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BSA C15
BSA C15
My Bike
Technical
Restoration
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My Bikes
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Restoration Projects |
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Nigel Phillip's Conversion Trial Isn’t it amazing when all those Years ago (The Beatles where in the charts, yes it is a joke but it feels like it), I first posed the question to Cedric on the brilliant web site BSA-C15, “Can a C15 star be converted to an off road trials?” Little did I know at the time what a pain in the rear it would be. I have to say now, stick with the original C15T if you can find one. (I have looked back through my emails and it was about 2002 when Nigel first started the project. This resulted in a new webpage called 'Conversion of C15 Star to C15 Trials' on the C15 Technical section that indicated the things that I could detail as being needed to be changed. The question was posed based on the need to keep the hands on the tools. Having worked on the tools for many years as an Aircraft Engineer I moved in to the office and wanted a project to keep my interest going, plus my interest in trials riding, this seamed an ideal opportunity, so off I went and purchased a 1966 C 15 star road bike for £250.00 with a view to conversion. (This is where I have to say don’t rush, search the correct sites and the right one will come along instead of converting). Strip down was easy but you soon realise that most of the parts from the bike can not be used (either to heavy or not appropriate). In essence all I kept was the engine and frame. (Lots of parts discarded). That says nothing about the cost of replacement for the parts got rid of. (Now you can see why it would be better to try and stick with one that has already been done.
Starting from the front Front wheel and tyre replaced with new but used a “Tiger cub”, hub unit (C 15 is too big and heavy for trials) which required the manufacture an anti rotation bracket. Forks used original but with new beefed up springs and rubber gaiters. Frame (Dec 2002): Although I did not alter the rake angle of the forks (it is recommended to do so). Removed the original footrest positions, bent the rear end of the seat position to accommodate the rear mudguard, cut of the rear passenger footrest position and welded on various brackets for example the Exhaust bracket holder and the chain tensioner bracket.
Swinging arm (Feb 2003): It is highly recommended to do a major conversion at this point, because of the fitting of the fatter but smaller wheel and tyre. Unless the conversion is done the correlation between the tyre wheel and swinging arm and alignment of the chain to the engine sprocket causes a lot of problems with chain fitment, chain guard and simply, no adjustment fitting the rear wheel to the swinging arm. What is needed is the wider and somewhat longer swinging arm, this at the time was sold by “Sammy millers” for both C 15’s and B40’s in Dorset (UK), but I’m not sure if this can now be purchased as a separate item. Again a “Tiger Cub hub” was used, which needed an anti rotation bracket to be manufactured. At this time also new mounting brackets need to be manufactured for the trials footrest. (As a footnote there are a few web sites that do cater for the trials conversion). New Aluminium mudguards fitted, Along with a Specially manufactured “Oil tank” The manufacture of the tank was hard enough but it should be stressed at this time the need to take heed of the clever design of BSA when looking at the oil return and rocker box feed. Through bad experience it was soon discovered that if you get this wrong and you end up replacing the top end after ceasing the valves in the guides. With hindsight it is simple to say now, remove the rocker box feed pipe to actually see your are getting oil to the box (rather than simply expect it to do so once having restricted the return pipe for 20 seconds). The cure: unless you can perfectly replicate the BSA design is to restrict the flow to the tank thus forcing some flow to the rocker box. (It was amazing how many times I pulled the rocker box off thinking that I had missed something.)
The electrics fitted were the “Boyer Branson”. Once I had fiddled about with others such as coil and rectifier, but I found this to be a good system. (There is currently plenty of advice on Electronic Ignition and Standard conversions on this site to choose one that suits your purpose). The “Stone Guard” was made from ¼ inch thick Aluminium bent to shape and unless you have access to some specialist equipment it is not recommended that you bend it yourself, although there are some sites that already have ready-made plastic guards for this bike.
The rest of the engine is covered with in this web site. (Not much I can say here that has not already been covered other than it is highly recommended to purchase the book “The Rupert Ratio unit single engine manual” by “Rupert Ration”. (It has lots of useful information and I would have been lost with out it). The project is not quite complete but nearing the end. It has been long and arduous task and I suppose fulfilled my original need to keep my hands on the tools, would I do it again? Quite simply NO. It’s amazing how many anglo-saxon expletives are used during a project like this. Having said that the only one I would highly recommend is one I learnt many years ago, R.T.M. (Read The Manual) It’s surprising what you miss first time.
