Classic Bike Guide - June 2015 UK PDF

OVER-ENFIELD WILLIAMS NORTON
BIGGER BANGS THAN MOST PETER’S MONOCOQUE RACE BIKE
THE MIGHTY VINCATI

MR VINCENT’S
ENGINE IN
MR DUCATI’S
BICYCLE
£4.20
A TRIUMPH ON THE DIRT

No.290June 2015
MATCHLESS G12CSR || SUZUKI RE5 || MOTO GUZZI CX100 || BONNIE GUIDE

CLASSIC BIKE GUIDE || CONTENTS
074
006 STAFFORD SHOW

An impossibly large event with an
impossibly large number of bikes
036 MOTO GUZZI CX100
A what? Find out here 084 CLASSIC BIKE GUIDE
At last, a guide to buying Japanese
(and people)
042 MATCHLESS G12CSR
A truly red rocket 094 MODEL STUDY
Triumph T140 Bonneville
012 SOME NEWS

Road, race and restoration
046 LETTERS
(and others)
014 PETER WILLIAMS NORTON

Every one a winner! More please
102 MODEL STUDY
Suzuki RE5 (like no other)
Would you like a monocoque
Norton racer? 050 GEORGE COHEN
Authentic and original. Ish…
110 READER ADS
Lots. Lots. Lots
016 GEOFF DUKE

A tribute, by Alan Cathcart 052 PAUL D’ORLÉANS
Writers teach us how to speak
128 CLUB SPOT
Trident & Rocket 3 OC
020 SUBS PAGE

Take time to subscribe. Everyone’s
a winner
054 MARK WILLIAMS
Tales of turkeys, wild and otherwise
130 FRANK WESTWORTH
At the rear as usual
022 BSA ROCKET 3

Unspeakable excellence. Maybe
056 VINCATI
Italian soul beats with an
English heart
028 VELOCETTE SCRAMBLER

One seriously modified single 066 TRIUMPH TIGER SPECIAL
A serious prowl cat
032 NORTON MODEL 18

Remarkably practical, not over-priced 074 OVER ENFIELD
How to race your Bullet. No, really
#
290
JUNE 2015
CLASSIC BIKE GUIDE || JUNE 2015 3

CLASSIC BIKE GUIDE || EDITORIAL || whO’s whO ||
eDITOR || Frank Westworth

editor@classicbikeguide.com
pUblIsHeR || Tim Hartley

thartley@mortons.co.uk
DesIGneR || James Duke
RepROGRapHICs || Simon Duncan
eDITORIal assIsTanT || Jayne Clements
pRODUCTIOn eDITOR || Dan Sharp
DIvIsIOnal aDveRTIsInG ManaGeR || David England

01507 529438 dengland@mortons.co.uk
aDveRTIsInG || Jane Farquharson, Leon Currie

01507 524004 jfarquharson@mortons.co.uk
lcurrie@mortons.co.uk
aRCHIve enQUIRIes || Jane Skayman

01507 529423 jskayman@mortons.co.uk
FRANK WESTWORTH sUbsCRIpTIOn ManaGeR || Paul Deacon
CIRCUlaTIOn ManaGeR || Steven O’Hara
MaRKeTInG ManaGeR || Charlotte Park

Special pleading pUblIsHInG DIReCTOR || Dan Savage
COMMeRCIal DIReCTOR || Nigel Hole

I’ve always been entirely fascinated by specials and by the guys who
build them. It’s a tiny weirdness, but although I’ve built several specials, assOCIaTe DIReCTOR || Malc Wheeler
mostly in a state of combined disaster with friends, none of them has been
any use. They all sounded great on paper (or in the bar, which is where
they all actually started), but when the great moment arrived, and gears
were engaged ready to roll the bike on to that great highway … things COnTRIbUTORs In THIs IssUe
always fell apart. Alan Cathcart, Bob Clarke, George Cohen, Steve Cooper,
It has been exactly the same with every special I’ve bought, and over Rowena Hoseason, Phil Mather, Paul d’Orléans, Jim Reynolds,
the years I’ve bought a few. And sold them, usually promptly. I am entirely Mark Williams, Nolan Woodbury
hopeless with specials. My own interminable rebuilds usually revolve
around returning a bike to as close to stock as I can get it, which is a eDITORIal aDDRess
Mortons Media Group, Media Centre, Morton Way,
challenge, in a defeatist kind of way, as I reverse the years of improvement
Horncastle, Lincs LN9 6JR
inflicted upon some sad sack of a motorcycle in my endless and pointless
quest to make it into something that’s actually good to ride. So then, websITe
specials are rubbish. Is that what I’m saying? www.classicbikeguide.com
Not at all. One of the joys of a bike hack’s life is that I get to ride a lot of GeneRal QUeRIes anD baCK IssUes
bikes without the tedious nonsense of having to buy them first. Never 01507 529529 24hr answerphone
forget this. This is why I am such a smug guy and worthy of derision. I’ve Email: help@classicmagazines.co.uk
Web: www.classicmagazines.co.uk
ridden several truly outstanding specials. I attempted to build my own for
two reasons, the second of which was that I’ve ridden several excellent
specials. The first reason for building them was also the reason for my own sUbsCRIpTIOn
Full subscription rates (but see page 24 for offer): (12 months
bikes’ failures. That reason being I was skint and needed to bodge 12 issues, inc post and packing) – UK £50.40. Export rates are
everything. Those guys who are afflicted with genuine talent, skill, ability also available – see page 24 for more details. UK subscriptions
and knowledge do things differently. It has taken many years and much are zero-rated for the purposes of Value Added Tax.
sorrow for me to understand this. I will build no more specials of my own. DIsTRIbUTIOn
This slightly navel-gazing moment was produced by reading through the COMAG, Tavistock Road,
stories of the bikes in this issue. Amazing. Lots of specials. Almost all West Drayton, Middlesex UB7 7QE. Telephone 01895 433600.
bikes are specials, even if all that’s been changed have been stainless Usa sUbsCRIpTIOns
fasteners, maybe better controls and a new seat, but some specials are CLASSIC BIKE GUIDE (USPS:002-674) is published monthly by
rather more special than that. All credit to their builders; the better the Mortons Media Group Ltd, PO Box 99, Horncastle, Lincolnshire
LN9 6LZ UK. USA subscriptions are $54 per year from Motorsport
builder, the better the bike. It’s obvious, really… Publications LLC, 7164 Cty Rd N #441, Bancroft WI 54921.
That’s it. See you out there. Periodical Postage is paid at Bancroft, WI and additional entries.
Postmaster: Send address changes to CLASSIC BIKE GUIDE, c/o
Motorsport Publications LLC, 7164 Cty Rd N #441, Bancroft WI
Frank
54921. 715-572-4595 chris@classicbikebooks.com
editor@classicbikeguide.com
pRInTeD by || William Gibbons & Sons, Wolverhampton.
ISSN No 0959-7123
More froM CBG... aDveRT DeaDlIne || Friday, June 5

nexT IssUe || Wednesday June 27
© Mortons Motorcycle Media, a division of Mortons Media Group Ltd.

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4 JUNE 2015 || CLASSIC BIKe GUIDe

RIDInGLIFE News || eveNts || letters || iNterviews
Stafford show
The April Carole Nash International Classic MotorCycle
Show featured showbiz celebs and racing superstars and TV
personalities… and some old motorcycles, too
PHOTOS BY Joe Dick, Rowena Hoseason
IT’S ALMOST AMAZING there was any room for Half a dozen lectures each day offered expert
normal human beings at Stafford’s county advice on several key areas of restoration and
showground in April, what with all the posh people
involved in the jam-packed schedule over the
EvEnT maintenance by the Motorbike Show presenter.
Saturday’s first session focused on do/don’t topics,
weekend. James May and Richard Hammond were
among the crowd in the auction hall, watching
SHOW with Pete sharing his experience of many years’
work as well as answering questions from the
their personal motorcycle collections go under the
hammer at a record-breaking Bonhams sale. All of
REPORT audience. Later presentations covered
twin-cylinder engines, dry gear assembly and
the 12 machines owned by the duo were snapped disassembly and electrical fault finding.
up by enthusiastic bidders, and the two shared Race fans were treated to an opportunity to get
laughs with onlookers as James even jokingly bid up close and personal with brothers Tony and Nick
on his first lot, a Yamaha Fizzy. Jefferies, who were the event’s joint guests of
Meanwhile, in a darkened room just off the main honour. The pair were busy greeting fans and
hall, TV personality Pete Thorne hosted the new signing autographs before and after their Q&A
Restoration Theatre to a standing-room-only crowd. sessions on the main stage, and appeared in the
6 JUNE 2015 || CLASSIC BIKE GUIDE

WILLIAMS NORTON GEOFF DUKE VELO SCRAMBLER
Hello to a new Au revoir to a New-old: the best of
John Player Norton racing superstar both worlds
P14 P16 P28
1957 CZ RACER
THE JAWA-CZ Owners’ Club hosted picture rider Jiri Kostir tucked in
this genuine works racer, a dohc 250 behind the screen…
Type 853, which was introduced in Kostir scored his first points with
1955 alongside its 125 Type 852 the double-knocker in 1956 at the
counterpart. Dutch TT, finishing sixth. Then in
The bevel-drive, four-stroke singles 1957, CZ’s four riders claimed the
featured a cleanly compact, unit team prize at the IoM TT, and Sammy
construction, wet sump engine, Miller went on to race the next
248cc in this case. It’s housed in a incarnation of the 853 in 1958.
full cradle duplex frame with – on the This particular machine, ridden by
250 – leading link forks and 19 inch Kostir, is in full working order and
wheels with full-width alloy brake has a complete and documented
Classic Dirt Bike Experience and the Classic Racer hubs. Depending on the state of history from its days on the works
GP Paddock outdoors. Showgoers were treated to engine tune, cams and carbs, the team through to its current owner,
all manner of rare and exotic racebikes being fired 250 output between 28 and 32bhp, Roger Henderson.
up in the paddock, and arrived early to grab a good and the cassette-type gearbox could The CZ attracted a crowd at the
spot to spectate at the trials demonstrations. Then be swapped to suit the circuit with show as well as the judges’ attention
there was just time to stroll past a small sample of five, six or even seven ratios. The – they gave it the ‘Technical Interest’
the sprawling outdoor trade and autojumble stalls hand-beaten alloy petrol tank is award. If you’d like to see more about
to the show ring, where proud owners paraded their tucked behind an alloy fairing – use it, go look at the Renaissance Motor
P&Js for all to admire. some imagination and you can Works page on Facebook.
When the rain clouds threatened, the action
adjourned indoors, where club stands and concours
displays hosted the real stars of the show – the
hundreds of classic motorcycles, prepped and
presented by their proud owners for the audience’s
entertainment. Only a few went home with a prize,
but they were all appreciated, whether in original
condition or fully restored, in standard
specification or much modified.
We’ve chosen just a few to share with you here,
but every owner who contributed to the displays
deserves congratulations. As does that smashing
chap Alan Cathcart, who received the Frank
Farrington award for outstanding service to the
classic motorcycle movement. Well deserved, Sir Al.
THE CAROLE NASH Classic Motorcycle Mechanics

Show takes place on October 17-18, 2015.
See classicbikeshows.com

riDiNGLIFe || STAFFORD SHOW
1971 TRIUMPH TRAILBLAZER

The final incarnaTion of BSA- last year in the form of a full
Triumph’s unit construction 250 restoration. Very few components
single is the oil-in-frame Gold Star, were replaced, according to Des:
Victor Trail or Trailblazer, as seen “Every bit – nuts, bolts, etc – was
here. Same bike, different labels! polished, painted or plated.”
Weighing in at 290lb, the 1970 The result is a machine which
T25 was around 25lb lighter than the looks as good as new but which is
TR25W which came before it, almost entirely original. No wonder
although it was also slightly less the judges gave it the Best Classic
powerful with 22.5bhp available at Post-65 award. 1973 MV AGUSTA SPORT
8250rpm. Once infamous for their
fragility when ridden with vigour, The sTuff of legend, MV’s four-cylinder
these 250s make for handsome and four-pipe 750 Sport was announced in 1969 and,
practical classic mounts these days fittingly, pumped out 69bhp at 8500rpm.
(providing you don’t intend to carry a The shaft-drive production models which came
pillion at 80mph), and offer super onto the market from 1972 were no lightweights,
steering combined with decent but road testers of the time reckoned they could
brakes and an easy-to-start engine. hold their own on the street. ‘It has great reserves
Des Price bought his T25 at the of torque and pulls happily from four thousand. It’s
Netley Marsh Eurojumble a few years probably the most powerful 750cc motor made; in
ago. “It was tatty but running – when a straight drag with a Z1 it lost only a few yards up
it felt like it!” he says. to 100mph’. These days it’s advisable to check
Obviously, the T25 just wanted that the road ahead is clear before ramming open
some attention, which is what it got the four Dell’Orto carbs on full throttle: the 4ls
Diary Dates
May 30-31 JUNE 7 Ace Cafe, London ayrclassicmc.com Lancs Classic Car and
Welsh classic newark autojumble, NW10 7UD. Motorcycle show,
Motorcycle festival Newark and Notts ace-café-london.com Daventry Motorcycle Hoghton Tower, Preston
including the Showground, NG24 festival, town centre, PR5 0SH.
Thunderfest, Anglesey 2NY. 01507 529470 JUNE 11 NN11 4HT. classicshows.org
Circuit. newarkautojumble.co.uk classic racing, Aintree daventrybikefest.co.uk
thundersprint.com Circuit, Liverpool. JUNE 20-21
lincoln Bike fest, 01294 823582 JUNE 14 race & rally festival,
Bournemouth Wheels waterfront, town centre, Bamburgh run for Oliver’s Mount,
festival, Bournemouth LN1 1XW. JUNE 12-14 girder-fork or flat-tank Scarborough.
seafront. 07889 994341 cholmondeley Pageant motorcycles. 01723 37300.
bournemouthwheels.co.uk of Power, Malpas, Northumberland.
Medway ToMcc show, SY14 8ET. cpop.co.uk 07919 666818 / JUNE 20
JUNE 6 Higham Memorial Hall, vmccreivers.co.uk ace to squires ride,
classic motorcycle near Rochester, JUNE 13 London to Leeds for
auction, Brooklands ME3 7JL. tomcc.org/md scottish classic Triumph Day at the charity. ride2cure.org.uk
Museum, Surrey. Motorcycle show, Ayr Ace Cafe, London
historics.co.uk JUNE 10 Racecourse, KA8 0JE. NW10 7UD. Bonhams auction of
Brit Bike night at the 01292 289518 / ace-café-london.com pioneer, veteran and

1962 AMBASSADOR ELECTRA
The firsT producTion British convenience… although it came at a
bike to be fitted with an electric start price. Most two-strokes were sold to
as standard was not a Norton (which the utility market, and in 1963
is what most folk tend to guess) but Ambassador went out of business.
instead was a Villiers two-stroke in an At the show, Dorothy and Philip
Ambassador chassis. Tracy collected the Best Villiers
Ambassador-built luxury Engined Machine award for their
Grimeca front brake is awesome, but it can’t quite lightweights which they called ‘the Electra, one of just 39 built between
match modern ABS… machines for the connoisseur’. The 1961 and 1963. They say it’s
David Frier rescued his machine a quarter firm experimented with a not entirely “entirely original apart from the
century ago when it was in a very sorry state. successful ‘self-starter’ on their wheel rims and a few nuts and bolts
A year-long restoration followed, with MV guru smaller single-cylinder model as early which were beyond re-use”.
Dave Kay returning the powertrain to top-notch as 1952, but a much improved The Electra was initially used as a
condition. Then in 1995 the MV took top honours 12-Volt system arrived with the demonstrator by Speedway Cars of
at Stafford, and it collected a highly commended Electra 75, a 249cc twin powered by Acton, then sold to a chap who rode
rosette this time out, too. the Villiers 2T motor, in 1961. With around 18,000 miles on it before it
As owner David explains: “It may have more proper swinging arm suspension, was tucked away in a shed, waiting
miles on it now but it has been lovingly seven-inch brakes and a ‘full size’ for its moment of glory. In that livery,
maintained, serviced and proudly cleaned to an riding position, the Electra offered it looked just fine under the
even higher standard than back then!” superior handling and rider spotlights…
vintage motorcycles, the JUNE 24 somerset Bike café racer day at the JULY 5
Saleroom, Shipton on shiny Bike night at The Weekend, Haynes Ace Cafe, London newark Autojumble,
Cherwell, Kidlington. Plough, Cadsden, International Motor NW10 7UD. Newark and Notts
0208 963 2817 / Princes Risborough, Museum, Sparkford, ace-café-london.com Showground, NG24
bonhams.com HP27 0NB. BA22 7LH. 2NY. 01507 529470
07940 492348 Meriden Motorcycle newarkautojumble.co.uk
scorton Autojumble, bbcmcc.freeuk.com JUNE 28 Megaride finishes at
North Yorkshire Events swaton Vintage day, Queens Head pub, Old JULY 19
Centre DL10 6EH. JUNE 25-28 Thorpe Latimer Park, Road, Meriden CV7 7JP. VMcc founders’ day at
07909 904705 Goodwood festival of Helpringham. megaride.co.uk Stanford Hall, LE17
speed, Chichester 01529 421478 6DH. 0116 277 1245
JUNE 21 PO18 0PX. swatonvintageday.com thetaverners.co.uk
VMCC Banbury run goodwood.com
including autojumble, romney Marsh classic
Motor Heritage Centre, JUNE 27-28 show and bikejumble,
Gaydon, Warwickshire. British Bike Bonanza, Hamstreet, TN26 2JD. While every effort has been made to ensure accuracy of the
information in diary, Classic Bike Guide recommends checking
01283 540557 Ponderosa, Horsley, 01797 344277
with the event organiser before making the journey.
banbury-run.co.uk Stroud. 07961 012161 elk-promotions.co.uk for more details of what’s on go to www.classicbikersclub.com

PLACES TO BE

RIDINGLIFE || NEWS
You. Your classic. On track

IF YOU’VE EVER WONDERED what it might be like Above: Alan Cathcart either circuit, with a minimum of five riding
to let your old bike off the leash and push it to its demonstrates the art of the sessions each day, and take advantage of free
classic track day
full potential then… stop wondering. advice from an ACU track instructor.
The National Motorcycle Museum is offering a Sessions are split into 20 minutes by riding
series of classic track days this summer as part of experience or by type of bike (two-stroke, British,
its ‘Friends’ programme. This gives NMM Friends European or superbike) to ensure that groups ride
access to special track sessions at some of the at roughly the same speeds and everyone can relax
UK’s most iconic circuits. and enjoy their time on track. There’s a 105dB
In July, over the weekend of 11/12, you could noise limit and you’ll need proper riding gear.
take to the track at Cadwell Park. Or in October, There’s a mechanic at each circuit, and camping is
the NMM Friends will be at Snetterton for an extra- included in the cost, which starts at £109.
special event on the 16th, 17th and 18th. This You need to be an NMM Friend to take
will incorporate the chance to try a vintage bike advantage of these arrangements, and the places
and enjoy the Endurance Legends festival, with the on these exclusive days are strictly limited, so
museum running two ex-works Norton rotary racers don’t delay in joining and booking. NMM Friends
with star riders in the saddle. membership costs £29.95 from 01675 443311 /
You can book for one day or the full weekend at email friends@thenmm.co.uk
Manx winner at Borders Show

THIS YEAR’S GUEST of which illustrates his 50 bike displays, showcasing catering, a range of Event organiser Jim
honour at the Borders years of racing. Says the best in vintage and awards and trophies for Reynolds is one half of
Classic Bike Show is event organiser Jim classic motorcycles from the concours the original almost-
racer Les Trotter, whose Reynolds: “Les is a real the south Shropshire competitors and a dynamic duo who started
moment of glory came in raconteur and will be region over the weekend chance for visitors to this very magazine,
1976 when he won the interviewed on both days, of 12/13 September. The vote for their favourite Classic Bike Guide.
Senior Manx Grand Prix with some great tales to show opens 10am to bike. Machines will be Jim and Frank
aboard a Crooks Suzuki. tell. He’s promised not to 5pm on both days. revved up on the Sunday Westworth – the other
Trotter will bring two show off his scars…” There’s a special bikes- at 2pm to compete for a half and current editor –
racing Suzukis to the The racing Suzukis will only parking area, a special prize for the best- will be available over the
show along with a display join two indoors halls of bikejumble, excellent sounding bike. entire weekend for

Polished classic and custom Bonnie saddles
MOST MOTORCYCLE DEALERS buy progress. The guys have not long WHEN SADDLECRAFT FIRST started making
and sell bikes. Well, duh. Of course finished the tip-to-tailpiece motorcycle seats back in 1982, traditional Triumph
they do. But some specialists have a restoration of a T160 Trident, twins were still being built at Meriden.
different angle on the whole Kwacker Z1B, Yam RD350 and a Three decades later, an entirely different type of
business; people like those at CX500 to original specification and twin now rolls out of the Triumph factory at
2WheelsMiklos who are based just off better-than-new condition. Alongside Hinckley – but Saddlecraft staff still use their
the A3 near Guildford. those gleaming machines you’ll find skill and expertise to offer a range of well-proven
These guys still buy bikes and then some truly funky one-off creations products.
sell them on again. In between the such as their Dakar Street Scrambler, The South Shields firm has always provided a
buying and the selling, however, based around an airhead R80; a rescue and renovation service. “We can rebuild
these motorcycles are given more steampunk BMW K100, and the almost any seat as long as we have something to work
than a spot of spit and polish. urban-camo ‘war machine’ K75 from – so give us a ring before you throw it away!”
“Our objective,” say the Miklos triple. Coming soon; a Harley big twin Saddlecraft also manufactures a range of classic
team, “is to produce machines and a ‘Chrome Café Racer’ which and custom seats with options, including genuine
which are beautiful, interesting and started life as a standard CB900F. leather hide in various colours and grades, vinyl
turn heads.” Miklos is also the Métisse agent for covers with varied textures including basketweaves,
This started in 2012 as a personal the south of England, with a handsome carbon fibre, ribbed, metal flakes, leather grains
project by Miklos (Mike) Salamon but Desert Racer on display in the and suedes.
soon bloomed into a full-time showroom. If you fall in lust with it, The latest addition to the Saddlecraft range is a
business restoring classics and 2WheelsMiklos can arrange delivery new selection of seats, designed specifically to
creating superb specials. from the Métisse factory in around enhance Triumph’s current twin-cylinder Bonneville
Typically, the 2WheelsMiklos team eight weeks from order. So if you’re in range. The first of these is in the classic ‘Café’
of Miklos, Alan and Dave source the area, drop in to browse – call ahead style, harking back to the single-seater, humped-
bikes in good mechanical condition, and they’ll have a brew waiting for you. back Swingin’ Sixties look. The second ‘Retro’
strip them and then restore and / or The shop is normally open six days saddle is based on the stitched-top, dual-seat
customise them. They’re also open to a week but if you want to bring your design seen on Meriden Triumph in the late 1960s
turning customers’ dreams into metal pals or club along they’ll even open and early 70s.
reality, so long as the project is up on Sunday. Call 01483 546157 Both styles are built on a composite base which
technically feasible and economically or log on to 2wheelsmiklos.com is slightly shorter and narrower that the standard
viable. The workshop has capacity to seat pan. This gives a cleaner look and exposes the
handle half a dozen projects at any seat rails of the frame. The Retro saddle also
time, with almost all of the work comes in a narrower and lower format, helping
completed in-house apart from shorter people to get their feet on the ground. The
painting and chroming. saddles are filled with injection-moulded
The showroom and workshops are polyurethane and covered with quality automotive
always packed with recently-finished grade vinyl. For long-distance riders looking for
projects and the current works-in- extra comfort, a gel pad option is available for £50
on top of the usual cost of £275.
More new designs will be added to the
Saddlecraft range this year. Call 0191 455 6262
or see saddlecraft.com
consolation, and CBG
will provide a few classic
prizes. We have no idea
what they’ll be…
All proceeds from the
event go to the PTA at
Lacon Childe School
which hosts the show at
Cleobury Mortimer,
DY14 8PE. Further info
from 01299 270642.

RIDINGLIFE || WILLIAMS NORTON
The first of a few Words and photos by Jim Reynolds
Peter Williams, one time Norton works racer, runway is allocated to other users when there are
Formula 750 TT winner on a Commando-based no planes wanting use of the tarmac. Like the
bike, and general motorcycle hero, is building a Aston Martin Racing team, who had first call
batch of 25 replicas of the 1973 John Player before the Norton was fired up, and drowned
Norton that is part of the great name’s legend. And everything else out with its open megaphone
on April 7 PW Replica Number One was handed exhaust.
over to Belgian architect and racer Raf Blanckaert Handing the bike over was Gavin Tappenden,
at Turweston Aerodrome, just down the road from who built the bike in the nearby MGEI motorcycle
Silverstone. engineering consultancy, where Greg Taylor is a
It’s a very relaxed and friendly place, where partner in the Williams venture. Gavin was making
amateur flyers drop in for a break and time on the a living as a technician in a Suzuki franchise and

decided to up his qualifications by taking a degree Above clockwise from top Williams’ own design of cast alloy wheels) that he
course in Motorcycle Engineering at Swansea left: The monocoque chassis is rode to finish second behind Giacomo Agostini’s
precision built by Gavin
University. Time well spent? “Great. Can’t believe factory MV Agusta in the 1970 Senior TT. No
Tappenden in one millimetre
I’m building bikes like this that were a dream for gauge stainless steel answer on that one yet.
me and being paid for it.” The 750cc power unit and five-speed gearbox
Williams himself is full of praise for the skills The guilty parties. From left: are supplied by Mick Hemmings; the cast
Gavin showed in putting the 1mm gauge stainless Williams’ partner Greg Taylor, magnesium wheels come from the original tooling
Peter Williams, owner Raf
steel monocoque-framed bike together: “When the Blanckaert, builder technician
that Williams designed, and the whole is enclosed
holes for the supportive spot welding were drilled Gavin Tappenden and Raf’s in the slim fairing with John Player racing colours
in the sheet, they were accurate to within one-fifth mechanic, Rob from the 1973 season.
of a millimetre, but when Gavin folded them to the Each carries its batch number and Peter
This is Mr Blanckaert’s
final shape they were 100% accurate. He’s good, Williams’ signature on a chassis plate. It is, by any
occasional office, offering
very good; I call him an over-qualified mechanic.” rather less elbow room than his measure, a beautiful motorcycle whose detail work
Peter Williams described the machines as full time architectural base reflects the quality of the job. After Raf had taken
“replicas, they are not John Player Nortons. up quite a lot of runway time, the bike was packed
They’re built to the original drawings, but From every angle, this is one away in his VW Transporter to head back to
slim and beautiful machine
incorporate some changes. Belgium and a place next to the 1970 750
“The pannier fuel tanks are not part of the The owner appeared Production Racer that his father bought new.
fairing and do not need an insulating layer to keep completely at home on the Part of the protective packaging reflected the
them cool; the original John Player bikes were built bike, revelling in the noise of racer habits of old, with a double mattress against
open meggas echoing across
with cavity wall insulation at that point”, he the van wall. Would the works demonstrator come
the Northamptonshire
smiles, “and the alloy oil tank is a separate unit, countryside with a Hypnos mattress to better suit its status, we
not part of the monocoque, so there’s less asked? “Certainly not,” Greg Taylor responded. “It’ll
likelihood of expensive damage if the bike’s have a Featherbed!” They clearly know their
dropped. That’s a lesson learned from racing”. Nortons.
The next bike to be built was due to be shown at The bike is priced at £65,000 all in. You can
Stafford before being shipped off to its owner in find more on www.peterwilliamsmotorcycles.com
Hong Kong, who has asked Peter Williams if he and hear it in action in the Classic Parade that will
can also build a replica of the famous ‘Wagon support the British Moto GP at Silverstone on
Wheels’ Arter Matchless G50 (which used August 28-30. CBG

RIDINGLIFE || GEOFF DUKE
FIRST GENTLEMAN
OF RACING
A genuine superstar of motorcycle sport has left us.
We recall the highlights of his career
WORDS AND PHOTOS BY AlAn CAthCArt
SIX-TIME WORLD CHAMPION and six-time TT in the Ulster GP and – amazingly – the Italian GP
winner Geoff Duke OBE passed away peacefully on at Monza, where on his much slower single he
Friday, May 1 at his home in the Isle of Man, at defeated the four-cylinder Italian bikes on Gilera’s
the age of 92. high-speed home track, meant that Duke lost the
Duke was the first global superstar of Grand Prix title by just a single point to Gilera’s lead rider
racing. He was the first rider to win three Umberto Masetti. But the following year the tables
successive world championships – the 1953-55 were turned, and Geoff Duke became world
titles on four-cylinder Gileras – and also the first to champion in both the 350cc and 500cc classes for
win two in the same year, when he won both the Norton, winning both Senior and Junior TT races
350cc and 500cc world crowns in 1951 on Norton into the bargain. He repeated the 350cc world title
Manx singles. victory in 1952 with a clean sweep of all four GP
In the 1950s Geoff Duke became a household races – including the Junior TT – but the 500cc
name all over Europe and the British Norton single was now seriously outgunned by the
Commonwealth thanks to his good looks, stylish Gilera fours.
riding, polite manner... and especially his However, this world championship success
underdog success. He defeated the four-cylinder earned him acclaim outside the motorcycle
Italian multis from Gilera and MV Agusta to win community, and Geoff was elected Sportsman of
the first three of his six world titles aboard the the Year by BBC radio listeners, and was later
much less powerful but better-handling Norton made an OBE from The Queen in 1953.
singles. A brief but unsuccessful flirtation with car racing
Norton’s directors were far from happy that Duke followed as a member of the Aston Martin factory
would earn more than they did if they paid him team in 1952/53, which he combined with racing
what he was worth, so he transferred to the Gilera motorcycles. Then Duke made a shock switch to
team for twice the salary he was earning at Norton. his Italian rivals, which was in every way as
At Gilera he swiftly transformed their fast but significant as Giacomo Agostini later swapping
unruly fours into unbeatable machinery which took from MV Agusta to Yamaha in 1974, and indeed
him to three more 500cc world crowns. It might Valentino Rossi from Honda to Yamaha in 2004.
have been more, but for a combination of injury Duke went on to win a hat-trick of 500cc world
and the six-month ban imposed on him by the FIM championships with Gilera, thanks to his work in
for daring to support the hard-pressed privateers’ improving the behaviour of the fast but wayward
strike for more start money at the 1955 Dutch TT Italian fours by using what he’d learned riding the
at Assen. slower but better-handling Norton singles.
Geoff Duke was also the first rider to wear Geoff’s Gilera career was also punctuated by a
one-piece racing leathers. He enlisted his local six-month ban imposed on him by the FIM at the
tailor to make the first of the now commonplace start of 1956. He and Gilera teammate Reg
lighter and more aerodynamically efficient integral Armstrong supported the threat of a riders’ strike
designs to replace the heavy, baggy two-piece race at the 1955 Dutch TT at Assen, where in spite of
suits. He won the 1950 Senior TT wearing these the huge crowds in excess of 100,000 fans, the
leathers on his first ride for the Norton factory organisers paid the hard-pressed privateers forming
team, and by the end of that season many other the Continental Circus a pittance. Although a new
riders had followed suit. regulation came into effect at the end of the
Geoff’s hopes of winning the 500cc world title season, compelling organisers to pay all riders
next time around were dashed when his Dunlop starting a GP race a much higher cash sum than
tyres threw a tread at Assen and Spa. But victories before, Duke’s reward for helping bring this about
♠

Above left: Geoff Duke with Above right: Geoff Duke on
Derek Minter (seated) and John the Gilera four leads Bill Lomas
Hartle at Monza test, March on a Guzzi V8 in the 1956
1963 German GP at Solitude
Winning the 1953 GP des

Nations in Italy

RIDINGLIFE || GEOFF DUKE
was to be suspended from racing for the first half Above: Geoff Duke on the the Isle of Man, where he lived.
of the following season. That left him unable to grid for the 1959 Ulster GP. He In 1963 he was lured back to GP paddocks,
rode a 500 Manx Norton
defend his 500cc world title. Imagine the FIM after persuading Mr Gilera to resurrect the
suspending Marc Marquez or Valentino Rossi for Below: World Champion four-cylinder 500cc racers which last competed in
such a period – and for such a reason – today. Geoff Duke (right) 1957, in order to provide MV Agusta’s sole rider
After this Geoff Duke’s racing career took a congratulates 21-year-old John Mike Hailwood with some competition. With Derek
Surtees after he was beaten by
downturn, partly because of the ban, partly through Minter and John Hartle riding, victory came early
the youngster at Brands Hatch
unreliability of the Gilera engines, and partly in October 1955 with a one-two success ahead of Hailwood’s MV at
because of an injury sustained in an accident at the prestigious Imola Gold Cup non-championship
Imola early in the 1957 season. This allowed Italian race. But then Minter crashed his Norton racing at
teammate Libero Liberati to regain the 500cc world Brands Hatch and was seriously injured, leading
title for Gilera – after which the Italian firm shocked Phil Read to be signed to replace him. A one-two
the world by withdrawing from racing, in company Gilera victory in the Dutch TT was the only time
with Moto Guzzi and Mondial, between them the team’s elderly bikes got the better of the MV
winners of all four 1957 world championship titles. Agusta and its star rider, and at the end of the
This left Geoff without machinery, and although season Scuderia Duke was wound up.
he did race a BMW Rennsport for the German Geoff later became involved in various
factory in four 1958 GP races, he could not adapt companies based in the Isle of Man, such as a
to the unusual handling characteristics of the scooter rental business, a car dealership and a
shaft-drive Boxer twin. Reverting to privateer boat company, and was instrumental in setting up
Nortons, he won the last two of the 33 Grand Prix the Manxline company that introduced the first
victories he achieved in his 10-year road racing roll-on, roll-off ferry service to the island. Later, his
career at Hedemora in Sweden in 1958, winning son Peter founded Duke Video, at one time the
both the 350ccc and 500cc Swedish GP races. He world’s largest publisher of motorsport videos.
continued for one more season in 1959 with Geoff Duke was the supreme racer of his
privateer Nortons and a 250 Benelli single, retiring generation, an impeccably behaved, always polite
from GP racing after the Italian GP that year where and invariably well-presented patriot who, to foreign
he earned a podium finish in third place on his enthusiasts, was the quintessential Englishman.
500cc Manx Norton. After winning three races in His love of Italy and its people was reciprocated in
one day at the non-championship meeting in full, and his contribution to the sport as it struggled
Locarno in Switzerland the following week, Duke to gain acceptance in the post-war era cannot be
called it a day and retired from motorcycle racing. overestimated. He, more than anyone else, was
A brief but unsuccessful attempt to resurrect his responsible for putting two-wheeled road racing on
car racing career ended with a serious crash in the global map. To his widow Daisy and sons Peter
Sweden, after which Duke became an hotelier in and Michael, we extend our sympathies. CBG

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RIDINGLIFE || BSA Rocket 3
Last of the line

