onto the cast centre yoke. The aim was to be ready to test the bike in the 2014 “DJ Run” in the first week of March. If I could run at least part of the DJ, I would know what to work on and would have time to get ready for the Cannonball Run. However, the DJ attempt was disappointing. I realised that there was a problem with the bike’s performance during the trip from Hillcrest to Nottingham Road. Then the bike began to heat seize. We had analysed every possible cause

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without finding the root cause. After really going back to basics, we found a 3,8mm difference in the piston compression height, these pistons were sourced from a renowned scout part supplier in the USA! There was now only 10 weeks to go to the start of the 2014 race, the only other reliable supplier of Pistons we knew was in Australia – JP Pistons. Once the new pistons were in, however, the bike was immediately better. We ran it on the rolling bed dynamo at Ekerold Yamaha in Pietermaritzburg and within 20 minutes, mechanic Leon Els had the bike set to peak performance. It was really quite amazing. He found the optimal timing and fuel-air ratio settings, both of which are critical. After that it was a few weeks of riding to get used to the bike and get the engine run in, and then it was time to ship it to the United States again. But even that apparent formality was not without gremlins. It took a week to prepare the bike and get it through customs here, and on to a plane. This included getting a Carnet de Passage certification that guaranteed that the bike would be returning to South Africa. This required a R22 000 deposit with the Automobile Association. The US customs, however, did not recognise the Carnet de Passage and insisted they pay for another, or return the bike to SA and reinitiate the whole process with the correct permit. We paid! In the end, it took two and a half weeks to clear US customs. Cannonball 2014 It had been a long, frustrating journey to get to the race, but if I thought the worst was behind me, I was about to learn how mistaken I was. The race was a personal lesson for me, in the amount of non-stop concentration it took for the 16 days. During this event, my brother Piet and his wife Elsabie were the backup crew. We had this time acquired a SUV with trailer to use for the coast to coast journey instead of hiring a vehicle. “With these old machines and especialy the little Scout, you are always keeping a check on oil levels, temperature, and carburetion [getting the right mixture of air and fuel for engine combustion]... I also carried an altimeter so I could properly keep track of carburetion, so that the bike didn’t overheat on high-altitude sections of the route. And all the time you’re having to concentrate on navigation too.” I created a ritual to stay focused. Every five to ten minutes I ran a list of checks: oil, temperature, direction, route schedule...” From the start I was running in first place. People were saying: ‘You’re going to win it!’” But I built a motto by day three: ‘One day at a time, five minutes at a time, only today is important.’ This helped when people began to have doubts about the little old bike making it over Loveland Pass, a 3 655-metre high pass through the Rocky Mountains on the Continental Divide. The steep, twisting road has a steady 6,7% grade, which is punishing for the old engines to climb. In the end, the little bike surprised everyone and soldiered through the pass, keeping me on track for the top of the podium. Never give up Everyone was getting ready to heap accolades on me and were betting on the little bike to win the race when, on the penultimate day, disaster struck. The bike just stopped, it was a big blow. I hadn’t felt this defeated since the piston episode back at home. The Scout’s condenser had broken and in my frustration and panic, I glued it back together.

