jj ##’’ issue 715 · issue 715 eb ruay 2012 uk £2 where sold jj ##""’’ 2...

Journal of the AJS & Matchless Owners Club LtdIssue 715February

2012UK £2 where sold

J a m p o tJ a m p o t

2

The

Jampot

Cover: 1931 AJS S3 496cc SV V-Twin - not in original state (Sammy Miller Museum 2005)

W h a t C a n Y o u r C l u b D o F o r Y o u ?

A quick guide to main services and contacts

BUYING PARTSNew and (some) secondhand parts are available from the Club’s

Spares Scheme trading as Jampot Spares Limited and based in

the Club’s headquarters at Kettering.

An illustrated parts list is

available from Jampot Spares Limited which details in excess of

2000 spare parts and accessories for predominently post-war

AJS & Matchless machines.

A price list is published

periodically, but costs are

always 100% accurate on

the JSL website

To order parts and accessories call Jampot Spares Limited on

+44 (0)1536 511532 between 09:00 and 17:00, Tuesday through

to Friday, Saturday until 16:00, (closed Mondays).

- or -

Fax your order and credit/debit card details to

+44 (0)1536 511607

- or -

Write your order with credit/debit

card details or cheque* to:

Jampot Spares Limited, Unit 3,

Robinson Way,

Telford Way Industrial Estate,

Kettering, NN16 8PT* UK£ cheques drawn on UK banks only

- or -

Sign onto the Club’s website at

www.jampot.com and click on the

JSL banner in the centre of the

home page

You can select parts by part number, or browse the lists filling

your ‘basket’ as you go. Pay by credit or debit card and expect

your delivery in 3 to 5 working days (UK) or slightly longer

if overseas.

PARTS ORDERING TELEPHONE ASSISTANCE

is available after 15:00 Tuesday to Friday

and ALL DAY Saturday.

Call +44 (0)1536 511532

(parts queries ONLY please)

MAGAZINE NON-DELIVERYPlease call or email the membership secretary at the

Club’s HQ to report non-delivery of the Jampot

Call +44 (0)1536 511532

- or -

email: [email protected]

MAGAZINE ADVERTISINGSee terms and costs on page 28

of the JampotCall or email the Advertising Manager

(contact details page 3)


WEBSITE ACCESSBoth members and guests can access the

Club’s website at www.jampot.com

The website is packed with information, technical tips,

photographs and reference material.

A full member will require their membership number to register

on to the website. If you forget your membership number you can

be reminded by contacting the membership secretary at Kettering

HQ (it’s also printed on the magazine carrier sheet). If you forget

your website identity and/or password (after registering) you can

ask for it to be reset by emailing

[email protected]

Only members have access to current ‘for sale’ adverts

and certain other features of the site.

WEBSITE ADVERTISINGAdvertise your machine/parts for sale/wanted

on the Club’s website (self input)

Go to www.jampot.com

TECHNICAL HELPThe Club operates a ‘HELPLINER’ service

to assist members with technical queries.

Call +44 (0)1844 216868 from 09:00 to 21:00

- or -


MEMBERSHIP COSTSCurrent membership costs are:

Standard UK Renewal £26

Standard Overseas Renewal £30

Standard Digital Renewal* £22

Extra Family Member** £2

Spares Discount Scheme*** £10

New Member Joining Fee £5

* Ezine and/or PDF only - No printed magazine

** Aged 10 or over

*** Allows 10% discount on all parts

You can join or renew by phoning the Club’s HQ at Kettering,

or by emailing [email protected], or join directly on

the Club’s website at www.jampot.com

Issue 572008/9

Free to members

PartsPartsAJS & Matchless Owners Club Limited & Jampot Spares Limited

C a t a l o g u e

£ 5 t o n o n - m e m b e r s - r e f u n d a b l e o n t h e f i r s t o r d e r o f £ 5 0 o r m o r e

Get yourparts from Jampot Spares

Click

A.J.S., MATCHLESS & NORTON

DATING SERVICE (Norton 1963 to 1969)

Dating Certificates for ‘age-related numbers’

£8.50 to Members; £20.00 to non-Members

Certificates of Authenticity

£8.50 to Members; £20.00 to non-Members

Queries re indentification of miscellaneous frame and/or engine number

£8.50 to Club Members; £20.00 to non-Members

Fee in connection with

Reclamation of original

Registration Numbers

£30.00

Machine Dating Officer, Roy Bellett, Rose Cottage. Frog Lane, Kelvedon Hatch, Brentwood,Essex, CM15 0JJ. Ph: 01277 845024 or 07860 824862

Email: [email protected] members please enclose SAE with enquiries.

A clear, close-up photo of frame and engine number

stampings must always be provided.

Cheques made payable to ‘AMOC Dating’

3‘HELPLINER’ Technical Helpline 01844 216868 (9.00am to 9.00 pm) [email protected]

EDITORChris Read, Jems Cottage, Badgall, Launceston, Cornwall, PL15 8SZPh: 01566 86476 [email protected]

ADVERTISING EDITORRob Swift, Burwood, 5 Cutbush Lane, Bitterne, Southampton, SO185QR Ph: 01489786884 [email protected]

SECTION NOTES EDITORReg Stubbs, 10 Beehive Way, Reigate, Surrey, RH2 [email protected]

TECHNICAL EDITORAndrew Phillips, 33 Eastheath Av., Wokingham, Berks., RG41 2PPPh: 0118 978 4249 [email protected]

All postal enquiries to Club Officers or editorial personnel shouldinclude an SAE or International Reply Coupon if a reply is required.Only material that is clearly marked and accompanied by pre-paid

packaging will be returned.Printed By: Cambrian Printers Limited

PRESIDENT: Roy Bellett, Rose Cottage. Frog Lane, Kelvedon Hatch,Brentwood, Essex, CM15 0JJ. Ph: 01245 [email protected]

VICE PRESIDENTS: John Grew, John Drudge, Billy Ham, Ron & PatHughes, Lesley Reeday

CHAIRMAN: Rob Swift, Burwood, 5 Cutbush Lane, Bitterne,Southampton, SO18 5QR Ph: 01489786884 [email protected]

SECRETARY: Roger Jenner, Grove Cottage, Walterstone,Herefordshire, HR2 0DT, Ph: 01873 890467 [email protected]

TREASURER: Roger Jenner, Grove Cottage, Walterstone,Herefordshire, HR2 0DT, Ph: 01873 890467 [email protected]

MARKETING MANAGER: Situation Vacant - Contact The Chairman

PRO: Roger Limb. Ballacraine, Chapel Road, CommonSide, OldLeake, Boston, Lincs., PE22 9PP, Ph: 01205 [email protected]

MACHINE DATING OFFICER: See advert page 2

PRE-WAR OFFICER: Rob Harknett, 1 Parkfields, Roydon, Harlow, Essex, CM19 5JA Ph: 01279 [email protected]

EXHIBITION OFFICER: Stuart Smith. 81 Bideford Green, LeightonBuzzard, Beds., LU7 2TJ. Ph: 01525 374814 [email protected]

FUND PROMOTION OFFICER: Tony SmithDean Cottage, Sudborough, NN14 3BX Ph: 01832 732200

HEALTH & SAFETY CONSULTANT: Alan Jennings21 Haven Rise, Billericay, Essex, CM11 2RS Ph: 01277 653943 [email protected]

HELPLINER: Dave Gregory, 10 Hunt Road, Thame, Oxon, OX9 3LGPh: 01844 216868 [email protected]

Website: www.jampot.comEnquiries: [email protected]

ADMINISTRATION OFFICE

& JAMPOT SPARES Ltd.Unit 3, Robinson Way,

Telford Way Industrial Estate,Kettering, Northants, NN16 8PT

Tel: 01536 511532Fax: 01536 511607

[email protected]@jampot.com

Editor’s absolute deadline is noon, 23rd day of the month

“The Jampot” is the official journal of the AJS & Matchless Owners Club Ltd. It ispublished monthly and distributed free to all members of the club. No part maybe reproduced or published in any form save with the permission of the editor.Views expressed in “The Jampot” are not necessarily those of the editor or theclub committee. The Club does not make any representation as to the accuracy

or suitability of any of the information contained in third party advertisements nor does it accept any responsibility or liability for the conduct or content of

those advertisements and the offerings made by any third parties.

HUGE apologies for the delayed delivery of your January Jampot.Despite the fact that I submitted the magazine on 21st December to

beat the Christmas rush, the printers had an unfortunate software problemon the system that printed our carrier sheets – which also in this instanceprinted our membership renewal notices (or didn’t…). Given that Januaryand February are the club’s busiest membership renewal months I was facedwith the dilemma of either releasing the magazines without the renewalnotices printed, or waiting. I waited… but as a compromise webmasterEamonn and I put our heads together and decided to try a mass email toinform members of the delay and to offer an instantaneous download of alow resolution PDF of the January magazine to keep you all going until thepaper copy arrived.

About 70% of the membership has registered an email address with theclub, and we sent out over 2,500 email notifications. In the main it seems tohave been a very successful exercise and one that we might use again inthe future if problems occur with the magazine printing or distribution. It doeshowever rely upon you registering your current email address and keeping itupdated when and if you change your email provider. You can do this by log-ging into the club’s website at www.jampot.com and updating your ownmembership record. Please be assured that we will not mass mail you forany other reason, i.e. we won’t be sending you links to CanadianPharmacies for pills to improve your, err…well…performance!

A few members commented that they didn’t realise how easy it was toread the ‘digital’ Jampot but that the images were a bit ‘grainy’. That’s true ofthe ‘Lite’ PDF version of the magazine, but the ‘High Resolution’ version ispin sharp and can be printed at your leisure if you wish for a paper backup.At the moment about 10% of the membership are ‘digital’, which means thatthey only pay £22 for their annual subscription – which makes that one of thelowest membership rates for any one-make club, and they have access tothe ‘High Res’ Jampot as well as the magazine in E-zine format in their ownpersonal online library. We also have six-plus years of Jampot back issues inE-zine format, available at a very small charge – something that very fewclubs can boast even in this age of digital services, and any member (notjust ‘digital’) can access this store. It’s definitely worth a look if you’ve gotnothing better to do on a rainy Thursday afternoon.

By the time you read this, Jampot Spares Limited will be under new con-trol. The previous directors have all now stood down and the new directors,appointed by the committee, have taken responsibility for moving the partsservice upwards and onwards. It’s also possible that by the time you readthis a decision will have been made by the committee (meeting 5th February)as to whether they will allow Jampot Spares Limited to continue, but undernew management, or whether that company is to be dissolved and theassets (spares, equipment, employees etc.,) are brought back into the clubitself. Under the latter circumstances the parts business would continue asan ‘operating devision’ of the club and would be under the daily control of amanager, but under the ultimate control of the committee. This would benothing new. The parts business originally ran under the club’s direct control,then hosted by Northants Classic Bikes under the efficient eye of ErnieMerryweather before being transferred lock, stock and barrel to a separateoperating company (JSL).

The club already runs one very major internal business operating divisioncalled ‘Communications’. It’s responsible for the magazine, shows, advertis-ing, website services, software development and more and operates its ownbudgets and accounts. It runs very smoothly (so far) and you the membersare probably not even aware that it exists – as long as you get the servicesthat it provides in a timely and efficient manner. So to the critics who say thatyou can’t run businesses inside the club – yes you can – we’ve been doing itvery successfully for some time. Regrettably, it’s the business that the cluballowed to wander off on its own that eventually caused some concerns – somaybe, in hindsight, that was mistake.

Just as I was closing this issue I received a phone call to tell me thatPortugal has unfortunately had to withdraw its offer to host the 2013International Rally. I believe the cancellation is due indirectly to the ongoingeconomic downturn in that country. There’s discussion going on to find a newvenue and one possibility is Northern Germany. I’ll keep you informed asnegotiations proceed and I suggest you keep a careful watch on the Wot’sOn page before finally booking any holidays.

Have agood month, Chris Read

“

”

Front SeatClub People

The Journal of the AJS & Matchless Owners Club

Online services at www.jampot.com4

The

Jampot

February 2012Contents

FRONT SEAT The editor’s comment... ...page 3

TC’s WAFFLESAn Antipodean View... ...this page

WRITE LINESA chance to air your views... ...page 6

THE POACHERS TRIALS CLUBErrol Gowshall reports ...page 9

RETRO TECHNICAL TOPICSFrom August 2001 ...page 10

PRE-WAR OFFICER’s MAILBAGGuarantees! ...page 13

THE SAME DIFFERENCEFrame Rails ...page 14

A LIGHT COMBINATIONNeil Cairns built one ...page 16

60mph FOR 60 minsOn a 250cc Lightweight... ...page 18

FBHVC REPORTQuestions on ethanol... ...page 21

AROUND THE SECTIONSA Round Up of Reports ...page 22

WOT’S ON?Diary of planned events ...page 27

MEMBERS MARTSales and Services ...page 28

SECTION DIRECTORYThere must be one near you ...page 31

AJS & Matchless

Restoration

Services

Engines rebuilt, single or twin. Flywheels split to replace big

ends then assembled andretrued.

Bushes fitted and line reamed.Gearboxes rebuilt and fitted with

lip seals.All cycle parts restored

including forks and swinging armbushes.

Custom made stainless fasteners.

Complete or part restorations toa very high standard.

Any queries, please give

me a ring.

Phone Chris Lucking on

01305 773524 For more information visit

www.ajs-matchless-restoration.co.uk

WaffleWaffle on with TCTCSIXTH of January and received a letter froma former treasurer of the club – way backinto the seventies – (Alan Gardner) and noth-ing significant in that – except – that it wascleared from the Royal Mail London SouthMail Centre at 6pm on the 8th December.So, it has taken 29 days to get to A.M.C.Corner from the south of London, (by “veryefficient” air mail), and it does make youwonder in just how far ahead the advance ofcyber space has put us.

