New owner | Scotts Owners Club

This topic has 4 replies, 3 voices, and was last updated 16 years, 8 months ago by Ian Parsons.

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28th November 2009 at 3:28 pm #2456

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I am now (since january 2009) the owner of a Scott Flying Squirrel, first registered in 1928.
Frame n° 1856 M. Engine n° LFZ4006. Reg. n° BF-48-91 (now registred by me in Belgium).
So it seems to me that the engine is a 1933 long stroke 498 cc that was later modified whith a detachable head.
After some problems with the Pilgrim that is now converted to a dripper, and with the gearbox (broken undertray) the bike runs very well with 2.5 % Silkolene Comp2premix in benzin and +- 6 drops per min to each cylinder (but I must say that I have only made +- 100 km since purchase).
I would be very grateful for any comments of any member. For example what could be the power of my engine : 18 bhp as a 498 tourer or 24 as powerplus replica ?
Please excuse my english.

Louis Varetto (Belgium)

28th November 2009 at 3:49 pm #8291

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Welcome in the wonder world of Scott Louis!

As far as I know there are only very few Scotts in Belgium. In fact besides yours I only know of the one in the museum in Brugge. So a very rare bike in Belgium…

The power output. Well to be honest as long as the bike runs well I would not bother. In my opinion a Scott feels more powerfull as it actually is anyhow.

Cannot help you on the oilsettings for a Flyer as mine has throttle controlled modern pump and I would not know how much this delivers. On my two speeder I use 1:50 mixture in the tank (but to be honest that is more for my own peace of mind). This bike also has drippers and I set those to deliver drops at about 5-10 second intervals. I never count, I just set them to what I think looks right. As the drippers and oiltank are right behind the radiator on my bike I have to readjust when the bike and the oil warms up (and gets thinner). My bike has done about 3.000 km last year and does not smoke excessively or use a lot of oil so it must be right.

I don’t know if you are from the Dutch speaking side of Belgium or not. If so, you can also send me a PM or email in Dutch if you want to discuss Scott things.

Cheers,
Erik

28th November 2009 at 5:49 pm #8292

Ian Parsons
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I think an LFZ engine would originally have produced 22 bhp at 4750rpm according to the 1933 brochure.

With a detachable head and block fitted the engine could be either 498cc or 596cc. According to the 1934 sales brochure:

488cc 27 – 28 bhp at 5400rpm
596cc 31 – 32 bhp at 5200rpm

I do not know of an easy way to determine the capacity without removing the block.

1st December 2009 at 10:55 am #8293

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Thanks to Erik and Ian for the reply.
– Does somebody else use Silkolene Comp2Premix ? According to the Silkolene catalog Comp2premix is a SAE 40 semisynthetic oil that resist “drain off” during lack use.
– Ian wrote “with a detachable head and block fitted the (LPZ) engine could be either 498cc or 596cc. According to the 1934 sales brochure:
498cc 27 – 28 bhp at 5400rpm
596cc 31 – 32 bhp at 5200rpm”.
Is the increase of power due to an increase of compression ratio ? Does somebody know something about this ?

Regards
Louis

My other (running) bikes :
Gillet “Tour du Monde ” 350cc 1929
Monet & Goyon 250cc 1930 (autolube Villiers engine)
FN M67 500cc 1933
BSA M20 1940
Moto Guzzi Galletto 160 cc 1951
Sarolea Regina 200 cc 1953
Ariel Huntmaster 1954
BMW R60/7 1977
Moto Morini 350cc 1982

1st December 2009 at 5:02 pm #8294

Ian Parsons
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I believe the reason for the power increase is due to the different port sizes and port timing. There may be an increase in compression ratio as well with the detachable head.

There are diagrams of port sizes in Technicalities.
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