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Then I remembered, I actually had a spare condenser, so I attached it in parallel with the broken/repaired condenser. The time-consuming repair had taken up one and a half precious hours. Luckily though, the breakdown had happened right at the beginning of the day, so I had time to make up the lost time. And, in another piece of luck, the two condensers together seemed to give the bike an extra boost in performance. I put my head down and raced. I stopped for nothing, except fuel and water….that means nothing! The official cut-off time for the end of the day was 4 pm. At 3.55 pm, amid cheers from many onlookers, the 600cc 1924 Indian Scout rumbled across the finishing line, I was exhausted, but like every other day at the race, the maintenance checks and servicing had to be done for the next day’s ride. The last stage of 140 miles were nerve wrecking but fortunately uneventful and reaching Tacoma, Seattle without losing a point, meant the trophy was coming to South Africa and I was awarded the title of Cannonball 2014 Grand Champion. With the award, comes the entry number for the next race and being given the #1 status for the 2016 event did not require much thought about entering a third Cannonball! Cannonball 2016 This Cannonball was to be for machines all older than 100yrs. The race was to start on the Boardwalk in Atlantic City, New Jersey and end in Carlsbad, California. I took up the offer of my friend, Brian Wallace to purchase his 1913 Matchless Model 7 with a 1000cc JAP, V twin. I knew from the start that by running a Class 3 bike, will make it highly unlikely to be competitive, so from the outset, the intention was for enjoyment and as always, see if we can make all the miles. The Matchless rebuild went well and by now having prepared 2 previous machines for the Cannonball, the requirement for good preparation was well understood. As with the previous event, the subscription number of 100 was quickly taken up. As before, my target with the rebuild was to run any amount of miles during the preceding DJ, so I was not too concerned when the bike did its first “round the block” 5 days before arriving at the DJ check in. The bike had literally done less than 3km when I fired up in the morning for the DJ in 2016 with the hope of “just getting to Maritzburg”. The Matchless surprised me, and we got to know each other better as the miles went by and by, day 2 was starting to run nicely. We completed the course and being awarded the trophy for the oldest finisher, was a cherry on top. Brian Wallace’s attempt at the 2014 Cannonball had ended sadly and abruptly on day 4, when a Boom gate closed on him as we were leaving the hotel parking garage. This put Brian in hospital with a broken ankle. This also inspired Brian to return as my second in the 2016 event, and our Honda Pilot which we bought for the 2014 event, was parked off for 2years and was in fine shape for this Cannonball. The array of machines entered into this 2016 Cannonball was truly spectacular and in this instance, the classification had changed to Class I – Single Cylinder with single speed, Class II – Multi Cylinder, single speed and Class III – Multi Cylinder, Multispeed. Dean Bordigioni’s 1914 single Cylinder Harley was in the front from an early stage, but Wolfcreek pass at 11000ft proved the undoing of many including Dean, who lost a single point for being towed by a fellow competitor. As for myself, that was one of the toughest days I had spent on a bike, having lost consciousness just after bringing the Matchless to a halt indicated trouble to

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come. Although I recovered sufficiently to complete the remainder of the 40 miles for that day, I was taken straight to hospital in Durango, CO and an internal bleeding ulcer was discovered. Having spent 2 days in intensive care, I managed to recover sufficiently to be let free by the excellent Medical team taking care of me, and we then travelled for 2 days to catch up with the Cannonball caravan. At this stage, my wife, Annemarie, daughter and son-in-law, Camilla and Richard, had joined us and the two days of travelling was used to rest up. It was truly memorable for me to be able to start the last day in Palm Desert, CA and finish in Carlsbad with my fellow Cannonball family. Frank Westfall was the Grand Champion this time around on his 1912 Henderson 4 Cylinder. These machines proved to have the reliability as 3 of these Henderson’s ended 1st, 2nd and 3rd. My overall position of 52 was great, seeing I lost out on 4 days of riding. As for now, my Cannonball story has run its course, but America beckons, a country of great riding and fantastic people. Hans Coertse Images from Cannonball 2012

