What's New At the Rickmans?
WHAT'S NEW AT THE RICKMANS?
The Famous Scrambling Brothers Ally with the Weslake Project - and Road Racer Phil Read
B.R. NICHOLLS
IN THE IMMEDIATE postwar years, the British motorcycle industry very nearly strangled itself in the joy of being able to sell every motorcycle it could produce.
Whether for the export market or home use, each machine was sure to be sold, and the lucky customer in England who bought one new could easily resell at a premium. During the sales boom, one could almost hear the cry from the boardrooms, “Eat drink and be merry for tomorrow we die!” Most of them did.
At that time Don and Derek Rickman were unknown. Even when they opened a retail business in 1958, they had no aspirations to begin manufacturing. They were top class motocross men, who represented their country in the Motocross des Nations team event. The Swedes were top dogs at the time. Not only were they supremely fit, but their machines handled better, and that’s where it all began.
When cash is no problem, the idea is to create the best machine possible. The Rickmans were convinced they already had done this with the exception of the frame-which they set about putting to rights by making their own.
The demand for the frame, which was becoming a known winner, grew to such an extent that by 1964 a factory had been set up to produce Metisse frames. The frames were limited to motocross use until two years later, when the brothers tackled road racing in conjunction with Tom Kirby. Very early in the season that year, a useful little rider named Bill Ivy rode the Kirby Metisse to its very first win. It had a disc brake, marking a successful alliance with the Lockheed concern.
Such is their fame that the local police force recently approached the Rickmans to cure a problem with their Triumphs. The bikes often were in the workshop for brake maintenance, so perhaps discs were the answer. But no, the Rickmans felt the proper answer was a custom-built police machine, with liberal use of fiberglass to house the necessities of “the law.” It utilizes the racing frame which holds the oil. The machine is 100 lb. lighter. With its clean lines it may be washed down in the same manner as a car, which is a time saver.
Last year, the Rickmans began working with the Weslake concern, already firmly established in the automobile field as a specialist in engine tuning and, particularly, in the field of cylinder head design. From this alliance came the 500-cc Rickman-Weslake conversion set for the BSA Victor. This features in-line valves and car type flat top combustion chamber which give maximum torque at low rpm with power throughout the range. The kit is marketed in a box which bears a new emblem for Rickman engine developments (the simple letter R). It is not copied, but if the design looks vaguely familiar, it is only fair to say that Rickman quality is the equal of anything in the four-wheel world.
The hot potato of the moment is the Rickman Eight Valve. This is the name given to their 650-cc Triumph conversion kit to build a real humdinger racer or freeway-burner. It comprises, quite simply, everything above the crankcase. All that remains standard is the connecting rod and the 82-mm stroke which, with the new bore of 73 mm, gives a total capacity of 686 cc. Why not a full 750? Mike Daniels of Weslake replied that the cylinder centers were too close. The standard compression ratio will be 11:1. Alternative ratios up to 14:1 can be attained for alcohol burners.
An alloy barrel saves 1.5 lb., and further weight saving comes with the new forged alloy pistons. The four nimonic valves per cylinder have high angle operation. Current grand prix automobile engine design is the guide to port shaping. Breathing is through two 32-mm Amal concentric carburetors.
It is estimated that the conversion will boost power from a standard 47 to 70 bhp. One of the first questions at the press conference was, “What about the bottom half coping with the extra power?” “Trust in the Lord,” murmured a voice. But Harry Weslake sees no reason why there should be trouble with intelligent riding, as cylinder head bolts go through to the crankcase to increase rigidity. It is strongly recommended that a bolt-on, two-stage, geartype oil pump be fitted, as there must be positive feed to the valve gear.
Cynics may doubt the anticipated 70-bhp figure quoted for the conversion, but gas flow tests have shown that the new design gives a 25 percent increase over the standard head. There is no doubt that a lot of thought has gone into this development. The 750 class in solo and sidecar racing is becoming very popular, and Triumph units have long been the favorite in grasstrack and motocross. Before production has started, 1000 kits have been sold stateside, where they will be marketed by Steen’s, the U.S. Rickman distributor.
By the time this is read, the ReadWeslake should have undergone its first track test. The prototype is in a Metisse frame, and the complete machine weighs 275 lb. The chrome-manganese steel, nickel-plated frame is built of 16 gauge. While weight could be saved by the use of 18 gauge, it would lead to the possibility of breakage. The discs are alloy coated with 0.020-in. chrome steel and are operated by twin-sided calipers. Rickman hubs, fiberglass tank, seat and fairing are used.
The immediate aim is to ensure that the model can be fully tested so it will ready for the TT. The man to test ride and develop the machine will be Phil Read, the brilliant double world champion. Read has invested in the marketing side of the Read-Weslake project, and is, in fact, the major stockholder. Plans are in the making to sell Phil Read Replicas.
What chance does the Eight Valve stand on the grand prix circuits of the world title chase? Well, it never has been claimed that it would be a world beater. The basic idea is to give the private owner something better than the onelungers that have featured and, for that matter, still are featuring so prominently in European grand prix racing. With Phil Read riding, it is possible to reduce the weight to 240-250 lb. With 70 bhp, MV may have something to worry about. Following the fortunes of the enterprise in 1969 will be one of the highlights of the season. But there is a background to all this. The Rickmans are but a stone’s throw from their open “secret” ambition of building their own engines, and that day cannot be so very far away.
