sparks2

Hi Good post SteveM, I wouldn't disagree with anything. Woody is correct about the M198B / M199B tanks. They were different to earlier (M198A / M199A) tanks and constructed in a different way -- more welded sheets than the pressing and shaping of the earlier tanks. On mine though, the welded seams were very vulnerable to leaks and cracks, especially the seam just above the tap. Has yours been so repaired Woody ??

No, sorry it's a very young Geoff Chandler. What's the head and barrel on the B/W Roy Trump picture above??

Hi Deryck Sorry to hear of Max King's passing, I have 4 of the 5 editions of 'Trials Riding', only one of the later editions missing. You're right about Aquaba, it was a lonely outpost of the then Turkish Empire and a southerly port. The line was vulnerable due to it's length, the terrain and, as you say, single track working. But, I suspect the strategic reason for Lawrence's guerrilla warfare was to keep thousands of Turkish troops occupied in defending and repairing the line and away from Allenby's push towards Damascus in the North. When Aquaba eventually fell it was because Lawrence and the Arabs were able to attack from the North and the desert. and the defending Turkish guns all faced the sea to the South, rather like the Japanese capture of Singapore in 1942. I'm not a Lawence expert but I have read somewhat extensively in the past, it's a fascinating tale, not just for his years in the desert but for what happened afterwards. (TE's Brough ownership was long after his desert campaign). But Lawrence tends to be his own worst enemy in that his accounts of the campaign -- 'The Seven Pillars' and 'Revolt in the Desert' have been shown to be rather exaggerated and not wholly accurate. The film was great as a piece of Hollywood, but does not even begin to do the real story justice. Kind Regards Sparks

Hi Deryck Many years ago I asked Scott about that bent front down tube, he said it was a Brian Martin / Scott Ellis mod. Regards Sparks

Thanks for your reply Deryk As far as I knew, or can remember, the line was derelict and locomotive wreckage still littered the desert. But he surely disrupted more than one line?? Regards Sparks

Deryk TE Lawrence (Lawrence of Arabia) owned several Broughs, over a period of time of course. Is Max King still with us??

Note the bent front down tube. And the Dunlop alloy rims Has the swinging arm been shortened??

Hi Are you sure they are one and the same Hitchcock, I don't think so. Some confusion here, Gordon Farley's sponsor was J.A. 'Jock' Hitchcock, a Triumph dealer from Folkstone Kent. Surely not the same Hitchcock. Can anyone confirm ?? The bike is an earlier TFS (1964) that has been 'modernised' with later TGS (banana) forks and exhaust. Some would say the best combination that Greeves never made. But I would say that.

Thanks for your reply Deryk, there is quite a story attached to Derek Adsett's Greeves Anglian, a photo of which you posted in the Greeves forum

Sorry to have to correct you Deryk, but this is the McLaren monocoque Suzuki produced by the car people some time after Peter Gaunt's involvement, and indeed after the Alta Suzuki. Great photo just the same. Spot the Villiers air filter !! It is my belief that the Gaunt Suzukis were assembled in Yorkshire, but the 1967 ISDT Suzukis were developed and assembled in Greet. Up to present no one has challenged or augmented this information. Regards Sparks

Lower Hollinsclough definitely, also Malcolm Rathmell on the left. Also maybe Dave Langston extreme right. Also maybe Dave Thorpe behind Bill Wilk. The year ?? my money's on the Bemrose March 1969. Re -- the Gordon Jackson photo, Gordon always had a good relationship with the Greeves factory (and perhaps Bert Greeves in particular). I think he 'borrowed' the Anglian for the experts