Images from Cannonball 2014

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Images from Cannonball 2016

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SAVVA Technical Tip 117 – Welch Plugs (core plugs) We once mentioned that overheating problems were invariably caused because of fan belt, water hose, or even thermostat problems. Whilst rebuilding an engine recently I was reminded of another possible problem – rusted and leaking Welch plugs. When did you last look at the Welch plugs on your oldies? A few years ago I removed an engine from a Sunbeam Rapier, fitted a new clutch assembly, re-attached the gearbox and was about to fit the whole contraption back in the car when a friend came by and posed the question – did you replace the Welch plug at the back of the engine, it’s inside the bell housing? Apparently this engine, like so many others, has a plug situated at the back of the engine. It was inside the bell housing which meant re-removing the gearbox, the clutch and pressure plate to get to it. After taking off all the things I had just replaced - there it was for all to see – a rather rusty Welch plug. The old fashioned “saucer” plugs are getting harder to find so one often has to improvise by using a modern one and cutting most of the lip off and tapping it in with goodly dose of “Indian Head” sealer or some similar goo. If you are a purist and insist on an original type plug may we suggest before removing the old plugs in your engine you find replacements first. If you look around you can still find saucer plugs. It may take a bit of looking but they are out there waiting for you to find them. Ideally, I know it’s easy to talk (write), but if you have the time and ability, the answer is to make a plug out of a piece if brass and it’s there for life. I believe some of the mining companies, when having engines rebuilt, stipulate brass Welch plugs. What do they know that we don’t know? P.S. I once had a model T and found a coin fitted perfectly.

On the left is the modern Welch plug with a lip and on the right the “saucer” type used on older engines

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A Brief, Personal History of Wankel Motorcycles How many Wankers have you come across in your years of motorcycling? They seem to be procreating at an alarming rate these days, being most noticeable behind Mobile Phones of commuter vehicles or clutching steering wheels (occasional vice grip holding the steering column) of Toyota HiAce passenger transport. However, I digress, as this contribution is not about modern challenges but rather a Wankel as apposed to a Wanker. I was 12 years old when my cousin (15 years my elder) came down from Kitwe in Northern Rhodesia with his brand new NSU RO 80. I was in awe of this “amazing” engine with its pronounced whine and no vibration, my first encounter with a Rotary. It was 5 years before I first saw a Mazda RX3, and a further 3 years before I encountered a motorcycle with a Rotary engine, this being the Suzuki RE5. Having been amazed by the Wankel engine, I have been interested in the history of this incredible engine. Because of its size and resultant weight advantage I always admired its use in cars at Kyalami and Zwartkops. My son’s high school friend, whose grandfather raced at Kilarney with a Mazda Rotary powered Lotus 7 has brought that car down our street for the two of them to indulge their fantasies of fast cars, powerful motorcycles while pretending to complete their homework. Dr Felix Wankel (born 1902 in Germany) conceived the Wankel engine in 1924 and won his first patent in 1929. By 1957, in collaboration with NSU, he produced a fully functional rotary engine prototype. Curtiss-Wright, the aircraft engine builder, used the Wankel engines extensively in their aircraft. The first motorcycle applications for this promising engine appeared in 1964. In 1960, MZ took out a license from NSU to develop Wankel engines as possible replacements for their two-stroke engines in both motorcycles and their 3-cylinder two-stroke car. The development team included engineer Anton Lupei, designer Erich Machus, research engineer Roland Schuster, plus machinists Hans Hofer and Walter Ehnert, who deserve credit as the first to build a Wankel motorcycle. The Wankel motor was mated to the existing IFA gearbox and developed 24hp, twice the power of the comparable 175cc MZ two-stroke engine. It lay in obscurity for years, before a 1994 exhibition of MZ history at Neckarsulm brought it back to light. The idea of a simple, robust, and compact rotary engine was very appealing in the early days of Wankel development, but the dream proved unrealistic, as it became clear production machines required terrible complexity for acceptable road use. Development beyond the prototype stage was difficult never took off in Eastern Europe, and the NSU license was allowed to expire in 1969.

The world's first Wankel-engined motorcycle. 1960 IFA/MZ 'KKM 175W'

The 1972 Yamaha RZ201

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It wasn’t until the Japanese invasion of the motorcycle industry when the resurgence came. Yamaha licensed the Wankel design in 1972 and quickly built a prototype, showing the RZ201 at the Tokyo Motor Show that year. With a 660cc twin-rotor water-cooled engine, it gave a respectable 66hp @6,000rpm, and weighed 220kg. While the prototype looked fantastic, the machine wasn’t production ready because it lacked sufficient heat shielding on the exhaust. Searing heat of the Wankel exhaust gases required special double-skinned, shielded exhaust systems on production rotaries.

