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Federation Of Police Motor Clubs team for 1981 Rallye Des Pyrenees. Tony Beaumont (centre) 750 & over class winning rider of the Triumph TR7T Tiger Trail motorcycle no. 67 on left. Note BP shield decal on tank.
Photo taken probably at the event's end as bikes already have competition numbers but are being loaded. Disassembled Squire sidecar (with sponsor decals from Bob Heath Visors, BP, Sonic intercom and Bell helmets) was attached to T140E Triumph Bonneville and won the sidecar class. Yamaha RD250 in foreground won the 250cc class for Jeff Wilson. John Gaut (right) crashed out on his BMW R80GS before the event started. Andy Reynolds (left) won the 350cc class on a RD350. Ron Wark's KTM on trailer won the 175cc class.
Montée historique du Salbert Septembre 2015 (Belfort - France)Photo from and with the courtesy of Christophe Bogula
Here is the prototype reduction system for the 200. This will give me a primary and secondary reduction while still allowing me to pedal the bike.
UPDATE! The Sportsman reduction drive system is the best in the industry. Proven in three separate land speed records. Current 175cc class record holder at 73.526 mph! While some of you guys are dreaming I am setting records. Available only with purchase of Sportsman 200 or the exclusive Bonneville Flyer. Of course cool builders will always be handled accordingly with limited availability. I have sold numerous assemblies complete with all mounts for the engine, the entire reduction drive unit. and of course the offset matched split racing sprockets with .Sportsman rear drum hub. Twin disk centrifugal clutch assemblies and gearing choices from wheelies to 90 mph.
4722 MuzBečov 2015 S 2433 Bečov muzej MUZEUM HISTORICKÝCH MOTOCYKLŮ BEČOV NAD TEPLOU MUSEUM HISTORISCHER MOTORRÄDER PETSCHAU ČZ 175 year 1938 Motorcycle Museum Becov nad Teplou
František Janeček began manufacturing Wanderer motorcycles under licence in 1927 in order to diversify the interests of his arms factory. Having bought the tooling for a 500cc model, in 1929 he rebranded the machine with the name JAWA, derived from the first two letters of the words "Janacek" and "Wanderer". It was a shaft-drive model with a pressed steel frame, powered by a 498cc OHV engine.
In 1930 the English designer George-William Patchett joined the new company, resulting in faster, more robust chain-driven machines which although not commercially successful did well in competition. Villiers-licenced deflector two-strokes were incorporated into a lightweight range which proved popular, and in 1934 they also built DKW style flat-top two-strokes.
The 1930s also saw middleweight 350s of SV and OHV configuration, also Patchett designed, and just before war broke out they built the Josef Jozif designed 98cc Robot. Patchett returned to England for the duration to work for Royal Enfield and other arms manufacturers, but Jawa did not remain idle during the Nazi occupation. They secretly developed an advanced single-cylinder twostroke with telescopic front suspension, plunger rear and an automatic clutch. In 1947 they took over the Ogar factory and resumed production, producing the highly successful two-strokes as well as exotic DOHC racers. Subsequently they incorporated the Eso marque and began producing speedway machines.
During the mid 1930s the company also produced a range of cars and utility vehicles.
In the late 1960s they imported Italjet components to produce the Type 23 Mustang. These were eventually assembled with all locally manufactured components and the model continued until 1981.
This faithful little Italian filly has completed the famous Motogiro d’Italia on a number of occasions.
photo by Alan Kempster for Ayr Classic Motorcycle Club.
San Sou Pap were a French manufacturer existing between 1926 and 1946. I think that this is a 175cc model.
175cc, chain driven single overhead camshaft
MV used the name 'Disco Volante' (Flying saucer) due to the unusual shape of the petrol tank
Amazingly advanced design for 1953. Engine castings are lightweight, with metal only where it is needed.
Multiplate clutch running in oil.
Unit construction engine/gearbox (four speed, foot change). See the rocking gear lever so that you didn't scuff your designer Italian footwear!
Tele forks and swing arm rear suspension. British bikes at this time were invariably still rigid or plunger rear suspension.
There were the usual period claims/ boasts by the manufacturer of 85 mph, 14hp and 100+mpg!
Truth is that the bike is capable of approx. 75mph with the rider flat on the tank, and it will easily top 100mpg even when ridden fairly hard.
Handling/roadholding and brakes could cope with twice the power quite easily!
These bikes were very expensive to buy, but compared with a BSA C11, Villiers powered machines etc. available in 1953, what a machine the MV must have been.
This bike was bought in 2002 and was cosmetically quite reasonable. Mechanically it was a huge disappointment, and struggled to make 50 mph!
The Italian 'racers' in the 1950's did not favour the MV sohc motor as oil feed onto the cam lobes was scarcely adequate. We designed a hollow camshaft with 'quill' end feed, and oil delivery holes on the cam flanks which cured this problem.
