Owner’s Club of Owner’s Club of Owner’s Club of

February 2014

Established 1978

Southern CaliforniaSouthern CaliforniaSouthern California

A Monthly Journal

John Crockett’s Beautiful Gold Star

Restored By The Late Barry Smith

The Piled Arms is a publication of The BSA

Owner’s Club of Southern California.

We are a member driven publication and rely

solely on your participation. Technical articles,

photos and “Member Experiences” and opinions

are essential

Burt Barrett (661) 742-5539…..…….….…………....President

Steve Ortiz (951) 245-5287………….Membership/Secretary

Barry Sulkin (310) 569-1383………………………….Treasurer

Barbara Barrett (661) 832-6109……………..Events/Director

Clive Brooks (714) 771-2534……Piled Arms Editor/Webmaster

Randy Ressell (714) 448-1179 …………...…Regalia/Director

Jody Nicholas (714) 730-9257...….……………….…...Director

Piled Arms Production Staff

Clive Brooks (714) 771-2534…clive54bsa@aol.com....Editor; Contributing Members and Named Sources

The Piled Arms, 820 South Esplanade St. Orange, Ca. 92869

Please submit your articles by E-Mail or direct mail.

Deadline for submissions is the 12th of each month.

Members may place Non Commercial “4-Sale” or “Want” Ads in the Piled Arms Free for 90 days, without renewal.

Contact Editor for “Commercial Ad” rates and information.

Librarian….John Gardner….310-920-3393

BSAOCSC Regalia… Randy Ressell….714-448-1179

BSA Owner’s Club Web Site www.bsaocsc.org

Front Cover Photo submitted by ; Crockett family

Rear cover; BSAOCNC

Meet Our Directors

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3

President’s Page ——--by Burt Barrett——-

Just back from the Wintergreen Ride, hosted by Art and Linda

Sirota. The Sirota's were quite well prepared and the ride was a

great success. Coffee and donuts before hand, and lots of tire kick-

ing while we waited to depart. It was quite cold so heavy jackets

and winter gloves were in order.

The first leg of the ride was on pavement, which we covered

fairly fast. The off road part was easy as it was mostly dirt road. I

was riding my 58 Matchless G80CS, which is a fairly competent off

-roader. It was down on compression but seemed to be ok on pow-

er. More on that later. The dirt part of the ride was fairly unevent-

ful, but still lots of fun. Back on the street, I stopped at the gas sta-

tion in Green Valley and filled up. Then onward to the lunch stop at

Oak Ranch. Art had told us earlier that he and Linda had visited the

restaurant on Saturday, and talked to the owner so she would be aware of the possibility of

15 or so extra lunch customers on Sunday. When we got there we were just behind a gaggle

of HD riders, who converged on the bar. We were in a back room, which was nice, but the

owner seemed to be the only waitress on duty, so we had to wait for quite a while for ser-

vice. The meal was good, and reasonably priced.

I wondered if my Matchless would start, due to the even lower compression. I had

bump started it a couple of times on a convenient down hill grade. However the roadway at

the restaurant was fairly level, and the Matchless refused to start. After several attempts,

including a push from one of the clubmen, I gave up and loaded the Matchless into Barry

Sulkin’s van. First time for me to ride in the chase truck. After the ride I loaded my dead

Matchless in my truck, and consumed some of the fine chili prepared for the occasion by

Lynda Sirota We all must have liked it because it disappeared quickly.

When I returned home, I began trouble shooting the Matchless. No compression at

all. Hmmmm….Just last week Jim Myers brought his 2006 Royal Enfield to my shop with

the same problem, no compression. This Enfield has about 10000 miles on it from new. I

stripped off the exhaust pipe and looked at the exhaust valve while I rotated the engine.

Much to my surprise, when the exhaust valve opened, the valve seat followed it down and

back up again. I should not have laughed. I stripped the head removed the valves and the

exhaust seat fell out in my hand. I then took it to the Reynolds Automotive Machine shop

and left the head to have the seat replaced. This was going thru my mind while I was work-

ing on the Matchless. I also wondered if I had cracked the piston again, but decided it was

something else, because the mixture was fine and it wasn’t smoking. When I got the exhaust

pipe off I rotated the engine to watch the valve. Everything seemed ok, but still no compres-

sion. I don’t know why I did this, but I put my hand over the exhaust port and rotated the

crank again. Now I have compression….what? I kept on turning it over, and noticed a heavy

suction on my hand. Ok now I know the problem is in the head. Off with his head! When I

get the head off, I still can’t see the problem, so I strip out the valve springs, and remove the

valve. I can now see the valve seat has rotated. On the Matchless, the valve seat is not con-

centric, that is one side is thicker that the other, making the actual seat off center. The side

nearest the spark plug is much thinner than the other side, so the valve does not seat properly

because of the eccentric hole. So I left the Matchless head with Mr Hugh Reynolds to install

a new exhaust seat on this one too. I have never had a valve seat come loose on a motorcy-

cle. Now in the space of a few days, I have two in my shop. What are the odds for that?

