The Hillclimber

Editorial

A big thank you to everyone who has supported The Hillclimber over the past four years with articles, results, snippets of information, gossip and even a poem. As you can see from this issue, we’ve got a good mixture that I hope you will enjoy. Thanks in particular to Dave Carter for his article on the subject of trials and tribulations at the Manx Grand Prix.

Nobody has expressed interest in the Editor’s job so far, but I’m afraid that someone is going to have to take over the reins. As I said in the last issue, I feel that after four years I’m getting a bit stale and also that The Hillclimber would benefit from someone with more mainstream two-wheeled involvement. I’m not ruling out volunteering for the job, or another post, sometime in the future, but feel that if I end up doing it reluctantly for a further term, it would turn me right off in the longer term.

We’ve the AGM coming up early this year on Saturday 30 November. Please try to give it your support; I know there’s going to be a lot of lively debate as to which meetings should be run by the Association and what invitations should be accepted in 2003. A straw poll of riders taken at Wiscombe indicated that the main concern is that there are too many meetings, thus diluting support.

The weather at this year’s all-bike Wiscombe wasn’t quite as sunny as previous years but, at least for us under-powered folk, the surface gave plenty of grip. Ken Edwards took the hot seat as Cathy had just gone off to University the day before. The Morgan ran well, taking 3 seconds off my best unblown time at Wiscombe due to a combination of the demon ignition system, possibly the effect of advancing the cam timing by a few degrees and getting the gearing dead right. This was offset somewhat by the choice of an extra-wide rear tyre which gave only limited wheel spin off the start line, then gripping fiercely and bogging down the engine. Ken had a trouble-free time with his pretty Tiger 80 350cc, recording a personal best on the hill. Oh, such joy! I think Martin Palmer must have gone to ‘another’ Wiscombe! He found it quite slippery – see Martin’s report later in this issue.

Tony

Late Season Event at Margam Park

Just a reminder that it may not be too late to enter the Swansea & District VMCC’s twisty sprint at Margam Park, Neath on Sunday 27th October. Please contact Mrs M Warren, 12 Hoel Isof, Cimla, Neath, South Wales, SA11 3SR.

AGM & Dinner 2002

There are now sufficient people committed to coming to the AGM/dinner to say that it will definitely go ahead at the Prince of Wales Hotel (on the A38 by the Dursley turning) on Saturday 30th November.

The AGM will be in the afternoon starting at the usual time of 2.30pm.

It’s still not too late to book up for the evening. Doug says that he can accept stragglers up to 16th November.

However, there is a shortage of rooms at the Prince of Wales, so please find below some alternative accommodation. It appears that another group have made a block booking, but the whole block may not get taken up so more rooms will probably become available about two weeks prior to the event.

The alternatives are

The Pillars B&B, which is 100 yards from the Prince of Wales

Greenacres Farm B&B

The Forresters

The last two are both a short distance away but will mean a taxi ride unless you are teetotal.

Doug Parnell

Publicity

We’ve enjoyed some publicity for the NHCA this year with an article on hillclimbing a Buell at Gurston in the August issue of Performance Bikes and an article about Hillclimbing in general, but aimed at the June Gurston event in MCNews. This appeared on 19th June) with some general piccies, and a link to some hillclimbing videos I've supplied to be hosted on their site.

Hopefully there will be an article in Classic Racer about classic Prescott. Also, there is a possibility of an article in Old Bike Mart on classic Prescott. The OBM & Classic Racer ones have as yet failed to appear, however quite a few of the events have appeared in the events part of MCN.

The BMF have also published our events schedule.

I would like to receive descriptions of the hills. I need these descriptions for each of the hills (length, each of the corners, corner names, that sort of stuff), in particular the ones I haven't done! Directions on how to get there, spectator entrance fees, surrounding countryside, bars, food on site etc. etc. would also be useful. Mail or email to me would be good – npglover@qinetiq.com

Cheers,

Tigger

Helmets

Remember that after 1 January 2003 it’s the double border stamped helmets only.

Curborough – July 2002

When Dave Wills said at the end of the riders’ briefing, “Oh, and remember if you fall off, you have to write a report”, I thought he was joking. Well, as you can see he wasn’t! This being my first year at hillclimbing I am still adjusting to some of its customs.