Meantime here’s to wishing all our read-ers the very best of health in 2012, (well tothose who read at least two paragraphs ofthe Waffle anyhow). The others can pleasethemselves. Ha! Ha! Sorry, only joking for theNew Year. A small gathering at A.M.C.Corner on Christmas Eve for drinks and nib-bles were rather surprised to observe a list ofprices on all the machines exposed in thegarage? Shock! Horror! Is this really theA.M.C. Corner that everyone knows where –for nearly fifty years – there has been a strictembargo on the selling mode, (apart from acouple of weak moments), where impossible-to-get standard slipper bearings, and earlywide center bearings for the Twin motor, anda rare set of 600 Twin pistons (unobtainableworld-wide at the time), temporarily unlockedthe confines of the A.M.C. Corner spare partsdivision to get the odd person out of animpossible situation. However the primemotivation is to move the dozen or soassembled A.J.S. and Matchless machines,after which consideration could be given tofarming out the two dozen rolling chassiswith spasmodic addenda, with the final agen-da being to dispose of the plethora of A.M.C.Spares, (both used and new), as this sched-ule will be a totally new outcome for A.M.C.Corner, the upshot may be to tread a littlewarily, (slow but sure), and perceive what themarket is all about? Possibly Kettering orA.M.C. Classic Spares may be interested insending a large container to WestWollongong, and bundle up the collection asa one off job lot?

We have just struggled through one ofthe coldest and wettest Decembers in manydecades, so maybe the seasons are goingthrough a reverse phase on planet earth.However the thought of a “white” Christmasat A.M.C. Corner would still be in the impos-sible basket, (certainly not in my lifetime any-way)? So, my 2012 (Jampot), calendargraces the wall in my den for the next twelvemonths, with a change of main picturearound every four weeks or so. I expectmany visitors to A.M.C. Corner will have thephotos of the machines plus “extras” pointedout to them and we may even get some newsubscribers for the 2013 offering if all goes toplan for its production.

Mention has been heard through the cor-ridors of power, that maybe during the year2012 there could be an appointment ofanother honorary member to join the selectfew who have been afforded this distinctionover a long period of years. This person hasbeen a continuous member since the clubwas inaugurated in 1952 and after sixtyyears in the association, and having been on

the club committee during many years of thattime, he is well worthy of what possibly is theclub’s highest award. If it comes to pass, letme be the first to congratulate him on a jobwell done.

A mention from the Birmingham Show,(11-13 Nov), indicated that chairman Robsubmitted his recently rebuilt 1963 model 31for the display, and apparently the machine isan immaculate restoration. It was mentionedin the short note in the Jampot (page 17),that Rob enlightened the crew on the displaystand as to the correct fitment of theSiamese exhaust pipes, (specifically the lefthand short pipe). Long have I been a voicecrying in the wilderness about so manyrestorations depicting the short pipe fittedupside down, thus destroying the symmetryof the set-up. Maybe in the future all restora-tions will show the Siamese pipes in theircorrect context, especially those which arefortunate enough to be portrayed in any ofthe classic motorcycling journals, where flaw-less photos can provide a basis for a firsttime restorer, and he will faithfully follow theoutline in the journal – rightly or wrongly!

The E-mail from Sandy Sanderson (Dec),detailing the epoxy resin repair to the oil feedports of the crankcase stirred the memory ofmy collecting days of the single crankcasesprior to 1957 and out of a total of forty plussets of crankcases probably seven or eighthad damage either to the threads, (stripped),or the shoulders – in some cases – brokenright away. I would anticipate that some ofthe damage would have emanated from fit-ting the screwed unions after the motor is fit-ted into the engine plates, as it thembecomes very difficult to get the unionsinserted in a straight line, especially if theC.P. gearbox, and a long generator arealready in position. The intricate process ofmanipulation of both unions then has to bevery carefully carried out if a further problemis to be avoided. However, its very handy toknow that Ken De Groome can carry outrepairs in this area if it is damaged, but Iexpect the whole motor would require dis-mantling and that is always a nuisance whenit is unexpected.

Interesting to see that Michael Partridge,(Canada), has finally collated all the informa-tion he has industrially collected over theyears over that much maligned, (during theearly to mid sixties) G15/45 model which wasthe 750cc put together in the declining years,(1962/63), of the A.M.C. conglomerate as adesperate attempt to shore up the factoriesimage and postpone its ultimate demise inthe late sixties. The motor was an expandedversion of the already reliable 650 unit to anoverbored 750cc whilst using most of the650 motor components. It did suffer someproblems, but these were possibly as a con-sequence of extravagant and rebellious useof the motor, which was – after all – only amid range extension of the existing G12.Mike will probably tell the story as it reallyrelates to the real chronicles of this very raremodel, (only 200 of which were ever assem-bled in the 1962/63 seasons), and I’m sure itwill make a very good read.

February 2012

‘HELPLINER’ Technical Helpline 01844 216868 (9.00am to 9.00 pm) [email protected] 5


A J S & M a t c h l e s s Ow n e r s C l u b L i m i t e d

2012

1939MatchlessModelXJohnTinley

December2012

1961MatchlessG3C

350cc

MickBaldwin

Sat 1

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Thu 27

Sat 29

Mon 31

Sun 23

Sat 8

Tue 4

Thu 6

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www.jampot.com

Printed by Cambrian Printers Ltd., Llanbadarn Road, Aberystwyth, SY23 3TN

The gorgeous girls

Missy Malone (brunette)Vicky Butterfly (redhead)

Shot on location in Berkshire, UK

A production of Associated Motorcycles Limited

©2012Associated Motorcycles Limited

[email protected]

2012 Calendar

£7 (cash only) at shows & jumbles£8.95 mailed to UK£9.95 mailed to Europe£10.95 mailed to Rest Of The World

Buy online at www.jampot.com

Bulk Ordersfor Sections

(sale or return)

Contact:

Roy Bellett

[email protected]

Ph: 07860 824862

ONLY 1500 copies

available.

First come - first

served!

430

Online services at www.jampot.com6

The

Jampot

WRITELINES

Letters to the Editor

EDITORIAL ARCHIVEMaterials received without adequate return packaging and

& postage may either be discarded or be added to theAJS&MOC editorial archive. There is absolutely no guar-

antee that this archive will store and preserve yourmaterial for the future.

Calendars

JUST a note to say not all the members

have complaints about your excellent work

on the club calendar. Those of us not able

to appreciate an attractive young lady

must be getting to the end of the road.

Please find encloased a calendar for your

shed.

Robert Wallace

Goulburn Engineering PTY Ltd

Goulburn, NSW, Australia

Wonderful calendar Robert. I note that thegirls in your calendar didn’t have to thinkabout what to wear! CR

DC Generator Error

I WOULD like to thank Tim Ramsey for

picking up the error in the above article. I

would also like to express my appreciation

that he took the trouble to read the article

and to the degree that he did read it. To all

the other readers of the Jampot, my

humble apologies; I hope it will not

happen again.

My only excuse is that for this

simplified article, I extracted and

condensed certain parts of an industrial

article that I had previously written on

compound wound and separately excited

DC machines, and obviously overlooked

and did not change this sentence to suit.

Please put it down to age!

Once again thank you Tim.

Gary Reabow

Via email

RF Supression?

IN the Jan 2012 issue was a retro

technical article about RF suppression. I

have no technical knowledge on this

subject but I have long understood that

fitting suppression devices to magneto

ignition systems was detrimental to them

in some way (internal sparking or some

such?). In fact thinking back it may well

have been the chap who did my most

recent magneto rebuild who reminded me

about this. For that reason, I have always

fitted the rubber – non resistor – plug caps

that you can still freely buy together with

copper cable to my magneto equipped

bikes. Indeed so do most of my cronies.

Can anyone out there confirm if it is just

an old wives tale or is avoiding the use of

non-resistor plug caps and non-resistor

plugs still a sensible precaution with

magnetos.

I had forgotten it was a legal requirement

though I am not aware that my bikes do

actually generate any significant RF

interference. I am sure my wife would

have mentioned this on the odd occasions

when the bike has been run in the garage

or ridden home in the evenings when the

television is most likely to be on. In

addition, the radio is usually switched on

when working in the garage and I do not

recall any interference on that. Though

this may be due to the differing

frequencies used. I also wonder if the shift

to Digital TV has altered the situation. In

truth bikes that came to me with resistor

plug caps fitted did not seem to give any

trouble but I have never bought or used

resistor plugs. They are considered a bit

suspect with the two stroke engined bikes

I also run, so are avoided though they run

happily with resistor plug caps.

Peter Fielding

Wiltshire

Transverse V-Twin?

IN a 1973 magazine I spotted the

following:-

“A final fling by AJS while still independenthad been an unusual 598cc fifty-degree sv, transverse vee-twin, butMatchless quickly disposed of this design and its machine tools to aJapanese concern which employed the engine in a commercial vehicle intothe 1950s.”

I never knew that! Does anyone have

any further information on this

engine and its use in Asia? An AJS vee-

twin made in Japan in the 1930s

in such numbers they were still being

produced in the 1950s, surely

someone somewhere must have a story

for Jampot?

Neil Cairns

Via email

The only machine that comes to mind isthe 1931 AJS S3, but that was 496cc andwhen Matchless took over the liquidatedAJS in November 1931, they dropped it.I’ve put a picture of an S3 on the frontcover. Somebody may know more...CR

Spares

AS an Australian member of the club for

nearly two years and a regular user of

Jampot Spares I thought I might pass on

some comments about the Spares

scheme by one remote from your shores.

I was pleased to be able to make use

of the scheme which sees profits (or

losses) passed back to the club. As one

who does his share of voluntary work it

would be a big ask to expect volunteers to

effectively run a business and be

accountable should profitability suffer.

Given the tough economic times for

business (yes even in relatively well off

Australia) many resourcefull hard headed

business people are failing to keep their

heads above water. The Burden of

operating or being responsible for a

business should not fall to volunteers,

especially those with other responsibilities

within the club. Is It possible to employ the

services of people to run the spares

scheme for the club or would this

effectively mean outsourcing it to another

company? From my point of view I would

hope it could operate profitably as a

business without relying on volunteers and

provide an efficient service to members

(and others). The scheme has to be viable

and profitable and not rely either on the

good will of volunteers to operate or the

tolerance of members to put up with an

inefficient service. I would encourage the

club to maintain the scheme but be

prepared to make the changes needed to

improve it’s efficiency.

Jim Clark

Bundanoon NSW

Australia

Up until now Jampot Spares Limited hasoperated as a wholly owned subsiduarycompany of the Club. Only recently hasthe Club become the sole shareholder,mainly in an effort to exercise control overJSL which was previously vested only inpast directors. The profits from JSL havealways gone back into JSL - not the club,to be used to develop new lines. JSL hasemployed personnel to run the business,and still does. The only volunteers noware the three new directors recentlyappointed by the shareholder (i.e theClub). Structural and organisationalchanges are afoot and will be reported asthey happen. CR

Spares (2)

I, ALONG with other members have

insufficient information about the affairs of

JSL to make an informed assessment

how, where or by whom the business

should best be operated.

It’s disconcerting that neither the

accountants nor directors are apparently

able to report the reason for the £35k

profit shortfall vs ‘last’ year. My experience

suggests that it’s likely due to a sales

February 2012


shortfall, stock/overhead cost increase, or

previously overvalued stock, or all of

these. Hopefully, other AMC parts

distributors are not so afflicted.

Without knowledge of what the £35k

reduction represents as a percentage vs

‘last’ year’s profit it has little relative

meaning, except that it would fund quite a

few 650 crankshafts.

It’s my perception that JSL currently

operates as neither a purely commercial

business nor as a club members’ ‘perk’. It

needs to have a clear vision of whether it

wants to be either one or the other. On

balance, but in ignorance of the figures,

my sentiment is that it should be a

commercially run ‘department’ of the

national club. Similarly Klattering Classic

Motorcycles: I have no doubt that sellers

and buyers feel confident to deal with

them due to their official connection with

the club, rather than just another privately

run old bike business.

That said, I appreciate the salaried,

voluntary, and ad hoc contributions made

by relatively few Head Office and section

members, without which the club wouldn’t

function at all.

Neville Bolding

Via email

Late Jampot

WHAT a good idea to email us with the

information regarding the late Jampot.What a bad idea not to test the link to

download the electronic version, it does

not work. I was keen to read the about the

current status of Jampot Spares Ltd as I

have a bike that has been sold by them

and so far I have not been paid. Two

weeks ago I was at Kettering and was told

I could be paid but then could not be as

the cheque book had gone off to the

auditors. Can we have some re-assurance

that any money received for bikes left at

the club for sale goes into a separate

account until the transaction is complete?

Can we also have some re-assurance the

JSL will survive? This is an important

service and vital to the survival of the club.

without JSL this club and our hobby will

slip into decline and eventually disappear.

Bryan Lingard

Via email

Sorry the link didn’t work for you Brian.We did our best to mitigate the effects of aprinting problem and this was the first timewe’d attempted to bulk email 70% of themembership (i.e. over 2,500 members).There is a diversity of mail agents outthere. Outlook worked perfectly with thefirst link given, and all others seemed towork with the second link provided. As faras we know the link from the websiteworked on every occasion.

On the question of your bike sale throughKCM; I understand it was sold on

December 23rd last year. With Christmasand the New year closures, and waitingfor the purchaser’s cheque clearance, you

were issued a cheque on 12th Januarywhich I sincerely hope that you’vereceived by now. I have no ideawhatsoever regarding the excuse youwere given - but clearly the cheque book

was there on the 12th. It’s possible that thenew manager(s) might consider a ‘client’account for the future, thus separatingKCM sales revenues from all other funds -a widespread practice with reputabledealers. CR

Spares - The Early Days

IN the 60s spares were not a problem. I

was able to go to the factory and buy

spares at factory price, which was better

than wholesale. I used to take a list with

me with all the part numbers written down.

I also knew Freddie Neill and his side-kick

Jack Colver. I once bought a new tank for

my twin for 10/- second hand (50p new

money), and the right colour.

In the early days the Spares Officer

was a committee post - usually second

hand spares. No proper records were kept

as most spares were given away. I know

that at one time the Yorkshire Branch had

more spares than the main club and at

one time the spares officer lived in the

Midlands, in a place called Slag Lane.

News reached me that he had left the

club, so I got in touch with the local

branch and told them to go and get our

spares back. When they went to see him

he said “show me what’s yours and you

can have them”. A lesson quickly learned.

I can’t remember when Fred Ham of

East Berks was club chairman. He got in

touch with me and told me that a Dutch

man had bought all the twin drawings and

some new parts from Jack Tassell at

Seven Oaks. Fred and I went to see what

was available and after reporting to the

committee we decided to spend £2/0s/0d

on what I thought we could sell quite

easily - mostly twin spares. Jack Tassell

had the job of clearing the factory when it

closed. A contract was drawn up with him

and my copy is somewhere in the club

archives.

Quite a lot of spares were unfinished

and someone took on the job of getting

them finished. I’m not sure what happened

after that as I think Ernie Merryweather

came onto the scene.

