Calabogie

On Sept. 9th, a week after I flew to Salt Lake City for the AHRMA Bonneville Vintage GP, I drove north to Calabogie.  This was the VRRA's first event at Calabogie, near Ottawa, and it was excellent.  The track is really challenging with 20 corners, many of them decreasing radius, double apex and/or blind, 3.14miles long and in excellent condition with good traction and not a single bump.  It was a lot to learn and I only got 2 laps on a bicycle Fri. afternoon.
Fri evening, I rode my '68 TC 200 Suzuki into town to get something to eat.  While I was waiting for my order to arrive, three racers who were pitted near me showed up and joined me.  Andy D'Ornellas, who is from Guyana and rides a very clean CB350 Honda, Paddy Fitzgerald, who is from Ireland and rides a Norton Atlas, and Colin Paul, who sounded American but assured me he was Canadian and who rides a RZ350 Yamaha.  They are a great bunch and represent part of what I love about Canada: it's diversity.  We had a good chance to get to know each other as the service was very slow and it was a long time until we got served.

Andy D'Ornellas' CB 350 Honda, one of my competitors in P1-350

Paddy Fitzgerald with his 750 Norton Atlas

Colin Paul heads out on his P-4 F3 Yamaha

Then, Sat. morning, the ERTT didn't want to start.  after futzing with the points for about 40 minutes, I finally got it running but had missed my one and only practice by then.  So they let me go out in 'fast' practice on my P-1 350 with all the vintage superbikes, not knowing where I was going.

I'm #71 in the VRRA

One guy showed me around for a lap, then my face shield came adrift.  We had been warned that there was a strict noise ordinance at this track and I had fitted a different megaphone and pop riveted a silencer on the back with a hanger from the frame.

I lashed on a silencer for Calabogie

 But, the pop rivets were aluminum and they broke on the 3rd lap and the muffler dragged on the track while hanging from  the frame.  I got in 1 more lap and had a vague idea where I was going.
As it turned out, no one was tested or hassled about sound.  I got some steel pop rivets from Rodger McHardy and, after dollying the end of the silencer that had dragged, replaced it and I had no further problems with it.

The silencer replaced with steel pop rivets after dollying the leading edge

When I started the bike for the P-1 350 heat, I knew right away that I had a clutch problem, but had no time to do anything about it.  By the end of the first lap it was slipping badly, but I stayed out because I needed the practice.  Back in June at Rd. Am., my shift linkage came apart while in 4th gear and I severely abused the clutch finishing the race.  After I fixed the linkage, the clutch seemed fine.  But, at Mosport, one of the friction plates delaminated and I replace it with a NOS plate and, again, it seemed fine.  I should have replaced all of the friction plates after the event, but didn't and one failed at Calabogie.  Luckily, Dick Miles had given me a whole set of used friction plates at NJMP, so I put them all in at Calabogie with the help of Gary McCaw, who wasn't racing.

So the bike worked well in the heat for the bump up class, P-2 Lightweight and I got a 3rd in the (wet)heat, definitely still learning.

This is probably from the P-2 LW heat on Sat., probably turn #16  Tim Voyer 840 leading Dave Mascioli 103 and Stan Nicholson 70 with just my helmet showing.  I got by Stan and finished 3rd. Norm Voyer photo

exiting the last turn.  When I see photos on me on the bike, I always think that I look so big and the bike so small, but it doesn't feel that way when I'm riding it.  Nev Miller photo

After Sun. practice, I geared it up and won the p-1 350 final and was 2nd to Tim Voyer's well ridden, fast CB350 in the P-2 LW.  The motor does stumble on the exits of hard cornering, which I figure has to be related to the remote float and I've tried to stabilize it and various float heights, but without success and I just ride around it.
As near as I can figure, Calabogie represents the 116th race track I've ridden on and it probably rates in the top five along with VIR north circuit, The Ridge, and Mid-Ohio (in the dry).

another view of Paddy Fitzgerald's Atlas

The flowers add a homey touch to this sidecar pit.

