1965 Rickman Brothers Metisse Custom Racers - 4-Page Vintage Motorcycle Article

Description

1965 Rickman Brothers Metisse Custom Racers - 4-Page Vintage Motorcycle Article
Original, vintage magazine article
Page Size: Approx. 8" x 11" (21 cm x 28 cm) each page
Condition: Good
LONDON, England: It is interesting to
note that current issues of CYCLE are
liberally sprinkled with features and adver-
tisements aimed at improving the per-
formance of standard machines. From
fitting a wind-cheating racing fairing, to
converting 305’s to 350 c.c. track bikes,
it is a hunt for boosted performance. It is
a facet of motorcycling which has been
familiar to the Europeans for a long time.
Now, possibly because of the Transat-
lantic influence, a new era of tuning
and specialized manufacturing is being
heralded in the U.S.A.
And how about that extra-special Dahl-
strum/Honda three-fifty, described in the
January CYCLE? A Japanese engine, with
American modifications; Italian front
forks; some British components — truly
a mongrel machine.
This is the story of a mongrel — almost
literally. For “Metis” is the French for
mongrel, masculine variety. The designers
thought that the female “Metisse” looked
better.
DOUBLE SUCCESS
It is not unknown for famous riders to
turn successful business men, or to make
their names as tuners and engineers. But
for riders to become involved with manu-
facturing, while still actively engaged in
competition, is indeed rare. That is the
record of Derek and Don Rickman, the
scramble brothers from Hampshire, Eng-
land. Their names have been linked with
the renown Metisse scramble specials
since 1959. It was then that the Metisse
Mk. 1. was unveiled; later, in 1962, the
Mk. Ill, was made available to the public.
With production now approaching the
600 mark, the Metisse-based specials are
firmly established in the world of moto-
cross. The queue of riders from Europe —
and beyond — waiting to collect Metisse
units, is testimony to the excellence of the
product. Last November came the crown-
ing achievement when go-ahead Bultaco
recognized the value of the specialist’s
assistance. Out of this recent example of
Anglo-Spanish co-operation comes the
250 c.c. Bultaco Metisse, which was de-
scribed in last month's CYCLE. Production
plans for over 1,000 Bultaco-Metisse
machines have been laid for 1965. But,
as this would overload the existing ca-
pacity of Rickman Engineering, Reynolds
Tubes have been called in to help with
frame production.
FRAMES ONLY
The Rickmans do not list a complete
500 c.c. model, only the frame and com-
plementary components. This is largely
to offset the inevitable costly operation
which buying and reselling the power-
plants would become. It is estimated that
the cost of a fully equipped Metisse would
be nearly three times that of a “kit”
model. Another consideration is that it
allows the individual rider to carry out
engine modifications, without costly wast-
age. Don and Derek, for instance, favor
Royal Enfield primary chain cases on their
personal Matchless-powered mounts. So,
providing mounting points are left undis-
turbed, every type of engine modification
is conceivable; and the device will fit
exactly into the well engineered frame.
CHOICE OF ENGINE
Standard Metisse frames come ready to
accept a variety of engine-gearbox per-
mutations. A Triumph T100 engine goes
with a BSA or an AMC gearbox, and an all
AMC model is an alternative. There are
also frames for unit-construction T100A
Triumph, Villiers and BSA C15 power
plants. Similarly, the steering head allows
the fittings of BSA, AMC or Norton Front
forks, with little trouble. Italian Ceriani
forks may also be used.
Here, it is perhaps advisable to repeat a
little of the FIM technical requirements.
Regular CYCLE readers will remember that
International moto-cross (and national
scrambling) in Europe is not restricted
to anything remotely resembling cata-
loged models. In fact, they are rarities in
500 c.c. World Championship Moto-Cross.
Most people involved agree that for sus-
tained machine wrecking potential, moto-
cross takes a lot of beating. And, most
experienced riders are convinced there is
no readily acceptable machine listed in its
entirety. (The Swedish built Lito gets
bonus points, but is partly ruled out by
high cost. BSA’s promising newcomer, the
440 c.c. Victor, has yet to be proved in
private owners’ hands.) Thus the trend
toward Metisse specials is one logical out-
come. For moto-cross the demand is for
immense frame strength with simplicity.
At the same time, no rider wishes to be
saddled with an overweight chunk of
machinery.
STRONG AND LIGHT
From the steering head, braced by six
tubes, to the usual rear swinging fork, the
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