Burt Barrett

CHECK YOUR MEMBERSHIP RENEWAL DATE (see front of envelope)

MAIL CHECK OR MONEY ORDER FOR $25.00 U.S. ($40.00 Overseas)

Make Checks Payable To: BSAOC/SC

Mail To:

BSAOC/SC, 11125 Westwood Blvd, Culver City, CA 90230

Editors Page:- Oilyleaks by Clive Brooks

4

My Fellow Enthusiasts… well aren’t we lucky that we aren’t a

BSA Club from the Northern Mid-West, I hearing of temperatures

that I thought only Robert Falcon Scott (look him up) was familiar

with. Our weather here has been high 60’s to 87 in some areas, and

no rain yet, giving us lots of good Brit bike riding weather .

I was saddened to here that BSAOCSC founding member #4,

John Crockett, passed away over the Christmas holidays, many

condolences to Patti and family. I didn’t know John personally but

I understand that he, Barry Smith , Al Baker, Dick Newby, and a

handful of others started the club back in the summer of 1978.

February is a fairly quiet month as far as club activities goes, the only 1 BSAOCSC

ride, The Ortega Highway Ride, which club member Dave Zamiska resurrected last year

in May, but as May is fairly active with events, one way or the other, we decided to have it

in February, and the fact that it will be a lot cooler than May, helped in the decision. Then

in March we have the Cinder Cone Dual Sport ride. Club director Jody Nicholas brought

to my attention an AMCA event in Borrego Springs in early March, hopefully a BSA or

two will be represented there, and of course the BSAOCNC San Jose Clubman Show at

the end of March, please see page 21 for more info of all these events.

Members, of late, the Piled Arms contributions from our club members has slowed to a

dribble, so if you have participated in a club event, please consider submitting a “ride re-

port” to me, for the rest of us to share, it doesn’t have to be long, just the basics, weather,

how many BSA’s, any breakdowns, any unusual bikes, any thoughts or improvements that

could be made, and of course a few photos if you took any.

I urge you all to send me your British Bike stories, photos and “Tech Tips”, they

don’t have to be about BSA’s, most of our club members own other makes and

marques, so they will be of interest to our membership, for us all to share, after all

this is your newsletter. Thanks again to those who have already contributed material

to the Piled Arms, and I hope you continue to do so. I desperately need fresh articles

to keep this going.

5

Hello Friends,

We’re sorry to report that BSAOCSC Club Member #4 John Crockett passed away on Dec. 25, 2013 in Mariposa, CA

John was 78 years young and one of the Club’s 13 original founding mem-bers back in 1978. He also held vari-ous positions including Club President and was active in many early endeav-ors, including the BSA club racer.

John had been a machine shop super-visor for Bryan Jackson Pumps for 37 years prior to retiring and moving with wife “Patti” to Mariposa in 1990.

John’s other retirement activities in-cluded serving as range-master at the Mariposa Fish and Game range, en-joying trap shooting, black powder guns and reloading.

John was passionate about his Gold Stars and such a proud member & enthusiast that a favorite GS was dis-played at his service. John was also buried in full BSAOCSC Regalia!

John is survived by his wife, Patti Crockett, daughter Shelly Crockett, and grand-children Ashley Nealt, Jeremy Crockett and Mallory Crockett. He is also survived by his close friend, Chuck McKee.

Godspeed John

JOHN L. CROCKET R.I.P.

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The Return Of The Wintergreen, by Art Sirota

The Wintergreen is back, and it's bad! By that, I mean to say that it's good!

Sunday January 12 was perfect weather in Palmdale; the wind wasn't howling, the

rain stayed away, and there were no forest fires. The riders started showing up at our

house around 8:30, and we had hot coffee and fresh donuts waiting for everyone. Six-

teen club members showed up, and we had a total of fourteen motorcycles tearing

through the high desert mountain roads. Nice to see old Triumphs, Matchlesses and

BSA's clattering down the road as the deity intended.

