Page 106. 1968 Clark Scamp. SOLD

1968 Clark Scamp

In Running Order

New MOT

V5C Registration Document at DVLA

Reg ABW 127F

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This Scamp is in original running order.

When I bought it, it went through our workshops, and you can see a video of it running further down the page.

I recently MOT’d it, so it’s ready for you to use.

The V5C is at DVLA, so you’ll have to send off for it.

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SHORT VIDEO of CLARK SCAMP RUNNING

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CLARK SCAMP HISTORY

Alex Moulton’s famous small-wheeled bicycle was launched in November 1962. Raleigh, who had reneged on an agreement to manufacture the Moulton, were stunned by its success and in July 1965 launched their response – the balloon-tyred RSW16 (Raleigh Small Wheels 16″ diameter). CWS, the Co-operative Wholesale Society, responded to the RSW by producing a somewhat similar machine, the Co-op Commuter, but which had a mixte frame. That is, instead of having a single main beam linking the seat tube and head tube, it had a downtube and twin laterals – a pair of small diameter tubes running from the head tube via the seat tube to the rear wheel dropouts.

In May 1967, three months before Raleigh bought out the original Moulton bicycle concern, the Nottingham-based company launched a motorised version of the RSW16 – the Raleigh Wisp. Clarks Masts of Binstead, Isle of Wight, then decided to make a rival to the Wisp, as a way of diversifying from yacht mast manufacture. What better basis than the nearest pedal-powered rival to the RSW16? Clarks therefore contracted CWS to produce a slightly modified version of the Co-op Commuter to which the Isle of Wight company attached a small petrol engine of their own design. Thus was born the Clark Scamp moped. Opinions about Scamps differ. One writer has described them as “horrible things which flexed alarmingly when you rode them and were hopelessly underpowered so you had to pedal like mad to get up any incline.” J.S. Lycett, however, argues that the Scamp was “quite a usable machine and undeserving of a poor reputation.” He has an interesting article about the machine on the Moped Miscellany website.

The Scamp had a gear-case in the rear wheel, with the engine mounted on the side of the gear-case. The petrol tank was in the upstand of the luggage rack, below the saddle and above the rear wheel. The tyres were 16 x 2″ moped type. A Sturmey-Archer BF 90mm hub brake provided stopping power for the front wheel, whilst a simple long-reach calliper brake provided rather less for the rear. According to Lycett, the Scamp would cruise at about 26 mph (43 kph) and climb moderate hills without pedalling if “taken at a run.” He considers that it “falls naturally into place between the clip-on cyclemotor and the NSU Quickly type in the evolution of the moped.”

However, neither the Raleigh Wisp nor the Clark Scamp were commercially successful. They faced fierce competition from superior Japanese imports. Clarks produced only some 3,500 Scamps before they ran into financial difficulties. These were not helped by failures of the Scamp’s starting mechanism, caused by breakage of a plastic pawl on the centrifugal clutch. In 1968 Lloyds Bank therefore appointed a receiver/manager who disposed of nearly all the finished machines and all the spares. (See Ken Mettam’s short article on the Moped Miscellany website.) The descendant company, Clarks Masts Teksam Ltd, is still based at Binstead and specialises in “mobile mast installations for every purpose”, especially mobile communications. They have representatives in Belgium, Germany, Switzerland, France and South Africa – but no parts for Scamps.

After Lloyds sent the receiver into Clarks, the Co-op was left with a surplus of frames and other parts (other than the engine) for the Scamp. Bob Thom managed to get about 200 of the frames, which were finished as pedal cycles and sold as Vikings. Anybody expecting a small-wheeler with a dash of Viking lightweight sportiness was in for a shock. These machines were essentially unpowered Scamps: the tyres were Avon Moped Grips, the CLB handgrips included a twistgrip throttle and the saddle’s vertical adjustment was minimal. Even the rubber-sleeved fixing pins for the fuel tank were there. Despite the lack of variable gears, the Viking weighed in at a formidable 35 lb (approx 16 kg).

Text from – http://www.hadland.me.uk/viking/viking.htm

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PLEASE READ THIS BEFORE BIDDING

OWNER: BuyVintage Online Auctions

LOCATION: Brighton, E.Sussex, United Kingdom

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DELIVERY is not included in this auction.

This means that it is not my responsibility,

BUT I can put you in touch with a delivery chap and organize collection;

you liaise with them direct re delivery and pay them separately.

 

Great Britain delivery is ONLY £60 for this motorcycle to main parts of England;

extra to extremities such as Scotland, Wales, Cornwall, etc (and may take longer to arrive)

(Please email your postcode if you want to confirm price).

THIS BARGAIN PRICE DELIVERY IS ON A PART-LOAD BASIS.

(Collection when they’re in my area; delivery when in yours).

LOCAL DELIVERY FREE

If you want it fast, please organize your own collection.

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Ireland & N. Ireland – I’ll recommend some companies, but you’ll have to organize it yourself.

Europe – delivery is probably around €400 to Germany, Austria, France, Italy, Spain, etc. I can recommend two companies.

North America, Australia, New Zealand, Japan, etc – I’ll organize all the crating and shipping for you.

PAYMENT: Paypal is okay for cheap items; otherwise deposit only on paypal please.

INTERNATIONAL PURCHASERS:

You must communicate with me before the end of the auction to discuss payment and shipping options.

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AFTER PURCHASE: Please email me your phone numbers; I prefer to speak to all purchasers personally.

I do everything I can to make your purchase a pleasurable experience.

I’ve been selling obscure vintage vehicles on ebay since 2002.

Sharing similar interests, I’ve become good friends with many of my customers.

Please feel free to email or phone with any comments or questions…

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VEHICLE CONDITION: Vintage vehicles are wonderful beasts

– but each has an individual personality and they sometimes have bad days just like you and me.
You will need basic mechanical skills (or a local mechanic) to use one on a regular basis.

Two-strokes invariably need basic servicing before starting them, if they’ve been left to stand for more than 3 weeks or so.

 

These are rare vehicles whose values are not necessarily based on running order.

 

IF YOU DO NOT AGREE WITH THE ABOVE, PLEASE DO NOT BID.

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If you have any questions about this (or any other vehicle in these BuyVintage Online Auctions),
you can contact Colin in our Customer Service Department between 9am and 7pm daily:

By Phone – (UK 0044) 07866-126469

By email – Buyvintage@mac.com

The Auction Catalogue is our website –

http://www.BuyVintage.co.uk

 

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PLEASE CLICK HERE – http://buyvintage.co.uk/

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Published on April 17, 2008 at 10:02 am  Leave a Comment  

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