The original 1974 RE5, with futuristic touches The 1974 Hercules W-2000

A year after the Yamaha “never manufactured” rotary introduction, Suzuki introduced the RE5 Rotary. They had licensed the Wankel engine on Nov.24, 1970, and spent 3 years developing their own 497cc single-rotor, water-cooled engine, which pumped out 62hp @ 6500rpm. The machine looked similar to Suzuki's astounding GT750 'Water Buffalo', an example I was privileged to own in the lat 1970s. Unfortunately the RE5 performance wasn't exciting, especially compared to the GT750; its top speed of 110mph was off-putting. It also coincided with the Oil Crisis of 1973 when riders became very conscious of fuel economy. Sales were far lower than required to recoup their investment and by 1976 Suzuki had swallowed their losses, and shut production. Around 6,300 were built. The German Hercules Company came out with the world’s first Wankel engined production motorcycle; the W-2000 of 1974. The W-2000 had a 294cc/32hp, single-rotor air-cooled engine. The production W-2000s used a 5-speed gearbox and chain final drive. It was good for 150kph. Initially, the machine used a two-stroke mix in the petrol to lubricate the engine, which was later upgraded to an oil injector; it was SMOKEY in either guise! About 1800 were sold under both Hercules and DKW badges between 1974 and 1976. By 1977 all their production tooling was sold to Norton ...! BSA had in 1969, felt that the Wankel was the engine of the future and began exploration of Wankel engines for a motorcycle. Market research predicted the public would accept the Wankel engine on fast sports machines so a small team began experimenting with a single-rotor engine. With significant intake system changes a staggering 85% increase to the prototype engine was obtained. The experimental engine looked appealing. However, the demise of BSA at the end of 1973, caused Norton to license the Wankel design. A long line of now famous Norton rotaries followed which in itself is an epic. I will endeavor to submit this as a future article.

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PRIDE OF OWNERSHIP CLASSIC MOTORCYCLE DISPLAY Organisers are looking for the most rare, most unusual and most cherished motorcycles in all of South Africa. All those with motorcycles 1995 and older can nominate their classic motorcycles to be one of thirty especially chosen for the Pride of Ownership Classic Motorcycle display, hosted on the 2nd level of the Kyalami Pit Building, inside and at the top of the stairs from the main exhibition hall. Owners are encouraged to submit details of their bikes as soon as possible as space is extremely limited and highly sought after. Nicole Muller, festival director says: “The standard of the bike is obviously important, but for us, the passion of the owner and the journey the bike and rider have traveled on is equally appealing. It will be tough to decide which bikes join us so we are calling on industry experts for their help and advice.” Visitors will be asked to cast their votes in person over all three days of the festival and you might even hear a bike or two fired up over the weekend. Being the second classic bike competition to be held at South Africa Bike Festival organisers are already receiving entries from a maelstrom of vintage motorcycle enthusiasts. For 2017, we are joined again by The Classic Motorcycle Club of JHB, and would also like to welcome The 2 Stroke Smokers with their assistance with the vetting, voting and prize giving. Bikes will be loaded on Wednesday afternoon and can be collected on Monday. Each of the entrants chosen to display at the show will receive two festival passes per day to the value of R1140 as well as Beard Oil sponsored by Beard Boys to the value of R170 The South Africa Bike Festival webpage for more info and to enter your bike: http://www.southafricabikefestival.com/pride-of-ownership/

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IMPORTANT NOTICE Dear Valued Client We would like to take this opportunity to thank you for your valued support. The SAVVA scheme has grown rapidly over the past year and we thank you for your support and referrals received. In dealing with more cover requests, we have established one area causing some confusion amongst our Clients, i.e. the definition of Club Use. We have therefore taken the time to review our policy wording to rectify this uncertainty. We hereby give 30 days notice to amend the Club use as set out below. The amended wording will be effective 1 August 2016 for existing clients and immediately for new clients. CLUB USE / USE 1

· Any activity by a recognized club affiliated to SAVVA or not affiliated, including displays, rallies, fun runs, processions, club meetings and journeys to and from such events, hire for weddings/matric dances and the like, but excluding: speed trails, circuit racing, off road events and hire for reward. Display beyond the immediate supervision and control of the Insured.