I do remember that Jack Tassell had

us over a barrel. He knew that we were

desparate for some things and made us

buy a lot of factory gauges, all steel, with

no indication of what they were for.

On the subject of Bill Bruty; When I

joined the club way back in the 50s I think

Bill was chairman and after a time I joined

the committee. Bill used to call on me

quite often as I lived quite near to him. I

became his right-hand man. Bill always

looked quite old. We were at an AGM and

someone voted for the ‘old man with

glasses’ and the title stuck. He was in his

forties - a bit younger than me. He was a

‘one lung’ rider - 500cc with Steib sidecar.

One Christmas he rang me and asked if I

wasn’t using my outfit could he borrow it

as he needed to go somewhere and had a

problem with his bike. He duly arrived to

borrow my outfit and I said that he had

better take it for a little run round before

going too far. When he came back he said

my outfit was frightening - the power that

he had in his right hand was unbelievable!

My bike was a 650cc AJS and the engine

had been tweaked a bit.

John Drudge

88 Next birthday...May 2012

Parts Too Expensive?

IN December issue in Front Seat was

given very positive response to the

question “Who’s spares scheme is itanyway?” Certainly it is “ours”, but my

feeling is that something must be changed

as far as P&P in Jampot Spares, I have

two experiences.

Ordering circa 27 copies of the

calendars for 2010, I was charged for

second amount circa 20 copies much

more to the price given in the Jampot, itcame out after receiving the copies with

the higher bill. Telephone call to Jampot

Spares explained me that the first packet

with circa 8 copies was in weight limit and

cost the price but the order of 20 copies

was heavier and that’s why was more

expensive. My question was why you

didn’t send it in two separate envelopes?

It could cost the price in the adverts. What

I can now say to friends ordering copies

about paying more, they could think that I

make a business out of them?

Now in last December I ordered parts

twice. The first order was for total £

244.21 and weight was 2.16kg, charged

for post £ 66.00 gross. Total weight of the

parts 1.95 kg Tarra. Packaging was from

two and half “MOTORCYCLE MONTHLY”

newspapers 0.45kg which are originally for

free, I have paid for them dearly.

The second order was for £110.44 and

weight was 1.16 kg in Jiffy envelope,

charge for post £12.40. Total eight of the

parts was 1.05 kg Tarra.

With my first order I ask not to be

charged too much, but no body was

listening to me - they made parcel in too

big box and with not needed old

newspapers weighting 0.45 kg along,

making me to pay for unnecessary weight

circa £40.00. Two parcels be sent like the

second order, could make circa 2, x

£12.50 = £25.00.

WRITELINES Continued...The Journal of the AJS & Matchless Owners Club

8

The

Jampot

Online services at www.jampot.com February 2012

A RELATIVELY quite month, which I guesshas to be expected over the Xmas and Newyear holiday period (I trust you all had agood one?). During the break, the previouslymentioned JSL stock-take took place andwhilst the initial count seemed to be good,the final figures turned out to bedisappointing with the stock figures hoveringbetween £260 - £264k. This is down from the£282k the accountants had shown in thesecond draft books, and well down from the£302k shown in the first draft.

Now let me be quite clear, there is nosuggestion of any underhand dealings goingon within JSL, but it does highlight thetroubles within the company and the need forchange in the operation with immediateeffect. The two original directors have nowresigned leaving the three new ones toredirect the company (an initial report fromStuart Smith is printed separately in themag).

With the late posting of last month’sJampot the response to my previous “Chat”has understandably been limited. Howeverthe replies that have come in have been bothinteresting and reassuring at the same time.The “In or Out” question that I posed seemsto have been mistakenly taken to mean “selloff” JSL or keep it trading. I’ll reassure youall by stating that there is no intention ofselling off JSL as a private venture. Many arealso under the impression that the committeepreviously controlled JSL and the that thedirectors merely carried out the committee’sbidding. Not the case. In fact the committeehave had little or no input into or from JSLfor the last few years, and because of thisbarriers built up.

The “In or Out” question really meantcontinue to run JSL with new directorsreporting back, or bring the parts schemeback into the club, dissolving the JampotSpares Limited and setting things up prettymuch the way the original “Spares Scheme”used to run ie; employ a full time managerand let the committee set up a businessdivision with three dedicated committeemembers overseeing the running andreporting back.

I must add that bringing the partsscheme in is by no means a done deal andwill only be possible if the correct insurancecover can be obtained and the appropriatesavings made to justify the move. So even ifthe majority favour such a move, noguarantees are being made.

By the time you receive this edition theAce Cafe meeting to launch the “Wrong wayDown” run will have come and gone and thestart date on the 7th May draws scarily andrapidly closer. Unfortunately we’re not in aposition to invite any other members actuallyjoin in for the entire duration of the run dueto a lack of suitable accommodation enroute. However I’d like to once again ask youto join us for a brief stint, showing localattractions whenever the route passes close(more details of this next month). The NorthWest section have already made contact andI thank them kindly for their support, (seeyou soon lads). Rob Swift

Chairman’s Chat...My feeling is that staff of Jampot

Spares is not acting on our side, paying

attention only to selling the parts, but what

I or another member will pay for post, it

doesn’t bother at all.

If Jampot Spares is “OURS” than may

be some attention should be paid to the

value of our money we pay.

With just little bit more good will, more

money could be spend on the parts than

on the post.

The sad thing is that there was no

response from Jampot Spares after my

email to them.

Am I motivated to encourage other

friends into AJS or Matchless motorcycles

up here? My suggestion is, if someone

order parts, should get confirmation with

P&P price as do British Only in Austria.

Chris Rotta

Poland

I’m sorry to hear that you’ve had thoseproblems Chris. Firstly, on the matter ofthe 2010 calendars, JSL shouldcategorically NOT have charged you morethan the published price. I’ve spoken toRoy Bellett (calendar distribution) on thismatter and with your approval we’ll makeup your loss with your next calendar order(be that 2012 or 2013) - be sure to orderdirectly from Roy. As for the spares P&Pcharges, they may be a little excessiveand there’s no excuse for not respondingto your email. By the time you read thisthere will have been some significantchanges made to the business model forthe Club’s parts service and I’ve made thenew managers aware of your situation.Hopefully, there will be improvements inthe very near future. CR

Calling Hertfordshire

MANY will not be aware, The

Hertfordshire Branch, as it was then

known as, was probably the 1st section

formed. I believe Kent or somewhere near

was the second. Someone will correct me

on that. I also believe the Hertfordshire

branch organised the club’s first annual

rally at Berkhampsted Castle. Later to be

known as the Jampot rally. Over the past

few years The Hertfordshire and East

London & Essex sections have each

drifted to within approx 5 miles of the

county borders. Myself being right on the

county borders occasionly visited the

Herts Section. Eventualy I was asked to

help with the running of the section, when

it moved closer to me, from Knebworth to

Hertford Heath. The section became quite

busy and well attended. Runs developed

to weekend runs far afield, France and

Spain visited yearly. Many members

decided that the AJS & Matchless

machines were a little too much of a

challenge on such long runs packed with

luggage and partners. The answer was to

use a modern Triumph or the likes.

Sunday runs also got faster untill

eventualy few riding the old bikes took

part. The time has come to re-launch the

section, moving its meeting place further

from the Herts/Essex border. A few years

ago I did investigate a Stevenage venue

where we would be most welcome. That

was at a pub re-named The Vincent. Yes

after the Stevenage built machine. The

VOC were meeting there, a meeting room

available, at the time decorated with

Vincent memorabilia, which the landlord

said would hopefully soon include a

Vincent motor cycle. I am not sure if this

venue is still available. So I am asking if

there are any members in the

Hertfordshire area interested in reforming

the section. This need not be to the

suggested Stevenage venue. Hatfield,

Welwyn, London Colney, St Albans

perhaps? It would be good to hear from

all members interested in becoming

Hertfordshire section members, to give an

idea where you are. In particular members

willing to act as a section organser/ rep.

Rob Harknett

(Contact details in section listings)

WRITELINES Continued...

The

WRONGWay Down Start

Finish

TWO 1952 500 twins

The President & The Chairman

Leave JoG 7 May

Braemar to Penrith 8 May

Penrith to Hereford 9 May

Hereford to Barstaple 10 May

Barnstaple to LE 11 MayTWO charities:

Brain Tumour Research

Southampton Sight

See www.jampot.com FORUM for full details



The Poachers Trials ClubReport by Errol Gowshall

The Poacher’s Trials Club was

started in 1988, with six

novice riders riding around a field

in Scamblesby, with a lot of

falling off and laughter at each

other. We hope we have man-

aged to maintain the same

relaxed atomosphere to this day.

The next year we ran five tri-

als with more riders joining the

fun. We soon started holding a

trial once a month, becoming one

of the major Trials Clubs in the

country.

In the mid nineties, a few of

us started riding with Yorkshire

Classic Club, improving our skills

on rocks, until we were invited to

run a round of the Sammy Miller

Road Series, which we ran until

1998.

In 1999, through the

Poacher’s Club, Mark Francis

and myself started the Northern

British Bike Championship, which

we still run today with the help of

Mike Gallagher and other Club

members.

Today, it is the most popular

Road Trial Series in the country,

catering just for British bikes. Up

to 120 riders compete in each of

the seven rounds of the Series.

The Club itself is running

around sixteen trials each year,

with the highlight being the

Charity Trial, just after Christmas.

To date, we have just topped

raising £20,000 for the

Lincolnshire and Nottinghamshire

Air Ambulance!

On our annual camping week-

end this year, on 16th and 17th

June, we are hoping to run a Trial

to celebrate the National Clubs

60th anniversary. All club riders

on British bikes will be welcome

to join us for this two day event –

trials being run both days. There

will be a social evening on

Saturday night, with fish and

chips on the menu for all riders

and officials. Camping, the two

trials and food for £25. Trophies

will be presented for the best AJS

& Matchless rigid and pre-unit

bikes.

Further information from Errol on

01507 343745 or from the

Poacher’s website on

www.poacherspre65trials.co.uk

John Hattersley (top) & Kevin Coxon

10Online services at www.jampot.com

The

Jampot

TECHNICAL TOPICSTips and advice from Jampot August 2001

retro

February 2012

Removing “Chewed-up” Chaincase Screws

MEMBER Knut Nordby has struck a problem, familiar to many ofus at some time, of slotted screws on which the shoulders of theslots are not as strong as the bond of the screwthread in its tap-ping. Result - slots that aren’t and screws that a screwdriver willno longer drive.

In my experience, there is no “quick fix” to this problem andthe solution requires time, patience and great care. Look for atleast a half-day slot in your diary!

One method is to drill the screw and use stud-extractors (socalled “Easy-outs”) but on small screws I have never found themvery successful. If I used a small extractor it would be in dangerof breaking, whilst a larger one tends to “spread” the thin wall ofthe screw remaining after drilling and simply tighten it still further. Once the screw slots are no longer usable, the priority is toremove the outer chaincase and retain as much of the screw/sshank as possible to provide something to grip once the case isout of the way. This means drilling only the head off the screwand it is most important to maintain concentricity. A pilot hole(probably 2mm diameter) must be drilled centrally in the screw tothe depth of the head. This is not easy with a hand-held drillwhilst kneeling on the floor and, if one is fortunate and has alathe (or a friend with one) a bush of the diameter of the screw-head recess, bored tothe diameter of the pilotdrill, can be very useful;(a second pair of handsto hold the guide-bushstraight and steady canalso be useful).

Once the pilot-hole isdrilled it can be followedwith another drill of adiameter slightly largerthan the screw diameter,until the head comesaway from the shank.Once this has beendone (three times inKnut’s case) the outercase can be removed and what remains of the seized screwsexposed.

It is now possible to remove the inner case to make the jobmore accessible, but then the problem of holding it arises. Unlessa colleague is available, it may be worth constructing a jig to holdthe assembly in the vice.

At this point one should try applying penetrating oil (or paraf-fin) and a little torque on the screw with a good pair of grips, with-out damaging the screw. Very often, this is the time when theapplication of some heat is successful. I use a hot air gun (as forpaint stripping) but a gentle gas blowlamp is almost as good, butrather concentrated, NOT oxy-acetylene. The surrounding metalcan be heated quite safely to about 200C (but not too locally)before trying once more to turn the screw.

If this method fails, then it is back to the drill, starting oncemore with a pilot and increasing the size until the root of thethread is reached (concentricity is very important here if the origi-nal tapping is not to be damaged). With luck, the thread of thescrew should be able to be picked out with a sharp scriber andthe tapping cleaned up with a tap.

If you are unlucky and the drill wanders into the thread, itmight make it easier to extract the remnants, but the tapping mayhave to be reclaimed by drilling out larger and inserting a thread-ed bush to take the new screw, or by “helicoiling”.

Once the job is done, my advice is to reassemble with “cop-per-slip” or a “moly” compound to prevent future seizure, and

socket cap screws, (may not be “origi-nal” but is a better job in the long-term).

Good Luck, Knut. TEd.

Ignition Timing By Degrees

A FREQUENT question relates to the setting and checking ofignition timing and whether the quoted figure in degrees is moreor less accurate than the vertical displacement of the pistonBTDC.

Being something of a traditionalist, I was disapproving of anyprocedure that was less than precise and sticking a rod in theplug hole and measuring it with a rule has always seemed justthat! However, I remember that when I first started riding, with a1935 model, which was the only method prescribed by the hand-book.

A couple of minutes with a calculator served to indicate thatfor anything but the most fastidious “tuner” working on all but thevery shortest stroke engines, with care, the rod in the plugholecan be as accurate, and certainly much quicker, than the timingdisk. For instance, quite apart from leaving the primary driveintact, it isn’t even necessary to find TDC, so long as you knowyou are preceding it on the compression stroke when you takethe measurement.

For example:- Taking an engine of 74mm bore and 81mmstroke with ignition at 39degrees BTDC represents a displace-ment of 9.03mm before TDC.

I am sure any one of us can identify and estimate a measure-ment between two points on a metal rod to an accuracy of lessthan 0.5mm (20 thou) which, in this particular case, would repre-sent a variation of only slightly more than 1 degree. The markson my timing disk are at 1.4 mm apart so I consider the relativeaccuracy of the two methods to be on a par, given that setting thedisk to TDC can be difficult and a variation of 0.025 mm at thecontact breaker points could easily present a greater inaccuracy(depending upon the ramp of the C-B cam) and also affect the“dwell” angle.

