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

Volume 29. No 5. May 2015.

CHAIRMAN’S MESSAGE:

Our Century Run was held in the Cradle of Humankind on a cool autumn morning of 19th April. Rob Pattison-Emms almost finished his fingernails worrying about weather and eventual turnout. There was no need as the official record of entrants reached 28. This was a result of Jef Frost and Roy Moult travelling all the way from Klerksdorp to join the fun. Well done Rob for another successful Century Run, we look forward to next year at the Neck & Deck Restaurant. The food quality, and volume, confirmed Neck & Deck as the venue for the upcoming VMC Winter rally on 19 July so get your leathers pressed and helmets polished for an event of about 120kms in the tranquil and safe “Cradle”. Roly Tilman is in touch with Peter de Klerk, who is not doing very well at the moment. Please guys, any visits would be greatly appreciated, although we suggest you contact Roly (details on the last page of the newsletter) for appropriate times as Peter has a hectic Dialysis schedule. I know you’ve all made a note to help man the VMC stand at the 1000 Bike show in July. Please don’t forget to be there. Les Sim is awaiting sponsorship responses for the 2016 VMC Calendar. R2300-00 guarantees your company name in the publication. Contact Les (details on the last page of the newsletter) as soon as possible. Administration and payments need to be completed by May 2015 for the exercise to work out in time. Now with all that paperwork completed, get your f@c&!n9 arses out of your chairs, into the saddles and ride before the weather closes in. We need to see more of you at our events so when they are planned please support them. Safe riding

Pierre.

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CLUB NIGHT 24th March 2015 compiled by Ken Wiggins The evening was short, starting with apologies from Peter Flietstra, Peter Posniak, Ian Holmes and Erhard Langanke. We had a number of visitors; both local and international. Roger Arnold from West Winchester in the UK who reeled off a list of the bikes he had been involved in; starting with a Victoria moped he got when he was an “Appy” to a Yamaha YDS3 in 1972 with a Vellocette GTP, Vincent Rapide, Rudge Special thrown in for good measure. Also introducing themselves were: Bob Johnson – Starting restoration of a BSA Sloper , Bernard Taylor - previously rode a Vello and BSA but now has settled with BMW and Goldwing. Willem Koekemoer – 1929 Hudson, 1935 Plymoth and MGTD. Looking for a DJ bike. Pierre then spoke of the successful 102nd DJ Run. Kevin Robertson achieved his 7th overall win and Kevin, Martin Davis and Mike Ward finishing 1, 2 and 3 as well as bringing home the club prize. Motorcyclist of the month went to Ian Holmes for his outstanding organisation of the 2015 event. Note: It was pointed out to the editor after the meeting that Tarryn Rice, who was awarded the Valvoline Trophy for Best Performance in in Class B (1931 to 1936 251cc - 350cc machines) and the Tulio Bernardi Trophy for the Lowest Score on Day 2, was the first Lady Rider home on day 2. She was ultimately pipped into 11th place overall by Dorian Radue with just 3 less penalties. Tarryn’s low score on Day 2 makes her the only lady rider to ever achieve this; beating some of the most experience competitors. Congratulations Tarryn. Roly Tilman mentioned that he had visited Peter de Klerk, after his dialysis treatment. Peter is not really doing well as his enlarged heart is also affecting his condition. If anyone has an opportunity to visit Peter, it will be greatly appreciated. Grant Wiggins then gave a talk on his “vintage bike” although he had some difficulty with the mandatory “starting the motor”. He presented his steed (bearing in mind he is not eligible for even a 125cc motorcycle licence yet), an early 1970s Viner Special Professional Racing bicycle. He’d obtained the bike from his uncle who used to compete in Iron Man triathlons, Cape Argus and other major cycle races throughout the country. He also mentioned his membership of Cycling South Africa and the Europcar Academy Team. The “body of the kerk” then broke for refreshments and the meeting ended with reminders of all the coming events. Please check the VMC Quick Calendar to ensure you don’t miss anything. There were 42 members and visitors present.

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Past Events VMC Century Run, 19 April On a cool and overcast Sunday morning, I do believe Rob Pattison-Emms was a very worried man indeed. After all, he had again planned the Century Run and was hoping for a record turn-out. According to the plan, motorcyclist would gather at the Neck & Deck Restaurant from 08:30 and after coffee, would start leaving for one of the three planned route options. Well, as it turned out, by about 10 o’clock everyone was still hanging around – yapping and yawping to their heart’s content. It seemed that there was a new past-time on the club member’s agenda – and that was socialising.

Entrants start to gather in the Rhino and Lion Nature

Reserve parking area

Ian, Guido, Pierre and Trevor discussing “weather”

or is it “whether”? By approximately 10:15 it appeared as though conditions had brought some souls to their sense and the sound of a few motorcycles firing up filled the air. This was obviously the “clarion call” because within about 10 minutes everyone was on their way on their chosen route.

