Your Humble Correspondent attended this event for the three days it was running, and stood about on the JAWA Ireland stand. It was a very good event. I should explain that while Pavel and Jana of JAWA Ireland kindly tolerated me on their stand, I was not there primarily to sell JAWA motorcycles. My self-appointed role was to boost the Club. Thanks to Mick Doran’s beautifully printed introduction cards, dozens of which we all distributed, a lot more people will have heard of us by now. If that helped sell a few more JAWAs, so much the better for us all.
On the stand we had a JAWA 250 Travel four-stroke, a 350 model 640 two-stroke full-faired solo, a 640/Velorex outfit, star of the show for me! – a 660cc Sportard with Minarelli engine (as used in the Yamaha Ténéré 660 and exotica like the Derbi Mulhacén). P & J’s other motorcycle interest, the YUKI machines, were represented by the 250 twin (sold as an AJS in other markets) and the chopper-esque 350 fuel-injected Daytona twin, both from China. They looked very tidy and well finished. I’ll happily admit I’d like to take the Daytona for a blast sometime. But I would love to get a Sportard 660 ...
I can tell you I was amazed at the amount of interest the visitors showed in the machines. Pavel and Jana had laid on a centre of attention in the shape of a 640/Velorex outfit in pearlescent white (repainted in Dublin). A typical reaction, though not a description, was “Wow!“ A very good paint job too, and it made the combination look really high-class. Personally, I'm fussy about paintwork. Many of the punters reacted to the combination with a smile. Unlike so many other motorcycles at the show, it just didn’t look threatening. I spent a lot of time explaining the basics of sidecar driving, which made me glad that I’d driven some distance on one myself.
Many elderly men spent some nostalgia time going over the machine; one of them told me he‘d bought his first sidecar outfit, a BSA M20 combination, in 1947 – that’s six years before your aging correspondent was hatched!
In an age when other sidecar combinations can easily set you back €20,000 or so, a €6,000 outfit is hard to beat. Okay, your cruising speed is about 80 kph so you won’t get much fun out of motorways. On normal roads though, you won’t want to go blasting round left-hand bends at that speed.
The 640 solo had also been repainted, this time in post office red – again, very well done. It had a full fairing. This was a fibreglass job, thankfully easier to repair if you had to than the wretched ABS job fitted to my beloved MZ Skorpion (I despair of fixing the cracks in that device!) The general style of the repainted and re-stickered 640 was late-70s/early-80s. That should remind us of the last time the Irish economy went bust ...
The Travel 250 model was in its original black paintwork, which looked almost as good as Pavel’s repaintings. This one had a side stand fitted: that’s something a lot of prospective owners might like, as it’s a typical JAWA when it comes to putting it on the centre stand. Yo-heave-ho, and watch out for strained muscles.
The show was crowded for the three days and we were kept quite busy. Pavel kept me supplied with Czech-style tea (no milk, just lemon juice added) and Jana, bless her heart, occasionally bought me a beer (not, unfortunately, a Czech one). The folks at JAWA Ireland are putting a lot of effort into (re-) establishing the JAWA brand here. I wish them good fortune and I hope they’ll succeed at it.
Our good friend Ian Bridge of the Swindon Branch of the Jawa-ČZ Owners Club has just produced the 200th issue of his magazine, "Swindon Smoke Signals". I've had almost every issue of this magazine over the years, and always found them a good read. So's this one. Alas, it's also the last.
With Ian's retirement from work and the reorganising of the Swindon Branch into the Swindon Area Group, the magazine will cease to exist. In its place there will be a News Sheet. I look forward to getting that too.
I've got to say my own personal thanks to Ian for the copies of "SSS" over the years (about thirty years!) that he's been sending it to me, and also for the chats we've had whenever we've met. I haven't forgotten Ian ordering me, "Dùin an doras!" at a Jawa-ČZ National rally years ago, on which I closed the door as requested. A big surprise, being asked (as I thought) in the Irish language in England to close a door! An expert in the related S cottish Gàidhlig, that man.
I wish Ian (Jean too) a very happy retirement. Likewise a Big Hello to John Kennedy and Bob Bizley, both of whom I'd met at least once, and of course to Dave Widdowson and Martin Broomfield -- both of whom I'd met more than once.
I thought I’d stick in a separate report on this one, as it’s the machine that most interests me.
First off, this is a static report; none of the machines had any fuel in (not allowed under RDS regulations), so I didn’t hear the engine running much less drive the bike.
The obvious comparison is with the MZ Skorpion, and I can make that comparison handily because, as you’ll have noted, I already have one of these. The Skorpion has a 660cc Yamaha single-cylinder carburated engine, though it’s the SOHC five-valve motor; the JAWA has the later Minarelli-manufactured Yamaha derivative, SOHC with four valves and fuel injection. Both engines are liquid-cooled.
