WANDERINGS INTERNATIONAL - North American Jawa/CZ Register

WANDERINGS INTERNATIONAL
North American JAWA/CZ Register Newsletter
Mike Thomason, Editor
1548 Deerwood Dr. E.
Mobile, AL 36618
December 2011
Phone (251)343-0726
Contents:
© North American JAWACZ Register
Email: [email protected]
Internet home page: www.JAWACZregister.org
From the Editor:
Today is Black Friday (what a name!) and I am taking refuge from the crowds by doing the newsletter. It is
more enjoyable and certainly cheaper.... I entered my JAWA 350 typ360 in the local vintage motorcycle
show held in Mobile on November 20. I did not get any awards as I was up against BMW airheads, all in
mint condition. There were a total of sixty-five bikes in the show, but only one JAWA and no CZ’s. To see
more of the show go to www.mbvmc.net and click on club news.
As winter is coming on many of you will be working on your JAWAs and CZ’s. Remember the Register
does have some parts such as points, condensers, bulbs of all sorts, etc. Drop me a line to see if we have
something you need. Of course there are copies of almost all English language manuals, JAWA or CZ, ever
produced in the library. Copy prices have gone up to 20 cents a page, I am sorry to say. Still, a bargain if you
are working on your bike! See Classified Ads for other vendors and don’t forget Westcoast in Bell Fl. or
Bertus in LA when you need parts.
Once again we have articles from Don Kueny, the Irish JAWA Club and from the UK, Ian Bridge and the
JAWA-CZ Owners Club magazine Torque. However, we need to hear from the rest of you in North
America. Now that the weather is bad, sit down and write something for your newsletter.
In the spirit of the Holiday Season, I hope you have a Merry Christmas and a Happy New Year! If you are
celebrating any of the other December holidays, I hope you enjoy them every bit as much.
editor
Part 1: The Register, its Members and a History of Early Postwar CZs.
Exchanging information and parts as well as meeting other members is a big part of the Register, and the
advent of the Internet has allowed it to flourish way beyond what it could have when members depended on
telephones and the US Post Office. The Internet plus jet airplanes have allowed me to meet many of the
members, acquire my Perak, and both gather and disseminate information and parts. I’ve recently visited Pat
Partridge in California while on business in Nevada. Pat is restoring a CZ 125a, otherwise know as
“Czechbook”. If all goes well I’ll soon be visited in Wisconsin by Reese Dengler who has a wealth of CZ
knowledge as well as a number of later off-road CZs.
E-mails asking for technical assistance seem to come in spurts, and often concentrate on a specific model or
group of models even though the writers often don’t know one another and are located in different states.
Several recent e-mails have related to barn finds of CZ 125s and a 150 from the 1940s and early 1950s.
CZ125s of that era were my income as well as my daily ride, while a big, powerful (!) Ogar or JAWA 350
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remained only a distant dream. I would see and hear them occasionally on the street in Madison, WI where I
was an engineering student, but never got to ride one. What follows is my recollection of CZ as I knew it
while working for small family owned shops in Wisconsin, supplemented with what I’ve learned in recent
years from Pat, Reese and others in the club, plus the Internet.
Starting in the 1930s and maybe even earlier, CZs were built by the Czech Armament Company along with
guns and other products in the city of Strakonice, east of Prague. To the best of my knowledge JAWA was
always strictly a motorcycle company, except for a few small pre-WW II two-stroke powered cars.
JAWA was and is based in the town of Tynec nad Sazavou, west of Prague. Early CZs were generally
smaller and lighter than JAWAs, with smaller engines. Although generally similar in appearance and
construction, there are no significant interchangeable parts between the brands.
Pre-WW II machines by both companies can be identified by the odd control layout. There is a conventional
right hand throttle and left hand clutch, but a hand operated shift lever mounted on the right side of the tank.
It kind of takes three hands to ride one of these; one for the right side throttle, one for the left side clutch,
and a third one for the right side tank mounted shift lever.
In 1948 two-cylinder JAWA Perak 350 appeared after JAWA acquired the
Prague based Ogar motorcycle company. Little is to be found about Ogar prior
to JAWA acquiring it, but except for the crankshaft and added cylinder the
entire JAWA 350 is nearly identical to the 250. The Internet does say that early
350 bikes were built at the Ogar works in Prague.