One of BSA’s final bikes was also one of the best the
company ever built. Go figure
PHOTOS BY Rowena Hoseason
Above: The end of an AFTER 63 yEARs, production of BSA motorcycles But just as the project was about to get the nod,
illustrious line. BSA’s last ended in April 1973, when seven B50 singles and with the prospect of GP racing hovering in the
triples were export Rockets
such as this one. A grand note
11 Rocket 3 triples were the last new bikes background (much to Hopwood’s horror because he
to take that final bow wheeled away from the Small Heath factory. hated the way racing devoured development
If ever a model represented the end of an era, it budgets), one of the BSA-Triumph group’s sale
Opposite L-R: High, not very is the final edition of the three-cylinder Rocket 3. managers dropped a bombshell. “By the way,” he
wide at all, and handsome. A
All the optimism, ingenuity, engineering said, with a carefully cultivated casual air. “I
brilliant BSA
excellence, commercial compromise, corner- learned today that Honda will shortly be marketing
The carburation station. Three cutting, determination in the face of adversity and a 750cc machine.”
Amal Concentrics mounted on muddled management thinking that typifies the As soon as everyone in the room had received
a gantry, with their throttles demise of the old British bike industry is the necessary medical attention, work on the tiny
operated by a single cable.
Three ticklers, though, and the
represented here by a pair of wheels, an engine triple stopped on the spot. Hopwood pulled his
middle one can be hard to and a frame. long-standing plan for a three-cylinder 750 out of
reach. Some owners carried a BSA’s bright boys first had the notion of building his hat, where it had been hiding since 1961 or
small stick for this a 250 triple, and then bumped that idea up to so. The P1 prototype was ready by 1965 – and yes,
350cc to score points in that popular class in the the world might be a different place today if it had
The last of the triples gained
the front end fitted to almost American market. The prototype 250 was gone straight into production. Or not: the first
all of the BSA/Triumph group’s undoubtedly a right little snapper; 40bhp, six- Tridents and Rocket 3s weren’t exactly flawless,
motorcycle range. The forks speed gearbox (with provision for eight ratios for and an even more rushed development cycle
work well, and the conical hub racing), four valves per cylinder, dohc and some wouldn’t have created a more reliable pair of
front brake can be made to
work well. A pair of discs would
‘unusual characteristics’, which industry stalwart motorcycles.
be an improvement… Bert Hopwood reckoned would produce However, the first version of the 750 triples
‘exceptional cooling’. It’s fair to say that a bike of certainly showed plenty of potential. The standing
this type was a pretty big deal in the mid-1960s… joke at the factory was that test rider, Percy Tait,

burned the rubber off the rear tyre on the prototype
BU
on the short ride from the experimental shop to the Price guide
Y
factory gate. Indeed, it wasn’t easy getting a £8000 to £15,000
IT
NO
suitable tyre to cope with the triple’s weight and
FAuLTS & FOiBLeS
torque in 1965, so that particular tall story has
W
There is no real reason why a
some basis in reality. triple – based on a two-cylinder
It is easy nowadays, in a world dominated by Triumph engine – should be less
four-cylinder motorcycles, to underestimate just reliable or more difficult to set up
decently than the original twin.
how impressive the early multis were to British However, many owners find
riders. Those motorcyclists were more used to difficulty in setting the ignition
thumping big singles and parallel twins pushed (originally three sets of points,
past the point of optimal development. Tait himself easily replaced by more modern
arrangements), the carbs (there
– a man who is estimated to have ridden more than
are three), and sometimes in
a million miles – turned in extremely positive maintaining oil pressure. The This actual bike, a 1971 (72 spec) matching
reports on the triple, despite some typically dismal engine is also something of a numbers Rocket 3, is up for grabs at £11,000 at
‘wet mudlands’ weather. brute to kick over, especially from Venture Classics. It’s an older restoration
“My test riding was done on a perfectly cold. All that said, when a BSA “showing some signs of age and use; starts easily
triple is running well – and they
miserable day, with plenty of cold gusty wind and usually do – there are very few
and rides extremely well”. See
intermittent rain, and I had a ball. Rain or not, I more exhilarating rides around. ventureclassics.com
really liked whizzing around on the BSA’s new
Rocket 3. It is a dandy. It moves away slowly at ALSO cOnSider
Honda CB750 (more
first and then begins to gather speed more and any fuss or fatigue. The bike handles with amazing
sophistication and fewer
more rapidly until suddenly it’s going like a streak. gremlins); Triumph T160 lightness and agility at all speeds; the ride is
It takes 14 seconds to make a standing quarter (electric start but less smoother than smooth, and you would be surprised
mile and it feels like four of those seconds are astonishing styling); Benelli Sei how much difference it makes not to have all that
used in reaching 40mph. (double the trouble with six vibro-massage action as you ride.”
cylinders. Well. Why stop at
“From 40mph and up is where the bike really three or four?)
The first export Rocket 3s were built in 1968
comes alive. The engine is so smooth, and the and differed from the Triumph Trident in many
forward surge is so steady, that at first it doesn’t SPeciALiST inFO ways, not least the angle of the slightly sloping
feel as though much is happening. But then you triplesonline.com cylinder block. We will draw a discreet veil over the
LP Williams:
will notice that the wind is about to snatch you off dealer and customer reaction to the initial Ogle
triumph-spares.co.uk
the saddle and the speedo is well past the three- Design styling, because we’re looking at the more
figure mark. And the whole process has only taken OwnerS’ cLuB conventionally handsome export model seen here,
mere seconds. The Rocket 3 is a magnificent Trident and Rocket 3 OC: a 1972 example which has spent its whole life in
instrument for getting from here to there without tr3oc.com the UK. After four years of product evaluation by
♠

RIDINGLIFE || BSA Rocket 3
Above: Although it looks the customers and hurried product development at and BSA’s brochure offered ‘luxury touches’ in the
lithe, in fact the BSA is a beefy the factory, the A75 was finally able to live up to shape of the megaphone exhausts and direction
rocket. The clutch is a little most expectations. signals. The Rocket 3’s gearing was changed for
unusual, using a pullrod to lift
a diaphragm spring
The early brakes weren’t entirely up to the 1972, and it gained the group’s five-speed gearbox
performance of such a fast, heavy machine, hence to become the A75V.
the introduction of the 2ls conical hub brake. At last, the Rocket 3 blasted off. The AMA
These can be frustrating to set up effectively but certified its top speed at 131.79mph in ‘showroom
can be as good as many early disc brakes once stock condition’; a CB750 tested by Cycle World
correctly fettled. The new hubs, along with lighter topped out at 123.24mph. The BSA produced
forks (‘light alloy racing forks that damp both ways 45lb-ft of torque at 6900rpm; the Honda was
for precision control’) contributed to an overall rated at 44lb-ft at 7000rpm. Fuelled, these two
13lb weight saving. An improved oil cooler competitors weighed much the same at a sniff
promised better engine efficiency and reliability, under 500lb. They both travelled from a standstill
to 60mph in 5.2 seconds. The BSA could stop
from 30mph in 31ft while the Honda needed
nearly 33ft. And, unsportingly, the Rocket 3
possessed the kind of cornering poise which
eluded Japanese manufacturers for a long while.
BSA even made an asset out of what might’ve been
considered a flaw in the era of mass production,
trumpeting that “true BSA balance comes from
hand-welding our frames”.
Nor was it over-stating the Rocket 3’s potential.
Bert Hopwood reckoned that “a rash handful of
throttle can lift the front wheel off the ground at
60mph”. The Rocket 3 secured nine AMA speed/
endurance records. Dick Mann took first place on a
BSA triple at Daytona, setting a new record average
speed at 104.7mph. And then John Cooper rode a
MANUFACTURED: 1969 to 1972 ENGINE: Air-cooled three-cylinder ohv BORE/STROKE: 67 x
Rocket 3 when he beat Agostini in the 1971 race
70mm CAPACITY: 741cc COMPRESSION: 8.5 : 1 CARBURETION: 3x 26mm Amal Concentrics
POWER: 58bhp at 7250rpm PRIMARY DRIVE: Duplex chain FINAL DRIVE: Simplex chain
of the year.
GEARBOX: Four-speed (or five – ‘V’ in the engine number) FRONT SUSPENSION: 35mm tele forks So, although the end of BSA was nothing but
REAR SUSPENSION: Swinging arm, twin Girling shocks, preload adjustable FRONT BRAKES: 8in sad, at least the company went out on a high note.
ls conical hub drum REAR BRAKE: 7in sls drum FRONT TYRE: Dunlop TT100, 4.10 x 19 REAR Who can blame BSA for celebrating a success,
TYRE: Dunlop TT100, 4.10 x 19 GROUND CLEARANCE: 7 inches SEAT HEIGHT: 31in even if it was short-lived? “As rugged as it is fast.
WHEELBASE: 58 inches WEIGHT: 455lb dry ACCELERATION: 0 to 100mph in 13.75 seconds And smooth: you’ve got to ride it to believe it. The
TOP SPEED: 130mph ultimate high performance touring machine.” CBG

RIDINGLIFE || VELOCETTE SPECIAL
BRISTOL
Sweet scrambler
If Velocette still built bikes, this one would sell by the boatload
Photos by Joe Dick
Above: Velocette VELOCETTE’S SPORTS SINGLES have always enhancements which would appear on later road
manufactured fewer than a attracted owners who like to extract every last bikes. The all-alloy MSS engine with hairpin valve
thousand MAC and MSS
Scramblers between 1954 and
ounce of urge from their old bikes. Few pushrod springs was much more revvy than the earlier, long-
1969. When Ken couldn’t find singles cram so much ‘go’ into such an stroke 1945-48 incarnation, with ‘square’ bore and
one, he built a modern-day accomplished package as the Venom, Clubmans stroke of 86mm apiece giving 499cc. In standard
interpretation of his own and Thruxton models, so it’s far from unusual to spec it produced 23bhp, but special cams and
find top-class examples roaring at full bore around bumping the compression up to 8.75:1 combined
Opposite, clockwise: An
entertaining mixture of ancient the UK’s race tracks, competing in classic road with an Amal TT carb and an open exhaust to boost
and modern, with the venerable races. However, Velo singles can also be found in its power to an impressive 40bhp.
Velocette single engine the muddy stuff, wearing wide bars, high pipes and The Scrambler also came equipped with a
surrounded by a rather re- knobbly tyres. manual BT-H TT magneto, special sprockets to
worked Velo frame, seriously tall
suspension, BSA oil and fuel
Despite the firm’s impressive TT-winning lower the gearing, two-way damped front forks, a
tanks, and even Cagiva forks. heritage, Veloce opted out of road racing in the slim 2.5-gallon fuel tank, which made space for
Special it most certainly is early 1950s to concentrate on its new range of extra steering lock, an engine bashplate, and
small-capacity commuter twins. Over in America, initially a low-level straight-through exhaust pipe,
the Californian importer had different ideas and unencumbered by the firm’s trademark fishtail
was tinkering with MAC 350 and MSS 500 singles, silencer.
prepping them for scrambles and desert racing. Later Scramblers adopted a high-level pipe as
This offered an opportunity to secure some part of an ongoing quest to improve the off-roader’s
much-needed export sales, and to give the marque available ground clearance. However, the tall
some publicity at home in endurance and one-day engine and road-going chassis weren’t easily
off-road events… without paying the horrendous adapted to suit the demands of the scrambles
development costs for a new racing model and a circuit – and were even harder to use on
full works road-racing team. demanding trials over rocky terrain. Riders of the
So the MSS Scrambler arrived for 1955, time reported that the machine felt somewhat
bringing with it many of the performance lopsided, but there simply wasn’t any budget to
28 June 2015 || CLASSIC BIKE GUIDE

develop a proper competition frame.
BU
So, the riders and the Comp Shop did what they Price guide
Y
could with what they had. The fork sliders were £7000 low to £9500 high
IT
fitted with gaiters to protect them from mud, and
NO
FAuLTS & FOiBLeS
the light alloy mudguards were positioned to give
W
Genuine off-roaders very likely
wide tyre clearances and to prevent the wheels to have been damaged in use,
clogging. The rear wheel’s hub was secured with especially rear ends of pre-59
six mounting studs instead of the usual three. bikes. Very few real Scramblers
now available. American
The footrests were given non-slip pads, and the Endurance model not as high-
oil tank was relocated to the left side, making spec as the Scrambler but
space for Veloce’s patented double-capacity air often listed with an ‘enduro’
cleaner – vital for desert racers in the States. Many label
of these mods eventually made their way on to the
ALSO cOnSider
roadsters, like using thicker studs to secure the BSA Gold Star in trials/ Classic Motorcycles in Cheshire has a stack of
engine’s cylinder barrel. scrambles trim (more expensive Velo singles in stock at the moment, including half
So the 1957 advert wasn’t entirely fibbing when it but many more almost a dozen Venoms in varying states of tune. Prices
boasted that the Scrambler was ‘tomorrow’s affordable replicas around); range from £7k through to £15,000. This 1961
Matchless G80CS (cheaper,
competition motorcycle today’. Getting the best less upmarket but better off-
example has 50k miles on its clock and is priced
from the MSS on mud and dirt circuits certainly road credentials); Triumph at £7500; ring 01928 788500
highlighted areas for development, not least the rear Trophy (twin cylinder, often
suspension. Initially, Veloce argued that the firm’s easier to live with) specification and a price part-way between the
unconventional form of adjustable rear suspension outright off-roader and the MSS roadbike. The
SPeciALiST inFO
was a benefit off-road, but eventually a special ISDT Grove Classics Endurance was fitted with a 21in front wheel and
bike was built for 1958 with a revised rear end. an 18in rear, a Monobloc carb with a slightly
The Comp Shop had struggled to prevent the OwnerS’ cLuB smaller bore than the TT, a full lighting kit, fishtail
swinging arms twisting out of alignment (and had Velocette OC: silencer and cow-horn handlebars. It used the
velocetteowners.com
pinned them in place), and the impact of hard roadster’s 18-tooth engine sprocket and 46-tooth
landings played havoc with the upper shock rear wheel sprocket (instead of the Scrambler’s
absorber mounting. So this lighter frame had its 16/60 arrangement), and weighed at least 40lb
specially designed suspension units fully secured more than the 335lb off-roader.
at the top, and the production Scramblers soon Production of the Scrambler continued into the
followed suit, with fixed shocks and a fully 1960s, but its record in trials and point-to-point
triangulated rear frame section from 1959. Even competitions was uninspiring. By contrast, the
so, the Scrambler frame still kept its sidecar lugs. Venom secured several prestigious speed records
Alongside the Scrambler, Veloce also built an and the Thruxton won the production TT. So,
Endurance model specifically for the USA, with a although the Scrambler was listed until 1969,
♠
CLASSIC BIKE GUIDE || June 2015 29

RIDINGLIFE || VELOCETTE SPECIAL
Above: The Cagiva front end sales gradually faded away. However, the dream of autojumbles and some from the Velocette Owners’
certainly makes the Velo stand a high-performance scrambles-style Velo lived on… Club spares scheme.
out (and indeed stand up) when
…and was made metal around 15 years ago by The petrol tank and oil tank came from a BSA;
in the company of its fellows.
The suspension mods included Ken, who created this one-of-a-kind street the forks are Cagiva, and the magnesium hubs
the use of a chain tensioner, scrambler. “I wanted a 1958 Velocette Scrambler were sourced from Sachs and KTM machines. Ken
unusual on a Velo, and the with a triangulated subframe,” says Ken, “but I built the wheels with alloy rims; 21in at the front
machine weighs some 25% couldn’t find one. I was also inspired by the Italian and 18in at the rear – an arrangement that the
less than a standard machine
Borile B500CR, and wanted to improve the Velo’s Hall Green Comp Shop experimented with back in
performance without compromising the engine. the late 50s.
This meant reducing the weight of the bike as Unlike the original Scrambler, however, Ken’s
much as possible, while keeping an eye on the bike is obviously built for the road. A straight-
build quality, braking, handling and torque.” through pipe wouldn’t be acceptable these days,
Over the course of the two-year build, Ken had a and his bike even has provision for a pillion
very clear idea of where he was heading. “I wanted passenger. In fact, the pillion footrest mounting
my completed bike to give the overall impression brackets are one of Ken’s favourite details on the
of a unified design rather than an assemblage of whole bike.
disparate parts.” The dualseat is also a thing of wonder. It’s a
So he started out with that vision and a standard home-made aluminium seat-base which was
1959 Venom engine and frame. The rear end was “covered in leather and shaped by my friend, David.
re-worked, based on that 1958 ISDT bike, with a He’s one of the foremost coachbuilders in the
subframe fabricated from high-tensile steel tubing country, more used to reupholstering Rolls Royces!”
with brazed joints. Then came an extensive search The bespoke exhaust system was another
for new and used components, some from component where Ken’s design was brought into
being by a friend, Andy. “It was designed to be as
tight fitting as possible and to follow the lines of
the bike.”
If this all sounds suspiciously easy, then you
won’t be surprised to learn that some areas were
much more problematic. “The biggest challenge
was using the standard Velo swinging arm,”
explains Ken. “I needed 10 inches ground
clearance. The answer was to use a chain tensioner,
which took a lot of trial and error. If I built a similar
bike again, I would use different swinging arms;
longer and of a different design.”
In the end, all the effort was surely worth it.
“The finished bike weighs 25% less than the
standard Venom,” says Ken, “and the performance
is as good as I had hoped for.” And in keeping with
BUILT: 1954-69 ENGINE: Air-cooled ohv single BORE / STROKE: 86 x 86mm CAPACITY: 499cc
Ken’s original aim, his Venom Street-Scrambler is
COMPRESSION: 8.75:1 POWER: 40bhp at 6200rpm CARBURETTOR: Amal TT9 IGNITION:
BT-H TT magneto GEARBOX: 4-speed foot change FRONT SUSPENSION: Tele forks, two-way
beautifully proportioned and finished to an
damping REAR SUSPENSION: Swinging arm, twin shocks FRONT TYRE: 3.00 x 21 REAR TYRE: extremely high standard. If you saw it in the street,
4.00 x 19 BRAKES: 7in drums WHEELBASE: 54in GROUND CLEARANCE: 6.5in SEAT you could be forgiven for thinking that Veloce had
HEIGHT: 33in WEIGHT: 335lb started building motorcycles again. CBG
30 June 2015 || CLASSIC BIKE GUIDE

RIDINGLIFE || NORTON 18
Vintage virtues
The price of pre-war British bikes puts them beyond most budgets. The first bikes
built after the Second World War offer an affordable alternative
Photos by Brian H
opposite, clockwise: Classic “It just oozes character,” grins owner Brian. Maudes Trophy of 1923.
Norton simplicity and ease of “I’ve owned other girder-fork machines over the That ohv single spawned a series of sporting
access to all service points.
years but never a Norton of any kind in 50 years of successors during the 1920s and 30s. Then, when
The gear change will terrify
anyone unfamiliar with it… motorcycling. Although it looks like a pre-war bike, the ohc Manx racers and their International
this was actually an interim model produced roadbike counterparts arrived, the Model 18
Girder forks can appear mainly in 1946 using parts from the 1939 Model became a practical touring machine which shared
complicated, but they’re not, 18, just to get production going after the war. the upmarket livery as competition machines.
with a pair of pivoting links on
each side connecting the girder
From 1947 onwards this model had telescopic The 18 was joined by the higher-spec ES2 in
legs to the yokes, with one forks, a different gearbox and many minor different 1928, and throughout the 1930s the 18 inherited
main and two secondary parts, including the handlebar controls. I like the engine and frame developments a year after its
springs providing the classic, pre-war style of the Model 18 and the upmarket counterpart. The big news for 1937, for
suspension
silver and black finish – so I just took a fancy to it example, was ‘a new system of valve enclosure’…
and bought it a couple of years ago in pretty much Plans to overhaul the singles in 1940 were
the same condition it’s in now.” postponed when war broke out. The Model 18 was
Norton’s big singles can be traced all the way one of the firm’s first bikes to surface on the
back to the 1920s, when the firm’s first ohv 490cc post-war scene. In 1946 it was reintroduced with a
model was designed under the watchful eye of full cradle but still rigid frame, as seen here,
James Lansdowne Norton himself. The new motor keeping its girder forks and with the motor much
used the 79mm by 100mm layout of the Norton as it had been at the end of the 1930s.
sidevalve engine to create a world-beating The ES2 returned in 1947 with ‘modern’ plunger
Brooklands record breaker, which also took to the suspension, and both 500 singles were given long
TT track and scooped the honours in the very first Roadholder telescopic forks that year. The change

to tele forks wasn’t universally appreciated at the
BU
time; compared to girders they were felt to limit
Y
the amount of steering lock and restrict Price guide
IT
manoeuvrability, with snubbers needed to stop the £3750 low to £8000 high
NO
fork shrouds clipping the petrol tank on tight turns.
W
FAuLTS & FOiBLeS
Although most of his motorcycles are later bikes Standard/unrestored examples
with more advanced suspension, owner Brian extremely rare. Common mods
hasn’t found it especially hard to adjust to the include electronic voltage
girder forks up front. “Rigid/girder bikes are good regulator, Concentric carb.
Careful assembly and modern
fun,” he says. “As long as you let them move about sealants can produce a
a bit on corners and watch out for deep potholes leak-free primary chaincase.
they will get you home safely. However, the girders Worn fork links can produce A 1946 edition, with a difference. This one-off
can be expensive to put right if worn, and worn evil steering Model 18 not only has the tele fork front end, but
forks really affect the handling.” it’s also been modified at the back with a
ALSO cOnSider
Brian deliberately opted to buy an incarnation of Velocette MSS (similar style McCandless-style swinging arm conversion. An
the Model 18, which harks back to the vintage era and prices); AJS 18 or interesting alternative to girder forks and a rigid
– if that’s a bit extreme for your tastes then the Matchless G80 (less cachet for rear end. Yours for £6750 from
later versions may prove easier to live with. 30% less cash); Ariel Red PembrokeshireClassics.com
Hunter (less well-known, just as
Bert Hopwood modernised the Norton handsome); Norton Model 19
single-cylinder engines for 1948, paying particular (even longer stroke, mostly sophisticated 1950s, and eventually replaced it
attention to the top end, and introducing numerous used for sidecars, available in with their new laid-down gearbox after making-do
detail changes to give the 18 and ES2 more torque Sprung or Rigid spec) with various short-term solutions.
and less chatter. Brian reckons this is something to check if
SPeciALiST inFO
The valvegear, piston skirt, flywheels, pushrods, Pushrod Performance: you’re looking at a 1946 example like his.
magneto sprocket and top-end lubrication were pushrod-performance.co.uk “The gearbox mountings top and bottom can
revised, and a new one-piece rockerbox fitted. This George Cohen: norton.uk.com fracture if they have been allowed to run loose.
gave around 21bhp at 5000rpm which equated to 1947-onwards bikes have a different box.”
OwnerS’ cLuB
a top road speed of just under 80mph but – nortonownersclub.org
Other areas worth investigating include the
probably more important to the man in the street – frame. “If there are any signs that a sidecar has
the engine noise, particularly from the top end, ever been fitted, check the frame very carefully for
was minimised. alignment. Then things like handlebar controls are
Nortons also understood that their pre-war pre-war and very hard to source.
gearbox, an evolution of an earlier three-speed, “The best advice is to buy the best example you
hand-change device, wasn’t suitable for the can and make sure you know the correct
♠

ridinGLIFE || NORTON 18
Above, clockwise: specification of the bike. If you pay reasonable that, but just sort them out mechanically for safety
Outstanding in its field, as money for one of these and later parts have been reasons. It’s also well worth joining the Norton
Norton singles often are. Owner
fitted you will struggle to find the correct parts Owners Club. Lots of advice on their website and
Brian looked suitably happy,
too because so few were manufactured. they run a spares scheme.”
“Basketcases are not for the faint hearted – it’s So did Brian need to do much work to the Model
Proper nuts’n’bolts motorcycle, always better to have let someone else spend the 18? “Just servicing, so far. I bought it from Chris
light and decently quick. It money before you buy the end result. My ideal is Spaett at Venture Classics who I have always found
even has a tyre pump fitted
an original machine (not a bike rebuilt to standard, a pleasure to deal with, and it was a well-sorted
Not a sight familiar to riders of which is quite different), but these are few and far bike. Not concours but tidy and useable, and
more modern machinery, but between now. there’s been no mechanical mishaps to date.”
it’s all simple enough. “I never restore genuinely original bikes like During the decades when British bike riders
Interesting to see the spare
became obsessed with high-performance
throttle cable taped next to the
one in use; a classic precaution sportsbikes, the Model 18 and other old-fashioned
long-stroke singles fell out of favour. They were
relatively heavy and definitely leisurely, “not really
about flashing acceleration and high speed,” as
historian Roy Bacon explained. “The heavy
flywheels, relatively small carburettor and mild cam
timings worked together to produce low down
torque and pulling power. The machines were able
to carry riders in a relaxed manner at a respectable
average speed, they were little troubled by hills and
ran around the bends with no need to slow down.
On the roads of the time they covered the ground at
a faster gait than was apparent and without the
rider having to work hard to achieve this.”
Those virtues are now back in fashion, it seems.
Brian is happy to ride his Model 18 for miles. “It’s
surprisingly comfortable as the forks are in good
condition. Bouncing along on the sprung saddle
and with an unstressed engine at a steady pace,
it’s good for decent distances. By this point in its
life, the 18 was a well-developed bike.
“It doesn’t need any modern modifications or
technical upgrades if you use it as it was originally
EnGinE: Air-cooled ohv single BorE / strokE: 79mm x 100mm CapaCity: 490cc
intended. It’s a classic British big single: handles
ComprEssion: 6.45:1 output: 21bhp at 5000rpm iGnition: Lucas magneto
ElECtriCs: 6v dynamo ClutCh: Dry multi-plate tyrEs: 3.25 x 19 BrakEs: 7in sls drums
well, with decent brakes for its time. Just accept it
suspEnsion: Rigid rear, girder forks WhEElBasE: 54.5in Ground ClEaranCE: 5.5in for what it is and don’t try to ride it like a sports
sEat hEiGht: 29in dry WEiGht: 375lb bike!” CBG

RIDINGLIFE || MOTO GUZZI LE MANS
Guzzi’s CX twin
Five years before the 1000cc Le Mans was introduced worldwide, America’s
craving for cubes created a pioneering cross-breed
Words and photos by NolaN Woodbury
Above: ‘Just another Le Commissioned by the Berliner Group, the USA- uproar was still a few years in the future; De
Mans’ you might say. You might only Moto Guzzi CX100 was built to satisfy Tomaso’s influence would continue, chiselling
also be less than accurate…
demand for a litre-size Le Mans in place of the angles and squaring corners as production moved
opposite: All the familiar 850cc sold elsewhere. This was accomplished by through a series that lasted until 1993.
Moto Guzzi features are present substituting the larger engine from the Convert The 850 Mk.2 and CX100 share an identical
and correct, from the beefy 1000 into the restyled Le Mans Mk.2 and giving it chassis specification, and use a mass-produced
engine poking its pots out a new name. version of the first CroMo V7S frame. Mild steel
through the fairing, to the
shaft-drive round back, angular
The engine needed to meet new emission limits tubes form a cradle that supports the engine front
glassware and bewildering for 1978, so its mild tune, airbox with crankcase and rear via full-width mounting bolts, one at the
switchgear breather and restricted exhaust ensured leading front edge of the engine, another running
certification for all 50 America states. through a boss cast on the bottom of the
Released in 1979, the CX100 arrived as De transmission.
Tomaso reacted to poor sales of the Benelli inline An additional cross-brace connects at the top of
fours and sixes. With solid sales behind them, the transmission and serves as the battery mount.
Berliner’s import empire had the clout to request To facilitate major servicing, the detachable lower
special models, but it was De Tomaso who dictated rails allow the forks, front wheel and upper frame
the form. to be rolled away, wheelbarrow style, leaving the
Now considered a period style applied by most engine and transmission resting on the main stand.
manufacturers of the era, the CX100’s angular Wrapped tightly to reduce size and offer a
lines moved Guzzi’s concept away from the V7 stronger, more sporting platform than the touring
Sport’s curve and closer to the Modena wedge V7 frame, two horizontal tubes cut between the
depicted on De Tomaso’s Ford Pantera. The purist engine splay, shadowed by a large, single tube

joining the steering stem to a cross-brace under success, but emission laws there were even
the fuel tank. tougher.”
A distinctive identifier, those side-facing V Price guide A common symbol for pre-production prototypes,
sections point to the swinging arm pivot, the right- £3500 low to £7500 high it’s plausible the ‘X’ identifies the CX100 as a
(for UK equivalent models)
side tube holding driveshaft components. Like all made-for-California special. Perhaps it was a stab
Tonti heavyweights of the time, the rakish Moto FAuLTS & FOiBLeS at Honda’s Guzzi-shaped CX500, released a year
Guzzi-made fork is fixed at a 28º angle. Nasty switchgear and fragile earlier? Moto Guzzi chief tuner, Bruno Scola,
Carried over from the original Le Mans 850, two- electrical systems; linked revealed that the big valve, high-output 949cc twin
piston Brembo calipers attach to each slider, now brakes don’t suit all riding was completed by 1980, but that engine wasn’t
styles (and need to be in good
located in a trailing axle position. Twin, two-piece mechanical condition for best
seen until the world market Le Mans 1000 arrived
300mm drilled cast-iron discs fit to the front effect); variable finish on cycle in 1985.
wheel, with a matching caliper acting on a single parts gets tatty with age For 1979, the CX100’s 88mm bores used a
242mm rear. Making its first appearance on the pressed-in steel liner wrapped around 9.2:1
1000cc Convert automatic, all triple-disc Lino ALSO cOnSider pistons, 30mm Dell’Orto VHB carburetors, the SP’s
Genuine Coburn and Hughes Le
Tonti designed twins used the firm’s patented Mans Mk.2, stunning in black distributor/ignition curve and its two-into-two
linked braking system. and gold, fetch top dollar. exhaust, now in flat black. Another 70-odd
Awarded and acclaimed for more effective panic Automatic Converts are more machines were assembled for 1981 and were
stops, the foot pedal activates the rear and left affordable, as are slightly later uprated with Guzzi’s patented Nigusil bores, round-
SP1000s (plenty of recent
front via a diverting manifold, the hand lever imports from Italy)
slide PHF30s and circuit boards instead of
squeezes the right front independently. Controls point-to-point wiring behind the four-pot dash.
and placement are identical to the first series 850, SPeciALiST inFO Fitted with clip-ons offering only modest
as are the Guzzi-made 18in alloy wheels. Both the Stein-Dinse adjustment, the dash conveniently hides a set of
(www.stein-dinse.biz)
CX100 and Le Mans Mk.2 weighed 520lb wet; up ‘universal’ trees cast with unused handlebar
gutsibits.co.uk, Motori Di
some 17lb from the original Le Mans. Marino bosses. Fork spacing increased from 180 to
Only 300 CX100s were delivered in 1979, 195mm, the distance made up by deeper disc
sharing engine, transmissions and final drive OwnerS’ cLuB carriers. Price in 1979 was $5000.
specification with both the SP1000 and the five- Moto Guzzi Club GB: The CX100 cockpit is a cosy place from which to
motoguzziclub.co.uk
speed G5 tourer. As part of the 949cc ‘family’ the conduct business. Leaning forward to reach the
CX100 received the same mechanical updates grips tucks the body out of the blast, placing it
determined by date and serial number. What then, behind a system of wind tunnel tested aerofoils
to make of the CX100 designation? “I don’t know,” that attach at the fork and front downtubes.
answered Berliner’s former PR agent Seth Dorfler. Stability and road holding at speed earned high
“Availability in California was critical for sales marks, and despite its modest output the CX100
♠

RIDINGLIFE || MOTO GUZZI LE MANS
Above: ‘Never an everyday encouraged high-speed manoeuvres not compared with the 949’s 41/36mm) increased
motorcycle nor one for the comfortably attempted on other motorcycles. This compression (10.2:1) and heartier PHF36
masses, the CX100 caters to
at-speed composure and the CX100’s rugged carburettors. Most CX100 owners didn’t wait long
the individualist looking for
flash and performance in a simplicity was noted by editors at Cycle in 1980, to even things out, boosting performance with
fuss-free package. It’s one of a but their comments regarding its appearance straight intake manifolds, properly sized Dell’Orto
special few…’ Indeed it is contrast with popular criticism: “We stood in awe, pumpers and open aftermarket exhausts.
entranced by the Italian V-twin’s incredibly deft Replacing the timing cogs with heat-treated alloy
and well-integrated styling. What the Le Mans does gears eliminates the last link of chain from the
to most other European marques in terms of looks entire machine, just as God and Lino Tonti
is embarrassing, and what it does to bikes from the intended. So equipped, the small-valve 949cc
Orient is positively humiliating.” gained a considerable advantage over its smaller,
Its touring tune meant that the CX100 was a edgier 850cc brother. So popular and effective
half-second slower in the quarter mile against an were these modifications, that a ‘standard’ CX100
earlier sporting 850. Some benefits in terms of low isn’t only rare, it’s devalued.
rpm torque are offered by the displacement Many Mk.2s and CX100s have been modified
increase, but riders accustomed to the 850’s into Series One clones, made into café specials, or
spooled-up punch might find the CX’s lazy stripped down for racing. Dealers sold out of stock,
attitude, especially at high altitudes, a despite reports to the contrary. Most were finished
disappointment. in traditional red with flat black accents, but a few
Both engines use the same camshaft, may have been delivered in white with black trim.
demonstrating the power gains offered by the Our feature bike’s non-standard finish hides a
850’s larger valves (44/37mm intake and exhaust little-used example which retains the majority of
its factory specification.
The Guzzi’s electrics and cheaply painted flat-
black parts win no favours in damp climates, and
signal the importance of owner involvement and
care. When properly sorted on the mechanical end,
the CX100 is more than capable of the extended
vintage tour or one taken at a thoroughly modern
pace.
With more than a decade of experience in the
saddle of a high mileage example from 1981, this
writer can attest to the CX100’s toughness, durability
and enduring charm when the path turns twisty.
Original examples are hard to find – almost
invisible in the UK – but still reasonably priced in
the USA. Moto Guzzi’s decision to work from a
standard platform means the spare-parts overlap
BUILT: 1979 ENGINE: Air-cooled, four-valve per cylinder, ohv, transverse V-twin
spreads over a range not measured in years, but
CAPACITY: 949cc BORE / STROKE: 88 by 78mm COMPRESSION: 9.2:1 CARBS: 2 x 30mm
Dell’Orto PHF TRANSMISSION: five-speed FINAL DRIVE: Shaft FRONT SUSPENSION: Tele forks
decades.
REAR SUSPENSION: Swinging arm, twin shocks FRONT BRAKE: 2 x 300mm discs Never an everyday motorcycle or one for the
REAR BRAKE: Single 242mm disc FRONT TYRE: 110/90-H18 REAR TYRE: 110/90-H18 masses, the CX100 caters to the individualist
WHEELBASE: 1486mm SEAT HEIGHT: 30.3in DRY WEIGHT: 220kg looking for flash and performance in a fuss-free
ACCELERATION: 13.5s standing quarter mile TOP SPEED: 135mph package. It’s one of a special few. CBG

RIDINGLIFE || MATCHLESS G12CSR
Rip-roaring roadster
STAFFORD
Some Matchless motorcycles are placid plodders and worthy workhorses.
This ain’t one of them
Photos by Joe Dick
IT’S wITh obvIouS enthusiasm that Ian explains: get-up-and-go of any motorcycle on the market!”
Above: Despite their slightly
uninspiring reputation, sporting
“It’s as exciting as my ZZR1100 in its own way!” Back home, the sales speak made similar
Matchless twins are decently He’s talking about this Matchless 650 and the observations but in an entirely English, understated
rapid. And red, which makes “visceral, raw edge to its performance” and its way. The G12 was “a model that has established an
them faster “rapid throttle response”. unassailable reputation among enthusiasts capable
You might think that’s a typical owner’s of using its unsurpassed performance”. Quite right.
opposite, clockwise from
left: Siamesed exhaust makes impression – after all, if someone who bought and None of that excitement here, please. However, the
access to everything easy, not fettled a bike doesn’t like it, then who will? But CSR was genuinely quick. In 1961 it was “still the
that you’d need it. Ian’s not alone in his admiration for the G12CSR. only fully equipped motorcycle to have covered over
One journo who tested the 650 twin when it was 100 miles in one hour”. That remarkable record was
Matchless twin engine is beefy
and surprisingly vigorous.
new in 1960 reported that “just when many achieved at MIRA, when a Motor Cycling journalist
mounts are beginning to tail off in top gear, the was timed at 108mph.
The brakes do not match the power of the CSR continues progressively. At Shortly afterwards he ran into a 10in high
engine’s enthusiasm, sadly, 75mph things are quiet: 5mph later the Matchless runway light (left behind by Bomber Command),
and the vibes can make
is scorching off to the horizon”. while riding one-handed and looking back over his
speedo-gazing a humorous
pastime Known in the USA as the Apache, the CSR was shoulder. The journo acknowledged that it was only
pushed as a “high-performance, high-speed twin thanks to the ‘steering qualities of this Matchless’
that is truly a short-fuse bomb: ready to explode that he remained upright, on the bike and vaguely
into breathtaking performance at the twist of the heading in the right direction…
throttle”. The CSR was built as both an AJS (in blue, the
The brochure boasted of special cams, new Model 31), and a Matchless in red as seen here.
competition heads, high-compression pistons and The 650 was a development of AMC’s 600 twins
big valves which “give this machine the best which arrived in 1955.

