In this Episode we explore the amazing feature of a purpose-built Matchless trials bike hand crafted by the one and only Dick "Bugsy" Mann. What an absolutely incredible machine! #vintagemotorcycle #trials #matchless
Back in the mid '80's, I heard someone was putting on a vintage MX at the Marin County Motorcycle Association riding area in Marshall, CA (near me). I hadn't ridden since '74 when I broke a couple of ribs in a crash at Carnegie several year before, but decided to dust off my old '74 Pursang (now vintage!) and go racing again! Imagine my amazement when I got there and THE GREAT Bugsy Mann was there, and instrumental in putting on the show! not only that, but really friendly and helpful!!! I took a 3rd, and paid for it the next two weeks!! That was the start of CVRG (California Vintage Racing Group), which sort of evolved into AHRMA. I decided I was too old for MX, and amazingly, Buggsy and others started putting together vintage Trials competitions. I had secretly wanted to ride trials for many years, so decided to give it a try. A buddy had gotten a B44 trialer from Dick (who lived in Richmond, CA then), and I tried it. FUN!!! Thru the next few years, we all became friends, with Dick right there with the rest of us, riding, laying out sections, camping at two day events, hanging out around the campfires. His sweet wife Kay was always there too, helping out, and, yes, even competing! Dick and Kay were ALWAYS so wonderful to everyone from the worst to the best riders!! I had kids, and drifted away from the trials, but will always cherish the time with my trials friends, and especially Dick and Kay! I DID build a B25 Trials Bike, and got the best compliment ever when a spectator asked "Did Dick Mann build that bike?"
@@wheelhousegarage I've watched and loved most of your videos! I've ridden many trails in areas that look a lot like where you ride (Sierras?), and have ridden or owned many of the models you've shown. Thanks so much for bringing back memories!! My wife and I are now in our 70's, and are full time musicians now (Jill & Kevin), and don't have much room for bikes, as we headed out on full time our in or travel trailer a few years back. (since have settled it Port Townsend WA). I'm hoping to find a reasonably priced Sherpa T or similar, just to keep in some kind of shape, but not yet.
Back when the bikes were heavy, the suspension travel was nil, and I could actually get thru a section without dabbing! Only a minute in & already sent this to my high school buds, class of '72!
I spent a weekend scrambling with Dick Mann: he rode a Matchless to victory over riders much, much younger than him. I sold my 500 Matchless Matisse, a bike I had a lot of scrambles fun with. Trials were never my bag but I used an early rear suspension Royal Enfield 350 in a few trials and found it to be a very good BTW, Dick Mann is one of life’s gentlemen and a total ace in any discipline. A great mechanic as well. motorcycle.
I, too rode some with Dick & Kay, in the first Vintage MX, and later, in many Vintage Trials. Both Dick and his wife Kay were wonderful people, as you said!
My last bike was a '67 G80CS - I'd been looking for one in the UK in vain but in the late '90s my work took me frequently to Seattle. I spotted a basket case advertised for sale by Buzz Walneck in Illinois.. I phoned him and asked him if it was complete.. He replied - yes, 99%. Then did the engine turn over? Yes. Finally - could gears be selected? Yes. Buzz sent me photos - and my resistance evaporated. Long story short - I took the plunge against my better judgement and bought it. When it arrived in the UK, I realised it needed more skill to rebuild it than I possessed - but I knew an old Matchless enthusiast who took it on and he did an amazing job on it. It had a short stroke motor with a scrambles bottom end, a scrambles cam, a Lucas comp mag, knock off wheels, a left side oil tank (rarer than hens' teeth), Western bars (v comfortable), folding footrests, a Norton oil pump, the engine and comp gearbox had matching numbers, it came with an 11.5:1 piston (run on alcohol?), 2 gallon steel tank, high level exhaust & extended front forks. All the quickly detachable (q/d) parts were as new - the headlight, the rear light, silencer (muffler), chain guard, and the speedo (that showed only 603 miles on the clock). My friend fitted new main bearings, a new big end, an 8.5:1 piston (to make it more suitable for road use), rewound the magneto, overhauled the gearbox, powder coated the frame and fitted 21" front and 19" rear wheels with s/s guards and Hagon shocks. He fitted 12v electrics via a new alternator and an AO Power Box. When I finally got to ride it - what a machine it was.. Following the first serious kick, it usually boomed into life and settled down quickly to a slow even tick-over. The clutch action was light (to me) and gear selection was fool-proof. Finding neutral was simply done. The engine smoothed out once the heavy flywheels were spinning and the faster the bike was ridden, the smoother it got. It sat comfortably at 60-65mph with snarling power instantly available beyond that. I had it up to 80mph for the odd brief period but wind pressure with those high bars made life uncomfortable at that speed. Cruising at 60mph was far more preferable and sustainable. The exhaust note was a constant source of pleasure to me but some bystanders might have felt that its healthy crackle to be excessive by today’s standards. I subsequently went on to change one or two more things from the original spec: a friend offered me a new 40mm Dell'Orto carb* at a price I couldn't refuse; and a 21 tooth engine sprocket (vice 19 as per the original). * Probably too much carburettor for the bike. Finally, I changed the colour of the tank to candy apple red and dispensed with the flimsy plastic tank badges in favour of the flying ^M^. I sold it prior to our move to France and not a day has gone by that I didn't regret selling it. It was a delight to ride.. I used to find myself in the garage in my PJs at 6.30am with a coffee just looking at it. Here it is: ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-aVwO4bQ4s2g.html Happy days!