A nice original G-80 Matchless

A beautiful Seeley G-50 that didn't get to race because the magneto failed in practice

Bonneville Vintage GP

After having got back from the Isle of Man Wed. evening, I flew to Salt Lake City on Fri.  I had originally thought that I was going to race Gary Roper's '51 Velocette MAC and Mike Bungay's 350 Harley Sprint, as I have for the last four or five years.  But, Mike called me a few weeks ago to tell me that he was selling his race bike for health reasons, and neither he or his bike would be coming to Utah Motorsports Campus, formerly known as Miller M/S Park.  So, it was just Gary's Velo that I would be racing, and Gary himself was taking the plunge, taking the rider's school on the Friday with the Velo, then racing his newly aquired Indian Sport Scout.

When I arrived at the track Sat. morning, Gary told me that he had graduated and was now a real racer, and the Velo had worked fine.  I took it out in the first practice and it seemed better than ever, except the gearing was tall.  Gary had a couple of things to attend to on his Indian, so I got stuck in changing the rear sprocket on the Velo, adding a tooth.  This took long enough than I missed the second round of group #1 practice, but I slipped out with group #2 and was happy with the bike.

The race before my race was the 500 Premiere, 500GP, 350 GP, 350 Sportsman and Vintage Superbike lightweight.  Walt Fulton, riding Karl Engellener's sister bike to Bungay's, got into a good dice with Paul Germain (DT-1 Yamaha) and Jim Neuenberg (short stroke H-D Sprint) and Helmi Niederer (Seeley G-50 Replica, riding in the 500 Premiere class).  Paul eventually gapped every one, and first Jim, then Walt passed Helmi.  Jim seemed to have a fair margin on Walt as they went out of sight on the last lap, but somehow Walt got by and finished 2nd.

I was up next in the Class 'C' foot shift class, which was gridded behind the 200 GP and Novice Production lightweight classes and ahead of the Class 'C' Handshift, which Gary was in on his Indian.  The Class 'C' bikes were in the third wave, so we started considerably behind the other two waves.  Alex McLean, on a 500 cammie Norton, narrowly led me into turn #1 and slowly pulled away from my 350 MAC.  We quickly dispatched the Novice production bikes and started picking off the 200 GP bikes.  Alex ended up 8th overall with the fastest lap of the race and I was 10th O.A. with the second fastest lap, a full three seconds faster than I had gone on the same bike last year.  The bike was still geared a little tall, so I added another tooth to the rear sprocket.

Sun. I decided to enter the Classic '60s class also, as it looked like potentially I could finish 2nd to Alex in that class also.  The  500 Premiere/350GP race Sun. was again a good scrap, with Germain again getting into the lead, only to have his Yamaha seize on the 2nd lap.  He was able to coast and let the motor cool, then restart the bike and nurse it, now in 4th place behind Helmi, Jim and Walt.  They started the last lap in that order but Jim missed a shift, letting Walt through and Helmi left a gap on the 2nd to last turn and Walt shot through to take the O.A. win.

I was up next and again Alex narrowly led me through turn#1 and started to pull away.  But, on the 2nd lap, he threw up his had and pulled off the track to retire with a broken rocker arm.  This handed me the Class 'C' lead and I continued to pick off 200GP bikes.  The Velo seemed to be gaining revs quickly and I wondered if the clutch was slipping a little or if the motor was just running so well that it was accelerating that quickly.  I ended up 10th O.A. again.   Gary had pulled off when one of his sparkplug leads fell off his Indian when the cap broke.

There was one race between the Class 'C' and Classic 60s race and we checked that there was free play at the clutch lever, so I assumed that I had imagined the clutch slip.  I didn't realize that my fastest lap was two seconds slower than in the morning practice or the race Sat.  As soon as I went out for the warmup lap, the clutch was now slipping obviously and badly and I nursed the bike around the lap and pulled off into pit lane thinking that maybe we could do a quick adjustment and I could start from the pit lane.  But Gary said it would take far too long, so I never started.

So, it was a fun weekend and satisfying to go so fast on the Velo, to see Gary do well in his racing debut, to see Walt win on Karl's Sprint, but something was definitely missing without Mike there.  And, judging from my lap times on Mike's Sprint last year, I could have shown all those bums the way around.

Motorcycle Classic again sponsored a bike show and this Triumph Speedtwin was one of the standouts

a couple of Triumph Cubs

A Maico Bella scooter

A Moto Guzzi Ambassador 

Not in the show, but show quality, a BSA Alloy Clipper

The minimalist look is appealing

A JT-1? Yamaha brought back from Japan by a service man was in the garage next to us.

