Ian Young was once a VMCC president and commentated at the start of the Banbury Run for many years. A Scott enthusiast in spite of some set backs!
I have used Silkolene Oils for many years. First Super Two 40 and now Comp 2. I personally have found that little end lubrication is poor on Scotts, phosphor bronze bushes help, and these do wear more than on other engines even when the engine shows no signs of nipping up or suffering distressed big ends. If only we could have a needle roller little end.
I think Andrew Marfell can shed some light on Ted Murphy in the post war years and his dealings with Matt Holder.
The Frame No should be on the N/S of the headstock just below the sidecar mounting bracket. I have it as 4725.
All sorted. It is a November 1935 Flying Squirrel with a re-stamped crankcase.
I find that if I leave my Scott unused for more than a couple of weeks then the oil that drains down into the crankcase will cause quite a smoke screen on first starting. Once that has cleared then the bike does run fairly smoke free assuming that I have adjusted the Pilgrim pump correctly. It does highlight the importance of only adjust the oil flow after riding a mile or so. However I do seem to over oil as the alternative could be expensive!
I have used Silkolene Comp 2 for quite a few years for my 2 Speeder Engine and happily use it for the 2 Speed Gear. Being fully synthetic it lubricates the 2 speed drums really well. I tend to pump the plunger quite hard every 30 miles to force the oil to the far side of the gear. I have a 40T low gear sprocket and have followed a slow car up the last part of Sunrising Hill on the Banbury Run slipping low gear without it grabbing. I could not do this with a non synthetic oil.
I have no trace of SF6495
SC2433 and JJ 8044 exist. FS 4208 is a Sprint Special replica now registered 962 LGU
Hello Peter, I have your 1934 Scott on the Register.I believe it has got plunger rear suspension . This would have been added at a later date. There is a note that it used to belong to Chris Williams and was his vintage racing machine and competed at Mallory Park in 1975 and 1978.
Where does the chain foul the crankcase? There is a 0.030″ difference in widths so that implies 0.015″ on one side is enough to rub against the crankcase main bearing housing. Would it be possible to machine the flywheel so the drive sprockets are 0.015″ closer to the centre line of the flywheel? This might need some material taking off the side rim of the flywheel. The split link might need to be fitted facing the flywheel.
Interesting to see that it has lightweight Webb Forks rather than the usual Scott Forks.
The Scott Sales Ledgers are in the VMCC library. The records are in engine number order so if your Scott has a different engine to that originally fitted it can be a bit of a task finding one’s frame number and hence the record for a particular Scott. From the Scott Machine Register I can make a reasonable guess to the probable range the original engine number was which helps the library staff.
My 498cc 1930 model 2 Speed Sports Squirrel has the larger inlet stub. Since 1993 I have been running with an Amal 276/455R body with a 170 main jet. 6/3 Slide and 106 needle jet. I use the original Amal nickel plated bottom feed float chamber and bell mouth. It goes very well although does 4 stroke on part throttle and light load in Low. It pulls really nicely in High. I got the carburettor body from Jim Plant who bought all the old stock Amal spares many years ago and he told me it was for a Vincent but I do not know which model.
According to the Scott Sales Ledger it originally had an Amal DD4948 carburettor but that doesn’t mean anything to me.
I have used fine grinding paste to lap the crankshaft seals in the past. A fine matt finish on the cup and gland was obtained.
I would be wary of lapping in the flywheel tapers as you could end up with too little end-float.
Current owner not know. Last taxed 2007-8 New V5C issued 2011. All this from the DVLA website.