donderdag 25 augustus 2011
maandag 22 augustus 2011
'68 Bantam Bushman (Export Model).
'68 Bantam Bushman (Export Model).
Running on Comma 2T oil at 200ml/5 litres. Any suggestions on better mixture, do let me know !
zaterdag 20 augustus 2011
donderdag 18 augustus 2011
1 month left!
50° 50' 33.81" N 3° 12' 7.49" E! (Belgium)
Lot's of fun, good stella and lot's of 2stroke power!
Picture's of last year: Click here
I hope to see some off you, and you are very welcome!
Bantam in india
vrijdag 12 augustus 2011
Bantams in germany
My Wife and I succesfully attended the 48th international bsa rally at lorely on the rhine near koblenz.We trailered them there in one day, all 540 miles of it. The scenery really is quite stunning
Heres a vid ,its mostly photos but also a high speed pass!
maandag 8 augustus 2011
dinsdag 2 augustus 2011
vrijdag 29 juli 2011
woensdag 27 juli 2011
maandag 25 juli 2011
The hunt for vibrations!
On the quest for a vibration free running bike.The air filter is almost 6 months old and was allready falling apart!
The filter itself was still good. Nu dust no crap.
zondag 29 mei 2011
maandag 9 mei 2011
woensdag 4 mei 2011
Triumph Scrambler!
Blazer from Daniel Crouch on Vimeo.
This little vid just made my day! Triumph B50.
(I think bsa made these with Triumph - BSA badge)
Strange they didn't rebrand the Bushman / Bantam!
woensdag 27 april 2011
dinsdag 26 april 2011
On the road again!
One of them...Bring food for the cat --> mission failed!
The bag did not like the rear wheel! It made a hole!
Result? Some happy cat's near the road...
maandag 25 april 2011
woensdag 20 april 2011
D14/4 rear rack...
Anyway. Anything i find on the e-bay:
BSA BANTAM D14 B175 - BREAKING LUGGAGE RACK
Britax Rear Rack Carrier
Now this one i like. It has some place on the left and right to hang stuff. But still...
Are there any bushman rear racks?!
donderdag 14 april 2011
Bsa Trail Bronc
I found the pic's a while ago. Now i found the story behind them!Apart from very minor and remediable points of criticism, we found the BSA Trail Bronc most functional and much fun. The frame is simple and very sturdy, being fitted with tube shockspring swinging arm rear suspension and a very basic type of telescopic front fork (coil springs, but without oil damping) that is suitable for the intended speed. The bike is a two-place job with comfortable, davenport-type seat and passenger foot pegs (all foot pegs are made to fold up on impact).
Vital statistics include an overall length of 79 1/2 inches, handlebar width of 27 3/4 inches, height of 40 1/2 inches, wheelbase 51 inches, and 7-inch ground clearance with a 200-pound rider.
True, the gas tank cap should seal a bit better, the side stand should be on the left side so not to invite gas cap seepage when the machine is parked, the kick-starter pedal should fold in out of the way, and a front fender would have helped save face the day we went plowing through the snow, but as we said, these are pretty small points when you've got equipment that's this good.
If you want a lot of engine for the money and can do without the bric-a-brac and the flash of chrome, then the Trail Bronc will make an ideal backwoods companion.
dinsdag 12 april 2011
zaterdag 9 april 2011
Hero's of the uk!
4 UK hero's will attend the pre 1975 rally (&party!) in Gullegem (Belgium) this year!18 sept 2011
*hoeraaaaaaayyy!*
maandag 4 april 2011
dinsdag 29 maart 2011
woensdag 23 maart 2011
dinsdag 22 maart 2011
Bsa bushman Roadtest
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.
vrijdag 18 maart 2011
woensdag 16 maart 2011
dinsdag 15 maart 2011
Liberty Vintage Motorcycles
Handmade Portraits: Liberty Vintage Motorcycles from Etsy on Vimeo.
woensdag 9 maart 2011
Work in progress... Cleaning is almost done!
Most of the cleaning is done. *yay!*-Engine cilinder & piston is in good shape.
-Small leak found and hopefully fixed.
-Looking at the clutch now. Little to heavy for my liking...
Apico easy clutch or ... just add an inch to the clutch lever (engine)
*Update 18/3/2011* Reroute the cable. Nice handeling now!
-Fixed a jammed cable (ENGINE OFF swith cable!!!)
Thank god it hold on on the journey!
-I don't like the air filter of a D14/4 at all. Does the air filter of a D10 fit on a Amal 626?
*Update 18/3/2011* Due the ease of maintenance i will fit an pan air filter.
-The chain case has sufferd form the chain. Lot's of wear here.
-Front forks show sign of wear (paint)
*Update 18/3/2011* Fixed!