The weather on the day of the event was extremely hot and sunny with a good turnout of bikes and at least fifty entries. After a quick walk around the track I could see it was going to be an interesting day. First practice started at approximately 10:45am with the bikes following Class order.

First and second practice saw all the bikes getting off the line cleanly and putting in respectable times. With second practice finished, a break was taken for lunch with the first competition run coming around. It was obvious from the first run that the riders had now got the bit between their teeth as times were coming down very quickly. I was very pleased with my first run, although I was sure that there were another few tenths somewhere to be gained.

Second competition runs saw riders pushing harder with times falling further in all classes. Unfortunately my own second competition run did not go that well. Things started OK off the line, well in second gear, then third, fourth and fifth before the entry to the long left, went into it a lot faster than the first run, got the bike over at a fair angle. Then the front end started washing out, eased off the power, the front end regained grip. Thought everything would be OK from now on, so gave it a fistful, but it obviously wasn’t because the back end let go and slid around, dumping me onto the tarmac. Fortunately I had invested in a back protector two days earlier which was now being put to good use as I was spinning down the track on my back like a turtle with my bike doing the same on its clutch lever protector, exhaust, footpeg and gear lever. We both eventually stopped, I picked the bike up and pushed it away from the circuit. I felt OK but concerned onlookers thought I should see a doctor who gave me a couple of plasters to put on my arms after wearing through my leathers.

It was now time to straighten out the bike and get it re-scrutineered so that I could enter the Open runs. After straightening, Alan Jolly kindly re-scrutineered the bike just in time for the Open run. This event saw all sorts of bikes running, classics, road race, one-off specials, supermoto, combinations with respectable times being put up by all. It was time for the Top Ten run-off

which I had managed to qualify for. We all went as quickly as we could with results as follows.

1 Glyn Poole

2 John Woods

3 Paul Jeffery

4 Jamie Mitchell

5 Jon Staden

6 Robin Sims

7 Paul Jarrett

8 Jason Reeve & Steve Hoole

9 Gavin Lloyd

10 Alan Jolly

On the day new records were very close to being set with Jason Reeve/Steve Hoole having set the fastest time of day with 33.18 which equals the record set by Jon and Sandra Staden on 30 July 2000 with Glyn Poole’s outright record set on 30 July 2000 still standing.

After the Top Ten proceedings came to a close with people tidying up and making for home.

A big thanks must go to Robin Sims the Secretary, Dave, Sandra and Sarah Wills and all the others involved with the organisation of this event. Hope to see you all there next year.

Paul Jarrett

Withycombe Farm – 24 August 2002

This was my first encounter with the hill at Withycombe. My day started ominously, firstly by taking a wrong turn, assuming I must head for Withypool to find the farm, instead of Winsford. On arriving at the site I was met with a mysterious, rank odour (worse than Harvey Hill’s socks!) which persisted throughout the day. Joking I remarked that perhaps it was the remains of a previous hillclimb casualty. Little did I know that I would be the first (and only) casualty of the day.

On my second attempt at the hill I missed a couple of gear changes with new motocross boots on and, pushing it harder to make up time, on the top bend I lost the front wheel. I tried to correct it, but before I knew it I was sliding along the tarmac and rolling down the hill. I wasn’t hurt at all and the bike was unscathed due to crash protectors on both wheel spindles, machined from plastic. Anyone interested in purchasing a set from me, call 01805 603589. Sliders on my knee saved my leathers and an aluminium handlebar protector was ground down, saving damage to the bike.

Brian Smith made a wise manoeuvre by aborting his aim at the top bend and choosing a safe path across the grass, rather than risking it – on Shaun Hill’s bike!

On the whole there weren’t too many incidents, although changing the start made the first corner interesting. For the last couple of open runs the start was relocated further back into the farmyard, which was more sh*t than tarmac!

Many thanks to the owner of Withycombe Farm who not only provided a good site, but also helped set out and clean the track. The track runs from the farmyard in the valley, through a gateway to a sweeping left bend, then rapid acceleration up the straight over undulations which provides the potential for a wheelie, up to a board over a cattle grid and then into the top left hand bend with a straight to the finish. The tarmac is sound and clear from gravel, with a light smattering of manure.

Winsford village pub is easily found following a footpath from near the start line at the farm. From Winsford the farm is 1 mile on the left after Winsford ford.

