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Research: 
JEEP's Archives
Motorcycle Magazines
On-Line encyclopedias
News Paper Cuttings/ Scrap Books
Submissions from readers by email.
Then an additional interview, details by 
Luc Foekema about the Piovattici period by Ben Looyen 12 Aug 2015 other information from:



We are always looking for contributions to the web page. Please let the web master know if you have any information or pictures for them. If we have used a picture that requires permission please contact us.
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In the late 1950s the 50cc racing interest had begun to grow in Europe and some european riders in from the start included names like Koeveringe, Cees van Dongen, Jan Huberts, Piërre Kemperman and JanThiel.
Jan Thiel, His Story And A Brand New Dutch 50cc Moped
Jan Thiel's racing career started in 1959 using a self-tuned two geared HMW racer. After this, due to the lack of performance from the HMW an Italian FBM motor was acquired and this was again tuned by Jan. This served Jan well but he was always looking for more power and subsequently speed.
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As the FBM engine block had no further potential for development it was replaced by a Benelli. This was Jan’s racing machine for the 1962 season. That same year, the 50cc class was confirmed by the FIM (Federation Internationale Cycliste Motor), to be a World Championship.
Jan Thiel, who was born in Amsterdam on the 23 June 1940, was a manufacturer and tuner of engines and complete motorcycles for the small capacity motor sport world. In September 1962 it was decided that as Jan and Martin Mijwaart had developed a good friendship and knowledge of motorcycles and small capacity racing, they would work together. 
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"Martin achieved good results with his ITOM/Kreidler on the circuit of Zandvoort, and, as you know, became the co-founder of the Dutch racing team, which was developed in 1965, and which we called ‘Jamathi’ having its own breed of racing motorcycles". The Company also built models for road use, also under the ‘Jamathi’ umbrella.
Jan Thiel - The Master
Jan with his Benelli in 1962
In the winter of 1962-1963, Jan Thiel and Martin Mijwaart began to build two identical "Jamathie" racers. Both had equal bicycle parts when they were built and the engine they chose was a Royal Nord. Using their friend and fellow rider Cees van Dongen they made their own six-speed gearbox. The aerodynamics for the bikes was also provided by Cees vanDongen. Number 5 was for Jan and 52 for Martin.
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The team won many races and among its riders were names such as Paul Lodewijkx, Aalt Toersen and Theo Timmer who rode for them between 1967 and 1973 and gained wins in nine Grand Prix races in the  50cc class.
Now! About the Bikes.
The ‘Jamathi’ had the honour of being a home-made 50 cc motorcycle special, which had been built in a shed in Nederhorst den Berg, that beat all the works machines in the Dutch T.T. at Assen, Holland and took second place in the 1968 World Championship, piloted by young Dutchman Paul Lodewijkx. 
After their sensational Dutch T.T. win, no fewer than three factories went after the Amsterdam moped mechanics that were entirely responsible for the success. There were negotiations with some Japanese firms, a huge French company and the Dutch Anker-Laura syndication. All were tempting, but they did not give the guarantee that the team could control and specify the development of their own racers.
It then ceased to be a one-off special, but did become the riding test-bench for some 2000 Jamathi machines produced for daily road use, but as an air-cooled version, along with a much smaller batch of water-cooled 50 cc production racers. Thiel stopped racing in 1966 to fully focus on the design, construction and tuning of the machines for both road and race.
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It was at this point that a Dutch Kawasaki-distributor, Henk Vink Jr., stepped in and created a new factory in Amsterdam. In this facility the production of the first series of bikes could begin derived from prototypes that had been developed in the simple country shed and where the "world-beating" machine had been born.
Martin Mijwaart next to the first Jamathi
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As mopeds in Holland were free of driving licences and road tax, it was obvious that the production Jamathi had to be a moped, appealing to youngsters from 16 to 18 years of age. But right from the beginning of the plan, a conversion kit had been included to enable those youngsters to convert their speed-limited and cycle-path-bound mopeds, in the simplest way, into a real over-50mph motorcycle as soon as they were 18 and able to pass their driving test. It was also found that the more adult buyers also wanted to get the thrill, of the small bike with power and speed and went the route of the Sporterised Jamathi.  
