More about oils


I have discussed several times the unsuitability of modern oils in classic cars and bikes with their big flat tappets and larger running clearances etc.  The problem is mainly due to the lack of zinc in the oil, which for our purposes needs to be at least 1200ppm.

We have now started carrying this engine treatment additive from Hipertech (Part No H100350 for a 350ml bottle).  Adding just 35ml to each liter (that’s about 100ml for the average oil change) will bring the zinc level in your regular oil up to at least 1500ppm.

The product’s primary benefit is to reduce friction thereby reducing wear and ensuring long and reliable engine life.   It also helps by protecting against viscosity and thermal breakdown, enhances rust protection (important in vehicles which go for long periods without starting) , improving power and compression and lowering oil consumption.







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We have dealt with Brituro, who make mufflers for us,  for close to 30 years and there is a rumour going around the internet discussion groups that they have closed down.  Joe Dallow assures me that this is not the case.  They delivered an order of BSA/Triumph “Ray Guns” and other mufflers to us a couple of weeks ago.

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Rare Bikes

On a recent visit to Anthony Curzon, renowned P11 expert, in the UK he generously invited me to ride a couple of his very rare and unusual bikes.

The first is the experimental unified unit construction 650 Norton which never went into production.  Housed in a regular AMC duple frame, the bike just feels right – shifts smoothly, few vibes and handles precisely.  Unusual motor has camshaft behind the cylinders and the head looks rather like that of an A10.  At first glance it reminded me of an overgrown Electra.

The second bike is a 650 G12 motor installed in the “Pluto” oil bearing frame.  AMC developed this frame in the 1950’s, a decade before BSA’s Victor MX.  The bike went well but I didn’t find the riding position as comfortable as that on the unified twin.

Big “thank you” to Anthony for giving me the opportunity to ride these bikes.


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Castrol Classic Motor Oil


The lubrication requirements of classic motorcycle and car engines are vastly different from those of modern vehicles.

Modern vehicle oils have to comply with the latest API ratings, dealing with matters such as fuel efficiency and extended drain intervals.

Older vehicles have different requirements, with cork and graphite seals and depend on splash and cling and splash lubrication, running with larger clearances.  These engines require different oil formulations for which Classic oils have been designed.

For more information go to –

We will be bringing in from the UK a supply of 20/50 Castrol Classic oil at the end of April.  Order Part No CAS20W50XL  $18.52 Canadian per liter ($14.08 US at today’s rate of exchange)


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Triumph 5 Speed Indexing Tool 61-6128

Only took 10 years but we now have this hard to find tool back in stock!

61-6128 (2)

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Norton Air Filter Elements and other returns….

Please don’t  return Commando and P11 air filter elements and expect me to pay the return postage because they are round and are the wrong shape!  Just bend them and slip them into the perforated surrounds.

Triumph twin pipes are not faulty because they are not bent the same way left and right – that’s the way Triumph made them originally

Don’t send back alternator rotors because they are too big to fit inside the stators – you have forgotten to remove the keepers

Amal concentric needle clips are not broken – they all have a split in them

Our rim locks are not faulty because you can’t blow up your tires through them

Sorry your brake disc went blue and made a terrible noise when you applied the brakes – next time put the pads in the other way around



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Renold Motorcycle Chains

half link

The most common Renold chains we sell are single row rear types 5/8 X 3/8 (110056/530), 5/8 X 1/4 (110054/520), single row primary type 1/2 X 5/16 (110046/429) and primary types two row (114038) and three row (116038).

These chains are supplied in even numbers of links – eg 110056/110 for a 110 link rear chain. It is best to fit the chain and then cut it to length to suit the bike it is going on – the number of links required might well not be that specified for the bike, due to the sprockets having been changed.  Also, do not replace it automatically with the number of links of the old chain which may well have stretched and a new one might be too short.

Quite often the number of links required might come to an odd number and a customer recently found the above 1/2 link (Renold type No.12) and wanted to know why we don’t stock it.  Form a common sense perspective I don’t think I’d like this part on my bike, held together with a crude split/cotter pin and thought it looked more like an industrial chain component.  To be on the safe side I referred this to my UK Renold distributor who confirmed that this is not part of the Renold motorcycle catalogue and must not be used on a motorcycle.  To achieve an odd number of links Renold No. 30 1 1/2″ link component must be used.  Eg 110056/30 for a rear type 530 chain.   Ideally this should be fitted with a properly installed rivet link No 107.  Renold do recommend that rivet links should be used in preference to regular spring clip master links No 26 however the latter are OK in regular use as long as in good condition and fitted with the closed end of the clip moving it the forward direction of the chain. The VRRA allows type 26 to be used for racing as long as the clip is safety wired.


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