Fred Mork had this beautiful KSS Velo there, which didn't race, but Jeff Scott took it for some parade laps

That's Fred's mid '30s BSA V-twin in the background.

2016 Isle of Man Classic TT

For the fourth year in a row, Team Obsolete had been invited by the Classic TT organizers to participate in the Lap of Honour and Jurby Festival.  This year we shipped over the Arter Matchless 'Wagon Wheels', so named because it was perhaps the first bike to race with cast magnesium wheels.  This is the bike that Peter Williams developed and used to finish 2nd in the Senior TT three times, behind Ago on the MV-3 in '70 & '71, and Jack Findley on a water cooled 500 Suzuki twin in '73.  Chasing Findley, Peter did a 102.72 MPH lap, a single cylinder lap record that stood until Robert Dunlop won the inaugural Ultralightweight TT on an RS 125 Honda in 1989.
In addition to the T/O entourage of Rob Iannucci, Josh Mackenzie (who had done much of the prep on Wagon Wheels), Josh's girlfriend Cristy, Mike Gontesky and Stu Carter, Peter Williams himself came over.  Peter hadn't been there since 2000, and people were very glad to see him and be able to say hello.

The Arter Matchless 'Wagon Wheels' at Team Obsolete HQ

Mike and I arrived Wed., 23 Aug., and we picked up a rental car and van.  We got oriented and uncrated the bike.  Thurs. morning, Rob and Stu arrived and I took Stu around for a lap of the course. That afternoon, Josh and Cristy arrive and Fri., after signing on and Scrutineering, I took them around for a lap.  We stopped for a cup of tea with a couple we had met at dinner at the hotel the night before who lived on the course near Cronk-y-voddy crossroads.  They suggested the we get lunch at the Milntown Cafe, just outside Ramsey.

This year's Transit Van

Saturday was the first day of racing and we went to Barregarrow to watch the Senior Classic from the top.  This is a very fast, blind bend that then drops down a steep hill at the bottom of which it bends again and the bikes bottom their suspension and drift (or wobble) to the curb.  Initially is was close between John McGuinness on the Paton and Dean Harrison on an MV 3.  Harrison pitted at the end of the second lap, but McGuinness wait until the end of the 3rd lap and established a clear lead with a new lap record.  Maria Costello ended up a very popular 3rd on another Paton.

The view across the circuit at the top of Barregarrow

We had parked on the outside of the circuit but were spectating on the inside.  I had thought we'd be able to walk across the circuit between races so we could drive into Kirkmichael for some lunch, but it turns out that wasn't permitted.  So, to kill time until the next race, we walked up the road that headed toward Brandywell on the other side of the course.  We walked maybe a couple of miles with beautiful views of the Irish Sea behind us when a guy on a dual sport bike came up a trail towards the road we were on.  He stop to open the gate, so I held the gate open while he rode the bike through.  We got to talking and he said that he almost thought that I was Dave Roper.  I admitted the awful truth.  Turns out we had been in a race together at Brands Hatch many years before.  He was just coming from a seemingly abandoned property that he was considering buying so that he'd have a place to stay when he came over to the Island twice a year from England to watch the races.

We saw these Bantam trials bikes (and the Cub) at several places around the Island including here at Barregarrow.

We walked a bit further, then turned around and went back for the next race, the Classic Lightweight. This time we watched at the bottom of Barregarrow where the bikes are screaming downhill very near their absolute top speed with the riders almost brushing their left shoulder on the corner of a house at the apex while their suspension bottoms.  When I raced there, I often thought about the strength of materials at that point.  Definitely one of the most spectacular places on the course to spectate.  This race was mostly populated by TZ250 Yamaha and RS 250 Honda two strokes.  Bruce Anstey dominated appropriately, having won the last 250 Lightweight TT in 2002, and broke John McGuinness' 250 Lap record from 1999 with a 118.744mph lap, the fastest 250 lap ever around the Mountain course.  Ian Lougher was a clear 2nd, but over a minute behind.  And, we were still stuck on the inside of the course and had to wait for a practice to finish, while getting eaten by the midges, before we could get to the van and drive back to the paddock and load the van with Wagon Wheels and gear for the Jury Festival the next day.