The creation of their first bike, due to the prototypes design, meant that the production Jamathi had exactly the same frame lay-out as the racer which had beaten Anscheidt's Suzuki into second place at Assen.
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The Jamathi advertising picture
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A moped in name only. The Jamathi cycle parts appear to be capable of withstanding considerably more power than even their own 60 mph, 50cc unit can turn out. It should prove very successful in the world's bantam weight markets.
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In reality a fully equipped motorcycle; with pedals fitted as a nominal concession to Dutch law. Can the machine, we wondered be started by pedal and crank?
Jamathi Type 1 had the double cradle-type frame, built from lightweight steel tube, having a 16 mm diameter and a 2 mm wall thickness, and had the same wheelbase as the racer, but just a shade taller. All the tubing was nickel-plated, and there was no paint on any other part of the machine; petrol tank (2 gal), mudguards and toolbox covers were made of polyester resin with the pigmentation integrated into the material. 
Wheels were 17 inch and tyre sizes were 2.50 x 17 for the front and 2.75 x 17 for the rear. The hydraulically-damped shock absorbers at the rear had three set-up positions, and the similarly controlled telescopic front forks had cast alloy yokes and bottom fork legs, as on their racer.
In reality it was a fully equipped motorcycle; with pedals fitted as a nominal concession to Dutch law, it was designed so that the engine could be started by both pedal and crank.
The cylinders and cylinder heads were made by Jamathi and were alloy castings, fitted by four studs to the Jamathi crankcase, inside of which turned a crankshaft of their own design. Helicoidal gears transmitted power to a four-speed gearbox which was based on components purchased from the Italian BM-factory in Milan.
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Both moped and motorcycle version had foot-operated gear change and a kick-starter. A special device was developed to cope with the pushbike type pedals, made compulsory by Dutch traffic laws for mopeds. When using the bike with the engine engaged, the position of the pedals was allowed to be different from the normal, opposed pedal-bicycle arrangement. To enable this a control lever was made so that both pedals could be turned parallel and pointing slightly forwards and downwards.
This manufacturing arrangement was designed that way, so that both pedals could be moved to exactly the same position that a motorcyclist would expect to find his footrests! Of course, on the motorcycle version, the pedals were replaced by normal footrests.
With moped speed on the open road in Holland limited to 25 mph, no horsepower output was mentioned for the moped engine, which developed its maximum power at 6000 rpm. The stroke was 42 mm,and the bore 38 mm. On the motorcycle model, the bore was enlarged to 40mm, giving a cylinder capacity of 55cc. Maximum revs were pushed up to 9000 rpm and, with the aid of a 22 mm Dell’Orto carburettor (the moped has a 12 mm unit), 6hp was produced, giving the machine a top speed of over 60 mph.
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Converting a moped into a motorcycle involved the very modest amount of money, at that time it was in the region of some 200 Dutch Guilders (about £23), but the price of the complete machine was 1535 Guilders (about £180) as against the moped's cost of 1400 Guilders (some £160). Certainly not the cheapest moped/ Motorcycle on the market, but the ‘Jamathi’ name designer, Jan Thiel who, put his initials to those of his colleague Martin Mijwaart and with small manipulation provided the basis of the name ‘Jamathi’. Jan was a man who was not very easily satisfied unless the product was of the highest quality in design and build. . Hence, unlike other mopeds of the period, there was a needle-roller bearing in the small end of the con-rod to support the working of the Gudgeon Pin. If the customer then fitted the racing conversion kit that was available, it turned into a competitive competition bike.
Continuing the Racing Approach
The T.T. winning ‘Jamathi’ was a nine-speed,water-cooled, rotary valve "stroker". It was preceded by several years of experimentation, as can be seen above, and track testing through the company’s racing involvement using air-cooled cylinders and from these the actual production barrels got their shape. A normal, piston-controlled induction to the engine with petrol-oil mixture was chosen.
Allowing for the large quantity of production models that issued from their new Amsterdam factory, the three, Jan, Martin and Theo soon set up a small series of "Over the Counter" racers, which were derived from the production models but changed from Air to water-cooling for the engine and some other small improvements. Apart from this, the development of the T.T.winning racing special was to be continued and, it was hoped, being backed by the financial support of the road-going business, it would continue to be a success.