Before I am taken to task over the fact that the rod used asan indicator will not be parallel to the bore and in an engine witha long reach plug at a large angle from the cylinder axis couldprovide a measurement that is very far from a vertical displace-ment. Graham Jackson, in Jampot 575 (June 2000) provided adesign for an indicator that assists in achieving consistency inchecking, especially after the indicator position has been estab-lished for the correct setting.

However, having recently been faced with resetting the igni-tion timing on a partially dismantled engine I was presented withthe opportunity for (a) setting the timing accurately, by the angleof displacement, and (b) making an indicator that would enableme to check it and/or reset it in the future, with the same degreeof accuracy.

To save work screw-cutting a bush to fit the spark-plug tap-ping, I decided to utilise an old plug body. Dismantling a plug isnot as easy as is sometimes described (and not as easy as doingit by accident when the spanner slips and you haven’t a replace-ment). I found that cutting around the swaged portion of the plugshell with a hacksaw and breaking off the top exposes the com-pound that provides the gas seal between the insulator and thebody. This is relatively soft and can be picked out with a pointsuch as a slim scriber, after which, the remains of the plug insula-tor can be knocked out of the shell.

A plunger can then be made as in the diagram so that when itis inserted in the plug shell, the top is flush with the top face ofthe shell. This makes it easier to detect when the plunger moves.The required length can be determined with any piece of rod andis not critical provided it is long enough for the “advance” settingof the particular engine.

Feeling for movement in the plunger both before and (turningbackwards) after TDC will allow the timing disc to be fixed with a


retroTECHNICAL TOPICSTOPICS

pointer indicating TDC Movement in the plunger should bedetectable with a finger-tip but a DTI can be used if you wish. A

strip of springy sheet metal with a point and scribed with acentreline then bent to jam between the cylinder fins willbe an adequate indicator against the timing disk. Settingthe crankshaft to the required angle BTDC at full advanceand adjusting the points to just opening is standard proce-dure. Once the ignition timing is set, the length of the indi-cator plunger can be reduced to exactly the length for thatsetting and will provide a quick check in future. For thosewith automatic advance devices, the plunger can bemarked (or another one made) to give the retarded settingto simplify checking without having to wedge the ATD atadvance.

One other point on this topic; I endorse Roger Ashby’stip in J-P 515 when he recommended setting the ignitionon the Exhaust cam pinion rather than the magnetosprocket, but this requires care to eliminate thebacklash/slack in the timing chain; a weight attached to alever or string fixed to the mag sprocket will achieve this if

you are working single-handed (aren’t we always when you coulddo with a third hand?). TEd.


New JSL Directors

We are aware of concerns regarding the retirement of

Jim Gunn and the appointment of new directors to JSL.

The club spares scheme is of high importance to many

members and it is intended to develop and improve it.

Alan and Stuart have both had extensive experience in

the Motor Industry working for major manufacturers and

have sound knowledge of engineering, manufacture,

development and marketing of parts and accessories.

Both have served overseas assignments for their

respective employers.

Alan Jennings

Tool & jig - design and manufacture.

Process and Feasibility Engineering

Manufacturing Engineering

Cost Estimating

Stuart Smith

Parts & Accessories Engineering

Product Development & Marketing Manager

Aftersales Manager

Since retirement, has worked as a consultant for a com-

pany specialising in supplying training for motor dealer

part managers.

A business plan to stabilise the business and further

develop the services to club members has been

approved and is being implemented.

A comprehensive stock count was carried out during the

recent Christmas closure and recruitment for a new

manager to replace Jim Gunn is under way.

Vacancy

Operations Manager – Jampot Spares

Jampot Spares – the replacement parts operation of AJS

& Matchless Owners Club has a vacancy for a Manager

responsible for the day to day operations of the spares

scheme and associated classic bike sales.

The scheme currently operates Tuesday through

Saturday for mail, telephone, online orders and walk-in

customers.

Applicants must be numerate, have knowledge of stock

control procedures and good telephone and customer

service skills. A knowledge of, or interest in classic motor-

cycles together with previous parts management experi-

ence would be

advantageous.

Duties will include:-

Stock Management

Purchasing

Stock control

Order processing

Picking

Packing

Despatch

Invoicing

Resolving customer issues

Maintaining records for accounts

Payment of accounts and expense as required

Responsibility for the presentation of the showroom &

sales area

Classic bike sales and associated documentation

To register interest and request a full job specification,

please contact either :-

Alan Jennings – [email protected] or

Stuart Smith – [email protected]

See page 3 for full contact details.

The

Jampot

12 Online services at www.jampot.com February 2012

Diamond Jubilee International Jampot Rally25th to 28th May 2012

E N G L A N D

Welcome to Kent, the Garden of England. The rally will take place at The Friars, a

beautiful setting at Aylesford near Maidstone in the heart of Kent.

If you wish to find out where it is put ME20 7BX into Google or your SatNav.

All the rooms at the Friars have now been taken, however there is a Premier Inn two

miles from the site at ME14 3AS. Phone 08715 278704

Limited edition Rally

Polo Shirt

commemorating the

Diamond Jubilee

of the Club.

£12.75Tell us the size on

your booking form.

Thank you to those who have already pre-booked. If youintend to come please pre-book as it will assist us to

provide sufficient facilities such as showers, toilets, etc.If you wish to have a rally polo shirt please pre-order

one on your booking form. You can collect it and pay forit when you arrive. We will not be bringing any that are

not pre-ordered.We have been busy practicing the runs planned for you.

More details in a future Jampot. Regards, Ian Fraser

Visit the website:

www.ajs-matchless.com/internationalFor more information send an SAE for a booking form to:

Ian Fraser (Rally Secretary)

3 Downs Hill, Beckenham, Kent, BR3 5HA

Do come early and extend your stay in order to explore this beautiful part of Scotland, so easily reached, yet full of scenic routes

and sights for you to enjoy. The quiet roads of the Borders offer a variety of attractions to see and do. The Rally site, function

rooms, toilets and shower blocks will be open from the Wednesday afternoon to the following Tuesday morning. You will now be

able to enjoy a longer stay with no need to rush your visit if you don’t have to.

The full Rally programme starts on Friday and finishes on the Monday morning, including on-site catering and bar facilities and

scenic runs and entertainments. The location is very rural, with the rivers Teviot & Tweed bordering the site and with woodland

to the back, but is only a short walk from the Hotels, Shops & Restaurants of Kelso.

Not on-line? To get a booking form send a SAE to

Rod Towers, 92 Main St, Kirkliston, West Lothian, EH29 9AD

To enable us to offer the best possible Rally experience, pre-registering

is recommended and you will find the information on this at

www.jampot2012.co.uk .

See you at Kelso!

Jampot KelsoOn-Line Booking is now live!

Find it at www.jampot2012.co.uk or the link on the Club Site.

24th-27th August 2012


Pre-WarPre-War

Officer’sOfficer’sRob Harknett

M A I L B A G

I never knew that…

A RECENTLY purchased a lot of 1925 memorabilia containing some interesting items. I dis-

covered a guarantee certificate - not very much information on it but what is there is interest-

ing. It gives the machine number, frame, engine and gearbox numbers, which were identical

on AJS of Wolverhampton machines. As you can see, the certificate gives the purchaser’s

address, is dated and also numbered. Are there any more such certificates out there I won-

der? They may contain some unknown AJS machine numbers. Being dated, it would be possi-

ble to discover how many machines were sold between the dates of two certificates. If you

have a certificate perhaps you could send me a scan at This particular machine was sold to a

customer in South Africa and here’s a photograph of it looking quite clean and new. Like all

new machines, it was supplied with a manual, the very book supplied with this machine

shown. N.B. See important note on the Guarantee, it does not cover OHV engines!


14 Online services at www.jampot.com

The

Jampot

February 2012

The Same Difference

Frame Rails

“Evolution , not revolution” was the unwritten motto at the AMC factory. That is why many parts differ slightly in shape and

size over the years. So, they were different, yet their use was the same, hence the title of this series; “The Same Difference”

The articles in this series are the result of lengthy research but in this case, what’s written is not gospel, so please let me

know if I didn’t get something right.

The bottom rails of spring frames

IN this instalment we look at a part that when fitted to the bike

doesn’t immediately leap into view; the bottom rail of spring

frame models from 1949 up to and including 1959. No glamour or

chrome, but technically tasty.

The lowest frame rail in the photo above was used from 1949 up

to and including 1954. The middle rail was used only for 1955

and the one at the top was used from 1956 to 1959. After that

came the twin down tube frame that no longer had removable

bottom sections. The ‘C’ models continued with the older type

frames, but we’ll leave those out for now.

It appears there is not much to say about the frame parts in the

photo, except that the oldest type is longer than the others as it

extends rearwards to provide a mounting point for the passenger

footrests. With the other two that is not the case; there the pas-

senger footrests are mounted on the rear frame section. Oh and

yes, they are very dirty, because for the photos they were bor-

rowed from the used stock of the Dutch clubs Spares scheme.

So why are these frame parts included in The Same Difference?

That can be seen in the other two photos. In 1954 the stud that

secures the bottom rails to the front frame grew in size from 5/16”

x 26tpi to 3/8” x 26tpi. At AMC they found the 5/16” stud appar-

ently too thin, and the simple increase in size deals with that and

gives us yet more differences.

To start with, there were two versions of the bottom frame rail

used from 1949 up to/incl. 1954; from 1949 to 1953 with a small

hole (5/16”) at the front end of the rail and in 1954 a larger hole

(3/8”) at the front end. The other two bottom rails both have a

3/8” hole at the front. The difference can be clearly seen, in the

second photo showing the two frame rail ends and their matching

studs. It means of course the same for the front frames; from

1954 the stud hole in the bottom of the front down tube mounting

lug is increased to 3/8”. As the stud that connects these two

frame parts also passes through the crankcase, then the hole in

the cases was also increased to suit from 1954, as can be seen

in the third photo. In this photo we see on the left a timing side

crankcase from a 1949 model and on the right a driveside

crankcase from a 1959

example. This whole

story of large and

small holes applies

equally to the twin

cylinder machines.

Good that we know

then. What can we

make of this? It proba-

bly proves two things.

Either you use only

parts of the same year

types that fit together,

or you mix ‘n match

and drill holes to take

the larger stud.

Once again you have

‘The Same Difference’.

by Kees Majoor



Idecided to convert my 1965 Norton ES2 Mk2

to belt primary drive some time ago, having

been unsuccessful in stopping the release of oil

from the primary chaincase, despite scrupulous

assembly and several breather improvements.

My choice of product was the kit marketed by

Bob Newby of which I’d heard several glowing

reports. The installation of the kit was achieved

with just a little aggravation and some precision

was required to set the position of the alternator

stator assembly with respect to the rotor. I

ended up moving the chaincase outer section

outboard by 8mm to achieve the correct

alternator alignment.

Being anxious to prove my newly-improved

motorcycle, I jury-rigged the outer chaincase

with appropriately sized packs of washers. The

gap I temporarily (well it was meant to be

temporary!) sealed with a cut down rubber

wheel rim tape to exclude road dirt.

My new tranmission worked faultlessly but after

about 2,500 miles the alternator went belly-up.

Too much handling of a fragile museum piece

during the modification I think. Mr Lucas’s best

had done well to survive this long. I couldn’t find

an OE replacement for the alternator so bought

one of the new, higher output encapsulated

stators.

Because of my belt conversion, which has a front

pulley much wider than the original sprocket, the

new alternator wouldn’t fit. I had to file away most

of the encapsulating material from the engine

side of the stator to clear the pulley.

Now seemed like the ideal opportunity to replace

my (temporary) washer packs with a proper

spacer to complete the conversion. I thought

about my choice of material, which would have to

be easily workable in the DIY workshop (i.e. with

hand tools) and not be prohibitively expensive. I

dismissed steel, aluminium, titanium (you wish!) ,

rubber and acrylic on one or both grounds.

Whilst in my local independent timber supplier I

spotted an off-cut of MDF, which was kindly

donated free of charge in response to me

successfully, though grovellingly, pleading the

case for classic motorcycle preservation. Using a

chaincase gasket as a template, I managed to

produce the MDF spacer in a little under two

days and having painted the ‘visible’ edge with

black enamel paint the job was done.

Now I’ll just have to cure the gearbox leak and I’ll

be looking for a way to preserve the chrome on

the rear wheel from corrosion!

Thanks to The Editor and club members who

gave me helpful advice and Bob Newby for

putting up with my persistent, pernickety

questioning.

GGaavv iinn

SSeerrccoommbbee’’ss

MMaattcchh lleessss

NNoorr ttoonn

BBeell tt

DDrr iivvee

Editor’s Note: From 1963 onwards the Norton ES2 and

the Matchless G80 were identical ‘badge engineered’

machines using AMC duplex braised lug frames,

Norton Roadholder forks and Norton 8 inch brake hubs.

Technical - belt drive


The

Jampot

February 2012

Back in 1953 when the AJS 18S I have was built, to see

motorcycles with sidecars was so common, no one took any

notice of them. Cars were expensive and attaching a sidecar to a

500, gearing it down a bit meant the family man could transport

the wife and kids about. Statistics for then show that of all the

vehicle on the UK roads, 50% were motorcycles. Of that number,

50% of motorcycles of 500cc or over had sidecars attached. We

know this because the sidecar attracted extra road tax (Ved).

Today only 2% of vehicles on our roads are motorcycles, and no

one knows how many have sidecars because they have not

attracted road tax since 1966. Because we are all so much

wealthier, the need for such basic transport has virtually faded

away.

From being common road furniture, the motorcycle com-

bination has become a rarity. So rare are they now one takes

one’s life in ones hands by parking a ‘Combo in any town centre.

Upon returning your P&J will be surrounded by ‘experts’ and

inquisitive children. Grandparents will be relaying stories to their

grand children of trips to the seaside in their father’s sidecar; sto-

ries now well over 55 years old. The social and economic effect

on our society of the humble sidecar is now being lost in the

mists of history.

But, there are a few enthusiasts who continue the use of

such typically British transport. The term ‘sidecar’ has never been

fully defined in law, so even today you can simply put a few

planks on a sidecar frame and carry a passenger perched on

them! Because the law fails to recognise the sidecar as a motor-

cycle, whilst you must wear a crash helmet on the bike you need

not when riding in the sidecar! You can no longer take you test

on a motorcycle combination unless you are disabled.