· Being taken for repair, restoration or maintenance under own power or by trailer provided this is not done in peak traffic time.

· Occasional journeys of a purely social and pleasure nature but excluding to and from a place of business, employment or education institution and business use.

We thank you for your kind co-operation in utilizing your Vehicles within the new perimeters, reflected above. Kind regards FNB INSURANCE BROKERS

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Classifieds NB! only remain in for 3 months then must be renewed

FOR SALE: 1978 KZ 650 – fully reconditioned, registered and licenced – R35k negotiable 1978 KZ 650 – only 10 000kms – R25 negotiable 1978 KZ 750 Twin – (rare) – R30k negotiable 2002 Derbi Senda trail 50cc as new 50kms - R12 negotiable 2002 Derdi Senda trail 80cc as new 50kms – R14 negotiable 1992 KMS 200 trail registered but needs new main bearing – R6k negotiable Please contact Roy on 082 373 4716

Ducati M900 1995. Motorcycle in excellent condition. Lots of carbon fibre. Rear sets and special speedo cluster. R 45,000.00 Contact Ken Fox on 071 434 5060

Lathe with thread cutting gears, chucks, dial gauge with magnetic stand and cutting/turning tools etc. Chuck diameter +- 20cm, Bed length between centers - +- 45cm Price – R 9,500.00 Please contact Mike Lang – 082-8211826 Vincent Black Prince R1.4 Million not Neg Contact Henry Kinnear 082 463 0553

Brand new motorcycle tyres. Classic thread pattern. Czech Mitas make. Size 3.00/3.50/4.00 x 19 available. Call Janus 081 065 8275 (Benoni) for details. 1936 Triumph T70 250cc - 90% complete. Bike can be viewed in Germiston R25000.00 (See picture below) Contact Jason 082 551 2634 jasonkeyzer@gmail.com

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Honda Black Bomber (CB 450) spares for sale. 2 Motor/gearbox units, some parts missing but generally complete 1 Spare head with valves, no camshafts 2 complete Keihin carbs and a box full of spares, float bowls bodies etc 4 new air filter units complete with rubber connectors Box of new and used cables, speedo, revcounter, clutch, front brake etc Lots of new and used engine parts including 6 new pistons and rings Box of assorted electrics, coils, condensers,light lenses, points etc 2 boxes of assorted used parts, covers, levers, footrests Maker a sensible offer to: Kevin Robertson, 083 321 3234; 012 997 1554 Books for sale The following books are the OSPREY Collection by Roy Bacon. To me these are the greatest books to have in your Classic Book Library as each book pertains to one particular MARQUE . The models they cover reflect engine specification, colours and original layout. These books are no longer in production BSA Twin & Triples - Roy Bacon (Osprey) - R 450.00 Royal Enfield – The Postwar Model - Roy Bacon (Osprey) - R 250.00 BSA Gold Star – and other singles - Roy Bacon ( Osprey) - R 450.00 AJS and Matchless – The Postwar Models – Roy Bacon(Osprey) -R 350.00 Ariel – The Postwar Models – Roy Bacon (Osprey - R 350.00 Norton Twins – Roy Bacon (Osprey) - R 350.00 Triumph Twins & Triples – Roy Bacon (Osprey) - R 450.00 Tuning for Speed - P.E. Erving - R 450.00 Modern Motorcycle Mechanics – J.B Nicholson - R 400.00 Matchless – Peter Hartley - R 400.00 CONTACT -: MIKE LANG – 082-8211826 OR 011-8495859 Books for sale Classic British Motor Cycles – Bob Currie – R450.00 Tuning S.U. Carburetters- including full needle charts – Speed Sports R150.00 Automobile Electrical Maintenance – Arthur W. Judge – R 150.00 AJS & Matchless Postwar Twins 1948-1969 – Roy Bacon- R 50.00 The Auto Expert – understanding the Ignition System - R150.00 Ariel Square Four – Super Profile – Haynes – R100.00