Martin, Roly and Ian discussing strategy for the

arduous journey that lies ahead

Robbert Currie had firmly attached his “route

schedule” to the AJ’s tank. He was ready for almost anything

The weather may not have been brilliant at the start of the morning, but Rob’s worries were unfounded. The skies cleared and a cool, pleasant ride was enjoyed by all that were lucky enough to be involved. After a few hours riding, everyone returned to the Neck and Deck Restaurant to enjoy a well-deserved meal. You can’t rush here, as it is definitely not “fast food”. Quantities were most certainly made for hungry riders

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Chantal getting her picture taken for a change

Jef Frost on his 1917 Triumph Model H

Erhard Langanke, one of the 6 sidecar combinations

Did this old VMC badge help the guy reach 100?

Chantal Madgwick, Ashley Kemp and Steven Helm were on hand to record events of the day. For those who have access to the “modern delights of social media” please go to the VMC Facebook page at https://www.facebook.com/groups/805193339542496/ to see more photos.

Tranquil surroundings with plenty of space to park

bikes, cars and trailers

The hamburgers are made for patrons who haven’t

eaten for days A big thank you to the organisers. This event, even though not competitive and run against the clock, showed what can be done at very little / no cost. Perhaps VMC can benefit from a few more informal, local events through the year

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Our chairman. Pist ‘n broke, as usual?

Rob Pattison-Emms with his Matchless. Well done

on a very enjoyable event Results

Entrant Age Year Bike Age Score Position Jef Frost 73 1917 Triumph Model H 98 171 Gold Winner Jon Lewis 65 1929 Norton ES2 86 151 Gold Martin Davis 66 1930 Sunbeam Model D 85 151 Gold Roy Moult 61 1928 1928 BSA 87 148 Silver Ken & Grant Wiggins 58 1936 Triumph 500 Combination 79 137 Silver Roly Tilman 78 1957 BMW 58 136 Silver Derick Tinderholm 57 1942 Harley Davidson Combination 73 130 Silver Ian Storer 61 1952 Triumph 500 63 124 Brandon Madgwick 44 1936 Panther M100 79 123 Ian Simpson 68 1961 BMWR50 54 122 Guy Levine 52 1947 Matchless G3/L 68 120 Dieter Kallenbach 76 1972 1968 BMW Combination 43 119 Erhard Langanke 71 1968 BMW 47 118 Monty Swanepoel 35 1936 Matchless G3 79 114 Martin Kaiser 23 1926 AJS 89 112 Nipper JC van Rooyen 33 1936 Ariel Red Hunter 79 112 Brian Stephen 68 1971 BMW R75/5 44 112 Robbert Currie 58 1962 AJS 31 CSR 53 111 Charlie Gould 49 1953 1953 Triumph Speed Twin 62 111 Mervy Freeman 64 1968 BMW R69S 47 111 Johnny van Rooyen 62 1970 Honda CB750K 45 107 Chantal Madgwick 46 1957 BMW R50 58 104 Dave & Molly Watson 71 1983 BMS R100S 32 103 Andre Otto 52 1967 BMW R60 48 100 Guido Kaiser 58 1973 Moto Guzzi T3 42 100 Ricky Mazey 52 1969 Triumph Trident 46 98 Tristan Neary 30 1961 Matchless G80 54 84 Don Wressel 24 1958 Triumph Thunderbird 57 81 Nipper No Longer

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Final Instalment: The Budget Bootleg Bike by Craig Patterson Well, eventually, the final installment of my budget bike build. I have started 3 DJ's now and sadly only finished one. This year, it is still freshly bitter in my mind, was the best I had prepared for yet. In fact, I had ridden the Deek all year round and even finished the Natal classic. This event was not without some minor incidents, however. On day 1 of the Classic I was forced to add motor oil at a fuel stop, as the Garage did not stock 2stroke oil. The result on day 2 was me leaving a long plume of white smoke behind me for the first 30 odd kilometers, as the oil had not fully mixed and sank to bottom of the tank overnight. I also had to retrieve my gear shift lever which had come adrift from the tank and bounced off down the road early on day 1. November saw me, and my son, come off the Deek on the way to the Toy Run; we hitting patch of gravel deposited on the road after a storm. My son thankfully suffered no injuries. I, however, had fractured bones in my foot, a sore shoulder and some road rash . The bike only had a scrape or two. The lump on top had landed up on the bottom. I’d wanted to replace worn gears and a leaky carb after the Natal classic. The postal strike put pay to that idea as the parts I ordered only started to arrive, in dribs and drabs earlier this year. I discovered recently that the replacement gears, shipped through DHL in August, are still at customs in Cape Town. SAPO wants proof of purchase to clear customs. Thankfully the seller of the carb in Bulgaria would only ship in the EU. I had it shipped to my brother in the UK and had some family member bring them out over the Xmas holidays. I had finished the 2014 DJ and the only problem I experienced was an ignition wire come loose after exiting the first fuel stop outside of Maritsburg. I repaired this within seconds but then came to a grinding halt 200 meters further along; dumbass, I forgot to switch the petrol tap on. Earlier I was caught out at one marshal point; even though I had turned back twice, and figured for myself that there would never be a marshal point on a dirt road, a number of bikes passed me and continued straight on - .I followed suite and soon found out my mistake. So with the pressure off, I enjoyed the ride to Newcastle. Day two was uneventful till my steel toolbox tore loose from the carrier during one of the numerous stop and go sections. Thankfully, I suffered no delay or harm. The closer I got to the end the more tense it became, but I made it to the final marshal point. Unfortunately, I was far too early and incurred the maximum penalty. I did not care; I had finished my first DJ. I was chuffed no end at being one of only two 2 stroke machines to complete the 2014 DJ. My bike was not only the smallest capacity bike to finish, I had finished mid field. The 2013 JD had taught me a few hard lessons. I had seized the bike on Day 1 and again on day 2. In doing so, I’d destroyed the crank and piston. A resounding DNF. The reason for this situation, as I discovered, was simple. When I removed the fuel tank before starting the motor rebuild, I discovered that the tank was not completely empty! The approximate liter of liquid in the tank was two thirds water; explaining the source of the water in the carb. I had only ever drained the tank by means of the fuel tap after a heavy thunderstorm and it then dawned on me that, as I accelerated I was leaning out the fuel. Simple 2stroke = petrol and oil; nothing more. Result, seized motor. I was able to figure out why I won the bid on the shiny, newly repaired primary and secondary sprockets too. The previous owner had not considered the tooth count and the resulting ratio meant that in first gear, one could pull off on near vertical inclines. Second gear saw me revving the guts out at the set speed in my chosen speed group (45km/h ) and third gear saw me lugging the hell out of it. So the sprockets were the first items turfed. The snatching clutch was rectified by simply fitting the correct bearings. When I initially rebuilt the gearbox, I assumed the existing bearings were correct and used them as a sample when purchasing new ones. Only later I noticed, in a photo in a manual, that the gearbox required two separate types of bearings; similar but quite different. With a new lever fitted and the correct bearings installed, the clutch problem was solved.

