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| Earls Court, 1964, Caron Gardner on a Bantam De Luxe |
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| Kawasaki W800. Big heavy bike but looks fun to drive! |
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| Skyteam Dream 50. Nice try. I just don't like how they finished it! Maybe with aftermarket parts but still. |
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| Dont ask :-) |
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| Yeah Cool styling. as usual loose the mirrors... I wonder how it handels! |
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| Triumph scrambler. Now that's a bike i want when i'm 50. Make me a 150cc / 250cc and i'm sold! So for now. I'll stay with the bantam! :-) ps: There was a very nice vintage car & motorcycle museum ... will upload when i have more time. |
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| Some nice christmas deco! |
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| Note that anti social behaviour is unacceptable and jeopardises ace cafe london! |
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| Best food i found in london! |
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| With some really nice stage! |
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| :-) |
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| The ace by night! |
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| Some snapshots of the 6-Volt event in Gullegem |
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| Where moped & motorcycles are driven! |
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| A good +- 65 members from belgium |
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| And some even from the UK! |
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| What happens in belgium .... Stay's in belgium :-) |
Found this great roadtest of the bsa bushman. thanks motorcyclist illustrated!The Bushman a tough little gentleman from Birmingham were held for many miles. Over-revving proved impossible; with a top limit of 8000 rpm, the Bushman's engine was always many hundred away. 60 mph could be achieved with no trouble at all, but the high engine revs brought about overheating problems. Even with a tankful of five-star petrol, shocking pre-ignition took place, the situation demanding instant checking. Maybe it should not be wondered at, for the Bushman's top gear is approximately the same as a Bantam's third ratio.
Fine though it was on the road, tarmac did not seem to be the" kindest of places to test a trail 'bike, so I took the machine over to the Icknield Way, in the Chilterns. This ancient highway was exactly what the Bushman had been designed for. Too rough for roadsters to cover without some difficulty, but not severe enough to warrant a trialster. The going was over rutted chalk, tree roots, flat grass and mud, and the little BSA two-stroke romped in it. Grip was provided by a couple of Dunlop trials tyres. They proved themselves to be very necessary in wet going, and on slippery leaf mould in the woods invaluable; more so probably because, unlike trials riding, trail riding, because of its quickly varying nature of changing surfaces, including tarmac, does not encourage the use of ultra-low tyre pressures. I left the BSA wheels at 10 Ib both.
In hard going, the "soft," but tenacious power characteristics of the engine proved themselves ideal. Providing the track was not of the one-day trial type, second and third gears were adequate to deal with anything that came along, including mud and steep cambers. Carburation was always clean, and pick-up from low revs under the worst conditions unhesitating. As with all such riding though, the engine's performance cannot be spelled out in exact measures, for rider ability is of equal importance to the machine's. For a trail motorcycle, though, I was always satisfied and often impressed by the machine's performance.
The riding position too was a compro- ONLY ONE trail 'bike worthy of the name is currently in quantity production in this country—the Bushman. Its larger cousin the 250 Triumph Trophy, cannot quite match up to the name, selling as it does with roadster tyres. Green road rides, organised by the Green Road Riders Fellowship are obviously the coming thing among numbers of clubmen previously unattracted to active motorcycling. This is, or should be, the Bushman's market.
Like any other trail motorcycle, the 175 two-stroke will cause frustration if driven for long on the road, and sweat if ridden on the rough as a trials machine. To be completely honest, although unkindly so, it does neither properly, so should you want a roadster, get a Bantam, or a trialster, one of Bob Gollner's Bantam specials. But this is, after all, a trail machine; on its own ground, no less specialised than any other class of motorcycle. Nothing else will carry you along tarmac roads and over mud and tree roots with quite the same equanimity.
Cruising speed on the road was 50 mph, and that on the top gear of 8.1:1 required the engine to spin at 5500 rpm, only 250 rpm away from the maximum bhp output, but 600 over optimum torque. Altogether, a useful engine speed, for it did allow further acceleration to be carried out surprisingly briskly. Higher cruising speeds could and mise. Not quite roadster, but comfortable enough, and not quite trials, although near enough to allow easy standing up when required. Based on the Bantam it may be, but a Bantam it is not. Forks are the same as its bigger, four-stroke brothers, and'consequently more than capable of handling anything the Bushman is likely to dish out, but they were not faultless. Following in the pattern of all BSA forks since the early 1950s, they really needed more than small bumps at low speeds to activate them, so the Bushman's handling at path-picking walking pace was not all that it might have been. Instead of a grass clump or small branch being ignored, it had to be ridden due to its effect on the machine; not much, but enough to warrant notice. Softer springs and 5 SAE damping oil might solve the problem. Almost exactly the same comments apply to the rear units as well. But do not over-estimate my statements; the handling problems are slight, and to a rider unused to trials machine suspension, possibly nonexistent. Handlebar and seat comfort was fine and so, after some while, was the high footrest mounting. On the road, handling was excellent, and roadholding above criticism. Whether a long fast bend, or a series of them, the Bushman always came out on top.