The CZ125a was replaced by the CZ125b in 1947. While similar to JAWA
Peraks with unit construction engine/transmission and a foot shift, it continued
with a girder fork, rigid rear frame and three-speed transmission. The
otherwise identical CZ125t with telescopic forks appeared in 1948. In 1952 a
plunger rear suspension was added. In 1953, both a CZ125c and a CZ150c
appeared, the latter identifiable by an enclosed carburetor that made it appear
even more similar to the JAWA Perak.
At the end of WW II, thousands of discharged military personnel flowed into the US civilian market. No new
cars had been built for almost four years, and almost anything with wheels and an engine was in demand.
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Prior to the war, the dealer I worked for had primarily sold bicycles and sporting goods; after the war they
began adding Whizzer engine kits for Schwinn bicycles. They sold Whizzers by the hundreds, alongside
125cc Simplex Servi-Cycles. In 1947 they added CZ and Indian, but not JAWA so as not to compete with
the coming Indian verticals, the 220cc Arrow and 440cc Scout.
To my knowledge, the CZa was never officially imported to the US. Obviously a few found their way here,
probably with returning US military. Beginning in 1947 the CZ125b, the JAWA Perak 250 and later the 350
were officially imported to the US by International Motorcycle Company (IMC) of New York City. As
Indian faded from the market in 1953, IMC added Zundapp. The dealer I worked for sold the DB 202, a
200cc two-stroke but not the KS601, a big four-stroke opposed twin similar to then current BMWs.
My recollection is that IMC was owned by two Czech brothers, Jews who had fled Czechoslovakia in the
late 1930s to escape Hitler’s invasion of their country. Initially they sold Czech glassware, but after the war
saw the opportunity to supply light motorcycles to a burgeoning market and formed the International
Motorcycle Company to import CZ and JAWA. The brands complemented rather than competed with each
other and many dealers sold both. Most of the CZs sold in the US were 125b or 125t models, with a few
125c and 150c models later on. As with JAWA, model years were inexact although they were generally
tagged as 1947-1953 models. Because of their Czech manufacture, similar appearance and common
distribution, in the US CZ and JAWA were often but incorrectly thought to be products of the same
company.
In 1948 Harley began building and selling a 125cc based on a war reparations DKW design*, while Indian
took until 1949 to offer the Arrow 220cc single and Scout 440cc twin. As a result, many Indian dealers took
on the CZ125 to compete with Harley’s 125, but did not sell JAWAs so as not to compete with Indian. I’ve
seen ads and photos of the CZ125b with an Indian decal above the CZ logo, so there must have been a
relationship, but I’ve not been able to find any details on that early and brief marketing arrangement. Our
CZs came from IMC, and our Indians came from Indian.
A recent Google search puts Joseph Berliner as another partner in IMC. Berliner later left to import Ducati
and other European motorcycles on his own. He is described as a Hungarian Jew who spent WW II in a
German concentration camp, coming to the US after the war. This leaves me to wonder if he was somehow
related to the IMC founders, or if maybe one of these stories is wrong. Either way, many older members will
remember Berliner as an important name in the imported motorcycle business thru the 1980s.
The Russians took control of Czechoslovakia in 1948 and merged the two motorcycle companies into one.
CZ still exists as a company but it has no connection to the motorcycle business. While early CZs were
smaller and lighter than JAWAs, from 1954 on CZs designed for on-road use were simply smaller
displacement JAWAs with CZ nameplates. The result was 125cc and 175cc CZ versions of the JAWA 250
that were underpowered, especially at 125cc.
The few CZ125a models brought to the US probably came with returning GIs. They were basically a
continuation of prewar production, with stamped girder forks, a rigid rear frame, and a single cylinder engine
separate from a hand shifted three speed transmission. The only one I recall coming in for service back then
was ridden by a guy who appeared to carry everything he owned on the CZa and his back, and it was sort of
an annual affair. I have no idea what ever happened to him, but remember that he loved his CZa! Because of
their rarity and lack of official importation, restoring one today is a momentous task. Almost none of the
parts interchange with later models. Even in the early days parts from IMC were only obtainable with
difficulty, and of course now it is a matter of hunting them down where you can find them.