Ian Lougher stopped in an early practice at St. Ninian's Crossroad with a fuel problem

The team went to a very good Indian restaurant a short way from the hotel and Charlie Williams stopped by our table and told a very funny story about Peter Williams (no relation) streaking at a prize giving ceremony at the Finnish GP in the early '70s.  I was in line at signing on with Charlie, winner of 8 TTs from '73-80, when he told me about falling off trying to catch Peter at Brands Hatch. He said he never saw any racer use as much of the road as Peter.  It started to rain while we were eating dinner, but stopped before we walked back to the hotel, and rained some more before dawn but the next day was beautiful and that's the only rain I saw the 8 days that I was there.
Jurby is a WWII airfield in the north of the Island where they've laid out a 1.7 mi. circuit.  The Festival has static displays of classic racers as well as lapping divided up into different groups based on year and capacity.  The Lap of Honour riders get two sessions of their own and I was able to do 9 laps in each on Wagon Wheels, on the track with Freddie Spencer, Pier Francesco Chili, Mick Grant, Graeme Crosby, Phillip McCallum, Hurley Wilvert, Maria Costello, and many others.  John Cronshaw rode one of the George Beale replica 250 Honda Six. Wagon Wheels worked well and it's a great opportunity to check everything out before doing the Lap on the Mountain circuit the next day.
Once again, there was a huge crowd at the festival.

At Jurby with Rob Iannucci and Cristy.  Cob Smith photo

That evening we went to the embarrassingly titled 'Heros Dinner'.  I sat next to Dan Cooper, winner of the 2005 British 125 Championship and participant in over 40 TT races, at our table.  Charlie Williams was M.C. and he recognized all the TT winners before he interviewed John McGuiness and Bruce Anstey then Freddie Spencer, Graeme Crosby and Pier Francisco Chili.  Rob Iannucci had created a new trophy, The Peter Williams Trophy, for the best finisher on an AJS or Matchless motorcycle in the Classic TT, and he and Peter presented it, to be awarded the next day after the Junior Classic race.  Australian Cameron Donald, winner of two of the 28 TT's he's been in and someone who's done a 131+ mph lap of the IOM, came over to our table and told Peter and Rob that he really wanted to win that trophy.  He loves the Classics as well as the modern Superbikes and his dad raced a AJS 7R and he was to be racing one the next day in the Junior Classic.
So, the next morning, I went to spectate somewhere relatively close to the paddock and missed the turn for Union Mills and ended up at Crosby.  But, there was no good place to spectate there and I went back to Union Mills and watched from the Railway Inn.  Michael Dunlop won the race on an MV350-3, with Michael Rutter 2nd and Alan Oversby 3rd, both on Hondas.  But, sure enough Cameron Donald was 4th and first single on the 7R, becoming the inaugural winner of the Peter Williams Trophy.  5th was Dan Cooper, my table mate from the night before.

I saw this Benelli 2T and Gilera CX125 while spectating at the Railway Inn in Union Mills

Then it was back to the paddock to prepare for the Lap of Honour, which included a small panic over a failed tire valve core and an over full fuel tank.  John McGuinness was first off, then Steve Plater, then Freddie Spencer (on his third lap ever around the Mountain circuit; he told me that he'd never been around in a car), then me.  Steve Parrish came by me first, riding a hopped up Norton 961, then Graeme Crosby on a XR69 Suzuki, then Brian Reid, Ian Simpson, and Mick Grant.  I passed Freddie, then Croz.  Croz passed me back along one of the straights, I passed him braking for Sulby Bridge, then try to take it in 2nd gear, bogged it, then missed the downshift and totally hashed it up and Croz went by again.  Leaving Ramsey, Glen English came by with both feet off the pegs on the 500 MV-3 he was riding, looking like he was trying to win the parade.  It felt really tight going around Governor's Bridge with limited steering lock and my hands about one foot apart inside the fairing, but I made it without hitting the kerb or tipping over.  The bike worked great, the weather was glorious, another day in paradise.  The Lap of Honour is wonderful because it accommodates everyone from Freddie Spencer, who just wants to cruise and wave to the fans, to Glen English for whom it's a chance to get the juices flowing again and experience the thrill and satisfaction of going quickly.  We went to the prize giving that evening and Cameron Donald was presented with the Peter Williams Trophy.
The next day, we crated the bike, then I took Peter for a lap around the course in the van.  He hadn't been around since 2000 and he couldn't get over how long it was between corners, he remembered doing it at race pace and we doing it at close to legal van speed.  He told me of a scary slide he had at Union Mills, of having Alan Barnett crash in front of him at Doran's Bend, of being proud of how he did Rencullen, of a tank slapper at the kink in Sulby Straight, of how he felt that he never got the corner between Mountain Box and The Black Hut right (I feel the same way but somehow I think Peter not getting it right and me not getting it right are two very different things), of how one had to get Windy Corner right in order to do The 33rd flat out (the two are separated by almost a mile), of how much he loved the Hillberry/Cronk-ny-Mona section, and how he fell off one on the incredibly slow Govenor's Bridge.  As we crossed the start/finish line, I said that we could turn at St. Nininan's Crossroads to go back to the hotel, to which Peter replied "or, you could do another lap".  So, we did. What a treat to do a couple of laps with one of the real masters of the circuit.
That afternoon we went to the Norton Rally at the Shore Hotel in Laxey, where Peter sold a bunch of the revised edition of his book "Designed to Race".  There were a number of interesting bikes there and I got to chat with Mick Hemmings and Art Bone.

