If a Duplex framed Flying Squirrel I would suggest 19 psi Front and 26 psi Rear assuming the tyres are old style 3.00 or 3.25 section.
If a 2 Speed with 3.00 x 20 wheels I use 18 Front and 24 Rear.
I wait to hear what others use.
I once used the Rexine material on a 2 Speeder tank. It went on very well. However it did not like petrol being spilt onto it as it expanded and wrinkled. This was before the days of unleaded petrol. I would advise testing a piece of your covering to determine its resistance to modern fuels.
I am also in the Velocette Owners Club. I have just looked at their spares list and they do not stock cup and cone bearings. I think you will have to find someone who can make them as a one off for you.
I must admit to using stainless nuts and bolts on the Scotts that I have restored. In mitigation I make them on my lathe to the original Scott dimensions. Vintage Scotts had dull nickel plated fastenings so modern bright nickel is not correct. By 1930 Scotts were using a blacked finish on some of the fastenings as a cost saving.
Highly polished stainless is too “white” to replicate nickel, but let it tarnish and it does become more yellow. It also has the advantage that there is no plating to flake off when using spanners and the finish will last..
After a while most faster get covered in a film of oil and dust anyway. 😀
It’s possible that the seizure has caused the rings to nip up in their grooves. Seizing can be due to insufficient clearance as well as lack of lubrication. I have found that Scotts run well with worn bores but with good rings so a generous clearance is better than too little.
Although the compression seems good it is good suction that is crucial to easy starting and good running.
Having rebuilt a couple of original matching number 2 Speeders my observations are that the serial number of the gear is stamped on the top face of the flange of the hub. This number is repeated on the plate on the low speed gear that holds the sprocket to the drum. Often low gear drum and sprocket assemblies were swapped when owners experimented with different low gear ratios so the numbers may not match.
Scotts issued 2 speed gears to the assembly line in the same sort of semi random way that frames were issued. ie not in strict numerical order but within a range. The serial numbers are recorded in the Sales Ledgers. I can tell you that 6544 is May 1926, 7721 Aug 1928 and 8298 Dec 1929. In 1919 they were in the range 5-600’s so I would estimate 3765 is in the early 1920’s.
I do not know if gears that were overhauled by the factory had a repair number stamped on them but I rather suspect that few gears would have been overhauled by them rather than a local dealer.
This was my second Scott bought after I sold a 1926 2 Speed Super. The engine was bought at Beaulieu and the detachable head 498 cc block has provision for cylinder wall oiling so is probably from the 1930’s. It does like to rev. The frame has a nice set of taught Webb forks and with a 3.60 x 19 rear tyre make the handling really precise. It has had about three owners since I sold it and all have commented on how well it goes. It has the medium/close gear ratios which suit it well.
This is interesting. By Matching numbers the seller seem to be stating the engine and frame numbers are the same. According to the SOC Macine Register Engine S7590 is in Frame 1205 and registered as SV5527. I believe the original Reg No was RT 597, issued by East Suffolk on 18 May 1925 but is now on a 2014 Toyota. Some E Suffolk registration records are held in the Suffolk records office at Ipswich. Frame 1205 originally had engine 7898 a 498 2 Sp Squirrel and was despatched 14/5/25 to Egertons, Ipswich which ties up with the original Reg No. J F Miller lived in GT Yarmouth so presumably unearthed it locally. It was auctioned in 1995 on his death
As always if interested in buying a Scott it pays to check with the Club.
I shall be going on Sunday and will be on the club stand.
I will have the abbreviated Machine Register on my tablet with me.
Do correct me if I am wrong but I believe that some Birmingham Scotts were sold via Murphy Motors and Geoff Milnes as “kits” to avoid purchase tax. Could this account for some of the missing bikes?
I use Silkolene Comp 2 through my Pilgim pump and for the 2 Speed gear.
I do not add any oil to the petrol.
It is not the Neil Smith bike. That bike is a 1928 3 Sp Super Squirrel and is I believe still in Zimbabwe. James’s Scott is a 1928 Duplex framed Flying Squirrel. The record card for James’s Scott indicates that it was exported to SA probably in the early 1980’s
The engine would be about Aug 1936. Where did you find the frame number? It should be on the n/s of the headstock. 4235 would be about 1936.
I have this frame number on the Register but am uncertain if it is the same bike. If you want further information you need to pm me.
Engine 4286 would be about Feb/March 1920. The VMCC Library would be able to tell you the specification of the motorcycle it was fitted to.
I did not attend the Gathering this year due to another commitment although I did go to the Shuttleworth event which I enjoyed hugely.
My feeling is that the nature of members and times have changed. Those who remember the Evesham Gatherings, few now, and the Stanford Hall ones will recall the many Scotts that were there. Much of the enjoyment was in riding to the event and then meeting up with other owners. Few bikes were trailered and most of the people were enthusiastic riders. Roads were also quieter and generally speeds slower so it was still a pleasure in riding an older bike on a longer journey.
Nowadays the enthusiastic Scott riders are fewer and the majority of bikes are trailered to the event. That is not to say the people are not Scott enthusiasts but not so prepared to ride to and from the event. Our average age has also increased. One consequence is that taking a Scott to a static event is not very rewarding hence the drop off in attendees.
The Success of the Abbotsholme and Shuttleworth weekend events is due to a number of reasons. One is the opportunity to mix with other owners over a longer period of time. The other is to experience a ride out in company with other Scotts. This replaces to some extent the ride to an event and gives an opportunity to compare the differences between the bikes. There is still the opportunity for those who only want to commit to a one day event to attend on the second day knowing that there will be a good number of Scotts to see.
Ultimately it is down to the members to make a success of any event by attending as organisers can only provide a framework.