While motorcycles were everyday transportation for Europeans both before and immediately after the war,
they’ve been mostly a hobby item in the US ever since Henry Ford introduced the Model T. As a result, by
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about 1950 when cars became plentiful and true postwar car designs appeared, the light motorcycle business
took a nosedive. By the end of 1950 the Indian Arrow and Scout disappeared along with the real Indian
Motorcycle Company in 1953; Harley nearly went broke a couple of times into the 1980s.
The early Czech bikes and especially the CZs were rather fragile motorcycles, designed for European adults
who rode conservatively and took care of them. They were and are light, agile and fun to ride, but when sold
to US teenagers who beat the hell out of them their fragile nature showed.
Part 2, hopefully in the next issue, will touch on the CZa but mostly cover the CZ125b, 125t, 125c and 150c
along with their mechanical and electrical weak points and operational quirks. Register members and anyone
else knowledgeable are encouraged to provide me with information and anecdotes to assist in writing it. My
email address is [email protected]
* A version of the pre-war DKW 125 also appeared as the post-war BSA Bantam. BSA must have flipped
the drawings over before they tooled it, as the Bantam used the then-standard English shift pattern – a right
side foot lever with 1-up, 2-down from Neutral, while the original DKW and Harley, like CZ, placed the
shift lever on the left side with a 1-down, 2-up pattern. This latter pattern, usually with added ratios, became
the world standard after the United States DOT required it for all 1972 and later bikes sold here. 1972 and
later JAWAs use a revised cam plate in the transmission to achieve this. The later part will interchange into
pre-1972 JAWAs, but installation requires splitting the cases.
Don Kueny
Letter from the
United Kingdom
5
By Ian Bridge.
Hi,
E-mail: [email protected]
Here in the UK we are now into Autumn and the weather has started to become a lot cooler. Motorcycle
riding here for many does tend to be a full year-round activity, this is mainly due to the fact that the warmer
waters from the ‘Gulf Stream’ which starts in the Caribbean runs up the west coast of the UK making our
weather usually milder than our continental neighbors. Our weather (while usually wetter) does tend to be
several degrees higher in temperature.
Of course riding on icy roads is no fun and downright dangerous, so many do put their bikes away for the
winter if only to protect the paintwork and chrome from the revenges of the salt that is usually so liberally
laid down. However, we do have many hardy souls who do ride in all weathers, and there are usually a small
number of events held during the winter period where they get their tents and sleeping bags out and often
camp in ‘sub zero’ temperatures. Now in my younger days I too thought nothing of all year and weather
riding, but now I’m older and the joints creak and crack more, I have to say that I do tend to give these
events a miss (yeh! I know I’ve become a wimp!).
Now with North America covering such a vast distance from south to north, I know that you have areas
where the weather extremes exceed anything we might experience here, however I’m sure that those of you
who live within the southern parts possibly have reasonable weather (compared with what we get here) for
most of the year. So, if you are one of those lucky people, then get out and use your bikes, as they like
nothing better, and if nothing else it helps to keep the engine internals well oiled.
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The UK Owners Club has just put on an impressive display of JAWA and CZ’s motorcycles at the large
‘Classic Mechanics’ motorcycle show that took place over the weekend of October 15th/16th. This show is
amongst one of the largest to take place in the UK and possibly even in Europe and attracts tens of thousands
of people. It’s the perfect show case for the bikes and also for the Club and over the years has certainly seen
the profile of the bikes rise to a level where they attract as much interest as many of the more exotic makes.
The Club does the Marque’s a great publicity service which unfortunately does not always seem to be
appreciated by the manufacturer itself.
Now I have recently undergone quite a major surgical operation, and while I seem to be recovering OK, I
would like to especially thank all the North American Register members who were kind enough to contact
me and to give me their best wishes. Friends are wonderful at times like this in helping to get you through
major events in one’s life, and I am so pleased that a number of you took the trouble to contact me. I very
much appreciated it, and it’s nice to know that one is part of the world wide JAWA/CZ enthusiasts’ family.