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DJ 2015 and I was ready. Day One saw me at the start, more than an hour before time, and with all the fiddly bits sorted. I was about to make my way to the start line with plenty of time to spare, or so I thought. For some reason or other, I got my start time wrong and, to top it all, as I was putting on my helmet it broke. “No worries”, I thought, “I have plenty of time”. I leisurely repaired my helmet. The other issue was that I had failed to pack my rain coat. “Hey Boet, it's tough in Africa. Bare and grin it!” I'm waved through the start, four riders late, knowing that I'm going to be heavily penalized. I silently curse my own stupidity. I made my way gingerly towards the first fuel stop, a little nervous of the wet roads; my recent spill still fresh in my mind. Then, about 15km from Maritzburg, after making up all the lost time, I encountered a problem. I initially thought that the carburetor float had holed so I rode, switching the fuel tap on and off. This was a challenge through the outskirts of the city and the traffic. When I reached the fuel stop I found that the float was got stuck. Relieved, I exited the fuel stop but was soon forced to stop as the problem still persisted. I had little choice but to sort out the problem, no matter what. I could not ride to the Mooiriver fuel stop "petrol on, petrol off". The float however was not the problem and I figured that whatever had caused the float to stick initially may have found its way to the main jet. My confidence in my bike and abilities caused me not to fit my toolbox to the carrier. I opted to put a few spanners and spares in a small backpack. I did not foresee the need for anything bigger than 19mm spanner! The carb needs a 22 mm spanner so after about an hour of battling, one sweep vehicle and two good Samaritans later, none of which could offer any help, I had to call it a day. The final sweep sat watching and waiting for a decision. Reluctantly, I threw in the towel and withdrew from the rally opting to return to Durban and spend the remainder of the weekend with my parents. In Durban I had the carb stripped in no time to find that the main jet had come undone. With it duly screwed in again, my bike started and ran perfectly again and still is. Of all the parts I had checked prior to the event, the jetting was the only thing I had not. One tiny lose screw = DNF. So now after little more than five years since I decided to build my Deek, I have shelled out way less than R25k. I have ridden the Deek in four rallies, with two DNFs and two finishes. I’m presently preparing for the 2015 Natal Classic in May. I ride my bike virtually every day and have done so ever since the DJ with no further problems. Though my Deek may not be my most favorite bike, and most certainly not everyone’s kettle of fish, it just somehow has that "WOW Smile Factor". Yep, you will see us at the Natal Classic and, of course, at next year’s DJ. I've never had any formal training when it comes to anything mechanical or any aspect of this restoration. A little enthusiasm, some persistence, common sense and plenty of trial and error and I managed to build this bike without breaking the bank. So, if I can do it, I'm sure that anyone can. I challenge any of the guys advertising for DJ bikes or such in the "Kickstart Wanted" section to do so. I’m sure there are just as many members who would gladly help make a dream come true, be it with a bike, spares, advice, knowledge or the most precious commodity of all - time. Good luck. Two left thumbs BSA MODEL M20 496 Cc SV SINGLE-CYLINDER - 1939-45 (K-M20 AND W-M20) Source: The BSA W.D. M20 website (http://www.wdbsa.nl/) Viewed as a near failure in the eyes of the War Office in 1936, this model was ultimately to evolve into perhaps the most illustrious and longest serving model in the history of British military motorcycling, not to mention becoming the most numerous type produced for the War Office itself The military model M20 was produced by BSA in several variations until 1942, when the type was largely standardized, undergoing only minor modifications thereafter until the end of the Second World War. The very earliest examples supplied, the K-M20 models from the 1939 production year, were generally a type constructed from a combination of standard and de-luxe model components with the addition of certain military specified fittings. (However, it is interesting to note that, principally from contract number 294/C.3655 onwards, the factory ledgers detail the type as "De-Luxe").