Results: Paul Jeffery won the 250cc (17.74 secs) and the 500cc classes (17.62 secs) and the top 10 with a time of 17.63 secs. Martin Palmer won the 350cc class. Jon Staden won the 750cc class. Richard Burch won the 1300cc class.

Darren Cartwright

Tregrehan – 25 August 2002

I’ve never really liked Tregrehan, it’s always slippery, it’s a car meeting (lots of delays) and it normally takes the best part of eight hours to squeeze in four short runs (a whole minute and a half of racing).

Despite this, the day started reasonably well, the track was dry with an adequate grip and everyone completed their two practice runs without any major incidents. The first batch of the timed runs was also Ok, conditions still dry. I managed a low 21 second run on my 350 despite a rattly engine and making a mess of the last corner. It was from here on that things began to go wrong.

IT STARTED TO RAIN. Until now I had been lying third in the 500 class, the new slippery conditions relegated me to sixth. The second timed runs were even more hazardous. The majority of the car drivers were too scared to drive, opting instead to sit it out and wait for a third timed run. The clerk of the course was not amused. Apparently he likes the motorbikes because no matter what the conditions are like we just get on with it, no fuss and no delays……which brings me to the top six run off.

Paul Jeffery voiced his concerns about the track conditions saying he didn’t think it was a very good idea. “It’s very slippery, one of us will probably fall off!” he said. Jamie pointed out that the Keates brothers had just put their leathers back on and were ready at the start line, there was no backing out now. From what I can gather, everyone almost crashed except me who actually did crash. I locked the front wheels braking for the last corner and down I went scuffing my leathers and bending the handlebars in the process. Like I said, I’ve never really liked Tregrehan.

Martin Palmer

Wadebridge – 31 August & 1 September 2002

“You fall off, you write a report.” It couldn’t be simpler, but it pricked my conscience for two weeks before I put pen to paper. Two weeks and another plea from Tony, the Editor, and my guilt finally got the better of my reluctance to see myself in print. So here it is, reflections of a crasher, a ‘failure’ as it’s worded in the results.

I didn’t think I’d been pushing hard enough to crash. My times had certainly not been spectacular, but I’d got onto the dirt strip between the grass and the track on the exit to a left-hander. Now I’ve been riding long enough to know that I should back off whilst easing it back onto the track. Easy really, quite basic stuff, so why did I crack it wide open? I still don’t know, impatience or frustration, but the result was that the bike snapped sideways so quickly I was highsided onto the tarmac. All that grass, the track is ten feet wide, surrounded by acres of grass and I didn’t touch any of it. I bounced painfully up the track and, at 53 years old, you don’t bounce as well as you used to, the result being a fractured fibula and a premature end to my season.

It happens, though, and it certainly didn’t detract from the weekend’s enjoyment. A great venue for a two-day event. Camping almost in the paddock, toilets nearby and showers not too far, all within walking distance of a pub. Add to this motorbikes, friends and like-minded company and life doesn’t get much better. Many thanks to the organisers and thanks to the timekeepers for being patient with me when I stole an extra run (or two) on the Saturday, trying to get used to a borrowed bike. Apologies to Geoff Emery whose bike it is and, if you’re reading this Geoff, just think of the scratches as street cred. And should you ever need to borrow a bike, please don’t hesitate, ask someone else. I’ve seen what can happen.

Sunday’s weather was superb, the summer we never had and it produced some close racing. Paul Jeffery dominated the 250cc class and just won the 500cc, with Jamie Mitchell breathing down his neck just two hundredths of a second slower.

Geoff Hodges and Martin Palmer won their classes and Martin couldn’t have got any closer to Paul in the Top Ten run off, tying with him for second place. Paul must have made a mistake because he was over half a second slower than his previous run, but Jamie managed to pull out over a second over both riders, giving him a victory that eluded him in his class runs.

A good weekend.

Frank Morgan

Wiscombe Park – 15 September 2002

While driving down the track at Wiscombe I noticed the Esses section was very green, but although it looked slippery I was assured that the greenery was growing in the tarmac, not on it. The rest of the track looked fine, even the sheep sh*t looked quite grippy, so I made the educated decision not to walk the hill.

With scrutineering out of the way we all gathered together for the riders’ meeting, we were told the usual “no wheelies, stoppies etc.” and of course the first person to fall off gets to write the report. Tony Quinn offered a stamped addressed envelope for the unlucky person.