Now, the old 350 JAWA that I have owned for 30 years and which I recently covered nearly 2000 miles on
in 6 days while doing a UK ‘End-to-End’ run, I have decided to sell. The reason mainly being that after 30
years of use it needed some update and repair work which would probably be quite costly. Now being a
pensioner and with the possibility of in the near future of acquiring one of the newer electric start JAWA
350’s, I needed to start raising some funds. What I hadn’t counted on was that as soon as the bike heard it
was to go to a new owner it promptly threw a tantrum and decided to became a 175. Due to my currently
being banned from my garage and workshop I’ve not yet sorted out the reason for it throwing a wobbly, but
it does make you think that as much as we love our JAWA and CZ motorcycles, it’s just possible that they
have some sort of feelings and like us too!
Well that’s it for this edition from Great Britain, but don’t forget to support your own group as the more you
put in to it, the more you will get out
Winter Motorcycle Riding Tips
For some bikers, winter riding is simply not an option. For them, the bike goes into hibernation in the garage,
protected by a thick layer of grease and covered by a tarpaulin until the spring shoots appear. But it doesn't
have to be that way. With the right kit, a little common sense, and some minor changes in your riding style,
you can carry on riding safely through all but the worst of the winter weather.
Riding anytime of the year demands caution, however winter in particular can be treacherous. Almost half of
Britain's motorcyclists say that riding on icy, winter roads is one of the worst aspects of motorcycling. Below
are some helpful hints together with a list of the common hazards that bikers may face during the winter
months.
Wrap up against the winter
It may sound obvious, but investing in specialist winter riding gear can make a massive difference to your
winter warmth and comfort. One-piece leathers are clearly the best as they offer less opportunity for the icy
wind to find a way in. If you can't afford these, make sure your layers overlap well. If you can only invest in
one piece of winter kit, then make it a quality pair of gloves. Modern technology has created a range of
waterproof, thermally efficient gloves that will keep your hands warm and dry as you ride. Failing that, make
sure you keep a spare pair of inner gloves in your pocket so you can change them if they get wet. The wet
pair can then dry in your pocket from your body heat ready to be changed again. Riding in the correct kit is
not just a comfort issue either. If you're wet and cold, you will tire more easily and will not respond as
sharply to events around you. This is particularly true of cold fingers. Combine these slower reactions with
the more hazardous roads of winter, and you've got more potential problems.
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Respect the winter roads
From the autumn storms, when rain falls on roads which have accumulated grease and oil all summer, to the
treacherous black ice of winter frosts, the riding conditions in winter demand your utmost respect. The
simple advice is to take it easy. Save your carefree open-road riding for those glorious summer mornings. In
winter the conditions need as much care as you can muster. Not only will there be much less grip on wet and
icy roads, you will also be challenged by the wind and the rain as you ride along. So use your lane, and give
yourself space to adapt, adjust, and slow down. And if you have a long ride ahead, plan to stop and warm up
along the way.
Stop, revive, and survive
It's worth remembering that poor conditions affect everyone else around you too. Motorists, who struggle to
see bikes at the best of times, are even less likely to see you when their windows are misted up. Even
pedestrians become a real hazard, as they bow their heads to the rain or hunch up against the cold, leaving
them prone to walk out in front of you without looking properly.
Wet Roads
Increase the breaking distance between you and other vehicles to account for wet and greasy road conditions.
By increasing your distance you will get minimal spray of other vehicles and will be able to judge and
anticipate other road users driving much easier. Watch out for wet leaves on the road. These can make the
surface slippery and could make you lose control.
Vision
Bad weather such as fog or even low winter sun can restrict your view. Be aware of the hazards; ride to suit
the road conditions.
Rider Visibility
Bikers need to be as visible as possible to other road users. By wearing reflective clothing it helps other road
users to see you, especially on dark mornings and early evenings. By making contact with drivers using their
mirrors, this also makes you visible to the driver.
Signal earlier
Signal earlier to give as much notice as possible to other road users of your intentions.
Lights, Tires, Mirrors
Check your lights regularly to make sure they are working. Also ensure your lights are visible and clear of
dirt.
Check your tire pressure to ensure it's suitable for winter riding.
In winter months, use anti-misting spray on your visor and mirrors.
Strong winds
Try to avoid riding in strong winds, however if it is absolutely necessary then be aware of hazardous objects
being swept onto the roads such as carrier bags, boxes, branches of trees, cones etc. If you do have to go out
this winter on your bike, stay alert and ride well within your limits.