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The military specified additional fittings included the large 8 in Lucas DUl42 headlight, complete with the switch panel and ammeter, a timing-gear cover incorporating a screw-in plug permitting access to the magneto drive-pinion nut, and 'winged' filler caps for both petrol and oil tanks. Other points of interest, concerning certain early W~M20 examples as well as the War Department K~M20 models, include the presence of a semi-rod operated front brake, a screw-in speedometer drive-box on the front wheel brake-plate face, a rather bulbous 3½ gallon fuel tank, and an alloy tappet cover carrying the BSA 'piled-arms' emblem, and the lack of a cylinder-head engine-steady bracket, pillion seat and footrests. Both front and rear number-plates were fitted as standard, and some models also had an oil-pressure button-indicator incorporated in the timing cover. The early military M20 models were fitted with a long field-

stand on the rear nearside of the machine, attached to, and pivoted from, a lug brazed on to the upper nearside rear-frame tube (deleted on later models). When not in use this stand was secured horizontally along the rear nearside of the model by means of a spring-clip attached to a stud affixed to the central rear mudguard stay-cum­-lifting handle (also deleted on later versions). According to the factory ledgers, a number of the later K-M20 models within contract 294/C.3655 were originally destined for customers in Sweden, South Africa and India, despite the war having started, and that even after some six months of hostilities, BSA along with several other manufacturers were still selling their products to overseas governments and commissions including Holland, Ireland, India and South Africa as well as civilian dealers and distributors.

From October 1939 detail changes were made to the W-M20, as the former K-M20 was now known. These included a new less bulbous 3 gallon fuel tank and girder-forks minus the hand-adjusted damper-knob, which was replaced by a simple locknut impossible to adjust while riding. The speedometer driver was relocated to the nearside of the front wheel, the valanced rear mudguard was removed, and finally Jaegar speedometers were fitted to some models. During late 1940 certain numbers of civilian specification M20 models were purchased by the War Office direct from the BSA factory, mainly to de-luxe specification as applicable to the civilian market of the time, although a few standard examples were also supplied, probably militarized only to the extent of the colour scheme. The 1941 model differed only slightly from the 1940 model, both front and rear number-plates being removed, and the alloy tappet cover replaced by a plain steel version. Between 1941 and 1942 further changes to the M20 were made, including the reinstallation of the offside hand-adjusted damper-knob. Service experience of the model, particularly in North Africa where proper roads were few, had shown the need for readily-adjustable fork damping in order to offset wear and possible failure of the fork. The first damper-knobs were made of bakelite, and later of pressed steel. Other changes included the use of a 6 in Lucas DU42 headlight, complete with the hooded, slotted black-out shield, instead of the 8 in DU142 type, and the fitting of the universal War Department pattern L-WD-MCT1A tail­light. By early 1942 a new full-size rear carrier had been fitted to accommodate the newly introduced universal War Department pattern steel pannier-frames and bags, together with a pair of lower support-stays for the frames. Pillion equipment was also now standardized and a pillion seat and footrests were fitted to all production machines. To accommodate the new equipment it was necessary to alter the design and mounting position of the long nearside field-stand, which was now much longer than before. The securing clip was repositioned to sit just above and forward of the nearside rear wheel spindle nut, the stand sitting at an angle of approximately 45º as opposed to near horizontally as before.

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Late 1942 saw the deletion of rubber fittings on all new machines, the replacement of the handlebar grips with universal War Department canvas items and the relocation of the horn to the nearside front engine-plate on many machines. Further modifications include the removal of the rib-centered rear mudguard in favor of a simplified plain item, although the front mudguard continued to retain the ribbed center until the end of the war. During the latter half of 1943 the girder-fork steering-damper was removed from all new machines, the crankcase sump-shield was redesigned to become a pressed steel item incorporating additional protection at the sides for both the engine and frame-rails, and the fuel tank was altered by having the rear offside corner removed to accommodate the substantial hose section leading from the tank-top mounted Universal War Department pattern Vokes air filter to the carburetor air intake. This last modification was carried out on a large proportion of machines destined for service in hot, dusty climates. By early 1945 the Vokes filter was fitted as standard to the fuel tank of all new models irrespective of where they were destined to serve, the filter being secured to the tank by mounting-strips attached to the previously redundant knee-grip locating holes on either side of the fuel tank. The last notable change to effect the model during the war occurred in early 1945, when the lighting system was altered by removing the ammeter and installing a simple push-button 'change-over' switch for the headlight, the main lighting switch now being of a different pattern, located on a simple bracket beneath the offside of the saddle. The vast majority of BSA M20 models delivered were employed by the War Department (Army), although smaller quantities were also used by both the Admiralty (Navy) and the Air Ministry (RAF). It is interesting to note that the Air Ministry used quantities of the model fitted with a Swallow-manufactured sidecar, and that a great number of the smaller M20 model contracts throughout the Second World War specified sidecar-lugs for the frame, generally removed from all the larger contracts, which were specifically solo only. Although intended as a general-purpose motorcycle for convoy escort and long-distance communications duties, due to the sheer number supplied the model was employed ultimately in every theatre of war and for virtually every purpose imaginable, whether suitable or not. It is perhaps for this reason that the model is the one best remembered by and familiar to most ex-servicemen and other individuals when military motorcycles are mentioned. The post-war service of the BSA M20 model further increases its renown, the type being retained in service as the standard War Department motorcycle throughout the national service period of the 1950s and onwards in limited numbers until the end of the next decade, this despite the fact that it was never totally suitable, and was most probably retained only because of the huge quantities of machines and parts available following the end of the war. Admittedly, by the end of the Second World War the model's reliability was reasonably good, having served through six years of harsh conflict without any major failing. The M20's clutch had always been a problem, especially if contaminated by oil, and would drag or slip when hot, not to mention not fully releasing on occasions (even when new!) due to the limitations of the single spring multi-plate design. The post-war service authorities were so concerned about the problem that a modification directive was eventually issued during 1958, permitting the installation of four small screws to the central spring-nut in an attempt to effect some adjustment to the non-adjustable design! Another M20 idiosyncrasy, never fully resolved, was a tendency for the machine to refuse to start when hot, largely due to the heat from the cylinder evaporating the fuel in the carburetor before it could enter the engine. The model was also prone to backfire through the carburetor causing a fire, and post-war regulations invariably specified the carriage of a fire extinguisher somewhere on the machine. With so many examples produced, the BSA M20 is a common machine today, although few retain their correct original factory specification, especially the early wartime or pre-war examples. During the course of the Second World War and throughout the post-war period, virtually all M2Os were rebuilt by the military at least once, if not several times. Engines were changed around under service-exchange schemes and rebuilt models were constructed from stocks of parts assembled from all years and contracts. In certain instances, the military authorities would fit a brand-new frame or engine-unit to a rebuilt machine and not stamp the item fitted with a number, further complicating dating such a machine today.