They were boosted to 650 in 1958 by increasing
BU
the stroke to 79mm, giving 646cc, and then Price guide
Y
IT
prepped for serious sports and competition with £3500 to £5000
NO
the firm’s scrambles frame, 8.5:1 compression
FAuLTS & FOiBLeS
W
pistons, snazzy Siamese exhaust system, and items Beware bad oil leaks around
like the steering damper as standard. This made the dynamo, and if the bike is
the CSRs ‘among the finest machines in their fitted (as here) with an
class’ according to historian Roy Bacon who owned anti-sumping valve listen hard
to the engine before buying.
one for a while. Head gaskets can blow easily if
The first CSR 650s became known for bottom- fitted by fools, and no one ever
end fragility, blown cylinder gaskets and vibration, remembers to oil (not grease)
but only when pushed to the machines’ absolute the swinging arm pivot
limit. Otherwise the CSR was no worse than most While you’re looking for an AMC 650, don’t forget to
ALSO cOnSider
of its contemporaries, as Roy Bacon recalled: BSA A10 (more common, check out the blue bikes filed under ‘A’ as well as the
“I rode an early CSR for many thousands of miles similar cash); Royal Enfield red bikes in the ‘M’ section. Here’s one now, a 1960
and found it a delightful high-performance road Super Meteor (unusual, and AJS Model 31 in street-scrambler trim with high
bike with excellent acceleration, adequate braking less fragile than the Connie); level exhaust, alloy wheel rims and competition fuel
Norton 650 SS (fast and harsh
and good reliability. The vibration was harsh, but and 20% more expensive)
tank. £4250 at Chris Hall Motorcycles
no more so than with other high-performance twins
of the period.” SPeciALiST inFO admired, along with the ‘one-plus’ saddle which
In any case, AMC addressed these issues with AMC Classic Spares would just about accommodate a pillion but was
Andrew Engineering
their new nodular iron crankshaft in 1960, which essentially intended for a single person. That seat
Russell Motors
arrived alongside the full cradle frame with duplex was too high for the test rider, however.
downtubes, as seen here. The result was a rapid OwnerS’ cLuB Braking was acceptable, although the front brake
bike which could certainly hustle. “It really AJS & Matchless: was considered to be getting fairly close to the limit
excelled when being thrown from side to side jampot.com of its performance… and it was “not entirely proof
through fast bends,” said the man from Motor against water”. Too much oil in the chaincase
Cycling, praising its “superb handling on the rough resulted in a slipping clutch, but “the gear change
stuff or motorway”. (He probably should’ve action was beyond criticism. This box – Matchless’
mentioned runways, too). The CSR was noted for own – is undoubtedly one of the best on the road”.
its good ground clearance, thanks to a centrestand The CSR also pushed the boundaries of civilised
which tucks neatly away: “Nobody would ever society in 1960, with its exhaust note which was…
ground a CSR stand”. “noisy. To the enthusiast it had a distinctly thrilling
The alloy mudguards and shiny tank were quality – use of the throttle in a built-up area had
♠

RIDINGLIFE || MATCHLESS G12CSR
Above: Handsome red rocket; to be adjusted accordingly”. The bike’s suspension Ian swapped to a Concentric carb from the
an excellent alternative to a was on the firm side: “the ride remained original Monobloc, which improved the running,
Bonnie or a Road Rocket
completely steady and there was absolute freedom but the CSR still suffered an intermittent misfire,
from prancing”. Little surprise that the G12 CSR which could leave it stalled by the roadside and
was chosen by the TT marshals on the IoM. took ages to identify.
Around three decades ago, maybe 25 years after it “You expect something over 50 years old to be a
was manufactured, the CSR seen here was bit temperamental,” says Ian, “and it was. At that
refurbished by a previous owner using the point every trip was something of an adventure.
components and spares which were available back You never knew quite what would happen.”
then – probably far less choice than you’ll find today. The problem turned out to be the slip ring on the
It was ridden to a couple of shows over the magneto, which let the mag go onto full retard; easily
following 18 months, and then left in a shed until fixed but hard to find. Apart from that glitch, the CSR
2012. That’s when Ian brought the 650 back to has been superb. “650s have a reputation for weak
life. “After almost 30 years in storage, it just took cranks, but this one hasn’t given us any problems.”
new oil, fresh petrol and clean to points to fire up. Once the G12 was fully functional, admiring
It was usable immediately, but went through a few eyes turned in its direction and it soon found a
teething troubles.” new home with Ian’s son Darren. “He used to be a
Triumph man, but now won’t part with the
Matchless,” grins Ian. Together, Darren and the
Matchless have covered more than 500 miles.
As you can probably tell from the photos, this is a
proper roadgoing motorcycle, complete with the
rough edges (and gaffer tape!) you’d expect to find
on an old British bike in regular use. But it’s a little
bit different to the usual Triumph or Norton twin.
“I do like my AMC bikes,” confirms Ian.
“Teledraulics are much more distinctive than
Roadholders and I prefer the ride. It’s worth
getting a bike with the later Girling shocks than
the previous jampot type – even though that’s the
name of the club’s magazine! Big Matchless twins
are not too common, so it gets quite a bit of
attention. It’s something more special than the
MANUFACTURED: 1958 to 1966 ENGINE: Air-cooled ohv parallel twin BORE / STROKE: 72 x
average BSA or Triumph.”
79mm CAPACITY: 646cc COMPRESSION: 8.5:1 CARBURETTION: Amal Monobloc IGNITION:
Indeed, that road-tester back in 1960 would
Lucas K2F magneto CLUTCH: Wet, multi-plate FRAME: Duplex, brazed lugs FRONT
SUSPENSION: Teledraulic forks REAR SUSPENSION: Swinging arm, twin three-position Girling
agree. He reckoned the CSR was ‘a connoisseur’s
shocks BRAKES: 7 inch drum, full-width hubs FRONT TYRE: 3.25 x 19 REAR TYRE: 3.50 x 19 mount which will appeal most strongly to the
WHEELBASE: 55in WEIGHT: 430lb fuelled FUEL CONSUMPTION: 50mpg BRAKING: 30ft enthusiast seeking a motorcycle of decidedly
from 30mph TOP SPEED: 108mph PRICE NEW: £280 in 1961 individual personality.’ CBG

LETTERS
WRITE NOW!
We always want to hear your views about the
bikes you ride and the bike tales you read.
Mail us at: editor@classicbikeguide.com
RIDINGLIFE
Tech terms & triples

Having looked at the prices at the
Stafford Show, including at the Bonhams
auction, the T150 must be the most
undervalued classic bike out there. Maybe
I CERTAINLY DON’T wish for valuable my ownership, which apart from carburettor it has a reputation for complexity, but my
magazine space to be wasted on lists of issues has been reasonably good. In fact so experience is that a sorted T150 is a
technical expressions such as ‘dohc’. good that I’ve also acquired another T150, reliable hoot of a bike with excellent
Discretion stops me from expanding a heavily modified example. I’ve ridden backup from the TR3OC and specialist
further on readers who request such trivia. more than 3000 miles on this great suppliers such as LP Williams.
Over the last few years I’ve made the machine, including lots of 300-mile trips, I have now completely lost the plot and
transition from modern bikes to classics. and the bike has been faultless. just bought a 1974 Suzuki GT550 two-
Firstly by reading magazines and then by I own a modern machine, a Tiger 800 stroke triple. This is partly for nostalgia as
acquiring machines. My weapons of choice mainly used for European trips, but now I I rode a GT380 when I was 21, but also
have been Hinckley triples, of which I’ve enjoy clunkering more than the modern because this is another underrated and
had eight and ridden well over 200,000 stuff. It’s just more involving both from an under-valued bike, compared with, say,
miles on them, so a satisfied customer. ownership and riding perspective. The Kawasaki triples of the same era. I’m
The latest models are sanitised and almost Trident is shockingly heavy with feeble looking forward to my inaugural ride with a
Japanese-like in feel; this is neither a brakes compared with modern bikes, and I giant silly grin.
criticism or a compliment, and is likely think the effort in riding it is what makes My spannering skills are also improving
thanks to EU bureaucrats’ compliance. it so rewarding. Along with the smells, as a by-product of clunker ownership.
I hankered after a classic for a long time, noise and vibration. So I’m a convert. Plus Simple servicing such as valve clearances
but as I have very limited mechanical skills using a kick-start proves your manhood is easy enough and believe me that’s
I dithered. Having attended many every ride, especially when the bike fires quite an improvement for me!
Beezumphs, including five track days on a up first kick. Maybe not so much after 20 And Frank’s return to the helm at CBG
Speed Triple, I took the plunge in 2010 kicks, but again learning the skill is part is very welcome.
and bought a T150V Trident. I’ve enjoyed of this magical ownership experience. John Rimmer
Apposite advice
THANK YOU, FRANK
W, for the advice in
Famous Last Words on
decision-making. I find it
very helpful, indeed, as I
ponder the excellent
content of the latest
issue of CBG and try to
decide which feature was
the best.
I had a similar
problem with the
decision several issues
TT memories
back and the attached
image shows how I
worked out the answer.
It works every time,
More triples
THE SECOND ISSUE of CBG after my return to the
I ENJOYED READING the article about the Velo
Thruxton production racer last month. Here is a
bad picture of it in the 1976 Production TT. It
retired on about the third lap but was going well.
which is fortunate, since fold is another cracker, the Triumph Cardinal Look at all that air!
CBG delivers so much special being one particularly enjoyable article. The riders were Fred Walton and Danny Shimmin,
excellent classic content Back in the 1970s when I was a teenage schoolboy, both Manxmen, not sure who started. It was a 10-lap
in each issue. a motorcycle shop opened in my village of Binfield. race. Helmut Dahne and ? won the unlimited class
Thanks for a terrific The Eurobike Centre sold Triumph, Norton, Benelli on a BMW. I can’t remember who won the 500 class
magazine and classic and Moto Morini. I got a job there just shy of my 13th in the end.
bike resource! birthday, initially cleaning bikes and also learning the Eric Sullivan
Gary Ilminen, USA spares trade. My dad and older brother rode
motorcycles, and working at the shop really cemented Records show that Bill Simpson and Chas Mortimer
my lifelong love of motorcycles/motorcycling. were first on a 250 Yam. Frank Rutter and Mick
We had a few Cardinals in the shop. A couple we Poxon were the first finishers on a 500 Honda.
sold as they were, but a couple we had painted in Helmut Dahne’s partner was Hans-Otto Butenuth.
the popular cherokee red and changed the Jeff Jones and Peter Lovell made it to the end of the
collector box and pistons to get back their oomph. race on their Triumph, but the few other Britbike
Halcyon days! entries (one BSA and a couple of other Triumphs)
Tim Claridge retired along with the Velo.
E D I T O R @ C L A S S I C B I K E G U I D E . C O M || C O M M E N T AT FA C E B O O K . C O M / C L A S S I C B I K E G U I D E
EDITOR@CLASSICBIKEGUIDE.COM
FA C E B O O K . C O M / C L A S S I C B I K E G U I D E
READERS’ RIDES
FIND US ON seat, and an Odyssey
FACEBOOK and you’ll battery which James says
see plenty of Classic of “helps with starting. It’s a
the Day photos – nice bike with plenty of
including snaps of readers’ low-down grunt”.
bikes which we’re It’s obviously been a
delighted to share for all great month for boxers.
to admire. This month, Here’s Gianfranco
thanks to James Adams Zambelli’s R80 Street
for sharing the pic of his Scrambler looking brutal
airhead boxer. It was in black. Nice touches
TSX appeal many bikes survive, and where in the

world they are. That’s about it – no
club, no subs, but a listing of the
originally an R80ST but
he’s given it a boost with a
1000cc kit. The Beemer is
with the understated
white-pinstripes, subtle
weight-saving, and a
ARGUABLY MERIDEN’S PRETTIEST bikes, photos, their modifications, and also fitted with a long- stylish bag to suit the
cruiser, the TSX was made in very small any stories about them. All this on a range police fuel tank, GS luggage rack…
numbers (371 worldwide) just before the webpage for would-be owners and
factory’s demise. such, to consult.
As a TSX owner, I’d like to hear from Interested? Send an email to
you if you also own one. The idea is to TSXTriumph@gmail.com
have a register of owners, to see how Morgan Rue
Touchy terminology classic magazine. The word ‘swingarm’

is an ugly bastardisation that belongs in
LAST MONTH, Frank W touched on the likes of Motor Cycle News or other
terminology. The worst thing I see in such comics, not in a quality magazine.
any classic magazine is the use of Adrian Scrivens
the word ‘swingarm’.
Back in the day our bikes were We are as one… although I have seen Post pics of your classic
described by manufacturers and far worse than ‘swingarm’. And I worked at www.facebook.com/
journalists alike as having ‘swinging for years with an author who refused to ClassicBikeGuide and
arm’ suspension and this in my view, is use ‘swinging arm’, because it is usually we’ll share the best online
the word that should be used in a and in fact a ‘swinging fork’. Frank W and in these pages.
That man Mark (again)

JUST WHEN I nothing is going to wrong... but I defend his with. Instead I went for a have believed I would end
THOUGHT it was safe to change any time soon. I right to be so. bike I had always wanted, up with three Italian V-
subscribe to this couldn’t be happier! Far I have tried having the a Morini 3½ Sport. My twins, or indeed welcome
thoroughly brilliant rather some challenging Japanese bikes of my 1978 model feels light the arrival of Mr Williams.
magazine, up pops the views than we all sit youth. RDs, S3s, etc, years ahead of similarly- It’s a funny old world.
awkward squad in the round in our sheds and and… oh dear. They’re aged Japanese fare, and is Excellent magazine.
guise of Mr Mark kitchens, reading the crap (discuss). It’s like prettier too (discuss)! I Oh – Mark: The Vapors
Williams. I have been latest copy and all meeting your first love, 35 also have an Aprilia had a hit with News At
quietly disagreeing with nodding our heads in years later when she’s Tuono and a Guzzi V7 Ten, not Turning
him (in print) for nearly agreement. Mark is, of showing the mileage and special I have café Japanese.
40 years, and it appears course, completely is twice as hard to live racered. I would never Pat Brynaman

OW N ER S
CLUB 01949 838752
IF YOU LIKE BSA BANTAMS

then you’re going to love us...
Events Quarterly Magazine
Flying the Flag for
the Bantam Club
Technical Info Machine Dating
Discount Parts Club Shop
Contact: Bryan Price

Membership Secretary
Join the flock 01529 497304 membership@bsabantamclub.org.uk

|| opinion ||
illustration by martin squires
A chAp turned up at our local motorcycle The dictionary defines original as ‘present
meet the other month on a circa 1923 or existing from the beginning; first or
Norton sidevalve 16H that looked so shiny I earliest’. Authentic is defined as: ‘Not false or
had to put on my welding goggles to avoid copied; genuine or real and having the origin
retinal burn. Every nut, bolt and bracket was supported by unquestionable evidence’. I,
in highly polished stainless steel, the exhaust
pipe and handlebars were equally shiny
GeorGe cohen then suggest that this chap’s machine was
both original and authentic before he messed
chrome plate. The black paint made the it up.
finish on a similarly aged Rolls Royce look
tatty. With my interest in early Nortons to the Original, This particular debate is far from new and
was a topic of discussion at the recent
fore, I decided to have a chat with him. He
told me that he had recently acquired the authentic Or nOt? Stafford Show between myself and friends,
and foes. Prizes are given for Best Bike,
motorcycle from a very old man who had Best Race Bike, Best Club Stand, etc, and
bought the bike in about 1930 off the first A couple of years ago I built a circa invariably the winners are the shiniest.
owner, and it had been in poor condition. 1936 Norton International from Fortunately the judges will acknowledge an
“It’s totally original,” he said, and then authentic machine by presenting a prize to
went on to tell me about the ‘restoration’. “I
parts that I had collected over the the ‘most original’ motorcycle, and it is
made all the stainless parts myself,” he said previous 30 years… prerequisite that it is in first paint and is
with a proud look to his face. “I got the local held together by fasteners that left the
garage to bend up the exhaust pipe and then I had it chrome plated, looks factory many years ago.
beautiful doesn’t it?” On one stand was a circa 1936 Norton CS1, and it was superbly restored;
He was most obviously very pleased with his machine; I was not. It looked the paint and chrome were first class, but Norton never finished its machines
terrible, but I did not tell him that because I knew it would lead to an to such a high standard. The blurb next to this bike explained how all the
argument. To make matters worse (from my point of view) he took from his nuts, bolt and washers were made from stainless, but cleverly ‘satinised’ to
pocket a photograph of the motorcycle before he had messed it up; totally make them look like the original finish of ‘dull’ or ‘satin’ chrome. Undoubtedly
original finish, first paint, nicely dulled nickel; just a very original and a beautiful motorcycle, but it was neither original nor authentic. My friends
authentic machine. and I shared different views, and I guess the reader will also have their
I then asked what he had done with all the original nuts and bolts, opinion on this debate.
fasteners, brackets, exhaust pipe, etc, etc. “Oh I’ve still got ’em, but they’re A couple of years ago I built a circa 1936 Norton International from parts
no good; all rusty and tatty...” I enquired whether he would like to sell them, that I had collected over the previous 30 years. There was a NOS (new old
and we struck up a deal of £40 for the lot. I was thrilled. A couple of weeks stock) frame that I found in Birmingham a long time ago, a NOS petrol tank
later I collected the parts and what an absolute treasure I had found. I have that I found in Florida along with a large box of NOS nuts, bolts, oil pipes and
since used these components on a rebuild of a circa 1916 Norton Big Four, fittings. As a complete machine it is obviously not original, as it was never
and in keeping with my philosophy of preservation vis-a-vis restoration when made in 1936 and of course the all-important frame and engine numbers do
rebuilding an old bike; I am a happy chap. Chrome plate and stainless steel not match, but its external appearance is far more authentic when compared
did not arrive until about 1929. with the shiny motorcycle at the Stafford show.
So we both share an interest in old motorcycles, but from a very different I think it would be interesting to survey the views of CBG readers to
aspect; he likes shiny and new and I like dull and ‘original’. But what is establish where they sit on the original and authentic debate. Perhaps it is
‘original’? just in the eye of the judge? cBG
‘The dictionary defines original as ‘present or existing from the beginning; first or
earliest’. Authentic is defined as: ‘Not false or copied; genuine or real and having the
origin supported by unquestionable evidence’. I, then suggest that this chap’s
machine was both original and authentic before he messed it up’
WHO IS GEORGE COHEN?

Dr George Cohen, MBBS MSc MRCPsych BA Eng, holds surgery in The Somerset Shed, and specializes in Norton singles. He’s also a VMCC
Norton Specialist, Bonhams Motoring Consultant, ‘Doctor of Reason’ and ‘Soldier of Fortune’

|| opinion ||
WHY DO YOU like motorcycles? I mean, online, so it’s painless to own one or all of
given the obvious danger, why ride / obsess Irving’s titles; you’ll never regret it.
over / spend all your money and time on The second book to enter my library
them? Everyone who rides is peppered with established an opposite pole of motorcycling,
such questions, most of which are plain being all about style (and lifestyle), with
ignorant, but the ‘why’ gets my respect, engineering the least of its concerns. My pal
because it means the querent is curious Marilyn found a copy of Danny Lyon’s The
about an experience. Bikeriders for .99¢ at a Goodwill, and
Answering that very good question without unwittingly put another set of wheels in
resorting to cliché proves to be very difficult.
Code words like ‘freedom’ reel between
paul d’orleans motion. Lyon is the genius photographer
who’d documented the American Civil Rights
patriotic and sexual connotations, and struggle in the early 1960s, following the
ultimately send no message at all, failing to SNCC to the South for sit-ins and lunch
sing the nuanced, ecstatic, poetical song that
‘why motorcycles?’ deserves. HIT THE BOOKS counter occupations. One of his famous
1963 photos caught Cliff Vaughs – designer
How do we dig under the surface of the rich of the choppers for Easy Rider – airborne
two-wheels experience, and discuss what we between six gas-masked National
find? Unless we’re poets or gifted Writers teach us how to speak Guardsmen, his lone free leg anchored by
conversationalists (and I’m neither), our Stokely Carmichael. Crazy stuff.
advice column on ‘how to share what we feel Lyon next trained a lens on his Midwestern
about bikes’ is currently sitting on the library riding pals, becoming a member of the ‘1%er’
shelves. Stacked between the marque histories and hagiographic bios of Chicago Outlaws MC, and documenting their rides and lives in photos and
famous racers, few titles grapple directly with the subject, while plenty direct interviews. The Bikeriders is mostly a photo book, but the stories are incredibly
glancing blows. I’m an old-fashioned paper book hoarder, and think you should candid, confirming the 1%ers’ dead-ender status with far more compassion
be too (except for a few ultra-rare titles for which I’d happily de-finger you). than Hunter S Thompson managed with Hells Angels. More, Lyon elevated
My first two motorcycle books were gifts from thoughtful friends, and images of his struggling blue-collar comrades to the realm of fine art. Most of
succinctly encompass the full spectrum of subject matter, and though wildly the photos (especially Crossing the Ohio) are breathtaking icons of motorcycle
different, both are absolute classics. Alan, a mentor / mechanic, was first in photography, and Americana. One only need to look at other ‘chopper books’
the fray, and can lay claim to planting the seed of a future career when he from the period to see how far above the nasty Mr Lyon soared.
palmed off a well-worn paperback of Phil Irving’s Motorcycle Engineering As a joke, when Marilyn gifted me that .99¢ treasure back in 85, she
back in 1984. Irving was a rare beast; a gifted engineer with an impressive dedicated it “To Paul from Crazy-Tits”, in purple crayon. I laugh every time I
moto-industry legacy (Vincent twins, anyone?), who was equally capable of crack it open… who knew scarce copies would fetch near $1000 in the early
penning readable English about highly technical subjects. days of eBay? It’s since been reprinted, and new copies cost about 35 times
Motorcycle Engineering is crammed with the jovial anarchy that is what Marilyn paid. That gift sowed the seeds of my first three books, all
motorcycle history. There are plenty of illustrations of engine types, frame dealing with the Custom thing; The Ride, Café Racers, and The Chopper: the
shapes, fork variations, etc, and Irving parses what was already 70 years of Real Story. Not what I thought I’d be writing about, but given that strong early
motorcycling-as-we-know-it, tackling the subject piecemeal. The long history influence, no surprise.
of powered wheelage has seen as many interesting dead ends as the dinosaurs, To tackle the ‘why motorcycle?’ thing directly, pick up Melissa Pearson’s
and the book demonstrates how anything ‘new’ in motorcycle technology The Perfect Vehicle: What Is It About Motorcycling? Besides that perfect title,
(barring computer chips) has been done before, probably over 100 years ago. Pearson is the first author to devote a book wholly to the experience of riding.
Multiple valves, multiple cylinders, cast beam frames, monocoques, She asks the question in various ways, interviewing experienced riders,
supercharging, multiple camshafts, two-stroke, four-strokes, diesels, radials, famous and obscure, and gets some fantastic answers, which you’re free to
rotaries… it’s all there in a book written half a century ago. Used copies abound poach for your own conversational kit. CBG
‘The long history of powered wheelage has seen as many interesting dead ends as
the dinosaurs. Anything ‘new’ in motorcycle technology (barring computer chips)
has been done before, probably over 100 years ago.’
WHO IS PAUL D’ORLEANS?

Paul d’Orleans is a writer, artist, sartorialist and photographer. He’s best known as ‘The Vintagent’ for his long-running blog and judges
concours such as the Quail and Villa d’Este, consults for Bonhams auctions, shoots digital and ‘Tintype’ photographs, and is curating an
exhibit on cafe racers at the Sturgis Motorcycle Museum.

|| opinion ||
illustration by LOUISE LIMB
Last month’s paean to Brit-inspired else in its class: £1813 at a time when
Japanese twins came off as a bit lightweight Yamaha’s own XJ550 cost £1663 and the
compared with Steve Cooper’s chapter and much faster GPz550 retailed at just £1649.
verse on Yamaha’s XS1/2/650 a few pages They sold like the lemons they were and if
later referencing the machines which formed you’re an even bigger pervert than me and
the limp backbone of my scrawl. However, I can find one for sale now, it’ll almost certainly
was moderately buoyed up that a couple of have a knackered engine and almost
the snaps used to illustrate his wise words certainly go for peanuts.
were of yrs. trly. aboard an XS650 Custom My suspicion is that Yamaha had got wind
filched from WhichBike? of Honda’s rumoured and compact 45°
This time I’m fairly sure there’s little V-twin VT500 in the late 1970s, and then just
chance of pale repetition on my part as my to be different, hastily conceived and then
focus is on the great unloved, although once
again it starts with a Yamaha.
MARK WILLIAMS too hastily developed an overly convoluted,
deeply ugly 70° dohc engine.
In fact it began with the recent disposal of In the fierce heat of commercial
some 70 bikes from the Stondon Motor competition, the Japs have often been prone
Museum by Brightwells auction house in ROSE–TINTED DEBACLES to such logic-defying design engineering, or
nearby Leominster, with Lot 63 being an turkey breeding as I prefer to call it, and here
XS500. Launched a couple of years after its The XS500 twin was originally are a few more examples.
bigger brother in 1971, this high-revving dohc Honda wasn’t innocent of XZ-style
twin was originally aimed at an American
aimed at an American market corporate malfeasance, as evidenced by its
market then still fixated, or at least making do that was still fixated, or at least VT250, another liquid-cooled, dohc engine,
with British pushrod 500s, compared to which still making do, with British though this time with chain final drive.
it lacked mid-range torque and was unduly pushrod 500s… Unconcealed complexity was again the issue
heavy and unduly complex; e.g. eight valves, here, and tall manufacturing costs meant a
lengthy camchain, short service intervals, etc. price tag of £1396 in 1983 was undercut by
However by 1978 when we tested it in WhichBike?, it had become lighter and faster, lighter sports bikes like Suzuki’s RG250, Yamaha’s RD250LC and even
quite refined, although for a few quid more than its £1050 asking price, you Kawasaki’s air-cooled, belt-drive four-stroke, the GPz305.
could get a significantly faster Suzuki GS550, Kawasaki Z650 or even a Honda screwed up again with the VF400F – in some ways the best realised
Triumph Bonneville – which of course is what sensible people did. example of an early 1980s preoccupation with the vee format, but one that
Still, seeing the XS500 is its nice blue livery on Brightwells’ website I began was slower and more expensive than conventional UJMs like the GPz550 and
entertaining the notion of bidding for it, yet another consequence of my even their own CBX550F!
irrational passion for daft and/or unusual bikes, but I was put off the idea – Again, few examples of these Honda vees still exist, and VFR750/800
fortunately I’m sure – when I saw it in the metal. notwithstanding, the company had more or less abandoned the engine format
Like many of the Stondon machines, its brightwork and rubberwear by the decade’s end. The same can be said for the widespread obsession with
betrayed sorry signs of lengthy neglect, and its rear brake calliper had been turbocharging that Honda kicked off with their forced induction of the already
removed, presumably due to being welded shut. In the event it went for complicated CX500 engine in 1982, which even at a whopping £3350 – more
£1400, which is rather more than I felt it was worth, although a good one – expensive than the faster, six-cylinder CBX – cost more to build than it sold for.
if you can find it – might be fetch half as much again. With the arguable exception of Suzuki’s (much cheaper) XN85 Turbo, these
Not so the XZ550, Yamaha’s weird attempt to… do what exactly? The liquid puffer bikes were beset by horrid handling and hideously high prices and
cooled, shaftdrive inline V-twin launched in 1982 – a couple of years before thankfully by 1984 the so-called trend had, ahem, blown itself out.
Honda’s eminently superior VT500 – was far more complex than its so-so I could continue my turkey tales with mentions of, say, Suzuki’s mad RE-5
performance justified. rotary, Kawasaki’s lumpen ZX1300 six-potter or Yamaha’s wildly over-priced
Each pot featured dohcs, activation of which was by the longest camchain forkless tourer, the GTS1000, however, space and possibly your patience are
known to man and which proved unsurprisingly stretchy, and early running out. But in riposte to the mutterings of a certain contributor to last
downdraught carburation and starter clutch problems blighted a reputation month’s Letters page, I am merely and happily acknowledging that not
which wasn’t much ameliorated by a price tag significantly higher than anything everything in the Japanese garden turns out rosy. CBG
‘Seeing the XS500 is its nice blue livery I began entertaining the
notion of bidding for it, yet another consequence of my irrational
passion for daft and/or unusual bikes…’
WHO IS MARK WILLIAMS?

Williams is a serial motorbicycle magazine junkie, having published, launched and edited Bike, Which Bike? and MotorCycle International
amongst others. Which means he’s tested, ridden and even owned more bikes than is probably good for him

BIG SID’S VINCATI
A N A N G L O I TA L I A N M A S T E R C L A S S
‘A fool couldn’t ride a Vincent Black Shadow more than
once, but a fool can ride a Ducati superbike many times...
the Vincent just killed you a lot faster than a Ducati will.’
– Hunter S Thompson.
Words and photos by BoB Clarke

VINceNt–ducatI specIal
T
OPPOSITE he Vincent and Ducati V-twin (although cantilever frame and a proprietary JAP 500cc
Clockwise from top: The Ducati insist on calling theirs an L- single-cylinder engine under the Vincent HRD
Vincent engine hangs well in its
new Italian home
twin), have much in common. Both name. Both Ducati and Vincent later made their
engines were the result of redesigning own distinctive single cylinder engines, Vincent’s
The heavy duty of the stopping an existing single-cylinder engine into 499cc Meteor/Comet being doubled-up to produce
arrangement is this single disc a twin, both companies began their motorcycle the 998cc Series A Rapide V-twin in 1936, a well
calliper by Brembo, all
production using someone else’s engines, both documented serendipitous act that, according to
mounted in forks of Ducati’s
own specification companies enjoyed success on the racetrack and Vincent folklore, was achieved by Australian
both Vincent and Ducati produced motorcycles that engineer, Phil Irving, when he accidently placed
The Vincent engine, unlike the are viewed by their fanatical owners as so much one reversed blueprint of the 500cc Comet engine
original Ducati twin, exhausts more than just mere machinery. over the top of another drawing of the same engine
through a single silencer; a
silencer exactly like this. Music
The founding of the two companies are, however, and noticed that the resultant faux pas looked like
to the ears… perhaps some 22 years apart. The first motorcycle to bear a ready-to-rock V-twin.
the Ducati name was produced in 1950, the The 998cc Vincent is without a doubt the best
Few Vincent pilots enjoy a view Cucciolo (Little Cub) had a 60cc four-stroke engine (and the best known) British made V-twin, and is
like this one. Ducati speedo
made by SIATA in Turin, and after buying the the stuff that legends are made of. Although
shares space with a more
modern tacho, while the Miller bankrupt HRD company in 1928, Philip Vincent Vincent Engineers Ltd of Stevenage built many
ammeter is a neat historic touch began making motorcycles using his patented different single cylinder and V-twin motorcycles,
it’s the dark and dangerous Black Shadow that’s
seen as the archetypical Vincent to those not
fortunate enough to own one. Production may have
ceased in 1955 (although the company survived
‘Although Vincent Engineers Ltd for few more years selling NSU mopeds), but right
up until the might of the Japanese four-cylinder
of Stevenage built many different superbike swept all before it in the late 1960s and
early 1970s a Vincent Black Shadow was still a
single-cylinder and V-twin force to reckoned with. Although superbly
engineered (if a trifle over complicated), its high
motorcycles, it’s the dark and price and quirky esoteric appearance led to the sad
situation that by 1955 Vincent Engineers Ltd had
dangerous Black Shadow that’s more motorcycles than customers.
Although less mythical, Ducati’s V-twin was also
seen as the archetypical Vincent.’ born out of ‘cobbling together’ top-ends from two
existing engines onto a common crankcase. The
♠

On Vincent
Expensive to produce folklore there were contained the answers to to be argued about by to produce the first
and weird-looking even something like 379 more engineering the sort of Vincent 1000cc Series A Rapide
in their heyday, the different permutations of solutions than had ever fans who wear gold in 1936 to the marque’s
original Vincent frame footrest, gearshift and been asked. Complicated pin-striped black ignominious end in
had an integral oil tank, handlebar positions, as a schizophrenic axe Barbour Y-fronts) was a 1955 when, of all
used the big V-twin both front and rear murderer’s alibi, you true attempt to create a things, it was the late
engine as a stressed wheels were fully needed a degree in feat of uncompromising delivery of new-fangled
member and featured a interchangeable and you unnecessary engineering British engineering at its fibreglass panels for the
cantilever rear could strip the entire just to look at the best – its only real flaw fully-enclosed Series D
suspension system not bike down with the clutch… never mind being the lack of the sort Black Knight, and the
unlike that of the 250 tommy-bar from the trying to adjust it. of materials and bearing ill-fated Amanda water
LC Yamaha introduced back wheel spindle, Seriously though, the technology that wasn’t scooter, that finally
in1980 and generally a NAAFI teaspoon and sometimes troublesome around at the time. burst the bubble and
cribbed by everybody the silver paper from a brainchild of Philip All through its life – bankrupted the
else afterwards, who all Woodbine packet. Conrad Vincent and Phil from the point when company – the Vincent
clamed to have invented It was the engine, Irving (the question of Irving doubled-up the was always an expensive
something new. however, that was a real which bits were designed original 500cc single- and somewhat eccentric
According to Vincent box of tricks which by which Phil is best left cylinder Meteor engine motorcycle.

On the Ducati GT750
Designed by Fabio 750GT, although not by gearbox. The 748cc welcomed into the 750SS were completed
Taglioni, who was also Ducati) was engine used conventional Ducati camp with the by the Ducati race
responsible for the manufactured by Ducati coil springs to close the 750 Sport, featuring department in 1974.
company’s Grand Prix Meccanica SpA from intake and exhaust valves rear-set footrests, Production of the now
racing success in the 1971 to 1974. Total instead of the clip-on handlebars and a very sought-after
1950s, with a 125cc production of the desmodromic layout top half fairing and the ‘round-case’ Ducati
single featuring GT750, including 40 (where rocker arms open ultimate ‘round-case’ GT750 ceased in late
desmodromic valve examples made in and close the valves) that 750, the exotic Imola 1974, when it was
operation, and the 1978, was only 4133 Taglioni had already Replica Super Sport. replaced by the
stillborn 1260cc, units. introduced on his racing Hand-built to ‘square-case’ 860GT
100bhp, V-4 Apollo, In common with the singles, and produced a commemorate the with its matching
designed to take on the factory’s legendary claimed 60hp at one-two victory by Paul angular (although many
indigenous Harley- singles, the V-twin 8000rpm. Smart and Bruno would say ‘ugly’)-styled
Davidson in the featured bevel drive to a While the GT750 was Spaggiari in the 1972 bodywork designed by
heavyweight US market single overhead camshaft, the Grand Tourisimo Imola 200, only 401 the man responsible for
in the Sixties, the wet sump lubrication and version of the model, examples of the 70bhp the boxy bodywork of
GT750 (also called the an integral five-speed speed fiends were 140mph desmodromic the Mk1 VW Golf.