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But For all the problems of winter riding, it still beats standing at a bus stop in the rain, or struggling to deice your frozen car every morning. With a little planning and a little care, you'll be enjoying the sunshine of
spring before you know it.
The Ever-Optimistic Ian Bridge, Swindon Smoke Signals Newssheet #5
Classified Ads
For Sale JAWA keys ignition now avail $15 plus $3 ship; 1964 headlight / speedometer nacelle for a 350
JAWA $39,Seats for most JAWAs $59, JAWA belt buckles$15, JAWA badges $29, 1964 JAWA headlight
nacelle $29 for more items see www.allynair.com or send for flyer: Ed Allyn 30 Millstream Rd.
Woodstock, NY 12498 Phone 845-679-2051 or email [email protected]
For Sale: We have a large amount of new parts for early C Z and JAWAs Also many new pistons for early
350 cc to mid 1970’s , also pistons 125 175 and 250 twins. I have sent many parts to U S A. All emails will
get a reply. [email protected] (Allan is an excellent source for parts! editor)
For Sale: 1974 CZ 476, 125cc, 1000 miles runs well, looks great $1000. Peter Hybben 715-308-0600
[email protected] Photos on p. 15.
Available: Have I made you aware of, or do you already know about the JAWA history book called
EVERGREEN? I have this publication in PDF, and can tell you how you can download it if you are
interested. Please let me know, and I will give you download instructions. Mario Mager North Wales Area
Representative, International Liaison Officer, JAWA-CZ Owners Clubwww.JAWAczech.co.uk;
www.youtube.com/user/JAWAczech?feature=mhum; www.flintshireowlwatch.co.uk
Letters
In the September newsletter I ran an ad from a fellow in Maine who needed to sell a Perak that he had
recently inherited. A day after the issue went out Chris Steiner, a member in Maine, contacted me, quite
desperate to reach the seller, but all I had was an email address, no phone number. The next day he and Chris
made contact, and after a delay caused by a severe storm, the deal was done. What follows is Chris’s
September 8 email after he got the bike. A happy ending indeed!
Editor
Its here, its beautiful, and its mine! There's definitely been some odd work done to it but it looks reversible
for the most part. That extra right side toolbox was an added bonus that will be great for my "custom"
JAWA/CZ bike that I've been dreaming about building (I did end up buying that JAWA 557 motor I was
asking you about last spring as a foundation for it). Thank you again so much for helping me out and for
doing what you do. I've been looking so hard for one of these, I literally waste several hours a week
googling phrases like "JAWA Craigslist 350" and checking up on ebay classifieds. I think I just about
started hyperventilating when I saw the ad in the newsletter. Now I can use that time more in a more
productive fashion hopefully. I do plan to go slow. I have no intention of "restoring" the bike. I just want to
get it sorted out mechanically, replace that hideous seat with one more appropriate, and ride it occasionally.
Unfortunately I'm in the midst of a remodeling project on my house and must focus on that because the
house is still very much open to the outdoors and winter is almost here. So it could be a few months till I can
really tear into it, but I'll keep you posted as thing develop. I'm sure I'll have tons of questions for you and
Don so please be patient with me. Thanks again -Chris
Hello. I happened to find your web site. I come from the Czech Republic and I am also the owner of JAWA
motorcycle. I just want to thank you for it even in the United States of America there are fans of our club
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once famous and well known brands. I wish many happy miles. Joseph Tuma. PS-excuse my English, I use
Google Translate.
[email protected]
Don Schumann kindly replied for me in Czech.
Vazeny pane Tuma!Dekuji mnohokrat za vzkaz a zajem na nase klub. Prominte, prosim, ze nemluvim Cesky
dost dobre, ale snazim se. Preji Vam mnohy, krasny cesty take, a pro Vas vsechno v poradku. S pozdravem,
Don Schmann
I am member in JAWA ČZ motorcycle club in Pilsen, Czech rep.
Next year in March I will visit my grandfather in L.A., so I want to ask if you need some JAWA or ČZ parts
which I could bring them? Jan has offered to help members of the Register find parts. You can email him
direct.
Jan Pojer [email protected]
Jan’s Perak and sidecar
Petr’s Velorex
Greeting all fans of JAWA!
