The NSU 250 Sportmax replica at Cadwell Park on 19 and 20 May, racing in the Economy Appliances pre-1962 250cc race at Rounds 2 & 3 of the BHR championship.
 |
| Bottom of the Mountain |
 |
| Hall Bends |
 |
| Bottom of the Mountain |
Showing posts with label SportMax. Show all posts
Showing posts with label SportMax. Show all posts
Monday
British Historic Racing - Cadwell Park, Rounds 2 & 3
Sunday
NSU 1954 Sportmax 250 track test
Signed up for a day of VMCC sprinting at Wroughton airifield in Wiltshire, I was keen to give my father’s German 250 Sportmax Replica a chance to impress down the main runway. The first time I ever set eyes on it, I was in short trousers and the bike in basket case form, just another bag o’ bits in Dads garage, I thought. About a year later and with the help of undisputed NSU specialist Harold Nuttall, there sat the compact, well engineered pocket rocket complete with handmade aluminium tank and recognisable forks.
Early attempts at running the Sportmax Replica were mainly unsuccessful. Partly due to the rain that seemed to fall on every occasion we tried to start it. Running a 6V battery for ignition and a racing spark plug, the rebuilt engine was reluctant to say the least. Following a recent tune-up by it's creator Harrold, the dinky race bike fires up every time.
Arriving at disused airfields such as Wroughton, just south of the M4 near Swindon, I find there is always a sense of nostalgia of a time when such barren areas were clearly hives of activity. The modern day VMCC sprints are a great way for a relative notice, like myself to enjoy and use a period race bike in the safest possible way, on a huge dis-used airfield. With no need for a full competition licence, the VMCC will allow you to pay for a day licence in order to compete.
Following scrutineering, there was an almighty long wait whilst a new mode of timing gear was tested. In tune with the friendly atmosphere of the whole event, a vote was taken by the competitors to switch back to the original timing gear at the expense of a few hours action on track.
After a few hours wait in the now glorious sunshine and once initial tests were carried out, who else but Henry Body should be first up to the start line to give the tried and trusted set-up a once-over. Nevermind how many times I’ve watched this man sprint his pre-war Douglas dirt track bike, it never ceases to amaze me.
Here's me heading down the 1/4 mile at Wroughton Airfield..
Early attempts at running the Sportmax Replica were mainly unsuccessful. Partly due to the rain that seemed to fall on every occasion we tried to start it. Running a 6V battery for ignition and a racing spark plug, the rebuilt engine was reluctant to say the least. Following a recent tune-up by it's creator Harrold, the dinky race bike fires up every time.
Arriving at disused airfields such as Wroughton, just south of the M4 near Swindon, I find there is always a sense of nostalgia of a time when such barren areas were clearly hives of activity. The modern day VMCC sprints are a great way for a relative notice, like myself to enjoy and use a period race bike in the safest possible way, on a huge dis-used airfield. With no need for a full competition licence, the VMCC will allow you to pay for a day licence in order to compete.
Following scrutineering, there was an almighty long wait whilst a new mode of timing gear was tested. In tune with the friendly atmosphere of the whole event, a vote was taken by the competitors to switch back to the original timing gear at the expense of a few hours action on track.
After a few hours wait in the now glorious sunshine and once initial tests were carried out, who else but Henry Body should be first up to the start line to give the tried and trusted set-up a once-over. Nevermind how many times I’ve watched this man sprint his pre-war Douglas dirt track bike, it never ceases to amaze
Here's me heading down the 1/4 mile at Wroughton Airfield..
And at the Eelmore Twisty Sprint..
Thursday
NSU Sportmax by Kent Riches
Spotted on Facebook, this homemade NSU 250 Sportmax was built by American motorcycle parts manufacturer, Ken Riches. A fine first effort, Ken recently sold the bike and it now resides at the National Motorcycle Musuem. A very interesting machine and an equally interesting choice of supporting model. Anyone for Freedom Thighs?
Monday
Racing NSUs circa 1955
Classic footage posted by Vintage Motor Channel covering a race featuring all NSUs. Anyone know the venue?
Thursday
NSU SpecialMax and SportMax
At first glance both bikes below seem very different. On the left sits the quirky but stylish NSU 1955 SpecialMax 250 and on the right a racing spec 1956 SuperMax 250 based SportMax replica. Let's take a closer look at how NSU transformed the Max from road bike to racer..