Click on the photographs with a blue surround to get a better view There are many people I would like to thank for their advice and assistance during this project but three in particular come to mind.
Cheers Nigel |
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Gerry Horn's C15FT Trials Pastoral It all started back in 2003. I had just finished getting my last project up and running after quite a few years of repair and replacement. A 84 Suzuki GSX750SE Pop-up head light Katana. I was browsing through EBay's motorcycle parts here in Adelaide when I came across the BSA with a photo of the bike roughly "piled" together.
OK so I bid and won it, great. Then I picked it up from the owner and brought home a load of bits that I had no idea of what it was, only that it was a 250cc BSA. First thing check on what is there and what is not. No flywheel assembly, gear cluster, rocker box, outer primary cover, clutch and loads of smaller items that usually get lost when someone strips a bike down and "is gonna'" but never does restore and the thing slowly deteriorates over the years until a mug like me comes along and thinks he is going to have an easy job. Whoopee, the sleeve gear is still in the gearbox. Usual case of too hard to get out I suppose. Next on to the internet to find engine and frame numbers and the possibility of finding out the year and model if possible. Success! Low and behold it's something called a BSA C15FT Trials Pastoral of 1965 vintage. Both engine halves are matching as is the frame, what a great start. (I am learning in leaps and bounds). Next thing is to find the Ebay web sites for spares, there is no way I could have got as far as I have without good old EBay.
Next thing I find on good old EBay is a complete set of standard gears complete with tab washers nuts and push-rod. According to the Rupert Ratio Manual (another God send) the gears on this machine should be wide ratio, some of which I had along with the original g/box main shaft, but not all. So being it isn't going to be ridden the way it was designed for I thought a set of standard gears would probably suit it much better. I can always change them if and when the missing gears come up for sale or auction. This was something else I learned from the book. The previous years up to 64 were different and so were the ones of 66, meaning of course that this model was unique to 65 only. How hard can things get. At least this model didn't have that God awful distributor sticking out of the case like an afterthought add on. Yet the auto advance and points plate were understandably missing as were so many other items. The forks were also frozen solid and only came apart after months of phosphoric acid and water managed to dissolve the rust only to find both tubes were pitted extremely deeply. $225 lighter in the pocket and they had been re hard chromed and ground to a beautiful finish. The bushes and sliders unbelievably, were quite good with minimal play so they went back together. Of course some nice fellow had used the proverbial stilson on the seal holders and they had to be thrown in the bin. Fortunately for me I had some 2" diameter stainless 316 tube and some solid bar, so I machined up and polished a set of home made ones. Rear shocks were also stuffed so found another set and had the shrouds powder coated and sprayed the bodies, lovely.
I finally managed to find a set of flywheels, con-rod and big-end assembly with a shot big-end. So pressed it apart and it's the early type flimsy rod with plain big-end and the big-end journals are smaller than the new big-end I already have. To cap it all I couldn't swing the flywheels to open up the big-end location holes as my lathe is just a tad too small. There goes another $70 which included relieving the inner faces to allow for the bigger con-rod end. Reassemble the flywheels, con-rod and big-end and now I can start on assembly of the engine at last. Won a set of push-rods, tunnel, followers, oil pump, points plate and 5 degree advance unit, all at different times as they showed up. Had the barrel bored, sleeved back to standard and honed. Won a brand new BSA 6.5 to 1 piston, rings and gudgeon from UK and we're in business.
Painted the tank Maroon, wrong!!! While checking up on part numbers in the parts manual I suddenly found that this bike had three options for the fuel tank, chrome, chrome and Nutley blue or all Nutley blue….Nutley??? where did that name or colour come from? So now I have to re-spray the tank, when I can find someone here that can mix the right pigments. Can't buy the UK ones which are available, customs won't let 'em through.