Italian motorcycle market had traditionally favoured Triumph, BSA and Norton, Ducati weathered the ABOVE
small capacity sporting roadsters that handled, Japanese invasion of the 1960s – with help from If no one told you, it could be
tricky to work out what this
braked and performed like race bikes. the Italian Government which put a large import tax machine actually is
Unfortunately machines of this genre had only a on foreign machines – to become one of the most
very limited appeal in other European countries, successful and prestigious motorcycle OPPOSITE
and virtually none at all in the biggest export manufacturers in the world today. So in many ways Clockwise from top: The alloy
market, the USA, where small cee-cee bikes, (albeit in a fantasy world), this could have been the cover at the front of the engine
covers the ignition system, a
however potent their sporting prowess, were not bike that Vincent might have produced if that solid magneto on the original Brit.
perceived as real motorcycles. So in order to get a example of British engineering had survived long On the originals, the dynamo
share of export dollars Ducati needed a man-sized enough to be graced by the superb Latin lightweight charging system lives in the
motorcycle that the Americans would take seriously. functional chassis created for the Ducati GT750. superheated air behind the rear
cylinder
Taking two good small motorcycle engines and ‘Big Sid’ Biberman began a lifelong love affair
making one good big one is a concept that’s often with Vincent motorcycles in 1950 after borrowing a As it is written, so it is…
been tried, but rarely works. But work it did in friend’s Black Shadow, and despite a dalliance in
1971 when legendary Ducati designer Fabio the 1970s with Ducati’s new V-twin, he remained Behind the super-heated
Taglioni put two SOHC single cylinder top-ends on faithful to the Stevenage marque, becoming one of charging system lives … an
ignition switch!
a common crankcase to produce a 90-degree V- the finest tuners and restorers of Vincent
twin. The result stunned the multi-cylinder motorcycles in the world. After a lifetime working
Japanese motorcycle manufacturers in 1972 by on motorcycles, Sid had amassed an abundance of
winning its debut race at Imola when Paul Smart knowledge, particularly on Vincents, but as is often
and Bruno Spaggiari took their factory prepared the way with mechanical gurus, enjoyed little
♠
GT750 Ducatis to a memorable one-two victory

ahead of no-less a hero than multiple world
champion Giacomo Agostini on a works MV Agusta.
In both desmodromic and conventional spring-
operated valve format, the new bevel drive Ducati ‘Ducati weathered the Japanese invasion of
V-twin had many more racing successes throughout the 1960s – with help from the Italian
the 1970s, most notably in the hands of the great
Mike Hailwood, who returned to the Isle Of Man in Government, which put a large import tax
1978 to win the Formula One TT after an 11 year
retirement from motorcycle racing.
on foreign machines – to become one of the
But while Vincent went to the wall in 1955, the most successful and prestigious motorcycle
expensive and superbly engineered singles and V-
twins unable to compete with the much cheaper manufacturers in the world today.’
and more desirably fashionable parallel twins from

VINCeNt–duCatI speCIal
wealth to show for it. Vincent, a modern motorcycle with an engine
In 2000, he was in hospital recovering from a based on the B-Series Rapide.
heart attack and the resultant bypass operation, Sid and Mathew’s Vincati uses the chassis from
and by his own admission, had lost the will to live. a 1973 Ducati GT750, with the frame modified to
Sid’s son, Mathew, was at his bedside and in an replicate the Vincent cylinder head brackets and
effort to give his father some inspiration suggested fabricated engine plates to mount the rear of the
that they build a motorcycle together when Sid was massive Rapide engine in the Ducati frame as a
well enough to return home. Considering that stressed member, just as it was the Vincent frame.
Mathew has a successful teaching career as an Being a Vincent tuner, Sid naturally uprated the
English professor and has had little enthusiasm for Rapide engine to Black Lightning spec, along with
motorcycles since he was a teenager, his offer to many of his own speed modifications such as
build a bike with his father shocked them both. ported cylinder heads, lightened and balanced
The impetus for the proposed father and son flywheels, and he fitted a modern clutch set-up
Big Sid project, besides Mathew’s desire to give his father made by Australian Vincent tuner, Neil Videan. A
More info on Big Sid and the will to see life beyond his hospital bed, was a great of work has gone into making the Vincati
the books Big Sid’s photograph of a bike Sid had recently been sent by appear to be a factory produced motorcycle by
Vincati and Vincents a friend, a Ducati with a Vincent engine. using a lot of original and subtly modified Ducati
With Big Sid are Some five years later, Big Sid’s Vincati was components, with non Ducati parts like the Norton
available on complete, Mathew’s mechanical ignorance at the Commando oil tank secreted behind the left
www.bigsid.com along start of the project and Sid’s slow recuperation GT750 side panel. Not so much a mongrel
with video clips, meaning that the resultant beautifully engineered motorcycle as the marriage of two perfect partners,
including Sid on the Jay motorcycle was a triumph of wills for both men. It the legendary loping grunt of the 1000cc Vincent
Leno Show, and a photo is the only example of a Vincati in the US, V-twin and the surefooted handling of Ducati’s
gallery of Sid’s bikes. although there are known to be at least a half- race-proven chassis.
dozen more in Australia, the birthplace of Vincent The full story behind the creation of Big Sid’s
engine designer, Phil Irving, and where there is Vincati is told in Mathew Biberman’s book of the
something of a Vincent renaissance with the Irving same name, an extremely readable digest that isn’t
merely the tale of the construction of a hybrid
motorcycle, but also the story of the reconstruction
of a lost relationship between father and son. CBG
•Luca s •Am a l•Hep olit e•Renold
5 00/65 0/75 0 Unit Twins /T rip les
OPEN :2 p m -6.30p m Da ily-Ca llers bya p p oint m ent only
FOR M AILORDERS & EN Q UIRIES.N O VAT
T EL/FAX Felixs t owe 0139 4 2 79 9 2 9
E-m a il:s a les @ t 8 t s .co.uk W ebs it e:www.t 8 t s .co.uk

On the
Triumph Trophy Trail One man in search of his ultimate Triumph off-roader
Words and photos: Phil Mather
“M
y dad had motorcycles, so I He came home with a 350cc single cylinder Tiger 80 which
had a head start over a lot of he’d bought from a bloke who’d had a spill and lost interest.
lads. When I was 11 or 12 “It was dead original and had been serviced by Huxhams,
years old I used to `hang a motorcycle dealer in Ashley Road, Poole in Dorset. I’m
around with some older boys ashamed to admit now that I stripped off all the road gear
who rode a couple of cyclemotors on the heath. It was great and rode it on the heath – it was a fantastic bike, came with
fun and I asked my dad if he could get me a bike of my own. its own toolkit, and it got me started.”
Since those days back in the 1960s John Anstey has
become a very successful trials rider, as witnessed by the
shelves of trophies in his outside loo. But standing in
his workshop you begin to wonder that he ever has
time to do any riding. There are project bikes
everywhere – a bobber, a chopper, a flat track bike –
anything, it seems, as long as it’s not standard.
♠
TRIUMPH T100 TRIALS SPECIAL
“I like to change things around,” he explains, sensing my ABOVE: and did well enough to warrant trading up to a Greeves – a
bewilderment. “I like to try out new ideas, study other It looks like it was built by twin cylinder Sports model which he stripped down and
a factory. But it wasn’t…
machines to see what’s been done and whether that will kitted out with lightweight parts from Sammy Miller’s shop
work for me. The bobber that I’m currently riding on the BELOW: in New Milton. Not long afterwards he rode in a trial which
road is a bit of fun, but I wouldn’t want to go too far on the The back hub is a Wassell Sammy Miller had entered.
bare steel, cantilever sprung seat, and keeping the open item, and there’s nothing to “Sam won, of course, and at the end of the day we all
primary chain lubricated is a problem. In any case, it’s worry about rear suspension- packed up and went home. It was only later that following
wise
‘work in progress’. On the other hand my trials bikes are week that my mum read a report in the newspaper saying
serious machines, built do the job. I learned early on that I’d come second! If that was a surprise, at the next meeting
you had to work on a bike to get the best out of it, even Sammy Miller came up to me and said ‘So you’re John
on the heath.” Anstey – the man to watch out for.’ That boosted my ego no
John progressed from the Tiger 80 to a Zundapp, which end, I can tell you.”
had the advantages of being lighter and having more Leaving school, John started work as a panel beater in a
ground clearance. He modified the bike within the limits of local garage where he mastered the art of welding and
what could be done to tidy things up and tuck things away brazing. He also bought himself a secondhand 250cc
so they didn’t snag on the undergrowth and didn’t get bent Bultaco, his first proper trials bike, and spent a lot of time
in the inevitable tumble, but he remembers being seriously at Miller’s shop studying the latest competition models and
hampered when it came to making a high level exhaust the trick parts that were incorporated into them.
system. “I cut and shut the pipe to the shape I wanted but “Nothing seemed to be quite as it left the factory, I
couldn’t find anybody to weld it all together for me. I ended realised, so I was constantly modifying my own bike in an
up having to make do with a low level pipe with a turned-up attempt to make it better. At
silencer, but I’d realised that here was a skill I’d need to the same time I got to wondering about the old bikes from
master if I was to get my bike properly sorted.” the early postwar days, maybe because that’s where I had
Up to this point John’s knowledge of the greater world of started with the Tiger 80. Don’t forget that Sammy Miller
motorcycling was extremely limited, until a photo in a originally rose to fame riding a four-stroke Ariel, and single
friend’s motorcycle paper caught his eye. cylinder Ajays were popular for a long time, but I took a
“There was this guy, I think it was Martin Lampkin, fancy to the Triumph Trophy because it was a bit different,
riding a bike through a river and I thought – hey, what kind I suppose.”
of motorcycling is this? I’d seen scrambling, but never John’s first Trophy was bought as a collection of bits,
trials riding, and somehow it just clicked. And that was which he carefully pieced together to gain an
how I got into it, that style of off-road motorcycling that understanding of what the factory were doing back in the
meant you had to keep your balance over mud and rocks, early Fifties – not a great deal as it turned out! Quite simply,
around trees and through streams – and never, ever put Triumph had fitted a 500cc Speed Twin engine into the
your foot down!” earlier 3T rigid frame and relied on the skills of their riders,
John entered his first event at Bovington on the Zundapp Jim Alves, Alan Jefferies and Bert Gaymer, to do the rest.

1 2 3
4 5 6
“Those guys really had their work cut out for them I combination of cycleparts he might choose, it has remained ABOVE:
realised. A soft motor, mild cams, low compression pistons the one constant for all his Trophy specials. 1. The engine, the close-fin all
alloy pre-unit item from
and a small carb don’t compensate for a frame with the “Basically, everything gets modified around the motor rig,
Triumph, is a thing of beauty,
rake, wheelbase and ground clearance of a road bike and which remains straight and level at all times in the jig. To as well as wonder
front forks that wouldn’t keep a bicycle on track across pull back the front fork angle I shorten the lower tank rail.
rough going.” This puts the front downtube out of alignment, so that has 2. Mounting exhaust pipes into
If the Trophy was going to be any good as a competition to be shortened below the mounting points for the front the head can be a challenge;
this uses screw-in rings to grip
bike it would need some serious reworking. “I fully engine plates in order to clear the crankcases.
the pipes. Check out the
intended to use it, not just restore it for the mantlepiece, so The frame’s lower chainstays get a nip and tuck behind the speedo, too
using the geometry of my Bultaco I built a frame jig and put gearbox to further shorten the wheel base. This lowers the
the Trophy frame in that. That’s when I discovered how bad position of the rear wheel spindle lugs which in turn raises 3. Sparks are provided by a BT-
H magneto. ‘Aircraft quality…’
it was. I don’t see the point in leaving something alone if it the ground clearance. Overall the wheelbase ends up
isn’t right. Competition bikes have always evolved, being around one and three quarters of an inch shorter, and with 4. Fuel mixture is fed to the
modified to suit a certain rider or a particular course. For the right front forks I gain as much as three inches in engine by Mr Amal’s handy
starters, it didn’t seem unreasonable to have a bike that ground clearance.” Concentric
was fit for purpose.” Some time later, John was asked to complete the
5. A Tiger Cub donated the oil
John bolted the crankcases, barrel and head of restoration of a Trophy that had been left unfinished when
tank, which has been neatly
a pre-unit 500 motor together, then added a gearbox shell the owner died. The bike had last been ridden in trials by reworked to permit the fitting
and the short inner and outer primary chaincases that were one of the mechanics at Jim Alves’ shop in Glastonbury, of an air filter
used on the rigid framed 350 and 500cc bikes. Although Somerset, and from the registration number, JAC 565, John
6. Function and form
he wasn’t to know it at the time, this motor rig was to stand was able to identify it as one of the 1948 ISDT British team
him in good stead for several future builds. No matter what bikes. That was the year Triumph experimented by putting
♠

a 500cc Speed Twin motor into the rolling chassis of their
350 3T trials bike because they weren’t certain the smaller
engine would stick the pace of the gruelling event.
Held in San Remo, Italy, the 1948 ISDT was
subsequently recognised as the toughest yet,
but the three British team riders mounted on Triumphs
came home with gold medals and a Manufacturer’s Trophy.
In recognition of the achievement the Meriden factory
added an appropriately named new model, the 500cc TR5
Trophy, to their 1949 line-up.
Despite the popularity of the existing Speed Twins and
sporting Tiger 100s, not to mention the arrival of the 650
Thunderbird, the TR5 Trophy carved a sizeable niche in
motorcycle history, establishing a benchmark for off-road
motorcycles with a performance capability. “Having
something like that in my workshop, even for only a short
while, was an incredible buzz,” recalls John. “Of course, I
couldn’t resist putting a tape measure over it, and would
you believe the dimensions were the same as my own
modified bike? It’s well known that the factory cut corners
on the production models, but whether the frame had been
modified by Triumph’s own competition department prior to
the ISDT or at some time later, it would be impossible to
say. As far as I was concerned, it was good to know I was
on the right track.”
John would be the first to admit that the bike featured
here is a far cry from most of his machines and what he
describes as his preferred ‘rustic’ look. What he had in
‘What John had in mind when the mind when the project was taking shape was a bike for
long distance trails, so the chance opportunity to pick up
project was taking shape was a bike a race-tuned Tiger 100 engine with TR5 crankcases
for long distance trails…’ seemed too good to miss. With a big valve head, 7.5:1
pistons, high lift cams and a one-piece crank it certainly
had potential, but it has turned out to be massively over-
powered and makes for what is best described as a

challenging ride. Nevertheless the construction process ABOVE: follow the line of the frame. The system is supported by a
was an interesting experience. Front end bouncing and discreet lug welded to the frame below the saddle.
stopping duties are handled
“The fine-finned alloy motor set the standard, so I “A high level pipe down the left-hand side is standard
by Bultaco parts
mounted it in thick alloy engine plates which I then drilled Triumph practice, but they made no effort to tuck it away
to while away an evening when there was nothing much on Much deliciousness and the silencer was very vulnerable if the bike went over.
the telly. You could say it all adds to the lightness, which it hereabouts, including the The pipe also restricts access to the contact breakers on
does, fractionally, but the rigid frame weighs so much less front engine plates, drilled the end of the magneto, which could be a pain if you
‘when there was nothing
than the standard swinging arm version that the odd ounce much on the telly…’
needed to make any adjustments or if the mag got
here and there become less critical. On the other hand, I swamped during an event. There’s an interesting photo of
like to consider every aspect of a bike I’m building, and if I Jim Alves in Harry Woolridge’s book ‘The Triumph Trophy
think something can be done to improve the function of a Bible’. It’s an advert for the 1951 Trophy, although the bike
part, or simply just to make it look better, then I’ll do it.” depicted is apparently an earlier model. I must have seen it
The same thinking applies to the primary chaincase, a dozen times, then one day I noticed it had a ‘moody’
where John welded up the large diameter inspection hole exhaust system – y’know, one that wasn’t right. The
and fitted a small plug for adding oil for chain lubrication. exhaust is on the right-hand side. That makes a lot of sense
He also blanked off the mounting point for the left-hand and I’ve made a right-hand system for my latest project.”
footrest for an overall cleaner look to the outer cover. When talking to John it’s too easy to get distracted, and
The exhaust pipes are retained in the head by the same project bikes merge into each other with disquieting ease. If
type of screw-in rings found on the Grand Prix generator they all start from the same point, a 3T frame, a Trophy
motor, but because the ports are splayed the siamesed engine and gearbox, where do the other bits come from?
exhaust system is made in two sections to facilitate fitting “I’m always on the lookout for things, new ideas, parts that
and removal. Harking back to the experience with his I can adapt and parts that are just right. Like the BTH
Zundapp, John still takes immense care planning and magneto – aircraft quality, far better than a Lucas. The
sketching the run of the exhaust pipes and then has J & T Tiger Cub oil tank is a favourite of mine because it is the
Tubes in Poole, Dorset, transform his ideas into raw metal. right shape but slimmer than the stock big Triumph tank. I
These pipes are then offered up and fettled by cutting and cut and reprofiled the back of this one to clear an air filter,
welding to get exactly the fit required. but in the end that didn’t get fitted. The folding kickstart
“Pipes have to be functional and practical, but that assembly I made using a lever from a modern GasGas trials
doesn’t mean they can’t look good.” Hours of work with a bike, the rear brake pedal is a modified Sammy Miller item.
welding torch, file and polishing mop ensure a perfectly “The old stock Trophy had the footrests in totally the
seamless result, to the naked eye, which is then wrong position – between the engine and gearbox. For trials
encapsulated in chrome by Alderney Plating in Poole. the rider’s weight needs to be further back, so I added
The silencer also came in for some serious attention, mountings to the frame rearwards of the gearbox and then
starting life as a standard Triumph ‘cigar’ that had a section made mounting brackets for a pair of Sammy Miller folding
cut out of the middle and the tailpipe angled downwards to footpegs. The only thing I was never happy with was the
♠

TRIUMPH T100 TRIALS SPECIAL
run of the rear brake cable which should actually pass My brother and I spent two evenings polishing it, then on
through the frame, but that’s something for another day.” the day of the show it rained and the bike needed cleaning
Having completed several Trophy specials, you might again. I don’t like to see a bike go downhill but this was
think John would now work to a standard formula, but his obviously going to be too high maintenance for me.
other projects stimulate a flexible approach. He had Besides, I had new ideas buzzing around my head and
acquired a Bultaco rolling chassis minus its radially finned needed some money to finance them.”
engine unit with a view to perhaps one day finding another The new project with the right-hand exhaust system I
motor, but then decided that the front forks and wheel were could understand. The 3T frame in the jig already housed
perfect for this bike. Likewise the Rickman rear hub, the crankcases with a Grand Prix generator motor top end and
Wassell ‘banana’ petrol tank and the D-shaped Bantam Norton Roadholder forks hung from the steering head. But
speedometer. They could compliment any number of how could he explain the battered chopper coffin tank
machines, but they certainly don’t look out of place here. balanced on the frame top tube?
John reckons it took him around two years to complete “I picked it up at an autojumble – great, isn’t it! Those
the project. Considering the care and craftsmanship he put holes are bullet holes. I thought that if I cut out the bottom I
into it, perhaps the most surprising thing is that they have could seal the holes on the inside, leaving the outside
now parted company without him ever riding it in anger. looking the way it is. Real bullet holes – not stickers!”
“Just after it was finished I took it to a classic vehicle rally. But wouldn’t that look just a little out of
place on a Trophy trail bike?
“Oh I don’t suppose I’d use it on the
Trophy, but I will build something else
‘I’m always on the to put it on. I guess you could file that
safely under work in progress…” CBG
lookout for things, new
ideas, parts that I can
adapt and parts that are
just right’
Over, Onwards
Faster than a speeding Bullet. Quite a lot faster, in fact. The Over Enfield reveals
how much performance can be extracted from a decently ancient engine design
Words by AlAn CAthCArt. Photos by KoiChi ohtAni
C
lassic, Vintage, Old-timer, call it Sound of Thunder World Series title. Not bad for
what you will – ‘Historic’ racing is a bike with an engine concocted from a Paris-
an ever-more globally popular Dakar dirt sled.
branch of two-wheeled sport, one Though he’s also created bikes powered by non-
which frequently attracts improbable Japanese motors, such as the fabulous
participants mounted on unlikely bikes. Yet few Over-framed Sundance Harley, or the series of Over
come more unlikely than Japanese Yamaha tuning Ducatis and the Aussie-built Over-framed Vee Two
guru and Over Racing boss, Kensei Sato, and the Squalo desmo V-twin, Sato’s close personal
Royal Enfield 500 Bullet single which he and his connections with Yamaha have often meant he’s
son Takeshi race in the country’s LOC Classic effectively acted as a satellite of the Japanese
racing series. giant’s factory race shop, working out of its back
Sato is the Japanese artisan of aluminium, door to take prototype Yamaha models to the
creator of a host of deliciously innovative special- racetrack. Company engineers would like to see
framed bikes which have taken shape down the them lining up on the starting grid without being a
years in the workshop of his Over Racing team full-on factory race project, often on a ‘what-if’ basis
headquarters near the Suzuka race circuit. before they did something with said bike officially.
Each comes equipped with Over’s distinctive The TRX850 was indeed one such project, and
oval-section aluminium-tube chassis, and most while it may seem unlikely now after Noriyuki Haga
carry Yamaha engines, like the bikes powered by turned the R1 into a serial World Superbike race-
an Over-tuned XTZ660 five-valve enduro motor winner, it was actually Over Racing which first
which twice won the European Supermono raced the R1 in Japan back in 1998 at the
Championship run as a mid-90s World Superbike factory’s behest and with their back-door support,
support class, or the TDM850-based OV-15 as a wild card X-Formula entry in a Superbike class
Eurotwin, which came within a wheel of beating which back then had a 750cc top limit for fours.
Andrew Stroud’s infinitely more exotic Britten And just to square the circle, Nitro Nori actually
V-1000 at Assen in 1992. rode for Over Racing in the 1995 Japanese
Sato has always had an eye for the improbable, Superbike Championship – but on a Ducati 916!
and the engineering skills to turn the unlikeliest Alongside the Over Racing Project, Sato’s
bike into a competitive package. I of all people can significant Suzuka specialist shop also
confirm his ability to do this, after the success I includes an Italian two- and four-wheeled
was fortunate to enjoy 20 years ago with my gal dealership that always has an array of
TRiXie, the Over Yamaha TRX racer which Yamaha desmo V-twins lined up on the showroom
Europe commissioned from Kensei-san for me to floor. It’s also Japan’s top port of call
race in SuperTwins events around the world. TRiXie for Honda Monkey bikes of all shapes
and I spent three happy years together, beating the and sizes, and the Moto Joy classic
Italian Mob of theoretically much faster Ducati bike store catering for 1970s and 80s
916 Superbikes to win the Formula 1 ProTwins Japanese classics and 60s-style
race at Daytona, as well as clinching the 1997 British café racers, including the
♠
‘Sato has always had an eye for the improbable,

and the engineering skills to turn the unlikeliest
bike into a competitive package.’
Over-enfiled
ABOVE 30-plus Over Tritons he’s had built so far in Europe model, or seeking to extract better performance
Stripped of its plastics, the RE for shipment to Japan. Indeed, for some years Over from the latest R1 sportbike. He does so by taking
is more recognisable than you
was the Japanese importer for Royal Enfield, and it in turn to race his F750 Rob North Triumph
might expect
has continued to sell the Indian-built bikes in large triple, his 500 Manx Norton, or his ring-ding
BELOW numbers even after another firm took over bringing Kawasaki H2 two-stroke in the series of events
The Hitchcocks big bore kit laid them in. Kensei Sato is a man who likes organised in Japan by promotors MR/Moto
out for us all to wonder at. Its unconventional engineering, and caters for Renaissance. He’s often successful, too – though
effect on the engine is shown
customers who feel the same. right now he’s nursing the after-effects of
in the graph. The blue line is a
stock 500 Bullet; green the Which explains how Kensei-san’s passion for dislocating his shoulder when he crashed his
Over 612cc street kit, and red Classic racing has been his main escape valve for Kawasaki in a recent race at Tsukuba!
is Hitchcocks 612cc racer the past 25 years from the Almost inevitably, as his eldest son Takeshi
rigours of running this mini- grew up he acquired the same passion,
conglomerate, or working and wanted to start
with Yamaha factory Classic racing himself,
engineers to refine the rather than just help dad
handling of a future new unload the bikes and give
pit signals at races. So,
given Over’s history with
Royal Enfield, what could
be more suitable for him to
start with than a tuned 500
Bullet, which under MR rules
could be bored out as big as
the motor would go. To avoid
the organisers having to strip motors, so long as
the original engine was under 500cc you can
make it as big as you like, and the next class up
is simply ‘Over 500cc’, which takes care of
everything else!
Taking a stock pre-EFI pre-electric start circa-
2004 500cc Bullet, which already came with a
left-foot gearchange and five-speed transmission
for Japanese customers, Kensei stripped off the
street equipment and extracted the engine and
separate gearbox. Resisting the temptation to

modify the stock Indian-built tubular steel frame After his success at extracting unlikely ABOVE
in any way, even by adding metal for any horsepower from his title-winning Supermono Clockwise from left: The
standard swinging arm contains
strengthening, he instead altered the steering singles – how does 86bhp from 762cc sound, in a
the standard rear drum brake,
geometry by fitting 35mm Soqi forks, uprated bike weighing just 127kg? – it was somewhat although they’re all suspended
internally with Over’s own springs, housed in surprising to discover that Sato didn’t tune the by a rather more exotic pair of
special Over yokes with a 36mm offset. At the Over Enfield’s air-cooled ohv pushrod motor Öhlins shocks
rear, the stock Enfield swinging arm carries twin himself.
The engine and gearbox form
fully-adjustable Öhlins shocks, 20mm longer than “At Over, we are indeed able to produce good part of the frame, which is so
standard partly to give more wheel travel, but performance from single-cylinder engines – but we minimal that it looks like it
especially to throw more weight onto the front concentrate on the Yamaha SoS motor, in which we should never handle well.
wheel. They’re aided in doing so by retention try to be world’s No.1 experts,” says Kensei-san. However, the results on the
track speak for themselves
of the stock rear 19-inch wheel size, but “So when we want to get maximum performance
replacement of its front counterpart by an from a Royal Enfield, we must consult the Enfield When only the best will do…
18-incher, via DID alloy rims laced up to a front equivalent of Over, not try ourselves to do better!” fit Lucas
240mm Yamaha 2ls drum brake sourced from an That company is the world’s leading Royal Enfield
SR500, and the stock 7in/178mm Royal Enfield aftermarket spares specialist, Hitchcock’s No reason to get excited…
it is an Amal, a Concentric.
sls rear. Motorcycles located south of Birmingham not far Nothing too exotic
This has the effect of further sharpening the from RE’s original Redditch factory in the
steering geometry and loading up the front wheel Midlands, and what Allan Hitchcock and his team
weightwise, delivering an effective 25º head angle, don’t stock for Royal Enfields of whatever age,
102mm of trail and a 1350mm wheelbase with a vintage or modern, doesn’t exist – and maybe never
52/48% forward weight bias – all pretty nifty did. On one of his many trips to Britain, Sato
numbers much sharper than the original Enfield’s. acquired a stock of Hitchcock’s’ 612cc engine
A 90/90-18 Dunlop TT900 front tyre is matched to performance kits, and has since fitted them
a 100/90-19 TT100 Roadmaster rear, with the successfully to many customer bikes, making it a
bike completed by Over’s own aluminium 18 litre no-brainer to do the same thing when creating the
fuel tank and Seeley-type seat, plus a full fairing. Over Enfield racer.
In this guise the Over Enfield scales in at 150kg This transforms the standard Indian-made 499cc
dry, fitted with the tuned engine and five-speed Bullet engine measuring 84 x 90 mm and
gearbox, with the left side cover cut and welded to producing 22bhp on the Over dyno into an
pull it in tighter for a better run for the shift infinitely more muscular 612cc package. This is
linkage, and still retaining a chain primary drive, done by both boring and stroking the engine to 87
not belt. “I don’t like the look of a belt primary,” x 103 mm, via a longstroke Alpha Bearings crank
says Sato, “and anyway, we have DID chain as weighing 12kg, one kilo more than stock, and
a sponsor!” running uprated UK-sourced main bearings.
♠

ABOVE There’s a single roller bearing on the timing side, for son Takeshi to enjoy going road racing, his
Clockwise from top left: and a much larger one on the drive side, results were so immediately promising that Kensei
The main frame is stock,
although the suspension is not.
augmented by a substantial ball race. It’s fitted Sato has ended up building five more for various
The primary chaincase has with a longer higher-grade steel conrod carrying a customers – including one other rival Enfield
been slimmed a little, mainly to forged piston delivering 10.5:1 compression, dealer – to race themselves. But it was his ‘works’
allow a better route for the rear- running in a new Hitchcock cylinder with an bike that Takeshi-chan and his dad (who admits to
set gear linkage. The primary
original cast iron sleeve shrunk into it, mounted via pinching it off Junior to race himself a couple of
drive is chain, not belt
a thick compression plate on the machined-out times!) brought for me to ride at what turned out to
High-revving race tech stock crankcases. The cylinder head has been re- be Japan’s hidden Tarmac jewel, the scenic,
indicator… ported and gas-flowed, and fitted with reprofiled switchback Okayama race track located due west
larger diameter valves (a 17⁄8in/47.625mm inlet of Japan’s second city, Osaka. Formerly known as
A silencer. It’s an Over silencer
and 15⁄8in/41.275mm exhaust), each plasma the TI Circuit before it changed hands in 2003,
The 18 litre fuel tank is one of nitride coated and now carrying dual springs and this hosted a pair of Japanese F1 GPs in the mid-
Over’s own alloy collars, operated via longer yet lighter alloy 1990s – both won by a certain Michael Schumacher,
pushrods by a new camshaft with extra dwell and but in his Benetton days before he saw red. Since
The front brake (clamped
lift. The stock 0.312in/7.92mm height on both then it’s suffered from not being owned by a major
between a set of Soqi fork legs)
is a Yamaha, from their own inlet and exhaust has now been increased to car or bike manufacturer, unlike all the other
SR500. Not terribly effective, 0.420in/10.66mm on the inlet and serious tracks in Japan, which consequently ride
says AC 0.395in/10.00mm exhaust. on the back of their owners’ lobbying power when
Uprated dual oil pumps are fitted (although it’s a it comes to sharing out the big races.
dry sump motor, the oil tank is contained within Takeshi Sato is a fair bit taller than me, so it was
the crankcases), plus heavy duty clutch springs, quite a surprise to find the riding position on his
and while retaining the stock Bullet’s coil ignition, Over Enfield so close-coupled, with the screen
the kit includes the 32mm Amal Mk.2 Concentric running back so far that I had difficulty in tucking
carb presently fitted to the Over Enfield. This away behind it down Okayama’s main straight,
seems a bit on the small side for a racing single until the bolts holding it vibrated loose, and it
this large in capacity, so for sure there’s more top slipped forward. First rule of racing a British
end power to be found there. single, Takeshi – always make a lap of the bike and
But meanwhile, carrying an Over-developed tighten everything up before your next outing!
exhaust – what else? – the Japanese-tuned Anglo- But the high-set Over rearset footrests and high-
Indian single already produces 39bhp at the rear rise exhaust gave lots of ground clearance, though my
wheel at 5500 rpm, according to Sato, with peak legs being in the wrong place meant my boots got a
torque of 41lb-ft (Nm55) on tap at 4500 rpm – good roasting from the Nomex- and tinfoil-wrapped
almost double the stock 22bhp Enfield’s slightly pipe. Having said that, the street-pattern gearchange
anaemic 23lb-ft (Nm31) numbers. was smooth and precise, the gearbox having been
After building this first Over Enfield as a means ‘massaged’ a little by Over engineers to deliver a

better shift action than the stock Bullet came with. pulling, only for it to fall out of the power band and
Still, it was hard to get a clean upward change in the struggle to get back on the pipe again in the next
lower gears without using the clutch, although from highest ratio. Only thing to do then was to fan the
third on upwards it snicked into the next higher ratio clutch lever to achieve the desired effect of
very sweetly, and downshifts under braking were very coaxing the motor back into the proper powerband.
clean thanks to the good shift action and light clutch, This worked okay, but even better would have been
even with heavy duty springs fitted. a close-ratio gearbox for the bored and stroked
With peak power of 39bhp delivered to the back motor to keep it pulling, rather than the widely
wheel at 5500rpm on the Over dyno, it was a little spaced road gearbox still in the bike.
disconcerting that the Enfield motor stopped This rather lazy-feeling engine meant that
pulling at 5300rpm as shown on the Scitsu equalling Kensei-san’s own lap times on the bike –
revcounter that was another one of Kensei-san’s as I eventually did – came down mainly to
discoveries from his time in the UK. In theory the exploiting the handling potential of the Over-
redline comes at 6000 revs, but on a hot 33ºC modified stock Enfield frame, and especially
Japanese summer day with 90% humidity I think keeping up turn speed, which it did just fine. The
the Amal carb was simply jetted too rich to run steering and handling felt very poised, with turn-in
that high. Yet there was no sign of the vibration to a bend very composed, and the Dunlop tyres
that normally accompanies that, and indeed the gave great confidence on Okayama’s grippy and
Over bike was the smoothest running Royal Enfield relatively smooth surface – the track had been
single at higher revs I’ve ever ridden, comparing resurfaced just 18 months earlier.
favourably for minimal vibration with my own As you might expect from such a serious and
Matchless G50. But it did feel rather ponderous experienced race team, the Öhlins rear shocks and
and slow-revving, as if there was a lot of inertia Soqi fork were ideally set up, with the relatively
inside the engine that took time to get rolling – light bike for a pushrod single completely
though once having done so, there was a good unaffected by the couple of car-derived ripples in
♠
sense of momentum, and it felt pretty long-legged.