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Paul Lodewijkx in 1968 after the victory at the Assen TT on the 9 speed Jamathi
Going back to 1969 there was a great possibility that the support from the Jamathi Mopeds could enable the continued development of the 125cc racing ‘Jamathi’, a prototype of which had already existed for quite a while but had not been brought to the race track.
The ‘Thiel team' quickly developed into the most popular manufacturers in the lightweight class in Holland and the rest of Europe. They were also well viewed by the japanese. Many of their ideas were incorporated into other manufacturers’ race bikes. However, due to lack of money which would allow Jan to continue the Jamathi project, he left Holland for Italy in 1974.
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A 1970 Jamathi Race Bike seen in a Parade in 2010
Due to Jan leaving Jamathi the following part of this story is given to show that all of the knowledge and skill that he had at this time could be transported to another project and show great results.  As he never stopped learning and at times failing and overcoming those failures, his pool of experience grew and is legendary.
Continuing With The Following Years after Jamathi
The designs of Jan Thiel are characterized as highly innovative, fast and reliable, both in terms of power and in the chassis. He was one of the first to experiment with a one-piece frame, called 'of monocoque construction'.
In March 2008, after more than 42years of being in the racing scene, Jan announced his retirement from the racing community during a reception that was held during the Jamathi Club day. He and his wife moved to Thailand where they still enjoy their old age. He is a friend of mine and I value his fellowship.
Although not part of the‘Jamathi’ story, the following is worth reporting as it concerns the Father of the ‘Jamathi’ family and his story.
Monocoque, also structural skin, is a structural system where loads are supported through an object's external skin, similar to an eggshell. The word monocoque is a French term for "single shell" or (of boats) "single hull". A true monocoque carries both tensile and compressive forces within the skin and can be recognised by the absence of a load carrying internal frame.
A Time line of a career in Motorcycle Development.
1959 - 1960 Starts 50cc Racing on the HMW 50cc
1960 - 1962 Changes bike to the Italian FBM 50cc
1962 - 1963 Moves to a more competitive Benelli 50cc
1962 - Begins the friendship and collaboration with Martin Mijwaart start
1963 - 1964 Rides a Royal Nord 50cc
1964 - 1965 Changes to a Tansini 50cc
1965 – 1966 Starts racing the Jamathi 50cc
At this time Jan stopped racing and decided to concentrate on building the Jamathi name, its road bikes and more important to him, The Racers.
1966 - 1975 Worked at Jamathi
1968 - Jamathi ridden by Paul Lodewijkx who wins at the Assen TT
1975 – 1976 Moves to Piovaticci 50cc and 125cc
1977 – 1980 Moves to Bultaco 50cc, 125cc, 250cc. (4 times World 50cc Championships and 1 time World 125cc Championships)
1980 – 1982 Moves to Minarelli 50cc and 125cc. (2 times World 125cc Championships)
1982 – 1991 Moves to Garelli 50cc, 125cc and 250cc.  (8 times World 125cc Championships)
1991 - 1992 Moves to Agreti 125cc and 250cc
1992 - 1993 Moves to RUMI 125cc
1993 - 1995 Moves to Schuurman 250cc Kart (four-stroke) Engine
1995 - 2005 Moves to Aprilia 125cc and 250cc. (4 times World 125cc Championships and 6 times World 250cc Championships)
2005 - 2006 Moves to Derbi 125cc
2006 - 2008 Moves back to Aprilia 125cc and 250cc
Jan collaborated again with Martin Mijwaart when he asked him to joined the new team. This was to build a winning racing bike for the then, Italian top rider, Eugenio Lazzarini. This racing machine was called The Piovaticci.
To to continue with a story of Jan Thiel and 50cc racing would be impossible without mentioning the names of Martin Mijwaart and Paul Lodewijkx! This talented group of Dutchmen created a racer, with no funding, working out of a wooden shed, and eventually outran the worlds best! Motorsport journalist Henk Keulemans followed the team from early on and his book Het Jamathi-team is a very good portrait of the life and times of the trio. Recently corresponding with Jan, (February 2017) he confirmed that "Henk Keulemans did not work with us from the beginning, we became friends after I offered him a test ride on the Jamathi moped in 1970. We still are friends, he is in Sepang now and will visit me Saturday".