One thing above all else irritated, correction, infuriated the Editor, on the numerous occasions he rode it, and I to the point where only total destruction of the machine would have satisfied us-starting. On most occasions either one or two easy prods at the crank brought about the usual snappy exhaust crackle, but in the two months we had it, towards the end of its time with us something began to die. Whatever it was I hope the death was a painful one, for twice it caused me the agony of a broken toe. Starting was a few times as impossible as only an energy-transfer-ignitioned petroil two-stroke's can be. A spark, fuel in the combustion chamber, a new plug, good connections, no gas or air leaks, but no life. As well as that, the relation of the kick-start crank and footrests was a poor one. Either the right foot had to be turned sideways to kick downwards, or the movement had to be carried out with the ball of the foot to ensure that toe snagging of the footrest did not happen. That is all very well when starting is easy, but once, speaking for myself, tempers become frayed because everything except the firing stroke is perfect, then any kick goes. Twice, on different occasions, my toes were bent back to 90 degrees in ordinary shoes, and then immediately subjected to a 180 degree return journey following a backfire. And let nobody tell me that I should not be wearing ordinary shoes. On a little 'bike like the Bushman, it should be possible to kick-start completely naked without misery. We never discovered the trouble.
Despite their old fashioned appearance, as always, the Bantam/Bushman brakes showed themselves to be fine little units, and despite reasonable attempts to fault them, they always worked with an efficiency that far belied their appearance.
Lighting, was no more than acceptable, but without a battery, and on energy transfer ignition, that is to be expected. The horn was, of course, laughably, indescribably bad.
In spite of shortcomings, I seriously doubt whether a better motorcycle exists for either a novice who desires a touch of sport, or for a lightweight enthusiast wanting the green roads and unsurfaced byways of the country. Certainly it proved to be the most popular machine amongst a mixed half a dozen at a recent outing for some of our most eminent motorcyclists in the country. The more experienced riders like Sir John Whitmore and Don Whillans enjoyed the "tweakier" Bultaco, but those with an eye to a quieter life like Sir Ralph Richardson displayed obvious affection for the Bushman. It was dropped a dozen times, stalled hundreds, and had gears missed by the thousand. Its clutch was slipped until I could watch no longer, while long conversations were held, and so on. Until you see a handful of people with no true expertise at handling machines, the amount of mishandling they can withstand just cannot be appreciated. Obviously this is what the Bushman is designed for.
The engine and gears are identical to the Bantam's. A rear sprocket, bigger by 10 teeth than the Bantam's, provide the ratio drop. Although upswept, the exhaust system is identical. A paper air cleaner element replaces the felt one. The front wheel diameter is larger by one inch, and the rear tyre section by half. Fork trail has been increased from 2% in to 3!4 in, and the frame both lifted beneath and lowered above so increasing ground clearance from seven to nine inches, and lowering seat height by half an inch to W/2 in. Somehow or other, all these variations have resulted in a machine one inch longer than a Bantam, at 79!/2 in.
Perhaps because the rear carrier had been overloaded at some time or another, the rear mudguard mounting bracket, also supporting the seat and carrier, snapped, a few days before it was returned to the factory. I was sorry to see it go, for not only was I left without transport (most important) but the machine was a versatile one. Fast (for a trail 175)-over 60 mph; flexible-second gear starting; economical-over 70 mpg; and as good if not better, on the rough than the smooth, and strong. The sort of machine you could hurl over a slope too steep to ride down, then climb down after it and ride away.
A Ride in the Sun
Also on the overland to egypt can you find a tribute about the journey of Peggy Iris Thomas. A must read for every Bantam fan.
Last sunday there was the 6-Volt classic tour.
Simple, reliable, honest, easy and low cost to maintain, parts easily available, interesting, cheap to run, it's British and BSA !!!
Bad PointsIf I'm forced to comment, then, can be a little slow in some conditions, brakes need careful attention to be effective in modern traffic, and er, that's it!