So at this stage I am looking at re-used chroming the carb bits, chroming the silencer (muffler) getting front brake linings bonded to suit the larger drum and all the electrics. Of course, this bike is Electronic Transfer how about that!!! AC direct to the bulbs, no rectifier or regulator…..this may change to Boyer or Sparks or whatever solid state items come my way. May 2009 I actually selected 1st gear and with a bit of throttle away we went along the back of the house. Didn't manage to change gear but it went into gear beautifully with a really positive click. I had the front brake linings bonded by a local company as I had skimmed the drum and it needed oversize linings which are in need of bedding in, a bit of a worry until that gets done... Since getting the bike started have discovered a couple of oil leaks, one from the sump cover and another from the oil filter, nothing to worry about, soon fixed the sump cover but can't seem to cure the filter. I have a spare element (not cheap) so will use the square 'o' ring from that and see if it will do the job. The rest of the bike is as oil tight (so far…) as a ducks…..is water tight. Next was to make up a small plate to fit beneath the front fork head stem stop lug. Handlebars are hitting the tank and although it has to be repainted, I don't want to have the same thing happening when the tank is re-sprayed. Drilled and tapped the lug and screwed the plate underneath, lovely. OK found a place on Port Road called Ian Jones Auto Parts that were willing to mix a couple of spray packs of as close as they can get to the Nutley Blue specified by BSA as one of the finishes for the tank on this model. Called in and spent ages chatting to Ian Jones and his son Andrew about the C15 and how I couldn't get the right paint for the tank. Andy mentioned that he had a Bantam of the same era, give or take a year or two which is also all blue and still absolutely original. The long and the short of it was that he was willing to give it a go to match the colour of his bike and make up a couple of cans for me, great. Got a call from him about three days later to say the paint was ready for pick-up. He had spent about four hours experimenting before he was satisfied with the colour. What a champ. Collected the two cans and a can of clear and got home and stuck into removing the tank and rubbing it down…..then what? Rain, rain, rain. I don't believe this, we haven't had more than a couple of millimeters of rain in the last two years, the River Murray is drying up for the first time since records began and water restrictions have been in force since. I'm not complaining, we need it badly. So patience is called for until we get a bit of sunshine and rush the tank out and get stuck in. Beautiful…..got a couple of runs…b*gg#r. Might teach me to be as patient as I have been while finding all the missing parts. Finally got the blue and the clear on and she looks a treat. August 2009 July, footrest rubbers arrived and fitted, now waiting for the
tank badges. I took her up to our club registrar for an
identification and authenticity inspection. Everything ok and form
stamped and signed. Now for the Road Tax Dept. where it has to be
inspected before classic registration can be granted and paid for.
Rang up and asked what the procedure was and was told I didn’t
have to book it in, just bring it in. Not having any number plates
means it has to have a roadworthy inspection which didn’t worry me
other than the front brake shoes needed bedding in. Took it in on
the Friday and had to take it off the trailer and into the workshop
where they put it up on a bike lift, all professional like. Then the
inspector asked me to go to the other side of the shop and wait
behind the handrail, which I did. After he had walked around it for
a few minutes writing on his pad he walked off to a small room on
the side (great, going for his tea break?) Not so, that was where he
checked the engine and frame numbers for being a stolen vehicle.
Then he came out gave me some papers and said “ok you can take it
in for registration” No roadworthy, lights, brakes or horn. Mind
you I’m not complaining as the horn is rather feeble unless she
has a few rev’s going. Back to the Club Registrar with my papers and received my log
book. So now I’m all legal and able to have a go at running it in.
At long last the tank badges have arrived so the ceefer is now
completely clothed and ready to rock & roll.
Gerry from sunny South Australia.
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Bob Wilkinson's AFS B40 The Cold War, back in the 1960's the Cold War was at it's height. The UK's response was to cover the threat from a nuclear strike and the Auxiliary Fire Service (formed in WW2) was still in existence. The BSA along with many other vehicles was purchased by the home office to use should war recommence to carry messages from incidents attended by the fire brigade, should communications have been lost due to a nuclear attack. This BSA is from 1965 and was kept in storage from new until 1974 when it and dozens more were sold to the public at an auction in Sydenham, South London. My Story begins in July 2008 when I received an e-mail asking about a BSA B40 that was sat in the corner of a garage in South London. It might be for sale. The message said that it had been sat there for 18 years after he rode it into the garage. It also said that it was an ex AFS bike. My two hobbies are BSAs and Fire Service history, so after a few phone calls a little haggling on price, a visit to see it, followed by more phone calls and the bike was mine.
I then obtained my new documents from DVLA and was able to tax
the bike. I then did around 20 miles on it today as part of a club
run. The bike went well, with no hiccups. I fitted some canvas
pannier bags that I obtained on eBay, and although the bags are
slightly grubby, they will clean up. But for now they suit the bike
as they are.