After a long delay due to timing light problems and the lack of a paramedic (who was busy drinking tea back at the station) the first practice got under way, it soon became apparent that the Esses were OK. It was the first and last corners of the hill that were slippery, causing many riders to require a change of underwear, one of the most spectacular being Shaun Hill who, after nearly sliding off going round Martini, somehow recovered, gave it a big handful of throttle and nearly fell off again exiting the corner – well saved!

Another impressive piece of riding was demonstrated by Paul Jarrett on the Husaberg, who approached Martini sliding completely sideways super-moto style and still went through the corner as fast as anybody else. He also managed to go faster on his mate’s CRF 450 than on his own bike.

It was Martini that got the better of me, I slid off my 350 mid corner on the second practice run, much to the relief of the other riders. With the report-writing duties handed to me they could get on with their racing, giving it the full 100%.

I would like to thank Kev Trevorrow and Gavin Lloyd for also falling off (at Sawbench, I believe), it made me feel a little better not being the only one to taste the tarmac.

Martin (fell off again) Palmer

A ‘Thank You’ received by Mike Giles, secretary for the Wiscombe meeting.

Dear Michael,

Just a quick note to thank yourself and everybody involved for organising this year’s Wiscombe Hill Climb.

It was my first ever Hill Climb and I can honestly say I have not had so much FUN riding my bike for a long, long time! I’m only sorry I couldn’t help with the clear up, but I didn’t get back to Nottingham ’til gone midnight as it was.

Thanks again and I’ll definitely be back again next year

Andres (No. 724)

2002 Manx Grand Prix - a wholly oily problem!

Anyone who knows me will be aware that visiting the Isle of Man, and especially the Manx GP, is something that I rate very highly indeed. Being part of a classic racer's (Andy Reynolds) team for the races does add a large dimension to it, of course, but to go merely as a spectator is an experience which I would urge anyone to take. Not only is it a motorcycle Mecca, but the island itself is worth the visit just for its own sake – the atmosphere and scenery is without parallel, and there are about 250 vintage bikes in the VMCC events to goggle at into the bargain. 2002 has proved to be no exception. Although sightseeing and socialising time was for us, to say the least, in short supply during practice week, enthusiasm and adrenalin rushes take over and hectic though it is, enjoyment is certainly on the grand scale! Anyway, cutting a long story short (you will have read many such thrillers in the past) I will confine myself to the bare facts that the race results for Andy were really excellent. He was riding this year a sponsored Petty Norton Manx, an ex-Bill Swallow bike, in the Senior Classic, and it is substantially faster than his Seeley G 50, which he has always ridden before. This is instanced by the fact that in the speed trap by the Grandstand, Andy went through faster than Bill Swallow, at 122.9 mph, second fastest of all; and averaged over 97 mph for the whole race! Finishing in 7th place overall was his best ever result and the cause of much elbow lifting later! His faithful Seeley/AJS 7R brought him in at 13^th place in the Junior Classic to gain yet another silver replica - making two replicas won for the 4th year running. This says a lot for the preparation of the bikes and must be one of the best records of all the entrants. This year the weather too was something special - lots and lots of sun and near perfect conditions for both races. Icing on the cake was added by digs being provided for us in a large house overlooking the whole vast sweep of Douglas Bay - luxury indeed, and very much appreciated. (Even the cellar was well stocked with superb wines).

Possibly one of the most interesting experiences for us was the substantial oil leak which the Norton suffered on its first outing in practice, so I will regale you with the details of the anxiety we went through in practice week. You will appreciate that any leak more than a few spots is a real worry; and we were dismayed to see just such a leak - a flood, to our anxious eyes. (Velo owners are of course, used to inspecting closely any ground beneath bike engines!) At first we suspected a pressure relief ball valve, and were a bit puzzled as to any cause or indeed, cure. Later we found that the crankcase there is not pressurised anyway; but a closer inspection showed oil which seemed to be coming from above, where the oil filter was screwed into the crankcases on the timing side. So out the filter came; and it had a large aluminium washer under the hexagon head. Thinking this may not give a proper seal, the intention was to replace it with a fibre washer. No doubt you will all have found that when a fibre washer is needed, one the correct size is never available; and so it proved. Yours truly had to spend an hour patiently filing the centre hole of the nearest one we had, to fit. Finally it was done though and the filter replaced, with hopes that the problem was solved.