General CommentsThe Bantam came into my life by accident, a local Garage (Black Country, West Mids area UK) we used to service our company vehicles had it, a 1965 D7 in blue, lurking under a sheet in the corner. Being a motorcyclist I had noticed the bike shaped drape on previous visits, but on this occasion there was a delay with a vehicle I was collecting so, with some time to kill, I investigated. That mileage couldn't be genuine, 1600 miles !! Looking further though, it probably was, the tyres were almost unworn, original Dunlop lightweight. The chrome on the tank was as new, etc etc. The garage owner wondered over, confirmed the 1 previous owner and history, and then asked me if I wanted to buy it. Long story short , I did. Some recommisioning work was needed, new battery etc, but then it ran like would be expected from such an original low mileage machine. When I had accustomed myself to the engine and gearbox characteristics , I discovered a very surprising bike. Handling was excellent, I could take it to the footrest rubbers in corners, just like my Velo Viper. The torque was a real surprise, allowing a 55 mph cruise even with my 6ft, 80 KG frame aboard! Steep hills took the edge out of it, but nothing to drastic. The ratios's in the 3 speed box could catch you out occassionaly, but it is something that can be lived with. I have ridden as much as a continuous 100 miles in reasonable comfort, the ride quality being satsifactory. Initially the brakes were inadequate, but I discovered a manufacturing defect and also replaced the shoes and trued the front drum and now they are ok. The most enjoyable thing so far is the revenge I get when after being overtaken by indignant modern car drivers in a straight line, they arrive at a sharp corner or roundabout and I just go straight past them using the handling. It runs forever on a gallon of unleaded , 40:1 premix, is great fun to ride and always draws interest when parked or in traffic queues. It takes up very little space in the garage, and if I have a local errand to run it's always the first bike I think of because it's so light to move around and convenient to just hop on. The BSA D7 then, really good little machine, I recommend it highly !
The year was 1970 and if the author Peter Van Greenaway’s book (written in about 1964) had been a true story, a hydrogen bomb would have been dropped on Colchester, wiping out half of London and making Britain uninhabitable - thanks to the Russians and East Germans...... and having seen Czechoslovakia in 1968 made one think! Anyway, as far as my summer holiday was concerned I decided I’d leave the heart and south of Europe alone for the time being; another go at Czecho’ and the Eastern Bloc can wait. I decided to go north - to the land of Scandinavia - taking in parts of Denmark, Sweden and Norway, not too hot too, and not full of sun worshippers only there for the beer and “birds” either. There was also no political strife. An engine strip (for inspection) in March revealed a dodgy big end (no worry if “ride to work” but for a trip like mine was a different matter). I immediately got an exchange unit (which was possible in those days) and while I was about it I renewed the clutch bearing, which had a tiny but noticeable amount of wear - and gave my “bird” a treat with new oil seals - better safe than sorry.
Nothing, it seems, fazes him.He was arrested in Yugoslavia; had his tools pinched in Paris; has had to deal with sudden engine lock-ups; mad truck drivers; the Russian army; a few spills; and no end of seemingly mindless international bureaucracy. John's been around.
"Moreover, he’s got his eye on Europe again. There are still roads to travel, and there’s still life left in Project 9. And there are still places he hasn’t seen.Not many, mind. Just some."
For more info Sump Publishing!
BSA made more than 500,000 Bantams over the years - yes, wasn't the British motorcycle industry big not so many years ago. Compare that to all the cries of joy when the new Triumph company shifts 5000 bikes in a year. Not that you'd believe the past achievements from the number of Bantams still left on the road, a crying shame to my way of thinking.
In recent years, except for my hard working D175, the only one I've see is an early 125 version with rigid rear end and L-plates! The fellow had the audacity to fit long forks and paint it bright pink!
I dare say there's an owners' club somewhere but the last time I joined an organisation the Boy Scouts still stood for youth and innocence. Days when men knew what their right foot was for and anyone riding a Japanese bike was laughed at, they looked even funnier than Mods in parka's on scooters. I never had the chance to beat up the Mods and now two-wheelers are so scarce that we all have to be friendly.
By the time my 1969 D175 was manufactured BSA had put in 20 years worth of development from the original D1, itself closely related to the German DKW design. Similar engines were to turn up in the Eastern block, the design relatively easy to build and assemble, but none done as well as the Bantam.
Power was mild for a two stroke single of 175cc, 13 horses at 6000 revs, but many were the tuning options - often a quick way to ruin the reliability. The D175 benefited from a heftier crankshaft, better designed crankcases and a slightly lower compression ratio than other models at 9.5:1. The four speed transmission was a bit of a throwback to earlier days.