(Henk Keulemans holds the copyright to many of the pictures on these pages).
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The Team of 1967
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The Master
A Gallery of Photographs of Jam Thiel and the Team
  Jan At Age Of Fourteen
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Jan At Age Of Fourteen
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Outside the Shed with the Jamathi
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Outside the Shed with the Jamathi
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Henk-Jan-Paul
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1963 Jan and Paul 1964
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1963 Jan and Paul 1964
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Intensive Work
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Jan At The Drawing Board
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Jan At The Drawing Board
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The Bend of a Frame Tube
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The Bend of a Frame Tube
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Work On Jamathi Engine
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Work On Jamathi Engine
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Moped And Racer Assen
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Moped And Racer Assen
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Jan And Martin In 1973
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Jan And Martin In 1973
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Jamathi Engine In 1973
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Jamathi Engine In 1973
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Jan Lexmond Museum 1999
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Jan Lexmond Museum 1999
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Elsberg Tuning - 50cc Research
Jan Thiel: "I met Martin for the first time at the race in Rockanje in 1962. I raced with the seniors at that time, and I think it was Matrins first race on his self-constructed Itom. Later I met him at the GP in Spa Francorchamps, where we spent a lot of time enjoying the entertainment of the race together. After that, I went to his home with him a couple of times, and came to my home with me. We eventually decided to work together". 
"The first joint project was the conversion of a Kreidler cylinder to fit Martins ITOM which, at the time, ran quite neatly. We worked well together because we were had a lot of similar thoughts and were able to make a good additions to the project. He could do things and I could think things out. I learned a lot from him. For a long time we were able to work with each other and we worked well, but in 1981 he said that he wanted his children to go to school in the Netherlands as it would be better for them. So he left with his family and gave up racing. I think, maybe, the Motorcycles were not really his hobby back then".
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Jamathi 50cc with after-market fairing
"However in 1962 the Kreidler racing motorcycles were not so outstanding! At that time, the ITOMs and many ITOM specials won the majority of the races. Cees van Dongen had a Royal Nord with 6 speed gearbox, which was then the fastest 50cc racing bike in the Netherlands. Cees and his father helped us a lot at the beginning, I also learned from "Opa" van Dongen how to calculate a gear box and how to build a shifting mechanism". 
"The ITOM only had a four speed gearbox and so we bought from Andre Huige in Rotterdam a Royal Nord crankcase housing and made a 6 speed gearbox to fit and also a crankshaft, I believe. We used a Kreidler cylinder with a home-made cylinder head. With this machine Martin became Dutch Junior Champion. Suzuki was 50cc World Champion in the years 1962 and 1963 and it was clear to us that we had to do something like this when we wanted to get further"!
Question: 1968 the Jamathi was on a very high level, so high that she could even win the TT in Assen with Paul Lodewijkx. How do you see this from today's point of view, and what is going on, at such a moment in ones mind, when your own machine is in front of a domestic audience and wins the TT? 
"It was completely unexpected, I had assumed that Martin was only playing a little with Hans Georg Anscheidt but never thought he could take the Suzuki. So that was my first feeling of complete disbelief, but then, which followed quickly, a very great feeling of satisfaction". 
"Of course, we were also very lucky, because our lower connecting rod bearing (small end) held through, this had always been the weak point. It had already broken in the practice, and a week later at Spa it did exactly that on the finishing line".
"A TT win or to become World Champions are things that will change your life forever, it's something special and it remains forever in my heart. Later successes rarely gave me such a feeling of complete satisfaction. But I also know that I did not like what followed with the whole press clutter that came to us, with journalists and television shows".
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Paul Lodewijks after the 1968 TT at Assen Holland
"I was asked: What kind of person was Paul (Lodewijkx), and what were his strengths as a rider? Paul was a very fine person and so was his great family, I was often at his home as a child and it was always very sociable. His brother Reier was able to attend at my departure in Raalte last year, which gave me great pleasure!" 
"As a rider, Paul was very good in the fast bends, and despite his size, he was also able to make himself very small and fit in well behind the fairing, and he could also quickly learn new tracks". 