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1939 DKW NZ by Craig Patterson I occasionally browse some of the local online auction and "For Sale" sites and recently came across a "wanted "advert for an 500cc pre war DKW engine.The advert featured a picture of a 1939 NZ model. I immediately replied to the advert out pure curiosity. After no reply I sent another mail. A couple of days later the chap,replied and in no uncertain terms informed me that he was going to restore this bike and was not willing to sell . For the sake of this article I will refer to him as George.We eventually got to converse after I had explained that I knew of only 2 complete and running NZ 350's in SA and was not interested in another NZ as I personally have the scant remains of at least 3 NZ 250's that in total would not amount to one complete NZ 250, but I have amassed a large amount of info,detail,history and parts vendors, details that I would readily assist him with . I however was really interested in whether it was in fact a NZ 500. If it was ,it was one rare bike and the only known one at this time in SA and very interesting especially seeing that apart from the missing motor all the rest of the bike was complete and original. The rare and and impossible to find fittings were all still there .

The number plate is still the original TY 1234.George had found the bike on a farm in the Free State and according to the seller it had come to him as a restoration project from somewhere between Klerksdorp and Potch and seems passed through a number of potential restorers to be abandoned and then passed on to the next sucker. The NZ 500 was produced from 1939 to 1942 when it and the NZ 250 were dropped from production and DKW only built the 350 and small 125cc for the Wehrmacht. There is no official record of how many were produced . Very few ever made it into civilian life and according to the factory serial number allocation provision was made for 6800 examples .

I am sure that far fewer than that were built . A 1000 however with rear plunger suspension were supplied to the Nazi regime during the war . Initially the NZ was designed with rear plunger springing , but it was found that as Benelli already held the patent and royalties would be payable ,Auto Union opted for a rigid frame instead. George's bike on closer scrutiny turned out to be initially a NZ 250 engine and the frame ,which according to the number could be either a NZ 250 or NZ 350 .Thankfully George was not at all put off after discovering that it was most certainly no a NZ 500, especially according him it will be his first ever restoration and remains ever enthusiastic .

For years now I have pursued any and and all leads about pre-war DKW's and was surprised to have not known of this bike . Something however just did not gel. DKW NZ 350's have a huge following in Europe amongst war rein-actors and military collectors so much so that an massive remanufacturing industry of new repo parts has sprung up . Ironically one of the largest being in Poland, as well as huge amount of original parts advertised in European "knock and drops "and amongst vintage and veteran clubs across the EU and as far afield as the USA, means no shortage of spares.The NZ 250 and 350 are identical in all but the bore and stroke. They even share the same parts catalogue and parts numbers and with more than 60000 being produced in total and post-war copies by IZH and MZ and a number of other east block countries saw the model remain in service for decades after the war which makes them easy to restore . This holds true only in Europe of course, but George has an ace up his sleeve as his best mate works in

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Europe and travels to and in Germany regularly and has from the contacts I have forwarded made some in roads into sourcing some of the need parts for George's bike. Something was still off with this bike, but for the life of me I just could not put a finger on it then it came to me. Firstly I noted that on the lower girder link between the 250 and 350 there was a difference in style and build .The 350's was more robust . The 250 has a small aluminum caps not found on the 350,which George's bike does not have and my 250 has. I was now certain that George's bike had started life as a 350 and the 250 motor he now has could only be a donor motor as oddly enough I have a crate of 250 engine parts that he and I are missing and visa a versa. George has already sourced a period and a model correct motor in Germany.