One of the many beautiful bikes at the Norton Rally

That evening, we had dinner in Douglas with one of Peter's old friends, Billy McCosh and his wife Denise.  They're Irish and Billy did his racing on the public road circuit with his greatest success at the Ulster GP at Dundrod.  Billy told a story of his first race at the IOM.  A friend of his, who had raced the TT several times, happened to watch Billy go through Glentramman in practice and told Billy that he wasn't doing it right.  He advised Billy to stop at Glentramman in the next practice and wait for Peter Williams to come through.  He did and said his jaw dropped when Peter came by.  That was typical of the respect one hears for Peter.

Rodger's '61 Greeves 32T 

Ken with his '56 British Anzani 325 Greeves.  Ken and Rodger were staying in our hotel on the Prom

Daily transport at the Classic TT

A very clean CL350 at the Norton rally, of all places

A Norton Navigator 350

Just like my first bike: a Ducati Diana

A Motosacoche ready for the Parade

A Moto Guzzi Dondolino

A Bultaco Metralla racer

Your typical commuter bike: an H-1 Kawasaki with nitros

A Velo MAC spotted in the paddock

A 'field expedient' oil cap

All the horn and headlight needed to make this Bantam legal

ES-2 Nortons were thick on the ground

VRRA Vintage Festival

I was contacted by a documentary videographer, Daniel Lovering, a while ago who wanted to make a documentary on me.  I told him that this had already been done ('Roper #7' by Don Lange at Staightface Studio).  Daniel replied that he was aware of that video and thought it was good, but he had a somewhat different take on the story.  In the 'small world' department, it turns out that Daniel and Don had both worked on the same TV show years before and vaguely remembered each other and I had bought a Velocette Thruxton from Daniel's dad, Talbot, maybe 35 years ago.

I told Daniel my schedule and he asked if he could come along with me to the VRRA's Vintage Festival at Mosport, now officially known as Canadian Tire Motorsports Park.  So Daniel, who lives in Cambridge, Ma., drove down to Team Obsolete HQ in Brooklyn, videoed the T/O shop and conducted a interview with T/O founder and owner, Rob Iannucci.  Daniel then followed me home and videoed an interview with me at my house.  He returned the next morning and started shooting me doing the final load of my van.  We then headed off to Mosport, he following me in his car.  We soon got separated an went different ways but managed to meet up again just north of Binghampton, N.Y.  After eating on the fly, we got to the track close to 9p and I set up my pit area, Daniel recording everything into the dark.

The next morning, we awake to dense fog which still hadn't lifted after I got registered, went through tech inspection and attended the riders meeting.  They couldn't start practice because the corner workers couldn't see from one station to the next.  The fog didn't lift enough to start practice until about 12:30p and they scheduled one round of practice for each group.