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"Angel Nieto told me later that Paul was the only driver he really feared. It is a great pity that he had this terrible accident at that time, it was never quite the same then as it was before in the Jamathi team. But, as one says, life goes on".
Question: You were doing a normal job and the development and building of the bikes happened only in your spare time and also with a very small budget. Was it not very frustrating and did you not sometimes think "Oh dear what have I done"?
From a financial point of view, it was very difficult, we worked four days a week to allow us to have one more day for working on the bikes. Of course, in doing this we also earned less money as our output was down. We paid for everything ourselves and therefore had a rather poor life outside the race bikes and racing. We had no money for clothes or any luxury and so things were tight. I just had a single pair of sandals for my feet and no other shoes. 
How to get to the Shed, for the ride to work I had bought a Batavus moped for a tenner, the reason for the low price was a broken connecting rod. I seem to think the money for a car was not possible at that time and so out of the question. But we had wanted to do what we were doing at that time and never really thought about the sacrifice. At the end of the season, for example, we sold the old racing bikes to pay for the construction of the new ones.
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Question: After your success in the World Cup, you designed the Jamathi Moped to bring some money back into the cash box, was not that a big burden for such a small team? Was there still enough time to develop the Racer?
The development of the Jamathi Mopeds had probably more disadvantages for us than advantages. For example we started the moped development in February 1968 and worked hard so that we could then begin, in 1969, the construction of the new racing machine. The moped project had and never did really bring in money, for example, we went to the Grand Prixs at Imola and Yugoslavia that year, without having the money for the return journey home in our pockets, we were to be completely dependent on the starting money. But since Paul won both races, we brought more money back home than we had left in the bag. After that we developed a new frame for the moped Jamathi Type 2, which was then manufactured by another company. The first prototype of the street mop from 1968 was also far too little tested, the moped had been much too early in production, and there were therefore big problems with it. But thanks to the history of the moped, there is still a Jamathi club, and I am very proud of it!
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The Frame Shop
The Team Studying The First Moped Build
A Parade of Jamathi Mopeds Outside A Distributors
Question: If you were looking at a new Jamathi racing engine, how would this happen? Was this all based on the experiences of the previous year, or were there all sorts of calculations made on the drawing board?
Some calculations had already been carried out in a coffe shop. We did not have a drawing board available and any drawings I did were mostly produced on Sunday at my home on the dining room table. The drawing material came from my school days. A new engine came naturally from the experiences with the predecessors of the new design, coupled with our new ideas and of course you kept your eyes open to see what the competition was doing!
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Cylinder liner and piston that were built in the late 60s early 70s for the Jamathi. Today's owner of the parts is Aalt Toersen.
Question: The resonance exhaust is a component which still remains a mystery for many people. There are already been thousands of exhausts in barns and factories where people have experimented and most of them are no better than the original part. How to get a good two-stroke exhaust?
Also, improvements measured on the test bench are quite often not repeatable on the track, which is often due to the different temperature ratios and atmospheric changes. In the Garelli period I solved this problem to a large extent by putting a fan in front of the elbows during the test run and later wrapping the pipe with an asbestos band on the track. In the Jamathi period, we did not have a test bench, and we use a straight stretch of road, actually the best system, somewhat impractical for our experiments, especially with public transport moving up and down the road.
First you need to have an existing specimen and then start to experiment. In the course of the years one gains experience and learns what consequences cause an exhaust system to changed. It is, however, a lengthy learning process. Very small changes often make a lot of difference, and in fact, two exhausts made according to the same drawing are not necessarily the same in performance, half a millimeter can easily make a noticeable difference.
In 1970 we were on the Sachsenring and the engine was not really working well. We wanted to test the carburetor adjustment and the exhaust stingers on a road section, which turned out to be quite futile in the face of the size of the crowd. I then asked a race official where we could test our racing machine with one ride. To my complete surprise he blocked off a road for us, after a short time the decision was made and Aalt (Toersen) won the race with ease.
We asked ourselves "What happened"? The lower air pressure had resulted in a loss of performance, which then resulted in a lower exhaust gas temperature, the internal exhaust vibration slowed down and as a result and the exhaust system was "too long". Shortening by a few millimetres solved the problem! How important is the exhaust set-up? Well the following example shows: At Bultaco I simply, out of curiosity, used the Jamathi designed exhaust that was on the test bench which was not for the engine and the performance fell from 18hp to ........ 2.5hp!