The Over Enfield pulled cleanly away from a tight
hairpin turn in bottom gear without using the
clutch from as low down as 2000 revs, so it’s ultra- ‘The Over bike was the smoothest
tractable even if it wasn’t until 4300rpm that the
motor really came on strong. Until then, it built running Royal Enfield single at higher
power rather lethargically by Classic racing revs I’ve ever ridden, comparing
standards, before perking up big time over four
grand. That gave just 1100 revs to play with before favourably for minimal vibration with
it ran out of breath, which meant that I’d
sometimes hit a higher gear when the bike stopped
my own Matchless G50’

Over-enfiled
ABOVE the track surface – the Enfield’s rear end especially discovering that even once warmed up well, the
Look closely. Observe the rode really well over them. This gave the Yamaha front drum had very little bite in slowing
falling bubble. The story’s in
the story…
confidence to keep up turn speed, and after a few for a turn, and it was all too easy to get smoke
laps I started to get the hang of how to ride this pouring out of the rear brake without actually
bike to best advantage. Basically, you must use locking the back wheel.
one gear higher for a given turn than you might Fortunately, I kept it upright and resumed
otherwise do, focusing on maintaining momentum normal service, but if ever a bike cried out for a
and thus engine speed, if necessary fingering the four leading-shoe front drum brake, it’s the Over
clutch lever to keep it singing above 4000rpm to Enfield. With a top speed of 180kph it’s plenty
take full advantage of that narrow powerband. Just fast enough to need this, and its 150kg dry weight
like riding a two-stroke, really! is on a par with my Matchless G50, whose original
However, I was inadvertently helped in doing that AMC 2LS front brake also didn’t stop it very well
by the fact that the Over Enfield’s brakes weren’t when I first owned it – not until I fitted the period
very good. There wasn’t much bite in the first Oldani 4LS brake it’s had for the past 30 years.
place from the Yamaha 2LS front drum, and even Over needs to do the same with its Enfield racer –
less from the stock Enfield SLS rear after I’d it’ll make a huge difference in lap times. Instead,
cooked the linings from standing on the brake you must now leave a wide margin of error and
pedal so hard to stop for the sharp left-hander brake unduly early from any sort of speed.
infield hairpin, where you must aim for the outside So with a little more development and some
of the track, then pull it in sharply at the last uprated componentry the Over Enfield could take
moment just before you run out of road. Which I – quite a step upwards in performance. But at the
ahem – did indeed do on my first flying lap, after end of the day what matters most is whether it’s fit
for purpose and gives enjoyment to its owner – and
its regular rider Takeshi Sato is smitten with it.
“I like racing Over Enfield very much, because I
feel in control with engine performance,” he says.
‘With a little more development “I know brakes are not so good, but this helps me
and some uprated componentry the to learn how to judge speed and braking distance.
It’s a good bike for learning to race, I think!” And
Over Enfield could take quite a step that the Over Enfield indeed is – except in this
guise it should come with L-plates attached. Then
upwards in performance.’ when they fit the close-ratio gearbox, 4LS front
brake, a larger carb and jet it properly, they can
throw them away! CBG

TRADINGPOST BUY || SELL || SPANNER || SOLVE
Above: Back in the day, Deeprose of Catford crammed a complete range of clothing, spare parts for
all popular British marques, a mail-order business and even a coffee bar ‘for your added comfort’ into
their premises on the South Circular (which may explain why all the bikes are parked outside). Times
have changed and Deeprose is long gone. But there’s still a motorcycle dealer on the same corner of
Brownhill Road, which is vaguely reassuring…
CONTENTS This photo was found in the

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084 CLASSIC BIKE GUIDE

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Japanese Classic Bike Guide

W
hile British bikes dominated their
home market and dictated motorcycle
development for the first two-thirds of
the 20th century, so the Japanese industry led
the way from the late 1960s to the current day.
That’s why you’ll find this guide is stuffed full of
terms such as ‘ground-breaking’ and ‘innovative’
(although if the phrase ‘jewel-like’ sneaks in
please take us out and shoot us).
However, the revolution in two-wheeled
technology which ripped up the old rule book
didn’t happen overnight, and there are many –
slightly dodgy, truth be told – transitional models
along the way. Inevitably there are some
humdrum, workaday ‘so what?’ motorcycles
lurking among the genuinely astonishing
trendsetters. The trick is to be able to tell them
apart, and not pay Zed One money for a
Z400J…
The transition to Japanese classic isn’t always
straightforward, not for long-term British and
European bike enthusiasts or even aficionados of
modern motorcycles. It’s not just a matter of the
controls being in different places; engine and
handling characteristics can be radically
different. after decades of wear and tear and bodgery… motorcycles were designed at a time when most
Similarly, swapping to a 40-year-old machine Keep in mind that the Japanese classic maintenance was performed at home, by chaps
that has led a hard life can cause considerable support industry is not as mature as the network in flat caps with minimal toolkits.
culture shock; riding a nearly new VFR800 today of trade specialists that provide spares and If you intend to revitalise an old but technically
may not be adequate preparation for life with a services for old Britbikes. There are fewer sophisticated Japanese motorcycle, crafted in
CJ250T. Old bikes – no matter which country marque and model specialists out there to assist line with an entirely different ethos, then it would
they come from – are snapshots from the past, you. Also, many Japanese models appear to pay to make sure that your local bike shop can
encapsulating an instant in motorcycle have extremely long production lives – like some help out with the odd stripped thread, snapped
development. For many years, Japanese Brits – but in fact there can be very little overlap stud and emergency helicoil.
powerplants out-performed their bikes’ between different incarnations of a superficially This guide will definitely develop over the
suspension and chassis. They were a bit lively similar model. Put simply: secondhand parts coming months: if your favourite model isn’t
when they were brand new and correctly from a similar bike won’t necessarily work. And mentioned then do send us the details for future
maintained, so imagine what they might be like remember that old British, Italian and German inclusion.
How to use the guide it should start easily and readily. If after-sales service. All this costs which it is entirely impossible to
This guide provides an overview of it has more than one carb, then they them, and they need to make a quote prices for. The first is the
Japanese classics. We focus on the should be balanced and the bike profit. entirely original and unrestored
marques and models that are the should tick over reliably. There The CBG Low Price is for a motorcycle. These machines are –
most popular, familiar and/or easily should be no smoke, and although a complete motorcycle. The bike may obviously – increasingly hard to
available in the UK. We’ll enlarge stack of receipts is not essential, have the dregs of an MoT. It will find, and some folk will pay a high
and update it as time goes by and you should find evidence that certainly run and ride, although it premium for them. Indeed, ‘barn
we trawl the marketplace, and this whoever did the restoration work may not be entirely sorted. Most of find’ machines often fetch
guide will alternate with similar knew what they were doing. all, it may not be standard, the astonishingly high prices because
info covering British and European Cables should be entirely un- engine and frame may not have they’re unrestored … although you
classics. frayed, the controls should fall been paired in the factory, it may can rarely know that for a fact.
We offer you just two prices; the readily to hand and foot, and the be cosmetically challenged, with The second category is the
CBG High Price is for a top-notch, lighting system should both lighten rusty exhausts, a split seat and concours winner; the completely
top-spec model in excellent the darkness and charge its own drooping unlubricated cables, and elegant machine which is better by
condition. You might not win battery. Accept nothing less. sundry systems may not work. It far than it was when it first invaded
concours awards with the bike, but Also accept that if you make the may be a less popular version of a a showroom. When these bikes
you’d expect to be a contender. At increasingly astute decision to buy popular model (did someone say change hand in the public
that price, your target machine from a trader then you are quite FT500?). It may easily be what we marketplace (and many of them
should have a new MoT, its tyres likely to pay more than our High used to refer to as a ‘working’ bike. change hands inside clubs,
should sparkle, its chrome and alloy Price. Traders make a living Classic workers are less common advertised only by word of mouth)
should be excellent. Its paint should supplying folk like us with the now than they once were, but their prices can be very high
not be dull, and it should run like bikes we want, tolerate endless they’re plentiful among older indeed. We cannot offer guidance
the dream machine you’re after. Oil tyre-kicking, usually accept trade- Japanese machines. here; what you pay is up to you.
should not dribble from its casings, ins, and they should provide decent There are two other categories Happy hunting…

BRIDGESTONE out of production, and a look CG125 scrambler. Prices show wide
back down their long history 124cc ohv single || 95kg || variation between scrapheap
B
EST KNOWN FOR its reveals exactly why they have 120mpg || 65mph || 11bhp || survivors and concours queens; a
tyres, Bridgestone also been so successful. They 1976-on fully rebuilt 1967 C72 250 costs
built some nifty disc- brought multi-speed c£3500.
valve two-strokes in the early gearboxes, overhead cams SHArED MUCH Of the CB motor
era of Japanese motorcycle and disc brakes to the mass but replaced ohc arrangement with Prices
production. Like its British market, and they went liquid- old-fashioned pushrods, making a low £500 || high £7000
counterparts a half-century cooled very early on. nigh-on indestructible learner hack.
before, they began by That said, several Honda Gradual development over time:
building bicycles after WW2 models suffered from ideas 12v electrics in 1985 when CB72/CB77
and added engines from which worked well in the Big production moved to Brazil, 305cc ohc twin || 160kg ||
1958. Few were sold in Japan Book of Bike Engineering but electronic ignition in 1995, electric 105mph || 28bhp || 1960-68
or Europe, but they gained rather less well on the road. start from 2001. Cheap, slow,
quite a following in the USA The early disc brakes could robust. Centrestands bend / break, THE CB TWINS marked Honda’s
thanks to their innovative be dreadful, with their single and drive chain enclosure hides first ‘modern’ sporting motorcycle
engineering which broke piston and pivoting callipers. duff sprockets. with a tubular spine frame, 180-
ground ahead of the Big Four. Everyone knows of CX and degree firing arrangement on the
98cc and 175cc tiddlers are VF camchain issues, while Prices inclined wet-sump engine, twin
scarce and not especially several ohc models suffered low £250 || high £1500 carbs, electric start, 2ls front brake
rewarding to ride, but 350 from premature top end wear, and tele forks. A genuinely tasty
twins are worth considering. usually the result of neglected prospect, revving to 9000rpm and
maintenance rather than bad XL125-350 not overwhelmed by cumbersome
GTR/GTO design. 249cc ohc single || 120kg || weight.
345cc rotary valve two-stroke The support structure for 75mpg || 80mph || 20bhp || Even the oddball kickstart
twin || 160kg || 40bhp || 100mph Honda owners is excellent, 1972-85 arrangement doesn’t spoil the fun
|| 1964-70 with the VJMC leading the as the electric start is (usually)
field as usual, and several USEfUL rANGE Of tough, four- reliable. Many adapted to go classic
TECHNICALLY SOPHISTICATED, expert traders around to stroke trail bikes with decent racing; original and standard spec
rEfINED and civilised, the supply the parts and the low-rev torque. Long production life machines are generally worth more.
roadbike GTR was joined by the advice about fitting them. And in a range of capacities including The 250 CB72 is genuinely capable
wheelie-happy GTO, with high pipes there are so very many models 175 and 185; learner 125s of reaching 90mph; costs as much
and bars, in 1967. Both employ which could easily quality for regularly converted to 150 so scope to restore as the CB77 but 15%
rotary disc-valve induction to be ‘classic’ status, then we have for ample confusion with engine less for initial purchase.
both rapid and tractable, with only chosen a few… internals. Innovative four-valve ohc
smooth performance similar to most cylinder head prone to rapid wear if Prices
500 strokers of the time. ‘Upside- C90/92/CB92 under-oiled. Proper dual-purpose low £1250 || high £5000
down’ six-speed gearbox can be 124cc ohc twin || 160kg || 68mph machines, so great for green-laning:
entertaining (or embarrassing). || 12bhp || 90mpg || 1958-64 for more extreme off-road riding
Rarely seen so correspondingly look for Paris-Dakar and XR CB250RS
expensive to buy, maintain and NOT TO BE confused with the later models. Resurrected as the 248cc ohc single || 130kg ||
restore. Sparse spares. Benly models, these early 125 twins ‘Degree’ in the early 1990s. 90mph || 65mpg || 26bhp ||
are an ungainly mix of technical 1980-84
Prices sophistication and angular styling. Prices
low £1800 || high £4000 The pioneering twin-cylinder ohc low £750 || high £2000 NIMBLE, SPOrTY LIGHTWEIGHT
machine came with all mod cons offering oodles more fun than the
(electric starter and indicators Superdream twin. Tends to be
among them) but was compromised C70/C71/C72/C75 thrashed senseless so top end,
HONDA by the its excessive mass, poor 247cc ohc twin || 170kg || 70mph chains, sprockets and brakes
brakes, strange steering, under- || 18bhp || 1958-67 usually well worn. RS-D from ’83
T
he greatest motorcycle damped suspension and lack of has O-ring chain and electric start
maker the world has low-down torque. The C90/92 GrOUND-BrEAKING but the kickstart models fire up
ever known, Honda Benlys represent a pivotal moment OvErHEAD cam twins, the original easily anyway, so pay no extra for
have always led the field. in motorcycling, but are probably Dream, with pressed-steel frames the D. Later dohc six-speed CBX
There is almost no variety of best left to collectors / restorers. and a remarkably revvy engine for version is less invigorating and
bike which they’ve not built at The snappy, supersports CB92 is 1957. For serious restorers / popular.
some time. They’re often much more sought after, especially collectors only; a lot less fun to ride
innovative (think of the oval on the classic racing circuit, for its than their descendants and Prices
piston racers) and often twin carbs, 10k rev ceiling, and sourcing spares can be a struggle. low £500 || high £1500
conservative (think of the monster 2ls drum brakes: high- Varied capacities (125, 154, 247,
CD175), but their machines spec examples fetch five figures. 305cc), wet sump from 1960, and
are always well engineered, different styles spawned the CB CJ250/360T
spares are usually available Prices roadsters, CL trail bikes, CD 357cc ohc twin || 185kg || 90mph
for an age after the bikes went low £500 || high £3500 commuters and CC street || 55mpg || 34bhp || 1976-77
♠

THE AUSTIN ALLEGRO of old NEVER AN OFFICIAL UK import, CB450/500T were improved for the 544cc
bikes. Cheap when new and far early 1970s CB350 fours are now 445cc dohc twin || 188kg || CB550 from 1974, then the CB650
from cheerful, the final incarnation regularly offered as resto projects 110mph || 65mpg || 45bhp || arrived in 1979 with a new frame
of an utterly out-moded design. after being shipped from the USA 1965-78 and significantly different engine
Weirdly fashionable now with (check it comes with correct NOVA internals and four carbs. Plenty of
examples being restored to OMG paperwork and import duties paid). EXOTIC wHEN LAUNCHED, if affordable, scruffy 650s around,
condition (presumably by people Less handsome and rewarding to any one model sounded the death especially custom variants; budget
who never had to ride one back ride than the more familiar 400/4, knell for the old British industry then to clean and balance the carbs.
then). If you absolutely must, then so budget for a 350’s final value to it was the Black Bomber, which very Original and unrestored 500 and
get a 360. Or counselling. be 20% less than the bigger bike. nearly squeezed the performance of 550 values are similar, and rising.
The 408 is similarly revvy and not a big bike into a lightweight
Prices as quick as it looks, but is pretty package. Double overhead cams Prices
low £500 || high £3000 nimble and easy to manage, hence and funky valve springs were the low £900 || high £6000
popular among smaller riders. least of it; older riders may not have
Snazzy exhaust system costs a been convinced but fast lads
CB250/400T fortune; look out for sheared grabbed the opportunity. CX500/650
395cc ohc twin || 180kg || camchain adjusters and seized Revamped model from 1967 is 497cc ohv V-twin || 205kg ||
100mph || 50mpg || 43bhp || brake calipers. the better bike, with five-speed 110mph || 43mpg || 50bhp ||
1977-79 gearbox, new carbs, more power. 1978-85
Prices Unloved examples typically suffer
TECHNICALLY ADVANCED wITH low £3000 || high £5000 top end failure. Many now being PERHAPS THE mOST practical
five-speed gearbox, helical gear given a second life as smart motorcycle of its time and curiously
primary drive, three valves per specials. Evolved into the longer- charming, in an ugly-duck way.
cylinder, electronic ignition, CB250/400N stroke 500T in 1975 which Unlikely to be many left with top end
Comstar wheels and disc front 396cc ohc twin || 175kg || although bigger was less powerful, troubles or big end knocks, but
brakes. Far better than the outgoing 100mph || 45mpg / 43bhp || slower, ugly and blighted with one worth listening carefully to the
CJ, but stodgy looking and not 1979-83 of ‘those’ Honda camchains. Not to engine in any case. High rev misfires
exactly lively. Can be considered be confused with the much nicer indicate alternator failure. Dodgy
‘charming’ from some angles these BETTER ALL ROUND than the 500/4, and worth significantly less aftermarket pipes can strangle mid-
days. Lived on as the Hawk in the Dreams with Euro ‘big bike’ styling than the 450 twin. range. Placcy mudguards don’t add
USA. Oddly interesting 400A (for but hard to love as a classic, to front end stability. Better
automatic) used a two-speed torque especially the overweight, sluggish Prices Eurosport styling arrived in 1982,
converter to save on gear shifts. 250. Decent torque makes the twin- low £1500 || high £5500 but the 650 with 64 horses and Pro-
Ignored then but gaining a following disc 400 nicer to ride. In fact, it’s Link suspension is The One To
now. Auto worth no more than the probably a better bike than the Have. SilverWing is a rather splendid
standard 400; 250 worth about 400/4, but lacks the CB400F’s VF400/500F small tourer. Turbo version requires
30% less than that. panache and value. Hard to recoup 498cc dohc V4 || 185kg || dedication and application of ££ to
the cash spent in a full restoration: 125mph || 45mpg || 70bhp || keep in fine fettle but is better than
Prices only the most shiny bikes in original 1983-85 the Suzuki or Yamaha alternatives.
low £500 || high £2500 spec fetch top dollar. Many old Not the most natural machine to
hacks enjoy new lives as cafe- NImBLE, FREE-REVVING sports turn into a cafe racer, but that
custom specials; worth half as V4s which suffered by association doesn’t discourage the brave…
CB350/400F much. with their bigger sibs but shared
408cc ohc four || 185kg || 98mph few of the top-end gremlins. Prices
|| 50mpg || 37bhp || 1972-77 Prices Enclosed discs on the 400 are a low £750 high £4500
low £750 || high £2750 pain, but otherwise the smaller bike
out-performs the 500. Little overlap
in components between the pair. XL500/600/FT500
EN
More 500s on the market, prices 497cc ohc single || 140kg ||

SE
roughly the same for either size. 90mph || 65mpg || 32bhp ||

AS
Not to be confused with more 1979-88

LD
aggressive / extreme VFR/RFV

SO
models which followed. XLS ARE SOLID dual-purpose big

singles; less competent off-road
Prices than Yam’s XT if somewhat more
low £950 || high £2200 civilised and a sniff easier to kick-
start. But even later Pro-Link
versions with radial valve head,
CB500F/550/650 posh carbs and decompressor can
498cc ohc four || 190kg || still be a pig to fire up once warm.
110mph || 45mpg || 50bhp || The underpowered, road-only FT
1971-85 flat-tracker got an electric starter
(which often failed); developed an
HONDA VF750FE LIGHTER, SmOOTHER, un-Honda-like reputation for
Hasn’t been on the road or used since an extensive ‘full SmALLER, more revvy and only unreliability and was shunned for
nut and bolt’ restoration in 2014, with ‘no part left slightly slower than the first CB750, several decades. Now flavour of the
the short-stroke 500 Supersport month, although it’s still slower than
untouched.’ Went under the hammer at the Bonhams
was actually a spiffy middleweight an SR500. Which is saying
auction last month which gets ignored in favour of the something. Twin shock XL500s thin
SOLD FOR £26 (now) more expensive 400/4. Go on the ground these days so prices
figure. Clutch and transmission refer to the pre-Ténéré XL600.

SO
Prices the doomsayers, the four carbs
LD
low £500 || high £2000 stayed in tune, and the twinned
AS
primary chains ran fine, provided
SE
owners followed the maintenance
EN
XBR/GB500 schedules. They feel ponderous
498cc ohc single || 160kg || and heavy compared with the
110mph || 44bhp || 1985-89 Norton Commando (but not the
Triumph Trident), and as the
MARKETING MADNESS suspension wears they wallow. No
bLIGhTED a good roadbike when one cared much about that back
trad Britbike riders were told they’d then, and there’s no need to worry
like the XBR. Neither its styling nor now. Charming machines of
free-revving engine characteristics immense stamina. Honda took too
appealed back then, but it’s been long to replace it (with the
welcomed with open arms by the CB750F/900F in 1979), but 1980 HONDA CB250N
classic crowd. Easier to live with developed their machine steadily as This Superdream was expected to fetch between £1000
than Yam’s SRX600, although the the years and sales mounted up.
and £1200 at auction. It had been stored for some time
Honda’s starter sprag has been There was also an automatic
known to self-destruct. Heavy on version. Golly. and was in ‘clean and tidy’ condition. Came with V5C and
chains, sprockets and brake pads needed recommissioning.
which indicates the kind of use it Prices SOLD FOR £680
gets. Reinvented as the GB low £500 || high £10,000
‘Clubman’ with retro styling and
fussy wire wheels. Some 250 and ish format, but the revised F benefits naked; the 1100s from 1980 were
400 imports around; the 500 is the CB750/900/1100 from an additional 10 horsepower, a the first with factory fairings and
nicer bike and (we think) the XBR 748cc dohc four || 236kg || fairing, a much-improved chassis luggage. Values shown here for
more honest than the tribute GB. 125mph || 45mpg || 77bhp || and suspension, if you can live with 1000s are highest for low mileage
1978-2003 its 16-inch front wheel. machines in standard trim, sans
Prices accessories; these bikes being
low £1500 || high £4000 FAR MORE AFFORDAbLE than Prices bought by collectors. Long distance
the single-cam 750s, the 16-valve low £500 || high £3000 riders should go for fully-loaded
twin-cam fours are more popular 94bhp 1200 instead and save more
CBX550/750 now than when they were new. The than 50%. Budget to overhaul
747cc dohc four || 220kg || long-stroke 902cc version benefits VFR750 brake calipers and carbs.
130mph || 35mpg || 95bhp || from an extra 18 horsepower 748cc dohc V4 || 198kg || 48mpg
1981-1988 available lower down the rev range, || 145mph || 105bhp || 1985-97 Prices
more torque and almost no weight low £3000 || high £6000
550 OuT-cLASSED by Kawasaki’s penalty, making it pleasantly lazy. By ThE V4 WhIch finally resolved
GPz, not helped by yet more top contrast the 750 Bol d’Or gained Honda’s camchain crisis by
end trouble and the enclosed front 8bhp but feels more stressed. combining the VF1000R’s gear- CBX1000
disc brake which tended to 1100F version with 108bhp arrived driven cams with the VF750’s 1047cc ohc six || 275kg || 40mpg
overheat. 750 a better package all in 1983 with TRAC anti-dive, box- engine layout in an all-new || 130mph || 105bhp || 1978-82
round; smooth and tractable if a bit section swinging arm and genuine aluminium twin-spar wraparound
flabby in the midrange (and be 140mph performance. 900 worth chassis. A classic straight from the bRuTAL bIG SIx demands
wary of engines which tick and tap). 10% more than the 750; 1100 worth crate: fast, smooth, reliable and dedication from its owner and
A safer bet than a VF750; always 10% on top of that. Listen carefully only improved by the 17-inch front benefits from modern suspension if
overshadowed by the VFR. Fully- for camchain chatter; check that wheel which arrived in 1988. Well- you intend to unleash the engine’s
faired Bol d’Or worth no more than 900s especially cleanly engage all kept, low mileage examples are potential. Later faired B and C
standard half-faired 750s. gears. Limited edition CB1100R of affordable and practical. models came with upgraded
1980/81 was a homologation special Redesigned VFR for 1990 with brakes, forks and Pro-Link
Prices based around the 900: one for single-sided swinging arm isn’t monoshock but lost several million
low £750 || high £2500 serious collectors only. necessarily a better bike. Genuine marks for lack of ‘wow’ factor,
RC30 racers fetch monster money: hence worth around 15% less than
Prices for collectors only. standard-spec Z models. Check
CB750 low £500 high £4500 starter motor performance carefully:
736cc sohc four || 225kg || Prices don’t believe the ‘it just needs a
120mph || 40mpg || 67bhp || low £500 || high £2800 new battery’ blarney.
1969-1979 VF750S/F
748cc dohc V4 || 240kg || Prices
ThE FIRST 750 superbike. 125mph || 40mpg || 80bhp || GL1000/1100/1200 low £3000 || high £8000
Discuss. Honda startled the 1982-85 999cc ohc four || 260kg || 40mpg
worldwide motorcycle || 110mph || 80bhp || 1974-87
establishment when they moved cuRSED WITh cAMShAFT and
seemingly seamlessly from their camchain failures, the VFs still get ThE GOLD WING was the most KAWASAKI
familiar ohc twins to the first sohc sneered at, which means that tasty sophisticated motorcycle of its time
K
four-pot monster. Effortlessly fast for examples (with the top ends already and the first Honda with liquid awasaki Motorcycles
its day, with dreamlike smoothness sorted) can still be found for cooling and shaft drive. Physically (originally Kawasaki
and a clever combination of trad sensible prices. The super-smooth substantial with commendably few Aircraft) hit the rider
and space-age styling to match its short-stroke V-twin steers a little flaws save a weak clutch on early radar when they acquired the
extraordinary technology. Despite strangely in its original S flat-tracker- examples. Initial models came makers of the Meguro, a 4-
♠

EN the small-capacity triple strokers lost W1/W2/W3
horsepower and gained mass over 624cc ohv twin || 180kg ||
SE
time. The 32bhp S1 250 was good 110mph || 50bhp || 1965-74

AS
for almost 100mph and certainly

LD
a developmeNt of the Meguro

SO
sounded as if it was about to go into

orbit. S2 was a 350 version, but the 500 twin, easily mistaken for a BSA
choice for classic riders has to be A7. Mainly sold in the USA, with a
the torquier (everything is relative) range of specifications including
S3 with its bigger carbs. twin carbs, high pipes, and twin
Better handling than the heavier discs. Challenging to restore
four-strokes of the period, but correctly; barn-find imports won’t
utterly desperately atrocious fuel be straightforward to complete.
economy. Ignition famously hard to
keep timed right; spark plugs Prices
equally famous for fouling. low £4000 || high £8000
1968 KAWASAKI MAch III Renamed KH from 1976; the final
This early 500 triple two-stroke was offered fresh from models are undoubtedly slower but
restoration at auction last month. It’s done only 15km surprisingly charming if you’re Z650
looking for an affordable, compact 652cc dohc four || 210kg ||
after the rebuild was completed in March 2014. No UK classic two-stroke. Prices are for 120mph || 65bhp || 1976-83
paperwork, just Italian club documents. the final, electronic ignition KH400.
Sold for £9200 HaNdSome aNd Solidly built,
Prices the Z650 is the obviously alternative
low £950 || high £5000 for anyone who can’t afford a Z900 or
stroke twin with more than a Honda’s domination of the small prefers a better balanced package.
passing resemblance to the four-stroke market although it’s a Initially came close to squeezing 750
BSA A7. Still oddly popular nicer bike. Cut-price plain-Jane Z400/440 performance into a 500-size chassis;
in some quarters today, and Z250B nowhere near as nifty. Final 443cc ohc twin || 180kg || 45mpg then overshadowed by the Z750 from
pleasant to ride. The early GPz incarnation offers most torque || 115mph || 41bhp || 1974-84 1980. Early 650s look more classic;
machines badged as and snazzy styling, and was post-80 models come with better
Kawasakis were two-strokes, successful enough to stick around aN amaziNgly average brakes, electronic ignition, CV carbs
and indeed they swiftly gained for the long haul. Belt drive rarely a motorcycle, the twin-cylinder Zeds etc. SR and Custom versions
a reputation for fearsomely problem; top end highlights neglect looked vaguely British to begin with, significantly cheaper than pretty wire-
quick machines with their and abuse. ‘modernised’ with cast wheels and wheel roadsters. Z400J with 43bhp
500 and 750 stroker triples, square styling, then switched to from 1980 was effectively a
with journalists falling over Prices factory custom guise with belt drive. miniaturised 650 with very little to
themselves with superlative low £300 || high £950 Six-speed gearbox and 440 engine recommend it.
overload. And indeed they from 1978. Can be attractive to
were very rapid for their day. Britbike riders looking to replace Prices
Reading the writing on the A1/A7 heavyweight twins with something low £750 || high £4750
wall, Big K dived straight into 338cc two-stroke twin || 160kg || lighter and easy to start. Values
the rapidly emerging 30mpg || 110mph || 42bhp || rarely support the full cost of a
superbike market, trumping 1966-71 restoration, however. W650
Honda’s CB750 with their 676cc ohc twin || 195kg || 50bhp
own Z1 / Z900, which was Samurai 250 verSioN arrived Prices || 1999-2010
bigger and boasted an extra slightly ahead of its 350 Avenger low £250 || high £1200
overhead cam. The flagship sibling, both well finished and tidy moderN retro with
did what flagships do, and smoothly swift thanks to twin carbs, convincing styling, decent
dragged sales of the marque’s disc valve induction and Injectolube Z500/550/GPz/GT550 performance and a considerable
smaller machines along as it oiling. Decent front brake matches 553cc dohc four || 120mph || cult following. Most owners will tell
progressed through the their laudable performance. Less 200kg || 58bhp || 1978-00 you it’s better than a Hinckley
markets of the world. Big, savage than the snappy triples Bonnie; certainly more popular than
brash and heavy, the Big Zed which followed, but far fewer twins almoSt iNdeStructible the lacklustre Zephyr fours. Scruffy
is a major player today, too. were sold new or are available now. raNge of middleweights. Early ones not too tricky to transform into
As well as the famous Lively, light and easy to live with. Zeds were solid stalwarts, first GPz cute cafe racers.
heavyweights, Big K also Little difference between 250s and was a stunner. H1 version got Uni-
supplied loads of reasonably 350s in price: condition more Trak rear end, then more power with Prices
conventional singles, twins important, and high-pipe examples 26mm CV carbs. Many since low £2500 || high £4500
and fours, and indeed they tend to attract more attention. modified, chopped and bobbed;
still do, although their Z500/550s make a solid basis for a
sporting rep was further Prices custom project. Find an unmolested h1/h2
boosted by the GPz and GPZ low £5000 || high £8000 GPz550 for a genuine pocket 748cc two-stroke triple || 190kg ||
machinery, all of which have superbike at affordable prices. 30mpg || 120mph || 74bhp ||
their followers in the classic Shaft-drive twin-shock GT proved 1969-75
world. S1/S2/S3 massively practical and long-lived;
400cc two-stroke triple || 160kg || still viable as a classic tourer. tHe Stuff of legends: monster
Z250 / GPz305 30mpg || 110mph || 38bhp || performance from both 500 and 750
306cc ohc twin || 164kg || 65mpg 1973-79 Prices strokers. The original screaming
|| 100mph || 36bhp || 1979-97 low £400 || high £2200 meanies which go like stink in a
Neat aNd Nimble, the if you waNt outright performance straight line and give riders heart
expensive Scorpion never troubled then buy an early S-model, because failure when they wheelie in corners.

Modern suspension upgrades 998cc dohc four || 222kg || come onto the market and
temper the excitement somewhat, 37mpg || 135mph || 102bhp || LILAC / MARUSHO fetch anything from £1000
but standard / original bikes go for 1972-83 upwards depending on how
L
more money. 750 has longer ILAC BIKES WERE much of them is missing.
wheelbase and better steering before spending the thick BUILT by the Marusho
geometry so less likely to spit you off end of £20k, be certain that you business from 1949 and RIKUO
than a grumpy 500. Both deliriously definitely want a Z1A or B, and featured the firm’s trademark
P
exciting. Oh, and bits fall off, pistons that’s what you’re actually looking shaft drive. Starting with a ARENT COMPANY
melt, eyeballs bleed and they cost as at. Z900 from 1976 (smaller carbs, simple 150cc single, they SANKYO imported
much in petrol as they do in spark more mass, better roadholding) progressed to small transverse Harley-Davidsons to
plugs. Stainless brake lines give a bit costs between £8000 and £12k, V-twins similar to those built Japan through the 1920s, then
more bite to the overworked single and prices overlap with the Z1000 by Victoria Bergmeister, and bought the rights to
disc. Later models mildly more (£6000 to £10k). Ltd custom Zundapp-inspired 350 flat manufacture Harley V-twins in
subdued but with nicer styling. versions all worth 30% less. Our twins. Economic glitches the 1930s and established one
KH500 almost civilised. If you find a fave is the Z1000R Eddie Lawson stopped Lilac production in of the first purpose-built
‘for resto’ example, budget for a rep; a brutal muscle bike providing 1961 although Marusho motorcycles factories in Japan.
rebore, new pistons and all seals… massive performance for your continued supplying Models included the 1200cc
money. Again, check its components to Honda, and VL sidevalve solo and Type 97
Prices provenance before paying full ticket returned in 1964 with a 500 for military sidecar duties.
low £5000 || high £12,000 (prices below) for what may only be horizontally opposed twin. Pre-1942 production totalled
a smart paintjob. Plagued by teething troubles, around 18,000 machines.
the 500 is of technical interest Post-war, Rikuo continued
Z750 Prices as it uses Marusho’s own making 750 and 1200s, as well
745cc dohc twin || 230kg || low £3750 || high £6000 clutch and transmission as commuter mopeds and
55mpg || 120mph || 55bhp || design, and novel ignition and BMW-inspired shaft drive
1974-78 electrical systems. single-cylinder 250/350 ohv
GPZ900R Marusho was also ahead of models. Production ceased in
What could’ve been a ‘modern 908cc dohc four || 228kg || the game by introducing an the early 1960s after the
Commando’ was always overshadowed 40mpg || 110bhp || 150mph || electric-start ‘Magnum Electra’ company had been sold to
by its super-successful four-cylinder 1984-99 in 1967 but production ceased Showa. A 1939 1200 V-twin
siblings. The overweight twin is permanently soon after. Bikes will set you back the better
significantly slower, and the bonus of if the 750 Turbo and GPz1100 were badged as Lilac or part of £20k if you ever see
decent low-rev torque is offset by were the last hurrah of the old UJM, Marusho depending on one for sale. Some grotty ‘for
horrible high-rev vibes and lumpy then the Ninja was the shape of markets. Few imported to the restoration’ examples pop up
delivery from CV Mikunis. Still cheap everything to come. A truly ground- UK; V-twins are especially on eBay and are likely to get
and, like Honda’s VF750s, can be breaking bike and a realistic sought-after by collectors. rebuilt with Harley parts.
rewarding if you’re prepared to tinker. all-rounder, although the 900R Prices typically in the £5000
possesses rather less character than region for most 1960s twins; SUZUKI
Prices its air-cooled compatriots. Dropped dedication required to source
S
low £500 || high £2000 the 16-inch front wheel in 1989. components. uzuki have been around
An infinitely better bike than the for a lot longer than you
1000RX which succeeded it. A MEGURO might think. Their
Z750/GPz/GT/Turbo couple of zero-miles, unregistered motorcycles were originally
B
738cc dohc four || 217kg || examples changed hands at EST KNOWN FOR its imported into the UK as a
36mpg || 135mph || 86bhp || auction for c£10k, but the long copies of BSA parallel joint venture with AMC,
1981-86 model life and vast numbers sold twins, Meguro began as British owners of Norton,
keep mainstream values entirely an automotive parts AJS, Matchless, Francis
unlike the 500/550 fours of affordable. Similar style water- manufacturer in 1924 and Barnett and James, and as
this period (where the GPz was cooled 750R wasn’t a hit when new developed their first models was the way, most of their
massively faster than its Zed and is hard to recommend now. from 1937. Started post-war early machines were solidly
counterparts), the 750 ranges are production with a range of based on the lucrative
much more evenly matched in Prices small ohv singles, then went commuter market, and were
terms of performance. Some low £950 || high £4000 racing in the 1950s, produced 2-strokes. Inevitably, they
bargains to be had in the shape of a 500cc ohc racer, and went racing, presumably to
early slab-sided Zeds, then. Rattling developed a series of British- improve the breed, and
camchains seldom cause Honda- Z1300 inspired parallel twin became entirely proficient at
style catastrophe. Best all-round 1286cc dohc six || 300kg || roadbikes. building high-performance
package is the A1 Uni-Trak GPz 40mpg || 120bhp || 140mph || The first pre-unit style 650s strokers.
(prices shown). ZX750 Turbo is 1979-89 of the late 50s were followed Their range of sporting
easily the best supercharged by the K-series ‘Stamina’ 500 triples was a little
machine of its time with uprated huge and heavy but blessed models (based around the overshadowed by Kawasaki’s,
chassis to match the 150mph with better road manners than BSA A7) in the early 60s. By but the GT twins were
motor; needs expert mechanical you’d initially imagine. Engine then, Kawasaki had absorbed successful enough. They clung
attention and costs a minimum of utterly effortless when running most of the Meguro concern, to the idea of stroker
£6000 in decent condition. smoothly (three carbs not always so that the K2 was as much a superiority in a commendable
co-operative). Fuel injected version Kwak as it was a Meguro, and way, eventually seeking to
Prices from 1984 got 10bhp boost. lived on as the W-series avoid the legislative appeal of
low £1500 || high £3000 Complex hy-vo cam drive makes Kawasaki twins. Restoring the four-stroke with the only
engine work a challenge. and running a Meguro would Wankel-engined machine put
Prices be something of a challenge into production by a Japanese
Z1/Z900/Z1000 low £4500 || high £7500 today, but some K projects do major; the RE5, which was
♠

built in parallel with their cOmpAReD to the Super Six, the valve GSX models with TSCC were modern kit. 550 has chain drive and
excellent GT750 water-cooled Ram Air models evolved into the more complex but provide better six speeds; five-speed 650 and 750
stroker triple. The RE5 failed, GT250A for 1976 with bigger carbs, performance. Even so, none of them more relaxing. Took longer to be
and Suzuki followed the four- beefed up bottom end and perkier are sought-after and certainly not considered ‘classic’ than CBs or Zeds,
stroke path, producing performance. Best of the bunch is worth the cost of a pukka restoration. hence values still lower. Best of the
several excellent if the 1978-on X7 with lightweight Cheap basis for a flat-track or bobber bunch is the shaft-drive 650. Katana
unremarkable machines. frame and reed-valve induction. project, but still bland and basic. versions typically fetch 15% more
The phenomenon which was Compact and characterful with an than roadsters. Lots of brats and cafe
B. Sheene MBE racked up the extremely respectable turn of speed. Prices customs (of varying quality, so worth
image of Suzuki as a builder of low £250 || high £950 checking in person) on the market.
excellent racing two-strokes, as Prices
their production shifted to low £500 || high £5000 Prices
four-strokes. The GS and GSX T/GT500 low £500 || high £4000
ranges proved to be popular, 492cc twin two-stroke || 176kg ||
and they shifted seamlessly SP370/400 42mpg || 47bhp || 100mph ||
enough into the liquid-cooled 367cc ohc single || 120kg || 1967-77 GT380/550/750
generation with the GSX-R 60mpg || 25bhp || 80mph || 738cc triple two-stroke || 230kg ||
machines. 1978-80 mILD-mAnneReD ALL- 55mpg || 67bhp || 110mph ||
ROunDeRS, nothing like the 1971-78
T20/T250 tIDy DuAL-puRpOSe trail / road screaming strokers which would
247cc parallel twin two-stroke || tool. 400 introduced in 1980 with follow in subsequent generations. The the bIggeSt tRIpLe arrived
135kg || 40mpg || 29bhp || decompressor (so easier to start) but first Titan / Cobra tended to vibrate, first to create the cult of the Kettle.
95mph || 1965-68 less power and lower top speed. used Suzuki’s weird kickstart set-up All are relatively smooth, reliable
Replaced by the DR400 which was and shared its weedy front brake with and rewarding to own and ride.
AKA the SupeR Six (or the better at everything and tended to the much lighter 250. Big revamp for Bigger models came with electric
Hustler in the USA), a technically get thrown at the countryside in GT in 1976 with new suspension, start; 380 has an extra gear; only
advanced six-speed ‘square’ stroker pukka trials, so SPs frequently less electronic ignition and disc brake, if the 750 is water-cooled (smaller
with early Posi-Force injection. beaten up and still affordable. Values less power, lower top end, dodgy pair get Ram Air instead). Braking
Developed from the T10 but almost much the same for 370 and 400. stopping in the wet and the same old options vary from fade-fast drums
entirely different. One of MCN’s vibes. Foot controls can be arranged to scary stainless steel discs.
Bikes of the Year; a genuine ton-up Prices to suit Britbike riders. A few genuine Components differ across the range
250 with decent brakes. Many low £1200 || high £3000 Crooks racers fetch double the value and through model years so check
converted to racing spec. of the best roadbikes. compatibility carefully. Kettle is
Successor T250 / Hustler and T350 justifiably sought-after and prices
Rebel typically more affordable. GS400/425 Prices are double those of the 550 (shown
423cc ohc twin || 175kg || 45mpg low £1200 || high £4000 below). Dunstall racers worth the
Prices || 38bhp || 96mph || 1976-80 same as standard-spec 750s. 380
low £750 || high £4000 values are around 15% lower than
unRemARKAbLe twIn- RE-5 the 550. If restoring, be aware that
cyLInDeR roadbikes which handled 497cc rotary || 230kg || 35mpg || only the 750 is likely to repay the
GT250/X7 well but were hard to start and thirsty 62bhp || 110mph || 1973-77 full cost of a concours resto.
247cc twin two-stroke || 145kg || with flabby performance. Tweaks for
40mpg || 30bhp || 100mph || the 425 version in 1979 barely ODDbALL ROtARy engIneD Prices
1973-83 improved things. GS450 which tourer, suitable for serious enthusiasts low £1500 || high £5000
followed was better but shares few only. Smooth motor but strange
InItIALLy unDeRwheLmIng engine components with 425. Four- sounds; uses as much oil as a two-
stroke. Lots of torque and decent XN85
handling, odd engine harmonics 673cc turbo four || 250kg ||
EN
around 4k are normal. Engine spares 35mpg || 85bhp || 130mph ||