The '46 Moto Guzzi Dondolino and '70 H-D ERTT with Daniel videoing in the background

My '46 MotoGuzzi Dondolino had run poorly at Road America and, while I found and fixed the problem with the clutch, I had no confidence that the minor changes I had made would solve the misfire problem.  Sure enough, while it would start easily and run fine in neutral, as soon as I put it under real load it would misfire, so I pulled in after one lap.  My H-D ERTT 350 Sprint on the other hand ran well.  I was entered in the first race of the day on the Sprint, the Magill Masters Lightweight.  This is open to any lightweight vintage bike piloted by a rider over 50 years old.  We assembled on the pre grid and while we waited, the fog descended again and they sent us back to the paddock.  Then it started to rain heavily with lightning close by and it was decided to cancel all racing for the day.  After raining with lightning for several hours, it let up and the sun even came out, so I decided to change the magneto on the Dondolino.  Guy Martin of Martin Brickwood Performance dove in to help and together we got it changed and timed.  The tapered armature has a keyway to locate the magneto gear on the shaft, but for some reason, if I install the key, I can't get the timing correct.  The motor has no vernier adjustment for the mag gear and the points plate is fixed in the magneto and can't be rotated to adjust the timing. So, I've just put the gear on the shaft at the correct point without the key and relied on the taper and nut to hold it in place.

When I went out on the Dondo for Sunday morning practice, it ran great initially with no misfire, but then started running slower and slower and I pulled off after two laps. 

On the Dondo at Moss's corner.  Alex Bilo photo

 I then went out on the Sprint and again it ran well.  But, at the end of the session, I did a plug chop and was coasting into the pits with a a dead engine holding the clutch in, when the clutch suddenly engaged and the cable all of a sudden had a massive amount of free play.  I quickly disassembled the clutch as I was in the first race of the day.  I found that one of the friction plates had de-laminated and jammed. I scrambled through my spares to find a new clutch plate, installed it and re-adjusted the cable.  I got it all done just in time to make the pre-grid only to be told that I didn't have my transponder on the bike.  

Alex Bilo photo

I rode back to my pit and screamed at who ever was close by to get the transponder off the Dondolino and put it on the Sprint, but of course they couldn't understand what I was saying or know where the transponder was located on the bike.  So it took a while to get this done and, by the time that I got back to the pre-grid, everyone had left and I had to start from the pit lane after everyone had passed.  I picked off 5 of the 10 starters, many of them newer and/or bigger bikes, and closed on Stan Nicholson's TD 2B Yamaha, but ran out of time to catch him in the shortened races they had to run on Sun.

Alex Bilo photo

I found that the ignition timing had slipped (to about TDC) on the Dondolino with the mag gear moving on the shaft and I had pretty much given up on fixing it before race race 6.  The only hope was to put the key back between the gear and the shaft, mounting the gear in the advanced position, then retarding the ignition to the correct time with the cable operated manual retard.  I explained this to my friend Mark Heckles when he stopped by and he volunteered to help and encouraged me to give it a try.  So we dove in.  It's fairly involved and a buch of stuff has to be removed to remove the timing cover to remove the mag gear.  Then  it took several tries to get the timing close before buttoning everything back up.  Mark was also in race 6, as oddly, the Pre 50 class was at the back of the grid behind the P2 Heavyweight that he was in on a CR 750 Honda.  Mark kept saying that he had to go to suit up for the race and I kept saying ' yes; you go', but then he'd say that he'd just replace this or tighten that.  We finally got it finished and we both managed to get suited up and to the pre-grid on time to make the warmup lap.  I got a good start and led the Pre 50 class most of the way through the back straight when Ingo Reuters came by on his Pre war Rudge as the Dondolino slowed, and slowed, and slowed, then started to seize.  I whipped the clutch in and the motor stopped as I coasted into pit in.  Then I realized that in the frenzy, I never turned the oil supply back on, having shut it off to remove the timing cover, a huge mistake.  I have a reminder that I attach to the oil valve when I shut it off, but I had forgotten to attach it in the frenzy.  A reminder for the reminder?  No, I need an electrical cut out that grounds the points when the oil valve is in the off position.  Oh well, the show must go on.

My last race was the P1 350 Class which was gridded behind the P1 Open bikes.  I got a good start leading the 350s and started picking off the Open bikes.  I ended up 1st 350 and 5th overall, having caught 4th place and, waking him up up from his stupor, he got me back and beat me by a little over an eight of a second.  A somewhat satisfying end to a fraught weekend.

Alex Bilo photo

Daniel was shooting footage until the end and he has a huge editing job ahead of him as he can only use probably less than 1% of what he shot.  It a little unnerving to be followed constantly with a camera, but Daniel is a good guy and I'm sure he won't show anything that will embarrass me more that failing to turn on the oil. 

Daniel never stopped shooting

Stuart Dey said he couldn't afford a TZ750 so he had had Denis Curtis of CRM Products build him a chassis for a TR750 Suzuki Waterbuffulo