By comparison with the Seymour Powell-designed Skorpion, the Sportard's apparently been styled by engineers. I would much sooner have it that way round than have it engineered by stylists. The result is that the Sportard is a workmanlike machine rather than something designed to appeal to the guy who wants the very latest whizz-bang Machine of the Month. For someone who wants a 660 for commuting and touring, this is a 660 with no pretensions. Typical JAWA style, in other words.
There are nice touches here and there. The powder-coated frame has projecting rails designed to keep the radiator off the deck in case of a fall – and the radiator has protective side-plates too. Exhaust system is stainless. Brakes are twin disk front, single disk rear. Headlight bulbs appear to be accessible from the front, so there shouldn’t be any fiddling about behind the small frame-mounted fairing. Headlight adjustment seems to be done from the front too. Lots of hex-head screws in evidence around the headlamp lenses.
It's got everything needed, except for a centre stand. From looking over (and under) the machine I don't believe a centre stand could be fitted without a major redesign. Pavel told me he’d personally design and make a rear-wheel spindle stand on the lines of the paddock stand used at the RDS. It wasn’t till much later that I realised that a paddock-type stand wouldn't be any good in a rear-wheel puncture. What then? You’d need just one special tool in case you had a flat tyre: a mobile (or cell) phone, so you could call your insurance company's recovery service. There’s no possibility of removing or refitting a wheel if all you've got is a side stand. That is the bike's only serious design flaw that I could see. For me it IS serious – what could they have been thinking of? -- though it’s hardly fatal. After all, what are you going to do if one of your tubeless tyres goes flat while you’re in remote parts? It’s not as if you could get it going again with a handpump.
Is this machine a Skorpion for the 21st century? It looks like it. The aesthetics might be less immediately appealing -- though that’s a subjective thing -- but all the worthwhile hardware is supplied. Except the centre stand, that is.
I've seen a lot of the 660, and I love it. I hope to buy one eventually, which is about as good a recommendation as I can manage.
Dobry vecer, Pat pan! For some obscure reason I decided to spend this evening in front of the PC, searching for pictures and words.
How my motorcycle enthusiasm evolved.
Now, why am I fond of old JAWAs and Royal Enfields? Let me start where it all began.
by K(o)arl Szalcsak, member JCZ029 from Purkersdorf, Austria
Having lived with only a main stand for a year the introduction of a side stand on the Silver Snail is a very welcome addition. A town bike is on and off the stand quiet a bit so only having a main stand is hard work. The fact that the 250 Travel is a good heave onto the main stand, only sweetens the delight. It is an interesting addition, a bit of a bolt on that depends on a well tightened footrest. I am not sure how it will stand up to weight. But it was much needed and so far it has held up well. I am sure that it will make the bike a more attractive to prospective owners as it is to be standard equipment on the 250, in Ireland at any rate.
Mick DoranBack to Content
Yes a whole year has gone by. I don’t know about you but for me it seems like I just blinked. That said a lot has taken shape since our last get together. Our membership has grown. Many of us have not yet met and I hope that Clogheen will give us a chance to build friendships and the club.
It has been suggested that we hold a raffle to raise funds to meet club expenses. If anyone wishes to donate a prize or novelty item it would be great.
There will be a short spin as usual, more often then not there is a sing song. We might even organise a few silly competitions if any are interested.
There are talks about having a meal on site in the canteen. Of course the pub is always there as a back up should we find we have some time to spare.
For many riding a Jawa the last few years, has been a lone wolf experience but Clogheen 2011 promises to change that. Wolves travel in packs. Yes 2011 looks like being a
So make sure you are in the picture for 2011. See you in Clogheen.
3rd Annual Camping Weekend
Come and join us again in 2011!
Dates: Friday 6th, Saturday 7th and Sunday 8th May 2011
Venue: Parson’s Green, Clogheen, Co. Tipperary
Check out the official camping website at www.clogheen.com
Check in time Friday 6th from 4pm.
Onsite facilities include pleasant camping area, kitchen, showers, toilets, cafeteria (with wine licence), fast food outlet, museum, animal farm, boat rides, pony rides etc.
Site Costs: Small Tents €6 to pitch plus €4 per person per night. Family Tents €9 plus €4 per person per night. Some three-bedroom mobile homes available-sleep 6 for €140 for the 2 nights. New mobile homes sleep 6 for €160 for the 2 nights. Some nice Irish Pubs within 5 – 10 minutes stroll. Beautiful Mountain drives within 5 km’s. Runout planned for Saturday midday covering the beautiful Knockmealdown Mountains.
Rally fee €5 all oversea's visitors free.
Please note: No ATM machines or petrol pumps in the village. Nearby towns of Clonmel and Cahir have plenty. Parson's Green doesn't accept credit cards either.
Enquiries to Ger Duhig 00353 86 6000 638
As chairman of Kells Road Races I would like to invite the Jawa owners club to our Iinternational Kells Road Races on the 15th -17th July 2011 our race weekend attracts 25,000-30,000 spectators and the bike fest on Saturday is now a day not to be missed. The races are world famous and has spectators from all over Europe. Our weekend starts on Friday 15th with our classic bike run, now in its 17th year with over 150 classic bikes on display before going on a 5 mile parade and back to town for music and craic. Saturday starts the beginning of bike fest Saturday with fest village in the middle of town.