After a brief riders' meeting, we departed around ten o'clock with ride maps in hand.

Thanks to Lynda and Amanda for helping to pre-ride the route.

Unfortunately, this year's route didn't have as many dirt sections as we'd hoped be-

cause many trails were closed due to last year's Powerhouse Fire. As a result, some trail

gates were shut with warnings about the need to let the habitat recover from the fire. ( I

always thought that spraying hot motor oil on the ground assisted the growth of young

plants.)

Thanks to

Barry Sulkin for

volunteering to

ride sweep for us

and for assisting

any riders having

mechanical trou-

ble.

After riding

back roads and

dirt trails, we

stopped for lunch

at the halfway

point which was a

rustic restaurant

on Bouquet Can-

yon called "Big

Oaks", where the

food was good,

the service was lousy, and many of our tables were right next to large, high windows

overlooking our beautiful motorcycles in the parking area below. After a great lunch,

more scenic back roads beckoned, so we took off.

Back in Palmdale, Lynda and Amanda had bowls of hot, homemade chili waiting

for all the intrepid riders. Everybody said they had a good time, and the general consen-

sus was that we should all do it again next year. What say you?

Art Sirota

7

What a surprise hearing that the Wintergreen Ride was being resurrected after a lost

decade. That was the news a few months ago and Sunday Jan.12th it actually took place!

Art and Lynda Sirota hosted the ride starting at the original location at, Tovey Ave.

in Palmdale, the former home of Barry and Maureen Smith, Lynda’s parents.

The Wintergreen, by Barry Sulkin

Continued on page 8

Photos by Sandi Bilewitch

8

Fourteen hearty souls were there for the ride on a collage of motorcycles, One BSA,

six Triumphs, one Matchless, one AJS, one Kawasaki, two Hondas, one Suzuki, one

KTM. Originally, I was planning to

ride but was asked to do the sweep.

Before setting off, our hosts had

coffee and donuts for everyone, then

we had a riders meeting where we

received a route sheet and a map

layed out on large format paper.

There were last minute changes

needed because of portions of the

ride had to be omitted because of fire

danger and those trails closed,

sounds like the same issues Steve

Ortiz had with the “Grand Putt” nu-

merous times.

Near 10 am everyone takes off

winding there way to Lake Elizabeth Rd. and the end of Bouquet Canyon Rd. where the

trail starts. The trail takes them all the way to where it ends at San Francisquito Canyon

Rd. A long ride down the canyon road and a swing back to Bouquet Canyon Rd. where

the lunch stop is at “Big Oaks USA Restaurant”. They must have forgotten we were

going to show up because they were understaffed and took forever to take our orders and

another forever to serve mediocre hamburgers and fries without condiments. The venue

was good and hopefully the service will be better the next time.

Another trail started a mile down the road from the restaurant, but our club presi-

dent, Burt Barrett couldn’t start his bike, seems it lost all its compression during the

lunch stop so we loaded it on the truck. Everyone else entered the trail by then and we

drove the truck to the furthest tip of Bouquet Reservoir where the trail ended. Everyone

showed up and took the canyon roads back to the Sirota’s house.

Lynda was

ready for the re-

turning riders with

some home made

chili, crackers,

chips and drinks.

The BSA

Owners Club

thanks Art and

Lynda for hosting

this fun ride.

Barry Sulkin

9

BSAOCNC March 29th ,San Jose Clubman Show

Rules And General Information

10

Greetings to my fellow members of the BSA Owners Club of Southern California. The club

asked me to write some stories of my racing days and other motorcycling experiences in my

life, much of which is BSA related. You can watch for them in some upcoming issues. To

those who don't know me, my family has been involved in motorcycling for literally 100

years, dating back to my grandfather who had a motorcycle repair shop in El Centro and did

some racing as far back as 1914 before later becoming a motorcycle patrol officer. My fa-

ther, Floyd Emde, had a long and successful racing career that includes winning the 1948

Daytona. He and my mother later

opened a motorcycle dealership in

the San Diego area. They started

with Indian, but later changed to

BSA and a few other brands and

eventually had three stores going

before they retired. I was one of

those lucky kids who grew up in a

family of motorcycle dealer own-

ers and started trail riding at an

early age. Trail riding led to some

local Scrambles racing, then mov-

ing to the pro level and early on I

made it to the BSA factory team in

1971. Those were the years of Rob

North BSA 750 triples, Trackmas-

ter A65 flat-trackers and even a

little B25 short track bike. Looking

forward to a look thru my files to

find some good stories for you.

