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Joep Kortekaas's Pit Bay........


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Joep's History 1964 / 65 1967 Joep's 1st Race Joep Racing CB450 Race era CB450 Clutch
Other Race pics BMW RS riders Joeps Drixton framed 450 The AWO Race bike EMW Engine

Joep's History    
Joep racing ..... I went to my first Dutch TT in 1956. A neighbour of ours had a Harley Liberator with side car, and we went with my father in the side car and I was on the pilion. Took us some 5 to 6 hours to cover the 250 km.
Some Joep history ...1968 he rode in the unlimited class in holland and ran consistent 2nds and thirds with a new ki 450 modified, behind the factory Laverdas. At the time he owned a cr110, cr93, cr77, a ducati 125GP double knocker (ex Bruno spagiari), an aermacchi 250 and a parilla 175. He had built up a hannah-paton 500 twin for Bill Paton and tuned bikes for the track such as the Boer Van Dulmen 750 triple kawasaki (early 70s.) and owned the ex jim redman bike which was an rc164 1963.
Joep Kortekaason his rc164 250/4 in Holland 1967 Joep Kortekaason his rc164 250/4 in Holland 1967 joep Kortekaas racing his Honda 450 in holland in 1968
'63 Ducati in Holland 1967
'63 Ducati 250 in Holland 1967
...on a 450 in holland in 1968.
First Race
Joep on a Ducati < this shows me in my very first race, one for production bikes. After the worst start of my life, I got under way nearly a minute in arrears. The picture shows me about to overtake # 75 on a CB72, after having overtaken Nos 106, Triumph 650 twin, 25 Puch 250 split single and 30, BMW 600 twin - that little Ducati was a real flyer. I ended up 7th out of 36 starters - with a good start I could have won!
Race Pictures - Joep  
Joep on a 200 Elite Japanese bikes were very well received in Holland and in Germany, since there were very few competitive motorcycles around in the 250 class. There were some Aermacchis and aging NSU Sportmaxes and street Maxes which were modified, and some 175 and 200 cc Ducatis, and then, out of the blue, came those wonderful, 10,000 rpm Japanese gems. They were immediately used for racing, and were indeed fast - but the Ducati Mach1, introduced in 1964, and the subsequent Mark3, were just as fast, straight from the crate. I got my biggest compliment, when, after a race, the head mechanic of the Dutch Ducati importers, who also prepared the racers entered by them, asked me: "How did you get that Mark3 of yours so fast?", and I could answer him with a grin from ear to ear: "This is not a Mark3, it's a 200 Elite!" One of the reasons I was fast you can see on this picture - my frontal area must be 20% smaller than that of the guy behind me on a Mark3 Ducati.

Right .............This shows me in second position behind race winner Jalink on a Mark3, in pissing rain. Look at the size of our tyres in those days! You can also see that meanwhile I had changed my front mudguard to one from a Honda 50 cc No. 29 rides a CB72 >

Joep on the 200 Elite  
Joep's bike fleet back then

Right ...The Duc has grown a fairing. # 25 and 19 are on CB72s - No 19 is the guy who had # 29 above


Joep on a Ducati now with a fairing
My Fleet back then (above) - I bought my father's BSA for fl 500, when he bought a Ducati - and I bought that Ducati when he bought a Gilera. He went the opposite way as most other people - each subsequent bike was lighter than the previous. I had to pay in full - he never gave me a cent, apart from my pocket money. So I ended up with the fleet you see in "fleet" - not bad for a 22 year old student. I wish I still had them!
The Honda CB450 era CB450 clutch
Joep in his first race on a CB450 Honda

this shows me in my very first race on the CB450. As you can see, the starter motor is still in place, and the centre stand is wired in place.