My contribution to the world of the motorcycle combina-

tion is my current 1953 AJS 18S with its Watsonian ‘braked

wheel’ frame. (A brake on a sidecar really is a luxury, I ran a

1961 P&M Panther M120 for ten years, with a sidecar with no

brake. One quickly learned to plan ahead, especially with a

heavy load...) I originally fitted the bike with a Briggs ‘Swift 2’,

child/adult body which was an ideal display machine at shows for

the late 1950s. Then one day in 2010 I was listening to a talk by

a chap who did wickerwork. Amongst the many things he made

were coffins. I studied one of these and a week later visited him

with an idea. It would not be difficult to use a ply board base to

weave a very lightweight single-seater sidecar onto I suggested.

He, one Paul Weir of Stanbridge (01525 210834) told me he

made many wicker tool baskets for veteran and vintage bikes, so

working up to a sidecar body would be a voyage of discovery for

both of us. I went home and designed the sidecar and he then

A Light CombinationA Light Combination by Neil Cairns



set about weaving it.

In November 2010 I fitted the new wicker body to the

combo, easy as only four bolts hold it on. It proved to be a sen-

sation and even two years later I still get lots of interest when out

on it. To get younger people’s interest, I put a note on the bike

that under eights can sit in it for photos. The bike is not a con-

cours exhibit but a working machine. I have caught people in

their sixties and seventies having their photos taken (no mean

feat when you consider getting in and out of a sidecar without a

door.) The photos show the construction.

Many claim they have tried ‘driving’ a combination but

gave up defeated. It is nothing like a solo machine. Get it wrong

and you turn it over, so much greater care is required. So safe

were combinations in their day, many insurance companies cut

their premiums by 50% if a sidecar was attached. For those of

advancing years but a healthy interest in motorcycles, a sidecar

is much easier to handle than a heavy solo machine. You need

not lift it onto its stand, or bother putting your feet down when you

stop and you can carry much more. Putting the wife on two bare

boards though, with just luck to hold her on might today attract a

fine for ‘Insecure Load’.

My 18S has a 350cc engine primary sprocket to gear

the transmission down to tow the sidecar’s weight about. With

the big Briggs it was hard work for the engine. But with this

super-lightweight wicker body the ‘53 AJS will out accelerate its

older brother, my solo 1952 AJS 18S. The solo bike is much

faster though and easier to filter through heavy traffic. It is impor-

tant that one remembers which machine one is riding when out in

heavy traffic. Trying to filter with a sidecar is bound to attract

attention... as is forgetting to put ones foot down when stopping

on the solo!

A Light Combination...


The

Jampot

February 2012

The sole rider is BMS emerging from

the north end of the Blackwell Tunnel

(hope it wasn’t Rotherhithe and my brains

gone gaga?) having collected the special-

test Matchless G2 in August 1958. By this

date I had just started using as a trade-

mark a yellow helmet with a black triangle.

Note the background vehicles of the peri-

od!

The static pic shows fellow staffman

on “Motor Cycling” John Panter Griffith

(we always wore initials in the office),

whose spectacle problem caused him no

end of difficulties with goggles especially

in the rain; in those days few could afford

goggles with prescription lenses and Ned

Kelly helmets with face visors had not

been invented. I am the rider on the right

and those look like Octopus and not Mk

8s?

I am reasonably sure the crouched

man behind “Griff” is AMC raceshop

mechanic Jack Emmott and later creator

of the Matchmaker, was it 600c, a single

for competition work and handmade by

him at his workshop on I think Charlton

Athletic’s football ground near Plumstead. The man whose

hands you can see is certainly Jack Williams, head of com-

petition dept and AMC’s development engineer, father of

roadracer Peter Williams, and one-time development engi-

neer at Vincent-HRD. He had the same task later at de

Havilland under Dr Joe Ehrlich and I bet you didn’t know that

DH made two racing m/c which were basically E.German

Puch-type split-single two-strokes using EMC crankcases

cast at the Austin Motor Company (another AMC !) I rode

both the DH’s in a racer tryout at Brands Hatch. They never

came to anything.

Jack Williams supervised the tech side of the “Matchless

Mile-a-Minute Marathon” which was a sales director Jock

West-approved press stunt because AMC chairman Donald

S. Heather forbade formal road tests in a fit of post-war pique

to get back at the Press because he had been a staffman on

“Motor Cycling” pre-war and upset the management in some

who knows what trivial way and was “required to ask to

resign”. In 1960, with the assistance of Phil Irving (another

ex-VHRD and ex-AMC engineer, colleague of Jack Williams

and known as “Slide Rule”), I was able to persuade AMC to

change their policy concerning press roadtests by removing

from those tests the aspects that AMC claimed they objected

to. It is my belief is that the loss of publicity, and especially

reprint tearsheets for dealer and exhibition distribution, was a

major factor, though not the only one, in AMC’s demise.

(Another was their foolish purchase of Wico-Pacy’s huge

metal-pressing tool but that is another story.)

I took the G2 to Silverstone. Jack told me it had been

thrashed on the dynamometer and was unbreakable. I got

my head down behind the fork-crown north of Dunstable and,

on an empty A5 down-slope, put it to the spur. It seized the

timing-side main-bearing at full chat. Jack took it back to

Woolwich and rebuilt it overnight for we had Silverstone GP

Looking Back at 60An article reprinted from Jampot issue 597 April 2002

Bruce Main-Smith describes the day he rode a Matchless G2 (250cc) at 60 mph for 60 minutes.

60 in 60Featured In Motor Cycling

Mortons

Mortons



circuit booked for our exclusive use the next day.

The test went well except Griff’s long legs fouled the kick-

starter crank and did the internal ratchet a power of no good.

Another restart! The 60mph for 250 minutes was successful and

was ACU observed. The G2 was a nice bike, good engine, bril-

liant gearbox, but suffered from too small wheels (17 inch I think)

and an overlong rear fork and of course Wipac electrics. On the

picture note the rev counter drive that Jack Williams had provid-

ed. The CSR version (Competition Sports Racing) was nothing

more than gimmicky. The next year the YDS2, C72 and then the

Suzuki 250 2-stroke twin all arrived with specifications, perform-

ance, and prices that made British makers go ouch, though I am

sure they still could not see the writing on the wall. (AMC owned

Suzuki rights in GB and sold same to Lambretta as they saw no

future in Suzuki.) All Photo’s Courtesy Mortons Motorcycle Media

Mortons

Mortons Mortons

Mortons

60 in 60 ...

The

Jampot

20Online services at www.jampot.com February 2012

Club Members can check current prices and buy parts and accessories online any time of the day or night!

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WWhhaatt ii ss ii tt??

AAnnsswweerr nneexxtt mmoonntthh.. .. ..



FBHVC CONFERENCE

Ethanol in petrol was discussed in somedetail. Much alarmist material hasappeared on the subject in various media,and while there are potential difficulties tobe dealt with and overcome, thediscussions at the AGM on October 15were useful in answering delegates’questions, and in providing factualinformation. A summary of the twopresentations from Matt Vincent and SteveMcArragher, covering Corrosion,Compatibility and Combustion is givenhere, in order to provide a concisereference which should be of assistance toowners of historic vehicles served by theFederation.

CorrosionEthanol in petrol can degrade in storage ifnot adequately treated with a suitablecorrosion inhibitor. If this should happen,stored fuel becomes acidic, and can attackmaterials such as zinc and zinc-basedmaterials, brass, copper, and lead and tin-coated steel. Traditional materials used inthe fuel systems of historic vehicles arethus at risk of degradation if no action istaken. An effective corrosion inhibitorspecifically formulated to overcome thetendency towards acidity in storage is veryeffective at protecting fuel systemmaterials. These products are known inthe fuel additives industry, and a selectionis now subject to a test programme whichshould ultimately allow the Federation toissue endorsements for products providinga proven level of protection. Use of asuitable protective additive product at thetime of refuelling will thus provide a lowcost and effective solution to the problemof potential corrosion of historic vehiclefuel systems.

CompatibilityEthanol in combination with petrol canattack a range of traditionally used non-metallic materials. Various types of rubberused for fuel pipes, seals and gasketsmay prove to be incompatible with petrolcontaining ethanol, leading to leakageproblems. The same is true for manyresins used in fibre-glass fuel tanks onmotor cycles and in some tank sealantmaterials. Fibreglass tanks are veryvulnerable to damage if the mediumholding the fibres in place, the resin, isattacked. Also, there have been cases ofconsequential damage resulting from thedissolving of tank sealant materials whichare incompatible with ethanol, allowing

unwanted viscous or gelatinous depositsin carburettors for example. Unfortunatelythe only real solution to the problem ofincompatibility of elastomers, plastics andrubbers with petrol containing ethanol is toreplace the offending items withcompatible materials. A list of these hasalready been published by the Federation,but in summary, use of Neoprene andBuna-N for hoses and gaskets, and Vitonfor seals should produce a satisfactoryresult. A key message is to ensure thatcompatible replacement items are bought,by asking about this aspect beforepurchase. Tank sealant materialscompatible with petrol containing ethanolare available, and it would be a wiseprecaution to use this type of productwhen treating a petrol tank.

CombustionA number of concerns have been raisedabout potential combustion problems inusing petrol containing ethanol. In factethanol is potentially a good fuel for use inspark-ignition engines, with a flame speedslightly greater than that of mosthydrocarbons used in petrol. Ethanol waswidely used in racing in the inter-waryears, for example at Brooklands Track.However, ethanol does have effects whichshould be recognised; addition of ethanolincreases the vapour pressure andvolatility of petrol, which may exacerbatehot fuel handling issues (sometimes called‘vapour-lock’ problems), for example.Ethanol has a high latent heat which coolsthe air-fuel mixture in the inlet manifold,and while this improves charge densityand can increase power output in a fullywarm engine, the same property candegrade cold weather driveability (i.e. coldstart and warm-up characteristics).Ethanol also contains oxygen and willmake the air-fuel ratio leaner. This lastaspect has been assessed and linked withincreased exhaust valve temperatures,although the effect is fairly modest,typically in the region of 20oC. However,the combined effects of some mixtureleaning, coupled with increased vapourpressure and fuel volatility could producenoticeably unsatisfactory operation, withmore ‘vapour lock’ incidents for example,in warmer weather. As a result, petrolcontaining ethanol may have received aworse reputation than is perhaps deservedin respect of combustion. A number ofrelatively simple measures can be put inplace to assist satisfactory operation withpetrol containing ethanol in historicvehicles.

Compensation for leaner air-fuel ratio canbe achieved with most carburettors byenrichment. Where hot fuel handlingissues, also called ‘vapour lock’ incidents,are experienced, it is a wise precaution totake steps to keep fuel cool. Fuel feedlines should be routed away from heatsources, electric pumps should be kept ascool as possible, and mechanical pumpsshould be mounted on a thermal breakwhere possible. It may be necessary tomount carburettors on a thermal break as

well. Where the inlet and exhaustmanifolds are on the same side of theengine, heat shields for carburettors canbe very effective at overcoming hot fuelhandling issues, and need not beintrusive. For so-called ‘cross-flow’engines where the inlet and exhaust areon opposite sides of the combustionchamber, vapour lock incidents are muchless common, but cold weather effectsmay be more of a problem with petrolcontaining ethanol. It may in fact benecessary to take steps to get more heatinto the inlet manifold to overcome coldoperation symptoms.

Overall however, it is felt that thechallenges of operating with petrolcontaining ethanol are not insurmountable,and with some sensible precautions,together with a number of materialchanges and some practical heatmanagement under the bonnet, owners ofhistoric vehicles can continue to use andenjoy their vehicles for many years tocome.

SORN CLARIFICATION

The subject of SORNing remnants ofvehicles is a difficult subject for DVLAand there have been somemisunderstandings, which promptedtwo questions from a member:

1. Do I now have to apply for SORN formy vehicles that were recorded by DVLCin 1978?The short answer is no. SORN is still onlyapplicable to vehicles that were taxed onor after 31 January 1998 and known aspre-SORN.

2. If I do not apply for SORN is there alikelihood that the registration number willbe allocated to another vehicle?The short answer is again no, unless thenumber is transferable, and you as theregistered keeper want to transfer thenumber to another vehicle. Also thevehicle needs to have an MoT before anytransfer can take place.

On a related topic I was asked if it isnecessary to alert DVLA to a recentlyimported car before it is restored, MOT’dand ready to be allocated with aregistration. Again the short answer is no.An unregistered, but insured vehicle canbe driven to and from a pre-arranged MoTtest. When registering the importedvehicle, just take the paperwork (not thevehicle) into your local DVLA office.Included in that package would be eitherthe non-GB registration document, or theclub’s dating letter. It could well be thecase that DVLA may look at the non-GBregistration document and request adating certificate and after inspecting thedocuments, DVLA may wish to inspect thevehicle. Once again, because this is aprearranged DVLA inspection, it does notneed to be registered with DVLA for thejourney to and from the inspection.

FBHVC Report

22

The

Jampot

Online services at www.jampot.com

We in Bristol do ride out in the sticks a lot

but we were surprised to have a deer join

our Sunday run near Berkeley. It ran along

beside Geoff Fletcher’s bike for some dis-

tance and the theory was that it was really

a reindeer that had seen Geoff’s flowing

white moustache and was trying to liaise

with Father Christmas. The weather was

amazing for early January; what do you

call an Indian summer when it runs on into

winter? JA is in negotiations to buy a

Harris Matchless G80e/s from within the

club. As he likes to rev things a bit he

should get on well with the Rotax motor.

Electric start is becoming more popular,

with Pete Barraclough getting one fitted to

his Rapide. Terry Edmonds voted Vic’s

NSU as the nicest sounding single at

Keynsham until John Lewis arrived on his

500.

Cheshire and North Wales January’s

AGM was postponed due to a bad bout of

man flu striking down a good proportion of

the members, most notably Section

Treasurer Alan Thomas. It is now changed

to Wednesday 1st February. Despite the

aforementioned plague, gales and heavy

rain, the January meeting was well attend-

ed. Malcolm Weaver advised on two

events happening this year which may

interest the section, the first is the wel-

come news that the Langothlan Railway

Festival will be run again this April. A few

years ago the section put on a display of

machines and members had a very pleas-

ant stay of a week in their caravans at the

festival. We will learn about this in the

weeks to come. The second is the

Garlands Classic Motorcycle Club

International Rally, held in June in

Pembrokeshire. This is a new event, but

the itinerary looks impressive and the cost

reasonable. Again more will be learned

later. If you want more info come along to

the section meetings. Have a good month,

cheers J.T.

