Moss Engineering

33 Kings Lane
South Croxton
Leics. LE7 3RE
UK

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       News from the Racing Scene


Thanks to BT-H Magnetos

A special thanks must be paid to Tony Harris and his BT-H Magnetos that have proved an invaluable help in gaining reliable performance.

BT-H webmiester Eddie Grew has a great eye for a good photo and how to present it ---

click the link

http://www.bt-h.biz/bt-h_racing.htm


2005 dates and info

We were unfortunate to break a layshaft in our replica Scott four speed gearbox at VMCC Mallory on 27/03/05.  I redesigned to increase strength and decided to make from the same 110TT M300 steel as used in the manufacture of the cranks.  At early June the bike is ready to go.  Our rider New Zealander Paul Dobbs has been getting in some practice in the IOM TT races.

He recorded 115mph on a Kawasaki, and 111 mph on a 600 Triumph, which gained an award for the fastest rider on a British built bike.

Next outing for Paul, is at Lydden June 25/6 where Mike Powell, long time ace formula Bantam racer, will also do a "Racer" test for Mortons "Classic Racer" mag.  We naturally hope it is dry and nothing breaks!  The bike has been generally impressively reliable, but when you are wringing every ounce of power out of it, there ia always the chance that you will discover a new weakness.  To be positive about it, it is this process that has, over 35 years, taught me so much about how to both make them go and stay together.

July 22 / 23 is the Beezumph at long circuit Cadwell where I shall ride it and Paul wil ride at the VMCC races there on Sunday July 24.

Paul discovered the reason for my handling problems as being not enough weight on the front wheel.  Rather than shorten the tank immediatly, we mover the seat up and over the rear of the tank.  This cured the problem, but the position is uncomfortable for me with my short legs.  Paul goes back to New Zealand next winter, so I will modify the tank to allow the seat to be lower again.  I will ride myself at the races next year, but only at the circuits I like.  I race for enjoyment not to prove anything.

I will post other race dates when I catch up with Paul and find out his plans


Lydden a retrospect

 

Racing News

Our Scott racer was tested for “Classic Racer” magazine at Lydden near Dover on 25 / 26 June.  The test rider was Mike Powell.  Mike has been champion of BSA Bantam racing more times than is decent!  His dad also has a Scott.  Mike was surprised by the Scott.  He said that it was neither like a “normal” two stroke, nor a four stroke.  He was impressed with the wide spread of torque that made it so easy to ride.

We look forward to a positive write up that draws attention to the unique characteristics of the Scott design.

Our rider Paul Dobbs had several wins over the weekend.  The races were made more interesting by the practice of running two classes together in the same race, as entries for the older classes decline.

Paul was then battling with big four stroke machines up to 1972, having left his class riders in his wake.

The cheer from the spectators when he rode round a racing Triumph Trident from the early 1970’s was very uplifting.  We had many spectators come to look with amazement at our trusty Scott.  Perhaps a possibility of the odd convert?   I look forward to receiving my copy of the film of the Scott racing at this event.

Paul was intending to return to New Zealand this Christmas and I was looking forward to taking over the riding duties next year.  He has enjoyed himself so much, that he now wishes to return next year and ride the Scott again.  I will be 65 next year and can not miss another season racing.  The answer is to build another engine for my old 3 speed Super based machine and use that.


Beezumph, VMCC Cadwell and VMCC Three Sisters

We had a few problems at Cadwell and my son Richard wrote an atmospheric piece for "Yowl"

When I read it, I wrote the following to Ted Parkin, who is concluding his editorship of "Yowl" with the Dec 04 edition so as to concentrate on his F1 & F" sidecar racing aspirations, with the aim of competing in the sidecar TT in 2005.  He will be much missed and we wish him all success with his ambitions.

 

Hi Ted

I read Richards piece in Oct Yowl with appreciation and pride. 

I think a follow up is in order, so I submit the following for your consideration.

 

                                                Further Scott racing adventures --- persistence rewarded.

I read my son Richard’s account of the August Beezumph and VMCC events at Cadwell Park with a poignant mixture of emotions.  First and foremost was the pride I felt in reading his so evocative account of our trials and battles to overcome obstacles.  In my minds eye, I saw him refusing to be defeated and working resolutely towards success.

As parents, we are always a little concerned for the future well-being of our children, but after this display, I can die with a calm heart,  but perhaps, not yet awhile!

The second emotion, was sadness that we had such problems and these were so publicly aired. 

I remember the quotation that “Whatever does not kill me, makes me stronger”!

I know that through problems that highlight weaknesses, comes the opportunity to overcome those weaknesses, but who amongst us enjoys demonstrating our flawed humanity to our peers?

I thought it might be interesting to give some background to Richards account of the Cadwell meetings and to give a brief account of the following meeting at Three Sisters near Wigan.

After my crash in 2003, I had looked for a rider to keep the Scott name visible at historic racing events.  In hindsight, I was very lucky to be introduced to Paul Dobbs.  Paul is a full time development and test rider for Triumph Motorcycles.

His recent projects included the 2.3 litre new “Rocket Three”.  His wife Bridget is a designer with Triumph and like Paul, loves to race.  Paul was unhappy with the Scott’s handling and after trials with various tyre combinations, he concluded that there was not enough weight on the front wheel.  He asked that the seat be taken forward about three inches and my idiosyncratic “Brooklands” type bars replaced with Vincent Straight type.  As I have a long tank, it was necessary to raise the seat above the rear of the tank, in order to move it forwards.  It is not a beautiful solution, but ok for a trial.  Paul pronounced the change a success and I pondered over how many years I had endured the handling problem that had been solved so easily.  I reflected that I rarely ride a bike, but that Paul rode every day and experienced so much variety.  Paul has raced modern two strokes for several years and recommended that we use modern synthetic two stroke oil at much leaner proportions in the Scott.  I had no evidence against this, so we changed as suggested.