SE
hard to source. Best used on regular 1983-84

AS
long runs rather than occasional local

LD
jaunts. Requires informed mechanical SuzuKI’S DISmAL StAb at a

SO
attention. Unless you’re a rotary fan, turbo, based around the GS650
the Kettle is a better bet. engine which ended up in a GSX
frame with 16-inch front wheel,
Prices monoshock rear end, anti-dive forks
low £2500 || high £6000 and nastily diluted KatLite styling.
Horrible to maintain: performance on
a par with any normal 750. Possibly
GS550/650/750 better than the Yam XJ turbo but
748cc ohc inline four || 220kg || more troublesome than Honda’s CX
45mpg || 72bhp || 115mph || Turbo and with none of the wow
1976-84 factor of the Kwak. Strangely, some
SUZUKI GSX1100 KATANA people pay lots of money for them.
A 1982 edition, sporting the inevitable aftermarket SOLID mIDDLeweIght FOuRS,
exhaust and 42k miles on its clock. An import (with the typical UJM if ever it existed. Well Prices
engineered with stable handling low £2000 || high £7000
duties still to be paid). Offered for sale at Bonhams matched to respectable performance;
auction last month. pleasant to ride if a bit bulky for GS850/1000/1100
SOLD FOR £1500 smaller owners. Originally weak 1049cc ohc inline four || 230kg ||
electrics massively improved by 45mpg || 95bhp || 130mph ||

SO
1979-88 It produced a couple of
LD
excellent dohc triples, while
AS
SenSibLe SupeRbikeS which clinging to the two-stroke
SE
are nearly as quick in the real world racing heritage for longer
EN
as their brasher competitors, and than most with the excellently
often easier to maintain at home. exciting RD series,
Physically big, but easy to handle culminating in the RD500LC,
once on the move. Superb for one of the definitive race-
touring and travel, less great for developed motorcycles. As
posing and quick sprints. Excellent the 1970s expired and hauled
value; highly durable. A real working into the 80s, they showed
classic. ‘Wes Cooley replica’ 1000S some serious flair with their
normally priced higher than bigger models, an all-time
standard machines but dinky fairing CBG fave being 1985’s V-Max.
doesn’t help the handling. The world has never been
quite the same since… SUZUKI GT750 KETTLE
Prices This 1975 bike sold at auction last month, three years after
low £950 || high £4000 DT125/175/250/400 an extensive restoration (engine rebuild, new wheels and
171cc two-stroke single || 100kg
|| 16bhp || 1974-86 paint, some new chrome), Has been dry-stored since then
750/1000/1100 KATANA and not used so would need re-commissioning before use
The mOST SOughT-aFTeR iniTiaL DT1, cT2 and DT twin- SOLD FOR £4700
iterations of the GS line. All the core shock models look handsome but
attributes of Suzi’s best UJM have very limited off-road capability;
combined with admirable function can be useful lightweight classics Beware bodged conversions from disc brake and finally a full fairing.
and eye-catching styling. The very for rural road riders. For off-road early five-speed gearboxes: UK bikes Brazilian-built RD350R almost
definition of a Japanese classic. True riding, the best of the bunch is the were six-speeders from ’75. made it to the 21st century.
aficionados disparage the 750 so second-generation 175 from 1977 Wheelie-beast 400C with signature Bodywork likely to be battered and
these are the most affordable (and (prices shown), which became the squared-off styling, rubber-mounted now quite fragile, brakes and
easiest to ride, as they’re a generation MX in 79 with proper trials engine and masses of torque arrived suspension benefit from modern
younger with swifter steering). mudguarding and monoshock rear in 1976 (prices shown). E models upgrades. Best bought in person
Homologation special 1000s are end. 250s and especially 400s can come with electronic ignition and from an enthusiast owner who’s
extremely scarce. 1100s more be tricky to start warm. nasty sliding caliper disc brakes. kept on top of maintenance
common (prices below) but look out Heaps of 250s around: £3k secures (especially decokes, piston rings,
for lower-horsepower Jap market Prices a well-restored example on eBay. etc). Test ride extremely useful to
imports. Original exhausts extremely low £750 || high £2750 350s and 400s more commonly check correct Powervalve
hard to come by. Sidepanels and found at dealers these days. operation. Watery brown fluid in
indicators frequently come a cropper. engine oil suggests coolant seep
Pop-up headlight on 750 often doesn’t RD125/200 Prices from blown seals. Unless you
(pop, that is; up or down). Later 195cc two-stroke twin || 140kg || low £1500 || high £5000 absolutely *must* have the neck-
GSX400S Katana brilliantly mimics the 22bhp || 85mph || 1973-80 snapping experience of a YPVS
original styling in a more modern, (prices shown), then a standard LC
compact package if you want to pay a DeveLOpmenTS OF The YAS/CS XS250/400 comes with half the technical
third the price of a ‘proper’ Kat. range with ‘torque induction’ reed 399cc ohc twin || 170kg || 50mpg hassle for two-thirds of the price.
valves and (unusually for such || 45bhp || 95mph || 1976-84
Prices small capacity machines) electric Prices
low £3000 || high £9000 start. Kept drum brakes initially, FiRST incaRnaTiOn waS not low £3000 || high £6000
unlike the disc-braked RD250. Also entirely unlike Honda’s Dream twins,
benefitted from more torque, less but possessed zero charisma and
mass and a shorter wheelbase than was notably sluggish even with a six- XT/SR500
YAMAHA the bigger RDs, hence remarkably speed gearbox. Early 360 version 499cc ohc single || 158kg ||
peppy performance. 125s rarely converted to a 400 in 1977, then 50mpg || 33bhp || 90mph ||
Y
amaha’s corporate logo seen (mostly blown to bits by later replaced by a new version from 1976-99
involves three piano learners) but 200s developing a 1982 with scarce parts compatibility
tuning forks. Back then dedicated following. between them. Cheap. Not cheerful. FamOuS FOR iTS obstinate refusal
it was a common device to to fire up from warm, the early XTs
suggest that this was the top Prices Prices were handsome twin-shockers more
company for tuning, mostly low £750 || high £2500 low £500 || high £1500 suited to byways than actual green
two-strokes, where serious lanes. Joined by the roadbike SR in
power depends largely on 1978 with more power and better
tuning the exhaust system to RD250/350/400 RD250/350LC electrics, but still requiring ‘the
act as an extractor. As with 398cc two-stroke twin || 160kg || 347cc two-stroke twin || 140kg || knack’ to kickstart successfully. SR
Suzuki, Yamaha made their 40mpg || 40bhp || 105mph || 40mpg || 60bhp || 115mph || resurrected in varying capacities
inroads into the world’s 1973-81 1979-96 since then, including dubious ‘Gold
motorcycle markets with a SR’ Brit-single pastiche with BSA
wide range of simple two- The icOnic aiR-cOOLeD ‘Race an uTTeR STunneR from its badges. Honda’s GB is more
stroke machines, but moved Developed’ series started with the inception; slim and nimble with accomplished while SRX retros are
decisively into the four-stroke reed-valve 100mph 250. 350 was potent power and superb steering. infinitely more stylish, but some folk
world with their XS twins, the not much faster but benefited from YPVS arrived in 1983, pushing the will pay chunky money for the SR
650 aimed directly at the trad tweaks including a genuinely rev ceiling towards 10k, matched (prices shown).
♠
Brit market. effective twin-piston front brake. by a highly revised chassis, rear

EN XJ650 TURBO Known faults include the starter
653cc turbo four || 235kg || clutch and head gaskets on early
SE
AS
45mpg || 125mph || 90bhp || editions. Rare, but worth pursuing.

1982-83
LD
SO
Prices
an offShoot of the 1980s XJ low £950 || high £3500
fours, which were worthy enough but
far from exciting (even with some
interesting styling, LCD display and XS1100
the first anti-dive forks on the Seca 1102cc ohc four || 250kg ||
750). Yam’s turbo bike uses carbs 40mpg || 130mph || 95bhp ||
(unlike the other three which 1978-82
switched to fuel injection). Clutch
couldn’t quite cope with the modest Grunty bIG Shaft-drIVe tourer
1975 YAMAHA RD350 power hike; performance overall was with monster roll-on midrange
According to the auctioneer, this matching-numbers air- underwhelming. For reliability, (foreshadowing the V-Max delights to
cooled RD has some compression and its engine turns choose the Honda turbo. For fun, go come, and can be similarly wayward
grab a Kawasaki. Which leaves the if too much throttle is applied in the
over. It was kept in a barn in Ohio for many years, and
XJ parked up alongside Suzi’s XN… twisties). Usefully manoeuvrable
was sold strictly ‘as viewed and for restoration.’ Came thanks to the low height of its
with US title, customs document and NOVA declaration. Prices sculpted saddle. Second gear can be
Sold for £3220 low £1000 || high £3500 weak so test ride advised. Holds its
own against the CBX Thou and
Z1300 at half the price.
Prices
technIcally trIckSy XS750/850 Factory custom Midnight Special
low £1500 || high £3000 deVelopMent of the SR/XT range 826cc ohc triple || 238kg || in black and gold is worth no more
with four-valve head, balance shaft, 40mpg || 120mph || 80bhp || than a standard machine. Odd-
posh carb, disc brakes all round. No 1976-81 looking full-faired Martini special
XS500 electric start so many people opted edition is more practical on the long
498cc ohc twin || 205kg || 45mpg for the XBR instead, but the Yam has SIMply Superb Shaft-drIVe haul but less attractive from any
|| 48bhp || 100mph || 1971-78 the edge on weight, steering and tourers once the early glitches were angle, and enthusiasts pay big bucks
styling. Later home-market versions fixed: E-onwards 750s much for them (double prices shown).
InItIally appeared aS the TX used more civilised XT600E engine, improved over initial edition. Oil-
with a round tank, became the XS swapped twin shocks for cooled 850 from 1980 is one of our Prices
and was killed off by Yamaha’s monoshocks and even added an secret star bikes: laid-back, torquey, low £750 || high £3000
coffin tank styling. Steering was electric start. Much more popular smooth and mostly reliable. More
adequate; stopping was actually now than when new. 250s and 400s character than a CB or a GS; less
good, but short-stroke engine also in demand (check for cash than any Zed. Midnight Special V-MAX
needed to be revved and transplanted engines from old XTs). in black and gold has same value as 1198cc ohc V4 || 260kg || 40mpg
transmission was far from smooth. standard 850 (prices shown). 750s || 150mph || 140bhp || 1985-
Never generated the same Prices worth around 15% less.
enthusiasm as Honda’s 400/4, low £950 || high £4000 the kInG of straightline insanity
hence prices much lower today. Prices and the kind of bike you really
Check that import duties are all paid low £750 || high £2000 should ride at least once before
if buying an American barn-find. XS1/2/650 hanging up your boots. Avoid the
654cc ohc twin || 200kg || 50mpg emasculated restricted versions: this
Prices || 115mph || 50bhp || 1968-85 TR1 is one bike where unofficial imports
low £750 || high £2500 981cc ohc V-twin || 220kg || are often more valuable than UK-
a parallel twIn for Britbike 45mpg || 115mph || 70bhp || spec machines. Massive fun and an
enthusiasts who couldn’t cope with 1981-83 impossibly impressive street
RD500LC oil leaks any longer, the early presence. Test ride advised: V-Boost
499cc two-stroke V4 || 205kg || kickstart-only, drum-brake models not to be confused with the 750 should snap your shoulders at
90bhp || 130mph || 1984-86 were blessed with robust motors and Virago-type cruiser, the TR1 was a 6000rpm; check shaft drive for
blighted by suspect handling (easily Eurostyle streetbike which used its clean power delivery as odd clonks
MaSSIVely hyped racer for the fixed now with modern rubber and 75-degree V-twin lump as a stressed indicate future expense. Starter
roads became a collector’s item quite suspension tweaks). Electric start member of the chassis, vaguely like motor has heavy life so must be
quickly, but the 350LC was always from 1972; steering sorted on the a Vincent. Comfortable and practical checked with a fully-charged battery.
easier to ride fast away from a race XS650, which arrived in 1975 and with tons of torque and a low c-of-g;
track. Technically extremely tricksy was heavier and slower but steered even a fully-enclosed drive chain. Prices
so demands attention if you intend to OK. Electronic ignition from 1980. One of life’s unsung all-rounders. low £2500 || high £6000
use it. Japanese market RZV has Heaps of Special (custom) variants.
lighter alloy frame and better chassis
components but detuned engine.
Weird misfires usually traced to
charging circuit / battery. Early XS1
E&OE
bikes are extremely pretty and fetch There will be errors and there editor@classicbikeguide.com and
Prices a pretty price, hence beware later are certainly omissions. we’ll credit you for any changes
low £6000 || high £10,000 650s wearing ‘tribute’ paintwork. Correcting them is likely to be which result. Similarly, if you’ve
too big a task for the CBG recently sold or bought a bike,
Prices simpletons, so your assistance drop us a pic of it with the price,
SRX600 low £1800 || high £6000 will always be appreciated. If you and we’ll use it when there’s
608cc ohc single || 150kg || want us to add/remove/improve space … with anonymity if you
45bhp || 1985-97 an entry, drop a note to prefer! CBG

TRADINGPOST || Model History

Triumph T140 twins
Back then we had the Bonneville. The ‘BB’ (Before Bloor)
Bonnie. This is a story about the T140, its ways and several of
its attempts to continue, with a nod to the T120 and TR7 too…
Photos from several archives
A topic too commonly aired when riders get together to Left: By 1979, Triumph had Japanese majors were packing the showrooms with rapid,
talk Triumph turkey is the ‘What If…’ chestnut. What if got its bike working pretty well. reliable technology. And no amount of jingoistic tub
Triumph had built its three-pot glory in 1965 instead of Although the slogan on the thumping about the excellence of Triumph handling or the
advert is surely ironic
several years later? What if Triumph had boosted the depth of Triumph heritage was going to compete with
Bonneville to 750cc before 1973? What if it had fitted the Below Right: One of the technology. Seems unfair of course, but it isn’t. The Brits –
750 Bonnie with an electric start from the start? Twin discs? earliest of the last Triumph especially Triumph – did the same thing to Harley-Davidson
A decent riding position? A fuel tank which didn’t look so twins, a ‘tall’ T120 Bonneville. and their American sidevalve brethren in the post-war
much like a bread bin mated with a jerrycan? And so on. It was not quite as quick as the years; in the post-Vietnam years the Japanese did it to
The short answer of course is that Triumph did none of aeroplane. No, really… Triumph. What goes around is not always just a wheel.
these things in 1973, so it’s all irrelevant. The longer Norton, by the way, had gone the electric start route in
Below Left: Very sorted, and
answer – and by far the more enjoyable way to while away a fine choice. That Bonneville 1963, wooed by a perceived need (mainly in America) for
an hour or two – is that all of the ‘What If’ topics miss the Special, complete with Mk.2 such a device. That bike was a pleasant but unexciting
point. Those of us who were alive and into bikes in the early Amals and a superbly stark flop. Stand up, the ES400 Electra. Norton also offered their
1970s knew full well what would happen unless Triumph exhaust (mainly American) buyers a 750 twin, back in 1962. The
produced something truly remarkable – presumably from a early Sixties were plainly a time of coruscating technical
Bottom Left: Machine of the
hat, as there was nowhere more likely as a source – then it excitement at the house of Norton. The Atlas sold well
Year. As chosen by MCN
was all going down, like the famous Titanic. If there ever readers, no less. You could be enough, if not brilliantly, but they got it right with the
was a better example of the deckchair rearrangement forgiven for wondering why they Commando in 1967. Hurrah for us, so forth. The
exercise as the ship sank beneath the company, it is not voted while at the same time Commando looked great and went well, but it was even less
immediately obvious. In a worldwide world (i.e. not just in not actually buying Bonnies… modern than the Bonneville. Looking good is a good idea.
the old imperial markets which were once the happy So how come it took Triumph – a vastly bigger and more
customer hunting ground of all the Brit bike builders) the successful company than Norton – so long to hike its twin

Above: That Special out to a notional 750cc? It took until 1973. That’s a fat taken the 650 engine, with its 71 x 82mm dimensions and
feeling… decade after the Atlas shook, rattled and rolled off the transformed it to a fire-breathing 75 x 82mm, boosting the
Norton production lines. Why so long? Easy. Triumph didn’t capacity to 724cc. This is serious stuff indeed. It would be
want its twin to compete with its triple. That would be the impolite to mention that big-bore kits for Bonnies had been
triple which was basically a twin and a half engine, available for some time; the Morgo version from 1969.
mounted in a modded-to-fit twin frame and styled like an Their kit took the bore out to 76mm and a capacity of an
angular spaceship. Until the (mainly American) customers earth-rattling 744cc.
screamed very loudly and declined to buy such a beast, Someone at Triumph may have noticed this.
which meant that Triumph restyled their space-age triple to The first of the 750s, the 724cc version, arrived at
look like their old hat twin. Got that? Good. engine number JH15345, and at engine number XH22019
Finally, at last, it was 1973. Triumph, by now positively Triumph sneaked that crucial extra millimetre into the bore.
sprinting down the long and winding road to perdition, And oddly … it made very little difference to the on-road
announced that they had achieved a technological – and performance. Not that it was easy to actually buy a
logical from a sales perspective – leap forward. They had Bonneville, because what remained of the Brit bike
Faults & Foibles

Foibles rather than changed a lot of the receipts. All common and is a good idea tubes, some of them
actual faults include the threadforms used on the parts are available, and anyway. Do not expect a successful, and Morgo
strange UK riding bikes … gradually, so that worthwhile mods include T140 to be fast… offered a gear oil
position, a tendency for you can have CEI and a second front disc, gel The TSS 8-valver pump to replace the
amateur-adjusted carbs UNF on the same engine. battery, decent ethanol- suffered at first from double-plunger original.
to make low-speed Loud pipes disguise many resistant fuel systems, failures of the All Triumph twins are
running erratic; faults. Check the source and an additional oil head/barrel joint, which remarkably tolerant
unadjusted primary of oil leaks; they filter. It is impossible to is sealed by a pair of animals, and will run well
chains sound like the shouldn’t leak at all. filter oil too much, and Cooper rings and not a on most fuels and most
very hammers of hell; The thorny subject of the original arrangement conventional gasket. oils. They are very
early chromed brake replacement parts is is very basic. An external They should all have unfussy. Many riders will
rotors can peel, and be worthy of recognition. filter will also increase been fixed by now. There tell you that the single-
careful when ordering Very largely you get what the volume of oil in have been many and carb version – the TR7R
parts for a pre-75 you pay for – and so have circulation, which helps various cures for oil Tiger – is the better bike.
machine. Triumph previous owners. Check cool the engine in traffic leaks from the pushrod And they may be correct.

industry was weeping through the long, complex and still … it’s not tall at all. Above: This was The Look.
emotive birth pangs of the Meriden Co-operative. It may The first significant change to the T140 was the 1975 Export fuel tank, high bars,
pointy boots and strides. Or
have effectively destroyed what little remained of the Brit shifting of the foot shift from right to left, this at the behest
‘jeans’ as we call them today
industry, but hey … it made for a steadily depressing read of the American legislators who must have had a reason for
in the pages of the weekly comics. insisting on this, although it’s not immediately obvious. At
Maintaining their reputation for an impressively glacial the same time, and in an impressively connected way, the
approach to development and radical engineering, the 750 rear brake pedal – now on the right of the bike – operated a
twin shared just about every component which mattered disc instead of a drum. Two versions of the T140 were
with the 650. The performance and even the appearance available: a big ugly fuel tank bike (the UK home market
were much the same, so while two Bonnevilles – the T120 model), and a small handsome fuel tank bike (the export
and T140 – were listed together, it made a lot of sense to model). The two tanks also dictated the handlebar style;
cough up £434.53 for the smaller twin, rather than small tanks got high bars and the big tanks got lower bars.
£625.34 for the larger 750. That was an ironic statement, Sadly, the footrests remained the same. The riding position
in case you were wondering. In moments of weakness, the for bikes with the smaller export tank was very comfortable
thought has occasionally occurred that it might have made up to around 65-70mph, after which it became a little
some sense for Triumph to offer the ‘old’ T120 as a 650 buffety and a strain on the arms. Not a problem at all if you
and in its excellent and well-developed 1970 form, ride short suburban miles or long, slow miles out on those
alongside the ‘new’ T140 in the new-for-71 oil-bearing famous dark desert highways, but less great if you’re a
bicycle. Would this have made a difference? We will never wannabe cafe racer. The UK, low bar riding position was
know. slightly odd. Very ‘sack’o’spuds’ indeed. The footrests
♠
So, although at the heart of all the subsequent decade of

Meriden Bonnies and the revivalist LF Harris Bonnies lived
an engine which, although changed and altered, remained
mainly the same; the rest of the machine was at least a tiny ‘Maintaining their reputation for an
bit technically interesting in 1971. By 1973, when the T140
appeared, it was familiar to all. The original allegedly tall impressively glacial approach to
frame had been shortened and the T140 brought with it
Triumph’s first road-going disc front brake. It may not have
development and radical
been an improvement over the excellent 2ls device fitted to
that 1970 T120, but it was more consistent than the
engineering, the 750 twin shared just
conical hub 2ls fitted to the earlier oily frames. Those about every component which
frames handled well then, and they handle well today. The
originals might have felt tall in 1971, but try one today and mattered with the 650.’
Above: Into the 1980s with needed to be a couple of inches further back, as Norman all intended as a celebration of the Queen’s 25th
an electric start T140ES. Hyde and several others understood, and sold a lot of anniversary. The original intention had been to build 1000,
Restrained, civilised, quiet and
conversion kits as a result. but demand was high, so 1000 more were built for the
oiltight
And from 1976 onwards, the history of Triumph’s 750 USA, followed by another 400 for general export. There was
twin in all its many forms was a history of decline – in sales some debate about which were the genuine collectors’
terms, that is. In more useful terms, the machines items, but it seems very academic now.
improved steadily, if not radically, and all of them are still 1979 brought two models: the T140E and the T140D.
great bikes to own and ride, which may be why they are still The ‘E’ stood either for ‘emissions’ or for ‘electronic’,
so popular, despite – or possibly because of – their antique depending on who you speak to. They both received
engineering and design. electronic ignition, and the T140D Bonneville Special also
As there was almost no cash available to invest in major found itself with a 2-into-1 exhaust and a neat new paint
engineering, the Meriden co-op intelligently focused on the job. Nice looking bike, that one.
cosmetic options available to them, the first serious 1980 saw a great invention! Triumph finally fitted an
example being 1977’s T140J Silver Jubilee Bonneville. This electric starter to their twin. Very neat job, and usually
had a patriotic paint scheme and chromed engine covers, effective; certainly more so than that fitted to Norton’s Mk3
Commando five years before; about as useful as that fitted
to the T160 Trident. So was born – eventually – the T140ES
Peer Group Electro. You can work out what the ‘ES’ stood for. Triumph
its range by offering their bike with luggage equipment and
Norton’s Commando and the jury’s still out stopped building big a fairing, all the glassware finished in a smoked red/black
was and remains the over the relative merits twins after the unloved finish which was both extremely handsome and startlingly
obvious rival, although or otherwise of all of CB500T, wisely, and similar to the finish offered on some BMWs. And that is not
there will always be a them. It will always be Kawasaki produced a criticism.
price differential out on this subject. their Z750 as a twin … The Executive – which is how they monickered their
between them. The BMW’s R80 twins are as well as a four. The tourist – was a reflection of the fact that Triumph were after
Triumph feels more sometimes compared to twin is actually far more a slice of the UK Police motorcycle market, which had been
conventional Brit in the the T140, mainly pleasant than its dominated by Triumph through the 1960s, shared with
way it does what it because of the police reputation suggests, Norton in the early-1970s, then lost, mainly to BMW, whose
does. Notable Italian overlap, but they are although despite its R80RT air-cooled flat twin was well suited to the peculiar
competitors included too different for dohc top end it has no demands of the service life and became a familiar sight on
twins from Moto Guzzi, accurate comment here. more performance than the roads of the UK, every example acting as a rolling BMW
Ducati, Motobi/Benelli And, of course, Yamaha a Bonnie 750 and will advert. The Executive used a fairing and fittings which
and Laverda. You’ll pay gave a delighted world be no quicker over a would have been well suited to police duty, although fleet
more for any of those, the XS650. Honda demanding road. models were usually equipped with a solo saddle and

rather more utilitarian plastics and finishes than civilian parallel twins is that they vibrate the very fillings from the Above left: Moody machine
machines. Still, it shows that the spirit was willing, even if teeth of their riders. This is not in fact the case. They need in a moody setting. Perfect
Bonneville country... and
production figures had fallen to around 50 machines per to be badly set up to do that. However, those bad vibes
weather
week. Bikes built around this time and afterwards are certainly did not help the reliability of the radio tackle
probably some of the best of the 750 twins. With their softly favoured by the force. Norton famously fixed it with their Top right: At one point,
tuned engines, electronic ignition and electric starters they patent – and very effective ‘Isolastic’ rubber-mounting Triumph wondered whether the
make extremely pleasant riding machines for anyone system, and in the early 1980s – 15 years later, again – future lay in a radically revised
interested in the British twin. They look great, go well, steer Triumph tried a similar approach. Once again, they were approach to styling their twin.
Happily for us all…
better, and with twin discs fitted they stop well, too. hoping for a police order or several, which might explain
The next great leap forward came in 1982, when the rather quaint ‘Enforcer’ designation of their Above right: Right at the end
Triumph finally launched the long-rumoured eight-valve interpretation of the rubberised bicycle. For 1984 they came the eight-valve head, the
version of their elderly engine, the TSS; more properly the intended to fit the eight-valve engine to it, which would TSS
T140W TSS. The ‘W’ in the model designation may have have been a handy tool indeed.
stood for Weslake, as the new Triumph engine was As well as the models mentioned above, Triumph Below: The market for police
machines can be a life-saver for
essentially the eight-valve conversion, which Weslake had produced two other versions of their 750 which are
a factory. Triumph were once
developed from an older Rickman design. It was a rather deserving of consideration should you be seeking the UK’s largest supplier of
larger engineering job than you might think, because as something special: The TSX and the TR7T Tiger Trail. fleet machines, and they
well as the extra valves and their associated rockery, the The latter isn’t strictly a Bonnie derivative, as it’s based wanted it to continue. BMW
♠
barrels were also new – not least to match the closer thought otherwise. This
pitching of the cooling fins on the new cylinder head – as machine is a very late offering,
with the electric police boot,
was the crankshaft. A decent job, too, and with its claimed
cast wheels, a single seat and
60bhp it was a rapid, light machine, and fast over the kind quite possibly an anti-vibration
of roads favoured by Triumph twin riders, then and now. frame
The end was near, however. In some strange way, some
of the most interesting variations of that original fairly
uninspired T140 theme appeared as the company itself
foundered beyond the point of rescue. There’s more;
Triumph envisaged a range for 1984 which was imaginative
in the extreme, especially given their tiny resources. The
real ‘What If’ question which rarely gets asked is ‘What If
Triumph had offered the 1984 range in 1976, when they
still had a market ready and waiting for Triumph twins’?
We’ll never know.
One of the various complaints about traditional British

Above clockwise from top on the Tiger 750, which was a Bonnie with a single carb. but expensive and difficult to find.
left: Maybe the most amazing Nit-picking? Go pick your own. And then – quite suddenly it seemed at the time – it was
of them all was the TSX,
The TSX was an extremely short-lived but entirely all over. Triumph went into voluntary liquidation in August
a really soft chopper from
Triumph. An utter hoot to ride. entertaining soft chopper – a factory custom bike. Spindly 1983. Just like that. Even critics of the marque went quiet.
Photo by Morgan Rue front wheel, big fat back wheel, high bars, wonderfully Something a little special had passed.
grumbly exhausts and a paint scheme to sear the eyeball. Nearly. There was of course a resurrection, as in all the
Les ‘LF’ Harris with one of the Rare now (well; they were always rare because they built best stories. On June 25, 1985, the new Bonneville was
Triumph twins he built in hardly any) and expensive, too. Grab one if you see one. announced. Nearly new, perhaps. Certainly a Bonneville.
Devon. Once his licence to
For 1984’s range which never was, Triumph intended to Just like the other Bonnevilles … until you looked closely –
manufacture expired, he
replaced the Bonnie with a offer the bonkers TSX fitted with the high-output TSS at the Paioli front fork, the Brembo brakes and the
Rotax-powered Matchless; one eight-valve engine. That would have been really something. Lafranconi silencers. There was no electric hoof, and even
of those is stood behind them The Tiger Trail was equally unlikely; a giant yellow trail the carbs looked seriously retro … but weren’t. In fact they
bike finished in vivid yellow, and with an exhaust which is a were simple old-fashioned Amal Mk.1 Concentrics fitted
‘Export or die!’ was an often- serious contender for the most hideous monstrosity award. with the cold start device from the Mk.2 Concentric. Of
used suggestion. It has an
This model is another rarely seen gem; insanely fun to ride, course they were immediately christened the Mk.1½, and
obvious relevance here…
they worked very well.
You will have read endless If you can live without the luxury and laziness of the
references to ‘oil-in-frame’ electric start, these last of the line – built in Newton Abbott,
Triumphs. In case you Devon, by LF Harris (Rushden) Ltd – are possibly among
wondered, this is where the oil the very best.
goes; into the frame. It would
The Paioli fork rides better than the Meriden Triumph
have made more sense to put
the filler immediately behind original, which dated from 1971, and the Brembo stoppers
the steering head, thus adding are very good at what they do. The engines suffered from
a lot more capacity to the criticism when they were new, but we’ve ridden several with
system. But they didn’t considerable delight.
Of course … it’s not a proper Bonnie, because they only
Right: There’s a long
built proper Bonnies in Meriden. Try telling that to the many
tradition which suggests that
draping a pretty lady over a thousands of delighted owners of the current Bonnevilles
bike sells it. Maybe this is a hailing from Hinckley.
theory encouraged by The Devonian Triumphs were built until the company’s
photographers. The bike is manufacturing licence expired in March 1988. In three
another Bonneville Royal; one years, the tiny factory had built some 1255 machines, and
of the very best variants on the
the end of the line passed by quietly. The end of a long and
old theme…
pleasantly winding road… CBG