East Berks On 27th December fourteen

of us met with the Newbury section at

Pangbourne. Somehow peace prevailed

and eventually twenty four of us were led

by Malcolm Arnold on a lovely run along

the Vale of the White Horse and back to

Newbury for refreshments (i.e. beer). On

6th / 7th Jan the Exeter Trial took place.

Just to add to the challenge, Roger &

John entered on a Chinese outfit with

welded up suspension. OK until section 3

when JT and outfit have had enough, with

the bike electrics working sometimes and

the chair wanting to get closer to the bike.

Halt! Meanwhile Graham on a Serrow

finds out it’s the toughest trial yet and

Ralph’s borrowed Ariel 500 gets him into a

watery ditch sans snorkel. Help! Our AGM

was on the 16th – no changes, except at

the current rate of spend we’ll be bankrupt

by 2020. And welcome to Carl, our latest

recruit.

East London & Essex started the New

Year with a mid-week run on 4th Jan. Roy

led a total of seven bikes to Paper Mill

Lock, a picturesque boat mooring, on the

Chelmer Navigation. Needless to say with

Roy leading we were able to avail our-

selves of tea & bacon butties. Our forth-

coming events include the proposed

February mid-week run on the 15th, (vol-

unteer leader required) and our display at

Alexandra Palace on 24th – 26th. We are

looking for bikes to display on the club

stand which must be in place on the

Friday with collection on Sunday. As 2012

is our Diamond Jubilee, along with the

Queen, 1952 or earlier bikes would be

appreciated. Don’t forget to let Roy or

Dennis know of any possible venues or

club runs that you would like to do over

the coming months. Alan Jennings.

At the East Midland section leading up to

the Christmas break the excellent quiz

organised by John Hallam threw up a very

worthy and very surprised winner

–Charles Parker! Our buffet night at the

Odd House on December 21st was a rol-

licking success with Dave and Barbara

Coleman providing a sing a long, I believe

the Charity swear box was clanking quite

nicely after an enthusiastic rendition of

“Alice”. Phil Bannister’s Twixmas run on

the 29th was a bracing if slightly damp 60

miles canter round South Derbyshire, fin-

ishing up for lunch at a garden centre,

only casualty was Paul Bosworth who

grabbed a handful of front brake forgetting

he was on his Suzuki which has “slightly”

better brakes than his normal steed, after

locking up the front wheel down he went,

fortunately it was at a slow speed and the

only things dented was his pride and an

indicator! After January’s events, February

has a lot going for us with our annual din-

ner and prize giving, the section AGM,

Andy Smith’s frostbite run and an old

favourite resurrected, a charity auction of

donated low value items, this promises to

be a lot of fun! Matt Dillon

East Suffolk Full report on Section web-

site. Healthy turnout for Section AGM at

January clubnight assured democracy.

Albert and Richard dealt with business

briskly, brief reports from officers so

impressing members to clamour for their

re-election, especially after Treasurer

Peter announced a reduction in subs.

Long-standing runs Captain Dave, howev-

er, wished to stand down, so currently a

vacancy awaits a volunteer. Main topic of

discussion was crowding at the pub with

rising numbers. Therefore from February,

Section meets each second Monday with

more space at Waldringfield as above.

Fourth Monday natters continue at the

Turk’s Head. Cold Turkey Run, Section’s

after-Christmas jaunt was brisk 25-mile

canter led by Maurice to finish at

Hasketon and meet some non-riders and

family for a bite of lunch.

February 2012

East BerksMeet 1st & 3rd Monday

Burnham Cricket Club

Burnham, Berks.

Enquiries 0118 940 3081

www.amoc-eastberks.co.uk

BristolMeet 1st Tues

The Fox (PH),

Easter

Compton

Enquiries: John Allen

01454 319559

[email protected]

Cheshire &

North WalesMeet 1st Weds

Helsby S&S Club

Enquiries: J Turner

01516 775647

Sections

Edited by Reg Stubbs - deadline 16th of the month

East SuffolkMeet 2nd Monday

Waldringfield Golf Club

Waldringfiled, Woodbridge

R.Cove 01394 411345

www.ajsmatchlesseastsuffolk.co.uk

E. London & EssexMeet 2nd & 4th Thurs

at The SquadronNorth Weald Airfield

Enquiries 01245 423982

www.ajs-matchless.com/eastlondon/


Sections continued...

At their AGM East Yorkshire members

welcomed Treasurer Karen Mason, who

joins Bill and Colin on the Section

Committee. Karen volunteered, or was it

coerced, to replace double Jampot Trophy

winner Steve who has looked after our

finances for the past six years. Clubman

of the Year was presented to octogenarian

Borman Clark, a long standing member

who with wife Pat entertains the Section to

lunch at their home each year. The award

was presented at an informal event at

Seaways Cafe; Fridaythorpe in November

An embarrassed Chairman Bill received

the unluckiest rider of the year award at

our excellent annual lunch at the Bell

Hotel in December. This attracted 66

members and guests, the raffle raised

£121 for the Yorkshire Air Ambulance,

thanks go to Sandra Thompson for her

efforts. Thanks also to Mike Dickinson

who for the second year running has pro-

duced an impressive Section Calendar of

member’s bikes for our charity. A cheque

for £600 has been forwarded to the YAA,

which did not include these two most

recent fundraising efforts.

Apologies for no Fenrunners notes last

month – James & I were busy and forgot

the deadline. A new year is upon us and

once again Uncle Rex has made sterling

progress with his charity fundraising. This

was boosted by another £45 donated dur-

ing his customary New Year beard trim-

ming. Neville had a disturbing tale about

low life burglars who had broken into his

garage and stolen three crash helmets.

Luckily his bikes were untouched but

we’ve heard of another break-in in the

fens where the owner of a BSA was not so

fortunate so please be vigilant and make it

as difficult as possible for these scum to

make off with your pride and joy. Next

month we’ll have the winter quiz on gener-

al transport and Cambridgeshire history

and the events timetable should be just

about ready but we still need some ideas

or volunteers to organise some run outs.

HOE had the most marvellous Christmas.

Our pre-Christmas meal was deemed a

great success. We met at Jack’s Hill cafe

on a chilly morning; Barry led eighteen of

us on a picturesque (and freezing!) run to

our local, The White Horse. Angie and

Dave, our hosts, put on a fantastic spread

with everything a man could ask for

(although Conway will ALWAYS ask for

more). We all left much warmer and con-

siderably fuller. The next meeting was ‘bits

in a bag’ and for a change John B. didn’t

win. Jon Martin took that honour. Dave

brought some mystifying bits along; full

marks go to Vicky and Louise for their bits.

Oh er Mrs.! Bob’s ‘Bakelite Music Quiz’?

Fantastic! COMING UP; 9/2/2012 ~ Dark

Traders Night. 23/2/2012 ~ Conway’s

‘Where am I’ quiz. 25th February, our

famous Annual Dinner. New faces guaran-

teed. Come, join us! for more details.

Steve Rogers

NO HAMPSHIRE NOTES THIS MONTH

KENT held their AGM on 16th Jan and

most of the committee agreed to stand

again but secretary for some years Ian

Fraser had already said he would not be

continuing and stood down. The Chairman

requested volunteers for the vacant post

but no one came forward and the meeting

ended without a new Secretary. A bracing

walk in the country followed by lunch at

the White Rock rounded off the old year

and was led by Roger Norman. 12 came

on the walk but 24 sat down to lunch, is

there something to learn here?

Preparations for the International Rally are

now intensifying with a rehearsal of one of

the runs on Wed 4th led by Rob

Mannering, more are to follow as it’s

essential for as many members as possi-

ble to be familiar with the chosen routes.

Our annual dinner will be held on Sat 25th

Feb and it’s important to book your places

with Mavis Hawkins call her on 0208 309

5918.

NO NEWBURY NOTES THIS MONTH

North West January’s club night was well

attended by twenty three members but no

bikes as the weather had been so poor.

Richard brought his equipment that

enabled us to show some DVD’s. Peter

brought a DVD of the run to the War

Graves over in Belgium and France. He

had made a good job of editing the DVD

and everybody seemed to enjoy it. Now is

the time to be thinking of planning and

leading a run either for a night time or a

weekend run for this year, if you haven’t

led a run, maybe you have a good idea for

one! Our next meeting is the annual gen-

eral meeting when we usually get a good

turn out.

Oxford November club run was also

rescheduled but this time the weather was

fairly typical for time of year. Fog lingered

until after the coffee stop and by then

everyone was going home. Worth a run

out though. Steve Wilson, author of ‘’Short

Way Up’’ paid us a visit for our temporally

re-located club night in November. The

room above the Red Lion bar was cosy

and warm unlike our usual and Steve

entertained with tales of his travels on

Africa. The locals are still probably talking

about the eccentric British guy riding an

old motorcycle around their countryside.

He survived to tell the tale though.

January club night was busy. Not only did

the section AGM take place, there was a

progress report by John on organisation of

the Alternative Rally. This included dis-

cussion of the rally badge design, which is

looking good. John also had time for

some digital photos on his projector. A

nice reminder of warmer times.

NO POACHERS NOTES THIS MONTH

Surrey We wish members and readers a

happy and safe New Year of riding Our

PoachersMeet 2nd & 4th

TuesdayThe Red Lion (PH)Spilsby. Enquiries:

[email protected]

OxfordMeet 2nd Thursday

Red Lion (PH)EynshamEnquiries

01869 [email protected]

North WestMeet 1st WednesdayBowling Green PubChannock Richard

Enquiries 0161 643 4957

[email protected]

Newbury & DistrictMeet 1st & 3rd

Tuesday

Fox & Hounds (PH)

Peasmore. Enquiries:

0118 9712828

Surrey Section1st & 3rd Thursday

Fowley ArmsClaygate, KT10 0LZ

Enquiries 01833625733

[email protected]


HampshireMeet 1st & 3rd ThursWest Meon Hut (PH)

West MeonEnquiries

023 9259 [email protected]

KentMeet 1st & 3rd Monday

The Castle Hotel

Eynsford

Enquiries:

0208 2491208

East Yorkshire1st Wednesday

The Bell Hotel,

Market Pl. Driffield

C.Frow 01482 876163

FenrunnersMeet 2nd Monday

Girton Social Club

Girton

R.Hobbs 01480 381644

24

The

Jampot

Online services at www.jampot.com February 2012

VMCC 64th Banbury RunTM

Motor Heritage Centre, Gaydon, Warwickshire, Sunday 17th June 2012

www.banbury-run.co.uksee website for all details

venue at the Foley Arms in Claygate has

been terminated so will those members

with access to the Club’s internet website

please check it for news of future meeting

venues. Both the Boxing Day run to Little

London and the New Year’s day run to

meet up with Sussex Section were led by

Jim Allen and attracted few riders although

the weather was as improvement on last

year. Robin Gregory organised the Bits in

the Bag quiz which was run, after a tie

break, by Harvey who correctly identified

the bike badge from the BSA club, he

must have bionic eyesight! The annual

Awards Night held on the 19th January

was held at a temporary venue, The Ewe

at Weston Green near Esher. More next

month. We would like more members to

support the efforts of the committee, new

members can be assured of a warm wel-

come to our august body, A very important

future event is the section’s annual dinner

to be held on Saturday 3rd of March at the

King William IV, West Horsley, names to

Luky or Martin Flint. Other events for your

diary are a DVD show on February 2nd

and a quiz on March 1st. Hopefully by then

we shall have a new meeting place. John

Telfer

Sussex On Jan 1st the drizzle didn’t deter

the hardy riders who met at The Blue

Ship, torrential rain gave them a very wet

ride home. P11 Peter’s G80CS restoration

is delayed whilst he re-secures his kitchen

units after torqueing the crankpin nuts to

190ft/lb. Malcolm’s rebuilding the 500 sin-

gle which he lent to Hants Ian after Ian’s

1958 Model 30 outfit broke its crankshaft

en route to the Alternative Rally, then the

borrowed 500 seized on the Dartford

Crossing whilst Ian was returning from the

rally. Malcolm also has to rebuild his seri-

ously damaged 650 CSR after being rear-

ended on a roundabout by a SMIDSY 10

minutes after seeing Ian and the 500

recovered. Hi-vis jacketed Malcolm was

not badly injured, enabling him to comfort

the distraught lady car driver at the road-

side. Smokeless Steve has swapped the

Commando lump for the Atlas engine in

his G15 for the fifth time whilst he makes

yet another attempt to cure various head

gasket and piston ring problems. 28

appreciated the excellent Christmas din-

ner at The Thatch with the traditional

crackers, paper hats, and the brief glimpse

of P11 Peter’s NOS five pound note. A

dozen gathered at Peter and Pippa

Jackson’s for mince pies before the

Boxing Day run to The Plough at

Plumpton

NO SCOTTISH NOTES THIS MONTH

NO WARWICK NOTES THIS MONTH

WarwickshireMeet 2nd MondayThe Tiltyard (PH)

Leyes Lane, KenilworthEnquiries 01788

[email protected]

ScotlandMeet 2nd Monday

The Hawes InnS.Queensferry,

EdinburghEnquire 01738 639582

Scottish

[email protected]

SussexMeet 2nd WednesdayThe Thatched Inn (PH)

Ockley Lane, Keymer

Enquire: 01903 [email protected]

Sections continued...

Invitation from:

ALT

ERNATIVE RALLY 20125-7th October 2012

Brightspark Magnetos Ltd is proud to announce the BRIGHTSPARK EASYCAP

A great invention for anyone who's happy to play with a magneto, but hates the archaeological excavation involved in condenser replacement as much as we do.

Fitting next to the points, and routinely replaceable in 5 minutes just like a car's, the EasyCap is a surface-mounted, multi-layer ceramic capacitor of very high specification mounted on a specially made circuit board, and represents an important breakthrough for those who maintain their ignition systems themselves.

Designed for rotating coil magnetos, EasyCaps require the disabling or removal of the condenser that is in the armature. Brightspark Magnetos offer the few special tools needed on loan (or free drawings to make them) and extremely detailed step-by-step photographic and text instructions at www.brightsparkmagnetos.com where all is revealed and more.

If this strikes a chord, please contact us via our website. We are there to try to help. The site also contains a broad array of relevant and useful practical help for all magneto owners.

EasyCaps are available immediately for K series Lucas instruments, clock- and anti-clockwise, and MO1 and MN2 magdynos. Prices are from £13.