Question: What was the highest performance ever measured for a Jamathi engine?
The highest measured performance from the last Jamathi engine was about 15hp. This was measured on our roller tester in Breukelen in 1974, but measured on the rear wheel and so one could add, perhaps, another 2.0hp at the engineLater when we joined the Bultaco race team, with the same engines we developed up to 19HP at the transmission output shaft!
Question: The Jamathi team also worked with Herman Meijer from Laren, did you share with him information about the tuning approach and the speeding-up of engines?
"I really liked the collaboration with Herman Meyer, he is one of the nicest people I have ever met. He made the gears for our engines and also carried out a lot of milling work on the crank cases, our milling machine was too small for this. With respect to his quality, we were still driving the gear trains into  the Bultaco era. It was in this way that Angel Nieto became 50cc World Champion with the gears and wheels from Hermans workshop".
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Editors note: During the research for this page I have come upon various interviews held with Jan Thiel and have, in some cases translated them from another language. I hope I have translated in context.
By the way, Herman also rode for Jamathi. Yes, that was the truth! After the TT in Assen in 1970, Henk Vink did not want Leo Commu to ride the Jamathi and he was actually right because Leo was far too big and too heavy for the 50s. He wanted to exchange him for Piet van der Wal, the Dutch 500cc champion. We agreed that there should be trials in Zandvoort and I said at that time that a friend of mine, Herman, would also participate in the tests. Vink did not really want this, but he did not refuse. 
Through all the circumstances with the Jamathi moped project, we had a bit of technical trouble with the racers, and it was only with the change to Piovitacci that we made real progress again. As for the search for more power, Herman and the rest of us then went back to check each and every one of our own calculations and thoughts on the engine and running gear we were developing. Herman could have gone a long way, but at some point he seemed to have had enough, and had developed a different orientation, a pity, but ultimately, everyone has to do what he wants for himself. Reuniting with Herman after such a long time returned the old familiar feeling immediately. I was happy that he see that felt the same.
So we all went to Zandvoort, van der Wal rode first and as always he went very fast into the corners, but came out of the corner very slowly. This seemed to be his style.Then Herman's turn came and he produced a time that was a second faster at each turn than van der Wal and achieved with his times a lap that was close to the course lap record! Vink had to go back without a place in the team and was nat a happy man. Herman, on the other hand, rode the Jamathi at Spa Francorchamps. 
"I have to assume that after this incident, Vink somehow lost his fun of the situation because we did not do exactly what he wanted, and at the end of 1971 the collaboration with his company Bruinsma was ended".
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Question: From 1970, Aalt Toersen rode for Jamathi, was that a new stimulus for the team?
At that time, it became clear that Paul was not able to drive in this year in 1970, and the future looked rather bleak for us without our very good rider. We had not expected Aalt to be separated from the Van Veen team. We also could not know how little Henk van Veen paid his riders and what other things went wrong. So it was completely unexpected that Aalt should want to come to us. It quickly became apparent that a good co-operation with him was possible, and also on the personal level it worked well with him, we have always remained good friends.
I think 1970 was Aalt's best year as a rider, his victory at Spa after a very bad start was a fantastic thing. At that time we were still making our pistons ourselves, and that was certainly a great handicap for us. I remember the engine running badly at the Assen TT, as a last chance we had an old used piston before the endurance training, as a result Aalt drove about 7 seconds faster per lap and got the pole position! He then unfortunately fell in the race but without serious injury or damage . 
In Spa, at the Sachsenring and in Brno we won, and always with that old piston.The Jamathi had never run as well as she did then. We just did not have enough money to have out pistons made by Mahle, as the minimum number of pistons per order was 20 to 30 pieces, invaluable to us but just not obtainable! Later on at Piovaticci such things were finally feasible.
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Aalt Toersen rode for Jamathi. His leathers still show signs of his fall.
Question: In 1969, you just missed winning the World Cup title again, didn't you silently curse Nieto for his approach to riding (Ulster GP 1969)?
