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For most of the photos on this page, you can click the image for a larger picture.

My first motorbike was a BSA Bantam 175cc D7/DL purchased in 1971. For the first time I had freedom and I explored a lot on this bike. The D7/DL model was differentiated by the full chrome petrol tank (i.e. full chrome round the badge) and 2 petrol taps. The latter were very useful in ensuring you didn't run out of petrol. You could use 2 stroke dispensing machines at garages or a pump that squirted the correct amount once you selected the right petrol/oil ratio. One of the former machines gave me a problem in that it filled the tank and float chamber with bits of rust. The only way I got back from Bourton on the Water was by constantly pressing the carb tickler.
You can see a couple of modifications. First the Amal concentric carburettor. The correct monobloc carburettor had worn out. Either you could have a constant petrol leak from the main jet holder or if you tightened up the holder too tight, the throttle slide jammed - which wasn't good for the heartbeat. Secondly, I'd fitted a completely useless (in hindsight) engine bar. In any crash, the bars would have twisted round the down post and trapped or crushed my leg. By this time, I had developed a good technique for abandoning the Bantam when coming off.

I sold the Bantam and bought a Triumph 350 in 1973.

I rashly decided to buy a Bantam in 1986 from a bike shop in Edward St, Chorley - I can't remember the name now. It was one of those spur of the moment decisions that you wonder about afterwards. Anyway, it didn't need much doing to it and was used on and off. One day, I was driving through the village I lived in at the time only to suddenly hear a banging from the engine. I thought I'd got a damaged big end so pushed it home. When I took the head off, I found what looked like a nail head impaled in the cylinder head. It was a rivet head from the flywheel plates that helped squeeze a bit more power out of the engine (by increasing the compression in the crankcase). According to Alpha Bearings who fixed the knackered big end (as a consequence of the rivet jamming the piston), it was a common problem. They recommended that they remove the plates. It didn't get much use after that as I had to move house - so it was stripped down to small packages so it could be stored.

17 years later I dug out the bits after another house move.Unfortunately its second home was in a chicken shed. I hadn't noticed that the roof was leaking - the crankcases didn't particularly like being constantly wet and suffered from corrosion. I spotted an B175 engine for sale on ebay a year ago and bought that for use of the crankcases. So, finally restoration has started! If you're into that sort of thing, you can follow progress in the diary. I've gradually learnt about the subtle differences between the D14 and the B175. The gudgeon pin is one example. The pin was missing from the B175 box set so I tried to use the one from the D14. This isn't long enough.

	16 July 2009 First job was to see what I had and what needed replacing. Here, I'm waiting for some clutch plates. The plain plates are worn - the tangs that engage in the clutch drum have grooves in them and are a sloppy fit. The friction plates seem OK
	16 July 2009 At this time, everything is in bits. Most of the black bits are at Triple S Powder Coaters in Bingley, waiting for collection. The wheels are stripped down to the hubs with the wheel bearings removed. Once I find a box, they can be sent off for wheel rebuilding. I've got all the tinware and I need to find someone to paint them. It's going to be painted blue. I'd like to do it in the red of my D7 - but that wouldn't be original! I'm a great fan of stainless steel fasteners and a load of parts has been ordered today. The crankcase halves have been joined and this is what it currently looks like.
	18 July 2009 The bits from Draganfly arrived today so I could finish off the clutch. For the first time, I've been using a proper compression tool - or so I thought! The lugs were to big to fit under the clutch drum so some reconstruction was necessary involving a hacksaw. As you can see, the clutch is now complete. Fitting the final drive sprocket nut was interesting until I remembered that it was a left hand thread.
	18 July 2009 Before tackling the engine I was off to Triple S in Bingley to pick up the frame. I was pleased at the finish as it was looking good. Then to D & C Classics in Cowling to get the swinging arm spindle pressed back in. In the end, a press wasn't necessary - however we did have to remove the paint on the swinging arm boss faces of the frame as the shims wouldn't go in. As you can see, I've started to build up the frame. I've missed some bolts off my order so I will need to order some more on Monday. It was a bit of a puzzle working out what goes onto the swinging arm bolt (subframe and pillion footrest hangers) - the Haynes manual is misleading here. It's nice to be going in the right direction at last.
	18 July 2009 Here is what is left of the wheels which will be going down to Central Wheels near Birmingham. Back hub on the left, front on right.
	20 July 2009 Wheels off in the post to Central Wheels first thing. The shock absorbers are a bit of a problem. They're still in good condition but rusty; the powder coaters won't take them. So I'm going to have a go myself. Hammerite primer plus smooth top coat has proven to be a resilient finish on the MG. I made up a miniature spraying booth in the garage and got the undercoat on. I've got a problem on my hands because I can't find the nearside side cover. I'm probably going to have to pull the loft apart tonight.
	21 July 2009 A good hour was spent in the loft hunting for the side panel. I was about to give up when I spotted a handlebar sticking out of a box. As well as a Triumph 350 gearbox, I found the elusive side panel. That was a bit of relief as an internet trawl didn't reveal any side panels for sale. I've decided to go down to Coventry tomorrow afternoon to drop the tinware off at Lewis Templeton. They did my Triumph and made a good job of that. I turned the shock absorbers upside down to find that I'd missed a bit on the bottom eyes, so a bit more primer here.
	22 July 2009 A long drive to Coventry to drop off the tinware at Lewis Templeton.
	23 July 2009 The silver top coat went on the shock absorbers today. I spotted an advert on ebay for the spacers that go between the frame and the pillion footrest hanger. They were stainless, so I ordered them. It looks much better than the original rusty spacers. I also fitted the crankshaft sprocket and primary chain. I'm going to have to do some searching for tyres. Central Wheel wanted to supply some Chinese tyres - it would be nice to have something like the original tyres.
	24 July 2009 Inner cover and alternator fitted. I forgot the small spacers on the inside of the stator at first but something deep down in the memory banks reminded me! There was a lot of grot on the inside of the inner cover which took some scraping away. The cylinder barrel and a few other things are ready for collection from Triple S - that will probably be Monday

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47 records found. Page 1 of 5 displayed.