Dear reader, you have guessed it! The problem was not solved - indeed the leak was if anything worse. Despondency ruled for a while. Then, an even closer inspection showed without question that the oil was coming out not from either of those sources, but from the back of the timing cover where the magneto drive emerges. We kicked ourselves for not seeing this earlier, because a felt oil seal had been put in that position - but it hid the oil leak until it was squeezed, which forced oil out. By good(?) fortune we met Brian Richards (builder and previous owner of the bike) at Jurby airfield, while testing, so we miserably told him of the problem. Immediately he said that oil always collects in the timing cover, and that it should be drained after every meeting! - but that judicious and liberal coating with silicone sealant would do the job. Other knowledgeable people we consulted also gave the impression that it is a common Norton Manx problem so we were encouraged to think we had got to the bottom of it at last. Immediately, on the spot, Brian set to and carefully spread the silicone around the opening where the magneto drive shaft enters the back of the case. Leaving ample time for this to dry, another test was made later. Dismay again! Not only did the thing still leak, but on removal of the timing cover, the case was found to be half full of oil - and as the timing arrangement is a small toothed belt, and not a chain, it would clearly scoop up oil in the belt as it went round and fling it copiously around the place just where it was not wanted and could get out! No doubt you will also have realised that a toothed plastic belt definitely does not require oil anyway!

Back to the drawing board! Quickly we reasoned that the oil could only come in from only one place - through the inner timing cover through which the bottom drive pinion shaft entered. So, off with the inner cover to check the drive pinion shaft and the brass/bronze bush it runs in. Fortunately Andy had a suitable micrometer with him, and we knew the shaft to be 1/2" diameter. The shaft showed two mm wear, which we considered not too excessive but possibly enough to allow oil past. We had no suitable internal micrometer so could not check the bush. I seem to remember being told that with a steel shaft in a bush, it is the shaft that wears; but you may know this better than I. Anyway, we considered that we should for safety obtain and fit a new pinion with its shaft, and a new bush; although we would have to borrow a hand reamer to install it. So Andy got on the phone and sure enough, managed to get the items posted the same day -'Special Delivery'. We were apprehensive that the Post Office could not wind themselves up to deliver to us next morning, but, good as gold, by 10.30 the package appeared. Next stop was a lucky contact we had made, Nick, an engineer working in the Department of Transport machine shop close to our garage, who has at home a well-equipped workshop, including a press, a 1923 belt-driven lathe and lots of engineering ability! Showing him the problem bits, he pronounced that the new pinion shaft mated to the existing bush was a satisfactory fit and should not be any tighter; and that the difficulties of accurate hand-reaming a new bush would very likely end in no better a fit anyway. So we arranged to visit him at home that evening. In the meantime we had heard from others that they had cured the same problem by two ways; some by machining the inner cover to fit a double-lip seal, which we saw as a good solution, and some by making the bush in two pieces and inserting an o-ring in between. The first, although the best way, was clearly beyond our means, having no access to seals anyway; so we agreed with Nick that we would try the second - fortunately he was able to acquire a selection of o-rings, courtesy of the D.O.T., to choose from!

We were encouraged to see that in his workshop Nick was a painstaking and precise worker, and that he took great care to press out the bush, part it in the best place (there was an oil hole to be lined up), and replace the two pieces, taking great care with measurements to ensure that the o-ring was just nipped. We thought it prudent to do this, as if the o-ring were loose it might spin and rapidly destroy itself. We had a small safeguard in that the original bush was used so we had the new one as a spare should things go wrong. Eventually, after consuming some tasty fish and chips on the spot (regular meals had taken a back seat at the time!) the job was done. Needless to say we were on edge at the next test! - and when Andy drew in after a lap we were down on our knees with heads on the dirt and eyes out on stops!

Happily, no drips this time, to our great collective relief - and later taking off the timing cover, we found no trace of oil whatever. From then on we squeezed a little oil on to the outer end of the pinion shaft, considering that the inner part of the bush would be lubricated from the inside, but if no oil was passing the o-ring the outer part could run dry. Thankfully, even after a four-lap 150-mile race thrashing, no more trouble occurred. We came home knowing that the double-lip seal job must be done as the real answer before any more use, as the o-ring must disintegrate sooner or later; so 'oil' was well that ended well!

Dave Carter

‘Hillclimber’ dates for 2003

We haven’t worked these out yet and would appreciate some input from members at the AGM.