- Speedo cable broke before journey. total loss + still have to check the rear wheel mech. *update 15/3/2011* rear wheel mech is jammed. Cable is total loss
*Update 18/3/2011* Cable ordered, looking for a rear wheel mech.
-Saddle bag's have worn some paint. -> thinking about the rear rack!
-Battery + lights are in good shape after 3 day's of intese use
*update 15/3/2011* Main head light blub in need of replacement.
*update 15/3/2011*-The generator side of the engine leaks water but the water can't go . So it stay's in . I will drill a small hole so water can exit
Some work to do!
dinsdag 8 maart 2011
maandag 28 februari 2011
Trip to Chouffe -> Aftermatch
I must say i am impressed by the little (heavy) bantam.
(total of +- 350 km - 220 mile's)
Engine:
The good:
-Performance -> 2 people with bag's 170km(93 mile's) driving, in 3-4th gear at 40mph
-Great 2-3-4 gear!
-Ignition works flawless (with irridium spark plug)
-Easy to tweak amal carb
-Reasonable fuel consuption (5L-100km)
The BAD:
-Jumps out of first gear when in high rpm.
-Oil leak at kickstart / gear changer
-Water leak at top of carb ->Add rubbers! *WIP*
-Leak at bottom of cilinder (left) *DONE*
-Minor leak at top of cilinder *DONE*
-Slightly loose exhaust pipe *Done*
Modifications:
- Other fuel switch
- Longer clutch handel (engine) -> Softer clutch operation. *DONE*
- Easy way to check oil level...
General:
The good:
-Great seat. Bad seat cover.
-Good ergonomics
-I love the windshields! (legs)
-The looks :-)
-Heidenau tire's!
The bad:
-Parking the bike on soft ground -> side stand
-Front brake's
-Front forks leak (stopt leaking cause oil is gone)
-Broken speedo meter *WIP*
Modifications:
-Chainguard -> chain rattels in it!
-Build strong Front safety bar
-Build Rear Carrier
-Cranckcase protection (rocks)
-Repaint rear shocks
-Side stand.
-Re-allign food peg's
-Add (classic) rear view mirror
(-Add little EHBO box)
Electrics
The good:
It works!
The bad:
Front light could be better
Mods:
-Easy to recharge battery fiche
-12V horn + button
zondag 27 februari 2011
woensdag 23 februari 2011
zaterdag 19 februari 2011
01 - A cold test drive 40km
It's 4°C, cloudy but no rain. And i'm back from a 1,5 hour test drive.The verdict about the bantam now...
The good:
-Engine
Starts very good. One kick and go!
Shifts good, First gear is rubbish. Second nice and smooth on to third with is the best for non highway use. Fourth gear is good but third is better!
-Bike
Nice roadholding
Good seat
Brake's are fine!
The bad:
-Engine:
Minor clutch slip
Jumps out of first gear in higher revs
Any higher revs leads to gearbox noice...
Oil leak trough kickstart / gear lever.
-Bike:
Speedo meter (/cable?) broke!
Front forks leak
I've got some work to do!
vrijdag 18 februari 2011
Cartignano italy classic trail!
Very nice coverage of a classic trail in italy. Go little bantam go!
maandag 14 februari 2011
Bantam one off classic racer
BSA Bantam D1 engined race bike in swinging arm frame, well modified bike upgraded brakes suspension, expansion pipe, Todd head, tuned engine, real head turner !! I also have a alloy Ajax race barel and head which is for sale.
zaterdag 12 februari 2011
donderdag 10 februari 2011
Gasoline gypsy
Peggy Thomas bought her B.S.A. Bantam, a rigid-framed D1, in 1950.
She immediately named it Oppy after its registration number, OPE 811.
Within a few weeks she set off on a 4,500 mile tour around Scandinavia accompanied by her friend, Prudence Beggs.
Peggy's most famous journey though was an 18 month, 14,000 mile epic in North America.
She took her 60lb Airedale dog, Matelot, along, ensconced in a makeshift box on the Bantam's parcel rack. Starting in Halifax, Nova Scotia, the pair traversed Canada to Vancouver on the Pacific coast then headed south down the West Coast of the United States.
Crossing into Mexico, Peggy and Matelot travelled as far as Mexico City before heading for the Atlantic coast and taking a steamer to Florida. After an extended stay on the Florida Quays, Peggy's journey ended with a ride north to New York. She carried a typewriter with her for the entire journey and wrote this now extremely scarce travelogue about her adventure.
... 425£
zaterdag 5 februari 2011
What was your first motorcycle
Five transmissions later, all under warranty, the dealer granted full refund price trading it back in against a 1961 BSA 175cc "Super" Bantam. Neither bike came equipped with a brake light!
Band: Steve Gibbons Band
Song: BSA