[Ian Parsons]

Looking at the photo I think it is a chain driven dynamo rather than a second magneto.

When I bought my 2 Speeder as a restoration project it had a double sprocket on the magneto for a chain driven dynamo. I assume this was because the bike was not fitted with a magdyno when new. It was more economic for the owner to add a dynamo rather than buy a magdyno when he wanted to fit lights.

[Ian Parsons]

The 1926 2 speed Super I once had and my 1930 Sports both have pistons like your Flyer one with the oil grooves and the diagonal piston ring stops. I suspect that this is typical of all Hepolite pistons. I do not know whether there is a difference between 2 speed pistons and short stroke Flyer pistons. There may be something in Technicalities.

Your other piston may be an earlier Scott one or made by a different manufacturer. Bushing the gudgeon pin bosses may have been done as a repair for wear. I would not have thought it would have been done from new.

My 2 speeder block has the relief like yours. The circular holes are definitely the work of an owner in trying to improve the breathing.

Hope this helps you,

[Ian Parsons]

The thrust lever that moves to open the expanding rings should have 2 rollers in its end. These engage in the tapered slot in the expanding ring.

It is all shown in the drawing in the Book of the Scott. The rollers are part 1173 and came in various diameters to allow adjustment.

[Ian Parsons]

Those who have entered the track sessions for this event will have received details of which session(s) they are riding in. Unfortunately I do not believe there are sufficient entries for a Scott only session. The best we can hope for is all to be in the same session with other bikes. This may well be the second session on the Saturday.

I should be getting the club stand passes within the next few weeks and will contact those who have offered bikes and help for the Club stand then.

[Ian Parsons]

More Scotts are needed to be entered for the Track Sessions at Mallory Park. Currently only 5 have been entered so many more are needed if we are to have a dedicated Scott session. Entries must be made to the VMCC and as Martin says forms can be downloaded. The track sessions are meant for road bikes and you ride at your own pace. There is no racing and I would say that it is safer than riding on the road so please give it a go.

I have had a good response for helpers on the SOC stand so thanks in advance to them.

[Ian Parsons]

Could this be a calibrated dipstick for measuring the fuel in the patrol tank?

[Ian Parsons]

This bike is on the register as a Murphy Special. Perhaps the current ownner would like to update the description.

[Ian Parsons]

I do not think that YF 448 is on the Machine Register but I may be wrong.

However when I put this Reg No in on the DVLA database and Scott as the make it came up as a 596cc bike registered on 18/3/1927. The bike is currently unlicenced. This info is in the public domain. The keeper’s details are not available unless one is authorised. So the good news is that the bike still exists and the Reg No is still with the bike and has not been transferred.

It is still possible that John Underhill may know of it.

[Ian Parsons]

I have checked the thickness of my low gear sprocket and it is 0.181 in or 4.60 mm. This is correct for the chain I mentioned. I suspect that your sprocket is a replacement made out of the incorrect thickness material. I wonder what the width of you flywheel sprockets are.

I fitted a 40T low gear sprocket to my 2 speeder. I got this and chain from Sprockets Unlimited. http://www.sprocketsunlimited.com

The English chain size is 1/2 x 3/16

[Ian Parsons]

I have just measured a Spare low gear drum and sprocket and some chain I have.

The chain is a

Reynolds No 111 046 1/2 in pitch, 0.305 in roller dia 0.192 in width between inner plates.

This is from their catalogue.

[Ian Parsons]

I have just measured a Spare low gear drum and sprocket and some chain I have.

The chain is a

Reynolds No 111 046 1/2 in pitch, 0.305 in roller dia 0.192 in width between inner plates.

This is from their catalogue.

[Ian Parsons]

The Engine No may well be incorrect. The size of the No is wrong and too small. 5250 is a 1949 Eng No and there may be a Scott in existance with the Eng No DPY 5250. GP Engines were made in 1934 and their numbers would be around 3880. This bike is on the machine register with no Frame No declared.

Eric, please email me direct for more info.

[Ian Parsons]

The Engine No may well be incorrect. The size of the No is wrong and too small. 5250 is a 1949 Eng No and there may be a Scott in existance with the Eng No DPY 5250. GP Engines were made in 1934 and their numbers would be around 3880. This bike is on the machine register with no Frame No declared.

Eric, please email me direct for more info.

[Ian Parsons]

The Scott logo is a trade mark and it is held by David Holder. His Father, Matt Holder, bought the Scott Motor Cycle company and went on to produce the Birmingham Scotts. David has an engineering business and makes parts and trades under the name of Velocette Ltd, a company that Matt also bought.

The Scott Owners’ Club has agreement with David Holder to use the logo for club purposes including regalia for club members. Geoff Green is the Club’s badge secretary and he stocks regalia for sale to Club menbers. David Holder would not be pleased if other people started using the logo for commercial purposes. I was in contact with David Holder about this topic in February this year.

If you wish to have items of Scott regalia added I would strongly advise you to contact Geoff Green first. His email address is in Yowl.

[Ian Parsons]

Dismantling the forks is described in the Book of the Scott. However first you must remove the handlebars. These are fixed like a bicycle with an expander bolt. Unscrew the retaining bolt in the centre of the bars about 5 turns and tap it down to release the expanding taper. It should then be possible to remove the handlebars by twisting and pulling them upwards.

The top tension spring cap is a bit tricky to remove as the spring is quite strong and it does need a strong piece of wire to pull it out far enough to un-hook the tension spring.

I need to change the head races on my 1930 2 speeder which has a different arrangement for mounting the handlebars. I shall take some photos and make a drawing of this arrangement when the time comes and put it in Yowl.

I will explain more at the Midlands SOC meeting on Monday.

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