I live in Czech Republic and I am interested in JAWA motorcycles, especially in Velorexes.
Probably you know it. Small three wheels leather car. Many parts for it were made in JAWA. I am sending
you photo. I have also several Pionyrs (555, 05, 20). I browsed on internet and I have found your web. It is
great that there are so many people who are interested in JAWA abroad. I have experience that the biggest
problems of our hobby are spare parts. I suppose you probably have source of spare parts, but if you need
something I can try to get it for you. Many parts for older JAWAs are possible to buy in CZ. So if I can help
you by this way or if you need something else, it won’t be problem. As I wrote you I am sending you photo
of my Velorex. I restored it one year ago and I think it is amazing vehicle. It is nearly unbelievable that
something like that was produced for daily use several decades ago. I wish to your club good days. Petr
Slany [email protected]
Hello my name is Michal. I am from Czech Republic. I
like motorcycles JAWA and ČZ. I send you two photos
my motorcycles. Have a nice day
[email protected]
Speaking of Winter riding, have a look at Michal’s rig!
editor
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Videos/Internet Stuff
Don Schumann sent in the following vintage race video
http://www.youtube.com/watch?v=R500Nka8c0I=channel_video_title
http://www.youtube.com/watch?v=R500Nka8c0I&feature=channel_video_title
Dan Devine commented as follows.
Mike,
Thanks for the forwarded video. It is great to see the old bikes racing in Finland. I love the JAWA, Norton
Manx and AJS 7R’s running in the dirt roads. I can’t help but remember how we rode bikes with no air
cleaners in the mud and on the ice without filters. No wonder they had so few miles between rebuilds. The
JAWA, of course, had a proper air filter, but the road racing Manx, 7R and G-50’s had big Grand Prix carbs
and no filters. I had a ‘49 Norton Manx 500 “Garden Gate” that I rode on the roads and converted to ice
racing.
Whoops, I better send this now. We’ve got a fair amount of snow and the power’s flickering and probably
about to go off.
See ya,
Dan
And from our irrepressible Irish Friends, here are two newsletters/videos
http://www.jawacz.com/issue_16.html
CONTENT
Beer Drinking Bikers / Club Links / CLUB REGALIA / BIKE DEMO / Domácí traktor / Editors Note /
Events / JAWA to the Rafters
VULCANET Waterless Cleaning / JAWA 650 Style / JAWA 250 VULCAN / Just what is a 710 / Swedish
2011 National Rally / PODIUM / Your Comment
http://www.jawacz.com/issue17.html
CONTENT
1956 JAWA CZ International Motorcycle Race / Beer Drinking Bikers / JAWA 250 bobber / Club Links /
CLUB REGALIA / End To End / Editors Note / Events / Hieroglyphics / One Day in Stafford / JAWA
Sleeveless / TELL YOUR MEP / Rivets Rally Report 2011 / JAWA 250 Travel @ 1400K / Voltage
Regulator / Your Comments
Ervin Bittner’s Gathering October 1, 2011
The weather was good. My neighbor and his dad (older than me) went along. As usual I towed the Perak
there and back. The food was good, beer was good, good attendance, and a good crop of bikes. All went well
except the Bohmerland would not start. I don’t know what else I can add.
Don Kueny
Don is unusually brief, but he did send in some pictures which flesh out his report. I couldn’t go, so we have
to thank Don for his faithful attendance and reporting, and for his pictures. Let’s all try to go to the Bittner
Gathering next year!
editor
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Pictures from the Bittner Gathering by Don Kueny
An overview of the field
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Hosts Ervin Bittner and his son Greg in a brief quiet moment
JAWA Clutch Adjustment How to Keep It Smooth
Nothing detracts from an enjoyable ride more than a “clunky” gear change, or a “snatchy” take off. The
problem is very often caused by a poorly adjusted clutch. Despite what all the motorcycling press used to
say, years ago, you CAN get a smooth gear change on a JAWA or CZ, but you do need a properly adjusted
clutch.
Most JAWA/CZs enjoy the “auto-clutch” system, (though not all models) but for those that do have it, here
are a few pointers that have kept my clutch a ‘sweet operator’ over the years, so hope it may be of help.