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Honda – Mick Woollett – R150.00 Motorcycles an Illustrated history – Erwin Tragatsch- R125.00 Superbikes from around the World – Roland Brown – R150.00 The Complete British Motorcycle – John Carroll- R150 The complete encyclopedia of World Motorcycles – Mirco de Cet-R200 Miller’s Classic Motorcycles – Price Guide 1995 – Professional Handbookm- R200 Popular Mechanics Encyclopedia –R50 Classic Superbikes – from around the world – Mac McDiarmid – R150 CONTACT- MIKE LANG – 082-8211826 OR 011-849-5859 Workshop Tools for Sale I am moving to a retirement village and have to sell the contents of my workshop. Over the last 40 years I have collected some really useful and unusual tools for all occasions. There is far too much to list and I invite you to contact me to have a browse. Lathe with gear cutting facilities - 65cm between centres including, Chucks, Tail Stock, Magnetic dial Gauge plus lots of extra cutting tools. R 8500.00 AFROX Porta Pack – Oxogen and Acyitilene Small bottles – Bottle gauges and pipes nozzles etc. complete R 9500.00 Arc Welder with welding leads etc. Like new still in the box R 2000.00 Workshop workbench – 4 meters long R 1000.00 Large Vice - used R 350.00 Large electric grindstone R 450.00 Drill press and cabinet R 1250.00 Wooden workshop bike bench R 1000.00 Hydraulic bike – workbench R 5500.00 Industrial Buffing machine R 2000.00 Large Steel Cabinet–with worktop +- 2.5X500X1High R 1000.00 Large Set of adjustable bush rehemmers suitable to finish bushes R 2500.00 Electric jigsaw in very good condition R 550.00 Electric high speed grinder (25 RPM ) with grinding and routing bits R 2000.00 Wheel Clamps (each) R 100.00 Portable Compressor 24 Lt HP 0.75 like new R 850.00 High Speed Grinder with chuck and tools(ideal) for boring out metal or routing R 1500.00 Gun safe – rifles R 1250.00 Micrometers (assortment for all occasions –metric and imperial FROM R 75.00 Cad Plating Plant – suitable most motor cycle parts R 2500.00 Many other factory tools for sale to suit BSA, Triumph, Etc, Including factory pullers. CONTACT -: MIKE LANG – 082-8211826 OR 011-849-5859 Restoring your bike? Classic Restorer offers VAPOUR BLASTING SERVICES. We clean aluminium, brass, and copper parts using VAPOUR BLASTING method. It’s a gentle, water based, non-destructive process for aluminium cylinder heads, engine blocks, gearbox casings, carburettors, etc. Professional, British made equipment is used. There is no excessive metal removing, no blasting material embedded on metal surface. Just a smooth satin finish. Call Janus Gruska from Classic Restorer for details: 081 065 8275 (Benoni) or email classic.restorer1@gmail.com

Eddie Kirkwood has a selection of spares for mainly British bikes which he needs to dispose of. Go to "Spares for Sale" on Blogger website: http://britbikecapetown.blogspot.co.za/ 082 568 4913

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WANTED: 18inch Borrani Aluminium Rims please contact Pierre Cronje 072 513 9432 Velocette MOV/ MAC / MSS webb Girder forks please contact Brandon Jarvis 082 410 8828 Velocette MSS gear box or parts thereof please contact Brandon Jarvis 082 410 8828 BMW R26 or R27 to purchase and/ or spare parts. 083 326 4911 Gawie Norton racing type oil tank to fit slimline frame Rod Thomas 031-762 1509 / 073 365 6494 Alternator type primary chaincase for pre-unit swinging arm Triumph. I need two inners and one outer. Will buy or have parts to swap. Tony Dodsworth. 082 742 1742 or 011 453 2688 To fit BMW R50 : 2 x Bing 1/24 Carbs complete pair or 2 x 1/24 Bing Housings (blocks) OR 2x AMAL Carbs (pair), same size as above Contact Trevor Jones – (082) 416-4650 Triumph Tiger Cub T20 engine and any spares Contact Pierre Cronje 072 513 94532

Ian Otridge looking for donor parts / bike for a Puch MS50V that I was given. It is commonly known as a 'Help my Trap'. Call 082 572 9749.