Click here to see the panniers fitted. Jobs to do:
The good thing is I got it for a reasonable price so I can afford to spend around £700.00 if needed before the value of the finished bike exceeds the cost of restoration, but I intend to keep it so I'm not too worried about going a little over if needed.
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Max Clarke's AFS find Cedric, my name is Max Clarke; I am the same vintage as you born in 1951 and not far away, Derbyshire. Over the last couple of years I have been looking for a hobby, and eventually bought an old 1967 c15 on eBay. Much to the better half's dismay as she hates bikes. Back to the bike! It was advertised on eBay as an ex fire service bike? But was all green, the mileage was supposed to be genuine at 4557 miles. I won the auction and collected the bike from Spalding. The seller said the bike had been in a barn and had not run since 1977! Well I got it home and started tinkering, after an hour I had it running, but with no oil return to tank. Isn't it amazing how things come back to you! I had bikes from being 12 to16 all of road then at 16 became a mod with a Vespa! I know no accounting for taste.
I made up an engine stand stripped the engine and
after being a mechanic for 40 years I believe that the speedo is
correct at only 4557 miles! I found nothing amiss and set about the
rebuild using new rings just in case, and new gaskets, oil seals and
tab washers. Everything being cleaned and polished as I went. Next
the frame and tinworks were stripped back to bare metal using
nitromors. This is when I unearthed the ex fire service part of the
advert at sometime in its life the bike had been touched/covered up
with green paint. On the tank I unearthed three letters AFS where
the BSA badges should be, I then realised the tank had no indents
for the badges but flat ovals. Then I realised what AFS was
auxiliary fire service! On stripping the front mudguard I found more
letters which when cleaned of read. This vehicle is the property of
the home office! Starting to feel a bit weird now, it was like
something of time team! I found out why the oil wasn't returning the
oil in the oil tank was well gone full of big globules of thick oil.
I know I should have drained and put in fresh stuff but you know,
kid with new toy and it did not run long and I was going to strip it
anyway.
After bringing the tinware home I tentatively
approached the wife saying I did not like the idea of putting the
parts in the shed for fear of getting them damaged. to which she
asked where would I put them, I replied that we did not use the
front room, just recently decorated, carpeted and new furniture, and
that they would not be there for long and that they were spotlessly
clean, she immediately agreed! Far too easy!!!!
I would like to think that a BSA c15 ex AFS is unique
if anyone knows any different I would love to know please get in
touch. I know of a couple of AFS matchless 350's but no BSAs. |
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Gary Carter's Phoenix Occasionally I get details of a restoration that leads me to admiration of the restorer and Gary's bike was one of those events. I have inserted the emails from Gary as he tells me about his bike. After reading this I am sure you will be impressed.
9th
May 2004 
At this point most of us would have given up, but Gary went forward.
23rd June 2004 
21st February 2005 20th March 3002 Had time to do some more work to the bike as you can see
the rebuilt wheels with tyres have been fitted to the bike but I have not
got the hub covers back from been chrome platters yet, as although they
were new the chrome was not that good. The brake
21st July 2005 Here are the pictures of the bike having just finished it off I have finally got the documents back from the DVLA and been able to keep the original number as well, so the whole bike has all its original numbers. The last thing to go on was the chain because I knew when it went on I would want to off for that first ride, so off we went for that first ride and then on for the MOT. The bike past its MOT with out any problem so back off to the local DVLA office to get the free road tax and what a good feeling that is as well , but the documents having to go away again for the historic taxation class to be changed they sure know how to make work for their self's. Done about 250 miles and very pleased with the bike as well, had a few comment about the before and after pictures as well, some say well done and others say you must have been mad to take that on. The bike left the BSA factory on the 4th September 1959 was delivered to Jordan's of Hull 7th September 1959 first registered for the road on the 12th September 1959. Still missing the first years of the bike history but you never know I my well find it out in time going to add it to your link on bikes reunited. A BIG thank you to you and this fantastic web site that you have put together its made finding information about C15s very much easier also thank you to C&D autos / Hawkshaw Motor cycles / A Gagg & Sons for parts needed, and Prestige Electro Plating at Barnsley a fantastic job true British quality. If I can help anyone else with any information I will do so thank you once again Cedric and all the best. Yours G A Carter
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Alec Yowell I picked the unregistered bike up in Jersey in 2004 during
an 18 month work secondment to this beautiful and friendly island. I've slowly begun the process of reassembly with reference
to the parts and service sheets that came with the bike. I will also provide you with updates as and when anything
significant happens.