I had not raced the bike since my crash and as it is not registered for the road, I could not test it their either.

During early 2004, I was perplexed when Paul told me that the leading rider in the class, Ian Bain, had a significant power and speed advantage.  We had not changed anything, so perhaps Ian had found some more GO!

We come to the Beezumph event, where I was to ride on the Friday and Saturday of that event, then Paul would ride at the VMCC races on the Sunday.  I went out on the Friday and was horrified!  I admit that the new riding position was uncomfortable and strange to me, but of more importance, it would not GO and it would not STOP.  It was Lacklustre! How had Paul Dobbs managed to get wins on it in this condition?

I was puzzled, for if one thing had characterised the bike it was that it always performed the same and you put it in the shed after a meeting and when you dragged it out for the next meeting, it went exactly the same!

We had changed the mag, which had a retard curve on, and the oil.  We jetted down significantly and altered the timing.

The bike started to perform better.  The brakes had been relined so needed to bed in.  I was mortified when an internal screw holding a high flow transfer port cover came loose and caused damage.  I suppose that it is far better that it happens on my engine and not to a customer.  In my own defence I have since implemented a belt and braces modification to make it entirely secure.  During our hectic timing and rejetting exercises, I had had a slight nip up, but although unwelcome, it should not have caused problems.  The aluminium, chrome lined barrel is durable and has only one thou wear in 27 years racing.  Considering the final race on Sunday was with a piece of the LH piston missing, it went well.

After we returned home, I stripped it completely.  I was astonished to find that instead of the internals all being nicely oily from the Castrol R 40 I used for years, the internals looked as dry as if they had been washed in a solvent.

The bore where I had had a nip up, did not so much show evidence of a scuff, but it looked like it had been metal sprayed with a thin coating of aluminium.  It looked like there was an almost total absence of lubrication. 

If this is modern synthetic lubricants, then they do not suit a Scott engine!

I rebuilt the engine with new pistons and reverted to the Castrol R 40 and the same settings for ignition timing and carburation I had used since 1986. The only modification was to fit a  60mm long ram tube to the carb intake, as this had given an increase in both power and spread of mid range torque on dyno tests.  Other than this it just had a good general fettle.

Paul Dobbs had recently returned from the Manx GP, where he took his standard framed 500 Gold Star with new 50 bhp Dutch engine, round at a touch over 95mph.  Paul had not ridden at Three Sisters before and so decided that Saturday was to be a learning day on the Scott and Gold Star, and Sunday would be the day for serious racing.

He had good placings for the first three rides on the Scott, but just prior to his last outing, it started raining heavily and several riders fell on the slippery circuit.  As though to dispel any thoughts of “taking it easy”, Paul drew a front line grid position.  The narrow 21” “Speedmaster” front tyre seemingly found grip denied to others and Paul won handsomely!

On  Sunday, Paul had four starts on the Scott and won all four races.  Where there was another class with later big twins racing together, Paul headed them home also, with the leading riders in his class, half a lap adrift.

Paul recorded almost identical best times on the Scott as on the 500 Gold Star on what admittedly was a circuit that favoured the nimble handling of the Scott, although, of course, the bumpy sections favoured the spring frame Gold Star.

The Scott not only performed handsomely, but was entirely trouble free.

Paul Dobbs is  returning home to New Zealand this Christmas, but was so happy with the Scott at Three Sisters, that he is planning to return next year to have a real go at the VMCC championship.  I am only sorry that I had not ridden the bike earlier to identify the changes.

The word round the paddock is that Roger’s Scott is now full of Yamaha TZ internals!

In your dreams!  Alfred did it first!

I have decided to look out for a Silk Scott into which I can put one of my engines as both a test bed and a nice light bike to ride.  I wonder if one would be eligible for any classes of historic racing?

Finally, I thank Ted Parkin for the spirited way he has edited Yowl for us.  I realise that as he is a “mature hooligan” racer at heart, then we of similar ilk, have enjoyed the inclusion of articles with a competition theme.

Good luck with your sidecar TT ambitions and thanks for setting an example of “Living Life to the Full!”


New Scott speed record ?

Our Scott was taken to Woodbridge airfield on 31-07-04 to test out a new cylinder head profile.

Our speed was 114.3 mph officially recorded.  I have not heard of faster, so possibly it is a new record!

Our ambition is to reach 120 mph and this is a step towards that goal.


Paul Dobbs at Cadwell July 2004

Paul Dobbs Cadwell mountain

Roger At Woodbridge before 114.3 mph run


Mallory April 11th 2004

Mallory Park April 11th. Paul Dobbs first serious run on the Scott. It must be a big change after years testing the latest offerrings from Triumph.

The motor had been rebuilt with new contour transfer port covers to give a better control of gas stream . The motor also has a new BT-H magneto from Tony Harris.

The results of these changes were that we had to jet up from 530 to 570 and retard the ignition from 21 deg BTDC to 19 deg BTDC. If we can find time, it would be good to have it on a good dyno.

I must talk to Dave Holmes! Seen in pic are Paul Dobbs our Kiwi rider, Tony Harris, taking a close interest in the behavior of his creation and "Rocket Ron" Cornfoot. who used to campaign an NSU Max. Paul had 4th and 5th placings as he tried to learn new riding techniques.


Preparation

Final pre race tuning by our new mechanic

www.mossengineering.co.uk © 2003

email roger@mossengineering.co.uk or richard@mossengineering.co.uk