RARE
WASP Trials
Bright yellow tanks are one of the trademarks of Wasp Engineering and one of the most recognisable features of these three classic BSA Wasp trials motorcycles. Built by George Greenland, in Salisbury, Wiltshire, at a glance they can easily be mistaken for each other as each machine has a Wasp frame made largely to 1960s specifications. But, with three different BSA power units are used, a Bantam, C15 and B40. The machines were built with a particular purpose in mind as easy-to-ride trials machines and whether performing alone or in pairs or, rarely, all together, they turn heads and create considerable interest. With Wasp founder Robin RhindTutt’s recent passing in September 2019, it is timely to celebrate one aspect of his quality off-road engineering. Robin began with the renowned grass track and motocross sidecar outfits but by the mid60s solo scramblers were produced for Rob Jordan and Triss Sharp.
In the ’60s, having fabricated his own trials frame for a Triumph Twin, George Greenland found that his machine started to increase in length as he rode it. It gave him a bit of a ‘sinking feeling’ so he asked Robin if Wasp could build him a trials frame. It was the first Wasp trials frame; it was so good, orders from other riders soon followed.
RHIND TUTT WASP
The distinctive ‘Rhind Tutt Wasp’ badge came along by chance. Top British Sidecar rider, Mike Guildford, who used a Wasp frame, was working with George Sawyer, a motorcycle dealer in Winchester. Sawyer offered to sell Robin’s machines through his dealership and had tank stickers made up with ‘Rhind Tutt Wasp’. Robin took on the name, and it has been used ever since.
George Greenland and Robin were close friends through from the mid-sixties – so close, George even impersonated the ‘shy’ Robin on one occasion!
When delivering a new Wasp outfit to the Isle of Man, local radio was there to interview Robin. Still, he introduced George as ‘Robin Rhind-Tutt’, and George gave a whole interview with the audience being none the wiser.
They both had a shared passion for solving engineering problems, which brought great success with Robin producing frames and George helping to prepare motors for the highly successful Norton Wasp Sidecar Scrambles outfits. George also campaigned Wasp outfits to five British Enduro Championship titles. While on the 500cc Triumph Twin Wasp with a lighter upgraded frame George rode the Scottish Six Days, the Scott and throughout Europe, but that is a tale for another day!
At 87 years young, George still rides Waspframed machines every weekend and has engineered two new machines in the last year.
Wasp still produces solo frames for a range of British motorcycles including the Tiger Cub, C15, B40s and Triumph Twins, but the Bantam was a new shared project.
WHAT MAKES A WASP?
The frames are what makes a Wasp, but it’s not just the design, it’s the quality of the finish. In the early days Robin’s work stood out because of the finish, and this has been retained today. The frames are constructed from 4130 chromoly tubing with beautiful precise bronze welding and bright nickel plating to give an unrivalled finish.
First made in the mid-1960s, the RT4 framed machines qualify for Pre-65 trials with the only modification being a slight steepening of the steering head angle producing a tighter turning circle to rival any modern machine. Frames are made in batches on-demand at Berwick St James near Salisbury, Wiltshire; recently Triumph Twins are most in demand. The frames are light and well-balanced to produce good handling, while the yellow tanks are surprisingly not compulsory as ‘other colours are available’, but a personal view is the yellow tank is also what makes a wasp.
THE THREE WASPS
As an engineer, George Greenland has crafted these three BSA Wasps and many other Wasp-framed machines with close collaboration with Wasp Engineering. The sole aim has been to produce functional well-engineered trials machines that work effectively week after week. All three machines are not concours and show the traces of their last trial as they are all used regularly. Modest George may disagree with me, but each machine is a work of art and, when together, they are pretty impressive. Built at different times, each of these machines has many similarities but also differences, each retaining the strengths from the previous version while making further improvements.
Two of the three machines compared today, the B40 and Bantam, were projects built in the last 18 months while the C15 was built some time ago and it has a longer pedigree in competition.
“The sole aim has been to produce functional well-engineered trials machines that work effectively week after week”
C15 WASP
The C15 is a favourite to George’s family and friends, but George is claiming it for next year’s Talmag Trophy Trial. Son-in-law, Neil Clarke, was the main rider taking it to Scotland for the Pre-65 Two-Day on a couple of occasions as well as riding it all over the UK and in Europe. George’s last Talmag ride on the C15 a few years ago sticks clearly in his memory. He was mistakenly given a ‘five’ on the first lap for taking the ‘wrong’ route, so he just ‘rode round’ the lunchtime special test. Returning to the same section in the afternoon the observer apologised and said it was a ‘clean’ in the morning he had made an error, so George cleaned the trial but lost out because of the slow special test!
The C15 has an ex-works engine, which was bought with the engine mountings and frame ‘cut-about’. There is still evidence of an additional hole made by the previous owner to mount the engine, but with a clever repair, the front mounting was restored to fit into a standard BSA frame. However, to improve the handling the motor, it was transferred to the Wasp frame. A B25 barrel was reshaped with the fins in the ‘C15’ shape with a liner to increase the capacity to 285cc. The gearbox ‘Camplate’ has been turned upside down to reverse the gear change to one up and three down, making changing up that bit more positive. The flange inside at the back of the clutch basket has been removed to allow for an extra clutch plate. The action of the clutch is also improved by extending the clutch release lever and repositioning the cable run, making the clutch action lighter.