There's been a bit of progress in the last few
weeks .
I'm off next week to Ethiopia, but here's the latest on the bike before I store it for 6 months. My dad had one of these when he was younger so I'm hoping he might sort a few things out whilst I'm away! The engine is now in the frame and the kick-start back together (a technique with a bit of string helped here), it all turns over and I have compression. I've eased some more bodywork in place so it looks nicer. It is still Flintstones impressions until I get the electrics, fuel and oil systems sorted when I return. (Feb 2005)
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Marks C15 Restoration Here are some photos I took the day I took it up to Jim Gunn to be restored.
I'm picking up the C15 possibly next weekend. I'll send you some after pic's as soon as I get it home. (March 2001) Good
news/bad news. Anyway, next morning, I whipped the RH case off to take a look and......the clutch fork was broken !!!! Damn, damn, damn. So, it's into a van, and back up to Jim's for a complete RH strip down to replace it. I have done this job myself in the past, and to be honest I just can face it again. Case on - three forward gears, two neutrals. Case off, case on, two gears. Case off, case on, four gears, but kickstart's slipped out of position, and so on until a spanner goes through the shed wall....The joys of British biking. One thing you find after a restoration is that everything seems to work loose for a while. Maybe a good argument for loctite.
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John Livas Restoration Project Having already owned a BSA C15 many years ago I decided to once again try and have a go at restoring another. This particular model never really came out here (Australia) for mass market and can be difficult to find. However I was lucky to come across a dealer in Adelaide who had one sitting around for what must have been 100years.
Looking at photos I could tell that my job was cut out for me. After negotiating a very reasonable price I bought it anyway. A couple of days latter I received the bike, my wife tells me that when the delivery guy dropped it off his comment was "who ordered this pile of junk". It was pretty sad. At some point in its life it had been dropped down the side of a cliff and the handle bars and practically everything on the right side of the bike was broken or bent, (cases, foot pegs, oil tank). But everything was there, and nothing other than the chain guard was missing. I just couldn't look at it any more so I quickly began to strip it down. The motor first. This thing was seized solid. The only faint hope I had was that the piston stopped at top dead centre, hopefully protecting the rest of the barrel. I sent that off to a friend who is mechanically minded and he decided to have a go at reconditioning it. Finally got down to
the frame and it started to look better already. Cleaned all the muck off
and decided to spray the bike a flat black colour. Got started on the
wheels. They looked terrible, rust and muck everywhere. Out comes the
steelo. I started on a small section of the rim and low and behold under
all the filth there was shiny chrome just begging to be released. Excited I quickly got stuck into the rims to find that they were protected "thank god" by the grease and oil that must have leaked over the years. New tyres (very hard to get 17") and they looked great. After releasing the brakes that were seized they where ready. Next the forks. One was sliding the other was seized. I tried everything from diesel to eucalyptus oil nothing worked. I sent them off to a local bike mechanic who works with old British bikes and with new seals and one leg replaced completely at great expense, they were ready. With the frame, wheels and forks ready I was getting close to getting this to a rolling frame. After much messing around I fixed the headlight nacelle, which had just deteriorated, sprayed the guards, found a replacement shock, as one had collapsed, I finally got the bike rolling. Now the hunt for parts. Parts in this country (Australia) for the most part are not that difficult to get. Although in Sydney there are not many dealers, usually parts are sourced from Melbourne or Queensland or overseas. Tinware is difficult to find though. The motor was coming along, after many gallons of diesel and many weeks of soaking the piston was finally free. Split the crankcases to have a look. Everything was mostly OK. New seals added together with a missing layshaft top hat plug (thanks Cedric for your help on this).
