[Ian Parsons]

I too have found that powder coating can be very brittle and some of the cheaper black powders do have a grey tinge. I dislike Hammerite as it is difficult to get a good finish with the second coat. Recently I have used Rustoleum which is better.

When I rebuilt and painted my Alvis chassis in black in 1984 I used International Paints Perfection yacht paint. It was a 2 pack with isocyanates but I brush painted it in a well ventilated space which is what the makers recommended. It had good self levelling properties and is a true black. This has lasted well. International Paints still list Perfection Yacht enamels as 2 pack polyurethane paints. They still contains isocyanates but again it is designed for brush application in a well ventilated area. It is not designed for spray painting where one would definitely need an air fed mask due to the high concentrations of paint and solvents in the atmosphere.

[Ian Parsons]

Those of us who rode briskly would fit Avon Roadrunners or Dunlop TT 100’s on the rear. The Avon was reckoned to have the better rubber compound if I remember correctly and the triangular cross section of the Dunlop was fine when cranked over but a little skittish when upright. The front was an Avon Speedmaster as that was judged to give the best feel.

[Ian Parsons]

There are possibly 18 Lightweight Squirrels on the Register. As the present ownership details of these are somewhat outdated I cannot be certain that all still exist. 3 appear to be in Australia. Not all had the Scott engine as later ones were fitted with a Villiers engine. I do not think these Lightweights appear in the Scott Despatch records which are in Engine Number order as the Lightweights had engine numbers prefixed with X. Surviving frame numbers range from X16 to X254 and engines from X59 to X325. I doubt if over 300 were made. I suspect that there were gaps in numbers issued due to model changes. Perhaps someone would like to investigate further

[Ian Parsons]

Your Father was a lovely man, definitely “Old School” and I enjoyed reminiscing with him at Kop this year. The Scott is an interesting model, if you gave me the Engine and Frame Nos I could estimate its date 😛

[Ian Parsons]

This TT rep is not on the Machine Register. It could well be the original engine but one would need to check with the Despatch Records. I would put it right on the borderline of 1930/1931. It has ingenious modifications. I wonder what the UK reg was. A very interesting find I would love to know the story behind it.

Ian Parsons
Machine Registrar

[Ian Parsons]

I use have been successfully using Silkolene Comp 2 fully synthetic oil in my 1930 2 Speed Sports Squirrel for over 6 years. I use it for both engine and 2 Speed gear. I have a 40 tooth Low Gear sprocket so need to slip the gear considerably on uphill starts. I find the synthetic oil allows a lot of slip and does not grab. I do need to keep my foot on the pedal in Low but that is how I like the gear to be adjusted as it is fail safe when one takes one’s foot off the pedal, essential in traffic. I find 1/2 a pumpful every 25 miles is satisfactory.

I would not want to use a straight oil. Synthetics lubricate better and give one a greater safety margin in Scott lubrication and they burn cleanly. I believe Comp 2 has a viscosity of about 20 SAE. It is a little harder to see the drips but experience soon sorts that. I would reckon any comparable fully synthetic 2 stroke oil would suit.

[Ian Parsons]

I have recently made some out of phosphor bronze. They are held in place by a 1/16″ pin through the gudgeon pin diameter about 3/16″ from each end.

[Ian Parsons]

If this is the Scott I think it is then it has been on the Register since 1977. Ron Mountain owned it in the 1970’s and at one time it had a Scott touring sidecar and chassis. It has had at least 6 owners since then but appears to be well cared for.

[Ian Parsons]

Sorry I made an error. The third Tuesday meeting and Section AGM is on 21st October. I hope to see you there.

[Ian Parsons]

What a wonderful weekend. The Saturday run was enjoyable and certainly tests whether one’s bike is up to scratch. Many thanks to all who helped organise the weekend and to the school, especially the kitchen staff.

The format really gives an opportunity to get to know other owners much more than a one day event.

[Ian Parsons]

I think you need to change the cam ring as well as the points. Otherwise the points will not open at the point of maximum flux. I did this on a 4 cyl Bosch ZU4 which was the wrong direction.

[Ian Parsons]

With the revs a Scott engine uses you could almost get away with a 2:1 reduction and fit a 0-5000 scale on the rev counter!

[Ian Parsons]

On a 1929 Flyer that I rebuilt, the wheel builder used nickel plated nipples. He painted the spokes individually and with black rims and hubs the wheels looked very smart. Powder coating after rebuilding is quick and easy but does risk blind areas being untreated.

[Ian Parsons]

This Scott has been on the Machine Register since 1976. It was in Canada, then the USA since 1994. It apparently has been restored so not sure where the original patina comes from. It does look a nice example of the final version of the 3 Speed super.

[Ian Parsons]

Geoff- I have a record of this 1957 bike on the Scott Machine Register. It has been in Queensland until at least 2006. The gearbox is 4585C. John Underhill issued a card for it in 1989. I will send you soon an extract of all the Birmingham Scotts I know of so we can consolidate our info.

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