Ride safe, Don Emde.

Aliso Viejo, CA.

Photo Caption: Rider introductions at Ascot Park 1971. I was on the factory

team that year with Dick Mann, Jim Rice and David Aldana. My bike is an A65

motor in a Trackmaster racing frame and all the best running gear of the times.

Photo: Don Emde Collection.

An Introduction To Club Member # 1938

Don Emde

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Installation of a Boyer Ignition System

by Lynn Bennett

THEORY OF OPERATION:

The Boyer is a transistorized electronic ignition. That is, the points and condenser are

replaced with a simple power transistor used as a switch. The triggering of the Boyer is

done by a set of rotating magnet that is attached to the shaft that formerly rotated the

mechanical automatic advance mechanism. The trigger coils are mounted on an

epoxy circuit board which is shaped like the former points plate including slots for fine

adjustment of the timing. The Analog Boyer uses the change in magnetic induction rate

from increased RPM pitted against a fixed voltage comparison to make a variable timing

advance based on engine RPM. The Digital Boyer uses the same trigger coils but var-

ies the timing based on engine RPM using a small integrated circuit computer that has

several stored and user selectable advance curves. The Digital Boyer uses an early trig-

ger signal that is delayed digitally based on a computer computation for engine RPM.

The Digital Boyer uses basically the same transistor switch to control the bikes coils, but

one version uses tuned coils to slightly enhance the quality of the spark generation.

For battery-less operation only the Analog Boyer is usable, as the Digital version needs

a battery to operate at all. The Digital version of the Boyer needs to use either resistor

plugs or resistor coil wires or both to minimize the Electro Magnetic Interference (EMI)

generated by the plug firing that effects the computer and makes it skip instructions and

loose its place in its internal program.

For single cylinder bikes the 12-volt Lucas coil can be retained but a smart installer re-

places the Lucas coil with a new PVL coil with a primary resistance in the range of 3 to

4.5 ohms. For twins there are two choices: twin PVL 6 volt (!) coils wired in series such

that their summed resistance is in the range of 3 to 4.5 ohms or a single dual output 12

volt coil whose primary resistance is in the range of 3 to 4.5 ohms.

REMOVAL OF ORIGINAL IGNITION PARTS:

Disconnect the ignition wiring to the coils/condensers and label the wires with masking

tape and an indelible marker. The coils and any remotely located condensers should be

removed from their mounts. The points wiring should be disconnected at the point’s

cavity end and the point’s plate removed. To remove the ignition cam first remove the

hold down bolt. Then thread the correct bolt into the larger threaded hole of the cam

itself or insert a small piece of round stock that fits the hole in the ignition cam. A series

of taps from a small hammer on the sides of the bolt or rod at 90-degree intervals around

Continued on page 12

12

the bolt will break the taper loose and the automatic advance mechanism will fall out.

An alternative tool is available that is a multi diameter bolt that forces the cam straight

off the taper, kind of like a flywheel puller.

MECHANICAL INSTALL:

If you choose new PVL coils be sure to buy the appropriate coil brackets for them.

Mount them where they were previously located modifying the mounting points to as-

sure a secure mount. Beware of interference with the gas tank. The Boyer Ignition mod-

ule can be mounted almost anywhere but close to the coils is ideal.

The magnetic rotor assembly installs into the taper in the points cavity. There is no key

so it must be loosely installed in about the correct position and tightened later. But first

position the engine crankshaft at the point in its rotation where the plug is suppose to fire

at maximum advance. Later bikes have a pointer in the primary case and marks on the

alternator rotor but verify that the marks are in the right place. It is possible to install the

rotor out of time (forget the key or ET rotor) or for the alternator rotor to be from a dif-

ferent bike with different markings.

A gross way is to verify the timing marks is to start by positioning the engine at TDC.