CB450 Honda ClutchCB450 Honda Clutch complete
Joep racing in Tegelen on a CB450 Honda This is a picture from a race in Tegelen, in the deep south of Holland. I raced in the unlimited class, and that day I was second to the works Laverda SFC 750 cc. We raced mainly on street circuits, and there were lots of accidents - in the 1970 season we had something like 6 deaths. Circuits were surrounded by trees, houses, ditches, fences - you name it, it was there. Something like the Isle of Man.
57sec lap on the CB450 Honda < left .... This was on a very short circuit, my training time of 1:01 (1 minute 1 second) put me in second postion on the start grid. I came in third, with a fastest lap of 57 sec. No. 78 was the reigning Dutch champion Ton Somers, who came in fourth - and no. 36 was Piet Prins, also CB450 mounted, getting his second lap. I always lapped that guy two to three times per race, and once, after a race, he came over to me, and asked me how I had made my Honda so fast - I sometimes overtook him on a straight with at least some 20 km/h difference. When I told him that I had worked on the head and had mounted two 35 mm Dell'Ortos, he said: "Oh no! Hondas don't perform on Dell'Ortos!" How stupid can you get! I lapped him every race and the Dell'Ortos were there for everybody to see.
Circuit types Circuit types Circuit types
This gives you some more idea of the circuits we raced on
cows in the background were unperturbed
Which reminds me. During those races, our paddock was always in a meadow, in which the previous day the cows still had roamed around. To start the bike on the wet grass, you needed three helpers: one each side of the bike pushing against the shockies, and one in the middle pushing the seat hump. I would stand on the foot rests, and would drop onto the seat like a ton of bricks, while releasing the clutch. One day the bike started exactly in the middle of a very rich, still wet puddle of cow dung, of course the wheel spun, and the guy pushing in the middle had a beautiful, greenish brown, 10 cm wide line painted on his front from his forehead to his crotch.....really, racing has its lighter moments!
Other Race Pictures 1964 / 1965  
In '65 Kreidler had officially retired from racing, but had given two of the works bikes to Cees van Dongen and Gerhard Thurow. There were in total only 8 competitors in the Dutch TT that year, and Ichini retired with engine trouble in the first lap. The race was won by Ralph Bryans on the Honda twin, Anderson (Suzuki) was second, and Thurow ended as seventh and last, one lap back.
In 1966 the 50 cc class was won by Luigi Taveri, with Bryans second. Katayama had held second for a short while, but the Hondas were too fast for the Suzukis, and Katayama ended as fifth. Anderson was third and Hans-Georg Anscheidt, the former Kreidler star, was fourth. Anscheidt would become world champion on the Suzuki in 1967 and '68. He still has his old works bike, fully restored by himself.



Canadian Mike Duff was a very fast man (see picture at right, taken around 1965), which can no longer be said of him: he had a sex operation and calls himself (herself?) now Michelle Duff. Some time back she wrote her autobiography. At the end of 1965, he crashed heavely on the new, still air-cooled Yamaha 4 cylinder during the Japanese Grand Prix, and his being unable to race in 1966 caused Yamaha to ask Bill Ivy to ride their machines.

Walter Kaaden was the wizard who made the two stroke engines fly. He was the development engineer of MZ in East Germany. The picture at left shows him (on the left), talking to Vic Willoughby


this second picture of Kaaden shows him with rider Alan Shepherd and a mechanic. Both pictures were taken at the 1964 Isle of Man TT. Walter Kaaden saddly died in 1996.



ttttttttMore old Race Pictures ..........

John Surtees & Bill Lomas

< Surtees (51) on the 350 MV four with Bill Lomas on the Guzzi single - which Lomas won.


John Sutees aboard the MV 500 cc >

John Surtees aboard the MV 500 cc

Ubiali winning the 250 on MV

<left .... Ubiali won the 250 on MV


right ....The battle between Bob ...> McIntyre and Surtees (1) in the 500, which ended with a tumble off for McIntyre.....man look at his riding style

John Surtees

start of the 350 A year later the battle in the 350 was so fierce, that Joghn Surtees quit during the race. Start shows the line-up for the start of the 350 - 51 is Surtees (MV), 60 Libero Liberati (Gilera), 55 Dicky Dale (Guzzi) and 59 Bob McIntyre (Gilera). Behind them you can see Jack Brett and John Hartle, both on Norton. Campbell (Guzzi) won the race.
Bob McIntyre was a great mechanic, and built two special frames for his 350 AJS and 500 Matchless - they are shown here

< Left .... The Gileras must have handled very well, bearing in mind that Bob McIntyre managed the first ever over 100 mph laps on them during the Jubilee TT of Man in 1957. Bob McIntyre was not only a great rider, he was also a great mechanic, and built two special frames for his 350 AJS and 500 Matchless. After his death, they were acquired by Jack Findlay. I attach a picture from the pits, showing Findlay with his back to the camera, talking to Hugh Andersen and Jim Redman, with the 350 and the 500