British Bike Spares, Specialising in classic British bike spares supplying parts from Wassell, the biggest new classic bike part wholesalers in the UK, has been purchased by Gavin Walton from Mike Lang. All the stock has been moved from Benoni to Springs on the East Rand. Gavin’s intentions include enhancing and growing the business, web basing it to provide on-line browsing and ordering and shortening the time between import orders and delivery at a competitive rate.

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Gavin’s details are: 74 Phoenix road Selcourt Springs 1559 Home 011 818 4055 Mobile 083 408 4296 Email gavin.walton@e6.com (this will change in the near future to britishbikespares@gmail.com ) Please call to enquire or make an appointment to see him.

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PARASKY

“The Skylight Professionals” Established 1981

TEL: 011-626-2970 FAX: 011-626-1420 parasky@absamail.co.za www.parasky.co.za

SKYLIGHTS: COMMERCIAL & DOMESTIC

+ Staircases + Patio & Balcony Enclosures

+ Balustrades + Walk-ons

+ Gazebos & Architectural Features For us – the sky is the limit!

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RESTORATION and other SERVICES Full restorations. Pierre Cronje does these as well as wheel lacing and building. Call him on 072 513 9432. Ultrasonic cleaning call Henry Watermeyer on 084 800 8862. Petrol taps Enots flat-slide type, made in brass to your order. In sizes 1/8”, 1/4” and 3/8” BSP as well as Rally boxes made to your order with handlebar mounting brackets plus mountings for the rally plate and three watches. Trevor Fraser on 013 656 3063 or 076 591 5560. Restoration and other services. Gravel Man Services offers full service of all BMW boxer twins (old and new). Accident damage repairs and restorations. Please contact Markus Watson on 083 602 3503. THE VINTAGE MOTORCYCLE CLUB P O Box 782835 SANDTON 2146 South Africa www.vintagemotorcycleclub.co.za

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COMMITTEE MEMBERS

Ken Wiggins Chairman ken.wiggins@za.ey.com 011 793 7138 083 256 1949

Ian Holmes Vice Chairman ianhol@iafrica.com 011 793 7304 083 646 3089

Pieter Vlietstra Treasurer pvlietstra@gmail.com 011 793 4841 082 650 9880

Ian Storer Secretary hilian@isat.co.za 072 727 7382

Kevin Walton Club Dating Officer kevin.walton@norcossa.com 082 891 8399

Rob Pattison-Emms

Committee Member / Events

avonrod@mweb.co.za 011 849 5180 082 891 2869

Dave Watson Committee Member dwatson@telkomsa.net 082 551 5147

Chantal Madgwick

Committee Member / Editor

editor@vintagemotorcycleclub.co.za

083 708 3522

Brandon Jarvis Committee Member / Assistant Editor

brandon@ascotmews.co.za 011 907 3000 082 410 8828

FEES PAYABLE (up to 30th June 2017) Joining Fee R50.00 Annual Subscription R260.00 (R130.00 if joining after 1st of January) Country Member R190.00 (R90.00 if joining after 1st of January) Family Member R20.00 (i.e. spouse and minor children) Fees will increase for the year starting 1st July 2017 CLUB ACCOUNT DETAILS Account Number 1970259841 Nedbank Sandton Branch 197-005 Please use your name and surname as your reference when making a payment CLUB MEETINGS Meetings are held every 4th Monday of the month (except December) at The Vintage and Veteran Club (VVC), 3 Athol Oaklands Road, Oaklands Johannesburg, at 20:00. The opinions expressed in KICKSTART are not necessarily those of the Committee or the Editor.