Firstly, a well oiled clutch cable is vital, and in good condition - a poor clutch operation can often be
attributed to a dodgy cable. Happy that your cable is ‘lubed’ and has no broken strands, slack it off. The
cable adjuster can be in two positions; some models enjoy an adjuster at the bar end where it joins the lever.
Those that don’t will have a cable adjuster at some point in its length. The cables come in different lengths
of both outer and inner, depending on the model. If you are replacing the cable, it’s a good idea to have the
old one with you as a comparison, or template should someone be ‘making up’ a new cable for you. And
don’t forget, it’s always a good idea to have a spare in your kit bag.
With your cable slacked off, turn you attention to the clutch adjuster. To find this, remove the ‘timing side’
cover and it will be revealed to you. The adjusting screw is situated in the centre of what is commonly
known to the ‘die-hards’ as the “ducks foot”, mainly because it is shaped like one. The operating mechanism
is held in position by three bolts which screw into the crankcase. Check them for tightness, as a loose bolt
(or three) will allow the operating mechanism to pull away from the crankcase and give you a poor clutch
operation. But a word of warning - these are three steel bolts into alloy casings, so take care not to strip the
threads. (Can be expensive to repair.)
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Still with the cable; you will notice that the clutch-end of the cable is secured by a solderless nipple.
Obviously this needs to be tight to prevent cable slip under tension, but, with time, the screw on the nipple
may eat through the cable. If this is the case, it is possible to reposition the nipple to a stronger piece of
cable, but don’t forget, this will in effect shorten the cable, and could adversely affect its adjustment.
Happy that all is well with the cable, you can turn your attention to adjusting the clutch. With the cable
slacked off, screw the central adjuster bolt ‘in’ and you should see the auto clutch operating arm move. On
most models, (though not all) this has an ‘elbow’ built in and at the end has a small wheel. As you tighten
the clutch adjuster, the arm moves closer to the “C” housing on the gearbox shaft, and should nestle cleanly
in this “C” housing, and the wheel should just be able to be turned. If it bears too tightly this could cause
clutch slip, by adding pressure to the clutch push rod. If there is a gap between the wheel and the “C”
housing, the clutch will not be pushed off
enough, and you will experience clutch
drag. It has to be just right for a ‘nice’
clutch.
Once you are happy that the clutch is
properly adjusted, turn you attention back to
the cable. Adjust out all the slack in the
cable until slack at the clutch lever is just
detectable. Various manuals will give an
actual amount of “free play” required at the
bar end. In my experience, this “free play”
is very often too much, and as long as there
is a minute amount of “free play”, this is
sufficient to prevent clutch slip and give a
clean gear change.
As long as your clutch is properly adjusted, should you have a cable breakage on one of the “auto - clutch”
models you could, in emergencies, use the gear lever as, a “foot clutch pedal”. If held down, it disengages
the clutch and, with practice, you can ease it in gently. This is a piece of cake on a combo, of course.
Always remember to engage neutral before coming to a stop. However, this should NOT be a ’long term’
practice, and the cable should be replaced A.S.A.P.
Here’s to smooth and quiet changes, Colin Gregory. Torque, JAWA-CZ Owners Club Newsletter 9/2011
Spark Plugs
This Article is prompted by the latest issue of Old Bike Mart and what I found to be a confusing article by
Stan Dibben who has written a book “Spark Plugging the Classics”.
It reminds us that older systems produce 8,000 to 12,000 volts, suggests newer type plugs may be better than
original specification and then says they need 15,000 volts. Surely it is a recipe for problems if you fit a
modern plug? Stan says a modern plug should be better than the old types – if not, suspect the voltage
supply.
What is clear is that the greater the surface area of the electrodes – the greater the current needed to spark. It
is also obvious that the greater the electrode gap – the more current is needed for a spark to jump it. Modern
plugs may come gapped at 32 thou or 0.8mm whereas older machines need 25 thou and sometimes a little
less.
So check the gap of any new plug you fit. Also compare the new plug with older ones. If the electrodes are
wider giving a greater surface area - then it will test your system for every spark. A plug with a smaller
diameter centre electrode will perform better than one with a “fat” electrode if low voltage is the issue.