The Sportmax in these images, a later 1956 SuperMax twin-shock based replica, was purchased by its current owner from a former Manx GP rider in a non-roadworthy state, partly disassembled and looking rather sorry for itself. The bike was then transformed whilst in the very capable hands of Harold Nuttall, the UKs No.1 NSU Max expert.
The engine has a Sportmax piston, a special con-rod and a cam to "GelandeMax" specification, together with a 30mm Amal carburettor and close ratio gears. Running an open megaphone and on Castrol R this current spec provides a glorious sound and smell whilst the broader power band makes the bike easier to start, although it does like to be warm..
Responsible for the introduction of the 'Dolphin Faring' (above left), NSU were the first manufactuter to develop the open wheel design following the ban of streamliner farings in the early 1950s.
Im planning to enter the Sportmax racer replica you see here in a classic track day and after sprinting the bike at Wroughton airfield, I feel confident in the little 250's handling and riding characteristics. With very little in the way of intrusive vibration and a very positive gear change, the Sportmax will undoubtedly feel more at home on smooth track than it ever did on a bumpy, disused runway.
Using a pressed steel frame the innovative SpecialMax features leading link front forks and a mono-shock design along with a tractor style sprung seat unit, in perfect keeping with your Lederhosen and Bratwurst Mein Herr! The SpecialMax is easily distinguished from the first NSU Max of 1952 by the full width hubs and larger petrol tank.
The Max provided reliable transport from its launch, at a time when NSU were the largest motorcycle manufacturers in the world, employing an innovative overhead cam 247cc engine with "over-square" 69 x 66 dimensions and alloy head. Use of the Albert Roder designed Ultramax reciprocating long con-rod system to drive the cams resulted in a 17 BHP power output and respectable performance for a 250 machine- an ideal starting point for a competitve race bike.
World Champions in 1953, 1954 and 1955 NSU enjoyed great success with their ingenious SportMax racers. Produced in small numbers with virtually all of the parts differing in some form or other from their road based cousins, SportMax's were built to exacting standards to perform well in the rigours of road racing. The large aluminium or sometimes magnesium, hand-beaten petrol tanks were very advanced for their day.
The factory produced race bikes were expensive to buy when new and to this day retain an aura of high quality engineering and exclusivity, resulting in high market prices for genuine bikes with racing history.
NSU Sportmax machines were raced by top riders of the day including Werner Haas, Mike Hailwood, John Surtees and Sammy Miller, amassing many victories in the 250cc Class as well as taking a factory supported rider, HP 'Happy Muller' to a World Championship title in 1955.
The factory produced race bikes were expensive to buy when new and to this day retain an aura of high quality engineering and exclusivity, resulting in high market prices for genuine bikes with racing history.
NSU Sportmax machines were raced by top riders of the day including Werner Haas, Mike Hailwood, John Surtees and Sammy Miller, amassing many victories in the 250cc Class as well as taking a factory supported rider, HP 'Happy Muller' to a World Championship title in 1955.
The Sportmax in these images, a later 1956 SuperMax twin-shock based replica, was purchased by its current owner from a former Manx GP rider in a non-roadworthy state, partly disassembled and looking rather sorry for itself. The bike was then transformed whilst in the very capable hands of Harold Nuttall, the UKs No.1 NSU Max expert.
The engine has a Sportmax piston, a special con-rod and a cam to "GelandeMax" specification, together with a 30mm Amal carburettor and close ratio gears. Running an open megaphone and on Castrol R this current spec provides a glorious sound and smell whilst the broader power band makes the bike easier to start, although it does like to be warm..
The 1950s image below right illustrates the lengths NSU went in order to achieve the correct set-up. As the mechanics prepare the race bikes, heaters blowing warm air are aimed at the barrels. Once started they would switch to cool air in order to maintain working temperatures during tuning, thus permitting very fine piston tolerances.
Responsible for the introduction of the 'Dolphin Faring' (above left), NSU were the first manufactuter to develop the open wheel design following the ban of streamliner farings in the early 1950s.
Im planning to enter the Sportmax racer replica you see here in a classic track day and after sprinting the bike at Wroughton airfield, I feel confident in the little 250's handling and riding characteristics. With very little in the way of intrusive vibration and a very positive gear change, the Sportmax will undoubtedly feel more at home on smooth track than it ever did on a bumpy, disused runway.