Curse Nieto? No why  should I? The racing was as it was and you cannot change that now, and at the Ulster Grand Prix 1969 it was a hard fought race. Yes, they had touched each other and were both also thrown to the ground but Nieto had just more luck than Aalt and found that he could continue the race. For us the dream of the World Cup was unfortunately at an end for that year. There were also many more problems for us during this season of 1969.  Our bike was much too late in its development and was realy only ready in the early June period also we had a succession of problems with the Jamathi moped project, which took far too much time from us and was costly.
Question: Moving forward a few more years during in which Theo Timmer and Jan Bruins rode for the Jamathi team at the Grand Prix races, the Jamathi era was over, how did you cope with that experience?
With Theo Timmer we worked together but he wanted to continue on his own with his own approach and ideas, and Martin and I found this a great pity. We tried working with some one else for another year and that was with Jan Bruins, but that did not go so well as on his side was too much self-interest in the approach. Then at the beginning of 1973, Jan Huberts called me, and asked if I could imagine working for Morbidelli. I asked him if there was an offer for the whole team and he said that only I would be moving over and not the team. I said NO! straight away without thinking, because I did not want to leave the others in the lurch as we had developed a good team. I had previously been given an offer from Minarelli  but that was also only for me alone and I did not accept it at that time.
In the middle of 1974, I wrote a letter to Gianni Morbidelli asking whether the offer to work for him was still on because we, the team, did not want to continue with Jamathi. I also had a lot of trouble with my father, where I lived. Also my employer faced me with a choice to either spend more time with my job or go full time with motor sport. This was because was never present on Saturdays and on a Saturday there was always the most work. I decided without hesitation to go for the motorsport, but meant at the same time that I had to live from then on with whatever money I could earn from Jamathi! From today's point of view, I thing I would have said that the work was more important but then this story would make the same reading.
Morbidelli replied that he had already hired someone else for the position, but a week later I got a letter from Mr. Piovaticci, a friend of Morbidelli, with the offer to work for him Morbidelli had forwarded our request. We spoke with Eugenio Lazzarini in Assen at the time, he went to ride for Piovaticci, and we went out to be with him to in Pesaro for a few days. Martin and I had never earned more than 120 florins a week in Holland, and Piovaticci offered us 1600 florins a month, as well as a free apartment, and above all we could finally work without financial problems. The decision was not really easy for me, and I regretted it at the time, but continuing with Jamathi was simply impossible given the situation!
Theo Timmer and Jan Thiel
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The Jamathi Team Jan Thiel, Theo Timmer and Martin Mijwaart 
Theo Timmer with Jan Thiel and the Jamathi
The Water-Cooled Jamathi Engine
Question: Before we come to the Piovaticci period, I would like to know what you believe was the best moment of your time with the Jamathi Equipe?
"The most beautiful moment of the Jamathi period for me personally was the victory Paul Lodewijkx won in Brno when we were without television and journalists. We had a few really difficult weeks behind us, but the engine, with some tender care was then then really brought back to being "on the gas"running! We had been directed to the "wrong" paddock in Brno. There was usually a separation between Western and Eastern bloc participants and we arrived late in the night in Brno and did not know (luckily) that we had to be in the allocated paddock. So we pitched our tents just wherever there was space. The next days we found were so interesting that we kept mental notes for later, also it was fun because we met a lot of new people with new ideas, and the Czechs had really very nice and had many self-made machines which we found very interesting as they had tried approaches that we had not. I was then with Olda Fiser, who was right next to us, and we remained friends and communicated until his death".
"Other very nice moments were of course the win of the TT in Assen and the fantastic victory trip of Aalt in Spa, after he had started so badly (never say die). The biggest surprise, however, was Theo's victory in Hockenheim in 1973. Martin and I had already driven back to Holland to make new cylinders for the next race in Monza. Theo called us from Germany and it was in that way we learned that he had won the race".
To continue this story will take a few more pages.
The Piovaticci
Minarelli Involvement
The BULTACO Period
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Garelli
1st Hans-Georg Anscheidt - World Champion 50 cc on the RK67 Suzuki in front of Paul Lodewijkx on the Jamathi. Paul won the race in the Assen in 1968 being 1/10th of a second in front of Anscheidt.
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