Finally mounted it back in the bike, got a new battery, cleaned the tank, found a replacement oil tank, re-sleeved the carby and put new seals throughout. Just about ready to try and start it. Decided to give it a go. Well after 2 hours of trying to kick start it I just gave up. Everything was there spark, fuel, compression, but not a whimper. I decided to give it to the local British bike mechanic. He immediately checked the timing and realised that we had not put this motor together properly. After pulling the motor down and fixing the timing, which was out by "about a week" (his words) the motor kicked over. I first heard it start when he bought it over to my place. Sounded great. That same night I just wanted to try and start it myself and listen to it one more time. This time however the bike would not start. Again all the ingredients were there, but nothing. Now this was extremely difficult to understand. It started 1 hour earlier but now would not start. Called the mechanic he came around, had a look and couldn't believe that in a short space of time something had triggered a fault. Remember everything
was there, spark, compression, fuel. The only way to really eliminate what
the fault could be was to progressively go through each ingredient needed
to fire it up. Bloody depressing, then I had a moment of brilliance I remembered reading somewhere that a similar biker had a problem with the plug not firing once screwed in the head but firing when tested. Could it be that
simple? It was worth a try. Changed the new plug for a crappy old one and
bingo we have lift off. The bike was running again. Never once did we
imagine the new plug would be the problem. Never trust any new parts.
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David Wilson's C15 Renovation In August 2001 my wife and myself planned a trip from our home in Fleetwood (near Blackpool) to Dolton In Furness in Cumbria. The purpose of which was to visit Phil Cotton Motorcycles. I had been tipped off by a work colleague that his shop was like a throw back to the 50’s and was well worth a visit, this was right up my street. Following a 2-hour drive through torrential rain we eventually caught site of the gold mine. Like a schoolboy (as my wife described me) I trotted from the car to the shop. It was just as I expected plus extras, lawnmowers. There was a vast range of machines of many makes and ages. So many that a decision on what to purchase would have taken a second visit. We begged our thanks to Phil for his enthusiastic tour and first class information and departed. During the journey home my wife Denise asked what the BSA C15 that was advertised on a poster in the window would be like? As I had been in a world of my own I had overlooked what was in the window, a further investigation would be needed. A telephone call during the following week revealed that it was in pieces a classic basket case! Denise and myself had a management meeting and came to the decision that we would purchase the machine if it looked okay, the price was right and the major hurdle if my boss at work would allow me to use the workshop at work to carry out the renovation. The reason we decided to consider purchasing a machine which was under the weather was due to our three children who are of an age to begin the enjoyable pursuit of motorcycling (even if it is on private property), one of them being a girl it should be enlightening. With a little bit of luck they may help to get it ship shape and bristle fashion. I asked my boss John Kelly if I could do the business in the rather large workshop in my own time of course. And without hesitation he granted permission. I eagerly waited the weekend to arrive to fulfil the outstanding hurdles of visual condition and of course how much money we would have to part with.Elizabeth with the bits
Frame On Completion Of Painting 
A lot of contemplation followed in the forthcoming week regarding the frame. Did I clean it down and paint
it myself or do I send it off for someone else to carry the responsibility? My good wife gave me her point of view and suggested that I allow
another to do the honours of restoring the frame to its former glory. I got out all the relevant information from the
advertisements in the classic motorcycle magazines to using the Internet. This process turned up some interesting information and some varied
quotations, I also made Denise, Elizabeth and myself members of The BSA Owners Club to help in getting to the right company to start the ball
rolling. Then Denise knowing me so well and possibly better than I do fired a valid point across my bows “If you are restoring the motor bike
then perhaps you should clean the frame and paint it yourself. If someone else does the work then you haven’t restored it you have just
managed the restoration. If you think that the work is beyond your capability then let someone else do the old girl, it’s up to you.” The
gauntlet had been thrown down and I accepted the challenge, I decided I would do as much as I could. In the workshop at work there was a supply
of compressed air on tap all I had to purchase was a grit blaster and a spray gun, and some literature on how to spray paint. One visit to the
local Machine Mart store in Preston took care of the grit blaster and spray gun deficiency. Now for the paint. A local automotive paint supplier
was interrogated regarding the whys and wherefores of the great art of spraying. With his vast knowledge of the subject he suggested for the
frame a good few coats of Hammerite Smooth Gloss as you keep the preparation down and the finish is excellent. As the grit blasting would
generate a lot of noise I decided to try it for the first time after work one Friday night. The town where I live is about seven miles north of
Blackpool and like Blackpool, has a long sandy beach, which is a great playground for children and adults during the summer months or month
depending how Mother Nature is feeling. During the months of November to March these long stretches of the golden soft stuff are hammered by the
gale force winds that whip up in the Irish Sea, anyone walking a dog in this weather will vouch that the sand will rip your skin off in a matter
of moments and fill every unprotected orifice with sand. With this knowledge under my belt I ensured that the maximum protection was in place
before I began the blasting. Looking like an extra in Dr Who I set about my task. As the goggles steamed up I was correct to assume the beach
sand scenario. I had sand in the expected parts and there was even some in some unexpected parts. The frame and all the other small component
parts were clean as new so the whole job was a success. I had consumed very little sand as I had sifted it back into the bucket and reused it.