This is were things get interesting and story behind the pictures come to light. While I was looking for photo's to substantiate the difference between the two models if found this story of this 1939 NZ 350 with less than 5000 kilo's on the clock and 43km on the trip meter.

This bike is "as found " in a shallow grave in 2009 by a farmer about 40 kilos from Warsaw Poland . In the same grave was the body of a German officer believed to be the rider . He was found still wearing a leather coat ,uniform ,boots and Iron cross . Amongst his personal effects was his dog tags,helmet and goggles and some other items. The officer has been since been buried with military honors . The bike has been sold to an undisclosed buyer and the personal effects were kept by the farmer. There were no weapons found and the bikes toolbox was broken open and the contents removed at the time it was buried it is believed.

The main reason for the secrecy is that Polish law states the anything recovered from the ground belongs to the state so understandably the hush-up is to stave of possible prosecution. The author of this post on a dedicated NZ website is considered an authority on military NZ's ,owns a impressive collection and it seems that he had direct contact with the farmer and other players in the saga. He denies that he purchased the bike . It is believed the rider and bike fell victim of partisan operations in that area of occupied Poland sometime between 1940 and1941,who then buried the bike and body after stripping them of any tools and weapons in the fight against the German occupation. According to the author of this article the Wehrmacht number would have been correct for the time frame. Also he states that the total milage would indicate that it was highly unlikely that the bike was put into use post war ,further confirming the bike and riders fate.He also points out that this is the most authentic military motorcycle of the period as manufactured and supplied to the Nazi war machine by DKW . As for George I have suggested that he look into joining a club to tap into it's resources in assisting with his project and of course I have made a few subtle hints and hopefully we may have a new member to make most welcome.

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Frank Hayward’s 1930 Henderson resurfaces Submitted by Janusz Gruszka

The motorcycle pictured is indeed a Henderson, model KJ of 1930 vintage. I acquired it two years ago from late Dr Frank Hayward. Two years ago, I bought my Excelsior Super X from the late Dr. Frank Hayward. When I went to collect the bike, I spotted the shadow of a massive motorcycle in the dark corner of his shed. “What is that?” I asked. “Ah - it is an American Henderson” replied Frank. I asked if I could take some photos before loading the Excelsior and leaving for home.

Back at home, I checked in books and on internet about that Henderson. I couldn’t sleep that night! I had to have that motorcycle!! It took two years to negotiate with the good Doctor and at last, in May 2013 I was able to conclude a deal and the Henderson was mine. It is currently undergoing a “ground up” restoration, but the process is somehow lengthy because of our unstable Post Office services which constantly delay delivery of vital parts from overseas.

The bike was imported by Frank from US in 1980 from Mr Earl Chalfant – the chairman of AMCA at that time.. He bought it for the princely sum of USDollars 3850 (approximately R 3500 in those days!) – I still have an original receipt. Fortunately Frank, who was always busy rallying his cars or motorcycles, never got to restore the Henderson but now the honour is mine.

And guess what? The bike is still licensed and roadworthy since 1980. I have all licence discs from 1980 untill now.

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Odds and Sods: A Sad tale from David Watson It is important for all men to remember that, as women grow older, it becomes harder for them to maintain the same quality of housekeeping as when they were younger. When this becomes apparent, try not to yell at them. Some are over sensitive, and there's nothing worse than an over sensitive woman. My name is Keith. Let me relate how I handled this situation with my wife, Dawn. When I retired a few years ago, it became necessary for Dawn to get a full-time job, along with her part-time job, both for extra income and for the health benefits that we needed. Shortly after she started working, I noticed she was beginning to show her age. I usually get home from the golf club about the same time she gets home from work. Although she knows how hungry I am, she almost always says she has to rest for half an hour or so before she starts dinner. I don't yell at her. Instead, I tell her to take her time and just wake me when she gets dinner on the table. I generally have lunch in the Grill at the golf club, so eating out is not an option for us in the evening. I'm ready for some home-cooked food when I walk through that door. She used to do the dishes as soon as we finished eating but now it's not unusual for them to sit on the table for several hours after dinner. I do what I can by diplomatically reminding her several times each evening that they won't clean themselves. I know she really appreciates this, as it does seem to motivate her to get them done before she goes to bed. Another symptom of ageing is complaining, I think for example, she will say that it is difficult for her to find time to pay the monthly bills during her lunch hour, but chaps, we take them for better or worse, so I just smile and offer encouragement. I tell her to stretch it out over two, or even three days. That way, she won't have to rush so much. I also remind her that missing lunch completely now and then would help her figure. I like to think tact is one of my strong points. When doing simple jobs, she seems to think she needs more rest periods. She had to take a break when she was only half-finished mowing the lawn. I tried not to make a scene. I'm a fair man. I told her to fix herself a nice big cold glass of freshly squeezed orange juice, then just relax for a while. I know that I probably look like a saint in the way I support Dawn. I'm not saying that showing this much patience and consideration is easy. Many men would find it difficult if not impossible. Nobody knows better than I do how frustrating women get as they get older. However, chaps, even if you just use a little more tact and less criticism of your ageing wife as a result of reading this article, I will consider that writing it was well worthwhile. After all, we are put on this earth to help each other. Note: Keith died suddenly of a perforated rectum shortly after publishing this letter.