We worked on compression ratio, camshaft design, crankshaft balance factor, electronic ignition and overall gearing.
Next week , the bike is competing on its 5th 'Motogiro d'Italia' - a 1200mile, 5 day endurance event in Italy.
We use up to 8500rpm (6500 standard), and have designed the power characteristics to be flexible, reasonably tractable so that you could easily go shopping on it, but it still has an 'interesting' part of the power band in the 6500-8500rpm range.
Bike was re-painted in 2007. Damn pretty too!
On 'A' and 'B' class roads this is a superb and quick machine, particularly when remembering it is now nearly 60 years old!
Ad for Ducati motorcycles from a copy of "The Motor Cycle" magazine dated 15th February 1962.
Note that the 200cc model is cheaper than the 175cc model.
Messerschmidt KR200 (1955-64) Engine 191cc S1 TS
Registration Number 924 FGC
MESSERSCHMIDT (Car) SET
www.flickr.com/photos/45676495@N05/albums/72157624963580230
Messerschmidt were temporarily banned from building aircraft following World War II and had turned to producing other products, in 1952 they were approached by Fritz Fend with a view to manufacturing a small motor model was the KR175 launched in 1952 powered by a 175cc engine. based on his Fend Flitzer invalid carriage. The first vehicle was the From this came the three wheeled KR175 a two seater with tandem seats, with tubular spaceframe, handle bar steering, and bonded rubber suspension the KR standing for Kabinenroller - scooter with a cabin
Replaced in 1955 by the larger engined KR200 which incorporated the same basic frame as the KR175 with changes to the bodywork (notably including wheel cutouts in the front fenders) and an improved canopy design and had a car type throttle and clutch, Dyna start and a reversible engine. THe KR200 was powered by a 91cc Fichtel & Sachs air-cooled, single cylinder, two-stroke engine positioned in front of the rear wheel. ] The rear suspension and engine mounting were reworked, and hydraulic shock absorbers were installed at all three wheels. Tire sizes were enlarged to 4.00×8
Retailing for around DM 2,500, the KR200 was considered an instant success with almost 12,000 built during its first year, maximum speed was probably determined by the bravery of its pilot but due its lightweight the little car was capable of a speed in excess of 90 km/h (56 mph)
In 1956, around a year after West Germany joined NATO, Messerschmitt was allowed to manufacture aircraft again and lost interest in Fend's microcars. Messerschmitt sold the Regensburg works to Fend who, with brake and hub supplier Valentin Knott, formed Fahrzeug- und Maschinenbau GmbH Regensburg (FMR) to continue production of the KR200 but as the German and other economies began to recover sales of the bubble car derivatives decline and Messerchmidt car production ceased
Shot at The Enfield Pagaent 30.05.2010 Ref 55-235
175cc, chain driven single overhead camshaft
MV used the name 'Disco Volante' (Flying saucer) due to the unusual shape of the petrol tank
Amazingly advanced design for 1953. Engine castings are lightweight, with metal only where it is needed.
Multiplate clutch running in oil.
Unit construction engine/gearbox (four speed, foot change). See the rocking gear lever so that you didn't scuff your designer Italian footwear!
Tele forks and swing arm rear suspension. British bikes at this time were invariably still rigid or plunger rear suspension.
There were the usual period claims/ boasts by the manufacturer of 85 mph, 14hp and 100+mpg!
Truth is that the bike is capable of approx. 75mph with the rider flat on the tank, and it will easily top 100mpg even when ridden fairly hard.
Handling/roadholding and brakes could cope with twice the power quite easily!
These bikes were very expensive to buy, but compared with a BSA C11, Villiers powered machines etc. available in 1953, what a machine the MV must have been.
This bike was bought in 2002 and was cosmetically quite reasonable. Mechanically it was a huge disappointment, and struggled to make 50 mph!
The Italian 'racers' in the 1950's did not favour the MV sohc motor as oil feed onto the cam lobes was scarcely adequate. We designed a hollow camshaft with 'quill' end feed, and oil delivery holes on the cam flanks which cured this problem.
We worked on compression ratio, camshaft design, crankshaft balance factor, electronic ignition and overall gearing.
Next week , the bike is competing on its 5th 'Motogiro d'Italia' - a 1200mile, 5 day endurance event in Italy.
We use up to 8500rpm (6500 standard), and have designed the power characteristics to be flexible, reasonably tractable so that you could easily go shopping on it, but it still has an 'interesting' part of the power band in the 6500-8500rpm range.
Bike was re-painted in 2007. Damn pretty too!
On 'A' and 'B' class roads this is a superb and quick machine, particularly when remembering it is now nearly 60 years old!