Using a piece of paper make a strip of paper go completely around the circumference of

the rotor, and cut it exactly to that length. Fold the paper into four segments then subdi-

vide the segment closest to an end so that you may mark it at the timing point, under-

standing that each quarter segment is 90 degrees. Lay the paper strip on the rotor circum-

ference so that the end is at TDC and the Max RPM timing mark on the strip is a more

anticlockwise direction than TDC. Make a new mark on the rotor if the original one is

wrong. Double-check your work. Owners of earlier bikes that don’t have the timing win-

dow in the primary cover will have to get the Brit tool made for these bikes that includes

a degree wheel marked in crankshaft degrees when turned at camshaft speed. The tool

includes a timing wheel mount that bolts to the taper in the point’s cavity. Position the

wheel at TDC after accurately positioning the crank at physical TDC using the “stop”

method and/or a dial gauge in the spark plug hole. Another option for these people is to

update to the later rotor and primary cover that includes the timing window or to tempo-

rarily install a new style primary cover and mark the original rotor. Some bikes have

crankshaft-locking slots that lock the crank at either TDC or the max advance firing

point. You’ll have to review your specific bike’s Workshop Manual to determine if you

can use this feature.

With the motor at the firing point and holding the new trigger coil plate up to the points

cavity with the plate hold down screw holes centralized, install the magnetic rotor so that

13

the painted on dot on the magnetic rotor magnet is visible in the appropriate holes of

the Boyer trigger plate. Triumph twins’ magnetic rotors turn clockwise while BSA twins’

and singles’ magnetic rotors turn anti-clockwise. With the two initial alignment holes

placed on the bottom of the plate, the Triumph uses the hole in the plate to the right of the

lower coil while the BSA’s use the hole to the left of the lower trigger coil.

If the magnetic rotor is loosely fit into the taper and the Boyer trigger plate installed into

the points cavity (centered in the slots), you can reach through the hole in the center of

the trigger plate and mover the rotor until the paint dots is visible through the appropriate

alignment hole. Tighten the rotor hold down bolt to retain the rotor and tighten the Boyer

trigger plate hold down screws. The rotor hold down bolt must not bottom in the taper.

Shorten it if it does. Install a flat washer and a spring type lock washer under its’ head

(not include in the Boyer kit!).

WIRING:

Someone completely rewiring the bike should make sure the Boyer ground makes good

continuity to the frame, the coil mount, the battery ground terminal and the engine. The

wiring should be done as per the Boyer instruction sheet, depending on the choice of

ground, either positive (typical as factory delivered) or negative (as on American cars).

All connections should be verified as having good continuity and good mechanical

strength. The trigger wires should be separated from the rest of the wiring harness as

much as possible to avoid false triggering of the Boyer. In fact, twisting them together

also helps. Maintain the correct connections, especially with the trigger wires.

For using existing harnesses follow the Boyer Instructions. When using two coils in se-

ries be sure to connect one coil’s positive terminal to the other’s negative terminal with a

short wire and then treat the remain two terminals the same as the originals coil’s positive

and negative terminal.

Good power and ground connections are paramount to a good operating Boyer. Good

continuity for all ground connections (frame to battery, to engine, to Boyer, to the coil

mount) is of the utmost importance.

Unless your bike includes a radio or you are installing a Digital Boyer, use solid wire for

the spark plug high-tension leads, and non-resistor plugs and caps.

Kill buttons “kill” Boyers if not installed correctly and if they are not of the correct type.

1) For negative ground system a grounding kill button (connects to ground when pushed)

can be connected to the Boyer black wire that connects to the coils negative terminal.

2) For positive ground systems the “kill switch” must be of the type that allows continuity

Continued on page 14

14

through its connections until the button is depressed, when that action breaks the continui-

ty. This switch is placed in series with the supply lead for the Boyer, the white wire. This

connectivity acts as break in the power to the Boyer, stopping the generation of sparks,

whenever the button is pressed. Installation of the grounding kill switch, as above, on a

positive ground system will destroy the Boyer.

INITIAL TIMING:

The initial timing is handled by the positioning of the magnetic rotor paint spots in the

trigger plate alignment holes. The bike should be able to run in that setting but by no

means should it be operated on the road without the final stroboscopic timing light adjust-

ment to the timing.

TIMING LIGHT TIMING:

Start the bike with a friends help. One person controls the throttle and adjusts the Boyer

trigger plate and the other strobes the alternator timing marks and reports changes. In-

crease the engine RPM until the advance of the spark as seen on the alternator rotor

stops and stabilizes. Monitor the alternator marks with reference to the pointer. Adjust the

Boyer trigger plate to get the mark and the pointer to align at full advance RPM. Secure

the Boyer trigger plate screws. Carefully remove the magnetic rotor hold down bolt and

put a drop of BLUE locktite on the threads. Replace the hold down bolt with its

flat washer and spring type lock washer and tighten it down. Now start the bike, run up

the RPM’s to the full advance point and verify that the timing is still correct. If not read-

just as necessary before the locktite sets up.