Japanese mechanics working on Honda sixes, taken in 1967
Here are two other pictures, taken in the pits that day, with Japanese mechanics working on a couple of Honda sixes, this was taken in 1967. Problem is, I can't remember where I took those pictures - but I think it was Francorchamps in Belgium. As you can see, the megaphones were not exactly round, and the seats are definitely different - sometimes you got the impression that no two works Hondas were the same! Japanese mechanics working on Honda sixes, taken in 1967
Bill Lomas Guzzi 500 V8, John Surtees MV four and Walter Zeller on the works short-stroke BMW
I never rode one of the fully faired bikes, but I know from the stories by other people that they were very sensitive to side wind, and that you had to take that into account even when deciding your line through a corner. Some people could never get used to them, but their advantages were clear - they added up to 40 km/h to the top speed of e.g. the Moto Guzzi singles. After the 1957 season they were forbidden by the FIM. In those days, there were still a lot of people riding un-faired machines- so LEFT ... Bill Lomas with the Guzzi 500 V8, John Surtees on the MV four and Walter Zeller on the works short-stroke BMW, waiting to go out onto the grid for the start of the 500 in Assen, 1956. Surtees had only a top half, and even a bike like the works BMW was un-faired!
Tom Phillis in the Nursery Hotel - Isle of Man with a 250 Honda

< Left .... The Honda team at the Isle of Man in 1963


Right ... ..1960, Tom Phillis in the .. > Nursery Hotel at the Isle of Man with a 250 Honda

Tom Phillis in the Nursery Hotel - Isle of Man with a 250 Honda
125 cc Honda taken during the 1961 Dutch TT in Assen



< right ...picture of this 125 cc Honda was taken during the 1961 Dutch TT in Assen.

Other photos
125 Dutch TT 1959 < Rare 125cc Dutch TT 1959 - No 1 Carlo Ubbiali, No 5 Bruno Spagiari - Carlo had 71 GPs for 6 wins & nine World Champs   right .. Rare 125cc Dutch TT 1959 - No 4 Mike Hailwood, - Mike had 137 GPs for 76 wins & nine World Champs 125 Dutch TT 1959  
BMW RS riders' pictures        
Fergus Anderson with the BMW in 1956

Piet Bakker (Norton) and Priem Rozenberg (BMW) during the Dutch TT 1956

Piet Bakker (Norton) and Priem Rozenberg (BMW) during the Dutch TT 1956

Mette in Hockenheim 1953, with Lorenzetti (Guzzi 500-4 in line)

Mette in action in Hockenheim 1953, with Lorenzetti (Guzzi 500-4 in line)

Riedelbauch was the winner in Zandvoort, June 1956

 Walter Zeller - unknown location

Walter Zeller, I don't know where

 Walter Zeller - unknown location

during his 2nd place ride in the Dutch TT '56

Fergus Anderson with the BMW in 1956 on which he was killed at Floreffe, Belgium a couple of weeks later Riedelbauch was the winner in Zandvoort, June 1956  Walter Zeller - unknown location Walter dueling with Masetti (MV), finishing 2nd in Francorchamps '56.
Some RC pics          
Rc143 - 125 twin

Rc143 - 125 twin RC143 - 125 twin


Rc172 - 350/4
Rc172 - 350/4 RC172 - 350/4
Rc172 - 350/4 RC172 - 350/4
Rc172 - 350/4
Rc149 - 1967 125 RC149 125 - 1967  
RC143 - 125 twin          
Joep's Drixton Joep who lives in Malaysia these days is building this Drixton framed 450 - very nice

Part Drixton 450 racer

Part Drixton 450 racer rear view showing the tank again rear section the front hub is the real thing cast from the honda mould
tank was handmade by Matsuda-san of Honda Revival in japan, he's the restoration boss of the Honda Museum

< the tank was handmade by Matsuda-san of Honda Revival in Japan, he's the restoration boss of the Honda Museum and a good friend of Joep's


    The CR450 front hub used - this was a Suzuki brake
The AWO Race Bike      
The AWO was a motor cycle which looked like the plunger BMW of the early fifties. When I was about 21 years old, my brother brought one home, which he had bought for something like 5 Dutch guilders. In those days, with a rising economy, a lot of people went from motorcycles to cars, and they often sold the bikes for ridiculously low prices or even gave them away. My brother and I wrecked them and sold them as scrap. I remember buying two(!) Norton Dominators, the old plunger types, for 50 guilders the two! But back to the AWO.........
AWO < ... Left - This shows the racing bike as derived from the street version in 1951, with ohv engine, with a bore and stroke of 68 x 68 mm, giving 247 cc. The cylinder was cast from aluminium i.s.o. cast iron, inlet valve was 38 mm, exhaust valve 36 mm, compression ratio 10 : 1, power 24 to 26 bhp at 7500 rpm (which seems a bit stiff claim, in view of the NSU Sportmax's 28 bhp a couple of years later)
1952 AWO
In its 1952 guise


hh1955 AWO


Right .....The 1954 bike, now with swingarm rear suspension and a 30 mm carburettor. The bike still had shaft drive.