The police report says he was found with a Calloway extra-long 50-inch Big Bertha Driver II golf club jammed up his rear end, with barely 5 inches of grip showing. A sledge hammer was laying nearby. His wife Dawn, was arrested and charged with murder. The all-woman jury took only 9 minutes to find her "Not Guilty", accepting her defence that Keith, somehow without looking, accidentally sat down on his golf club.

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Classifieds Note: Adds only remain in for 3 months then must be renewed, if necessary. Please inform the editor if adds are no longer needed, within the 3 month period. DJ MACHINES DJ Bike for a young enthusiast who doesn’t have a large bank balance to buy it! Any condition but hopefully fairly complete. I rode a borrowed bike this year but must get my own! Martin Kaiser 071 865-4220 Gary Barnes is looking for any DJ Bike. Please contact him on 083 329 3558 DJ Eligible 125cc machine Grant Wiggins is looking for a small capacity DJ bike so he can enter the DJ as soon as he gets a valid 125 Motorcycle licence. Please contact him on (078) 366-2742 or grant.wig@gmail.com WANTED: 1926 – AJS : Model G4 – Flat Tanker – 350cc Side Valve Gavin Allison has this DJ Bike - Licensed, registered, SAVVA Dated. It has won the Manner’s Trophy 3 times, and the Broker’s Trophy in 2014 Bike is in Johannesburg – Please liaise with Hylton on 011-867-0842 or 078-234-7144 Asking R 65,000.00 : ONCO – Negotiable Paul Whitehead is looking for the following: 1. Sidecar to stabilize his DJ Bike 2. Quad Bike to get him mobile again

Contact: Paul 083 450 2078 Caroline 083 653 6290 or email: sdfcxz@gmail.com

FOR SALE: Spare Girder Fork to sell or swop. Originally from a pre-war girder, possibly off a BSA Empire Star. Contact: Brandon Stovold - Phone: +27 (0) 11 262 5152 / +27 (0) 11 262 5148

Cell: +27 (0) 82 223 7104 Fax to Email: +27 (0) 86 605 5348 Extremely easy to use 2 bike trailer - 2M SporTrailers Lazy-Lowder1 Maximum GVM 3 500 kg Elevating unit – flat deck – platform deck R 19 500 Contact : Francoise Holley 082 955 6475

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Triumph Tiger Cub – Running, restored – R18,000.00 ONCO BSA C11 Project – R3, 000.00 Pierre 072 513 9432 Matchless G12 1960/63 650cc twin been in continuous use since engine rebuild in 1982 R25,000. Licensed Paul Whitehead has the following for sale: 1. 2010 Yamaha T Max 2. 1936 Velocette KSS & spares Contact: Paul 083 450 2078 Caroline 083 653 6290 or email: sdfcxz@gmail.com Triumph Daytona 500cc twin restored 4 years ago but never ridden, matching frame & engine numbers R25,000 scrapping papers available. Screw on Fuel cap – for 1928 OK Supreme. Please contact James “Hamish” Morrison (083) 456-2768 or hamishm@mweb.co.za Ariel Sq 4 Carburettor – needed to complete project. Roly (082) 377-4303. Moto Guzzi V7 Petrol Tank Motoguzzi SP1000. Seat or seat base and Switches Contact John Hassall 082 886 7133 or JH29@pixie.co.za Triumph Tiger TR110 1954 model. I'm looking for the above bike as a restoration project. Please contact me on 0832355519 if you know of one for sale. Graham Watters graham.watters@actom.co.za JAP 4B (Speedway) top end bits e.g. pushrods, pushrod tubes, rocker box & cover wanted Triumph 3T (’46-51) primary chain covers, oil tank wanted Triumph Model P (’26) exhaust pipe/silencer, carrier, rear stand, petrol tank, chain guard wanted BSA M20 (’37-54) rear stand, front & rear rims & brake assembly, girder wanted BSA Model B (250 sv. ’27) engine casings and carburettor wanted Triumph Model N (deluxe ’28) any bits wanted. BSA HM (’37) / JM (’38) / KM (’39) 22 or 23 any bits wanted. Any other bits for the bikes above will be considered. Kindly call Francois Swanepoel @ 082 469 0627 or 012 344 3214 (AH) or francoiss@tshwane.gov.za. BMW R50/60 1950’s 1960’s any condition for a restoration project. Holger 083 629 2840 For 1955 AJS/Matchless Two Jampot rear shocks (circlip type) contact Kevin (082) 891-2869.

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Wanted Workshop TipsAriel Square 4 Carburettor – needed to complete project. Contact Roly Tilman (011) 803-1462 or (082) 377-4303 BSA Sloper Any condition. Phone Peter Vlietstra 082-650-9880 Points & Condenser for BSA Bantam 175cc Contact Gerald Hollis VMC Quick Calendar and Upcoming events The VMC Committee wants to make the newsletter an essential part of your motorcycling life. The newest idea is the VMC Quick Calendar, to provide information on events, primarily relate to our interest in older bikes, throughout the year. Please send or event info comments to the Chairman, the Editor or any committee member. Contact details are available on the last page of Kickstart.