FINISHING UP:

Close the bike all up and forget the ignition forever except for regular spark plug changes.

Lynn Bennett

In the past I have written several articles about how Boyers work. I admit they were con-

jecture as the schematics were not available to me. Assumptions were made by me based

on my experience and advertising claims. Some of these errors have been corrected in

the past and some still need correction. My insight has been heightened by Dave Comeau's

de-potting of both an Analog and Digital Boyer which revealed the system schematics.

Boyer Redux….Errors and Omissions

By Lynn Bennett

15

Boyer has never been willing to divulge to me any of their unit's inner workings.

So here it goes:

Both Analog and Digital Boyer DO NOT use Capacitive Discharge Ignition (CDI) cir-

cuitry. Both use a transistor switch that emulates the actions of the common points with

none of the advantages of a true CDI ignition. The CDI advantages NOT there are: fast

spark generation which increases the possibility of gas fouled plugs firing; capability of

using large spark gaps to increase the spark area exposed to the fuel mixture to increase

the reliability of the ignition process.

The Analog unit uses analog circuit techniques to control the advance curve while the

Digital unit uses a specific Integrated Circuit configured like a computer and run by a

stored program. The digital unit allows the choice of several different advance curves

via switches on the black box (actually red, I believe).

Both the analog and digital units use magnetic triggering via a rotating magnet assembly

and fixed coils inside the former points cavity.

While certainly the analog unit and probably the digital unit made by Boyer are good

units, priced fairly, they lag behind modern technology where virtually every modern

vehicle and every modern after market ignition system offered for cars are CDI. But the

Boyers are cheap, decrease maintenance of the bike, are reasonably reliable, and have a

good following of users. They are just not state of the art as I first assumed. The Analog

Boyers still represents the best bet for Brit bike owners.

One caution voiced by one dealer who sells the digital unit is that it absolutely requires

that the system utilize one of the following: resistor plugs or resistor plug wires or resis-

tor plug caps. It seems that the embedded computer is very susceptible to Electro-

Magnetic Interference (EMI) generated by the mere firing of the plugs. The bike just

stops running and nothing short of a power off/ power on cycle, which resets the com-

puter program, will bring it back to life. The computer looses it place in the program

from the EMI and quits. Note also that the digital unit requires that there be a battery

and that its' condition be good: no battery-less operation is possible and you had better

have a good battery in there as well.

I hope this corrects my misdeeds of the past and enlightens all to the Boyers operations.

Use a Boyer of your choice, just be aware of what you are getting.

L D Bennett

BSAOC / SC members, we are updating our e-mail list in order to

contact you for any last minute changes in our calendar events, so

please contact Steve Ortiz at ; ortizst1@hotmail.com.

16

Members please be aware that sometime in the next few months

we will be publishing our current Membership Roster, containing

your name, address, phone # and email address. If there is any

info that you DON’T want published please , call or email me .

Editor

Back in the early 1970s, a friend of mine and myself decided to go up to San Jose, to

watch the mile dirt track races. So, early one morning, I set out from Paramount on my

Rickman Enfield 750, to meet my friend who lived in Chatsworth. We met on Devon-

shire, at the 405 freeway, and after coffee and donuts, we headed north.

All went smoothly over the mountains, but about 10 miles from Bakersfield, my friend’s

A65 dropped one cylinder, and before we got to the shoulder, he lost the other one.

Troubleshooting time. Requirements for combustion: air, gas, and spark. Air is a given.

Gas flow was tested by first confirming that the gas cap vent wasn’t clogged, and then

that gas was reaching each carb. All OK. Then we tested for spark, only to find that

there wasn’t any on either plug. The fact that the cylinders failed one at a time confused

us. With no test equipment, we decided to try to solve the problem by “inspection”. Off

came the points cover, and the problem was staring us in the face. Each set of ignition

points was stuck open. Trying to move them by hand showed that they were very stiff.

Upon questioning my friend, he told me that the day before our ride, he had lubed the

point pivots with an aerosol product known for its Water Displacement properties. My

friend learned quickly about its other property: oil displacement. A drop of oil on each

pivot, and a little working-in, and the points could again follow the cam. We closed up

the points cover, and proceeded on our way. The racing in San Jose was great.