I have tried a high compression piston and running without the baffles whilst advancing the ignition. RD fans might wax lyrical about the resulting noise and laugh derisively at the mere 85mph top speed that resulted, but the engine became very finicky at lower revs. It was also possible, mandatory amongst youngsters, to take a file to the ports. Unless done with the kind of finesse and precision possessed only by the top tuners the piston could measure its life in hundreds rather than thousands of miles.
Kids will be kids, and many were the engines destroyed before their time. I can recall one youngster with the Bushman version of the Bantam, what could loosely be described as the leading trail bike of the day. He was desperate for more power, spent days taking the engine down and fitting go-faster bits. By the time he'd finished with the barrel there was more port than bore surface.
On the first day, without even bothering to run the components in, he speed tested the Bushman on a newly opened section of motorway. He reckoned he did 90mph before the engine seized the first time. After half an hour's cooling she freed and started up. The second seizure was at 50mph, the repeated violence on the transmission causing the clutch and gearbox to break up.
The locked back wheel threw him down the hard shoulder and left the Bantam to be flattened by a white Ford Anglia. I know it was white because I spent hours dismembering its bonnet from what little was left of the Bushman. The rider escaped with minor bruises and cuts, was soon repeating his hard earned experience on a Suzuki T200. A machine that repeated the Bantam's seizure at even higher speeds and with a similar result. This time I didn't offer to buy the bits off him.
The weakest part of strokers of this era was the simple lubrication system but as long as the throttle was restrained the piston and small-end refrained from seizure. I was always reassured by the haze of burnt oil, at least I knew some oil was getting through to the engine.
I preferred to keep my engine stock, both for longevity and ease of running. I didn't rate the transmission very highly. A high state of tune resulted in much cog swapping and clutch abuse, especially in town. That was only okay if you didn't mind a chaincase full of broken clutch plates and primary chain rollers.
Invariably, high mileages of over 20,000 would wear out most of the crank's bearings as well as the piston and bore. I did manage 35000 miles of mild riding out of one engine, with a decoke and new points every 5000 miles. A good helicoil kit's essential on machines of this mileage, as threads do tend to strip. The bike being more of a commuter than the preserve of enthusiasts, resulted in many being dumped after a few years of life when they failed. Hence the rareness of the bikes.
Who remembers all those Post Office Bantams? Me, I've got a couple in trillions of bits at the back of my garage. My brother actually worked for the PO for a while and had the undoubted privilege of riding around on a Bantam all day long. I tried to get a job there, too, but was told I had the wrong kind of attitude. All I said was that I wanted the job to ride around on bikes all day and, of course, for the money. My brother reckoned I was well off out of it as the bike was very tiring to ride all day, not having very comfortable suspension and cheap tyres that turned wet roads into ice-rinks.
The chassis was good enough to house the Tiger Cub's engine in the last days of that model's reign. Suspension was inspired by that fitted to bigger BSA's, actually being damped and tautly sprung, a rarity amongst both Japanese and British commuters of that time. Most Japs had such naff suspension that they waggled like irate ducks when chucked through the curves. In the cut and thrust of the bends I could take them easily despite their speed advantage.
The frame's more than adequate for the 75mph top speed. Comfort was just acceptable on bumpy modern roads as I'd had the seat filled with high density foam and upholstered a couple of years ago. The suspension's been rebuilt a couple of times but is basically stock. I was bought up on this kind of bike and don't like the remoteness from the road of modern machines - I will readily admit they have a much more sophisticated ride, but who cares, the bike still gets me
where I'm going. The years have toughened up my body. Mileage now stands at 86000, with three engine rebuilds consisting of new crank bearings, pistons andbarrels, plus the transmission. I was lucky to buy the bike in 1975 when they cost next to nothing, buying up lots of broken engines for a few quid at a time. Rebuilds are not expensive, only new gaskets needed as I have enough engine parts to open a shop.
The D175 weighs only a few pounds over 200lbs, its taut, lithe chassis great fun around town or out in the country. As long as I didn't have any trouble with the electrics, which always appeared a bit dodgy. On a rare day, the alternator might pump out 60 watts but little of this power found its way to the lights. The coil ignition gobbled up whatever power came its way, leaving a murky glow that might just attract the more desperate moths. I have got the ignition working directly off the alternator via a big capacitor, so it doesn't really matter about the rest of it.
These days a good Bantam costs about five hundred quid which seems like jolly good value from where I'm sitting. As well as being a potential classic they are still useful commuters, if you can take the lack of electrics, brakes and suspension travel, enjoy the sure-footedness and low running costs. As a first British bike for a learner the 125 version would be highly entertaining and have as much pose value as a Cagiva Mito.