Hi It is my belief the production (1968/1969) Gaunt Suzukis were a 'parts bin special' Peter and Ray Dell basically ordered, collected and paid for all the Suzuki parts they required to put the bike together from Suzuki GB in Birmingham ie Suzuki Sports 50 chrome tank. Suzuki 200 Invader forks. Trailcat (or Bearcat ??) frame and engine. All this happened with the blessing and encouragement of Alan Kimber, a senior manager at Suzuki GB. Alan Kimber (a former trials rider himself) was keen that Suzuki should have a presence in one day trials. I think Alan Kimber must have pulled some strings to have the American only Bearcat or Trailcat spares imported into Britain. The production GSs were therefore an all new build and sold as such in kit form to avoid purchase tax by the trials dealers of the day. Peter's early (1967) development one day bikes were modified Suzuki 120 road bikes but these were never sold to the public. Don't forget that Peter G had prepared the Suzuki ISDT bikes that Suzuki GB donated to the British effort when the British factories had pulled out of the 1967 ISDT. Don't forget Peter was a James factory rider when Suzuki GB was resurrected from the ashes of the AMC crash (of which James were a part). GS 'Works' supported riders at the time included Denis Jones, Blackie Holden, the Lampkins and no doubt others. The conversion from 118 to 128 using the Super Six (250 twin) piston was popular at the time with the 'works' bikes and private owners. As to whether it was ever a standard fitment, I don't know. So any surviving GSs could be either capacity. GS colours I remember were red, green, blue, a yellow/amber (all metallic colours). A parts bin special but a very, very good parts bin special. Now, if anyone would care to disagree or add to the story?? Regards Sparks

Hi yes, great photos - thanks It's the Mickmar, I think. Interestingly EJE 76D still survives on the DVLA computer but has not been taxed since 1981 CEN 288C does not survive on the DVLA computer. CEN 288C is a Bury (Greater Manchester) number so the bike in all probability would have been supplied by Jim Sandifords. EJE 76D originates from the flatlands of Cambridgeshire, in fact the proud cathedral city of Ely (not a million miles away from Lincoln). Are the forks on CEN 288C REH or Ceriani ? Regards Sparks

No, he first rode in 1967 on the BSA (NWW 8E). Can't quite remember what (or if) he rode in 1968 (will research). So it was probably his third Scottish. Update on 1968:- HML finished 5th overall again on the BSA (NWW 8E) With a total of 60 marks lost and a special first. So 1969 confirmed as his third Scottish.

Can now confirm:- 1969 SSDT HM Lampkin on the Gaunt Suzuki finished 5th overall with a total of 44 marks lost. Winning a Special First Class Award and best 150cc

I think the Vale-Onslow conversion had round finning. Mick's and farmer's both have 7 fins. (so it's probably a Parkinson)

yes, quite true but most Gaunt Suzukis were not 'works' supported so could be 118 or 128. The gear high/low ratio changeover lever is on top of the gearbox casing. Most Gaunt Suzukis would have been road registered 1968 - 1969 I can post a photo of a GS from the time if this would be of help?

The head is a Parkinson I'm not sure about the barrel, it's not a Greeves or Marcelle so could well be a Parkinson also. Why do you think the head and barrel are mis-matched??

Hi From memory:- 1969 on the Gaunt Suzuki 1970 on the Alta Suzuki (finished with a broken frame). Have not got the actual results to hand Addition:- a bit more information from 1970:- MHL retired on day 6 with a locked gearbox, whilst still struggling with the broken frame. Still looking for information 1969.

Interesting Have you used the chair that was on the M49? Thanks for posting

More Info (if it's readable).

]Hi Looks like a Cheetah frame to me. Looks like the remains of the chrome plate under that black paint to me. (Correction) Sorry not chrome plated - they were bright nickel plated.

Hi I agree. I think SM marketed a conical hub for Bultacos in the early seventies that was basically a Rickman hub. Does anyone else remember and can confirm?? Regards Sparks

Hi Don't set too much store by the end to end resistance values or of the coils (HT and LT) or insulation tester values. In my experience, the coil insulation (between the internal windings) breaks down when electrically stressed (i.e. when working) and therefore the fault is difficult to detect under static conditions. In my opinion, the first suspect (after the condenser) should be the HT coil and the only practical course of action is direct substitution for a known good coil. Hope this helps. (Of course, someone will say I am completely wrong) (just had a duff HT coil myself). Regards Sparks

Hi Yes, I agree with Gasser, those work well. I seem to have trouble with the paper element ones. After a short time they cease to pass sufficient fuel, (and not just because they are blocked with debris).