Brightspark Magnetos Ltd – “Demystification and Simplification”


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Wot’s On? 2012

2 Hampshire - AGM The West Meon 20:00

2 Surrey - DVD Show

5 Kent - Rochester Run, 10:30 The Friars, Aylesford

5 Hampshire - Sunday Run 10:30 Hambrook Common

5 Oxford - Andrew Greenwood Classic Motorcycle Show, Newbury Racecourse

12 Oxford - Club Run. BP Petrol Sation 10:00 TBA

19 Poachers - Trial, Wickenby Airfield. 10:30

19 Yorkshire - Sunday Run

18/19 HQ - Bristol Classic. Bath & West Showground, Shepton Mallet

20 Sussex - The Frosbite Run. The Thatched Inn, Keymer. 10;30

22 Kent - Rochester Run, The Friars, Aylesford 10:30

23 Heart of England - Where Was This. A Quiz by Conway. White Horse

25 East Suffolk - Saturday. Pub Lunch, The Plough, Sutton. 12:30

25/26 HQ - London Classic. Alexandra Palace

26 Poachers - Winter Run, Hagworthingham. 11:30

26 West Country Riders - 11:00 Piers Cafe, Otterham, A39, Cornwall

28 Kent - Club walk TBA

1 Surrey - Club Night. Quiz

3 Hampshire - VMCC Autojumble. Bath & West Showground

4 Heart of England - The Log Fire Run, Jacks Hill Cafe. Leave at 11:00

East Suffolk - Evening Runs.19:30 Wednesdays, April to September. Spencer’s Garage, Martlesham.

Herts - Sunday Runs most weekends, for details contact Rob 01279-792329

Yorkshire – Informal runs every Saturday 01132843534 to check

Westward Ho! 30/31st March 1st April 2012 Doug Mitchell. email [email protected] 01932 347335

AMC Day Ace Cafe, North Circular, London, Sunday 24th June

International

2012 25-28 May England. Details, inc. booking forms,

now on club website.

2013 17-20 May NB Portugal Cancelled - New Location TBA

2014 6 - 9 June Germany

2015 22 – 25 May Denmark

Jampot

2012 24-27 August Kelso, Roxburghshire (Scottish Section)

2013 23-26 August East Berks Section

Alternative

2012 5 - 7 October Oxford

2013 October TBA Heart Of England

FEBRUARY

MARCH

Dates for your Diaries

AJS & Matchless Owners Club Rallies

We would like to include all shows in which the

AJS & Matchless Owners Club is represented,

Please keep us all updated throughout the year.

Compiled by: John Lewis, 116A Beech Road, Horsham, West Sussex, RH12 4TX, Tel: 01403-261976, Email: [email protected] Deadline 18th of the month.

THE 2012 WESTWARD HO! RELIABILITY RUN

Coming to a West Country lane near you soon,

A journey of epic proportions,

A rider driven by the allure of a well-deserved breakfast,

A route mapped out with sacred directions,

A road illuminated by Uncle Joe’s finest,

A journey of folk law and legend,

The 2012 Westward Ho!

Will you be able to say “I was there”?


28

The

Jampot

The AJS&MOC Ltd does not make any representation as to the accuracy or suitability of any of the information contained in third party advertisementsnor does it accept any responsibility or liability for the conduct or content of those advertisements and the offerings made by any third parties.

Member’s Mart & Classified Advertisements

1956 Matchless G3LS.This bike has been

in an attic for the last 27 years and is a

first class restoration project. The tin work

is in very good condition and needs only a

strip and paint to be as new.

Photos can be provided to show condition,

this bike is stripped down in boxes and

99% complete. Offers. Tel: Stuart 01856

741303 or 07761 646443

[email protected]

1965 AJS 250 14 CSR good running

order, paint and chrome in average condi-

tion, not used for several years but can

have MOT & service for additional £200 if

required - photos can be mailed on

request. £1100. Location Devon. Phone

01647 440806 - 07904246824 or email

[email protected]

1952 AJS Model 18 CS. In Black.

Excellent condition, very nice rebuild, 500

cc pre-unit engine AMC gearbox. Currently

SORN but will MOT and tax for buyer.

£4,750 o.n.o. Phone John on 020 8546

3571 or 07810 832 318 (mobile) or email

on [email protected] (Surrey)

Matchless Enduro G85CS Engine rebuilt

from a 1964 G3C with new parts!: G50

piston and conrod (550cc) and all internals

- Competition Magneto - AMAL Concentric

carb, Original Trial G3C Gearbox, Wheels

completely new, Alloy conical hubs with

new internal fittings, alloys rims, new tyres

- Front forks rebuilt, alloy petrol tank (ISDT

Model) £6000 - French registration docu-

ments - Photos on request - Contact Jean-

Paul (France) 00 33 3 80 37 47 23 or

[email protected]

1963 AJS Model 16. In Black. Good condi-

tion. £830. Phone Jorge on 00351

929143683 or email on

[email protected] Buyer

must pick up or arrange transportation.

(Portugal)

Currently fitted to a 1953 AJS 18S on a

Watsonian braked sidecar frame is my

'BRIGGS' Swift 2 child/adult sidecar body.

The body is for sale in very good condi-

tion. It is well built and heavy in black

gloss and aluminium trimming. Buyer col-

lects, photo sent if wanted. NOTE only the

Briggs body is for sale, not the AJS or s/c

frame! Neil Cairns £375

[email protected]

A pair of Camshafts for race, trim-cams for

better performance/upgrade, with its 4 fol-

lowers. To suite a twin AJS/Matchless 600

cc. Very little used, ready to serve again.

Can e-mail jpg´s. Loobs standard width

but +1,3 mm higher lift and larger curved.

Open for offer, cost £300 GBP. Post on

buyers cost! Questions? Phone

+46706304725, Sweden or email

e-mail [email protected]

For sale - Alternator Twin alloy chain case

£60. Post '56 swinging arm £35, pre-57

single flywheel assbly big end required

£40, '53' 350 cylinder head, bare £40, rear

brake pedal '53 £25, 19 rear wheel WM2

rim (believed high tensile) lightened, scal-

loped Alloy hub scruffy £50. Tel: Peter

01245 353297

Competition parts: oil tank complete for

heavyweights WW11 -1956 with sloping

seat tube, original paint, Alloy screw filler

£100. Armours Exhaust pipe: for 350s

Upswept, with silencer, unused, still

wrapped £75. Crankcase: drivers side

only, 1951 AJS 350 number 51 16M 1177

C £25. All p/p extra. Tel: Mike 01229

463694 or 007799 683108 (S.Cumbria)

Wanted - either a complete 500 single

engine or preferably a 500 barrel, piston

and head in sound condition. I love my G3

but would like a bit more grunt. Tel: Peter

01225 763567 or [email protected](West Wilts area)

Wanted Lucas N1 or NC1 magneto.Anything considered even ones that needrewinding. Tel: Ken 07833 110170 or e-mail [email protected]

Wanted - for 1959 G80S, crank assy, bot-tom end or complete engine. Needs to bealloy chaincase alternator model. Otherparts also wanted, mail me what you haveplease. Tel: Trev 0770 434 1546 or [email protected]

Wanted - any literature or info on my 1925Model L5 (500cc) Matchless or even the350cc version. Tel: John 07786 132206 ore-mail [email protected]

Wanted - set of WD Cams for MatchlessG3. Please call 07833 110170

Wanted - Rear Wheel Hub for 1958 QD,Pt No. 023067 Jens Jacobs E-Mail: [email protected]

Wanted - urgently, either new or good sec-ond hand inlet camshaft for 1956 G11 600twin please phone Robin 01329 833579 ore-mail [email protected]

Wanted - for 1965 AJS 31 CSR Petroltank, Diamond badged, Amal monobloc389/92 Carburettor. Tel: David 01946810901 or e-mail [email protected](Cumbria)

Wanted - pair of AJS tank badges as fittedto the 1953/54 machines. These are 2 1/8inches in diameter as opposed to the 23/8 inch ones fitted from 1955 -1960. Ionly need one but would be happy to buya pair. Please contact Ernie Merryweatheron 01933 622729 or e-mail [email protected]

Wanted - Battery carrier for a 1955 AJS18S. Phone Steve on 01159500514 orMobile 07947895990. or email [email protected] (Nottinghamshire)

Wanted - a good pair of conrods for myMatchless G9 500 Twin project. Pleaseemail or ring with what you have. Tel:Adam 07899 [email protected]

Wanted - Rear frame loop cradle for a1958 AJS M16 or Matchless G3. I have anearlier rear frame loop if anyone is inter-ested. Call William on 01324-717467 or e-mail [email protected] (Falkirk)

AMC Twin wanted by member. Must beTaxed, MoT’d and proven. I want to use itfor the 'Westward Ho' Trial in March.Prefer a 600 but a 650 or 500 would beconsidered. Your price paid for the rightbike especially if it’s close to home (WestWiltshire). Tel: Peter 01225 763567 (anytime) or ideally [email protected] some pictures.

Wanted - a competition style petrol tank,steel or alloy for duplex framed heavy-weight. Also either a pair of fork sliderswith two lower stay lugs, or even one slid-er would help. Tel: Lyn 01495 303728 ore-mail [email protected]

Wanted - AJS or Matchless short stroke,either 350 or 500 considered. Complete,original and unrestored prefered as fundsare not unlimited! Could consider a swapfor my nicely restored 1957 AJS Model 18in fine condition, T&T. Prefer email contactwith couple of pics in first instance.Apologies if anyone has tried to contactme but the email address was printedincorrectly. (er...no email address givenwith this advert. It’s either [email protected] or chrissharrattc@freeserve co.uk as youentered in your adverts last month. CR)

Wanted - pre-'53 front frame. Tel: Peter01245-353297

Motor Cycles For Sale

Please send all advertising material to Rob Swift (seefront inside cover for address details). Private membersadverts of up to 50 words maximum, will be free ofcharge if (1) It’s a private advert (i.e. not trade) (2) Youare a member of the club and can quote your member-ship number? (3) The advert contains bikes and/orspares that are of the marque? If you cannot satisfythese conditions, you must include a cheque for £2 if youare a club member or £5 if not a member.

TRADE ADVERTSCOSTS per issue1/8 pg £20 +VAT1/4 pg £40 +VAT1/2 pg £75 +VAT

Full pg £130 +VATLineage Only (Max 50words) £5 +VATDiscount - 12 for costof 11 (pay in advance)

TERMS - Strictly PAYMENT WITH ORDERPro-Forma Invoice available on request

Cheques for all chargeable adverts should be made00sons of YOUR security, we do not normally print sur-names or addresses at the end of private adverts.

The deadline for inclusion in the followingmonth’s Jampot is the 20th day of the month

Parts For Sale

Wanted

29The AJS&MOC Ltd does not make any representation as to the accuracy or suitability of any of the information contained in third party advertisementsnor does it accept any responsibility or liability for the conduct or content of those advertisements and the offerings made by any third parties.

WIRING HARNESSES MADE TO ORDER;Standard or modified to suit your bike. 12volt conversions supplied. Most British bikescatered for. COLIN FARRINGTON2 Frettenham Road, Horsted, Norwich,NR12 7LB Ph: 01603 737702Mob: 07717 173575

B & B In Somme Battlefield, France. Run byAMOC Members. Great motorcycle country.Locked garage for bikes. Single B & B 37Euros, double B & B 49 Euros per night.Evening meals (French home cooking) andpersonally guided battlefield tours onrequest. Sylvie and Mike Byott. Phone/fax(33) 322 851371 or [email protected]

Reproduction GB Tax Discs Add the fin-ishing touch to your bike! 1921-1987 avail-able. Correct design and colour for the year.Indistinguishable from original. Two identicaldiscs for only £8 inc.post or £12 with stampchanged to individual reg. office. I send onapproval with invoice - changes done FOC.Website www.poplargreg.com or [email protected] (01432) 353963

STAINLESS steel lever type hairpin valvespring compression tool £7. Double endedwheel bearing adjuster ring ‘C’ spanner£5.50. Lucas face cam and pre ‘38 ring camtype points covers (polished) £9 each. Pricesinclude P&P. Contact Derek Thom, 32Barncroft, Norton Cross, Runcorn, WA7 6RJ.Tel: 01928 791464 (evenings, mid week)

ANTISUMPING TAP fitted with ignition cut-out switch for AMC singles and twins.Further details from A.W. Dove, 322 SkipLane, Walsall, WS5 3RA. Phone 01922623571 [email protected]

KICKSTART CLASSIC MOTORCYCLESSpeciaist in AJS & Matchless Motorcycles.Services, repairs, rebuilds. Singles andTwins. Gearboxes, wheels, cycleparts.Collection and delivery service available forbikes.Callers by appointment only. Anyqueries pease ring.Neil Fulcher, FriestonLane Farmhouse, Frieston,Grantham. Lincs,NG32 3HF 01400 272853 (answerphone)Mobile 07873249188 [email protected]

JAMPOT RECONDITIONING £75 + parts.Parts consist of top bushes, oil seals, wash-ers, bottom & top rubber bushes (costaround £55). All other parts extra. Postage£15 with insurance. Send cheque for £75and I’ll take them apart and give you a quote.Turn around 14 days approx. N A Lynn. 30Malvern Close Newmarket. Suffolk. CB88BP. Tel: 01638 665855 or [email protected]

Is your tin chaincase leaking? I have thecure, a heat and oil resistant neoprene seal.Please send cheque for £10 toG.Buckingham - price includes P&P.G.W.Buckingham, 152 Blue Boar Lane,Sprowston, Norwich, NR7 8RY You canphone Geoff on 01603 429674.

D.A.D RESTORATION, Mechanical Repairsincluding Engines, Gearboxes, Frame Partsand Tinware. MoT’s arranged. High qualitypolishing of alloy components. All at reason-able rates. Club member for 30 years withcomprehensive experience in motorcyclerestoration. Contact David Dockerill, 6 WhiteCaville, Haverhill, Suffolk, CB9 9QG. 01440702845 or e-mail [email protected] Jun11

NORMANDY France. Bed & breakfastaccommodation. Double bedroom with twosingles and one double bed. A bed settee inthe lounge area, bathroom with shower. Teaand coffee facilities,TV/DVD. Secure garage,£15.00 p.p.p.n. AMOC member. Forbrochure telephone 0033233695762,Mobile 07969031073 or [email protected] 11/12

PAINTWORK & LINING, petrol tank repairsand restoration, I can quote on individualitems or job lots, contact Glenn on 07904244567 or email [email protected] feel free to check out web sitewww.gddesign.co.uk. Local collection and delivery, Welford,Northants

WORKSHOP 14 - We offer sympatheticrepairs to your motorcycle. Frame repairs,welding, brazing, cycle parts, engine andgearbox rebuilds, electrical repairs, blastingand paint service. For good old fashionedservice call John Bolton 07802 740672 orMick Clarke 07910 179784Mar11

STUART TONGE, race engine preparation.Specialising in AMC Singles and ManxNortons. Cylinder head porting and flowing,exhaust pipes, meggas and mufflers. Fullrace preparation and dyno testing. NEW G85engines in 2010! Phone Stuart on 01767650503 or email [email protected] 11

Services & Trade


Swedish sales brochure

image from 1958

The

Jampot

Online services at www.jampot.com

ACME STAINLESS Ltd For a free price list please

send SAE to:

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Or for enquiries please

phone or fax

01526 861991

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In-house manufacturers of

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and specials for your AJS

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looking authentic and rust

free.