“Pointless” by Dave Spilka

17

© 2013 Art Sirota

When Brit Bikes roamed the Land

Art Sirota

Me and my buddies used to ride our British bikes for fun

take 'em out and thrash 'em, see who could "do the ton"

then hang out at the local shop and purchase points and plugs

Castrol 'R' and Penzoil were our substitutes for drugs

I'd race down to the ocean on a thumper or a twin

sometimes I'd take a tasty triple out for a wee spin

weekends in the mountains and rallies by the lake

were filled with thrills on a Rocket 3 that lacks a good front brake

Yes, the bikes were flawed and some leaked oil but we all carried tools

for Brit bikes were designed to be repairable by fools

simple engine layouts and no darn computer chips

meant no one ever got left back when we took off on trips

Then clever Kiwis heard about cheap Brit bikes in the States

and Aussies took advantage of our low exchange rates

container loads of BSA's and Nortons by the score

were hunted down and rounded up and shipped to a distant shore

So overseas investors came here time and time again

to snap up every British bike with pounds and marks and yen

Velocettes and Matchlesses were stuffed in wooden crates

till not too many people still rode Brit bikes in the States

Some Brit bike shops went belly up, their lights went dark inside

the few remaining Triumphs here became too rare to ride

the stores were torn down one by one to make way for new condos

and on the road the only bikes were Yamahoos and Hondos

My new machine has 16 valves and comes with 6 computers

it must rank as the most expensive 50cc scooter

and if it breaks down on the road and coasts to a dead halt

a 9-ton diagnostic device will quickly find the fault

So now remote museums own the last remaining few

British motorcycles still displayed for public view

I'm not opposed to progress or the laws of supply and demand

but l just miss the days of old when Brit bikes roamed the land

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FREE ENTRANCE TO:

$$$$$ LONG BEACH SWAP MEET $$$$$

$$$$ IF YOU RIDE YOUR BIKE IN $$$$

Contact: Barry Sulkin, Treasurer, for tickets

310-569-1383, barrysulkin@aol.com

$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$

For Sale: 1988 Matchless G80 with 600cc electric start engine and orig500cc Rotax

engine spare. Excellent cond, only about 200 made. Ca. licensed and reg. $5000.

See walk around at : http://www.youtube.com/watch?v=pDOqgxGyNuQ

Barry Sulkin 310 398 6406 12/1/12

Members Only… Wanted / For Sale

12/1/13

Members Only….For Sale / Wanted...Contd

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FOR SALE

1946 AJS 350 rust bucket- er basket case.

Engine locked up but restorable. $1000

All offers considered. Trade welcome

Bill Getty 951-943-5886 Perris Ca.

11/1/13

For Sale: 1969 441 BSA Victor sp. O.I.F. re-chromed and centerless ground Betor

forks. Fabricated pipe with skyway s. a. muffler. Electronic ignition 1 inch longer swing

arm, CZ wheels and

brakes. Rickman style

folding foot pegs.

Steel gas tank , Fiber-

glass seat tail. Starts

and runs great, lights

work well. New

tyres, It even has an

original bates mirror.

$ 3200 call for de-

tails 310 874 4557

"Rob" 11/1/13

Wanted: I am looking for a BSA DBD34 to purchase for restoration. It really does not

matter what year or condition as long as it is all there (well as much as possible). Please

contact Julian at 760-815-7356 11/1/13

Wanted: Useable 4 plate clutch with cush drive hub to fit Royal Enfield 700, 750 twins

and 500 singles. Please call Dave Spilka, at (661) 965-1102. 1/1/14

Calendar of Events 2014

Jan 26 (Sun) Long Beach Motorcycle Swap-meet. http://www.socalcycleswapmeet.com/

Feb 9 (Sun) Vintage Bike O.C. at Beach Burgers 19102 Beach Blvd Huntington Beach. 2 – 4pm

Feb 22nd (Sat) * ORTEGA HIGHWAY TO LAKE ELSINORE AND MORE. Meet

at Lund Iorio Inc. parking lot, 9am at 27124 Paseo Espada, Ste 801, San Juan Capistrano.

Ride leave at 10am, Lunch at Anne’s Café in Lake Elsinore. Info: Dave Zamiska (714)

962-0995. Steve Ortiz (951) 245-5287

Feb 23 (Sun) Long Beach Motorcycle Swap-meet. Info: http://www.socalcycleswapmeet.com/

Mar 1 (Sat) BSAOCNC “Jim Tomich Memorial Ride” Info: Ray Pallet 650-703-3209, Don Danmeier 650-898-0330

Mar 6-9 (Thurs-Sun) 2014 “Borrego Springs” SoCal AMCA Winter Road Run.

