I was contacted by Mick Duckworth who has been a motorcycle journalist for many years. He explained that Classic Bike were doing a series of features titled Classic Engines.
They considered (quite rightly) that the Scott design was a true Classic so they would like to do a feature on it.
The format is to lay out on a good floor, all the component pieces of an engine in a similar way to the exploded drawings by Laurie Watts of of fond memory.
A camera is set up on a gantry and the whole lot photographed.
It sounds a quick operation, but not so with a true professional like John Noble in charge.
I warned Mick Duckworth that a Scott was not like the four strokes he usually worked with or the modern two strokes which used resonant extractor exhaust systems.
The Scott crankcase was designed as a pumping chamber and therefore must have a minimum volume.
The design is very tight and is not easy to understand quickly.
Mick had done his homework and had visited VMCC headquarters to research what was held there.
I have checked the text and was impressed that the result was a good cut above what we usually expect from popular magazines.
Making the display and constructing a “Display” engine to be photographed, took almost a week of non productive time, but I was prepared to do it on the basis that anything that promotes the Scott marque in a favorable light to a future generation is much to be desired.
The display is arranged with entirely standard Scott components. As you possible are well aware, after a lifetime in engineering prototypes and development, I take the liberty of using alternative arrangements where this can bring improvements in my engines. Looking at the rapid design progress by Alfred Scott himself, I am sure that the wish to refine and advance a design within it’s original philosophy would be approved of.
I recommend you consider buying the August copy of Classic bike
On behalf of myself, and I suspect many others in the club, many thanks for taking the time to help with this project, I am sure in the long run it will benefit all of us. I don’t normally buy Classic Bike, there’s a limit to how many mags you can afford,and read, each month, but I shall definately get the August one.
By the way Roger, what happened at Cadwell Park last Sunday. I missed the first race, (for the first time in living memory they started early), So all I saw was the Scott parked outside your motorhome And after lunch you had gone. I assume you had a problem which is a shame because we had two days of good racing, not as good as it could have been though!!!
Yes thanks for taking the time Roger, I look forward to reading it. I advertise in there so I get a copy anyway.
On a similar subject my Classics company will be in “The Classic Motorcycle” as one of their “Down at the Dealer” segments perhaps in September. Although I’m not a dealer, I believe the water is shark infested, I only do the parts, restoration and engineering side. I will be making sure the Scott marque is featured prominently though.
Does anyone know when the August issue is due to hit the shops?
Issue in shops July 31st. Trying to explain the finer details of a Scott engine to be condensed into even a reasonable feature is not easy, but I did my best and Mick Duckworth seems to have the ability that goes with years at the job. I have only seen a rough draft so hope the final version will be generally approved of.
Just rebuilt the racer with last years block and pistons, but after lots of detailed measuring, it seems identical to the one I had trouble with.
I am wondering if I got some poor fuel. I will get some 4 star from a local garage that stocks it for classic cars and claim it to be 98 octane against premium unleaded (claimed) 96.8. I will then add some NF octane booster. I should get it fired up tomorrow and if Ok it would be wise to get a practice session at Mallory before the Anglesey and Lydden epic at the months end. R
As I said in my previous posting, the August issue of the Classic Bike is in the newsagent now (27th Aug). Good article by Roger but I think that in the exploded picture of the engine, the Pilgrim pump and the pegged big end nut should have been shown on the right hand side of the engine: someone is bound to take the illustrated location as “gospel”! And why was the previous picture of the small end shown still have swarf in it?
Hi Dave I will consider myself chastised. As regards to position of Pilgrim pump, I had laid out all items to be photographed but when Mick Duckworth and John Noble came, they changed things around to suit their liking. As I was talking to Mick Duckworth whilst the photography was being performed, I did not notice the change. I apologize sincerely. They also insisted on having all original components and as I am sure you know, I take the liberty with the agreement of the customer, of substituting alternative components if they have proved advantageous, so I was scurrying about to find some parts I rarely use. I agree totally about the burrs in the rod little end bush. Most unfortunate, but I had believed that the layout shot would be the only photograph and had fetched machined items out of customer job boxes for the photo. As usual, the machining is done, but the final fettling is done during final assembly. I did not even know they had done a close up pic of the rod. To empty my office, scrub the floor, sort out all the bits from various job and record where each came from, to pass on whatever knowledge I have to Mick Duckworth and assist John Noble cost me more than four days lost working time. This is not meant to be an excuse, as I am as uncomfortable with such shortcomings as you are. I should like to emphasize that when they first contacted me to ask if I would assist with this feature, it was mentioned that this would be good advertising for me. I told them I did not want advertising, as I had plenty of work already, but that I was always ready to help with anything that keeps the Scott marque in the mind of the classic motorcycling public. So in the final analysis, the shortcomings are to the shame of Moss Engineering rather than the Scott marque. Overall, I liked the text as it gave to the uninitiated about as good a potted history and description of the working and components of the engine as can be done in a short feature. I had not expected or wanted the piece on myself. As you know, I chatter away in my enthusiasm for Scotts and Mick Duckworth obviously constructed that section from my idle talk. The objective was to promote Scotts not Roger Moss.
Hi Roger. You don’t need to make any excuses or apologies, I know just how busy you are with restoration and rebuilding work for Scott owners. You do a great job promoting the Scott theme in the public and motorcycing domains. I’m sure that you laid out the parts as they should be but it’s only too easy to let someone else move things around for “artistic effect”! No real harm done. As you said, the potted history was to the point and gave a good overview of the Scott workings – well done!
Good article. Nice to see an engine in bits showing all the components and their positions. Nice article on the Banbury too.
I had every copy of Classic Bike up to a few years ago when the Jap content started to grow. I appreciate the engineering in the Jap stuff and know they manufacture some excellent motorcycles but they aren’t really my thing. Tend to buy Classic Motorcycle and Classic Bike Guide now, much more relating to the sort of old junk I like to ride.
Hello all – try as i might cant find the magazine down under (Australia) would love to see/read anyone able to scan and email email@example.com sounds fantastic – good on you (again) Roger!
Hi Steve I bought a few copies in case customers might be interested. Please email to confirm current postal address and I will send you a copy. Cheers Roger
Many thanks to both Roger sending an original and David Waring for scanning a copy – you have to love our ‘Scott community’!