1930 Scott Flying Squirrel 600cc at Andy Tiernans

Рет қаралды 4,926

Күн бұрын

Пікірлер: 18

@neilfoddering921 2 жыл бұрын

This was my Scott, and I only sold it because of injuries sustained when I fell from a ladder. Apart from the £1,000s spent on the engine, just some of the work done was gearbox overhaul, new clutch, new chains, new tyres and tubes, new exhaust system, replica Howarth silencer with correct pattern internals, correct pattern handlebars, stainless steel brake, clutch and ignition cutout levers. Andy is asking only around 2/3 of what I spent on buying and overhauling this machine. Another Scott owner rode it, and reckoned that it's the best Scott he's ever ridden. Just one point: although the engine left the factory a a 600 (as indicated by the engine number) the top end fitted at some time long past is a 500, which is reckoned to be livelier (according to the Scott factory) and smoother than the 600. I loved it, and would have kept it until the end of my motorcycling days, if it hadn't been for injury.

@fanbatcher Жыл бұрын

Nice machine, but how safe is a bike without lights in modern traffic?

@neilfoddering921 Жыл бұрын

@@fanbatcher What is it about modern traffic which presents a particular hazard? If a driver is unable to see a vehicle in daylight unless it has lights, then that driver should not be driving. It’s only relatively recently that daytime running lights have been used. When I passed my motorcycle test in 1966, and for decades afterwards, lights weren’t used in the daytime, and the roads were certainly not empty. What is more important is that the machine is able to keep up with modern traffic on the roads where it’s being ridden, and that the rider drives the bike within its capabilities. The Scott is not a motorway machine, but it can hold its own on A and B roads.

@peter7624 Жыл бұрын

A legendary bike. Sounds rorty to!

@neilfoddering921 2 жыл бұрын

I would also mention that the left-hand bar-end lever was the ignition cut-out and decompressor lever when it left the factory in March 1930, and it had a clutch lever mounted on the handlebar where it's positioned now, because a lever in this position provides greater "lift" on the clutch than the bar end lever, making clutch drag far less likely. I just used the factory setup. The decompressors on these motors are usually removed and the decompressor ports blanked-off (as on this one) because 1. A decompressor really isn't necessary on the two-stroke engine, unlike a valve lifter on a big four stroke single; 2. Over time, the compressor system tends to leak crankcase pressure, causing a loss of performance. This particular motor has modern crankcase seals, and it has excellent crankcase compression. When run in, it should really go exceptionally well. I forgot to mention in my previous comment that the clutch is fitted with an Eddy Shermer clutch operating mechanism, as used by Roger Moss on his Scott racer. If you search for that machine on KZbin, you will see that it's an impressive machine, weighing about 100 kilos and producing about the same power as a Vincent Rapide!

@alternativeperception6949 Жыл бұрын

Hi how easy is it to get engine parts for the Scott ? , im looking at getting a vintage Motorcycle and I really do like these

@neilfoddering921 Жыл бұрын

@@alternativeperception6949 The Scott Owners Club has a spares scheme for members, and there are people within the club who have engineering skills and provide services. However, working on these bikes, other than routine maintenance, requires skill and knowledge, and if one has been messed around with by someone who doesn’t understand them (which is entirely possible over the decades since it left the factory) then they can be expensive to sort out, compared to a four stroke. Having said that, if you get a good one, they’re great machines.

@alternativeperception6949 Жыл бұрын

@@neilfoddering921 Hi thank you very much for replying I appreciate it . I will look into joining up