However following a long soak in the hot tub when I got home proved two things to me, one was that I must have lost more sand than I estimated,
and the second that perhaps the story of Jesus and the bread and fishes had more truth the I had previously given credit for. There must have
been about four buckets of sand in the bottom of the bath, which I can tell you was not my idea of comfortable.
The Engine Following Re-Build
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Martin Bromage C15 Restored Here are shots of my 1960 BSA C15.
I had many happy hours collecting the correct tinware from auto-jumbles. The engine was rebuilt and tuned by Dave Hopwood, the East London BSA singles guru. It features 12v electronic ignition, timing side needle roller bearing, lightened valve train, SS80 gear cluster, later clutch assembly and is bored out to 280cc so has a good turn of speed and acceleration. I use this bike nearly every day, it is a real joy to ride and sure beats waiting in queues of traffic.
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Richard Fairbrother This c15 has just been given to me by my Dad, who has owned it since it was 5 or 6 years old he thinks? It hasn't moved for 20 years until now. The engine is seized solid, so I removed the plug and sprayed in a tin of wd40 but to no avail. UK Registration Number 971WMA, Eng No C15-30774, Frame C15-34124, all point to this being a 1962 model. I would like to restore it to keep as my Dad is not very well.
Getting on well with the bike, freed up the engine and it's like new inside well almost, ha, ha. Stripped the frame and took it to North West Enamellers for powder coating.
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Artie's B40 Project I've picked up the B40 (picture attached) and when I opened the engine my worst fears were realized, still the
price allowed for this, I hope! |
I've
never had a motorbike or indeed a motorbike license so this probably
sounds like a daft thing to purchase. The bike has been stripped and
partially restored. I did a deal with the current owner after a brief
inspection of parts that were spread between 3 different garages and
sheds. It looked like all the major bits were their except wheels. It was
packed into the back of a Land Rover for the journey to the UK. The frame
and engine number suggest it is a late 1965 BSA C15. As you can see from
the accompanying pictures, the tank had chrome sides and a maroon centre
section to match the rest of the body work. I am unable to tell whether
this was the original colour or if indeed the tank sides were originally
chrome. Much of the bodywork and frame have been restored. Several new
parts came with the bike including front and rear brake set ups. The
engine is presently seized but looks in reasonable condition externally.
I
am slowly finding the parts that are missing and replacing them as I go.
My current thinking involves rebuilding the wheel hubs and getting wheels
built on them. Following the wheels I will produce a rolling chassis and
then consider the rest. I'm presently considering the front forks and oil
seals. I've found that I tend to be naturally inquisitive and have taken
things apart that were not really necessary. However, I think it's
probably wise to review the condition and work of the previous owner.
I've
added new wheel bearings, new spokes and rims from WheelWise Engineering,
near Horsham, new rear shocks from NJB, reconditoned the front forks
with new seals and springs, rebuilt the brakes with new parts that came
with the bike and added lots of new stainless nuts and bolts on the
bodywork. Next I need to straighten and line everything up and look at the
wiring.
A little history. I bought the bike from the son of a car spares shop owner
in 1980. He had 'restored' it and advertised it in the window of the shop -
where it looked lovely. I subsequently discovered that anything he could do
for free with bits from his dad's shop - wiring, paint, polish, and new nuts
and bolts - he did. The rest was poor. I discovered in a very few miles that
he had put fibre washers under the head nuts. The gasket blew, and I was stuck on the A1 with a long push home. I then did another rebuild, fixing all
the bodges and amateur mistakes I found. 
My dad, an engineer, helped out, so
most of the work we did was done to a high standard. For the next two years the bike was the only transport for my girlfriend and
me. We went to work on it. We went to Tesco's on it with big saddlebags. We
visited the relatives. I used it every day, winter and summer. Then I passed
my car test, and I'm afraid the little BSA became a weekend toy. Eventually
the chain and sprocket wore out and I stopped using it. (Kawasaki's, an A65,
and an AJS were competing for time and money). Last summer I decided to get
it on the road again. I put some new fuel in the tank, put a new battery on,
and it started after a couple of kicks! Then I stripped it intending to do a
quick paint job and put it back together. A year later it was still in bits,
and I knew I was never going to do it, so I decided to call the professionals. 