1954 AWO

1957 Simpson #1
Left & right .... In 1955 the engine got a new cylinder head with two, chain driven over head camshafts, dry sump lubrication with a separate oil tank, a new frame and a bigger front brake,and awoengine. Experiments were made with coil ignition i.s.o. magnet. Power was now claimed as 30 bhp at 9200 rpm 1955 AWO

1957 Simpson #2

1957 Simpson #3

< Left ..... In the meantime, the bike was renamed Simson, after the two brothers who founded the factory (originally for the fabrication of weapons, like so many motor cycle manufacturers) in 1856. In 1957 a completely new engine was designed, with the crankshaft now in the normal position i.s.o. lengthwise, with a bore and stroke of 70.25 x 64, gear wheel driven DOHC (see "camdrive"), primary chain drive to the six speed gear box and chain drive to the rear wheel, now definitely battery with coil ignition and twin spark plugs, a new frame of chromium-molebdenium tube, short swing arm front suspension, and a bigger front brake (claim was 250 mm, but I don't believe it - that's as big as the big Fontana or Yamaha drums, and those brakes look much bigger than the Simson brake). See simson1, 2 and 3 at left. The engine was called "the seven", because of the shape of the camshaft drive tunnel. I think this is a lovely bike, except for that horrible tank!
1957 Simpson twin #1
1957 Simpson twin #2
1957 Simpson twin #3 1957 Simpson twin #4
1957 Simpson twin #4 1957 Simpson twin #5

< Left ...... In 1953, '54 and '55 the Simson became East German champion 250 cc, but the challenge from MZ became stronger and stronger, and end 1956 a new, twin cylinder 250 was developed, with bore and stroke 56 x 50.6 (exactly the same as the Honda CB250 twin and first CB500), with DOHC, again chain driven.

See simsontwin 1, 2, 3 and 4 at left.

Primary drive was by gears to the dry clutch and six-speed gear box. The engine gave 35 bhp at 10,200 rpm - not much more than the single. Later the drive to the cam shafts was changed to shaft and bevels to the inlet cam, and from there with gear wheels to the exhaust cam shaft.

See simsontwin5 and 6.

It was described as a genial engineering solution, but was in reality a straight copy of the NSU Rennmax twin.

See NSU.

The power of the twin was not enough, and developer Werner Straugh (behind the bike in simsontwin5) lacked the time, and especially the money, to develop the engine further.
The factory tried their hand with a new 350 single, bore and stroke 76 x 76, outside flywheel and 40 bhp in 1959, but on Soviet orders, the development of racing machines was stopped at the end of 1959.

A pity. You know, getting this kind of information together requires a lot of different sources. The information for the AWO/Simson came from the magazine "Motorrad Classic", from a special issue of "Markt - Motorrad Spezial" and from Mick Walker's "Classic German Racing Motorcycles" The last book had very little info. In general the continental magazines are much more informative than the British ones.

The main reason I stopped my subscriptions to "Classic Bike" and "The Classic Motorcycle" back then was, that they're nearly exclusively about British bikes. Whenever there was an article about, e.g., a Honda, there would be scores of letters from readers, in the vein of: "Don't give us this rubbish about Jap bikes! We read your magazine because it is about real, i.e. British motorcycles, and we don't want to know about this Japanese crap!". Well, I got fed up after reading my 15th classic test of an AJS Spring Twin, and the 11th test of a BSA Gold Star, etc. When any of those magazines would go to a classic meet in, say, Germany or Italy, they would come back with scores of pictures of, you guess it, AJS Boy Racers, Norton Manx, Matchless G50, and sometimes, but only sometimes, there would be a very small picture of a totally unknown Tsjechoslovakian, Italian or Hungarian bike, describes as "strange". These bikes are not strange, they are merely different from English bikes, and for that reason alone I would like to see much more of them, instead of my 162nd picture of a Manx. Furthermore, anybody who still thinks that British bikes are the only "real" motorcycles, and Japanese bikes are crap, should really be shut away somewhere.

The EMW motorbike engine      
EMW motorbike discription EMW motorbike engine EMW motorbike gearbox EMW engine EMW engine EMW engine