Info: Tim Graber 949-642-9682 or http://www.socalamca.org/2014/borrego2014

Mar 9 (Sun) * BSAOCSC “CINDER CONE” DUAL SPORT RIDE starts in Lucerne

Valley at the parking lot of the Highway 247 Restaurant, Junction of Hwy 247 & 18 Meet

at 9 AM, ride at 10 AM. Info: Mike Haney (760)365-9191 or Craig Rich (562)868-9389.

Mar 9 (Sun) Vintage Bike O.C. at Beach Burgers 19102 Beach Blvd Huntington Beach. 2 –4pm

Mar 23 (Sun) Long Beach Motorcycle Swap-meet. Info: http://www.socalcycleswapmeet.com/

Mar 29 (Sat) BSAOCNC CLUBMANS SHOW & SWAP - San Jose Fairgrounds. March 30 (Sun) - Ride. Event Date is Confirmed. Info: www.BSAOCNC.org

Apr 6 (Sun) * BSAOCSC “INLAND EMPIRE” VINTAGE STREET RIDE starts in

the Temecula area. Turn east off the 15 to Walmart parking lot Apis Rd and Hwy 79

south. Meet at 9 AM, ride at 10 AM. Info: Paul Elmore (951)763-4037 Ride maps and

route sheets provided.

Apr 5-6 (Sat, Sun) ** BSAOCNC & SC MID-STATE RIDE starts Saturday from the

parking lot of the Black Bear Diner in Carmel, Hwy 1 & Rio Road. Info: Frank Forster

(831) 688-2120 or Barbara Barrett (661)703-9249

Apr 13 (Sun) * BSAOCSC “AL BAKER DUAL SPORT” RIDE Meet at 9 AM at the

Al Baker Ranch, 16400 Wild Road, Helendale, Ca. Ride starts at 10 AM and is approxi-

mately 90-100 miles. For British & other vintage motorcycles with street registration, and

spark arresters. Info: John Gardner (310) 920-3393 or Mike Haney (760) 365-9191

Apr 13 (Sun) Vintage Bike O.C. at Beach Burgers 19102 Beach Blvd Huntington Beach. 2 –4pm

April 27 (Sun) * BSAOCSC “BARRY SMITH MEMORIAL” ALL BRITISH RUN

Hansen Dam Recreation Area, AQUATICS CENTER PARKING LOT, 210 Fry at Os-

borne. Turn left go all the way to the aquatics center parking lot. Meet at 9 AM/Ride at 10

AM. Info: Steve Ortiz (951)440-3521 or Barbara Barrett (661)703-9249

May 2 -9 (Fri - Fri) *** 51st BSA International Rally 2014 in Petaluma Califor-nia. Info: Don Danmeier 415-898-0330 or www.BSAOCNC.org, www.BSAOCSC.org

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BSA Owners Club of Southern California

Email & Phone Directory

Specialists

Gold Star/Winged Wheel: Dick Newby

No Email (714) 839-7072

**********

Pre Unit Twin: Clive Brooks

Clive54bsa@aol.com (714) 771-2534

**********

C10, C11, C12, C15: “Position Open”

To any willing volunteer, contact Editor

**********

Unit Singles/B50: Jack Faria

(805) 551-4982

**********

Rocket III/Trident: Burt Barrett

(661) 742-5539

**********

Triumph/Sidehack: Russ Smith

(818) 343-8045

**********

BSA Unit Twins: Bill Getty

JRCEngineering@aol.com

********** Specialty Tool Consultant: Craig Rich

Questions: (562) 868-9389

**********

Please make calls between 9am and 9pm

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BSA Owners Club Regalia

Official BSA Owners Club “T” Shirt. Comes in Blue, Red, Grey and Black. Large, XL and XXL. Price is $20 for short sleeve and long sleeve $25. BSA Club sweat shirts are available in limited colors and sizes. Price includes shipping and handling. Take delivery at a Club gathering and save $5. Sizes and colors are limited, so place your order quickly!

Contact—Randy Ressell: Regalia Coordinator

Hm. (714) 448-1179, E-mail: b2v8384@yahoo.com

Sweatshirts $25 —$28

+ $5 S & H

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