The front forks are Anglo Italian with standard Matchless bottom halves extended with a seven-centimetre machined collar. The top half and internals are Fantic.
Wheels are also Italian, and they raised a few eyebrows in Scotland with a claim that they weren’t Pre-65! By sharing a picture of a DOT trials bike, it showed that the Grimeca wheels were used in the early ’60s. However, the initial retort from the scrutiniser in Scotland was ‘okay, they’re alright on a DOT!’ Thankfully it was still able to compete. The advantage of these wheels is the drum brakes, which are pretty effective for the era. One of the features that was updated with the B40 and Bantam was the airbox, which George fabricated himself. On the C15 the filter is ‘outward’, facing the rider’s left leg; the problem with this is water, and muck hits the rider’s leg and is directed onto the filter.
B40 WASP
After a fortunate conversation with George in 2018 when I got the bug to ride Pre-65 trials in addition to writing and photographing, I was given first refusal on a B40 Wasp he was building. It was too good an opportunity to turn down, so I purchased it when it was completed in November 2018. Essentially, the machine was built from parts George had in the workshop, partly to fund the later Bantam Project. Riding it has been addictive, having taken part in many club trials as well as completing this year’s 80-mile Arbuthnot Trial without missing a beat. The B40 has an ex-WD 343cc engine with standard internals; the motor runs as ‘sweet as a nut’ but has scars of age on the outside.
The gearbox has WD internals, and it is geared well for short trial sections, providing superb engine braking. However, for longdistance trials, the top gear only allows for 18mph on the road, which was probably not the case when used by the army! The gearing needs a bit of modification. The addition of electronic ignition and a decompression lever makes starting easy, rarely taking more than one kick.
The clutch is similar to the C15, with the additional plate and the extended clutch release lever making the clutch surprisingly light. The front forks match the C15 with Marzocchi internals.
The airbox has been modified on the B40 and subsequently the Bantam as they have the filter inward-facing to reduce the spray off from the rider’s leg. An extensive hand-crafted aluminium chain guard is squeezed between the chain, mudguard and back tyre to give the rider maximum protection.
BANTAM WASP
The Bantam project was completed in spring 2019 after George wanted a lighter machine to use in trials in the UK and Europe. A Wasp frame was acquired without the nickel plating because it was only the second Bantam motor known to be fitted in this type of frame.
After dropping the main engine block into the frame, it was clear the Wasp single down-tube frame would not accommodate the standard-diameter Bantam exhaust. Some frame constructors reduce the diameter of the exhaust or re-route it over the top of the engine to fit it in. However, George wanted to maintain the diameter to preserve power and to give easy access for maintenance. After consultation with Wasp, the first option was to move the motor to the left or right, but this would have caused problems with sprocket alignment. So, a second option was agreed to use twin downtubes which divided in line with the head with a cross brace to maintain the strength. In some way, this change went against the grain as it changed the clean lines of the 1960s frame and also may not seem original. However, George’s successful upgraded Wasp Triumph Twinned machine also has a double down-tube to accommodate the motor. Using this solution did allow the exhaust to be routed tightly inside the tubing under the seat to reduce the possibility of exhaust burns. To help accommodate this the clutch cable run is also on the left, making more space for the exhaust.
The Bantam motor underwent a common modification using a Yamaha piston, making it 185cc, and a new Paul Powell head machined by George as the George Todd heads have been harder and more expensive to source. The clutch has a common upgrade with Yamaha clutch plates.
Riding the Bantam, it ticks over like a metronome at lowest revs but is eager to pick up when opened up for climbs. The precision of response matches George’s riding style, as he is very economical with the throttle but expects plenty of acceleration when needed.
The design on this machine aims to make it as easy as possible to ride, hence the use of the Rolls Royce of front forks, REH, along with the rear ‘Rockshocks’ used on all three machines. Standard Grimeca wheels provide the good drum braking as on the C15, but the rear brake mechanism is far from standard. The mechanism used on the C15/B40 is on the left-hand side, with the rear brake pedal lined up directly with the drum arm. However, with the Bantam, there was no room for the straight run, and the brake drum operates on the right-hand side. The pedal is still on the left, but on an inward-facing pivot which is pushed down instead of forward to get tension on the cable. The cable passes from the left through to the right for the run to the brake drum. A neat and effective solution. Once all the mods were made, the machine was dismantled, and the frame returned to Wasp to be nickel-plated.
The Bantam has caused a great deal of interest, including from fellow Bantam riders. While at a trial in Europe, Mick Grant suggested a machine swop during practice to see how they performed. George preserved his energy, but Mick disappeared on the Bantam Wasp, and the machine could be heard ticking away for over half an hour. He returned with a big grin, saying how easy the bike was to ride compared to his machine!
LOOKING AHEAD
In the mid-1960s, Wasp was ahead of their time, both in their designs and the quality of the finished product. More than 50 years later ‘new’ machines are still being fabricated, with clever engineers, like George, modifying the original designs to make them even better. Whenever anyone rides one of George’s machines, they say ‘that was so easy to ride’; a big part is the Wasp frame, but there is also the magic of a talented engineer.
Look out for the Wasp trademarks: the beautiful welding and the nickel plating, and if you are thinking of taking the plunge by joining the Wasp family, take time and ask yourself – should the yellow tank be compulsory?