Why this was missing
I will never know! The clutch looked OK although something was missing and
the plates where loose…New rings where added, the head looked OK and was
reseated and cleaned, the barrel was honed, new gear change lever as the
old one had no teeth, the piston was OK, new alternator, as the old one
was virtually non existent, reassembled the motor and said a prayer.
At last Saturday. I was up bright and early, got us all fed and watered and we were ready to go, or at least
my daughter and I was. Denise said that the last time I was this excited was when we went to see the best rock-n-roll band in the world, Status
Quo. Eventually we all boarded the zeppelin and we were off like the wind. The weather was not quite what the doctor had ordered but this
didn’t matter a jot as we had our travelling previsions, which consisted of
humbugs, crisps and pop. We had also gained an extra
child, a friend of my daughter Elizabeth. We made good time and were well on the way when I heard that dreaded line “I think I want to be
sick”. I pulled of the road; rather mounted the curb and Denise left the car before it had stopped in anticipation of the inevitable. We most
defiantly met old Hughie most of which hit Denise’s well-polished boots. We cleaned the poor child up and off we went with windows well ajar.
We met Phil at his storage facility, which was like Pandora’s box. There it was in the corner feeling sorry for it’s self, the C15.
Denise’s face said it all. She was not impressed. I put my best puppy dogface on and my darling wife gave me the nod to do a deal. Phil and
myself agreed a price, shook hands and loaded the boxes and bits into the car. It was mine, I mean ours. On the journey home I was hitting
speeds that the BSA mustn’t have done for many years if ever. On arrival home we took the bits to its new home and
laid them out in a tidy
manor. My children and I bid the old girl goodnight and Denise shook her head. The very next day we were up and away to begin the
task of stripping down every last nut and bolt in preparation of re-building. The children started to rub down the tin wear with wet and dry. I
delved into the engine to see exactly how ill the veteran was. Surprisingly I found it to be in reasonably good order. It just needed a good
clean as the wear on the component parts was within tolerance. Elizabeth was eager to begin ripping down the frame, which was full of road grime
from the last 30 years. As we removed the swinging arm from the main frame she insisted on using the small persuasion tool (4lb hammer). She
could swing it with all the grace of a 10-year-old girl (nothing against girls). She got the
action just right when I said, “just a tap now love” she swung the hammer with all the force of Muhammad Ali delivering a knockout
left hook. I jumped about 10 feet in the air as the blow had knocked the pin out and flattened my finger. A small Irish jig sufficed to relieve
the pain and some French. Now to remove the seat frame pin. Denise, after hearing the story of the swinging arm pin decided it was here turn
to use the 4lb implement to knock out the top pin. I held a drift and she carefully and
skillfully without practice did exactly the same, weather
she wanted to witness the Celtic dance or even the foreign language I had just learnt, I would never know but she got a good action replay.
During this home made version of Faulty Towers my two sons David and Jonathan washed out the oil tank with some degreasing agent. They removed
all the old black oil and made the inside look like brand new, however they both ended up looking like they were ready to go to an Al’
Jolson
convention. We decided that a great days work had been done by all and we retuned home for a good hot shower and to enable me to lick my wounds.
As the engine required putting back together I got quotes for the gaskets. Eventually I ordered these from
Lightning Spares. When they arrived I was given a heavy interrogation by my daughter “How did you know what the part numbers were and when did
you order them. I thought we were doing the BSA together. I should have been there when you ordered everything so I will be able to do it in the
future.” Elizabeth said. I replied “I am sorry and in future we will do everything together. It will be 50/50 from now on.” Elizabeth
replied “That’s okay.” I then told her the cost of the parts and reminded her of the 50/50 deal and that she now owed me half. Like most
children of today Elizabeth is up to speed where the cold hard cash is involved and said she would pay half but as I had bought the parts before
our agreement was final then I have no claim to any contribution from her. 
My
first reaction is consider searching for another engine, probably the best option. Lets hope and trust that it all works out. Your pictures of
your bike are good quality and I was able to download some close ups for reference purposes without loss of resolution. Before splitting the
crankcase I've made a jig for holding the engine during the rebuild, if I ever get to that stage, it's intended to be a long term project, other
things keep getting in the way.