I saw Dick racing for the USA team versus GB along with John Long, Dale Singleton and I think Bubba Schobbert also. Great competitors and personalities.
While you are generally correct, there are a few things to correct. A G80CS had a bore and stroke of 82.5 by 93 but this is post 1956 motor of 86 by 85.5. The difference is incredible. I have a late model G80CS and am amazed at what Mr Mann did to get this motor so docile. The factory riders in the 60's all prefered the 350 but with the advent of modern trials tyres, and the way they have changed the actual trials, this could be the way to go. Good stuff!.
This is a "short-stroke" Matchless engine. I was told it has Trials cams, though I have not confirmed. Modern Radial Trials tires have revolutionized what's possible on an old bike, with traction that even the Factory riders couldn't have dreamed of in the early 1960's! But it did change the Sections too, and probably not for the better, for the average rider.
You never disappoint. Last Saturday at this exact moment I was watching Vintage Trials at the Barber Museum Festival. There were a few Matchless and AJS models competing as well as Greeves, and Cotton and some I’d never seen before.
You had me at 'built by Dick Mann'. Thanks for sharing this great machine. Keep drinking those Sam Smith's beers! I used to live near Tadcaster. Best wishes, Dean.
I have two Matchless G3c's. The 350cc version used by the Brits. The factory riders never used the G80 in Trials. My 13-year-old daughter rides them - and blows people minds! I blow their minds by starting it with my hand! No kidding!
Another minor correction... The retard timing lever is primarily there as an aid to starting a cold engine. Those big singles can kick back pretty hard when that lever is fully advanced. You retard the spark to start it. Once running, you advance to full and that is how you would normally ride it. You are correct in saying it is an advantage when riding trials whereas, it does slow the big thumper down when fully retarded. However, its primary function is for starting a cold engine. Great video! Cool story about Dick Mann. That is also a very awesome bike and one, any collector would dearly love to own.
It's beautiful cos it's British !!. A 500 matchless not exceptionally fast but cool as f*ck ! When english bikes ruled the highways and byways of the world ....a time sadly gone 😞.....the new triumphs,b.s.a ,Norton have nothing on the old bikes . Take care on the road mate 👍 Peace out ✌️
And the bulldog clip - this was to hold your score card, to be given to the observer to mark...with a zero of course. Retarding the ignition took the thump out of the power impulse, just keeping the flywheels turning, it's all about the flywheel in trials...or it used to be anyway. Love you can start these things without thinking, shows you know them and how they work.
I want a Matchless G80cs scram (but with lights). It's just as well you don't present 10 classics a day, otherwise you might get a bit tipsy and fall over in a classic manner 😂
I remember Sammy Miller bringing this to the UK in the 1970's (I got his autograph) - he was full of himself, however - the Montessas, Ossas & Bultacos easily beat him.
I like what the music adds, but I know you want to hear the bike too. Go to minute 12:00 to hear the bike start and run without music. Thanks for watching!
As the owner of this bike, I think it's in the 285 Lbs range (give or take), or that's what I remember it was when I weighed it many years ago. It's actually pretty light, for a Heavyweight Pre-Unit Trials bike. It's a great bike for the AHRMA Premier Heavyweight Trials class.
0:22 to 1:22 no need for the annoying music. That fantastic motorcycle's engine and exhaust is all the sound we need. Instead we needed to wait another eleven minutes to 12:04 to finally hear that motor roar to life.