TRADINGPOST || MODEL STUDY
Suzuki RE5
Suzuki’s RE5: failure, flawed or fated? Steve Cooper digs into the round files to
uncover the secrets of the strangest Suzuki of them all…
IllustratIons courtesy of Lee Doxey, Suzuki, Steve Cooper, ArChive
above: A 1976 RE5 in a The lure and attraction of the Wankel engine around the concept of purely rotary motion.
sylvan setting were far-reaching and seemed to promise great Simple physics dictates that a reciprocating
things. We now tend to think that the concept is a piston engine has to accelerate and decelerate one
combination of smoke and mirrors mixed with a or more pistons countless times in its running life.
dash of The Emperor’s New Clothes. Of course, you Each and every stroke effectively squanders energy
could argue that the gift or curse that is hindsight by stopping and then re-energising what amounts
never seems to accurately highlight the true salient to a moving metal bung. The reciprocating piston
points within the context of their discovery or the engine was known to be inefficient when the
mindset of the day. Victorians evaluated steam engines, and from that
From a variety of angles, including simple point on engineers had been looking at finding
physics, mathematics and flow dynamics, the ways of making any form or combustion engine
Wankel makes a lot of sense. There’s an element of more efficient.
the something for nothing about it, where a small Suzuki was among some pretty hallowed
number of components appear to perform a variety company when it took out a licence from the joint
of functions. The optimist would argue that the use enterprise partnership of Dr Felix Wankel and the
of the engine’s components is optimised, whereas NSU automotive business in 1970. The basis of
the cynic would reply that each item becomes a Dr Wankel’s engine had been in the public domain
jack of all trades and a master of none. a decade before, with car giant Mazda signing up
Viewpoints aside, the single biggest advantage of as early as 1961. American, German (East &
the Wankel engine, and something that even senior West), British and Japanese car and motorcycle
automotive executives with no mechanical companies all bought into what was considered to
knowledge could grasp, was that the unit worked be both the future and (sic) a revolutionary

concept. Quite what persuaded Suzuki to adopt the light assemblies, which have been attributed to car Above clockwise from
rotary engine has never been fully established, but stylist Giorgetto Giugiaro. A round parallel or top left: The earlier version, the
it is generally acknowledged that its competitors tubular pressing was initially used for the M model, is the most striking
also dabbled. headlight, and the launch model also featured The early M model has
Only Yamaha went public with its creation, but unique spherical indicators. several unique styling features,
just like its GL750 two-stroke four its twin-rotored Many other aspects of the bike’s design were not least the excellent
RZ201 never got beyond the prototype stage. effectively cost-cutting ideas. It’s unarguable that spheroidal indicators
Within the incestuous Japanese automotive Suzuki knew that the bike would carry substantial
industry there were precious few secrets, and quite development and build costs. Therefore, quite That show-winning RE5
again, with a rotor and its
possibly Suzuki got a sneaky heads-up on the early early on in the bike’s design brief, a decision was housing to demonstrate how
RZ210 developments and decided to beat Yamaha made to utilise a fair number of parts also found they work
to the post. on the company’s flagship GT750 stroker triple.
With the adoption of the new engine design Numerous parts of the cooling system, running And if you need How It
came a desire to actually portray the bike as being gear, front suspension, fuel taps, kickstart and Works in writing, there was of
something different as well as having a very sundry electrical components were all utilised. course a manual
different engine. Within the constraints of a Certain other components were designed and
conventional motorcycle chassis, Suzuki looked to developed to address the engine’s foibles. Perhaps
pick out key styling cues that either overtly or most notably, the RE5’s exhaust system required
covertly flagged up anything round, circular or substantial changes from anything seen up to that
spheroidal. point. The rotary engine was notorious for the
Perhaps most obviously and controversial were amount of heat it dumped out of its exhaust ports.
the round ‘tin can’ instrument binnacle and rear In recognition and acceptance of this, Suzuki had
♠

Which Bike? Magazine featured this M model RE5,

which appears to have lived inside its owner’s house…
to fit cooling passageways to the front downpipes

Faults & Foibles of the exhaust, allowing air to flow between the
inner and outer skins of the pipework.
For a machine that examples will suffer from thumb, if you can turn Sadly, this alone was not sufficient; Suzuki
was so radical and out of corrosion under the the engine over using the found a genuine need to fit external satin black
kilter with almost acres of lacquered alloy; kickstart lever there’s a heat guards or shields to the silencers, from the
everything else of the brakes can seize on and serious issue with engine rider’s footrests almost to the ends of the tail pipe.
period, it might be fork seals can leak with compression and you Doubtless product liability issues were looming in
reasonable to assume age... all standard fare. should walk away from the minds of the company’s lawyers.
that it would be plagued RE5-specific issues are such examples. Once the decision had been made to go with a
with issues now. In likely to be the Rotaries have their Wankel engine and to begin the development of
reality, nothing could be synchronisation of the own special oil the RE5, one man, Shigeyusa Kamiya, was
further from the truth. five throttle cables (you requirements, and it elevated to the role of ‘Head of Suzuki Rotary
Almost all of the RE5’s really do need the would be a brave owner Division’. Given the complexity of the task ahead,
potential issues could manual on this one) and who deviated from it’s not too surprising that Kamiya opted to use as
also be firmly pinned cracks to the air duct on 70s-type oil without very many standard components as possible. Even if the
onto conventional bikes the exhaust system’s specific proof that a Wankel NSU licences came with a basic blueprint
of the period, and just inlet grille area missing modern alternative they didn’t come with a foolproof set of
like any bike poor components. On an A works better. The oil of instructions, materials specification list or step by
maintenance will have model, a lot more is choice back in the day step build guide.
an impact. GT750 related, but the was good old Castrol From day one NSU themselves had suffered from
Fuel tap diaphragms M model runs unique GTX 20/50, and most of rotor tip sealing issues; the equivalent of piston
can fail, leading to fuel indicators, instrument the cognoscenti still ring blow-by on a conventional engine. Bearing in
running into the carb binnacle and rear light; stick with it in both the mind that material science was a lot less robust
when the machine is not finding replacements can rotor feed tank and the than it is today, Kamiya’s team was at the forefront
in use. Unloved be difficult. As a rule of main sump. of metal/ceramic hybrid technology. With few if any

off the shelf options to hand, the development basic and inescapable fact means that at low Above left: Suzuki’s team of
team eventually came up with an electro-chemical engine revs induction air speed is substantially engineers, marvelling at the
plating process, utilising nickel-silicon carbide to lower than would be experienced with a piston wonder of it all
give a corrosion resistant and diamond-hard engine. This in turn leads to especially poor Above right:The engine
coating to the combustion chamber. atomisation of the fuel, leading to profoundly bad
This high-tech surface was maintained to within low speed running.
1/1000th mm or one single micron. So precise was Suzuki’s solution to this perplexing issue was as
the condition of the trochoid’s surface that each clinically scientific as it was mechanically
and every one was physically inspected under X-ray complicated. By utilising two small passageways to
micro-analysis to ensure the plating’s metallurgical feed an 18mm port, gas velocity was increased
structure was uniform and consistently orientated using the venturi effect; this then took care of low
in the correct direction. engine speed fuelling. However, the main fuel feed
The mechanical sealing tip of the actual rotor required a second, larger bore inlet (32mm) which
was another in-house solution using a material in turn demanded its own butterfly valve.
Suzuki called Ferro-Tic. This ferrous/titanium The resultant Mikuni carburettor owed more than
carbide alloy delivered a material that was a little to the likes of Solex, and with its attendant
12 times more resilient than cast iron, the primary linkages, cables and vacuum switch substantially
alloy of normal piston rings. upped the already large development budget. In
With the chemical solutions to hand, the team total the RE5’s carb ran four butterfly valves, and
then had to devise an ingenious three-part seal the unit’s service documents ran to 15 pages.
that would maintain correct and constant pressure Perhaps ironically, the whole thing was desperately
against the rotor housing’s internal walls. And this over-engineered; RE5 devotees have subsequently
was just the obvious challenges, the more the R&D fitted humble SU carburettors from the Morris
♠
guys dug the messier it all became!

If there’d been any justice, Shigeyusa Kamiya
and his team would have had an easy ride from
here on in, but the Wankel engine would demand
input into areas that might otherwise be taken for
granted in any other engine development
programme.
Slow speed running wasn’t the engine’s most
outstanding virtue and the CDI ignition system
required two separate triggers via two individual
cams in order to prevent jerking and snatching at
low speeds. This also required interconnection
between a speed-sensing relay in the tacho and
input from a vacuum-operated switch on the
carburettor.
The indisputable and inarguable logic regarding
the benefits of the rotary engine were beginning to
carry unexpected penalties … and it wasn’t going
to get any easier.
The maths and geometries of the Wankel’s rotor
and output shaft mean the former only turns once
in relation to three revolutions of the latter. This

Above: Seen through the Marina and achieved amazing results. the left of the engine, the bike was expected to
mists of time, some people With the ignition and carburetion sorted, it was shed excess combustion heat, yet perversely the
consider the RE5 to be an the lubrication system that now needed the team’s designers were fully aware of the issues. Utilising a
unrecognised classic
attention, and as might be expected there were yet radiator lifted from the ubiquitous GT750, Suzuki
Opposite top: The later more problems to solve. The areas of highest had to reintroduce the cooling fan to keep the
models were (slightly) less potential wear would always be the contact points motor cooled sufficiently; that fan had been
radical to look at between the trochoidal rotor housing and the dropped from the big triple after its second year of
triangular rotor tip’s seals. For once Suzuki was on production.
Opposite bottom: The RE5 home territory and utilised their vast arsenal of It is said that Suzuki ultimately got very few
A model. Less futuristic, but
basically the same as the
two-stroke expertise. positives from the RE5 project, but you can’t help
original Using a Mikuni oil pump and a plastic header but wonder if the adoption of oil cooling on the
tank so similar to the GT750’s, oil was injected GSX-R 750 a few years on was a legacy from the
into the carburettor and thereby delivered directly RE5.
to one pair of the three sets of rotor tip seals each With everything sorted – as well as a fledgling
time the combustion cycle was completed. concept could be – company president Jitsujiro
Although not of immediate concern to Suzuki, the Suzuki went public at the 1974 Tokyo Motor show,
combustion of the injected oil would ultimately pledging the company to the cause; “We see the
contribute to the Wankel engine being effectively rotary as the beginning of a new age in the history
legislated against on the grounds of hydrocarbon of two-wheeled touring... it sets new performance
emissions. standards in touring and smoothness.”
Amazingly, Mazda didn’t throw in the towel until With the gift of hindsight, those were brave
2012 with its commercially produced rotary words indeed, but at the time Mr Suzuki was not
engines. the only one to believe that the internal
With the rotor taken care of, the rest of the combustion chamber had turned a corner. The
engine required similar attention to detail, and for bike-buying public’s interest had been piqued, and
this a semi-conventional four stroke-like system following on from the 1960s white heat of
was adopted. The perennial bogey of excessive technology the 1970s were already delivering
heat generation within the core of the Wankel previously inconceivable advances into peoples’
engine required the RE5 to use its main oil supply everyday lives.
as a heat dispersing medium as well as a lubricant. Eschewing preconceptions, the press of the day
A high-pressure pump running at 100psi had to gave the bike a fair crack of the whip and were,
lubricate the main bearings while also lifting heat initially at least, prepared to overlook some of the
out of the rotor and at the same time lubricating a RE5’s differences or shortcomings.
gearbox fortuitously borrowed from the GT750. Both then and now the RE5 was and remains
Curiously, and possibly against logic, the RE5’s oil like nothing else. The all-up weight of around a
cooler is something of a minimalistic affair with quarter of a tonne made getting the bike on and off
only four rows of fins. its centrestand a challenge, and the mass of the
Using this and a finned external alloy sump on engine made garage/workshop manoeuvring more

than a little fraught.
Firing the bike up via the electric starter was no
issue, and would have the engine running almost
instantly with its unique and characteristic, odd
and off-beat exhaust note. Initial pick-up from a
standing start was nothing marvellous, but period
road tests immediately picked up on the
vibrationless and almost serene power unit.
With an almost flat torque curve delivering its
maximum of 55lb-ft at just 3500rpm, one
American magazine suggested that “this makes
down-shifting a thing of the past and the throttle
response from anywhere in the torque band is
excellent”.
One issue many had with RE5 was the amount of
wrist rotation needed to open or close the throttle;
it being of the more-than-a-handful variety. Despite
Suzuki’s in-depth work with both the ignition and
carburetion, the bike’s low speed running was
almost universally criticised for being jerky on the
over-run below 2000rpm. The bike was happy to
cruise at around 90mph without issue, and
courtesy of that rotary power unit maintained this
sort of speed with an unfussy, almost eerie, ease.
Bends seemed to flummox the bike’s serenity
somewhat, and it would be easy to blame the
engine or possibly its influence on the chassis. The
reality was a little different. The bike was little
more than a new form of power unit fitted into a
much-modified GT750 chassis; the big triple of the
period wasn’t noted for its poise, so it would have
been naïve to expect much more from the RE5.
Outside of the bike’s smoothness, technology
and look, the less than earth-shattering
performance, allied to a dipsomaniacal thirst for
fuel, did little to win many seriously ardent
admirers. With the 1973 oil crisis a recent
memory, the bike’s ability to quaff petrol at an
average of 33mpg did it no favours. At best it
would just make 36mpg, but used hard the fuel
was running through the multi-barrel carburettor at
25mpg – and this was Kawasaki triple territory.
The press soon lost faith with the bike and began
to trot out negative data that effectively put the
boot in, to use the parlance of the day. 25% more
expensive than the flagship GT750, as heavy as a
♠
The Peer Group & Background Projects
Trying to find serious in theory, firmly going to be really valid. always going to be a rich was viable and not the
commercial rivals for focussed at the market In reality, the kid’s toy and in reality flawed design many
Suzuki’s ill-fated foray segment that would DKW/Hercules W-2000 is never made it to true claimed it to be.
into rotary motion consider anything from a probably the closest to industrial production. Amazingly for an
engines leaves little GT750 through to a the ideals that initially Undeniably the most industry in decline,
choice; there’s either the Norton 850 twin or inspired Dr Felix Wankel, successful motorcycle to cursed with managerial
DKW/Hercules W-2000 or possibly even a smaller and within the use the Wankel engine negativity and unionised
the Van Veen OCR1000. Beemer. The RE5 was constraints of small scale, has to be the various entrenched stupidity, the
To further muddy the intended to be a series production the incarnations of the original bike had been
waters, the former was long-legged, go potential virtues of the twin-rotor Norton as part of a promising BSA
aimed more at the anywhere, any distance Wankel engine were championed by our own development programme
light/middleweight machine, not a cobby almost realised. However, illustrious editor. since 1969. The British
division circa mid-70s, little sports commuter or so-so press reviews, poor Unusual and quirky (the rotary story began with a
while the latter was firmly an overt status symbol. market image, variable bike, obviously), Fitchel & Sachs air-
targeted at the nouveau With so few quality control and Norton’s research, cooled single rotor unit
riche of the late 70s. commercialised rotaries customer resistance development and grafted into a BSA single
Neither was truly a produced, a direct doomed the model to refinement proved chassis and arguably
direct competitor to comparison and viable commercial failure. The beyond all reasonable culminated in Steve
Suzuki’s RE5 which was, comparison is never Van Veen was probably doubt that the concept Hislop’s TT success.

Above: The B and final Zed Thou, no more performance than a good 500 doomed to failure and ignominy. Honda’s 1975
model. Very difficult to tell it and beyond the perceived ability of the home GL1000 aced the bike in almost every area while
apart from the A model. Very
mechanic to service it, the bike was doomed. still carrying huge kudos, technical sophistication
pleasant machines, in fact, if
not easy to work on, tune and
Suzuki, desperate to retrieve something from all and bragging rights. Although heavier, it ran
repair their investments, revised the bike’s styling. The technologies that the motorcyclist of the day could
tin can speedo and rear light were dropped, and grasp. Better on fuel, with more power; if you wanted
Below: A man of vision and the bike received a more conservative look in an something on two wheels that was different from the
courage; Jitsujiro Suzuki and a attempt to increase its appeal. The striking looks run of the mill this was arguably the future.
rotor from ‘the beginning of a
of the original M model became strangely muted Suzuki’s RE5 was perhaps one of the best
new age in the history of
two-wheeled touring…’
for the 1976 A model, doing little to help sales. attempts of the period to commercialise automotive
Production ended the same year, with the use of Felix Wankel’s brainchild. The fact that it
remaining stock punted out as the B model in wasn’t a sales success remains as much due to the
1977, although there were no differences between climate of the time as anything else. It would be
the two models. more than a decade before British engineering
Of course there are other reasons why the RE5 was expertise would address the bulk of the concept’s
issues with the amazing twin-rotor Nortons.
Dr Wankel’s arch supporters and confidants NSU
threw the towel in the same year as Suzuki, but not
for the same reasons. NSU had struggled to
address the reliability issues that had initially
dogged the power unit, and when the company was
acquired by Volkswagen the huge German
automotive company swiftly decided the future lay
with reciprocating pistons and not rotary motion.
Four decades on, the RE5 is possibly a
technological cul-de-sac in the annals of
motorcycling, yet roll up on one and it’ll stop the
show. Despite breaking pretty much every rule of
motorcycle engine design, Suzuki RE5s are still
running happily and healthily. They were designed
and built by a dedicated team to standards even
higher than most Japanese machinery of the
period. The very fact that such a revolutionary
machine is still running is true testament to the
brilliant minds at Hamamatsu. CBG

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AJS 16MS 350cc, 1959, all matching AJS MODEL 14S black/chrome,
numbers, paintwork, chrome, 1960, very good original condition,
exhaust, Dunlop rims, seat, petrol good investment, real head turner,
tank, all in superb condition, as £2650 Tel. 07904 515502 Berks
original throughout, looks so nice,
£3500 Tel. 01775 714300 Lincs
BSA BANTAM D7 1966

Repainted, good back tyre, new front tyre,
fork seals and bushes. All electrics work. New AJS MODEL 8 350cc, 1961, new BENELLI TORNADO 650S 1972,
battery. Engine starts and runs OK, but there anal curb, top end rebuilt, new rims good condition, MoT July 2015,
and spokes, £2995 Tel. 07538 £5295 ovno Tel. Steven 01535
is a problem with the gearbox. V5. £875. 285207 Worcs 676334; 07745 483876 West Yorks
07542 169686
BMW R100R “Boxer Edition”, BMW R100R Mystic, 1995, 11,671 BMW R100RS 1979, one owner BMW R100S early, 1978, spoked
panniers screen, h/grips, clock, volt miles, ex/con all s/s nut & bolts, from new, 33,279 miles, MoT but on wheel, rear drum, same as R90S,
meters, all handbooks, tool kit, two BMW panniers, engine bars & Sorn, many extras & stainless steel 59,000 miles, all MoTs, lovely original
previous owners, 51k miles, excellent screen, £4600 Tel. 01162 531481 parts, lead free conversion, £2850 bike, £3995 Tel. Phil 07762 026656
condition, £3500 Tel. 0151 260 8612 Leics Tel. 01213 532667 West Midlands East Sussex
Merseyside
BMW R26 1958 250cc good original BMW R65 1980, good condition, BMW R75/5 Lwb, 1973, recent top BMW R80ST 1984, red, vgc with
unrestored, low mileage, new single 51,000 miles new clutch/time chain end refurb’, stainless steel front stainless exhaust, Hagon rear shock,
seats, dual seat available, £4500 good tyres/battery, MoT Sept, £675 pipes, tyres, lots spent, historic tax, heated grips and BMW panniers,
ono Tel. 01946 821768 Cumbria ono Tel. 01614 391266 evening, mob MoT Sept, nice unrestored bike, £4295 Tel. 07798 866071 Middx
07467 180195 Cheshire £3950 ono Tel. 07792 451163; 01204
704681 Lancs
BSA 500 twin Royal Star, 1967, 1300 BSA A10 1957 RR, complete BSA A65 STAR 1964, everything BSA B25 WDB40 350cc engine,
miles, lots of s/h, vgc, dry bike, full restored, new parts from front to rear, stainless, ie rims, spokes, fittings, 1970 Boyer, easy starter, no MoT,
MoT, £5000 ono Tel. 07986 032686 s/r engine, new piston, valve, SRM oil Boyer electronic ignition, MoT, £3500 Sorn, new clutch, runs well A65 forks,
Staffordshire pump, Dyna renewed, cable, grips, Tel. 0113 2632888 work; 01977 older restoration, chrome rims
SS spoke, US import. Tel. 00456 663768 home North Yorkshire f/guard spotting s/s cocktail silencer,
1685594; 00458 6855594 Denmark £2250 Tel. 07770 115727 Surrey

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BSA B31 1957, gorgeous in black, BSA B31-55 rebuilt 420cc BSA BANTAM D7 1966, been BSA BANTAM D14/4, 1968, 173cc,
new rims, tyres & exhaust system, conversion, green lane trim, lights, repainted, all electrics work new restored, many new parts fitted, MoT
original reg no, £3500 ono Tel. 01789 12v, not yet run in, Goldie fittings, battery, engine starts & runs ok with May 2016, £1700 Tel. 01616 120808
266671 West Midlands recon mag, dyne clutch, gearbox, good compression but there is a Cheshire
reliable, £3500 Tel. 07766 328594; problem with the gear box, £875
01215 883026 West Mids Tel. 07542 169686 Devon
BSA BANTAM D14/4 Dry stored BSA GOLDENFLASH 1959, 650cc, BSA GOLDSTAR Rocket, 1963, BSA ROCKET GOLD STAR 1962,
many years, decommissioned, new smart & tidy, new silencers, new four RRT2 gearbox, mint example, full Clubmans trim, genuine RGS, very
tyres and battery, new engine seals spring clutch, rewired, Mikuni carb, history, bills, original log book, nice older restoration, only 760 miles
and fork seals, new MoT, ready to good starter, non matching numbers, £19,500 Tel. 01932 231615; 07789 since MoT to July 2015, currently
ride, £1350 ono Tel. 01670 717401 reconditioned magneto, £4800 ono 230684 Surrey Sorned, £17,500 Tel. 07770 378846
Northumberland Tel. 07770 842347 Cumbria Berks
BSA S29 500SV 1929, nice usable BSA SUPER ROCKET 1960, totally BSA VICTOR Special matching BULTACO 350 SHERPA 199 model,
condition, restored some years back, restored, 2,020 miles, matching numbers, great little bike, no MoT, 1978, with V5, freshly refurb’d with
a pleasure to ride, recent new tyres, numbers, original registration and log but everything works as it should, powdercoated cycle parts, ally bash
seat cover and tank, knee rubbers, book, owned for last 9 years, £3000 ono Tel. 07902 027474 plate, new guards, shocks, chain &
£4300 Tel. 07702 136856 M Glam immaculate condition, £8500 ovno Southampton sprockets, £2150 may p/x Tel.
Tel. 01636 822302 Notts 01328 700711 Norfolk
BULTACO SHERPA 250 trials bike, DUCATI Cafe Racer, 350cc, 1975, DUCATI 200 Elite, 1960, new DUCATI 350 Desmo race ready or
just had rebore, new piston and £5000 Tel. 01440 783704 Suffolk exhaust, Concave Cibie, Electrex parade, green & white race cams,
mains, good condition £950 can 12V kit, much stainless & pristine forged piston, twin spark head volley
ship, approx €300 Tel. 07943 396069 chrome jellymould tank, £7000 Tel. classic racer, bike in Spain price inc
Spain 07788 442155 transport to UK, £4500 Tel. 07943
396069 South Glamorgan
FRANCIS-BARNETT Falcon 81, HARLEY DAVIDSON 1996, 10k HARLEY DAVIDSON Softail Night HARLEY DAVIDSON Electra Glide,
1958, 197cc Villiers engine, recent miles, lovely condition, running Train, 2006, new rear tyre, battery, 1967, all original untouched, £7895
restoration, ready to ride or show, beautifully, MoT Jan 2016, £3500 Vance and Hines exhaust, 8600 Email. ctait@hencetrade.co.za South
original buff log book, non ono Tel. 01209 314141 Cornwall miles, £8500 ono Tel. 07833 383914 Africa
transferable reg, £1750 ono Tel. Kent
01209 314141 Cornwall

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CB
HONDA CB 500 1972, tax exempt, HONDA CB400/F fantastic

good condition, not concours but a condition, full MoT, low mileage,
good start, MoT, CX 500 front end, £2395 or will swap for classic Brit
new paint, £3100 ono Tel. 07928 cash either way everything
549866 Derbys considered even project Tel. 07931
557018; 01613 350497 eve Lancs
MOTO GUZZI V50 Mk2, 1981

In good order, reliable, MoT. Stainless steel
HONDA CB450 Black Bomber, HONDA CB72 1966, good
exhaust, Krauser panniers plus top box. 1966, beautiful example, wheels condition, runs & rides well, many
Ideal for touring or club runs, some history. rebuilt, stainless spokes,new pipes & nos parts, new battery, MoT March
silencer, lots of nuts & bolts replaced, 2016, £3000 Tel. 01522 683894
£1800. 01792 203057, Swansea. saddle recovered. Tel. 01142 315000 Lincs
South Yorkshire
HONDA CB900-XL600 motor old HONDA CD175 1978, same owner HONDA CD200 1983, two owners, HONDA CM250T 1982, 12,700
school style Cafe Racer, Konis, V5, first 36 years, mileage 22,300, MoT, good runner, MoT, two keys with two miles, V5, no MoT, some history,
MoT 06/15, needs little work, tidying, mechanically perfect, good clean unopened new Honda exhausts, needs little work, tidying,
recommissioning, £799 ono Tel. Ian original condition, handbook, toolkit, Haynes manual, standard unrestored recommissioning, clutch cable, as
07557 913989 West Yorks new tyres, battery, service, £1650 condition. Tel. 07927 885127 stored was running 2014, £599 ono
ono Tel. Steve 07814 355571 Lancs Cumbria Tel. Ian 07557 913989 West York
HONDA DEAUVILLE NT700V, 2008, HONDA GB400TT 1980, registered HONDA GL1200 50k miles, discs all HONDA MONKEY ST70 1975,
11,650 miles, one owner, heated in UK 2013, in very good cond, MoT round, MoT, serviced, good runner, 12,424 miles, C70 engine, MoT to
grips, top box, vgc, £3995 Tel. 01874 Oct 2015, 9000 miles rare bike, ready £3000 ono Tel. 0161 6204382 Gtr July, good condition, £1450 ono Tel.
623839 Essex to ride, £3750 ono Tel. 01379 870632 Man 01929 423632 Dorset
Suffolk
HONDA XBR500 reg 1986, MoT HONDA Z50J genuine 1979, KAWASAKI W650 2001, lovely KAWASAKI W650 2003, 6900
August 2015, Motad 2 into 1 Monkeybike vgc, MoT March 2016, condition, 10,600 miles, £3000 Tel. genuine miles, rear rack & front crash
exhaust, all original paint work, tyres new carburettor fitted Nov 2013; new 01475 635288 Strathclyde bars, service book, hand book &
are good but a little old, two previous Honda speedo assembly fitted June original tools together with both
owners, £900 ovno Tel. 01462 2013, £1850 ono Tel. 07951 273711 keys, £3100 Tel. 01789 763638
452234 Herts Derbyshire Warwickshire

DEALER DIRECTORY

TRADING POST
KAWASAKI W800 2012, owner from LAVERDA JOTA 1977, genuine MATCHLESS G3L 1960, 350cc, MORINI 350 SPORT 1976, UK
new, low mileage, MoT Dec 15, iconic Slater Jota with total vgc, matching numbers, some Borrani, rims, wire-wheel Sport, 22k
Rentec engine bars and rack, documented ownership & service known history, converted to magneto miles, UK bike not a ropy import,
smooth runner, excellent condition, history from new, £12,500 Tel. 01432 ignition, £2950 Tel. Colin 01772 years MoT, Marzocchi Stradas,
£4800 Tel. 07840 709999 Tyneside 371775 Hereford 635161 Lancs concave Cibie, Avon tyres, £3400
Tel. 07788 442155 Bath
MORINI STRADA new tyres, MOTO GUZZI Le Mans 2, this is MOTO GUZZI S3, 1976, £5000 Tel. MOTO GUZZI CO-UNO 125, 1978,
exhaust, fork springs, chain, on Sorn, original with only 22,000 miles and all 07940 372368 Kent T reg, original condition, garage
£2700 ono Tel. 07798 913561 Kent T/Certs, probably one of the last stored, low mileage approx 3500
Mk2s being reg 1982, nothing wrong miles, looking for £1500 but open to
just too heavy, £8000 Tel. 07870 offers. Tel. 07788 245413 Essex
812805 South Yorkshire
MOTO GUZZI Le Mans V, 1991, fair MOTO GUZZI 1000SP 1975, heated MOTO GUZZI 850 1981/2, Le Mans MOTO GUZZI NORGE 1200 GTL,
condition, years MoT, 58,000 miles, grips, stainless exhaust, braided Mk III, stunning, reliable, recently 2007, 24k miles, full luggage & useful
runs well I have owned it for 20 years hoses, serviced carbs rebuilt, new serviced, new cables, new tyres, extras, vgc, well maintained, ready to
have history, £3250 ono Tel. 01227 battery, tyre damper, Krauser luggage, original tool kit, 7201 miles. Tel. tour, one owner from new, 12 months
362071 Kent tax free next year, £2600 Tel. 07925 07921 556369 Greater Manchester MoT, £4995 Tel. 07866 055768
368788; 01726 816969 Cornwall Shropshire
MOTO GUZZI ZIGOLO two off, with MZ ETZ 125 1988, MoT 2016, 3800 NORTON ATLAS 750cc, 1965, nut & NORTON ATLAS 1966, good all
V5C reg documents, there is a miles and classic ins, lovely bike, bolt rebuild, matching nos, complete round condition, mileage 2258, MoT
complete 110cc and the remains of £650 Tel. Rob 01743 873072 West balanced engine rebuild, crank, new May, £7000 Tel. 01603 477150
a 98cc, the 110cc was reg 1957 and Midlands pistons, seals, bearings, wheels, Norfolk
the 98cc was reg 1960. Tel. 07840 tyres, ride or investment, £6950 Tel.
251105 Lancs 01706 852775 Grt Manchester
NORTON COMMANDO Fastback, NORTON COMMANDO 750cc NORTON COMMANDO 850 Mk3 NORTON DOMMIE 99 Grimeca
in blue owned from new currently in Interstate, 1972, black, excellent Hi-Rider, vgc, good runner & good front brake, alloy yokes, alloy s/arm,
Norvil guise, original parts included, condition, £6450 ono Tel. 01737 starter, full history of the bike, one of new carb, 12v electrics, MoT, rebuilt
new MoT, useful upgrades, manuals 642075 Surrey the best Commando’s to be seen, eng/gear or original Norton wheels,
& history, £6995 Tel. 01832 731844; £8650 Tel. 07713 636352 Worcs £5600 Tel. 07505 602257 North East
07580 249601 Northants Lincs

DEALER DIRECTORY

TRADING POST
K
IC
sP
G’
CB
NORTON DOMINATOR 99 1960, NORTON DOMMIE 99, Norton,

matching engine and frame wideline Dommie 99, 600cc,
numbers, not concours but good complete rebuild, new everything,
sound running order, ride or restore, many thousands spent, twin clocks,
£5000 Tel. 01225 763919; 07906 tls brake, £6250 Tel. 01763 272339
444461 Wilts Herts
NORTON COMMANDO FASTBACK, 1971

Owned from new. Norvil guise, original parts
included. Belt drive, electronic ignition,
vernier front isolastics, spin on oil filter, PANTHER M100 1953, not run for RELIANT ROBIN handles brilliantly,
Konis, Norvil disc. New MoT, manuals and five years, no logbook, needs little used, MoT November, recent
primary chain housing gasket, £3900 brake, alternator, battery, pull lines
history. £6995. 01832 731844 or 07580 ono Tel. 01162 595046; mobile etc, tow bar fitted, needs a little tlc,
249601 Northants. 07927 406668 Leics £2950 Tel. 01691 828744 Shrops
ROYAL ENFIELD Clipper 250cc, ROYAL ENFIELD vgc, it runs well, SUNBEAM S8 1951, vgc, extensive SUZUKI DR350 extremely clean and
1965 but first reg 1967, lightly rebuilt Boyer ignition, no MoT, looking to p/x documented history and less than low mileage bike, 6400 miles with
three years ago, MoT till March 2016, + cash for Triumph T140 or 650 2000 miles run since £3000 rebuild, original tool kit etc, £1800 Tel. 07599
£1150 ono Tel. Richard 07856 Triumph, runner or non-runner any trial, £4750 ono Tel. 01616 655887 South Yorkshire
059610 Leics considered, no basket case. Tel. 533233 Lancs
01686 420467 Powys
SUZUKI GS1000 1979, vgc, SUZUKI GT750A 1976, genuine UK SUZUKI GW250L3 as new TRIBSA 500 SCRAMBLER Duplex
unrestored original, been warm dry bike not an import, complete, fully condition, very low mileage 1500, frame, Goldie wheels, gearbox, chain
stored for 25 years, new tank & RH working and running very well, bike no longer used, £2200 Tel. cases, T100, close finned all alloy
exhaust, battery, plugs, air filter, sounds amazing, vgc, £6595 ovno 01162 354013 Leics engine, £4250 Tel. 01763 272339;
21,000 miles, new MoT, £3500 ono cash on collection Tel. 07985 07905 184644 Royston, Herts
Tel. 07876 081000 Norfolk 206007; 07826 516016 Oxfordshire
TRIUMPH 6T in Bonneville colours, TRIUMPH BONNEVILLE T120R, TRIUMPH BONNEVILLE 1961, pre TRIUMPH BONNEVILLE 1962, US
duplex frame, rebuilt engine, 4500 1967, matching numbers, 750 Morgo unit, mint condition, matching nos, spec, flamboyant flame and silver,
miles, twin carb 9 stud splayed head conversion, complete nut & bolt new carbs, mag rebuilt, refurbed matching numbers, only twenty
Bonnie cams, twin leading front rebuild, SRM head & crank assembly, clocks, engine full rebuild, stainless miles since pristine restoration,
brake, £5950 ono Tel. 07817 888836 very nice condition, runs beautifully, spokes on full wheel rebuild, MoT, £12,500 Tel. 01932 231615 Surrey
Derbyshire £8750 Tel. 07887 532507 Sussex £10,750 Tel. 07768 934604 Essex

SERVICES GUIDE
ACCESSORIES ELECTRICAL
BIKE COVERS
BRAKES
MAGNETOS ENGINEERING
M A G N E TO S
D ynam os,Regulators rebuilt-
Don’t Slip it - Grip it
guaranteed three years. Brake Shoes & Clutch Plates
O ne-offcom ponents.
Exhaustpipes m anufactured to pattern. professionally re-lined with top quality
Please quote C BG materials for veteran, road and
D.H .Day,A ldrans,C hurch H ill, competition use.
W roughton,Sw indon,W iltshire SN4 9JR Oversize linings available.
Tel.Sw indon (01793)812323 Alloy brake shoe casting.
Fax:(01793)845323
All makes and models catered for
at competitive prices.
POWDER COATING UK collection and delivery.
1 Rawfolds Ind Est, Bradford Road,

Cleckheaton, West Yorks BD19 5LT
Unlike our competition You can be sure we will 01274 862666
Website: www.saftek.co.uk
CARBURETTORS not just rush your valuable parts through with
some industrial job lot.
UK collection & delivery service. Email: sales@saftek.co.uk
QUALITY IS NOT EXPENSIVE IT IS PRICELESS
Unit 3, Bradware Industrial Park, Harris Street,
Bingley, BD16 1AE Tel: 01274 562474
www.Triple-S.co.uk.
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NUMBER PLATES