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I am far from sure how the plugs with multiple electrodes sparking to the centre, fit this discussion on
optimum plugs but I have used them in the past hoping for some improved performance. I have not noticed
any difference so tend to go for the cheapest original specification plugs. Usually NGK B7HS has suited my
riding style.
What is important is maximizing the current to the plug so if I have any doubts I replace the plug lead and
plug cap. I always use old fashioned copper core plug leads and again usually NGK plastic caps or a rubber
cap on “off road” bikes. For originality some CZ JAWAs had PAL metal plug caps. The importers Skoda
used to uncrate the new bikes, run them up on the original Czech plugs and caps and then replace the Czech
parts.
Needless to say the coil must be operating correctly – they can begin to breakdown over time. Current to the
coil and any grounding in the system must be good too. So clean the plug hole with some cloth to remove
any oily muck before fitting the new plug. Periodically I spray everything with WD40.
Some new plugs do not work or may fail after a few yards running. It is always prudent to try your new
plugs before setting off or putting them aside as your spares. Make sure you have more than one spare with
you. Do you chuck old plugs in the toolbox thinking you might use them again? Why? There was a reason
you replaced them........... so chuck them out. You will have a suitable tested spare available anyway – won’t
you?
The perfect plug in your bike will have a grey to brown insulator and show slight electrode wear on the
centre electrode - which becomes rounded as the edges are eroded by sparks.
Reminder: JAWA 350, CZ 125/175/250 is not a model. Those numbers are the cubic capacity or cc. Any
parts supplier needs the model number and year. Pete Edwards Club Secretary UK JAWA-CZ Owners
Club from Torque 9/2011
Table of JAWA Spark Plug Equivalents. Courtesy of MZ-B
Environment
Cold –
for summer driving.
Medium
temperatures.
Hotter –
for winter.
Very Hot –
for extreme cold.
Pal
Brisk
(Pal)
Bosch
Champion
NGK
Lodge
KLG
N9
N14
W3AC, W4AC,
W3A, W4A
L78, L81
B8HS,
B8HV
3HN
F100
N8
N15
W5AC, W5A
B7HS
2HN
F80
N7
N17
W7AC, W7A
B6HS
HBN,
HN
F75
N5
N19
W8AC, W8A,
W9A
B4H,
B5HS
BN, CN
F20, F50,
F70
L5, L82, L87Y,
L87YC
L7, L85, L86,
L92Y, L92YC
L10, L90, L88A
The agony aunt
Dear Abby,
I've never written to you before, but I really need your advice on what could be a crucial decision. I have
suspected for some time now that my wife has been cheating on me.
The usual signs... phone rings but if I answer, the caller hangs up. My wife has been going out
with the girls a lot recently although when I ask their names she always says, "Just some friends
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from work, you don't know them." I always stay awake to look out for her taxi coming home, but she always
walks down the drive. Although I can hear a car driving off, as if she has gotten out of the car round the
corner. Why?
Maybe she wasn't in a taxi?
I once picked her cell phone up just to see what time it was and she went berserk and screamed that I should
never touch her phone again and why was I checking up on her?
Anyway, I have never approached the subject with my wife. I think deep down I just didn't want to know the
truth, but last night she went out again and I decided to really check on her. I decided I was going to park my
JAWA next to the garage and then hide behind it so I could get a good view of the whole street when she
came home. It was at that moment, crouching behind my bike that I noticed that the clutch/gearbox side
cover seemed to be weeping a little oil
Should I just tighten down the cover and risk it possibly splaying, or should I just replace the gasket?
D Head
Swindon Smoke Signals Newssheet #5
JAWA factory Racers
The Czechoslovakian JAWA factory made in 1964 a handful of 50cc race bikes. The distinctive massive
engine looks over- developed when compared to the rather simple chassis.
A peculiarity were that these bikes were raced under different names and colors - in national races they were
raced as Tatrans, in either red/white or blue/ white combinations, and when raced international, the JAWAracers wore silver, beige, or maroon colors.
Swindon Smoke Signals Newssheet #6
On the Left, Mario Mager’s Workshop...
Retirement has its Benefits!
Torque the newsletter of the UK JAWA-CZ Club,
8/2011
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Peter Hybben’s CZ 476 For Sale
Phone 715-308-0600 [email protected] Peter lives in Menomonee, WI
Looks like a beautiful little bike! editor
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