30

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CARE AND ATTENTION DESERVES CARE AND ATTENTION. WHICHEVER WAY YOU LOOK AT IT.

Opening hours in the UK: Mon-Fri 8am-8pm, Sat 9am-5pm, Sun 10am-4pm. *Subject to satisfying underwriting conditions.

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carolenash.com 0800 954 0140

February 2012


BRISTOL The Fox, Easter Compton. 1st Tues. John Allen, 28 Grace Close, Chipping Sodbury, Bristol BS37 6NS. 01454 319559 [email protected] Bay Horse Inn, West Woodburn, 1st Weds, Ian Ives, 11 St John’s Terrace, Dipton, DH9 9DT, 01207 571909 [email protected] & Nth WALES Helsby Sports & Soc. Club, Chester Rd, Helsby, 1st Weds. John Turner, 85 Rosslyn Drive, Moreton, CH46 0SX. [email protected] Carriers Arms, Watlington, S.Oxon, OX49 5AD. 19:45 1st Weds. Eamonn Townsend, 45 Greenwood Meadow, Chinnor, Oxon, OX9 4JH, 01844 351480DORSET & WESSEX Meeting informally on the 2nd Wednesday of the month at Wimbourne FC. Contact Phillip Chick 01202 693333 for details.EAST BERKSHIRE Burnham Cricket Club, Taplow Common Road, Burnham. 1st & 3rd Mondays. Contact David Younger, Durnore, Blakes Lane, Hare Hatch, Twyford,Berks, RG10 9TA, 0118 940 3081 [email protected] LONDON & ESSEX The Squadron North Weald Airfield, Epping, Essex. 2nd & 4th Thursdays, 8pm. Roy Bellett, Rose Cottage. Frog Lane, Kelvedon Hatch,Brentwood, Essex, CM15 0JJ. Ph: 01245 423982 g15.mk2@btinternet,com Evenings: Dennis Fox Ph: 0208 554 7608EAST MIDLANDS The Odd House, Snarestone, DE12 7DQ Fortnightly Weds. John Renwick, 32 The Belfry, Stretton, Burton-on-Trent, Staffordshire, DE13 0XS, Ph:01283 541880, [email protected] SUFFOLK Waldringfield Golf Club, Waldrinfield, Woodbridge, IP13 6JG. 2nd Mon. Richard Cove, Sheenhurst, Alderton Road, Hollesley, Woodbridge, IP12 3RH Tel: 01394 411345 [email protected]

EAST YORKSHIRE The Bell Hotel, Market Place, Driffield, 1st Weds @ 8 pm. Colin Frow, 19 White Gap Rd, Little Weighton, Cottingham, E.Yorks, HU20 3XB, Ph: 01482876163 [email protected] Informal Section at present. Alan Smith Ph: 01392 430485 [email protected] Girton Social Club, Girton, 2nd Mon. Richard Hobbs, Huntingdon. Ph: 01480 381644 or 07811 803377. [email protected] The West Meon (Hut). 1st & 3rd Thurs. Ray Farmer, 16 Victory Avenue, Horndean, Hants., PO8 9PH. Ph: 023 9259 3116 [email protected] OF ENGLAND The White Horse, Husborne Crawley, Near Milton Keynes. 2nd & 4th Thurs. Steve Rogers. tel: 01525 853355 [email protected]/heartofenglandHERTFORDSHIRE The Goat, Hertford Heath, 1st Thursday. Rob Harknett, 1 Parkfields, Roydon, Harlow, Essex, Tel: 01279 792329.ISLE Of MAN The Sulby Hotel, Main Road, Sulby. 3rd Weds from 19:30. John Cross, 44 Slieau Curn Park, Kirk Michael, I.O.M. IM6 1EM Tel: 01624 878469JURASSICS Fox & Hounds PH, Cattistock (Nr Maiden Newton, Dorset) Ph: 01300 320444. Last Weds. Chris Lucking 01305 773524 [email protected] The Castle Hotel, Eynsford. 1st & 3rd Mondays, 8.30pm. Ian Fraser, 3 Downs Hill, Beckenham, Kent, BR3 5HA Tel: 0208-2491208 [email protected] & DISTRICT Fox & Hounds, Peasmore. 1st and 3rd Tuesday of the month. Contact Malcolm Arnold, Meadow View Cottage, Beenham Village, Berks RG7 5NX. 0118 971 2828.NORTHUMBERLAND 3rd Weds, Robin Hood, Harlow Hill on B6318. NORFOLK The Griffin, Yarmouth Road,Thorpe, Norwich. Last Thurs. Phil Weller, 3 St. Martins Gdns, New Beckenham, Norwich, NN16 2AX. Tel: 01953 860455 [email protected] DEVON Contact: Doug Almond, 50 Pixie Dell, Braunton, N.Devon, EX33 1DP Tel: 01271 816941 [email protected] ESSEX The Alma, School Road, Copford Green, Copford, Colchester, CO6 1BZ. 1st Wednesday. Contact John Lay, 14 Laxtons Sweet Briar Close, Leavenheath, Colchester, CO6 4NP, Ph: 01206 263912 [email protected] STAFFORDSHIRE Quarterly by arrangement, Ian Massey, 8 High Street, Woodlane, Stoke-on-Trent, ST7 8PB. Ph: 01782 721740NORTH WEST The Bowling Green, Charnock Richards on A49. 1st Wed., after 8 pm. Jim Kenyon, 1A Hall Drive, Middleton, Manchester. Tel: 0161 643 [email protected] IRELAND No contact at present.

NOTTS & DERBY The Gate Inn, Awsworth. 2nd & 4th Thurs. Ken Odlin, 1 Byron Crescent, Awsworth, Notts. Tel: 0115 932 2366 [email protected]

OXFORD Red Lion PH, Eynsham (West of Oxford) 2nd Thurs. Contact Bill Beavis Ph: 01869 248322 [email protected]

POACHERS (LINCS) The Red Lion, Spilsby. 2nd & 4th Tues. John Hattersley, Watery Lane, Goulceby, Louth, LN11 9UR. Ph: 01507 343562 [email protected]

PRE-WAR & WD Not ActiveQUANTOCKS Not ActiveSCOTLAND The Hawes Inn, South Queensferry, Edinburgh. 2nd Mon. Dennis Jackson, 14 Mavisbank Gdns., Perth, PH1 1HY. Ph: 01738 [email protected]

SOUTH KENT The Chequers P.H., Stone Street, Kent. Nr Petham on B2068. 3rd Monday from 19:30. John Michael, 01227 793212. [email protected]

SURREY The Foley Arms, Claygate, KT10 0LZ. 1st & 3rd Thurs, 20:00. Charles Bainbridge, 20 Landscape Road, Warlington, Surrey, CR6 9JB. 01883 [email protected]

SUSSEX The Thatched Inn, Ockley Lane, Keymer, West Sussex. 2nd Weds. Neville Bolding. Hon.Sec. 19 Western Rd., Hurstpierpoint, West Sussex, BN6 9TA, 01273831933 [email protected]

WARWICKSHIRE The Tiltyard, Leyes Lane, Kenilworth, 2nd Monday. Andrew Ross, 21 Hoods Way, Rugby, Warwicks., CV22 7EU, Ph: 01788 815448,[email protected]

WEST MIDLANDS Old Halesonians Rugby Club, Wassell Grove, Wollescote 1st & 3rd Tuesday. Colin Tolley, 01299 271220, [email protected]

WEST LONDON John Bradford, 4 Bury Avenue, Hayes, Middx., UB4 8LF. Tel: 0208 841 5745.WEY VALLEY Four Horseshoes PH, Long Sutton, Nr Odiham, Hants. 1st & 3rd Tues of the month. David Chatley, 140 Ship Lane, Farnborough, Hants., GU14 8BJ, 01252543599 [email protected]

WORCESTER Contact: Roger Jenner, Grove Cottage, Walterstone, Herefordshire, HR2 0DT. Ph: 01873 890467, [email protected]

YORKSHIRE Gildersome Conservative Club, Street Lane, Gildersome, Morley, Leeds, LS27 7HX. 2nd Tuesday. David Pegden, 21 Hill Top Lane, West Ardsley, Wakefield,WF3 1HT, 01132 538601 [email protected]

ARGENTINA MM Fissore, Ruperto Godoy 3839, 3000 Santa Fe, Argentina.AUSTRALIA David Baker. Ph: 61 3 9786 4063 [email protected] (www.downunderjampot.com)BELGIUM Andrew Meynckens, Neerhoevelaan 96, B 2640 Mortsel, Belgium. Tel: (32) 34 40 11 27CANADA Mike Partridge, 33988 Denfield Road, RR2, Lucan, Ontario, N0M 2J0, Canada. Ph:(519)227-4923 Fax:(519)227-4720 [email protected] C Constantinou, Alasias 21, Limassol, Cyprus.DENMARK P Hansen, Flintevej 22, Fensmark, 4684 Holmegaard, Denmark. [email protected] Jean Paul Altayrac, 4 Rue de Labergement, 21130 Auxonne, France. (33) 3 80 37 47 23GERMANY Otto Werle, Tulpenweg 13, 74229 Oedheim. Ph: +49 (0)7136 20525 [email protected] Harrie van Ewijk. Dries 63 6561 VR Groesbeek, Netherlands. +31 (0)24-3787934ITALY Sandro Capra, Corsodi Porta Nuova No 15, 20121 Milano. Ph. 00 39 2 659 2112. Fax 00 39 2 539 2369. Registro Storico Itlaliano. Sergio Gavoni, Via F. DeLemene 6, Milano. Ph. 02 38008073, Mob: 335-5621702. [email protected] (www.ajsmatchlessclubitalia.it)MALTA Albert Pisani, 54 High View, Triq-il-Vittmi tal Gwerra, Birkirkara, BKR 4272 Malta. Ph: +356 9947 7196, Fx: +356 31 492 454 [email protected] ZEALAND (S) Gordon Alexander, Whites Road, Ohoka, RD2, Kaiapoi. Ph (00643) 312 6458 [email protected]

(N) Marty Hewlett, 51 Killen Rd., R D 2, Katikati. Ph/Fax 00647 5490931 [email protected] AMERICA John Diederich 118 Pointe Harbour Lane, Mooresville, NC 28117-3511 Ph: (704) 663-2555 [email protected] JT Jensen, Fjellstua, N-1796 Kornsjo, Norway.SOUTH AFRICA Gary Reabow, PO Box 1414, 3650 Hillcrest, Kwa Zulu Natal. South Africa. Ph. +27 31 7655463, Fax +27 31 7655119 [email protected] Lennart Andersson, Backvägen 5, S-18641, Vallentuna, Sweden. Ph. (46) 8 511 77751, fax 8 511 76608. [email protected] John Arpel. Sennhuttenstr 17, CH-8810 Horgen, Switzerland. Mobile +41 79 340 0294 Fax: +41 44 355 3098 [email protected]

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017031S Rigid Rear

Chain Stainless

Adjusting Bolt

(Old Pt. No: 41-G3L-

50788 Type SSU700

Headlamp Complete

With Switch Panel,

Switch, Ammeter and

Bulbs EACH £52.00

All Prices plus P&P & VAT

Every penny of

profit from the sale of

motorcycles by

Kettering Classic Motorcycles

is made available to the Club’s

Spares Scheme for the

development and

manufacture of new parts for

the

AJS & Matchless

marques.

Preserve the future of the marque - let Kettering Classic Motorcycles buy or sell your bike

Call today on 01536 511532 or go to www.kettering-classics.com

(2) 1960 Matchless G5 350cc Lightweight. Nice clean bike. New rims, good paint £1,995

1958 Royal Enfield 150 Two Stroke. Lovely paintwork £1,200 SOLD

1989 BMW K75. Full Service History £1,400 SOLD

(27) 1955 BSA C11G. Pretty little bike £1,200

(29) 1959 Matchless G12. Red & white. Good original bike. Great engine. Goes well £3,500.

(17) 2006 Royal Enfield Electra X. Lean burn engine. Only 1700 miles. As new £2,700

(9) 1957 Matchless G3 Special. You ain’t seen anything like this. Really must be seen. Ring for details £3,995 (see picture)

(31) 1956 Matchless G80. Lots of money spent on this bike £2,900

(1) 1961 AJS Model 8 350cc. Recent Rebuild £1,995

(6) 1972 Triumph Trident T150V. Superb. Must be seen £5,999

(10) 1958 James Captain 197cc. Very well restored. Large history file £1,800

(13) 1964 AJS Model 14 with CSR engine. Project £650 ono

(8) 1980 Honda CX500. Runs very well. Possible future classic £1,100

(11) 1964 Matchless G12. Completely original. Last owner 24 years £3,100

(25) 1959 BSA Bantam 175cc. MOT’d. Runs well £595

1946 Norton 16H 500 Side Valve. Superb. Must be seen £4,600 SOLD

Watch website for more details or ring Chris on 01536 511532

AJS & Matchless Owners ClubP r e s e r v i n g t h e f u t u r e o f t h e m a r q u e

The AJS & Matchless Owners Clubwould like to sell your AJS or Matchless single or twin or other classic motorcycle on

commission, or buy it for CASH. You don’t need to advertise, you’ll not have tyre kickers wasting your time,

you’ll not be suspicious of dodgy cheques and you’ll not be scammed by unscrupulous web buyers.

Buy or sell a bike of the marque or

other classic motorcycle through the

Club’s dedicated sales outlet

Kettering Classic Motorcycles

jj ##’’ issue 715 · issue 715 eb ruay 2012 uk £2 where sold jj ##""’’ 2...

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