TRADING POST
TRIUMPH BONNEVILLE T120, TRIUMPH BONNEVILLE T120 TRIUMPH BONNEVILLE T140 TRIUMPH CUB 1960, eight months
1964, matching numbers, just 1970, matching numbers, original 1977, 750cc, genuine 5000 miles on MoT, just fully serviced, new back
finished complete restoration lots of spec, recent rebuild, MoT, really nice the clock, vgc, was on display in tyre, £2000 Tel. 07545 227140
stainless, new MoT, £6750 Tel. 01132 condition, £8000 ono Tel. 07754 Suzuki car showroom, runs lovely, London
812369; 07963 555381 West 867979 East Sussex UK model, £5500 Tel. Dave 07769
Yorkshire 221376 Hampshire
TRIUMPH METISSE 750cc, five TRIUMPH T140 1977, Silver Jubilee, TRIUMPH T160 Hyde 1000, 1977, TRIUMPH T3 Sprint 900, 30,000
speed gear box, right gear change, 750cc Bonneville, 6000 miles only, concours restoration, one previous miles, first reg Aug 07, comes with
1977, Meridian engine, custom brakes rebuilt, gel battery, £5650 owner, matching numbers, Hyde new airbox, ready to fit + 3 new
manufactured electric starter fitted, ono can deliver within 100 miles Tel. seat, 12in disc, £9500 Tel. 01357 plugs, £1800 ovno Tel. 01764
runs superb, £13,800 Tel. 07968 07768 934604 Essex 522530 Lanarks 663480, mob 07887 564753
549360 Somerset Perthshire
TRIUMPH THUNDERBIRD 650 TRIUMPH TIGER 800 ABS, 2011, TRIUMPH TIGER CUB not quite TRIUMPH TIGER T110 1955,
bathtub, 1962, built to fantastic 1847 miles, Triumph top box, R&G original, unregistered, but up & matching numbers, original reg
condition, matching numbers s/s Hugger heated grips hand guards, running, nice easy project to finish, book, full restoration, all receipts, 100
rims/spokes, first to see will buy, beak spot lights engine bars (not possible p/x, early A7 rigid project miles since completion, £7950 Tel.
£7500 ono Tel. 01872 273979 shown on picture) fsh, MoT Sept, vgc, /parts or vapour blaster, £1500 Tel. 01777 228944 Notts
Cornwall £5500 ono Tel. Dave 01902 609122 07931 975223; 01384 358996
TRIUMPH TR6 SS 1964, mint TRIUMPH TROPHY 1200 Azure TRIUMPH TROPHY TR6 1970, TRIUMPH TROPHY TR6 Sorned for
condition, large history file, p/x taken, blue, one owner, full history, h/grips, 1000 miles since 16 month last 10 years, good condition, 1968,
thousands spent, also Atlas spares. coded top box, other extras fitted, professional restoration costing over £4750 Tel. 01384 624439 West
£6950 ono Tel. 07443 642408; 01133 2001, with 13,500 miles, mint £18,000, inc £4K+ on parts, Midlands
910028 West Yorks condition, any inspection, no offers. matching numbers, Bowyer ignition,
£3000 Tel. 01502 539825 Suffolk £9500 firm Tel. 01206 843368 Essex
URAL DALESMAN 2007, one VELOCOTTE VIPER 350 year 1958, YAMAHA 750 1978, US custom, YAMAHA DT 400MX Aug, 1976,
owner from new, 745cc, 25,164 Clubman tank r/sets and lots more vgc, with current MoT, genuine MoT, lovely bike to ride, great
mileage, MoT May 2015, £5550 Tel. vgc, £5850 Tel. 01923 519314; 18,000 runs lovely, US import from condition, £3500 ono Tel. 07751
01745 344432 Clwyd 07477 985072 Hertfordshire US military has UK reg, £1750 ono 072925 Cornwall
Tel. Dave 07769 221376 Hampshire

SERVICES GUIDE
POWDER COATING SPARES TRIUMPH
TRIUMPH
THRUXTON
High performance T120 and
T100 Spitfire Cams, Tappets,
Exhausts, Thruxton Silencers,
Gas Flowed Heads, Dynamic
Balancing, Alloy Tanks, Racing Seats,
Fairings, Close Gears, Rearset
Footrests and all parts to improve the
T120 and T100
FULL RESTORATION SERVICE.
SEND SAE FOR LISTS
GEORGE HOPWOOD
020 8300 9573
RESTORATION SHOCK ABSORBERS Racing Preparation since 1960
112 Wren Road, Sidcup, Kent DA14 4NF
www.hoppybikes.co.uk
STAINLESS STEEL
SALES/WANTED
TRANSFERS QUALITY CHROMING

SPARES
VINTAGE TYRES
SPARES & SALES

TRADING POST
FOR SALE REFURBISHED TREE BIKE HONDA ENGINES CB200 TRIUMPH SPRINT 900 1995, WANTED REAR HUB and
TRAILER refabricated back engine in 78 rolling frame still alternator £30. Starter motor backplate for Panther M60, 65,
BMW 1200 C Classic, original end repainted, rewired, some turning spares 11,000 miles £25. Clip ons £35. Fuel level 70 or 75, must have speedo
with accessories, lamps, engine new lights fitted, built for £220, V5 lost one seized with sender £20. Switch gear L/H
guards, panniers, King & Queen drive facility. Tel. 01544 230088.
motorcross bikes, new wheel standing £130, one short £20, postage extra. Tel. 07789 YAMAHA SR500 wanted by
seats, ok tyres, low miles, no bearings fitted. Tel. 01933 engine conrods no 801540. Wiltshire.
damage, Sorned, ideal cruiser, enthusiast, any condition any
624565; 07714 586288. pistons/cam £100 collection VELOCETTE silencer, chrome distance. Tel. 01229 716814.
good condition, easy rider,
Northamptonshire. only CB175/200 frame racing in vgc, baffles a bit suspect, not Cumbria.
£3750 Tel. 02380 261852.
SUZUKI GS500E dry stored, etc, no V5, £100 Tel. 07770 required as bike long since
Hants.
good condition, need fuel 115727. Surrey. sold, £50 Tel. 01252 674507. MISCELLANEOUS
BMW K1 original blue/yellow,
pipes, 9656 miles, £400 Tel. HONDA ENGINES CB200 one Hampshire BOOKS: CLASSIC
lowered foot rests, OEM pannier
01920 466931. Herts. complete engine, 78 rolling . MECHANICS 100+ various
seat kit, driving lights, no WANTED
TRIUMPH 21 350cc, Jan frame, turning stored for spares years CBG 100+ offers
damage, OK tyres, good
1960, show condition, 36,000 11,000 miles £220 V5 lost one ANY MAKE OR SIZE classic Commando MKIII, E/S
condition, very fast, £3750 Tel.
miles from new much loved, seized with standing £130, one motorcycle wanted from a
02382 16852. Hants. workshop manual plus parts
good reason for sale, on Sorn, short engine conrods no basket case to one in nice or
BSA C12 1957, excellent book, Haynes Kawasaki Vulcan,
£2750 ovno Tel. 07759 435492. pistons £100, 175/200 frame restored condition, cash waiting
condition, good running order, BSA m/cycles (R Bacon) Suzuki
North Yorkshire. racing no V5, £100, coffin tank Tel. 07811 189755. Staffs.
also dual purpose trailer, £150. Bandit handbook. Tel. 01772
£1700 Tel. Jim 01484 428137. TRIUMPH BONNEVILLE SE spotless inside s/panels other BMW R65 in good condition.
2013, blue/cream, fsh, 1470 parts. Tel. 07770 115727. Tel. 01225 755571. Wiltshire. 783774. Lancs.
West Yorks. CLASSIC VIDEOS ten including
BSA C12 1957, new everything, miles, A1 condition, c/stand, Surrey. DOUGLAS WANTED 1920s-
last one from production run, KAWASAKI KLR 250cc, 30s OHV model, horrible Hailwood, 1951, GP's D, Duke,
better than new, £2500; Triumph etc, £17, 1950s movie camera
Tiger Cub, 1958, ride or restore, reason for sale, new project no engine, running order + spare basket case or goer, to restore
room, £5750 Tel. 01383 bits, seat & wheel, £350. Pea and ride. Tel. 01978 842668. 8mm + projector, £37 offers. Unit
runs well, £1650; sidecar 350/500 Triumph handbook, £5.
wanted. Tel. 01535 611181. 825245. Fife. shooter silencers pair, pre Clwyd.
TRIUMPH PRE UNIT gearbox 1995, good order, nice chrome, HONDA 500T OR 360CT BMW 1986, K80 handbook, £5.
West Yorks. Luggage rack suitable 125/400
DUCATI 900SFF 2002, 6400 outer cover, £25. Pr exhaust £150. Tel. 07901 783386. Lincs. condition not a problem, must
pipes for 1966, TT £35. Fork MAGNETO part complete run as it will be a project bike. £10, ridged Duplex frame, £37.
miles, new belts, colour is matt
ancor plate H1797, £3. Engine came off T120 Armature inside Tel. 01626 437226. Devon. Tel. 01525 378332. Beds.
black, Ducati call it dark. Tel.
01516 410664; 07710 949799. sprocket 29T E5446, £10 for mag bargain £35 p&p at cost, KAWASAKI W650 front foot HONDA NSR250 English
GREEVES 25DD Villiers 2T twin, unit 500 Ancor plate H111A, also Ace fairing, £25. Tel. 01133 rests required. Tel. 01273 workshop manuals, new,
1965, original registration £3. Bracket for rear mudguard 910028 or 07443 642408. 842290 . East Sussex. untouched, one for MC16/18/21
number, a good restoration F5962, £5 plus post. Tel. 01933 NORTON ATLAS f/wheel, KAWASAKI Z400 B2 1980, (500 pages) and one for MC28
project, goes, with some new 355969. Northants. complete, £85; matched pair rear chromed mudguard and (350 pages), £65 each, these are
parts, Viz dual seat, GRP TRIUMPH THUNDERBIRD 1952 Dommie 88 crankcases, engine mounting bolts, quality OEM type manuals, £5
guards, £2250 Tel. 01522 last of pre-units, twin down £120; Mitsubishi racing Kawasaki W650, 2000, UK post, happy to send
523566. Lincs. tube frame, beautiful machine, magneto for short-stroke complete carburettors. Tel. overseas. Tel. Daz 01983
HARLEY DAVIDSON 1985, last ridden to IoM, faultless Manx, £350; Dommie oil tank, 01903 230819. West Sussex. 299277. Hampshire.
1340cc, MoT, fantastic performance, age forces sale, £55; pair alternator Dommie 99 LOOKING FOR a project bike MAGAZINES 150 plus issues of
condition, rides superb, trailer if £6500 Tel. 01984 623962. crankcases, £150; post '64 from Devon to Cornwall no bike Streetfighters magazines for
required, £5500 Tel. 01423 Somerset. 650SS fork t/yoke, £30; all plus to bad or rusty, I'm interested in sale, early 90s to last year. Tel.
509201. North Yorks. TRIUMPH TIGER 100A £4250 postage. Tel. 01373 451130. anything. Tel. 07855 475670. Rob 01245 259245. Essex.
HONDA CB 200 needs tlc, been Tel. 01526 353453 or 07922 Somerset. Cornwall. MOTORCYCLE HYDRAULIC
garaged, not used, has MoT till 544786. Lincs. MOTORCYCLE RACK two LOOKING FOR MY my old LIFT full size, good clean
May 2015, complete bike, fair VELOCETTE VENOM 1960, spectacles, takes large and Harley FXR 1340, reg G104 condition, buyer collects, £200
condition all round, only £550 good condition, large tank small one, part bolts PYD last seen near Swindon
ono Tel. Alan 01268 775184.
Tel. 02392 328081. Hants. swept back exhaust rear sets permanently to towbar, store in Tel. 07923 998067. Wiltshire.
Essex.
HONDA CB360 G5 1975, Thruxton type oil tank, TLS boot you can still tow trailer, MV AGUSTA 125 Sport from
front brake on Sorn at present, £80, Givi quick release topbox 1975-1980. Tel. 01926 770123. NEW WORKSHOP MANUALS
green, very clean bike in original for sale: Suzuki RGV250 (all
unmolested condition, new rear £6995 ovno Tel. 07789 base etc, £45 collection only. West Midlands.
417549. Tel. 07770 115727. Surrey. NORTON 650SS late model models), NSR250 (English
tyre, new battery & spark plugs, language, two different
starts & runs well, 19,000 miles YAMAHA FJ1200 1990, PANTHER MODEL 100 289 '66 or later preferred in
26,700 miles, two previous pre mono bloc carb fully reasonably original condition, workshop manuals), Aprilia
only, no MoT but should sail
owners full Givi luggage reconditioned by leading can collect. Tel. Peter 01795 RS250 (workshop manual, parts
through it, £1950 ono Tel. Mike
engine, crash bars, full service specialist £195. BSA Gold 475792. Kent. book, challenge cup manual,
01204 597772. Lancs.
HONDA CX500 1982, good 12 months MoT, £1850 ono stainless rear wheel spindle PANTHER MODEL 65 250cc, etc), KR1 and KR1S (workshop
runner, £500, CG125 rolling Tel. 07931 175508. East complete, £50. Tel. 01926 rigid framed prefer for manuals), RG500 (workshop
chassis, £80, Villiers, 150cc, Yorkshire. 770123. restoration project must be manual), TZR 3MA (workshop
engine incomplete, £80, New YAMAHA XJR1300 2000, PANTHER MODEL 100 289 reasonably complete. Tel. manual) all are £5 post UK,
Hudson crankcases, crank, green original, excellent Amal carb fully restored by 01284 753974. Suffolk. happy to send overseas. Tel.
offers. Tel. 07934 114301. condition, 28k, £3500 ovno or leading specialist as new, £200 SUZUKI TS400 parts wanted, Daz 01983 299277.
Gwent. may swap for camper van Tel. Tel. 01926 770123. West complete bike considered. Tel. PITMANS MANUALS Rudge,
HONDA NS400R 1986, 27,000 Richie 07950 914959. Midlands. 01305 826670. Dorset. Triumph Twins, Triumph, BSA,
miles, fully rebuilt 1000 miles Merseyside. ROYAL ENFIELD Series II, TRIUMPH OR BSA TWIN Bantam, Sunbeam S7 & S8,
ago, no expense spared Interceptor engine, gearbox, restoration project wanted, any AJS, BSA, 1948 Edition Norton,
comes with seat cowel and PARTS FOR SALE primary cases, no heads or model unit or preunit, will travel, Norton by Pearsons, Triumph all,
some spares. Tel. 07915 BREAKING FOR SPARES clutch, aluminium barrel, your price paid, ideal bike is 6T, £10 + post. Tel. 01612 875845.
600957. Perthshire. Honda Forsight scooter, all £2400. Enfield rear wheel 7" TRW, A10, A65 etc Tel. 07932 Lancs.
KAWASAKI KLR250 1995, N parts available. Tel. 01299 cush drive, s/s spokes 948153. Notts. PREXPORT LEATHER
reg, black/blue, mint condition, 266742. Worcs. aluminium rim, £300. Tel. TRIUMPH TR6 any condition MOTORBIKE boots, size 10,
only 14,650 miles, road use DUCATI 750SS 1994 engine 02077 021318. London. considered long time storage vgc hardly worn, £30. Levi 501
only, MoT, £1150 ono Tel. with carbs resent belt change I lister_jacob@yahoo.com etc would consider all Triumphs jeans, 36 waist, 34 leg worn
01305 250260. Dorset. am putting a 1000cc engine in TRIUMPH ENGINE for rebuild offered, no box of bits, no twice, to long, £20. Tel. Ric
MOTO GUZZI V1000 Convert, this cafe race bike, I am Ref No 5T40524, 1953, speed dealers. Tel. 01512 591596. 07747 675016. Cleveland.
1978, 23k miles, rebuilt last building so this one for sale, twin, complete except for Lancs. RIDING IN THE TT RACES
year, lots of stainless, good £500 a very good engine. Tel. pistons, damage to fins on VELOCETTE VALIANT must George Formby, 1930s, 78rpm
tyres, new seat, on Sorn, good 07943 396069. South barrel, carb included, bargain, be rough basket case hence
record, £20, Sound Stories
touring machine, £2500 Tel. Glamorgan. £500 ono Tel. Graham 07538 reasonable price, need lighter
1957/1961 TT record and
01323 843456. East Sussex. HONDA C110/C114 SPARES 311856. West Midlands. bike. Tel. 01978 842668. Clwyd.
good selection of engine TRIUMPH HINCKLEY VINTAGE BRITISH CARS and 33rpm, 12th 1959, T, £20. Also
MOTORCYCLE RACK two
spares, barrels, heads, cases BONNEVILLE quality alloy clip motorcycles wanted for cash in John Hartle Autograph, Yamaha
spectacles Dave Cooper, takes
large and small, one part bolts plus forks, frame speedo, seat, ons, Hyde rearsets kit, Hyde full any condition. Also any parts, 900cc Diversion, 1995, excellent
permitly to towbar store spects stand, loom, side panels, give cafe racer fairing with smoked old garage equipment, but 2nd gear whine, £550. Tel.
in boot you can still tow trailer me a call to see what I have. screen fittings, cafe racer seat advertising signs or any 01525 378332. Beds.
when bike on, no speed limit if Tel. 07765 571820. South new Tel. 01932 786030 motoring related memorabilia ST AIR TOOLS IN CARRY
not towing trailer, £80 collection Gloucestershire. evenings. Middlesex. wanted, will travel and collect CASE comprising reversible
only Tel. 07770 115727. Surrey. HONDA CB250 Nighthawk TRIUMPH HINCKLEY promptly. Tel. 07788 961514; wrench, hammer, drill, sander,
RALEIGH 1950, superb with wanted, late model, low Bonneville genuine flyscreen as 01954 212181. Cambridge. dremell, plus two further
Trojan mini motor attached, age mileage. Tel. Mike 01507 fitted to Daytona etc, silver and WANTED BIKE BOOKS wrenches, right angled wrench,
related good condition with lots 622351. Lincs. immaculate hardly used, rrp is magazines, badges etc, swap tyre inflator, gauge, shot blaster,
of engine spares, for sale due JAP V-TWIN ver early, believed over £100, my price £60 inc for wildlife/photography/USA two unused sprayers, small
to downsizing, £495 ono Tel. 1918 for Morgan or bike. £2700 free postage. Tel. 01803 trucks/cars/firearms, literature, pistol blower, £50 the lot Tel.
01977 707565. West Yorkshire. Tel. 01404 46570. East Devon. 853445. Devon. etc. Tel. 01277 200530. Essex. 01619 697706. Cheshire.

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7164 County Road N #441, Bancroft, WI 54921

715-572-4595 * Chris@ClassicBikeBooks.com
www.ClassicBikeBooks.com

SUMMER RESTORATION

TRADINGPOST || CLASSIC CLUBS
Trident & Rocket 3

which was restored to its 1965 specification and is on
permanent display in the London Motorcycle Museum;
you’ll also see it on the triple club stand at many events.
Members benefit from discounts on classic bike
Owners’ Club
insurance, holidays, oils, spares at Reg Allen motorcycles –
and get first dibs on the much sought after Beezumph
track day tickets. Speaking of Beezumph; this track day,
riding rally and open weekend is the highlight of the club
calendar. It regularly features famous names from the
The triple club offers invaluable expertise to owners of the bikes’ production and competition history, including factory
original BSA-Triumph three-cylinder machines. It also technicians, development engineers, racers, test riders and
hosts Beezumph, the tripletastic (sorry) classic track day designers. The event has been run for nearly a quarter
century thanks to the dedication of the volunteer organisers
who have created many memorable moments, including
Photos: TR3OC / aRChive
re-staging the 1971 Trans-Atlantic Match Race, and
I
gathering together a simply staggering assortment of
IF YOU OWN AN ORIGINAL Triumph or Opposite: Birds of a feather, awesome orange X-75 Hurricanes when Craig Vetter,
BSA triple then you need the expertise of doing what they do. The ‘inventor’ of the model, was guest of honour.
the TR3OC to keep it in fine fettle. If you’re TR3OC has a cunningly This year’s Beezumph at Cadwell Park centres around
ambitious plan to collect
thinking of buying a triple, then their advice the 40th anniversary of the Trident T160. The club aims to
together 160 T160 Tridents.
is priceless. A great idea. Take a wide-angle gather together 160 examples of this model, so if you own a
The club was established in 1979, and caters for all BSA lens … a very wide angle! T160, in standard spec or a modified special, they’d
and Triumph three-cylinder-engined road and race machines welcome you with open arms. As well as track sessions –
manufactured between 1968 and 1976, plus specials and split between levels of performance, and with an entry-level
race bikes that are clearly related to the original machines. category – the weekend also features a ride-out on Friday,
So, although this excludes modern Hinckley-built triples, entertainment and food in the evenings, special guests
it does cover the original T150 and Rocket 3 models, T160 giving talks, live music, prizes and more. You don’t need to
and Hurricanes, plus offshoots and specials. be a club member to attend the event or take part in the
The club is open to anyone with an interest in these track sessions, and day tickets are available as well as full
charismatic motorcycles, enthusiasts as well as owners, rally passes.
anywhere in the world. The excellent Triple Echo magazine Beezumph takes place at Cadwell circuit on August 14-
is published bi-monthly, and contains technical tips, 15, 2015. See beezumph.com
events, archive material, queries, new products, members’ The TR3OC has an active Facebook group, and you can
ads and more. The TR3OC owns the P1 Trident prototype, join the club at tr3oc.com CBG
Club guide
AmC – AJs & matchless Brough superior Club: excelsior Talisman highland Classic mCC:
owners’ Club: www.broughsuperiorclub.com enthusiasts: www.highlandclassicmotorcycleclub.
Admin Officer, Unit 3, Robinson BsA Bantam Club: Colin Powell, Ginger Hall, org.uk/index.htm
Way, Telford Industrial Estate, www.bsabantamclub.com Village Way, Little Chalfont, www.facebook.com/highlandclassic
Kettering, Northants NN16 8PT. BsA owners’ Club: Bucks HP7 9PU. motorcycleclub?ref=hl
www.jampot.com www.bsaownersclub.co.uk Tel/fax 01494 762166. honda owners’ Club:
Ariel owners’ Club: Bucks British & Classic mCC: exeter British mCC: www.hoc.org.uk
www.arielownersmcc.co.uk Meets at The Plough at Cadsden, www.exeterbritishmotorcycleclub. honda Classic mCC:
Association of pioneer Princes Risborough, Bucks every co.uk Chairman: Kevin Richards,
motorcyclists: Wednesday evening. Federation of sidecar Clubs: 40 Penton House, Hartslock Drive,
John Webber, 11 Bootham Close, www.bbcmcc.freeuk.com www.sidecars.org.uk Thamesmead, London SE2 9UZ.
Billericay, Essex CM12 9NQ. CBX Riders’ Club (uk): Fellowship of Christian 0798 4099 473.
Bath Classic mCC: bcmcc.org www.ukcbxclub.com hyCAm:
motorcyclists:
Benelli motobi Club GB: Christian motorcyclists’ Paul Morin, 5 Frederick Close,
www.fcm-bikers.co.uk
www.benelliclubgb.net Assoc: www.cmauk.net Cheam, Surrey SMI 2HY.
Francis-Barnett owners’ Club:
BmF: www.bmf.co.uk Classic Racing Indian motocycle Club of GB:
www.francis-barnett.co.uk
BmW Club: motorcycle Club: www.indianmotocycle.co.uk
Gold star owners’ Club:
www.thebmwclub.org.uk www.crmc.co.uk Indian Riders’ motocycle Club:
www.bsagoldstarownersclub.com
British motorcycle Cossack owners’ Club: www.indianriders.co.uk
preservation society www.cossackownersclub.co.uk Greeves Riders’ Association: Italian ImoC/GB:
(North Wales): Cotton owners and www.greeves-riders.org.uk Stuart Boulton, 31 Gladstone Street,
www.bmpsnwales.org.uk enthusiasts’ Club: Gwent Classic Trials and Anstey, Leicester LE7 7BT.
Bridgnorth vintage www.cottonownersclub.com scrambles Club: 01162 126189 (answerphone).
machinery Club: DoT motorcycle Club: Mark Giles, 42 Picton Street, Email: Stuart@copper-cable.co.uk
www.bvmc.org.uk or www.dot-motorcycle-club.co.uk Griffithstown, Pontypool, Torfaen Japanese Classic mCC:
www.motorbikemover.co.uk Douglas owners’ Club: NP4 5HB. 01495 757930. NET Willoughby, Hazeldene House,
British motorcycle Riders’ www.douglasmcc.co.uk harley-Davidson Riders’ Club 240 Gloucester Rd, Cheltenham
Club (oxford): Ducati owners’ Club (GB): of Great Britain: GL51 8NR.
http://bmrco.wordpress.com www.docgb.org www.hdrcgb.org.uk Jawa/CZ omC of
British Two-stroke Club: Dunstall owners’ Club: hesketh owners’ Club: GB & Ireland:
www.britishtwostrokeclub.org.uk www.dunstall.wordpress.com www.heskethownersclub.org.uk www.jawaczownersclub.co.uk
FoR youR CluB To AppeAR oN ThIs pAGe pleAse emAIl All RelevANT CoNTACT DeTAIls To ThARTley@moRToNs.Co.uk

sponsored by
kawasaki triples club: new imperial owners’ scott owners’ club: thumper club:
www.kawasakitriplesclub.co.uk association: www.scottownersclub.org www.thumperclub.com
laverda owners’ club: www.newimperial.co.uk sohc/4 owners’ club: tr3oc (triples,
www.iloc.co.uk norman cycles club: www.sohc4.net bsa & triumph):
le velocette owners’ club: www.normanmotorcycles.org.uk south Wales sunbeam mcc: http://tr3oc.co.uk
www.leveloclub.org.uk norton owners’ club: Dave Harrison, 8 Wern St, Clydach triton owners’ club:
london sidecar club: www.nortonownersclub.org Vale, Rhondda CF40 2BQ www.triton-owners-club.co.uk
www.londonsidecarclub.co.uk nsu owners’ club: 01443 435125. triumph dayt-owners:
mag: www.nsuoc.co.uk dave.harrison47@yahoo.com http://autos.groups.yahoo.com/
www.mag-uk.org oregon vintage motorcyclists: sunbeam mcc: group/TriumphDayt-owners
maico owners’ club: www.oregonvintage.org www.sunbeam-mcc.co.uk triumph owners’ mcc:
www.maico.org.uk panther owners’ club: sunbeam owners’ www.tomcc.org
military vehicle trust: www.pantherownersclub.com Fellowship (s7 & s8):
tt supporters’ club:
www.mvt.org.uk pre-65 motocross club: www.onthebeam.co.uk
www.ttsupportersclub.com
morgan 3-Wheeler club: www.pre65.co.uk sussex british mcc:
velocette owners’ club:
www.mtwc.co.uk professional & executive mcc: www.sbmoc.vpweb.co.uk
www.velocetteowners.com
morini riders’ club: www.pemc.co.uk suzuki kettle club:
vincent/hrd owners’ club:
www.morini-riders-club.com register of unusual www.thekettleclub.com
www.voc.uk.com
moto guzzi club gb: microcars: www.rumcars.org suzuki owners’ club:
www.motoguzziclub.co.uk rotary owners’ club: www.suzukiownersclub.co.uk vJmc (vintage Japanese
moto rumi club: David Cameron, Dunbar, teesside yesteryear motorcycle club):
www.motorumiclub.co.uk Ingatestone Road, Highwood, motor club: www.tymc.org.uk www.vjmc.com
motor cycling club (mcc): Chelmsford, Essex CM1 3QU. the 59 club: vmcc: www.vmcc.net
www.themotorcyclingclub.org.uk www.nortonrotary.org.uk The Swift Centre, 387A Barking vintage motor scooter club:
mv agusta owners’ club: royal enfield & enfield india: Road, Plaistow, London E13 8AL. www.vmsc.co.uk
www.mvownersclub.co.uk www.royalenfield.org.uk www.the59club.org.uk Wessex vehicle preservation
national autocycle and rudge enthusiasts: the classic bikers’ club: club (classic motorcycle
cyclemotor club: www.rudge.co.uk www.classicbikersclub.com section): www.wvpc.org.uk
www.thebuzzingclub.co.uk scottish classic mcc: the invalid carriage register: Wima gb (Women’s
national sprint association: www.scottishclassicmotorcycleclub. http://invalidcarriageregister. international motorcycle
www.nationalsprintassociationltd.com moonfruit.com wordpress.com club): www.wimagb.co.uk

|| opinion ||
Do you rebuilD biKeS? I ask because a impressive hypocrisy I tell my pals how much
decreasing number of my own pals actually I… ah… envy / admire them. It always works.
do it any more. It appears to be a dying thing, They always think I’m telling the truth. This
flapping about in the gutter of history like an is why I suffer such penances. The truth will
unhappy cod. out.
I can’t remember a time when I’ve not had
a bike on the bench. It’s therapy. It’s an
frank westworth And then, in the twinkling of an unseen
eye, they post pics on Facebook showing
escape from the keyboard. It’s a refuge from their glittering rare monstrosity winning
the winter weather – which is when my own
riding is at its lowest ebb. The bones ache Famous Last awards at shows, being patted on the head
by Prince Charles, and similarly surreal
too much now for me to revel in the soaking
wildness… or, more prosaically, the endless
damp of a winter’s road trip when every
Words things. Everyone applauds, including me.
There is a worldwide haze of disbelief. How
did he do this? Where did the bits come
morning finds me dressing in damp, damp Are all rebuilds never-ever- from? Why did he bother? The bike then
clothes, and heading out again into the damp. ending? Are they ever, appears at auction and fetches a staggering
But the endless rebuilds allow an almost amount of money. Proud rebuilder buys
pointless pursuit. Where other rebuilders
actually, finished? another Aston-Martin while the rest of us
pride themselves in their remarkable ability contemplate suicide or homicide, undecided
to convert a pile of rusty scrap into an object about which is the more appropriate.
of wonder and strange desires within a matter of milliseconds, my rebuilds My rebuilds are not like that. My rebuilds never end. I pretend that they
take years. Lots of years. Lots of very long years. At times it feels as though end, and declare them finished, but they never actually are. However, there
they’re infinite rebuilds, and were they ever actually finished the whole world is always a wave of communal euphoria accompanying any declaration of
would somehow stop, coughing in surprise and wondering where it was. completion. Everyone is publicly happy for me (I know that the truth is
And at which point, exactly, does a rebuild cease to be a work in progress different; in their dark and skulky moments they’re all thinking ‘How did he
and become an accomplished thing? An achievement, even. When the bike do this?’ and ‘Why did he bother?’). Good pals roll up and remark that they’ve
fires up for the first time (if it ever does)? When it moves under its own gasps never ridden a bike exactly like that, and could they take it out for a spin? I
for the first time (if it ever does)? When it passes its first new MoT test since always agree, even if I can in fact remember that they did in fact have a bike
1973 (if it ever does)? When? exactly like this one, and sold it cheap because it was horrid.
As penance for many bad acts as a boy, I know several accomplished bike They always return bearing armfuls of compliments, though their
rebuilders. They are men of magic, people of passion, and quite often quite expressions of strangled horror often give away the true game. We collectively
remarkably tedious company. I would never tell them this. I doubt they’d care, ignore the weeping oil, the flat front tyre, the sudden absence of compression
as their internal processing may be endlessly preoccupied with mechanical and clutch slip so bad that the dismal brakes are never going to be a concern.
solutions to arcane problems unknown to humans, but I try never to cause Instead we repair to a bar and tell lies. The lies are gentle lies, harm no one
offence. Much. and allow us to feel as though our pathetic attempts at reviving some noble
Typically, they take a machine I’ve never heard of, from a land so very far warrior have all been worthwhile, somehow.
away that Venus seems nearer, and for which there were last spares available And then they leave. I wheel the dreary machine back onto the bench. I
in 1974, but only on a Tuesday and in Hull. Maybe Grimsby. They send me sit on my stool and stare at it. Yesterday it had been a triumph, a great
pictures of the hideous thing. I scratch my head, wondering why anyone achievement; today it’s revealed as a mountain of bodges. But tomorrow it
would ever have wanted one when they were new and hideously shiny, much will be a rebuild project, and I always enjoy rebuilds. Can’t wait. Let’s get
less when old, broken, immobile and simply hideous, and in a burst of truly started… CBG
‘We collectively ignore the weeping oil, the flat front tyre, the sudden absence of
compression and clutch slip so bad that the dismal brakes are never going to be a
concern. Instead we repair to a bar and tell lies’
WHO IS FRANK WESTWORTH?

Frank Westworth is the editor of RealClassic magazine, the latest in a long series of publications which began in 1982 when he was bullied
into producing the Jampot, the previously excellent magazine of the AJS & Matchless OC. He has a mysterious obsession with old
motorcycles, not all of them rotary Nortons, and with riding them, which he does very slowly…

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Are all rebuilds never-ever- ending? Are they ever, actually, finished?

Are all rebuilds never-ever- ending? Are they ever, actually, finished?

What is Frank Westworth's opinion on rebuild projects?

What is Frank Westworth's opinion on rebuild projects?

OVER-ENFIELD WILLIAMS NORTON

BIGGER BANGS THAN MOST PETER’S MONOCOQUE RACE BIKE

THE MIGHTY VINCATI

A TRIUMPH ON THE DIRT

MATCHLESS G12CSR || SUZUKI RE5 || MOTO GUZZI CX100 || BONNIE GUIDE

006 STAFFORD SHOW

012 SOME NEWS

014 PETER WILLIAMS NORTON

016 GEOFF DUKE

020 SUBS PAGE

022 BSA ROCKET 3

028 VELOCETTE SCRAMBLER

032 NORTON MODEL 18

CLASSIC BIKE GUIDE || JUNE 2015 3

eDITOR || Frank Westworth

pUblIsHeR || Tim Hartley

DesIGneR || James Duke

RepROGRapHICs || Simon Duncan

eDITORIal assIsTanT || Jayne Clements

pRODUCTIOn eDITOR || Dan Sharp

DIvIsIOnal aDveRTIsInG ManaGeR || David England

aDveRTIsInG || Jane Farquharson, Leon Currie

aRCHIve enQUIRIes || Jane Skayman

FRANK WESTWORTH sUbsCRIpTIOn ManaGeR || Paul Deacon

CIRCUlaTIOn ManaGeR || Steven O’Hara

MaRKeTInG ManaGeR || Charlotte Park

COMMeRCIal DIReCTOR || Nigel Hole

More froM CBG... aDveRT DeaDlIne || Friday, June 5

© Mortons Motorcycle Media, a division of Mortons Media Group Ltd.

4 JUNE 2015 || CLASSIC BIKe GUIDe

PHOTOS BY Joe Dick, Rowena Hoseason

6 JUNE 2015 || CLASSIC BIKE GUIDE

THE CAROLE NASH Classic Motorcycle Mechanics

CLASSIC BIKE GUIDE || JUNE 2015 7

1971 TRIUMPH TRAILBLAZER

8 JUNE 2015 || CLASSIC BIKE GUIDE

CLASSIC BIKE GUIDE || JUNE 2015 9

10 JUNE 2015 || CLASSIC BIKE GUIDE

You. Your classic. On track

Manx winner at Borders Show

12 JUNE 2015 || CLASSIC BIKE GUIDE

CLASSIC BIKE GUIDE || JUNE 2015 13

The ﬁrst of a few Words and photos by Jim Reynolds

14 JUNE 2015 || CLASSIC BIKE GUIDE

CLASSIC BIKE GUIDE || JUNE 2015 15

WORDS AND PHOTOS BY AlAn CAthCArt

16 JUNE 2015 || CLASSIC BIKE GUIDE

Winning the 1953 GP des

CLASSIC BIKE GUIDE || JUNE 2015 17

18 JUNE 2015 || CLASSIC BIKE GUIDE

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