BIKE FEST VILLAGE, Trade Stands, Model Car Racing, Bike displays, Music, Food village, Slowbike manouvers, Garda Bike safe, R S A
STUNT SHOWS, Mattie Griffin 3rd in the world free style champion, Quad Stunts, BMX Show, Wheelie bike, Mini Moto Racing, Go Karts
Over 1000 bikes arrive in Kells on the Sat of the races in the form of 5 bike runs from all over the country . The Kells to Kells bike run is the biggest. It starts in KELLS in Antrim to KELLS in MEATH. Last year we had 400 bikes and was escorted by 10 Garda Bikes and 10 PSNI bikes who crossed the border and came the the whole way to Kells. Last year we had the Trikes over 40 of them. Vintage bikes over 200, all shapes. The Meath Autism Bike run 100 bikes The Honda 50 OVER 160.
We also provide free camping for any one staying over to rock the night away.
For more information http://www.kellsroadraces.com/ or ring 087-2700320
Thanks TONY LYNCH
This beers is also courtesy of Holland's off-licence on Main Street, Bray. Once again I bought this beer myself, and Holland's were in no way party to any of this.
Has an illustration of an odd-looking tree on the tin (hey, the decorative quality of beer cans from Poland is way ahead of ours!). No mystery when you cop on that "dęb" is the Polish word for "oak" -- just like the Czech "dub". This beer is stronger in ABV terms, and it has a slightly stronger flavour too, than Tatra. It's produced by Kompania Piwowarska SA, Poznań. A really good beer, but perhaps not quite the thing for an all-day thrash. Not unless you had an ambulance and a very sympática nurse to see you through the inevitable recovery period. Otherwise, definitely recommended.
Having survived Pats first suggestion I am heading out to find a few tins of Dębowe Mocne to broaden my horizons.
Description of engine JAWA type 250-10-006` The air-cooled single-cylinder, four-valve OHC, stroke volume ,6cm3, the bore 77,00 mm and stroke 53,6 mm. The crankcase, cylinder head and cylinder are made of Aluminium-alloy. Cylinder has NICASIL coating. We do not supply overbore cylinders and piston as the engine is on the limit.
The crankshaft and connecting rod big-end have cage-type needle bearings. The chain driven-camshaft is supported in the cylinder head on needle bearings. The valves operated by rocker arm are at an angle of 35°, the springs are single conical helical type. The valve seats are hot-pressed into the cylinder head.
The piston is a light alloy forging and carries two piston rings. The circulation-system of lubrication is used. Oil is sucked through filters into gear type oil pump and squeeze into crankshaft. The oil tank is situated in the space between the valve gear cover and R. H. of the crankcase, the oil filling is 0,5 l. The level must be checked by the oil level indicator before each race.
The engine is intended for the carburettor of diameter 34 mm and provided with electronic ignition.
For more information and a good manual in English why not check out the site http://www.jawa.cz/
The FGR 2500 V6 Midalu will retail for 1 million Kč.
The Jawa motorcycle has long symbolized the inventiveness and spirit of the Czech nation, a vehicle that carries a sole intrepid rider down a dusty road to whatever lies ahead.
Originally manufactured in 1929 in Czechoslovakia, the Jawa's sleek design and advanced technology earned it an international reputation that continues to this day. But the Jawa may now have to share the spotlight: Moto FGR, based in Ústí nad Orlicí, east Bohemia, has just unveiled a new bike, the FGR 2500 V6 Midalu, which is, quite simply, the fastest in the world.
Six years in the making, the Midalu was a "labor of love" for Stanislav Hanuš, who won a national Moto FGR competition, partly funded by the Industry and Trade Ministry, for the design of the bike, built specifically to house the all-powerful engine conceptualized by Moto FGR's Miroslav Felgr and built by engineer Oldřich Kreuz in 2008.
These unique aspects include a carefully rendered chassis that includes carbon composites and special aluminum alloys, created to support the sheer power of the engine. According to Hanuš, Kreuz's engine can go from zero to 100 kilometers per hour in just 3 seconds - ranking it among the likes of a Bugatti Veyron, the fastest road-legal sports car.
The 2442 cm, liquid-cooled, 90-degree V6 engine produces 240 horsepower and more than 200 Nm of torque. Its volume, which Luboš Felgr says is the biggest in the world, tops the previous record of England's Triumph engine with 2,300 ccm.
Creating the motorbike took two years, in which Hanuš carried out most of the design work on his computer, without aluminum models. The vision he had for the Midalu meant that he had to make a lot of tools himself in order to create individual components.
Twelve Midalus will be manufactured in 2012, each with a price tag of 1 million Kč. But perhaps one can't put a price on what could be the new engine of the nation.
Klára Jiřičná contributed to this report.
This article was published in the Prague Post