Calendar for 2014/2015 May 2015 June 2015

01-May Dam Busters Run SSCC 03-May CMC Club Meeting CMC Germiston 07-Jun CMC Club Meeting CMC Germiston

10-May VMC Club Ride - Natal Classic Shake Down VMC 14-Jun VMC Club Ride VMC

22 - 24 May Natal Classic CMCN 22-Jun VMC Club Meeting VVC Club 25-May VMC Club Meeting VVC Club ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^

July 2015 August 2015 4-5 Jul CMC 1000 Bike Show CMC Germiston 02-Aug CMC Club Meeting CMC Germiston 27-Jul VMC Club Meeting VVC Club 02-Aug Cars in the Park POMC

^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ 06 - 09 Aug Magnum Rally POMC/VMC ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ 24-Aug VMC AGM VVC Club

September 2015 October 2015 06-Sept CMC Club Meeting CMC Germiston 04-Oct CMC Club Meeting CMC Germiston 19-Sept SAVVA AGM Johannesburg 26-Oct VMC Club Meeting VVC Club 20-Sept Piston Ring Swap Meet Modderfontein ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ 28-Sept VMC Club Meeting VVC Club ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^

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PARASKY

“The Skylight Professionals” Established 1981

TEL: 011-626-2970 FAX: 011-626-1420

parasky@absamail.co.za www.parasky.co.za

SKYLIGHTS: COMMERCIAL & DOMESTIC + Staircases + Patio & Balcony Enclosures

+ Balustrades + Walk-ons + Gazebos & Architectural Features For us – the sky is the limit!

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RESTORATION and other SERVICES Restoring your bike? Is there a better cleaning method for your aluminium parts than Vapour Blasting? It’s a gentle, water based, non-destructive process for aluminium cylinder heads, engine blocks, gearbox casings, wheels, carburettor bodies, etc. There is no excessive metal removing, no blasting material embedded on metal surface. Just a smooth satin finish. Call Janus from Classic Restorer for details: 081 065 8275 (Benoni) or email classic.restorer1@gmail.com Full restorations. Pierre Cronje does these as well as wheel lacing and building. Call him on 072 513 9432. Ornate period brass spark plug nuts and connectors. Lloyd Du Bois makes these for HT leads. He also hand makes stainless steel/aluminium license disc holders and corks for the “Enots” push-pull type fuel taps, and light alloy tyre valve caps. Call Lloyd on 033 396 6471. Ultrasonic cleaning call Henry Watermeyer on 084 800 8862. Raw honey for sale. Remember Caroline is the honey queen – you can buy her various types of honey at the club meeting for the bargain price of R50 per jar or carolinesrawhoney@gmail.com Petrol taps Enots flat-slide type, made in brass to your order. In sizes 1/8”, 1/4” and 3/8” BSP as well as Rally boxes made to your order with handlebar mounting brackets plus mountings for the rally plate and three watches. Trevor Fraser on 013 656 3063 or 076 591 5560. BMW Speedometers Ben Vandenberg has a large stock of old and parts. He is willing to pass them on to anyone running a speedo repair service or is planning to start one. His contact number is 021 712 2661.

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Restoration and other services. Gravel Man Services offers full service of all BMW boxer twins (old and new). Accident damage repairs and restorations. Please contact Markus Watson on 083 602 3503.

THE VINTAGE MOTORCYCLE CLUB

P O Box 782835 SANDTON 2146 South Africa

Website: www.vintagemotorcycleclub.co.za COMMITTEE AND OFFICE BEARERS

Incumbent Portfolio e-mail Home Work Cell Pierre Cronje Chairman pierrecronje@mweb.co.za 011 849 3008 072 513 9432 Gawie Nienaber Treasurer gawie@nienaber.co.za 011 646 8983 083 326 4911 Ian Storer Secretary/Magazine distribution hilian@isat.co.za 072 727 7382 Rob Pattison-Emms Committee Member/Century Run

organiser avonrod@mweb/co.za 011 460 1901 011 460 1901 082 891 8399

Les Sim Committee Member/Calendar les@turnkeyhydraulics.co.za 011 673 1865 011 827 8954 082 552 4072 Roly Tilman Committee Member/Librarian tilman@lasergroup.co.za 011 803 1462 082 377 4303 Steve Trehair Committee Member/Register stevet@matrixmarketing.co.za 011 469 5900 011 886 0494 083 461 2751 Ian Holmes Committee Member/DJ CoC ianhol@iafrica.com 011 793 7304 011 791 6424 083 646 3089

Kevin Walton Club Dating Officer kevin.walton@norcossa.com 082 891 2869

Ken Wiggins Magazine editor editor@vintagemotorcycleclub.co.za 011 793 7138 083 256 1949

Fees payable Entry Fee: R50.00 Annual Subscriptions: R240.00 (R120.00 if joining after 1st Jan) Country member: R175.00 (+80km from club HQ) (R85.00 if joining after 1st Jan) Family members: R10.00 (i.e. Spouse & minor children) Club Bank Acc No. 1970259841 at Nedbank. Sandton Branch 197-005.

Please forward DEPOSIT SLIP to the Treasurer’s email address or the VMC postal address above.

Club Meetings are held every fourth Monday of the month (except December) at The Vintage and Veteran Club (VVC), 3 Athol Oaklands Road, Oaklands Johannesburg, at 20h00. The opinions expressed in KICKSTART are not necessarily those of the Committee or the Editor.